Tanger Med - World Customs Organization

Tangier Med Special Agency
Tanger Med :
For of a world class logistics and industrial platform in
Morocco
What future for 100% Scanning?
Hassan Abkari
Bulk Activities Manager
BSc MSc MBA
June 2008
Special Development Zone
Vision
 Develop a logistics and industrial
integrated platform
 Leadership in the Mediterranean
Objectives
 Competitive products, high
investments flows, job creation
 A new shift in territorial planning
 Social and economic
development
Integrated platform
Port
1000 ha, free zones
Intermodal facilities
2
3
Integrated management structure
 Private company endowed with
public power prerogatives
Spain
 Responsibility: Promotion of
special economic zone
Morocco
 Project manager and contracting
authority for every operation –
only interlocutor for all services
Port
Zones
d’Activités & Immobilier
Territoire
Role, missions and prerogatives of TMSA are set out by the decree-law N°2-02-644 of rejeb
2, 1423 and the agreement between TMSA and the State on February 17, 2003
4
First development phase 2003-2009
The project
The Port
 Tanger Med I (3m TEU)
 Tanger Med II (5m TEU)
 Passengers and RoRo-Ro port (capacity: 7 million passengers /
year)
Free zones




Logistics (Medhub
(Medhub))
Trade (Fnideq
(Fnideq))
Industrial (Melloussa
(Melloussa))
Tanger Free Zone
Intermodal facilities
 53 Km highway linking the port to the main CasablancaCasablanca-Tanger
highway
 express way linking the port to Fnideq (nearby town)
 45 km railway linking the port to the national railway system
 Tanger –Tétouan express way
5
Container terminals

Some of the largest in the Mediterranean:
 TMI : quay length 1,600m at -16m et -18m;
80ha open yard area
 TMII : quay length 2,800m at -16m

Accommodating the latest generation of
super container ships

Total Nominal capacity of 8 million TEU

Concession of Terminal 1 granted to APM
Terminals for 30 years

Concession of Terminal 2 granted for 30
years to consortium comprising EurogateContship / MSC / CMA-CGM

Concessions of Terminals 3 and 4 by end of
2008.
6
Terminal 1 operating since July 2007
7
Security control & Customs clearance areas I/X
8
Reminding the project’s main objectives
 Responding to growing capacity needs from global terminal operators and
shipping lines ;
 Building an integrated logistics and industrial platform around the container
business ;
 Capitalizing on Tanger Med I infrastructure costs ;
 Favoring a project finance scheme ;
 Taking advantage of Morocco’s geographical competitive advantage ;
9
HR1 & 100% Scanning
 Text of Language:
– A container that was loaded on a vessel in a foreign port shall not enter the
United States (either directly or via a foreign port) unless the container was
scanned by non-intrusive imaging equipment and radiation detection
equipment at a foreign port before it was loaded on a vessel
Major issues for Port industry :
 Effectiveness and limitations of scanning equipment
 Effects on port operations
 Effects on the supply chain
 Responsibilities
10
Effectiveness and limitations of scanning equipment
 Current technology limitations
 Detection of radiation also gives indications of natural radiation, e.g. granite,
tiles etc. time and manpower consuming.
 Protection by special containments can be used to hide dirty bombs etc,
thus not allowing detection.
 Scanning devices are available at the landside of port facilities, how to scan
boxes which are directly transshipped from other ships?
 Results of pilot programs to test the scanning concept under SFI have not
been taken into account in the new Act.
Courtesy to NNSA
11
Effects on port operations
 Segregation of US-bound containers procedures (dedicated green line?).
 Time to port for US-bound containers.
 Containers storage before clearance.
 Extra manpower, from both port operators and relevant authorities
(customs).
Mobile scanner at Tangier City Port
12
Effects on the supply chain
 Costs of introducing the 100 % scanning measure will to a large extent be
transferred to port users.
 Given that US exporters are not required to have export cargo screened this
action will discriminate against exporters based outside the US, and thus
reduce the foreseen positive impact of the Moroccan American FTA .
 Delays in the supply chain and increase dwell time adding to already
existing congestion problems.
13
Responsibilities and legal questions
 The chain of responsibilities is not clear: who is to perform the scanning
operations, who is to purchase, operate and maintain the scanning
equipment?
 What are the implications for the local authorities if a certified container
does cause an incident in the US?
 Will there be specific requirements for scanning equipment to be used by
non-US ports and who will set those standards?
14
Conclusions
 As a Greenfield project, it may be easier to Tanger Med port to implement
100% scanning for US-bound containers.
 With Tanger Med current arrangements, scanning containers when delivered
by trucks is feasible and will not slow down significantly terminal operation
 However, containers delivered by trucks only represent ~5 to 10% of total
Tanger Med Container Terminals throughput
 Around 90% of Tanger Med throughput are Transshipment and
Transshipment ‘moves’ must be piloted
 Trucking community needs to be further educated on the safety of the NII
system
 Ensure that US and tomorrows EU new policies/procedures will not impact
tremendously terminals productivity
15
Thank you
16