Protest Erupts Among Transporters as Kenya Implements Ban on Imports of Older Trucks
The recent decision by Kenya to impose a ban on the importation of old trucks has sparked widespread protests among transporters. The new rule, aimed at improving road safety and reducing environmental impact, has been met with resistance from industry stakeholders who argue that it will have detrimental effects on their operations and livelihoods. This contentious issue has brought to the forefront the complex balance between regulatory measures, economic considerations, and the need for sustainable transportation practices. In this article, we will delve into the details of the ban and explore the various perspectives surrounding this highly debated topic.
Kenya has recently implemented new rules regarding the importation of vehicles, and as part of these rules, the country’s revenue authority has begun crushing numerous vehicles that have been left unclaimed at the port. These vehicles also include those that do not meet the requirement of being imported within the past eight years. In an effort to comply with the Transport Climate and Clean Air Coalition’s Global Sulphur strategy, which aims to reduce harmful emissions by 2030, Nairobi has put a ban on importing trucks weighing up to 30 tonnes that are older than three years. This means that starting this month, only tractor heads and prime movers that are not older than three years from the year they were first registered will be allowed to be imported into the country. However, this allowance will only be in effect until June 30, 2023, after which no used tractor heads and prime movers will be permitted for import. These changes have significant implications for the importation and use of older trucks in Kenya.
The situation in Kenya becomes challenging as they take steps to reduce emissions, while other countries within the East African Community continue to import vehicles older than eight years. Despite attempts to coordinate and standardize the importation of used vehicles across the region, they have encountered significant challenges along the way. This discrepancy creates a dilemma for Kenya, as they strive to promote environmental sustainability while their neighboring countries maintain different importation standards.
In 2020, the East African Community (EAC) suggested reducing the maximum age of imported cars in the region to five years by 2021. The purpose of this recommendation was to encourage local car assembly. However, this change has not been put into practice yet, and the current age limit for imported cars remains unchanged.
In Kenya, there is a rule that says only used cars that are not more than eight years old can be brought into the country. However, in Tanzania, they allow cars up to 10 years old to be imported. On the other hand, countries like Rwanda, Burundi, and South Sudan don’t have any restrictions on the age of imported cars. When we look at the average age of cars in the region, we find that most of them are about 15 to 20 years old.
The East African Community (EAC) has expressed concern about the different age limit policies among member states. These varying policies have led to an abundance of old cars flooding the regional market, which is hampering the growth of new car manufacturing. A policy brief presented to the EAC heads of state highlighted the lack of clear policies on age limits as a significant factor contributing to the increased importation of used vehicles. This trend not only impacts the environment, safety, and health but also poses challenges to the growth of the local car manufacturing industry.
Currently, approximately 85 percent of the 2.2 million cars on the roads in the region are used car imports. A report conducted by the EAC secretariat and the Japan International Cooperation Agency estimated that the region loses around $2 billion in foreign exchange each year due to car imports.
It is argued that implementing stricter measures on the cars being imported into the EAC, would create an opportunity for local car manufacturing to thrive and meet the rising demand. This would not only address the concerns related to old cars but also strengthen the region’s economy by reducing foreign exchange outflow and promoting the growth of domestic industries.
The report also had an idea for the East African Community (EAC) to spend money on constructing two big factories where they can make cars. These cars would have prices between $5,000 and $10,000, so they would be affordable for many people. The aim is to make around 500,000 cars every year by the time it’s 2027.
The policy brief emphasized that the demand for vehicles in the EAC region is expected to continue growing due to the expanding economy and the rise of the middle class.
Despite the proposal, the EAC has been hesitant to take action, leaving Kenya’s new policy to face opposition from transporters, particularly those on the Northern Corridor. They argue that the policy goes against the bloc’s protocols regarding the transport sector, where uniform rules and laws should be applied consistently. This resistance highlights the challenges of achieving consensus and coordination within the EAC regarding transportation policies.
Investing in large-scale assembly plants and producing affordable cars would have multiple benefits for the region. It would create employment opportunities, boost the local manufacturing industry, and provide affordable transportation options for the growing middle class. By producing vehicles within the EAC, the region can reduce its dependence on imports, retain foreign exchange, and foster economic growth. However, achieving agreement and implementation on such proposals require careful consideration and cooperation among the member states to ensure the success and effectiveness of the initiatives.
Long-distance transporters have raised their voices in protest against a new policy, claiming that it will put their business at a disadvantage. They argue that the policy will give their competitors from other East African countries an unfair advantage.
The transporters and truck owners also believe that the reduction in the import age limit from eight years to three years is another attempt by the Kenyan government to promote the use of the standard gauge railway for transporting cargo. This shift would make long-distance trucking more expensive.
The transporters express concerns that the new rule imposed by the Kenya Bureau of Standards will lead more companies to relocate their operations to other East African countries. They point out that the ban on truck imports will result in higher costs, making trucks more expensive and unaffordable for many. The cost per truck is expected to increase from the current $60,000 to over $160,000.
Truck owners further argue that the Kenyan government’s actions will not effectively reduce pollution since companies based outside of Kenya can still import trucks older than eight years and use them on Kenyan roads.
To enforce the new policy, the Kenya Bureau of Standards will apply strict regulations to all imported diesel and petrol-powered vehicles. These vehicles must meet the EURO IV/4 requirements before they can be imported into the country.
Emission standards, represented by Euro IV, are regulations that define the acceptable limits for vehicle exhaust emissions worldwide. These standards were established in 1970 and apply to manufacturers, oil companies, and vehicle owners. The goal is to transition globally to low-sulfur diesel and implement vehicle emissions standards by 2030.
While Kenya is working towards implementing these rules, other countries in the East African region have been hesitant to adopt the proposed vehicle emissions standards. The standards technical committee members from Burundi, Tanzania, Uganda, Kenya, and Rwanda met in Nairobi in November 2019 to discuss and agree on the emission limits for different types of vehicles.
The consensus was reached to set emission limits for new vehicles based on EURO 4/IV compliance, which encourages vehicle manufacturers in the sub-region to meet global safety and emissions criteria. Imported used vehicles were required to meet at least EURO 4/IV technology standards at the time of their manufacturing.
Considering the introduction of cleaner fuels in 2015, the limits for in-use vehicles’ emissions would be determined based on available inspection data in the sub-region to ensure a significant number of vehicles pass the emission tests.
Recently, the Kenya Bureau of Standards (Kebs) issued a warning to traders, stating that only motor vehicles not older than eight years would be allowed into the country. Furthermore, second-hand vehicles would only be admitted if their first year of registration is 2015 or later, starting from January 1, 2023.
The implementation of the ban on older truck imports in Kenya has ignited a wave of protests among transporters. This contentious decision, aimed at enhancing road safety and reducing environmental impact, has been met with resistance due to concerns about its detrimental effects on the transportation industry. As this debate unfolds, it underscores the intricate balance between regulatory measures, economic considerations, and the imperative for sustainable transportation practices. We have explored the details of this ban and examined the diverse perspectives surrounding this highly debated topic, shedding light on the complex challenges faced by Kenya and its neighboring countries in finding a harmonious approach to transportation policies.
