Clocks do not seem to be on time at the port of Tanger-Med. Delays have reportedly become frequent, even banal. Thus, it is rare to find a single boat in the port between noon and 7:00 p.m. This is how Youssef Benjelloun, president of the Mediterranean Maritime Chamber (CMM), described the situation in a statement published on the CMM website. According to him, this delay due to the low number of boats operating in the port and the lack of administrative rigour in control, costs the national economy as well as exporters dearly. "Export companies suffer martyrdom, especially those that export fragile products such as flowers, fish, snails, etc. because these products do not withstand long hours of waiting," he specified. But it is not only companies that are affected by these delays, passengers also pay the price, assures the president of the CMM. According to him, many have been forced to change their destination to embark or disembark at the port of Sebta following these recurring delays. This is all the more so since the price of tickets is cheaper in this port than in Tanger-Med. A situation described as unacceptable because, a few kilometres to the North, precisely in Spain, the respect for schedules is strict. According to Youssef Benjelloun, the departures and arrivals of boats are scheduled in advance between 10:00 a.m. and 4:00 p.m. in accordance with the working hours of the port's security and customs authorities who are at work until 11:00 p.m. The president of the CMM believes that this problem risks continuing as long as there is no well-defined and binding specification. Worse, the situation at the port of Tanger-Med risks becoming even more complicated as long as the person in charge of it is not appointed. Indeed, shipowners shirk all responsibility by justifying their position by the fact that they cannot invest given the hesitations that taint the policy followed by the Ministry of Transport regarding the issuance of the necessary authorisations and the fact that the operating period of these authorisations is very short. For its part, the supervisory ministry believes that it is on the side of the shipowners that one must look since it is they who have not respected their commitments. Youssef Benjelloun thinks, on the contrary, that it is up to this ministry to take its responsibilities and proceed to a global restructuring of the entire national maritime transport sector. Better still, the Transport department is under the obligation to put an end to the justifications of shipowners by granting them long-term authorisations while seeking other possibilities to strengthen the flows of national maritime transport.