In this interview, Mrs. Dabney-Shal-holma, a seasoned trade and maritime development expert, reflects on Africa’s progress under the African Continental Free Trade Area (AfCFTA), the historical journey from the Abuja Declaration, to Agenda 2063, and the urgent need to strengthen trade facilitation, connectivity, and indigenous shipping. She spoke during her presentation at the recent Union of African Shippers’ Councils (UASC) Committee No. 1 meeting on Trade and Transport.
AfCFTA: “Governments are cautious about opening borders to goods that don’t originate from Africa”
- “We must also make better use of inland waterways”
“Reducing logistics costs is key to enhancing intra-African trade
- The time for Africa to trade with itself and prosper from it, is now
You referenced the history of African trade cooperation, especially the Abuja Declaration of 1994. Can you take us through that journey?
Before AfCFTA, there was the Abuja Declaration in 1994, which actually sent out the capsule that eventually gave birth to AfCFTA. What we had before then were “spaghetti bowls”—too many overlapping regional organizations working at cross purposes. In one region, we could have two or three different bodies trying to manage trade, creating confusion and slowing down negotiations.
Decisions were often taken at different levels—FOAs, Union of African Nations Council, and later MOWCA and the heads of government. This fragmentation made smooth negotiation difficult until 1994, when the spaghetti bowls were removed and the powers of overlapping bodies declined.
Then came Agenda 2015, through the African Integrated Maritime Strategy (AIMS), which emphasized the need to enhance efficiency in the maritime sub-sector—upgrading gateways, increasing cargo capacity, and driving industrialization. Because what is the need of a port or a ship if there is no cargo? We branded ourselves as cargo-only nations, but we didn’t have the cargo. AIMS sought to change that.
After that, Agenda 2063 followed, consolidating Africa’s long-term vision. So, what we are discussing under AfCFTA today actually started long ago, in 1994, when Africa first began serious conversations about harmonizing trade and integration across the continent.
How would you describe the current state of AfCFTA implementation across the continent?
Africa has moved on. We can see extreme progress in implementation. The African Export-Import Bank has done well with payment and trade integration, particularly through systems that enable cross-border payments in local currencies. Countries like Nigeria and Ghana have developed strong digital trade infrastructures. Benin and Togo have also impressed with their single-window and port community systems, which have improved efficiency and reduced cargo dwell time. Benin Republic’s logistics performance index improved dramatically from 90 to 61 in 2023, due to these reforms. Togo’s port has now become the nodal center of West and Central Africa. In Nigeria, we are working to get the Lekki Deep Sea Port declared as a nodal center, though cargo evacuation remains a major challenge.
You mentioned that despite AfCFTA’s adoption, actual intra-African trade remains limited. Why is this so?
It’s been over five years since AfCFTA came into force, yet we haven’t seen tremendous movement of goods from country to country. Ghana surprised us last year with the first shipment of cosmetics to Benin, which shows that intra-African trade is possible. There’s a market for such goods across Africa. However, negotiations on key sectors—like automotive and textiles—have stalled due to mistrust. Governments are cautious about opening borders to goods that don’t originate from Africa, and that’s a genuine concern. But we must fast-track these negotiations because we cannot remain at 80 or 90 percent completion years after the agreement’s adoption.
How about services and dispute resolution under the AfCFTA framework?
Trading in services has taken off. 46 countries have presented liberalized offers covering five priority sectors—business, communication, financial, tourism, and transportation—and I’m sure Nigeria is leading in that area. The Dispute Settlement Body has been activated and it’s operational. A mechanism called Trade Barriers Africa has also been launched to identify and help remove non-tariff barriers. These are positive signs that implementation is taking shape.
Trade facilitation seems to be a recurring theme in your address. What role do Shippers’ Councils play here?
Trade facilitation is a primary role of Shippers’ Councils. I know other agencies now say they are responsible for it, especially Customs, and that’s fine. But I recall that at the Port Colu Roundtable Synthesis in 1997 and 1998, Shippers’ Councils were called out to be trade facilitators, and we became trade facilitators in reality. We started involving traders, regulators, and service providers in our discussions. Countries like Senegal, Côte d’Ivoire, Cameroon, and Angola made remarkable strides. Trade facilitation increases intra-African trade and economic growth by reducing red tape at borders and improving transparency through new technologies.
Infrastructure, logistics, and connectivity remain major concerns. How can Africa address these?
High transportation costs persist despite some improvements. The major drawback is lack of connectivity—we don’t have vessels. That’s why my hand goes out to the President of the African Shipowners Association. We keep saying “African cargo in African ships,” yet we don’t have enough ships to carry our cargo. We cannot continue putting our cargo on other people’s boats. That causes transshipment delays, demurrage, and financial losses. It’s time to build our own maritime capacity. We must also make better use of inland waterways—Africa doesn’t need 345 billion dollars’ worth of new trucks by 2040 when our rivers can serve as cheaper and greener transport routes.
You also emphasized the need for digitalization and data accuracy. Can you expand on that?
Digitalization is essential. The electronic cargo tracking system will generate accurate data, and without data, we are flying blind. Every decision we make must be based on facts, not assumptions. It is said that only when you have accurate data can you speak with authority. There’s also a direct link between AfCFTA and transport regulation—reducing logistics costs is key to enhancing intra-African trade.
What specific recommendations would you give to the Union of African Shippers’ Councils?
First, harmonize port and shipping tariffs, rules, and regulations across Africa. Right now, our tariffs operate in silos. We need a unified system like “Echo Night,” which consolidates services and tariffs. Second, establish a non-credit value resolution test and strengthen digitalization in the maritime sector. Third, promote indigenous vessel ownership and coastal shipping to connect regional economies. And finally, champion infrastructure like dry ports, cargo consolidation centers, and inland container depots to bring shipping services closer to the people.
You concluded with a reference to the SEALINK project. What role does it play in regional integration?
The SEALINK Project is a public-private partnership designed to address maritime logistics gaps, promote coastal and inland trade, and develop key waterways like the Niger and Benue rivers. Beyond Nigeria, we’re engaging countries such as Senegal and Sierra Leone to replicate similar models along their rivers. Africa’s inland waterways are vast and robust—they hold immense potential for trade facilitation and economic transformation if properly harnessed.
Finally, what message do you have for African leaders and shippers?
We cannot keep waiting. Africa must fast-track trade integration and industrialization. We have the resources, the manpower, and the vision. What we need now is commitment, connectivity, and collaboration. The time for Africa to trade with itself and prosper from it is now.
