Findings by Shipping Position Daily have revealed that Nigerian exporters now spend over ₦10 million to transport a single truckload of goods by road to Ghana, due to excessive levies, fees and bureaucratic charges imposed by transit countries particularly Benin and Togo along the Lagos–Accra corridor.
Nigerian exporters lament that the rising cost is stifling regional trade and undermining the objectives of the African Continental Free Trade Area (AfCFTA), which seeks to promote free movement of goods across the continent.
The total distance from Nigeria to Ghana is around 1,726 km and will usually take around 24h 52m by road based on typical traffic conditions without delays or congestion. What should ordinarily be a straightforward trade route within the Economic Community of West African States (ECOWAS), and even more so under AfCFTA, has turned into a tollgate of financial hurdles, eroding the competitiveness of Nigerian exports and frustrating the region’s push for economic integration.
According to a case study of statistics by the West African Association for Cross-Border Trade in Agro-forestry-pastoral and Fisheries Products (WACTAF), which was made available to our correspondent last week analyzed the charges encountered by exporters moving a truckload of goods valued at ₦100 million (about $67,000), the cumulative expenses from border to border across Nigeria, Benin, Togo, and into Ghana now stand at a staggering ₦10.84 million.
The cost buildup begins immediately after goods cross from Nigeria into Benin. Beninese authorities impose a long list of charges, most of which are calculated as a percentage of the total Cost, Insurance, and Freight (CIF) value of the goods.
According to the Executive President of WACTAF, Alhaji Salami Nasiru, exporters are required to pay a road maintenance fee amounting to 0.85% of the CIF, which comes to ₦850,000 for goods valued at ₦100 million. A security tax of 0.50% (₦500,000) follows, along with a customs bond pegged at 0.25% (₦250,000). In addition to these, a hefty statistics levy of 7.23% is imposed—translating to ₦7.23 million. There’s also a customs stamp fee, which is 0.4% of the statistics amount, adding another ₦28,920 to the bill. Besides percentage-based levies, flat charges are also required.
The data noted that a tracking charge of 75,000 CFA (about ₦96,000) is demanded for each truck, along with customs clearing service fees, which are not officially documented but are estimated at around ₦100,000. Altogether, the total cost of moving a truckload of goods through Benin amounts to approximately ₦9.05 million—by far the most expensive leg of the journey.
The financial strain does not end in Benin. Upon entering Togo, exporters are again subjected to additional charges. Togo’s authorities enforce a statistics levy of 1% (₦1 million), a customs bond fee of 0.25% (₦250,000), and a truck tracking fee of 15,000 CFA (about ₦19,200). Additional unlisted but inevitable charges for truck scaling and other services are conservatively estimated at ₦50,000.
Even before goods reach Ghanaian soil, Ghana’s own set of levies are imposed at the Togolese border, including an administrative fee of $200 (approximately ₦300,000), a tracking device fee of 50,000 CFA (₦64,000), a Transit Board fee of 30,000 CFA (₦38,400), and a processing fee of 50,000 CFA (₦64,000). The combined total of these charges through Togo and Ghana adds up to roughly ₦1.78 million.
With charges from Benin totaling ₦9.05 million and those from Togo and Ghana standing at ₦1.78 million, the overall cost of transporting goods from Nigeria to Ghana via road is estimated at ₦10.84 million for each truckload. This figure excludes other domestic logistics costs such as warehousing, haulage within Nigeria, and insurance—making the entire process even more financially strenuous.
Exporters who spoke with Shipping Position Daily have described the situation as unsustainable and contrary to the spirit of regional economic integration. They called for the harmonization of customs procedures, the elimination of non-tariff barriers, and improved transparency across borders. Without coordinated reforms, exporters warn that regional trade may continue to suffer, and AfCFTA’s promises could remain more theoretical than practical.
On his part, President of the Association of West African Exporters and Marine Professionals (AWAEMAP), Mr Olubunmi Olumekun recounted his experience using alternative transport options, including barge operations to Togo, which proved to be more efficient and profitable compared to the current road freight system.
Olumekun noted that in some cases, Nigerian barges have been contracted to operate in neighboring West African countries, where the turnaround time and ease of transaction were far more favorable. He also highlighted that there are inland routes through which goods can reach West African ports without having to travel through the ocean, further suggesting that road freight is not the only viable option.
According to him, these alternatives—if properly explored and supported—could significantly reduce the financial strain on exporters and boost Nigeria’s regional trade competitiveness. “I’ve taking a barge to Togo and in a few days we were back. Togo came here and rented our barges and we took our barges there to work for them for months and we collected our money. There are some routes you can go through without even going through the ocean and the goods will get to those West African ports without going through the sea” Olumekun noted.
