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AfCFTA-000-118 |
6.5. Other |
2026-03-17 |
Zimbabwe: Victoria Falls |
Zambia |
Transferred |
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Complaint:
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Informal traders carrying small quantities of goods, such as fresh produce, cooking oil, rice, sugar and pasta.
These traders cross the Victoria Falls border post by bike or foot.
The complaint concerns over 50 traders per day, crossing the border.
When entering Zimbabwe, they get stopped by Customs and will face seemingly arbitrary restrictions on quantities of goods that can enters (which change on a daily basis and depending on the specific officer on duty). When these arbitrary quantities are exceeded, the officers often confiscate all of the goods or demand bribes to release the traders. They also face threats when questioning the behaviour of the officer.
When returning after selling goods on the market in Zimbabwe, and after clearing the Zimbabwe Customs, they will often get stopped by police or soldiers in the no-mans-land between the borders to be demanded further bribes from the proceeds of their sales.
If bringing merchandise from Zimbabwe back to Zambia, depending on the officers at the border and despite the small quantities carried, they will be asked to obtain an export license from Harare. Or to pay another bribe to be released. |
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AfCFTA-000-117 |
poor road infrastructure |
2026-03-06 |
Djibouti: Galafi |
Ethiopia |
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Complaint:
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The movement of goods through the Galafi border corridor is significantly constrained by poor road infrastructure between Ethiopian border and Djibouti, particularly around the Dikil town corridor, which stretches approximately 80 kilometers. Traders and transporters said that traveling within this route can take up to 19 hours for a relatively short distance compared to the same distance takes 4 hours in normal road infrastructure, mainly due to the poor condition of the road.
The prolonged travel time has several direct and indirect impacts on traders. First, delays in transportation often result in late arrival at the border post, which in turn leads to additional costs such as extended storage/container fees, and missed clearance schedules. These delays also significantly affect perishable goods, including agricultural products and livestock trade. Traders indicated that animals transported along this route sometimes suffer from stress, illness, or death due to the long and difficult journey, resulting in financial losses.
Another major concern is the health and safety of drivers. Spending nearly a full day to cover only 80 km exposes drivers to extreme fatigue, poor working conditions, and limited access to medical or emergency services along the route. The difficult road conditions also increase the likelihood of vehicle accidents and mechanical failures.
In cases of vehicle breakdown or accidents, transporters face additional burdens such as expensive car towing services, which further increase operational costs. Moreover, traders highlighted that insurance coverage for goods in transit is either unavailable or extremely expensive for this route. Because of the high risk associated with the road condition, many transporters are unable to afford insurance, leaving them financially vulnerable in the event of accidents, cargo or container damage, or loss.
Traders also emphasized that these challenges persist despite the existence of an alternative road that has already been constructed but is not yet operational. If this alternative route were opened and fully functional, it could significantly reduce travel time, lower transport costs, improve driver safety, and minimize losses related to perishable goods and livestock.
Overall, the poor infrastructure along the Galafi–Dikil corridor represents a substantial non-tariff barrier to trade, creating delays, increasing costs, and exposing traders and transporters to significant financial and safety risks. |
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AfCFTA-000-121 |
7.2. Other |
2026-02-16 |
Kenya: Moyale |
Ethiopia |
Transferred |
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Complaint:
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Under the East African Community (EAC) Vehicle Load Control Act, 2016, Kenya applies permissible maximum axle load limit of 28-ton along the Moyale–Nairobi (A2) corridor. In contrast, Ethiopian trucks are permitted to carry loads of up to 40 tons up to the Moyale One-Stop Border Post (OSBP). Due to this regulatory mismatch, Ethiopian trucks cannot proceed further into Kenya and must offload their cargo at the border.
This process is further delayed by the limited availability of Kenyan trucks to take over the cargo, as well as a shortage of warehouse facilities at the border, which forces vehicles to wait longer with their goods. Conversely, Kenyan trucks are generally able to transport goods into Ethiopia without similar restrictions. |
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AfCFTA-000-122 |
2.6. Customs formalities |
2026-02-02 |
Djibouti: Port of Djibouti |
Ethiopia |
Transferred |
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Complaint:
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The importer experienced significant challenges during the customs clearance process at the Port of Djibouti. Upon arrival of the shipments (both containerized cargo and vehicles), they were informed of multiple documentation-request by customs authorities. These issues included minor discrepancies such as spelling errors in the Bill of Lading, as well as requirements to provide additional supporting documents that had not been communicated to them prior to the arrival of the cargo.
Importantly, these documentation requirement were not raised in advance, which prevented them from making the necessary corrections before the shipment has reached to the port. As a result, they were required to repeatedly amend and resubmit documents under a time pressure leading to delays in the clearance process.
Due to these combined challenges, the cargo remained at the port beyond the allowed free storage period. Consequently, the importers has incurred significant unplanned costs, including demurrage charges and other related port fees.
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AfCFTA-000-119 |
2.6. Customs formalities |
2026-01-14 |
Ethiopia: Dilla Customs Office |
Ethiopia |
Transferred |
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Complaint:
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The Dilla Customs Office has repeatedly delayed the clearance of export goods destined for the Moyale Border for extended periods, despite all required documents and formalities having been duly completed. These products were issued permits with specific validity periods, yet the delays persist, causing unnecessary disruptions. This issue has occurred several times at the same government institution. |
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AfCFTA-000-124 |
3.2. Conformity assessments |
2026-01-08 |
Ethiopia: Dewele |
Ethiopia |
Transferred |
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Complaint:
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Imported tyres are subject to duplicated conformity assessment at destination, despite having undergone identical testing procedures in the country of origin. The absence of recognition of prior test results leads to unnecessary duplication and additional testing cost. |
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AfCFTA-000-126 |
4.3. Other |
2026-01-07 |
Kenya: Moyale |
Ethiopia |
Transferred |
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Complaint:
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Ethiopian maize quality standards are not accepted in Kenya, requiring additional conformity assessment. This has resulted for an extra costs of approximately 44,000 Kenyan Shillings per consignment, increasing the cost of doing business. |
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AfCFTA-000-125 |
3.2. Conformity assessments |
2025-12-10 |
Ethiopia: Moyale |
Ethiopia |
Transferred |
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Complaint:
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There were delays in obtaining approval or certification for goods imported through the Moyale border. Samples are required to be tested in Addis Ababa before clearance can take place. As a result, importers are expected to obtain the necessary approval before the goods are shipped to Ethiopia. Otherwise, if the approval is sought after the goods arrive and undergo document verification, significant delays may occur.
Following the complaint received, a visit was conducted to the Moyale One-Stop Border Post (OSBP), where these issues were confirmed. For instance, a Vaseline product with all the required specifications (five types) intended for import into Ethiopia was required to obtain prior approval. However, the process took up to two months. This approval or certification is essential for clearance.
If importers fail to secure the approval before the goods arrive at the border, they may face extended waiting periods to obtain the necessary authorization before clearance can proceed. This situation was observed at the Moyale OSBP and confirmed by officers responsible for document verification. |
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AfCFTA-000-106 |
2.5. Rules of origin |
2025-11-26 |
Egypt: Port of Ain Sukhna |
South Africa |
New |
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Complaint:
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We are trying to sell white-top kraftlinerboard (HS code 4804.19) manufactured by Mondi in South Africa to customers in Egypt. However, Egyptian Customs are insisting on applying a 15% import duty because of the country of origin, despite the AfCFTA.
To our understanding, this product should qualify for a 0% duty rate under AfCFTA preferences, but Customs’ current assessment is not reflecting this. We would appreciate clarification on the correct applicable duty and guidance on how to ensure the AfCFTA exemption is applied at clearance. |
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AfCFTA-000-129 |
1.3. Other |
2025-11-18 |
Ethiopia: Government Institutions at One Stop Border Post |
Kenya |
Transferred |
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Complaint:
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There is a lack of coordination arising from the fragmented structure of the offices and the limited number of officers assigned to support operations. Offices are located in different buildings that are not interrelated, and staffing constraints further reduce efficiency. For example, only one officer is responsible for conducting standard inspections for both export and import goods, creating a bottleneck.
In addition, each institution operates independently under its own supervision, with limited cross-agency integration. While some services, such as agriculture-related offices, still rely on manual processes, others, such as customs, have fully adopted digital systems for clearing goods. However, customs procedures still depend on confirmations from these other agencies before goods can be cleared, leading to delays and inefficiencies.
Overall, these structural and operational challenges contribute significantly to the lack of coordination. |
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AfCFTA-000-135 |
2.7. Import licensing |
2025-09-23 |
Comoros: Port of Moroni |
Comoros |
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Complaint:
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Licence d'importation du riz de luxe: l'instauration d'une licence pour le riz de luxe ne constitue pas un obstacle tarifaire car elle n'est pas une taxe, mais elle est un obstacle non tarifaire puissant. Elle agit comme un goulot d'étranglement qui protège certains acteurs au détriment de la concurrence, ce qui se traduit in fine par une réduction de l'offre disponible et une hausse des prix pour le consommateur.
Documents:
- Code Général des impôts Chap. 4-sesction 2
- Loi des Finances (LF 2019) Art 20, point 1, 2, 3
- LF 2020 |
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AfCFTA-000-130 |
1.3. Other |
2025-09-23 |
Ethiopia: Ethio-Dibouti Railway |
Ethiopia |
Transferred |
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Complaint:
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The Ethio-Djibouti Railway, in addition to providing transport services to the Dewele border, also offers freight forwarding services to exporters, either directly or through its agents. While the contractual agreement is established between the exporter and the railway operator, the actual service delivery is often carried out by third-party agents with whom exporters have no direct contact.
This arrangement limits the exporters ability to track consignments in real time. In several instances, exporters only become aware about the missing consignment at the border. So,the remaining/missing goods will be shipped separately through the same process, resulting in additional transport costs and delays. Consequently, there is a delay in meeting delivery deadlines, which affects the trader’s reliability and lead to financial losses as well.
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AfCFTA-000-114 |
6.2. Surcharges, port taxes, statistical taxes, etc. |
2025-09-13 |
Tanzania, United Republic of: |
Uganda |
Transferred |
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Complaint:
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Currently, Tanzania Ports Authority (TPA) Tariffs (2023) and the Tanzania Shipping Agencies Act Cap 145 (2026) do not address recent developments in regional transport, particularly the introduction and operation of Roll-on Roll-off (RoRo) vessels within the East Africa lake transport corridor.
In particular, at Mwanza Port, port charges levied on RoRo cargo by TPA are considerably high, and in most instances, include stevedoring and cargo handling fees that are not actually incurred. Given that RoRo cargo is driven on and off vessels without manual handling, the application of such charges is inconsistent with the nature of service provided. Additionally, wharfage fees are assessed at high levels compared to other regional ports, that further increase the overall cost burden on customers.
Despite efforts to engage port officials in constructive dialogue and propose a case-by-case assessment framework that would more accurately align charges with the actual services rendered, there has been limited willingness to review and adjust the existing approach. Charges continue to be applied under the prevailing tariff structure without adequate consideration of the unique operational characteristics of RoRo transport.
The cumulative effect of these high and misaligned port charges is that prospective customers are discouraged from utilizing lake transport services. This is particularly concerning given that water transport offers a shorter, more cost-effective alternative to the long and less efficient road route via the Mutukula border between Uganda and Tanzania.
Furthermore, lake transport provides broader economic and environmental benefits. It is a more environmentally sustainable mode of transport, contributing to reduced carbon emissions, lower fuel consumption per-kilometer, and decreased road congestion. Increased utilization of water transport relieves pressure off regional road infrastructure, thereby reducing road maintenance costs and promotes the use of available multimodal transport corridors.
In light of the foregoing, there is a clear need for a review and modernization of the existing lake tariff framework to incorporate RoRo-specific provisions. Such reforms would promote fair pricing, encourage modal shift to more sustainable transport options, and the broader objectives of regional trade facilitation and infrastructure optimization`.
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AfCFTA-000-100 |
7.2. Other |
2025-09-09 |
Algeria: Salon IATF, Alger |
Comoros |
New |
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Complaint:
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Je suis une MPME exposante à la foire IATF 2025 à Alger, à mon arrivée je ne connaissais pas le système monétaire local. J'ai vendu des produits agroalimentaires (vanille) et cosmétiques à un taux de change de 150 dinars pour un euro (taux de la banque). Après ces transactions, j'ai voulu échanger ces dinars en euros et c'est la que j'ai appris ce que ce n'était pas possible et que sinon il fallait les échanger à un taux de 260 (un écart de 110 dinars par euro) de manière informelle. Je me suis donc déplacé à la banque et à ma grande surprise je ne pouvais pas avoir des euros. J'ai également demandé à transférer l'argent aux Comores mais aucune agence ne pouvait le faire. Ma seule issue était de tout dépenser en Algerie. |
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AfCFTA-000-101 |
7.2. Other |
2025-09-09 |
Algeria: Salon IATF, Alger |
Comoros |
New |
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Complaint:
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J'étais présente au salon IATF, venant des Comores pour exposer des produits alimentaires. Malheureusement, je n'ai pas pu vendre mes produits en euros ou dollars, j'ai du les vendre en dinar algérien. J'ai rencontré des difficultés pour changer cet argent en euros ou dollars car plusieurs reglementations m'en n'ont empéché. |
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AfCFTA-000-109 |
1.3. Other |
2025-07-24 |
Comoros: Port of Moroni |
Comoros |
New |
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Complaint:
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L’Union des Comores, État archipel composé de trois îles autonomes (Grande-Comore, Anjouan, Mohéli), présente une organisation institutionnelle originale où chaque île dispose d’une autonomie fiscale . Cette autonomie, bien qu’inscrite dans un cadre unionnel, entraîne des pratiques différenciées en matière de taxation et de régulation des flux commerciaux. L’exemple du transbordement de marchandises dédouanées à la Grande Comore vers Anjouan met en évidence l’existence de barrières commerciales internes, qui structurent le fonctionnement économique de l’archipel.
Le dédouanement effectué dans une île ne confère pas automatiquement un droit de libre circulation vers une autre.
L’absence d’un mécanisme harmonisé de reconnaissance mutuelle des formalités douanières favorise la coexistence de régimes distincts, créant une segmentation du marché intérieur. |
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AfCFTA-000-133 |
2.7. Import licensing |
2025-07-24 |
Comoros: Port of Moroni |
Comoros |
New |
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Complaint:
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Aux Comores, , l'importation d'alcool est soumise à un régime d'autorisation préalable. Lorsqu'elle n'est pas strictement automatisée, cette licence devient une BNT de type « licence non-automatique ».
Les principaux éléments constitutifs de cette barrière sont :
Le pouvoir discrétionnaire : Comme,les critères d'octroi de la licence ne sont pas clairement définis dans un manuel de procédures publiques, l'administration dispose d'une marge d'appréciation trop large. Cela peut mener à une sélection arbitraire des importateurs, limitant artificiellement la concurrence.
L'obtention de la licence nécessite souvent des validations . Le manque de coordination entre ces entités transforme une formalité de contrôle en un parcours du combattant administratif.
Dans le cadre de l'intégration à la ZLECAf et des engagements de facilitation du commerce, le maintien de licences d'importation non-automatiques est une source potentielle de contentieux.
- Code Général des impôts Chap. 4- section 1
- LF 2019 Art 20
- LF 2021 Art14, point 5,6,7 |
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AfCFTA-000-105 |
2.1. Customs valuation |
2025-07-23 |
Côte d'Ivoire: |
Ghana |
New |
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Complaint:
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In July 2025, B5 Plus Limited Export to Cote D'Ivoire under the ETLS was met with an arbitrary and excessive uplift in dutiable value of exports ranging from 2.4 times and 3.11times our actual transaction value in spite of having valid ECOWAS Certification of Origin. |
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AfCFTA-000-131 |
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2025-06-26 |
Djibouti: Port of Djibouti |
Ethiopia |
Transferred |
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Complaint:
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A procedural inconsistency exists in the handling of export shipments from Ethiopia to the Djibouti Free Zone, whereby the acceptance of tarpaulin-covered trucks is applied inconsistently in comparison to containerized cargo. In practice, some shipments transported in tarpaulin-covered trucks are permitted entry into the Free Zone, while others are denied access and required to be containerized without clear justification or prior notice. This inconsistent enforcement creates uncertainty among traders and transport operators, leading to delays, additional handling and transportation costs, and operational inefficiencies.
As a result, exporters particularly small-scale traders face difficulties in planning their logistics and complying with requirements, which ultimately reduces their competitiveness and limits smooth market access along the corridor. |
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AfCFTA-000-110 |
7.1. Transport, Clearing and Forwarding |
2025-06-19 |
Comoros: Port of Moroni |
Comoros |
New |
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Complaint:
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La situation observée au port de Moroni, où l’entreprise en charge de la manutention, du déchargement et de la gestion des conteneurs impose des taxes incontrôlables et aléatoires, constitue une barrière non tarifaire pour plusieurs raisons :
• Absence de transparence et prévisibilité :Les taxes appliquées ne suivent aucun barème officiel ni réglementation claire. Cette imprévisibilité crée une incertitude pour les importateurs et exportateurs, qui ne peuvent anticiper leurs coûts logistiques.
• Entrave au commerce international :Les frais aléatoires augmentent artificiellement le coût des opérations portuaires. Cela réduit la compétitivité des entreprises locales et décourage les partenaires étrangers, ce qui limite la fluidité des échanges commerciaux.
• Effet équivalent à un droit de douane caché : Bien que ces prélèvements ne soient pas des droits de douane officiels, ils produisent le même effet : ils renchérissent le prix des marchandises importées et exportées, constituant ainsi une barrière non tarifaire déguisée.
• Distorsion de concurrence Les opérateurs qui acceptent ou peuvent absorber ces coûts imprévisibles bénéficient d’un avantage par rapport à ceux qui ne le peuvent pas. Cela crée une inégalité d’accès au marché et fausse la concurrence.
• Impact sur la sécurité juridique et la confiance L’arbitraire dans la fixation des taxes mine la confiance des acteurs économiques et fragilise l’attractivité du port de Moroni comme plateforme logistique régionale.
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