Roll-on/roll-off (RoRo) remains the default mode for moving finished vehicles from Chinese loading ports to import markets in the Gulf, Africa, and beyond. This walkthrough sets out the sequence a China-registered general trading company with a vehicle export licence follows when a dealer or fleet buyer places an order. It covers inquiry, quotation, documentation, inspection, vessel booking, and after-sales, with reference to actual lanes and regulatory regimes. The aim is a calm, logistical view: what happens, in what order, and which documents and standards govern each step.
Inquiry: Matching Vehicles to Destination Rules
An inquiry typically arrives with a make, model, model year, quantity, and destination port. The first task is to test the request against the destination market's regulatory framework, because RoRo booking is pointless if the vehicle cannot clear customs. For Kenya, the framework is KEBS KS 1515 plus Pre-export Verification of Conformity (PVoC), with a maximum vehicle age of 8 years from first registration; Mombasa is the port, and the Kenya Revenue Authority collects duty, excise, VAT, IDF, and RDL. For Saudi Arabia, SASO plus SABER conformity (CoC) via the SALEEM platform applies, and used passenger cars are limited to within 5 model years for general import; an Arabic VIN plate is required. For the UAE, GSO Gulf Standards (GSO 42, GSO 1416) apply, with no federal age limit but emirate-level rules; RTA Dubai requires GCC-spec or compliant retrofit, and NEV imports must meet GSO EV standards. Nigeria and South Africa have their own pre-shipment regimes, SONCAP and NRCS respectively. If the requested vehicle cannot meet the applicable regime, the inquiry is adjusted before any quote is issued.
Quote: Incoterms, Lanes, and Transit Windows
Quotations are issued on Incoterms 2020 terms: FOB Tianjin or Shanghai, CIF destination port, CFR destination port, or EXW dealer yard. The choice affects who controls the ocean leg and insurance. RoRo is quoted alongside container options, because a single vehicle may be cheaper in a 20-foot container while a mixed batch of three or four often suits a 40-foot container; taller SUVs may require an open-top container. Indicative transit windows for RoRo are 20–28 days on Tianjin to Jebel Ali (UAE), 30–40 days on Shanghai to Mombasa (Kenya), and 35–50 days on Shanghai to Lagos (Tin Can or Apapa, Nigeria). Container transits are typically longer on the Gulf lane, around 25–35 days. These figures come from the shipping lines' published schedules and are confirmed at booking, not guaranteed at quotation.
Documentation: The Paperwork That Moves with the Metal
Export documentation is prepared in parallel with the booking. The standard set is a commercial invoice, packing list, bill of lading, China customs export declaration, and a certificate of origin (COO) issued via CCPIT. Destination-market certificates are added as required: SONCAP for Nigeria, PVoC for Kenya, SASO for Saudi Arabia, and equivalents for other regimes. The bill of lading is the key RoRo document; it must match the VIN list and the customs declaration exactly, because discrepancies at the destination port delay clearance and can trigger storage charges. For NEV shipments, the battery documentation and any dangerous-goods declarations required by the shipping line are prepared alongside the standard set. GACC China customs export bulletins and MOFCOM announcements are monitored for any change in export declaration requirements.
Inspection and Pre-Shipment Preparation
Before the vehicle is delivered to the port, a pre-shipment inspection is arranged. For Kenya-bound units this supports the PVoC process; for Nigeria-bound units it supports SONCAP. The inspection covers identity (VIN, engine number), condition, and conformity with the destination standard. Vehicles are then cleaned, fluids checked, and, where required, fitted with the destination-spec plate or retrofit. For Saudi Arabia, the Arabic VIN plate is fitted at this stage. For Dubai, any GCC-spec retrofit required by RTA is completed before loading. Photographs and the inspection report are shared with the buyer. The vehicle is then moved to the loading port: Tianjin (TXG), Shanghai (SHA), or Guangzhou (CAN), depending on the lane and the vessel schedule.
Booking and Loading: Working with the Car-Carrier Lines
RoRo bookings are made with major car-carrier lines operating on China–Russia, China–Middle East, and China–West Africa lanes. The lines commonly used include Wallenius Wilhelmsen, Höegh Autoliners, NYK, Grimaldi, and COSCO. Space on RoRo vessels is allocated by cubic metre and by vehicle type, so booking early matters on the Gulf and West Africa lanes. At the terminal, vehicles are driven on and secured by the line's stevedores; the shipper receives a mate's receipt, which is exchanged for the bill of lading. For container shipments, loading is supervised and the container is sealed. The choice between RoRo and container is made at quotation stage, but it can be revisited if schedules shift.
Shipping: Transit, Tracking, and Destination Ports
Once loaded, the vessel departs and the transit window begins. On the Tianjin to Jebel Ali lane, RoRo transit is typically 20–28 days. On Shanghai to Mombasa, it is typically 30–40 days. On Shanghai to Lagos, it is typically 35–50 days. These windows are indicative and depend on the line's rotation and any port congestion. Tracking is via the line's bill of lading number, and the destination agent is notified before arrival so that customs clearance can be prepared. At destination, the consignee or their clearing agent presents the bill of lading, invoice, packing list, COO, and the relevant conformity certificate (SONCAP, PVoC, SASO, or equivalent) to the customs authority. In Kenya, KRA then collects duty, excise, VAT, IDF, and RDL. In Nigeria, the destination regime applies. In Saudi Arabia, SABER clearance is completed via the SALEEM platform. In the UAE, RTA registration follows customs clearance.
After-Sales: What Continues After the Vessel Sails
After-sales for an export transaction is mainly documentation and follow-up. The shipper retains copies of the bill of lading, customs declaration, COO, and conformity certificates for the buyer's records and for any subsequent audit. If a destination authority raises a query, the shipper can provide the export declaration and the inspection report. For repeat orders, the buyer's VIN list and destination requirements are kept on file so that the next inquiry, quote, and booking cycle is faster. Warranty terms, where offered, are defined by the seller and, for used vehicles, are typically limited; the buyer should confirm the terms in the sales contract. The process is deliberately sequential: inquiry, quote, documentation, inspection, booking, shipping, after-sales. Each step depends on the one before it, and each is anchored to a named regulation or a published shipping-line schedule rather than to an estimate.
Why RoRo Remains the Default for Volume Vehicle Exports
RoRo is the standard mode for moving multiple vehicles because it avoids the cost and handling of container stuffing and de-stuffing. For a dealer importing a batch of SUVs, sedans, or NEVs, RoRo on a car-carrier line is usually the most straightforward option. It is not always the cheapest per unit; for a single vehicle, a 20-foot container can be competitive, and for a small mixed batch, a 40-foot container may be more economical. The decision is made at quotation stage using the line's published tariffs and the destination port's requirements. What matters for a smooth transaction is that the vehicle, the documentation, and the destination conformity certificate all align before the vessel sails. That alignment is the core of the process walkthrough above, and it is what allows a dealer-to-dealer transaction to clear customs without avoidable delay.