Japanese Used Car Export to Nigeria Import Rules, NCS Customs Duty, LHD Requirement & Complete Market Guide

Why Nigeria Is a High-Value Market for Japanese Used Car Exporters

Nigeria is Africa's most populous nation and its largest economy, with a nominal GDP exceeding USD 450 billion and a population of more than 220 million people. Lagos alone — a megacity of over 15 million residents — generates vehicle import demand that rivals entire sub-Saharan African countries. For Japanese used car exporters who understand the market's structural differences, Nigeria represents a commercially significant opportunity that cannot be overlooked.

The country's appetite for Japanese vehicles is deep and well-established. Toyota, Honda, and Lexus badges carry strong trust in Nigeria's automotive culture. The Toyota Camry is arguably the most aspirational used import in the country, and the Toyota Land Cruiser Prado defines executive fleet purchasing. Japanese vehicles' reliability record, combined with the relatively low cost of maintenance compared to European alternatives, makes them the dominant choice across price segments — from the mass market Corolla to the premium Lexus GX.

However, Nigeria is fundamentally different from Japan's East African export destinations. While Uganda, Kenya, and Tanzania all drive on the left — making Japan's right-hand drive vehicles natively compatible — Nigeria drives on the right side of the road, requiring left-hand drive (LHD) vehicles. This single structural difference changes the sourcing strategy, the available auction pool, the pricing economics, and the compliance framework for every shipment destined for Nigeria.

Exporters who approach Nigeria the same way they approach East African markets will encounter serious problems at the clearance and registration stage. Exporters who plan for the LHD requirement from the outset, understand the NCS duty structure, and manage the Apapa port risk intelligently can build one of the most profitable West African operations in the Japan-origin used car trade.

The LHD Requirement: What It Means for Japan Exporters

Nigeria switched from left-hand traffic to right-hand traffic on 2 April 1972. Since that date, LHD (left-hand drive, also called left-hand traffic) vehicles have been the legal standard on Nigerian roads. The Federal Road Safety Corps (FRSC), which handles vehicle registration, will not register an RHD vehicle for road use in Nigeria.

For Japanese used car exporters, this is the defining operational constraint. The vast majority of vehicles at Japanese auctions — sourced from the domestic Japanese market — are RHD. Shipping an RHD vehicle to Nigeria creates a vehicle that cannot be registered, legally driven, insured, or resold through normal channels. Buyers who receive RHD stock face serious problems and will not repeat-order. Any exporter building a Nigeria operation must treat the LHD requirement as non-negotiable from sourcing through loading.

In practice, some RHD vehicles have entered Nigeria over the years through non-standard channels, and anecdotal enforcement inconsistency exists across states. However, the risk framework for exporters is clear: FRSC enforcement on RHD vehicles has tightened under vehicle standardisation drives, and buyers who cannot register vehicles will not pay their outstanding balances or reorder. Operating in this market with RHD stock is commercially and legally indefensible.

Sourcing LHD Vehicles from Japanese Auctions

The LHD pool at Japanese auctions is smaller than the RHD pool but is real, consistent, and concentrated in specific models. Toyota and Honda manufacture LHD variants of their most popular models for export to Gulf Cooperation Council (GCC) markets — UAE, Saudi Arabia, Kuwait, Qatar — and to North America and North Africa. When these vehicles are repatriated, traded in, or auctioned after dealer use, they enter the Japanese domestic auction system as LHD stock.

Major auction houses including USS (Used Car System Shops), JU (Japan Used Car), and Aucnet all list LHD vehicles. The stock is tagged clearly at most auction houses, and many online bidding platforms allow LHD-only filters. The volume is lower than RHD — an experienced buyer might see 50–200 LHD units at a large USS auction on a busy day versus thousands of RHD units — but for the right models, sufficient stock is consistently available.

Models Commonly Available in LHD at Japanese Auctions

• Toyota Camry (XV50, XV70 series): The highest-volume LHD model at Japanese auctions. GCC-spec Camrys are produced in large numbers and regularly return to Japan for auction. These are the primary sourcing target for Nigeria-bound shipments.
• Toyota Land Cruiser Prado (J150, J120 series): LHD Prados produced for the GCC market are a strong secondary option. High buyer demand in Nigeria and consistent auction availability.
• Toyota Land Cruiser 200 Series: LHD LC200s available in smaller numbers. High price point, strong demand from Nigeria's government and corporate fleet buyers.
• Toyota Hiace (H300 series): LHD Hiace vans and minibuses produced for Middle Eastern markets appear regularly at auction. Strong commercial demand in Nigeria for passenger transport operations.
• Toyota Fortuner: Available LHD from Middle East market returns. Growing demand in Nigeria's commercial 4x4 segment.
• Honda Accord (9th and 10th generation): LHD Accords from North American market repatriations and GCC market returns. Second only to Camry in Nigeria's premium sedan demand.
• Lexus ES (ES350, ES300h): LHD units from GCC market returns. High margin, premium buyer segment in Abuja and Lagos.

LHD Pricing Premium

LHD units at Japanese auctions typically carry a 10–25% premium over comparable RHD units of the same model, year, grade, and mileage. This is a function of supply: fewer LHD units are available, and multiple buyers compete for the same stock. Exporters serving Nigeria must factor this sourcing premium into their bid ceilings and buyer landed cost calculations. For guidance on building margin-aware bid calculations, see our guide on Japanese Used Car Pricing for Export.

Vehicle Age Limit Policy

Nigeria enforces a 15-year maximum age limit on imported used vehicles, calculated from the year of manufacture. For vehicles imported in 2026, this means the vehicle must have been manufactured in 2011 or later. The age limit is administered by Nigerian Customs Service (NCS) at the point of import — vehicles outside the limit are denied clearance and may be subject to forfeiture.

The 15-year rule has been in place for some years, though there have been periodic policy discussions about tightening it to 10 or even 5 years to encourage newer vehicle imports. As of 2026, the 15-year limit remains the operative rule, but exporters should confirm the current regulation with a Lagos clearing agent before purchasing stock — policy changes in Nigeria have sometimes been implemented rapidly.

NCS Customs Duty & Tax Structure

Vehicle imports into Nigeria are administered by the Nigerian Customs Service (NCS). Nigeria applies the ECOWAS Common External Tariff (CET) as the baseline import duty framework, with additional national levies on top of the CET rates. The combined duty burden for used passenger vehicles is among the higher in West Africa, and accurate pre-shipment cost modelling is essential to avoid buyer disputes after arrival.

Import Duty Under ECOWAS CET

Used passenger vehicles (HS 8703) imported into Nigeria typically attract an import duty of 35% of the CIF customs value under Nigeria's supplementary tariff schedule applied on top of the ECOWAS CET framework. The exact rate applicable to a specific vehicle depends on its HS subheading classification, engine displacement, and the NCS officer's assessment. New vehicles attract 20% duty; the higher rate for used vehicles reflects Nigeria's policy of discouraging secondhand imports relative to new vehicle purchases.

Note: Tariff rates in Nigeria are subject to change through presidential executive orders and supplementary budget measures. Always obtain a current duty calculation from a licensed Lagos clearing agent — specifically from CISS-registered agents with active NCS relationships — before quoting a landed cost to your Nigerian buyer.

Value Added Tax (VAT)

VAT in Nigeria is charged at 7.5% (reduced from the historical 5% under the 2020 Finance Act). VAT is applied on the combined CIF value plus import duty — not on the CIF value alone. This compounding structure means VAT adds materially more in absolute terms on higher-value vehicles.

CISS Fee (Comprehensive Import Supervision Scheme)

The CISS (Comprehensive Import Supervision Scheme) is Nigeria's pre-export inspection and conformity assessment regime. Before a vehicle is loaded for export to Nigeria, a CISS inspection must be conducted in Japan by an approved inspection body (such as Bureau Veritas, SGS, or Intertek, depending on the product category). The CISS certificate is a mandatory clearance document — NCS will not release a shipment without it.

The CISS fee is typically charged at approximately 1% of the FOB value of the goods, payable to the inspection body. For a vehicle with an FOB value of USD 8,000, the CISS fee is approximately USD 80. Exporters must budget for this and coordinate inspection scheduling before the vessel loading date — last-minute CISS bookings can delay the shipment and result in missed cut-off dates.

Worked Example: Toyota Camry XV70 (2.5L, 2020)

A Toyota Camry (LHD, XV70, 2020) purchased at USD 8,000 in Japan lands in Lagos at approximately USD 14,500–15,000 for the buyer — an 81–88% uplift on the FOB price. This example excludes potential demurrage charges at Apapa, which can add USD 200–1,500+ per container if port delays occur. Sharing transparent cost breakdowns with buyers at the point of enquiry prevents the most common post-shipment conflict in the Nigeria trade.

For broader guidance on export pricing methodology and margin planning, see Japanese Used Car Pricing for Export: Valuation, Bid Ceilings, Margin Strategy.

Port Operations: Apapa, Tin Can Island, and Lekki

Nigeria's vehicle import infrastructure is concentrated in Lagos, which handles the vast majority of the country's container and general cargo traffic. Apapa Port has historically been the primary gateway, but its severe operational challenges have pushed increasing volumes to alternative terminals.

Apapa Port: The Dominant Bottleneck

Apapa Port is Nigeria's largest and oldest port complex, handling the majority of Nigeria's import cargo including vehicles. It is also one of the most operationally challenging ports in West Africa. Truck queuing outside Apapa routinely extends for days — sometimes a week or more — as vehicles wait for permission to enter the port gate. Container dwell times inside the terminal can extend to 14–30 days after vessel arrival before a container is cleared, moved, and physically collected.

For car exporters, the consequences of Apapa's congestion materialise as demurrage — daily container rental charges that accumulate once the free-use period (typically 3–7 days after vessel arrival) expires. At busy periods, demurrage charges on a single 20-foot container can reach USD 800–1,500 before the container is cleared. This is not an exceptional occurrence — it is a routine operating cost that must be factored into Nigeria-bound shipments.

Tin Can Island Port: The Preferred Alternative

Tin Can Island Terminal, located adjacent to Apapa on Lagos Harbour, is generally considered a more manageable alternative for container shipments. Dwell times are typically lower, truck queuing is less severe, and terminal operations are broadly regarded as more predictable. Most experienced Nigeria-focused freight forwarders recommend Tin Can Island over Apapa for vehicle container shipments when booking options allow.

Lekki Deep Sea Port: The New Option

The Lekki Deep Sea Port, developed with Tolaram Group and CMA CGM, began operations in late 2023. Located at the Lekki Free Zone outside Lagos, it offers modern infrastructure, deeper draft berths, and is designed to reduce Lagos port congestion. As it scales up capacity and shipping line coverage, Lekki is expected to become an increasingly viable option for Nigeria-bound vehicle containers. Exporters planning medium-term Nigeria operations should monitor Lekki's shipping line coverage and clearing procedures, as it may offer cost and time advantages over legacy Lagos terminals.

Container vs RoRo: Choose Container for Nigeria

The choice between container and RoRo (Roll-on Roll-off) shipping is straightforward for Nigeria: use container shipping. RoRo vessels at Nigerian ports have historically had documented issues with cargo interference — vehicles parked on open decks are accessible to terminal workers and have experienced theft of parts and accessories. Container shipping enclosures the vehicle, reducing this risk significantly.

The trade-off is cost: container shipping for a single vehicle is more expensive than RoRo per unit, though consolidating 2–4 vehicles into a 40-foot container reduces per-unit freight cost significantly. For the Nigeria trade where security risk at port is a real operating factor, the container premium is a worthwhile expense. For more detail on shipping method comparison, see Car Export Shipping Complete Guide: Routes, Costs, Documents & Logistics.

Clearing Agents: Non-Negotiable

Navigating NCS customs clearance in Nigeria without a qualified clearing agent is not a viable option. The NCS clearance process involves multiple agency touchpoints — NCS itself, NAFDAC checks for some goods, SON (Standards Organisation of Nigeria) product conformity reviews, and port terminal operators — all of which require local expertise and established relationships. Qualified clearing agents (also called customs brokers or freight agents) with active NCS relationships, proper CISS registration, and experience in vehicle clearance are essential. Expect to pay USD 300–600 in clearing agent fees per shipment; this is an operating cost, not an optional luxury.

Most Popular Japanese Models in Nigeria

Nigeria's vehicle preferences reflect a market that values reliability, brand reputation, and resale value over engineering novelty. Toyota's dominance is near-total. Honda maintains a strong position in the sedan and compact SUV segment. Lexus owns the premium tier. All sourcing for Nigeria must target LHD variants.

Toyota Camry: The Market Leader

The Toyota Camry in LHD configuration is Nigeria's most demanded used Japanese import, full stop. The XV70 (2018–2024, 2.5L 4-cylinder) is the primary target in 2026, followed by the XV50 (2012–2017, 2.5L and 3.5L). GCC-spec Camrys — produced LHD in Japan for export to Saudi Arabia, UAE, and Kuwait — are the sourcing backbone for Nigeria-focused exporters. The Camry is aspirational, identifiable, widely serviced in Lagos and Abuja, and commands strong resale value. An exporter who can deliver consistent LHD Camry supply to verified Nigerian buyers has the foundation of a reliable Nigeria operation.

Buyer specifications in Nigeria for the Camry are specific: SE, XSE, and XLE grades preferred; sport packages with body kits sell better in Lagos than standard configurations; 2.5L petrol preferred over 3.5L for fuel economy; pearl white, platinum white, and charcoal are top-selling colours.

Toyota Corolla

The Corolla is Nigeria's volume market mainstay — covering buyers who want Toyota reliability at a lower entry price than the Camry. The E210 generation (2019–present) and E170 generation (2013–2019) in LHD are the primary sourcing targets. The Corolla is the workhorse of the Nigerian taxi and ride-hailing sector as well as the urban middle-class family vehicle.

Toyota Land Cruiser Prado (LHD)

The Prado is the executive and government fleet standard in Nigeria. J150-series Prados (2009–2024) in LHD, produced for GCC and North Africa markets, are available at Japanese auctions. Government agencies, diplomatic missions, oil company staff, and corporate buyers in Abuja and Port Harcourt are the primary buyer segment. The oil and gas sector, heavily concentrated in southern Nigeria (Port Harcourt, Warri, Bonny Island), generates consistent high-value Land Cruiser demand that rewards exporters with reliable LHD LC Prado supply.

Toyota Land Cruiser 200 Series (LHD)

The LC200 (2007–2021, V8 diesel or petrol) is Nigeria's premium government, military, and security fleet vehicle. Demand is consistent but the buyer pool is narrower — concentrated in government ministries, state governors' offices, and multinational company fleet buyers. LHD LC200s available from Japanese auctions are priced significantly above Prado, but margins for verified corporate buyers are correspondingly higher.

Toyota Hiace (LHD)

Toyota Hiace minibuses and passenger vans in LHD are in strong demand for Nigeria's commercial passenger transport sector. The H300 Hiace (2019–present) and H200 Hiace are widely used by transport operators, churches, school services, and corporate shuttle operations. LHD Hiace sourcing from Japanese auctions (specifically Middle East-spec units) is a viable commercial segment for exporters with freight capacity and the right buyer relationships.

Honda Accord & Honda CR-V (LHD)

Honda Accord (10th generation, 2018–2022, 1.5T and 2.0T LHD) and CR-V (5th generation, 2017–2022, LHD) both have established buyer bases in Nigeria's sedan and compact SUV segment. Accord buyers are typically urban professionals; CR-V demand comes from family buyers who want an SUV alternative to the Camry. LHD Honda sourcing is supplemented by North American market repatriations (Honda USA-spec vehicles) that appear at Japanese auction through trade-in channels.

Lexus ES & RX (LHD)

Lexus ES (ES350, ES300h, LHD) and Lexus RX (RX350, RX450h, LHD) serve Nigeria's premium buyer segment. Government officials, Abuja political buyers, Lagos-based business executives, and oil sector management are the primary market. LHD Lexus units from GCC returns are available at Japanese auctions at strong auction grades. Margin per unit is the highest in the LHD Japanese export category for Nigeria.

Shipping Routes: Japan to Lagos

The standard ocean freight route from Japan to Lagos runs from the port of Yokohama or Nagoya (primary car export ports in Japan) westward through the Pacific, Indian Ocean, and via the Suez Canal to the Atlantic, arriving at Lagos Apapa or Tin Can Island. Transit time on this route is approximately 32–42 days depending on the shipping line, number of transshipment ports, and the Suez Canal transit slot allocation.

The Suez Canal remains the dominant routing for Japan–West Africa container movements. Geopolitical disruptions affecting Suez Canal traffic (as occurred in 2024 with Red Sea shipping diversions) can extend transit times by 10–15 days if vessels are rerouted via the Cape of Good Hope. Exporters with active Nigeria accounts should monitor Suez Canal status and adjust customer ETAs accordingly.

Shipping Lines Serving Japan–Lagos

Major container shipping lines with Japan–Lagos services include MSC (Mediterranean Shipping Company), Maersk/Sealand, PIL (Pacific International Lines), CMA CGM, and Hapag-Lloyd. Most services involve one or two transshipments — typically at Singapore, Colombo, or Port Said. Direct Japan-Nigeria services with no transshipment are rare; most bookings involve at least one port of transshipment.

When booking containers for Nigeria, confirm the intended discharge port (Apapa vs Tin Can Island vs Lekki) with the shipping line at the time of booking — not all lines serve all terminals, and transshipment options vary by terminal. For a full guide to shipping logistics, freight cost negotiation, and booking strategy, see Negotiating Ocean Freight & Shipping Rates: Complete Guide.

Container Planning for Nigeria

A standard 20-foot container holds one large vehicle (Camry, Prado) with limited additional cargo space. A 40-foot container typically accommodates 2–3 vehicles depending on size, or up to 4 compact vehicles like Corolla-class units. Consolidating 2–3 vehicles into a 40-foot container significantly reduces per-unit ocean freight cost and is the standard approach for exporters moving more than one vehicle per shipment. For Nigerian buyers ordering 5+ units at once, dedicated 40-foot containers with full loads represent the most cost-efficient shipping unit.

Required Export Documents & CISS Inspection

Nigeria's import compliance requirements for used vehicles from Japan include a core set of documents that must be in order before NCS will release a shipment. Missing or incorrect documents cause clearance holds, demurrage accumulation, and buyer disputes. For more detailed guidance on Japan-side documentation, see Car Export Documents from Japan: Invoice, Certificate, Bill of Lading.

Mandatory Documents for Nigeria Vehicle Imports

• CISS Certificate of Inspection: Issued by the approved inspection body in Japan (Bureau Veritas, SGS, or equivalent) after the pre-export inspection. This document confirms the vehicle's condition, specification, and compliance status for Nigerian import. It is a mandatory NCS clearance document. Schedule CISS inspection at least 5–7 working days before the vessel loading cut-off.
• Japanese Export Certificate (Yushutsu Shomeisho): Issued by MLIT (Japan's Ministry of Land, Infrastructure, Transport and Tourism) after the vehicle is de-registered from Japanese roads. The certificate confirms the vehicle has been legally cleared for export from Japan. It is a primary document in Nigeria's NCS clearance process.
• Commercial Invoice: Must accurately reflect the actual transaction value (auction price plus buyer fees). NCS cross-checks declared values against its own valuation reference guide. Underreported values trigger queries; deliberate undervaluation exposes exporters and buyers to customs fraud liability.
• Bill of Lading (B/L): Original B/L is required for NCS clearance. Ensure the consignee name on the B/L exactly matches the Nigerian importer's name and details used in the NCS entry filing — name mismatches cause unnecessary delays.
• Packing List: Standard shipping document listing the vehicle(s) and any accessory items in the container.
• Form M (Pre-Arrival Assessment Report): Nigerian importers are required to open a Form M with a Nigerian bank before goods are shipped. The Form M is the Nigerian banking system's mechanism for authorising FX for import payments and is reviewed as part of NCS clearance. Confirm with your buyer that Form M has been opened and approved before loading the vessel.

For a complete walkthrough of the export documentation process from Japan, see Export Documentation Workflow for Japanese Used Cars: Step-by-Step Guide.

Payment Methods & Naira FX Risk

Payment is one of the most operationally significant challenges in the Japan–Nigeria used car trade. Nigeria's foreign exchange environment has been volatile and restrictive for much of the past decade, driven by persistent current account deficits, oil price dependency, and FX rationing by the Central Bank of Nigeria (CBN). Every exporter operating in this market must understand the FX risk landscape and structure payment terms to protect against it.

USD is the Standard Trading Currency

Japanese car exporters price all Nigeria-bound shipments in US Dollars (USD). Pricing in Nigerian Naira (NGN) is not viable for Japan-origin transactions given Naira depreciation risk. The Naira lost approximately 65–70% of its value against the USD between 2022 and 2024 through a combination of managed float adjustments and parallel market pressure. Any exporter who accepted NGN-denominated payment terms and held NGN during that period suffered severe purchasing power losses. Maintain USD pricing, USD invoicing, and USD bank account requirements for all Nigeria transactions.

TT Wire Transfer: The Standard Structure

The dominant payment method for Japan–Nigeria vehicle trade is advance Telegraphic Transfer (TT) wire transfer. The standard terms for established buyers are 100% advance payment before loading (or occasionally 50% advance with the balance against copy Bill of Lading). For new buyers without a verified track record, 100% advance payment is the only acceptable structure.

Nigerian buyers sending USD from Nigeria face CBN-regulated FX access channels. Buyers with USD domiciliary accounts can wire directly; buyers working through Nigerian banks for FX conversion face NAFEX window constraints and potential delays. Build flexibility into your booking schedule to accommodate payment processing time — do not book a vessel before the advance payment clears.

Fraud Risk and Buyer Verification

Nigeria-related trade fraud is a documented risk in the used car export industry. Exporters who have not dealt with a Nigerian buyer before should require full advance payment with no exceptions, verify the buyer's business registration details independently, and avoid any buyer who requests unusual payment routing, partial payments against unusual terms, or advance release of shipping documents before full payment. Working through established Nigerian importer networks — dealers with track records at Apapa or Tin Can Island — significantly reduces fraud exposure compared to taking orders from unknown online buyers. For payment method risk guidance, see Car Export Payment Methods & Currency Risk Management.

Building a Nigeria Export Operation: Practical Workflow

A sustainable Nigeria operation is built on verified buyers, consistent LHD sourcing capacity, and tight control over the document and port process. The following workflow covers the operational sequence from buyer qualification to vehicle delivery.

Step 1 — Identify and Qualify Nigerian Buyers

The most reliable buyer acquisition channels for Nigeria are: referrals from existing East African buyer networks (some importers have Lagos contacts), B2B automotive platforms serving West African dealers, and Lagos-based auto market dealers at Berger Auto Market, Trade Fair Complex (Lagos), or Wuse Motor Park (Abuja). Establishing verified relationships with 2–3 Lagos-based clearing agents who can refer their importer clients is a highly effective entry point — the agent has pre-qualified the buyer's customs payment capacity.

Step 2 — Confirm LHD Specification Before Purchase

Every vehicle intended for Nigeria must be confirmed as LHD before the auction bid is placed. Filter auction search systems by LHD specification. Double-check the vehicle inspection sheet for steering position confirmation. Do not rely on seller descriptions alone — verify from the physical auction record and images. A single RHD vehicle shipped to Nigeria creates more cost and relationship damage than the profit from 2–3 standard shipments.

Step 3 — Collect Advance Payment and Book CISS Inspection

Once the buyer confirms the vehicle specification and agrees the price, collect 100% advance payment before committing to a purchase at auction. After payment clears, proceed with the auction bid or purchase. Immediately after vehicle acquisition, schedule the CISS inspection with the designated inspection body in Japan — CISS inspection typically requires 2–5 working days and must be completed before the vessel loading cut-off.

Step 4 — Ship and Track Documents

Book the container or RoRo space (container strongly recommended) aligned to the buyer's Form M approval and advance payment clearance. Ship all original documents — Japanese Export Certificate, Commercial Invoice, B/L, Packing List, and CISS Certificate — to the buyer via DHL/courier as soon as the B/L is released by the shipping line. The buyer's clearing agent requires original documents to initiate the NCS Pre-Arrival Assessment Report (PAAR) filing, which is the NCS clearance trigger.

Step 5 — Monitor Port ETD and Demurrage Risk

Track the shipment's ETA at Lagos. Alert the buyer and their clearing agent 7 days before vessel arrival so the PAAR filing can be completed, NCS duties paid, and port collection scheduled before free demurrage days expire. The demurrage clock is one of the most costly failure modes in the Nigeria trade — early warning coordination with the buyer side dramatically reduces this risk.

Using a centralised car export management system that tracks document status, ETAs, and buyer communications in one place is particularly valuable for Nigeria-bound operations, where multi-party coordination between Japan, the shipping line, the buyer, and the Lagos clearing agent must be tightly managed. CarDeal365's car inventory management system provides real-time status visibility across the export workflow from auction purchase to port arrival.

Common Mistakes to Avoid in the Nigeria Export Trade

Frequently Asked Questions