Active complaints

Showing items 1 to 20 of 36
Complaint number NTB Type
Category 1. Government Participation in Trade and Restrictive Practices Tolerated by Governments
Category 2. Customs and Administrative Entry Procedures
Category 3. Technical Barriers to Trade
Category 4. Sanitary and Phytosanitary Measures
Category 5. Specific Limitations
Category 6. Charges on Imports
Category 7. Other
Check allUncheck all		 Date of incident Location
CEN-SAD
COMESA
EAC
ECCAS
ECOWAS
IGAD
SADC
UMA
Reporting country or region
CEN-SAD
COMESA
EAC
ECCAS
ECOWAS
IGAD
SADC
UMA
Status
 Actions
AfCFTA-000-004 2.5. Rules of origin 2020-06-16 Niger: Gaya Benin Complaint registered with REC View
Complaint: Le Certificat d'origine (CO) qui accompagne la marchandise est signé par la Directrice de la Promotion Industrielle (Direction Générale du Développement Industriel) conformément aux exigences pour l'exportation des produits industriels. Malheureusement les Services des douanes nigériens exigent un CO signé par la Direction Générale du Commerce.  
AfCFTA-000-011 2.5. Rules of origin 2020-12-05 Kenya: Namanga Tanzania, United Republic of Transferred View
Complaint: Republic of Kenya has denied importation of glass products from Tanzania Company Kioo limited.  
AfCFTA-000-012 5.1. Embargoes and other restrictions of similar effect 2021-11-22 Kenya: Poultry products from Uganda have been banned from entering the Kenyan market. Transferred View
Complaint: The government of Kenya without giving any reason arbitrarily banned all poultry products from Uganda from accessing the Kenyan market. It is not clear when the ban will end or if it will end. My clients have lost and continue to lose a lot of money thanks to this arbitrary and protectionist measure by the government of Kenya going against all the principles of the International Trade especially Kenya's obligations as a part of the East African Community Customs Union.  
AfCFTA-000-015 6.5. Other 2022-01-01 Mozambique: Ressano Garcia (Road) Mozambique Transferred View
Complaint: Introduction by Autoridade Tributária de Moçambique of a SINGLE ENTRY Temporary Import Permit (TIP) at a cost of MZN700, which is currently processed manually for the majority of vehicles at Ressano Garcia's KM4 facility.
The costs are prohibitive for companies moving transit cargo from South Africa to the Port of Maputo, with 15 loads per week per vehicle a common achievement. In addition, the delays experienced by the manual processing of the TIP document adds significant cost on account of the waiting time that drivers are subjected to. The Port of Maputo has collaborated with Customs in Mozambique to collect electronic payments for the TIPs, but so far only 10 companies have taken up the use of the facility. Even those companies registered on the Port's electronic system are not guaranteed speedy processing, and delays are still experienced by drivers as they still have to queue to collect the TIP document. Electronic payments should take precedent over manual payments, but in reality this is not the case. It is common knowledge that a R50 bribe will speed up the processing of the TIP document.
The SADC Protocol on Trade is clear in its reference to the removal of tariffs and non tariff barriers. At this point, the TIP cost to one company moving 180 trucks per month, is in excess of R1,4million ZAR or USD88,000. The manual processing compromises the integrity of the system and the costs directly impact the competitiveness of the trade route for imports and transit imports into Mozambique.
With the push towards the harmonization of regulations within the SADC and TRIPARTITE region, the TIP process should be harmonized with that of South Africa which has a multiple entry TIP valid for 6 months and is processed at no cost to the user. 		 
AfCFTA-000-025 2.6. Customs formalities 2023-03-10 South Africa: Skilpadshek Botswana Transferred View
Complaint: Basotho nationals had gone to Zambia to buy goods. On arrival they are detained at the border by RSA authorities saying they should indefinitely SARS to evaluate the goods and the brand owners who will check if the brands of goods e.g Nike shoes are fake or original. If fake they confiscate their goods bought with lots of money. They closed the border and knocked off and left them in the taxis they were in. No food, and no toilets opened for them to help themselves. South African shops sell fake new brands in thier shops, e.g fake nike takkies. Why do they treat people buying from a SADC region like this. Why are they creating technical barriers. These goods which are not stolen but bought are only passing through South African land. Please help our people. There can't be an African free trade agreement and on the other hand Border gate employees at a border between Mahikeng and Botswana on the south African side detain people indefinitely and knock off  
AfCFTA-000-065 1.2. Restrictive practices tolerated by governments 2024-03-01 Kenya: KAJIADO COUNTY Transferred View
Complaint: THE COUNTY OF KAJIADO CHARGES TRANSIT FEES OF 2000 KSH PER FOREIGN TRANSIT TRUCKS  
AfCFTA-000-066 3.2. Conformity assessments 2023-09-19 Nigeria: Port of Onne Tanzania, United Republic of In process View
Complaint: Nigeria has made it mandatory for COTECNA( Private Company) to inspect the sisal fiber that is exported to Nigeria, the same role is performed by the Tanzania Sisal Board which is the regulator of sisal in Tanzania, hence multiple inspections, and Nigeria do not recognize certificate from Tanzania Sisal Board. COTECNA charges an annual registration fee start with USD 1000 and adding up USD 120 per additional product and the fee for a certificate of conformity is USD 350 per consignment. which the Sisal Board does not charge for certificate of conformity  
Progress: AfCFTA Secretariat in contact with State Parties National Focal points to resolve the NTB  
AfCFTA-000-085 4.3. Other 2024-09-24 Tanzania, United Republic of: Kabanga Burundi Transferred View
Complaint: URT IS IMPOSING TO BURUNDI A TAX FOR SALUBRITY FOR TRANSIT TRUCKS .  
AfCFTA-000-087 2.4. Samples 2024-11-20 Lesotho: Maseru Bridge Lesotho Transferred View
Complaint: Samples being sent by road-freight to South Africa for testing at an accredited laboratory were refused passage.
Company was informed that the only way to send the samples for testing was to send via air 		 
AfCFTA-000-088 3.1. Technical regulations, and standards including packaging, labelling and marking requirements 2024-08-01 Tanzania, United Republic of: Tunduma South Africa Transferred View
Complaint: Certain African countries are now requiring annual renewal of all test reports for our safety footwear crossing their borders. Financially, this translates to approximately R55,000 per test per style. For manufacturers such as ourselves exporting multiple styles annually, the cost could potentially run into millions, significantly impacting our margins but also creating potential delays or disruptions.  
AfCFTA-000-092 2.6. Customs formalities 2024-09-03 Côte d'Ivoire: Noe Ghana In process View
Complaint: Ladyshes Code Ventures is a registered company in Ghana that import and export agro-based products.
The company received orders to supply cocoa shells to be used as fertilizer in Ghana. Because there was limited supply in Ghana, the company decided to take advantage of the Africa Continental Free Trade Area (AFCFTA) to import from Cote D'Ivoire.
Accordingly, the company visited AFCFTA secretariate to enquire further about the possibility to import the Cocoa Shells from Abidjan/Cote D' Ivoire to Ghana. The secretariat advised that we obtain the AFCFTA Certificate of Origin or ECOWAS Trade Liberalization (ETLS) and that we should visit the Ministry of Industry and Commerce in Abidjan to attain it of which we did.
The Cocoa Shells was bought and unfortunately for us when the truck got to the Noe border, customs requested an authorization from us before the truck (LSR-379YD) would be allowed to cross the border.
Quickly the agent wrote to the Cote D'Ivoire Cocoa and Coffee Board for the authorization on two (2) different occasions but to no avail.
On one faithful day, customs officials asked the driver to take the truck through the scan of which he did.
Afterwards a report issued and confirmed that it was cocoa shells but they still need an authorization to cross the border.
Notwithstanding the above, the driver was arrested, detained, put in cells and now facing trial for not having authorization letter.
Currently, the truck has been there for almost two months, the shells is at its perishable stage, the authorization has still not been issued, and the driver is facing trial.
  
AfCFTA-000-100 7.2. Other 2025-09-09 Algeria: Salon IATF, Alger Comoros New View
Complaint: 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.   
AfCFTA-000-101 7.2. Other 2025-09-09 Algeria: Salon IATF, Alger Comoros New View
Complaint: 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.  
AfCFTA-000-104 1.2. Restrictive practices tolerated by governments 2023-07-12 Ghana: Port of Accra Ghana New View
Complaint: As the General Secretary of the Ghana Union of Traders Association and the representative of Yesudem Company Limited I imported batteries from Kenya under the AfCFTA framework. When the goods arrived in Ghana I was told that the goods could not get AfCFTA preferences because they were not liberalised under the ECOWAS offer. The goods were therefore held and accrued demurrage and penalties. The initial duty I was supposed to pay was 84 000 GHS but I ended up having to pay an additional amount of 266 000 GHS that I am still paying to this day.
This situation affected my business very negatively.

Subsequent consignments also incurred duties and the batteries are still not liberalised under AfCFTA. When will the batteries be liberalised? I thought the objective of the AfCFTA was to increase trade among African countries. 		 
AfCFTA-000-105 2.1. Customs valuation 2025-07-23 Côte d'Ivoire: Ghana New View
Complaint: 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.  
AfCFTA-000-106 2.5. Rules of origin 2025-11-26 Egypt: Port of Ain Sukhna South Africa New View
Complaint: 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. 		 
AfCFTA-000-109 1.3. Other 2025-07-24 Comoros: Port of Moroni Comoros New View
Complaint: 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. 		 
AfCFTA-000-110 7.1. Transport, Clearing and Forwarding 2025-06-19 Comoros: Port of Moroni Comoros New View
Complaint: 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.

  
AfCFTA-000-113 2.6. Customs formalities 2025-04-16 Comoros: Port of Moroni Comoros New View
Complaint: En premier lieu, la procédure de dédouanement aux Comores implique plusieurs acteurs : les services des douanes, les autorités portuaires, les ministères sectoriels (santé, agriculture, commerce), ainsi que les transitaires et autres organismes de contrôle. Cette multiplicité entraîne une succession de formalités souvent redondantes, ce qui rallonge considérablement les délais de mise en circulation des marchandises. Le temps perdu devient une contrainte qui limite l’accès au marché comorien, équivalente à une restriction tarifaire.

Ensuite, ces retards génèrent des coûts indirects pour les opérateurs économiques. Les importateurs doivent assumer des frais de stockage dans les ports de Moroni ou de Mutsamudu, des surestaries liées au retard de déchargement des conteneurs, ainsi que des pénalités contractuelles en cas de non-respect des délais de livraison. Ces charges additionnelles réduisent la compétitivité des produits importés et favorisent, de manière implicite, la protection des producteurs locaux.

Par ailleurs, l’imprévisibilité des délais de dédouanement en Union des Comores crée une incertitude qui décourage les partenaires commerciaux étrangers. L’absence de visibilité sur la durée des procédures fragilise la confiance des investisseurs et rend difficile la planification des flux logistiques. Cette incertitude agit comme une barrière invisible, mais bien réelle, à l’accès au marché comorien.

Enfin, cette situation engendre une distorsion de concurrence. Les opérateurs locaux, plus familiers avec les rouages administratifs et les différents intervenants, parviennent à mieux s’adapter à ces contraintes. Les entreprises étrangères, en revanche, se trouvent désavantagées, ce qui fausse le jeu de la concurrence internationale et limite l’intégration des Comores dans les circuits commerciaux régionaux et mondiaux.
Ainsi, en Union des Comores, le retard de dédouanement dû à la multiplicité des intervenants ne se limite pas à un simple problème administratif : il constitue une véritable barrière non tarifaire. 		 
AfCFTA-000-114 6.2. Surcharges, port taxes, statistical taxes, etc. 2025-09-13 Tanzania, United Republic of: Uganda Transferred View
Complaint: 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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