The provisions of the Customs Law dealing with container handling services are outdated, thus, the efficiency of container handling operations are severely undermined. This can be attributed to several long-standing operational efficiency shortcomings. Containers are transported from seaports to dry ports under the supervision of the Customs and the police, and the clients bear all fees and the burden of any delays. More so, there are no representatives of the supervisory authorities available in dry ports, so in the event that a customs dispute arises between an importer and the customs authorities in dry ports, the importer is forced to return to the original port to address the issue.
The Customs Authority and all other relevant agencies should refrain from issuing directives related to import/export activities until they consult with the Agreements and Foreign Trade Sector of the Ministry of Trade and Industry. More so, the new bills of landings should be accepted.
The new customs law should take into account all international best practices and adhere to the Revised Kyoto Convention regarding customs control.
Egypt should accede to the International Convention for Safe Containers (CSC); the new bills of lading should be accepted.
Issues in the application of international trade agreements as it requests submitting the original certificate of origin and uploading it on the platform does not suffice and once the application code of the agreement is put the exemption does not show up, rather, the agreement could be abrogated for the possibility of registry 46 as there is no registration in document 46 unless the agreement is abrogated.
Issuing instructions for the applying the agreements in case pre-clearance takes place with a copy form of the exemption document, hence to be submitted in the second stage.
MTS reviews the agreement codes, and how it is applied and showed.
The provisions of the Customs Law dealing with container handling services are outdated, thus, the efficiency of container handling operations are severely undermined. This can be attributed to several long-standing operational efficiency shortcomings. Containers are transported from seaports to dry ports under the supervision of the Customs and the police, and the clients bear all fees and the burden of any delays. More so, there are no representatives of the supervisory authorities available in dry ports, so in the event that a customs dispute arises between an importer and the customs authorities in dry ports, the importer is forced to return to the original port to address the issue.
Recommendation(s)
The Customs Authority and all other relevant agencies should refrain from issuing directives related to import/export activities until they consult with the Agreements and Foreign Trade Sector of the Ministry of Trade and Industry. More so, the new bills of landings should be accepted.
The new customs law should take into account all international best practices and adhere to the Revised Kyoto Convention regarding customs control.
Egypt should accede to the International Convention for Safe Containers (CSC); the new bills of lading should be accepted.
Status/Notes
Challenge(s)
Issues in the application of international trade agreements as it requests submitting the original certificate of origin and uploading it on the platform does not suffice and once the application code of the agreement is put the exemption does not show up, rather, the agreement could be abrogated for the possibility of registry 46 as there is no registration in document 46 unless the agreement is abrogated.
Recommendation(s)
Issuing instructions for the applying the agreements in case pre-clearance takes place with a copy form of the exemption document, hence to be submitted in the second stage.
MTS reviews the agreement codes, and how it is applied and showed.