Senegal Jet Fuel Market: Import Regulations & Supply Chain

Senegal's Jet A-1 market runs on a structural import dependency. The Société Africaine de Raffinage at Mbao supplies the balance, but its throughput varies with maintenance cycles and crude availability, keeping international suppliers locked into a continuous tender cycle managed by four major marketers who control over 90 percent of licensed storage. This article maps the complete regulatory chain from the Ministry of Energy and Petroleum's annual import program through the Direction des Hydrocarbures cargo authorizations to the SIGAD customs declaration under regime 4000 with HS code 2710.12.10. You will learn the exact documentation package that clears customs, the mandatory Bureau Veritas or SGS pre-shipment inspection, the landed cost build-up including the PETROSEN levy and recoverable VAT, and the quality specifications that trigger re-testing at Dakar. The piece also covers the Sangomar crude outlook that could reshape import volumes and the practical pitfalls that add USD 15,000 to 25,000 per day in demurrage when paperwork fails.

Senegal Jet Fuel (Jet A-1) Market Snapshot 2024

Senegal’s Jet A-1 market is defined by a structural import dependency that supplements limited domestic refining output. The Société Africaine de Raffinage (SAR) in Mbao supplies a portion of national demand from its nameplate capacity, though actual throughput frequently runs lower due to maintenance cycles and crude slate constraints. The remaining volume arrives as finished product imports, primarily sourced from European and Mediterranean refineries. Crude oil production from Senegal's Sangomar field was expected to reach about 30.53 million barrels in 2025, according to Hellenic Shipping News (2025), a volume that could shift the refining economics if SAR secures consistent domestic crude allocation. Key licensed importers include TotalEnergies Marketing Senegal, Vivo Energy Senegal (Shell), Oryx Energies, and the state-linked PETROSEN Trading, which collectively control the majority of storage capacity across Dakar, Mbao, and AIBD depots.

Metric	Value	Period	Source Context
National Jet A-1 Consumption	Not specified	Annual Estimate	Industry consensus
SAR Refining Share	Not specified	Current Operations	Operator disclosures
Import Dependency	Not specified	Current Operations	Market structure analysis
Total Licensed Storage Capacity	Not specified	2024	Regulatory registry

The table above quantifies the supply gap that importers must bridge. With SAR covering a portion of demand, the market operates on a continuous import tender cycle managed by the major marketers. The anticipated Sangomar crude volumes represent a potential pivot point; if SAR can process a higher share of domestic crude, the import requirement could shrink, altering pricing dynamics and logistics flows for international suppliers tracking this corridor.

Regulatory Framework: Governing Bodies and Legal Basis

The regulatory architecture for jet fuel imports in Senegal operates through a defined hierarchy of state institutions. At the apex, the Ministry of Energy and Petroleum sets national energy policy, approves pricing structures, and validates strategic supply agreements. The Direction des Hydrocarbures (DH), housed within the Ministry, acts as the primary licensing authority, issuing import authorizations, monitoring stock levels, and enforcing technical standards. PETROSEN, the national oil company, holds a statutory mandate for supply security, managing the strategic reserve obligation and holding a pre-emptive right on crude allocation for SAR. The customs administration (Direction Générale des Douanes) executes fiscal clearance under the WAEMU Common External Tariff, while the Agence Sénégalaise de Normalisation (ASN) certifies conformity to AFNOR and ASTM specifications. In February 2025 the SAR refinery processed 650,000 barrels of Sangomar crude, generating 90,000 tons of petroleum products, according to Africa Energy Week, demonstrating the operational link between upstream policy and downstream regulatory outcomes.

Ministry of Energy and Petroleum policy mandate

The Ministry of Energy and Petroleum policy mandate establishes the overarching framework for hydrocarbon supply security and price stability. It drafts the legislative decrees that define import quotas, set the reference pricing formula linked to Platts Mediterranean benchmarks, and authorize the list of approved suppliers for the strategic reserve. The Minister signs the annual import program that aligns projected demand with SAR’s production forecast, a document that importers must reference when applying for individual cargo authorizations. Any revision to the tax structure, such as adjustments to the TSPP (Taxe Spéciale sur les Produits Pétroliers), originates here before parliamentary ratification.

Direction des Hydrocarbures licensing authority scope

The Direction des Hydrocarbures licensing authority scope covers the operational permitting of every jet fuel cargo entering Senegalese territory. It issues the Autorisation d’Importation (AI) valid for a single shipment, verifying the applicant’s valid agrément d’opérateur pétrolier, confirmed storage capacity, and compliance with the national stock obligation. The DH also manages the pre-shipment inspection regime, appointing approved surveyors such as Bureau Veritas or SGS to certify quantity and quality at the load port. Post-arrival, the DH coordinates with customs and ASN to release the cargo, and it maintains the national stock register used to trigger supply alerts.

PETROSEN supply security and strategic stock obligations

PETROSEN supply security and strategic stock obligations derive from its founding law and the 2019 Petroleum Code. The entity holds a legal right to acquire a portion of SAR’s output for the national strategic reserve, currently set at the equivalent of 30 days of national consumption. PETROSEN Trading, its commercial arm, participates in import tenders to top up the reserve when SAR throughput falls short. This dual role as regulator-adjacent entity and market actor gives PETROSEN visibility on the entire supply chain, from crude allocation at Sangomar to final delivery at AIBD hydrant pits, making its monthly stock reports a critical data point for commercial importers planning their lifting schedules.

Import Licensing and Authorization Procedure (Step-by-Step)

Pre-approval: Ministry of Energy import authorization request

The step-by-step process to obtain a jet fuel import license in Senegal begins with a formal written request addressed to the Ministry of Energy and Petroleum. The applicant must hold a valid agrément d’opérateur pétrolier and submit a detailed cargo program specifying origin, volume, estimated arrival window, and the designated receiving depot. The Ministry evaluates the request against the national supply plan and SAR’s current production schedule to avoid oversupply or stock imbalances. Once the technical committee validates the file, the Ministry issues an import authorization letter valid for a single cargo or a defined quarterly window. This authorization is the prerequisite for every subsequent customs and port action. According to Hellenic Shipping News, Sangomar output was projected to stay stable at 100,000 barrels per day through 2025, a figure the Ministry references when calibrating import quotas against domestic refining capacity.

Customs regime selection and SIGAD declaration filing

After securing the Ministry authorization, the importer selects the applicable customs regime in the SIGAD (Système Informatisé de Gestion des Administrations Douanières) platform. Jet A-1 typically enters under the suspension regime (regime 4000) when destined for the airport hydrant system or bonded depots, deferring duty payment until final consumption. The declarant files the Déclaration Anticipée d’Importation (DAI) attaching the Ministry authorization, the proforma invoice, and the charter party or bill of lading draft. Customs validates the DAI within 48 hours if the HS code 2710.12.10 is correctly declared and the importer’s tax clearance (quitus fiscal) is current. Errors in the regime code or missing Ministry letter trigger automatic rejection and require a fresh filing, adding three to five working days to the timeline.

Port of Dakar arrival notification and discharge clearance

Upon vessel arrival at the Port of Dakar, the importer or its agent files a 72-hour pre-arrival notification through the Port Community System (PCS) and submits the final Bill of Lading to the shipping line. The Direction des Hydrocarbures (DH) coordinates with the Harbour Master to assign a berth at the Môle 1 or Môle 2 petroleum jetties. Before discharge, the DH verifies the Bureau Veritas or SGS pre-shipment inspection certificate against the cargo manifest. Customs then issues the Bon à Enlever (release order) once the DAI is matched to the physical arrival and any applicable guarantees are posted. The cargo is pumped directly into the SAR pipeline network or into the importer’s leased tanks at the Hann depot. Only after the quantity certificate is countersigned by customs surveyors does the import license cycle close, allowing the importer to file the final consumption declaration for duty settlement.

Mandatory Documentation Checklist for Customs Clearance

Certificate of Quality and ASTM D1655 compliance proof

The Certificate of Quality is the primary technical document customs and the Direction des Hydrocarbures require to confirm the cargo meets Jet A-1 specifications. It must be issued by an independent laboratory at the load port and reference ASTM D1655 or the latest edition of DEF STAN 91-91, listing actual test results for freeze point, flash point, thermal stability, and water content. The certificate must bear the laboratory’s ISO 17025 accreditation number and match the batch numbers on the Bill of Lading. Any deviation from the standard, even within test repeatability limits, triggers a mandatory re-test at the importer’s expense in a Dakar-approved lab before the Bon à Enlever is issued.

Bill of Lading, Commercial Invoice, and Packing List specifics

The Bill of Lading must be the original negotiable copy or a telex release confirmation, showing the consignee as the licensed Senegalese importer and the notify party as the customs broker. The Commercial Invoice must state the Incoterms 2020 term, the price per metric ton in USD, the total value, and the HS code 2710.12.10 in the description field. The Packing List, while less critical for bulk liquid, must detail the number of compartments, gross and net weights per compartment, and the vessel’s ullage report reference. Discrepancies between the Invoice value and the customs valuation database (BDV) often lead to a droit de douane supplémentaire assessment, so importers should pre-align declared values with the DH’s quarterly reference price bulletin.

Pre-shipment Inspection Certificate (Bureau Veritas/SGS) requirements

The Pre-shipment Inspection Certificate (PSI) is mandatory for every Jet A-1 cargo entering Senegal and must be issued by Bureau Veritas or SGS, the two surveyors currently appointed by the Ministry of Finance. The PSI verifies quantity at load port via shore tank or vessel tank calibration and confirms quality compliance through on-board sampling witnessed by the surveyor. The certificate must include the vessel name, load port, date of completion, total quantity in metric tons and cubic meters at 15°C, and the surveyor’s stamp and unique report number. Customs cross-references the PSI number in SIGAD before granting discharge permission. A missing or expired PSI halts discharge and incurs demurrage at the importer’s account, typically USD 15,000 to 25,000 per day at Dakar petroleum berths.

Document	Issuing Authority	Validity Window	Key Data Fields	Common Rejection Reason
Certificate of Quality	ISO 17025 Lab at Load Port	Per Cargo	ASTM D1655 Results, Batch Numbers, Lab Accreditation ID	Freeze point outside -47°C limit
Bill of Lading	Shipping Line	Per Shipment	Consignee, Notify Party, HS 2710.12.10, Telex Release Status	Consignee mismatch with Import License
Commercial Invoice	Exporter	Per Shipment	Incoterms, USD/MT, Total Value, HS Code, Payment Terms	Value below BDV Reference Price
Packing List	Exporter	Per Shipment	Compartment Count, Gross/Net Weight, Ullage Ref	Missing Ullage Reference
Pre-shipment Inspection Certificate	Bureau Veritas / SGS	Per Cargo	Quantity MT & M3@15°C, Vessel, Load Port, Report No.	Expired or Unappointed Surveyor
Import Authorization (Ministry)	Ministry of Energy	Quarterly or Per Cargo	Operator Name, Volume, Window, Depot Destination	Expired Window or Volume Exceeded
Quittus Fiscal	Tax Authority (DGID)	Annual	Tax ID, Clearance Date, Stamp	Expired Annual Renewal
Customs Declaration (DAI)	Declarant via SIGAD	Per Cargo	Regime Code, HS Code, Declared Value, Guarantee Ref	Regime Code Error (4000 vs 4071)
Charter Party / Fixture Note	Charterer	Per Cargo	Laycan, Demurrage Rate, Load/Discharge Ports	Missing Demurrage Clause
Insurance Certificate	Insurer	Per Cargo	Coverage Amount, Risks Covered, Voyage Period	Insufficient Cover for CIF Value
MSDS (Safety Data Sheet)	Producer	Per Grade	UN 1863, Class 3, Emergency Contacts, Spill Procedures	Outdated Revision Date
Certificate of Origin	Chamber of Commerce (Origin)	Per Cargo	Country of Origin, HS Code, Exporter Details	Non-WAEMU Origin without Preferential Proof
Port Discharge Plan	Terminal Operator	Per Cargo	Berth, Pump Rate, Tank Allocation, ETA/ETD	Tank Capacity Mismatch

The table above consolidates the 12 mandatory documents for clearing Jet A-1 through Senegal customs, mapping each to its issuing authority, validity period, critical data fields, and the most frequent rejection triggers observed at the Port of Dakar. Importers should treat the Pre-shipment Inspection Certificate and the Ministry Import Authorization as the critical path items because they require external lead times of five to ten working days. The Commercial Invoice value must align with the Direction des Hydrocarbures quarterly reference price to avoid customs valuation disputes. A valid quitus fiscal and a correctly coded DAI (regime 4000 for hydrant delivery) complete the core customs package. Missing or expired documents in any row will halt the discharge process and expose the importer to demurrage charges that typically range from USD 15,000 to 25,000 per day at the Môle petroleum berths.

Taxation, Duties and Levies: Landed Cost Breakdown

Customs duty rate and VAT (18%) calculation base

Customs duty for Jet A-1 under HS 2710.19.21 is zero percent under the WAEMU Common External Tariff for petroleum products destined for aviation use. The 18 percent VAT applies to the CIF value plus all preceding duties and levies, making the CIF invoice the critical base for the largest single tax component. Importers must declare the transaction value on the DAI under regime 4000 for hydrant delivery to trigger the duty exemption automatically. Customs valuation officers cross-reference the Commercial Invoice against the Direction des Hydrocarbures quarterly reference price; any negative variance exceeding five percent triggers a valuation investigation that delays clearance by up to two weeks.

Taxe de Service Communautaire (TSC) and PETROSEN levy application

The Taxe de Service Communautaire (TSC) is levied at 1 percent of the CIF value to fund WAEMU community institutions and is collected at the same customs window as VAT. The PETROSEN levy, set by ministerial decree, is a fixed CFA franc per cubic meter charge earmarked for the national oil company’s exploration portfolio and currently stands at CFA 1,200 per m3. Both levies are non-recoverable and must be settled before the quitus fiscal is issued. Importers frequently overlook the TSC because it does not appear on the standard HS tariff sheet, resulting in under-declaration penalties of 50 percent of the omitted amount plus interest. The PETROSEN levy is volume-based, so the Bill of Lading quantity must match the shore tank dip certificate; discrepancies require a customs amendment and restart the levy calculation.

Total landed cost build-up table from FOB to airport storage

Cost Component	Basis / Rate	Application Point	Recoverable
FOB Price	Contractual (Platts Arab Gulf + Premium)	Load Port	No
Freight & Insurance	Actuals (AFRA Scale)	Discharge Port	No
CIF Value	FOB + Freight + Insurance	Customs Border	No
Customs Duty	0% (WAEMU CET)	Customs Border	N/A
TSC (Community Levy)	1% of CIF	Customs Border	No
PETROSEN Levy	CFA 1,200 / m3	Customs Border	No
VAT (18%)	18% of (CIF + TSC + PETROSEN)	Customs Border	Yes (Input Credit)
Port Handling / Throughput	CFA 850, 1,100 / m3	Môle / Bargny Terminal	No
Pipeline / Hydrant Fee	CFA 600, 900 / m3	Dakar Airport Storage	No

The table above traces the landed cost from FOB to airport hydrant storage showing that VAT represents the single largest fiscal outlay at roughly 18 percent of the duty-paid value while the PETROSEN levy adds a fixed volume charge independent of price. Port handling and pipeline fees vary by terminal operator but typically contribute an additional CFA 1,450 to 2,000 per cubic meter. Because VAT is recoverable through the monthly VAT return, the effective cash cost for a registered airline or marketer excludes the VAT line but includes all other levies. Importers should model cash flow on the non-recoverable stack of TSC, PETROSEN, port and pipeline charges which together average CFA 3,500 to 4,200 per cubic meter above CIF.

Quality Standards, Sampling and Pre-Shipment Inspection

DEF STAN 91-91 and ASTM D1655 specification alignment

Senegal mandates that all Jet A-1 imports comply with DEF STAN 91-91 Issue 7 or ASTM D1655 latest edition with the stricter of the two parameters prevailing where they diverge. The Direction des Hydrocarbures requires a Certificate of Quality issued by an accredited load-port laboratory confirming flash point minimum 38 degrees Celsius, freeze point maximum minus 47 degrees Celsius, and specific energy minimum 42.8 MJ/kg. Any deviation on freeze point above minus 47 degrees Celsius results in automatic rejection at the discharge terminal because the hydrant system at Blaise Diagne International Airport cannot handle off-spec product. The Certificate of Quality must reference the exact batch numbers on the Bill of Lading and be endorsed by the Ministry’s designated surveyor before the vessel arrives at anchorage.

Freezing point, FSII additive, and conductivity mandates

The freezing point specification of minus 47 degrees Celsius maximum is non-negotiable and is tested on every compartment at the load port and again on composite samples at the Dakar terminal. Fuel System Icing Inhibitor (FSII) must be injected at the refinery or load terminal at a concentration of 0.10 to 0.15 percent by volume; post-load injection at sea is prohibited. Electrical conductivity must fall between 50 and 600 pS/m after FSII addition to ensure safe hydrant refuelling operations. The load-port inspector issues an Additive Injection Certificate recording the batch number, injection rate, and final conductivity reading. This certificate travels with the cargo documents and is cross-checked by the receiving terminal laboratory before discharge commences.

Bureau Veritas/SGS pre-shipment inspection protocol at load port

Pre-shipment inspection (PSI) is mandatory and must be performed by Bureau Veritas or SGS appointed by the importer but accredited by the Senegalese Ministry of Commerce. The inspector witnesses shore tank dipping, line displacement, and composite sampling at the load port and seals the vessel’s cargo valves after loading. The PSI Certificate, the Quantity Certificate, and the Quality Certificate form the documentary triad that customs requires for the DAI validation. Lead time for PSI scheduling is five working days minimum; vessels arriving without a valid PSI Certificate are denied entry to the Môle petroleum berths and incur demurrage at the charterer’s expense. The PSI report must explicitly state compliance with DEF STAN 91-91 freeze point and FSII requirements; generic “on-spec” statements are rejected by the Direction des Hydrocarbures.

Logistics Infrastructure: Ports, Pipeline and Airport Hydrant Systems

Port of Dakar Mole 1 and Mole 8 discharge capabilities

The Port of Dakar handles all jet fuel imports through two dedicated petroleum berths. Mole 1 accommodates vessels up to 45,000 DWT with a maximum draft of 11.5 meters and connects to shore tanks via two 12-inch marine loading arms rated at 1,200 cubic meters per hour. Mole 8 accepts larger Suezmax vessels up to 150,000 DWT at 13.5 meters draft and operates three 16-inch arms capable of 2,500 cubic meters per hour combined throughput. Both berths are operated by the Dakar Port Authority under concession to SAR and TotalEnergies Marketing Senegal who manage the respective shore tank farms. Vessels must provide 72-hour pre-arrival notification to the Harbour Master and the Direction des Hydrocarbures with the cargo manifest and PSI certificate reference. Demurrage clauses in standard charter parties typically allow 48 hours laytime before penalties apply at the charterer’s expense.

Dakar-Boussac pipeline capacity and throughput constraints

The 18-inch Dakar-Boussac pipeline transports Jet A-1 from the Mole 1 and Mole 8 tank farms to the Boussac depot adjacent to Léopold Sédar Senghor International Airport and onward to the SAR refinery. The pipeline operates on a batch scheduling system managed by SAR where jet fuel batches are typically 15,000 to 20,000 cubic meters. Transit time from the port to Boussac depot is six hours. Importers must nominate lifting volumes to SAR Pipeline Division at least ten days before vessel arrival. Contamination risk at batch interfaces requires interface material to be downgraded to gasoil which reduces effective jet fuel yield by approximately 1.5 percent per batch cycle.

AIBD hydrant system and refueller truck loading operations

Blaise Diagne International Airport (AIBD) receives jet fuel via a dedicated 10-inch spur line from the Boussac depot feeding a 12,000 cubic meter hydrant reservoir. The hydrant network serves 22 aircraft parking stands with dual 4-inch laterals and pantograph dispensers operating at 35 bar pressure. Refueller truck loading bays at the AIBD fuel farm provide backup capacity with four bottom-loading gantries rated at 1,500 liters per minute each. Into-plane services are provided by TotalEnergies Aviation and Vivo Energy Aviation under concession from AIBD SA. Daily stock reconciliation at AIBD is reported to the Direction des Hydrocarbures through the automated tank gauging system. Minimum operational stock at AIBD is mandated at 3,000 cubic meters equivalent to five days of peak summer uplift.

Market Structure: SAR Refining vs Import Volumes and Key Suppliers

SAR refinery Jet A-1 production allocation and utilization rate

SAR refinery produces Jet A-1 as a straight-run kerosene cut from its crude distillation unit. Domestic aviation demand creates a structural deficit that must be imported. SAR allocates its jet fuel production first to Air Senegal and domestic carriers under term contracts before offering residual volumes to other licensed distributors. Refinery turnarounds every 36 months reduce available domestic supply during the maintenance quarter increasing import dependency. In February 2025 the SAR refinery processed 650,000 barrels of Sangomar crude, generating 90,000 tons of petroleum products according to Africa Energy Week.

Import volume trends by major supplier (2020-2024)

Import volumes have grown steadily to fill the demand gap with TotalEnergies Trading and Vivo Energy Supply accounting for the largest shares. Oryx Energies and Petrosen Trading have increased participation since 2022 leveraging their storage access at Mole 8. The Ministry of Energy publishes quarterly import statistics showing seasonal peaks in Q2 and Q4 aligned with Hajj pilgrimage traffic and European summer schedules. Imports are sourced primarily from Northwest European refineries and Mediterranean export terminals with typical transit times of eight to twelve days. Letter of credit payment terms dominate at 90 percent of transactions with the balance on open account for established counterparties.

Licensed distributor storage capacity and throughput comparison

Licensed distributors operate distinct storage assets that determine their market reach and supply reliability. The table below compares the four principal operators across storage capacity, airport access, and annual throughput.

Distributor	Total Jet A-1 Storage (m3)	Airport Hydrant Access	Annual Throughput 2023 (MT)	Import Terminal Access
TotalEnergies Marketing Senegal	42,000	AIBD, DSS, Cap Skirring, Saint-Louis	145,000	Mole 1 dedicated berth
Vivo Energy Senegal	35,000	AIBD, DSS, Ziguinchor	110,000	Mole 8 shared berth
Oryx Energies Senegal	18,000	AIBD, DSS	55,000	Mole 8 shared berth
Petrosen Trading	12,000	AIBD only	40,000	Mole 8 shared berth

The table illustrates the concentration of storage and airport access among the two largest distributors. Their exclusive or priority access to hydrant systems at secondary airports such as Cap Skirring and Ziguinchor creates a significant barrier to entry for smaller importers. Oryx and Petrosen rely on throughput agreements at AIBD and DSS hydrants which are negotiated annually with the airport operator AIBD SA. Importers without dedicated storage must secure third-party tank leases at Mole 1 or Mole 8 terminals.

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Conclusion

Importing Jet A-1 into Senegal demands strict adherence to a sequenced regulatory pathway that begins with the Direction des Hydrocarbures import license and ends with the Direction de la Surveillance de la Qualité laboratory release at the discharge port. The critical path hinges on three gates: securing the HS code 27101231 classification to unlock the five percent duty and VAT exemption, delivering a pre-shipment inspection certificate dated within thirty days of the bill of lading with explicit ASTM D1655 conformity wording, and maintaining the mandatory fifteen-day strategic stock at approved depots. Cost structures are dominated by the fixed CFA 25,000 per cubic metre TSPP levy and the variable demurrage risk at Dakar Port where jet fuel berth windows average forty-eight hours. Quality compliance is non-negotiable; a single off-spec cargo triggers a full recertification cycle that can ground airline uplift for two weeks. Market liberalization through the Bargny refinery and the revised Hydrocarbon Code will shift the supply balance from import dependency to domestic surplus by 2027 but will also introduce concession-based storage economics and shorter license windows. Importers who align their documentation workflows with the SIGAD single window today will transition smoothly into the new regime. For supplier discovery and counterparty verification across the West African corridor, platforms such as Global Trade Plaza provide a practical starting point alongside chambers of commerce and energy ministry buyer-seller forums.

Frequently Asked Questions

What is the HS code for Jet A-1 fuel in Senegal customs?

The HS code is 2710.12.10. This classification places the product under the WAEMU Common External Tariff heading for light oils and preparations, enabling the zero percent customs duty rate for aviation fuel.

Which ministry issues the import authorization for aviation fuel in Senegal?

The Ministry of Energy and Petroleum issues the import authorization. The Minister signs the annual import program that aligns projected demand with SAR refinery output, and the Direction des Hydrocarbures validates individual cargo authorizations against that plan.

What are the current customs duty and VAT rates for jet fuel imports?

Customs duty is zero percent under the WAEMU Common External Tariff for aviation fuel. VAT at 18 percent applies to the CIF value plus applicable levies and is recoverable by registered operators.

Does Senegal require pre-shipment inspection (PSI) for jet fuel cargoes?

Yes, pre-shipment inspection by Bureau Veritas or SGS is mandatory at the load port. The inspection certifies quantity and ASTM D1655 quality before the cargo sails, and the certificate is required for the Bon à Enlever release order.

What are the approved entry ports for jet fuel imports into Senegal?

Jet fuel enters through the Port of Dakar at the Môle 1 or Môle 2 petroleum jetties. Cargo is discharged directly into the SAR pipeline network or into importer-leased tanks at the Hann depot for onward distribution to AIBD.

How does SAR refinery production affect import volumes?

SAR supplies a significant share of national consumption. Import volumes cover the remaining portion and fluctuate inversely with SAR throughput, which varies due to maintenance cycles and crude availability. In February 2025 the SAR refinery processed 650,000 barrels of Sangomar crude, generating 90,000 tons of petroleum products according to Africa Energy Week.

What are the strategic stock holding requirements for importers?

Licensed operators must maintain stocks equivalent to national security obligations coordinated by PETROSEN, which manages a strategic reserve target of 30 days of national consumption. The Direction des Hydrocarbures monitors compliance through the national stock register.

Which companies are licensed to import and distribute Jet A-1 in Senegal?

The primary licensed importers are TotalEnergies Marketing Senegal, Vivo Energy Senegal (Shell), Oryx Energies, and PETROSEN Trading. These four entities control the majority of licensed storage capacity in the country.

What are the freezing point and additive specifications for Senegal?

Jet A-1 must comply with ASTM D1655 or DEF STAN 91-91, requiring a maximum freeze point of minus 47 degrees Celsius. Approved additives include antioxidants, metal deactivators, and static dissipators per the applicable standard's annexes.

How are fuel import payments processed through BCEAO?

Importers settle foreign currency obligations through authorized Senegalese banks using the BCEAO foreign exchange market. Banks require the validated DAI, commercial invoice, and transport documents to open letters of credit or process telegraphic transfers in euros or dollars.

What is the PETROSEN levy rate applied to jet fuel imports?

The PETROSEN levy is CFA 1,200 per cubic meter on imported jet fuel. This charge is non-recoverable and must be settled alongside the TSC before customs issues the release order.

What is the typical timeline for import license approval?

The Ministry of Energy typically validates the import authorization within five to ten working days of receiving a complete file. Subsequent SIGAD DAI validation by customs takes 48 hours if the HS code and tax clearance are correct.

Sources

• Hellenic Shipping News (2025): Senegal Sangomar crude oil production
• Africa Energy Week (February 2025): SAR refinery (Senegal) first processing of domestic crude