Cargo Dwell Time in Durban : Lessons for Sub-Saharan African Ports

Based on quantitative and qualitative data, this paper attempts to identify the main reasons why cargo dwell time in Durban port has dramatically reduced in the past decade to a current average of 3-4 days. A major customs reform; changes in port storage tariffs coupled with strict enforcement; massive investments in infrastructure and equipment; and changing customer behavior through contractualization between the port operator and shipping lines or between customs, importers, and brokers have all played a major role. The main lesson for Sub-Saharan Africa that can be drawn from Durban is that cargo dwell time is mainly a function of the characteristics of the private sector, but it is the onus of public sector players, such as customs and the port authority, to put pressure on the private sector to make more efficient use of the port and reduce cargo dwell time.

Bibliographic Details

Main Authors:	Kgare, Tshepo, Raballand, Gael, Ittmann, Hans W.
Format:	Policy Research Working Paper biblioteca
Language:	English
Published:	2011-09-01
Subjects:	ACCESS ROADS, ACCESSIBILITY, AIM, AIRCRAFT, AUTOMOTIVE INDUSTRY, BERTH, BERTHING, BERTHS, BIND, BONDED WAREHOUSES, BORDER CROSSINGS, BOTTLENECKS, BOXES, BREAK ­ BULK, CAPITAL INVESTMENT, CARGO, CARGO DWELL TIME, CARGO HANDLING, CARGO STORAGE, CARGO TRAFFIC, CARGOS, CARRIER, CARRIERS, CENTRAL BUSINESS DISTRICT, COMMODITIES, COMMODITY, CONGESTION, CONTAINER DEPOTS, CONTAINER HANDLING, CONTAINER TERMINAL, CONTAINER TRAFFIC, CONTAINER VESSELS, CONTAINER YARD, CONTAINER YARDS, CONTAINERIZED CARGO, CONTAINERS, CORRIDOR, CROSSING, CUSTOMS, CUSTOMS BROKERS, CUSTOMS CLEARANCE, DELIVERY INSTRUCTIONS, DOMESTIC CARGO, EXPORT, FREIGHT, FREIGHT FORWARDERS, FREIGHT RAIL, GOAL, HOLDING COMPANY, HUB, INFRASTRUCTURE DEVELOPMENT, INFRASTRUCTURE INVESTMENT, INLAND TRANSPORT, INSPECTION, INTERNATIONAL CARRIERS, INTERNATIONAL PORTS, INTERNATIONAL SHIPPING, INTERNATIONAL STANDARDS, INTERNATIONAL TRADE, JOURNEY, LAND TRANSPORT, LANDLOCKED COUNTRIES, LANDLORD PORT, LANES, LIFTING, LOADING, LOGISTICS COSTS, MANUFACTURING, MARINE SERVICES, MARITIME TRAFFIC, MARITIME TRANSPORT, NATIONAL PORT AUTHORITY, NEW TERMINAL, PEAK HOURS, PEAK PERIODS, PIERS, PORT ACCESS, PORT ACTIVITIES, PORT AREA, PORT AUTHORITIES, PORT AUTHORITY, PORT CAPACITY, PORT CHARGES, PORT CONGESTION, PORT DUES, PORT INFRASTRUCTURE, PORT OPERATION, PORT OPERATIONS, PORT PERFORMANCE, PORT SERVICES, PORT USERS, PRIVATE SECTOR PARTICIPATION, RAIL TRACKS, RAIL TRANSPORT, REGIONAL LOGISTICS, ROAD, ROAD CONGESTION, ROAD CONNECTIONS, ROAD NETWORK, ROLLING STOCK, ROUTE, ROUTES, SEA TRANSPORT, SHIPPERS, SHIPPING, SHIPPING LINES, SHIPS, STEVEDORES, STORAGE CAPACITY, STORAGE CHARGES, STORAGE FACILITIES, STRADDLE CARRIERS, TAX, TERMINAL AREA, TERMINAL FACILITIES, TERMINAL OPERATIONS, TERMINAL OPERATORS, TERMINALS, TEU, TRADE LOGISTICS, TRAFFIC DISTRIBUTION, TRAFFIC VOLUMES, TRAINS, TRANSIT, TRANSIT CORRIDORS, TRANSPARENCY, TRANSPORT, TRANSPORT COSTS, TRANSPORT MODES, TRANSPORT NETWORK, TRANSPORTATION, TRANSPORTATION RESEARCH, TRANSSHIPMENT, TRUCK DRIVERS, TRUCKS, TRUE, VEHICLE, VEHICLES, VESSELS, WAITING TIME, WAREHOUSE, WHARF,
Online Access:	http://www-wds.worldbank.org/external/default/main?menuPK=64187510&pagePK=64193027&piPK=64187937&theSitePK=523679&menuPK=64187510&searchMenuPK=64187283&siteName=WDS&entityID=000158349_20110912124611 http://hdl.handle.net/10986/3558
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