IMANI Questions GSA’s 15-Year Vehicle Import Ban, Calls for Safety-Based Regulation

IMANI Center for Policy & Education has raised concerns over the Ghana Standards Authority’s decision to restrict the importation of used vehicles that are more than 15 years old, arguing that vehicle safety should be determined primarily by roadworthiness and condition rather than age.

The policy, expected to take effect from October 1 under the GS 4510:2022 conformity regime, has sparked debate over its legal basis, economic impact and implications for consumers and businesses within Ghana’s automotive sector.

IMANI said it supports stronger measures to prevent dangerous vehicles from entering the country, particularly vehicles that have been severely damaged by floods, fire or accidents, as well as those with compromised structural integrity.

However, the policy think tank questioned whether a blanket age restriction is the most effective way to achieve that objective.

According to IMANI, a vehicle that is 16 years old but has been properly maintained, has a sound chassis, functioning safety systems, good brakes and meets applicable emissions requirements should not automatically be classified as unsafe simply because of its age.

It argued that a newer vehicle could equally pose a greater danger if it has been poorly maintained, improperly repaired or structurally damaged.

The organisation therefore believes the focus should be on identifying actual safety defects rather than using the age of a vehicle as the decisive factor.

“Are we regulating danger or regulating birthdays?” IMANI asked, stressing that safety regulations should distinguish between genuinely hazardous vehicles and older vehicles that remain mechanically and structurally sound.

IMANI also questioned the legal foundation for the proposed restriction, pointing to the Customs (Amendment) Act, 2020, Act 1014.

The organisation noted that Section 154(3) of the Act gives the Finance Minister, in consultation with the Trade Minister, the authority to specify by Legislative Instrument when vehicles above a particular age may no longer be imported.

IMANI argued that if the government is now operating with a 15-year threshold, the relevant Legislative Instrument and the legal connection between the legislation and the GSA’s new rule should be clearly identified.

It maintained that an administrative announcement or policy presentation cannot replace subsidiary legislation required under an Act of Parliament.

The policy think tank also warned that the restriction could have significant consequences for businesses and workers across Ghana’s used vehicle industry.

The sector involves importers, clearing agents, mechanics, spare-parts dealers, transport operators, tyre sellers, auto electricians, bodywork specialists and other businesses that depend on the movement and maintenance of used vehicles.

IMANI cited concerns raised by the Vehicle and Assets Dealers Union of Ghana, whose President General, Bernard Ntrakwah, has expressed support for efforts by the GSA to sanitise the vehicle market and prevent unsafe cars from entering Ghana.

However, the union has raised reservations about a blanket 15-year prohibition and its possible effects on dealers, consumers and businesses connected to the automotive value chain.

IMANI said these concerns should not simply be dismissed as commercial interests seeking to protect profits.

The organisation further questioned how the policy would affect ordinary Ghanaians who rely on relatively inexpensive used vehicles.

According to IMANI, removing older vehicles from the market could reduce the supply of cheaper cars and make vehicle ownership more difficult for consumers who cannot afford newer models.

It warned that consumers do not automatically become wealthier when government raises the minimum age or standard for imported vehicles.

Instead, people who cannot afford newer cars may continue using vehicles they already own for longer periods.

IMANI said this could create an unintended consequence in which a policy intended to modernise Ghana’s vehicle fleet could encourage some motorists to keep much older vehicles on the road because replacement costs have become unaffordable.

IMANI also acknowledged the importance of supporting Ghana’s domestic automotive assembly industry but argued that such support should be based on measurable economic benefits.

It called for greater transparency on the number of vehicles assembled locally, the jobs created, the level of local content in assembled vehicles and the value of tax incentives provided to vehicle assemblers.

The organisation said these benefits should be compared with the potential loss of Customs revenue, businesses and employment across the used vehicle sector.

It argued that protecting local assembly should not automatically mean weakening competition or imposing costs on consumers without clear evidence of the wider economic gains.

IMANI also raised concerns about the implementation of the Pre-Export Verification of Conformity (PVoC) system.

Under the arrangement, importers may be required to obtain certification from approved inspection companies before vehicles are shipped to Ghana.

IMANI said government should provide clarity on the companies responsible for inspections, how they were selected, the fees they charge, the mechanisms for auditing their operations and the process available to importers who want to challenge an inspection decision.

The organisation warned that mandatory certification could create additional costs for importers if the system is not sufficiently transparent and accountable.

Despite its opposition to what it considers a blanket age-based restriction, IMANI stressed that it is not against tighter vehicle safety regulations.

It said Ghana should continue to prevent the importation of flood-damaged vehicles, fire-damaged wrecks and cars with compromised chassis or fraudulent structural modifications.

It also advocated stronger verification of vehicle histories, tougher emissions requirements and rigorous roadworthiness inspections.

However, IMANI maintained that an older vehicle that passes comprehensive structural, mechanical, emissions and history checks should not automatically be rejected solely because of its age.

The organisation argued that the government should develop a regulatory framework that targets genuine safety risks while protecting consumers and legitimate businesses.

IMANI said Ghana should not be forced to choose between becoming a dumping ground for unsafe vehicles and making vehicle ownership unaffordable for ordinary citizens.

It called for a balanced approach that considers the legality of the restriction, the evidence supporting it, its economic consequences and the burden it places on consumers.

For IMANI, the fundamental principle should be straightforward: “A good vehicle policy should punish defects, not dates.”

The organisation said the government must demonstrate why age alone should determine whether an otherwise roadworthy vehicle is allowed into Ghana.

It therefore returned to its central question: if a vehicle is mechanically sound, structurally safe, emissions compliant and properly maintained, should it be rejected solely because it has crossed the 15-year threshold?

For IMANI, the answer requires government to demonstrate that the policy is not merely regulating the age of vehicles, but is genuinely addressing the safety risks associated with vehicle imports.

Source: IMANI