A long-anticipated measure for regional operators has finally come to fruition. The National Shippers’ Council of Cameroon (CNCC) has provisionally lifted the mandatory Electronic Cargo Tracking Note (BESC) requirement for goods transiting along the crucial Douala-N’Djamena and Douala-Bangui corridors. This pivotal decision, formally announced via a communiqué signed by Director General Auguste Mbappe Penda on June 15, 2026, impacts the entire logistics chain. It extends to shippers, accredited customs brokers, freight forwarders, and transporters involved in the movement of cargo destined for Chad and the Central African Republic (CAR) through Cameroonian territory.
Initially established in 2006, the BESC system was designed to enhance cargo traceability, provide objective transport cost data, and contribute to commercial flow statistics. However, its application to simple transit shipments had become a persistent point of contention with Chadian and Central African operators. They frequently voiced concerns about the cumulative formalities and escalating costs associated with navigating the Douala port route.
A key concession from the N’Djamena tripartite forum
The suspension of this cargo tracking note directly stems from recommendations made at the 5th Chad-Cameroon-CAR tripartite forum, which convened in N’Djamena in May 2026. This significant gathering was dedicated to streamlining transit operations along the Trans-Cameroonian axis. Discussions at the forum highlighted the numerous technical and administrative hurdles impeding the smooth flow of goods from Douala towards N’Djamena and Bangui.
According to a CNCC official quoted in the official communication, these operational inefficiencies are partly attributable to the still-deficient interconnection of information systems among the various shippers’ councils within the CEMAC zone. Paradoxically, a tool intended to simplify tracking ended up complicating logistics operations. Consequently, the BESC suspension addresses both technical and political imperatives, pending the necessary harmonization of regional IT platforms.
Chadian and Central African authorities, who have advocated for several years for reduced procedures in Douala, view this decision as a positive development. Nevertheless, it is important to note that the measure does not alter the traceability mechanisms managed by Cameroonian customs administration, which remain fully operational for all transit cargo.
Securing 410 billion FCFA in annual revenue
For Yaoundé, the stakes are far from merely symbolic. Cameroonian customs authorities estimate that annual revenues exceeding 410 billion FCFA are generated from the transit of Chadian and Central African goods. This substantial income is directly linked to the port of Douala, which serves as the primary maritime gateway for the landlocked Sahelian and Central African hinterlands. Any reduction in the competitiveness of this vital corridor exposes Cameroon to the risk of a gradual diversion of trade flows.
This risk is quite tangible. N’Djamena has been actively exploring alternative logistical routes for several years, including options via Nigeria’s Lagos port or corridors through Sudan. Similarly, Bangui regularly assesses the feasibility of the Congolese corridor through Pointe-Noire. In this highly competitive environment, every procedure perceived as superfluous fuels the discourse around diversifying access to the sea. In this context, lifting the BESC for transit flows represents both a defensive maneuver and an act of facilitation.
Suspension alone may not suffice
While transporters and shippers across the sub-region commend this initiative, they also emphasize that significant work remains. Persistent issues such as multiple checkpoints along the Douala-N’Djamena axis, reported irregular practices at police and customs posts, and prolonged port processing times continue to heavily inflate logistical costs. Without addressing these deeply rooted structural irritants, the full impact of the BESC suspension will likely remain limited.
For Cameroonian authorities, the immediate challenge is to effectively balance documentary simplification with administrative discipline. The modernization of information systems, enhanced inter-service coordination, and a reduction in redundant controls will be crucial factors determining the Trans-Cameroonian corridor’s ability to maintain its position as the preferred option for Chadian and Central African freight. The BESC suspension marks merely the initial phase in a comprehensive reform agenda long awaited by CEMAC operators. The measure is effective immediately and will remain valid until further notice from the CNCC.
