Browsing by Author "Gumede, Sanele Aubrey."

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Assessing stakeholders' perspectives on maritime port pricing in South Africa.
(2012) Gumede, Sanele Aubrey.; Chasomeris, Mihalis Georgiou.
The South African government has recognised the importance of promoting efficient and effective transport as well as the strategic role of maritime ports in the logistics chain. This study critically assesses stakeholders’ perspectives on maritime port pricing in South Africa. More specifically, the study analyses the annual Transnet National Ports Authority (TNPA) tariff application, the stakeholders’ submissions, as well as the Ports Regulator’s record of decisions for 2010/11, 2011/12 and 2012/13 tariff years. The study uses content analysis to analyse the three TNPA tariff applications, 48 stakeholders’ comments/submissions and three Ports Regulator’s records of decisions. The study gathers data on port pricing from 1999 to 2012 and uses descriptive statistics to analyse the trends in port pricing. The stakeholders’ perspectives are contrasted and compared with the three port doctrines identified in the literature, namely, the Anglo-Saxon, the European and the Asian doctrine. The findings show that South Africa’s complementary system of ports and uniform pricing policy is distinct. The content analysis found the following issues: ports stakeholders criticise TNPA for abusing its monopoly power; hindering global competitiveness; not taking cognisance of the state of the country’s economy; charging price increases which are higher than inflation; creating an environment which does not support job creation; being inconsistent and non-compliant with the national policies; not applying cost-based pricing principles; not having a justifiable pricing methodology; low productivity and inefficiency; inconsistent and unreasonable pricing of products; poor service delivery and poor port security. TNPA currently cannot achieve its stated objectives. South Africa has elements of all three contesting port doctrines. The clash in port doctrines is a source of misunderstanding and contention. The ports are financed and managed using a mix of elements from the European and Asian doctrines, whereas the pricing methodology appears to be following the Anglo-Saxon doctrine. The Ports Regulator of South Africa has the potential to deal with the stakeholders concerns, however, this authority needs to be strengthened. South Africa needs to develop a port doctrine that will be consistent with the country’s vision and policies.
Assessing the media perspective on container terminal turnaround time: lessons for the Port of Durban.
(2021) Makhathini, Nomathemba Lucia.; Gumede, Sanele Aubrey.
The primary goal of this research was to assess the media perspective on container terminal turnaround time of the Port of Durban. Furthermore, it sought to assess how the Port of Durban conforms with media perspectives on similar economically-related ports and leading global ports in terms of productivity. The study adopted a qualitative research paradigm employing secondary source data. The information data for the research was drawn from 76 online news articles. The study sought to describe the concept of container terminal turnaround time within the selected seaports. The articles used in the study ranged from 2009 to 2019 making a total of 76 articles. The study enabled the researcher to track how the media portrayed the turnaround performance of these seaports over the years. The study also looked at measures put in place in these container terminals to reduce turnaround time and to promote productivity over the years. The study adopted a thematic analysis (TA) approach to determine the key indicators, factors or features that described the concepts of container terminal turnaround time (productivity) as described by the print media. Findings from the study revealed that container terminals are becoming increasingly inclined towards the use of smart solutions that could help to optimise turnaround time, propagate performance and decrease shipping costs – all without requiring substantial infrastructure and equipment expenditures. It was further determined that container terminal turnaround time Performance cannot be judged just on the basis of a single value or measure. The study concluded that Before South Africa's largest freight gateway is completely operational at an international turnaround time standard, there is still a long way to go.
Exploring the implementation of the new customs act on the road congestion from the port of Durban.
(2021) Khuzwayo, Maxwell Nhlanhla.; Meyiwa, Ayanda.; Gumede, Sanele Aubrey.
Customs clearance of goods and subsequent conveyances for import, export or transit is a key compliance that aligns various governmental bodies and industry stakeholders involved in international cross-border trade. In the Republic of South Africa, this function falls under the control of the South African Revenue Services (SARS). Up to this point, the clearing of goods in the ports by the Customs department of the South African Revenue Services (SARS) in South Africa has been conducted in line with the regulations of the Customs and Excise Act of 1964. A major restructuring of this legislation has been done on this Act which will ultimately be known as the Excise Act and two new Acts have been promulgated. These are the Customs Control Act 31 of 2014 and the Customs Duty Act 30 of 2014. The Acts are largely aimed at addressing the needs of trade facilitation. In 2014 the Customs Control Act 31 and the Customs Duty Act 30 were signed into law. The relevant rules on these Acts were circulated for public comment and are available on the website of SARS. It follows then, that all the clearing of goods imported, will be conducted in compliance with the new Customs Control Act. The compliances under this Act are representative of measures which are different and in contrast to those of the Customs and Excise Act 91 of 1964. The aim of this paper is to explore the implementation of the Customs Control Act 31 of 2014 and to ascertain its potential impact on the congestion of the roads by trucks carrying containers from the Durban Container Terminal and the flow of containerised traffic to various destinations in the hinterland. This Act is designed to comply with the provisions of the World Customs Organisation (WCO) and the Revised Kyoto Convention (RKC)which sets out guidelines regarding effective customs administration in the modern times of international trade. These include simplified formalities and procedures of border control, standardised documents, risk management, risk analysis and management interventions and audit-based controls. The objective of this convention is aligned to the SAFE framework of standards designed to promote and facilitate legitimate trade and provide security of the international supply chain across all modes of transport. The researcher adopted a qualitative research approach to answer the research questions. Document analysis was deemed appropriate due to the nature of the study. The two pieces of legislation were compared based on their provisions regarding customs clearance of containerised cargo in the country. The results from the study show that most significant change between the two Acts is the changes in the place for performing customs clearing formalities. The study also found that additional containers will be transported on the already congested roads in the Port of Durban precincts as a result of the termination of the cargo manifest at the seaport. The role of the country’s inland ports in easing congestion in the port will also be diminished as they are not designated as places of entry in the country for customs clearance purposes under the Customs Clearance Act 31 of 2014.