Used car parts in a scrapyard
Kenya has implemented a ban on the import of used vehicle spare parts, a move that is set to significantly impact the livelihoods of numerous informal traders. This decision aligns Kenya with a growing trend among African nations seeking to regulate the influx of used vehicles and components. The aim is to foster domestic automotive manufacturing and improve quality control within the sector.
The Kenya Bureau of Standards (KEBS) is now enforcing this prohibition on secondhand spares. “The importation of used motor vehicle spare parts is now prohibited. This is stipulated in the standard and implementation policy which took effect in March 2018,” stated Phoebe Gituku, KEBS spokesperson. She clarified that the restriction applies only to used parts, while the import of new spare parts remains permitted.
The ban encompasses a wide range of commonly imported used parts from regions like Japan, Europe, and the UAE. These include essential components such as used tires, tie rod ends, bearings, spark plugs, and clutch plates. Furthermore, the prohibition extends to brake pads, tubes, brake hoses, rubber bushes, filters, pressure plates, rack ends, ball joints, and brake and clutch cables.
Kenya is also tightening regulations on used vehicle imports. Starting in July, the permissible age limit for imported secondhand cars will be reduced from eight to five years.
While these new regulations have raised concerns among informal dealers who rely on the used parts trade, some industry stakeholders are voicing support for the crackdown.
Gibson Mwakisha, an industrial designer based in Nairobi, argues that “The secondhand products market in Africa has hindered the growth of local producers and discouraged innovation.” He advocates for stronger government intervention, emphasizing law enforcement coupled with long-term strategies to promote local manufacturing capabilities within the automotive sector.
According to KEBS statistics, Kenya’s expenditure on imported vehicle spares reached approximately $98.9 million last year, with the majority consisting of secondhand parts.
A similar ban on imported used spares was briefly enacted in 2009 but was quickly reversed following widespread protests from both motorists and traders. Similar to the current situation, the previous ban was implemented with minimal prior notice or consultation.
This new import ban is expected to pose significant challenges for both motorists and traders. Currently, a substantial number of individuals are employed in selling used car parts, primarily operating from informal stalls in industrial areas of cities like Nairobi. Containers filled with used parts typically arrive daily at Mombasa, Kenya’s primary port. However, reports indicate a growing accumulation of these containers at the port as traders grapple with the new restrictions.
Many Kenyan motorists have become reliant on secondhand spare parts, perceiving them as more affordable and of better quality compared to new, potentially substandard, alternatives from countries like China, Taiwan, Indonesia, and India.
Questions remain regarding the effectiveness of the ban in stimulating local manufacturing. Chege Ndegwa, a Kenyan engineer, expresses skepticism, stating, “This will achieve the opposite. Vehicle theft for spare parts will likely increase as many cannot afford new components. Basic economics of demand and limited supply will lead to considerable disruption.”
