Airport cab drivers’ protest

THE ongoing protest by airport cab drivers against the Federal Airports Authority of Nigeria’s (FAAN) directive requiring all airport taxi operators to use vehicles manufactured in 2020 or later deserves careful consideration. While the objective of improving the quality and image of Nigeria’s international gateways is understandable, public policy cannot be divorced from prevailing economic realities. According to the protesting drivers, compliance with the new directive would require replacing their existing vehicles with models costing upwards of ₦18 million at a time when inflation, high interest rates, rising fuel prices and the depreciation of the naira have already pushed many Nigerians to the brink. They also oppose the sharp increase in operational tariffs from ₦500 to ₦1,500, and the planned introduction of a mandatory app-based booking system, which they fear could eventually displace long-serving operators.

Their concerns should not be dismissed as mere resistance to change. Rather, they highlight a broader challenge confronting policymakers: the tendency to formulate regulations based on ideal standards without sufficient regard for economic feasibility. No one disputes that airport taxis should project a positive image of Nigeria. An international airport is often the first point of contact for visitors, and the condition of airport transport contributes to their perception of the country. Passengers deserve vehicles that are clean, mechanically sound, safe, air-conditioned, and professionally operated. However, vehicle age alone is a poor substitute for vehicle quality.

A well-maintained 2010 vehicle may provide far better service than a neglected 2020 model. Conversely, merely imposing a model-year requirement does not guarantee safety, reliability, or professionalism. Good regulation should focus on measurable standards rather than arbitrary dates of manufacture. The reality is that a 2020-model vehicle has effectively become a luxury asset in today’s Nigeria. What would ordinarily be considered a relatively recent vehicle has become prohibitively expensive because of exchange rate depreciation, import costs, and inflation. Requiring airport taxi operators to acquire such vehicles imposes a financial burden that many simply cannot bear. The consequences will not end with the drivers.

Airport taxi services are already considered expensive by many travellers. Numerous passengers arriving at the Murtala Muhammed International Airport deliberately leave the airport premises to book ride-hailing services because official airport taxis often cost significantly more. If operators are compelled to finance vehicles worth tens of millions of naira, those costs will inevitably be transferred to passengers through higher fares. This would reduce patronage rather than improve service. Unlike major global aviation hubs such as Beijing, Shanghai, Dubai, London, or Singapore, Nigerian airports do not enjoy exceptionally high passenger volumes capable of supporting such capital-intensive investments. Airport cab operators frequently compete for relatively few passengers. Many spend considerable time waiting for fares. Their economics are fundamentally different from those of operators serving much larger aviation markets. Policy must therefore reflect local realities rather than international aspirations detached from domestic conditions.

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FAAN’s objective should be to ensure quality service, not to prescribe ownership of expensive assets that many operators cannot reasonably afford. A more practical approach would be to establish rigorous vehicle inspection and certification standards in collaboration with the Federal Road Safety Corps (FRSC). Vehicles should be required to meet strict criteria relating to mechanical fitness, cleanliness, safety features, emissions, insurance, and passenger comfort. Any vehicle that satisfies those standards should qualify to operate, regardless of whether it was manufactured in 2010. 2015, 2020, or 2025. Such a performance-based regulatory framework would enhance passenger experience while avoiding unnecessary hardship for operators. Government should also recognise that airport users are not exclusively wealthy individuals. Nigerians travel by air for countless reasons: work, education, family obligations, medical appointments, and emergencies. Flying does not automatically imply affluence. Many passengers themselves drive vehicles much older than 2020. It therefore appears inconsistent to assume that only luxury-class airport transportation should be available.

The present arrangement, under which passengers can choose between premium and more affordable taxis, offers flexibility that reflects the country’s socioeconomic diversity. Eliminating that choice would disproportionately affect ordinary Nigerians. The controversy also exposes a wider weakness in Nigeria’s public administration: an excessive emphasis on acquisition rather than maintenance. Countries with strong maintenance cultures routinely keep vehicles in excellent operating condition for well over 20 years. Nigeria should aspire to similar standards instead of equating quality solely with model year. There is also an industrial policy dimension that deserves attention. If government wishes to modernise airport taxi fleets, it should simultaneously promote affordable, locally assembled vehicles through targeted financing, tax incentives, or lease-to-own programmes. It would be unreasonable to demand expensive fleet upgrades without providing mechanisms that make compliance attainable.

Indeed, if government genuinely considers newer vehicles essential, it could facilitate access through concessionary financing, cooperative leasing arrangements, or structured repayment schemes. Such partnerships would achieve modernisation without forcing operators into financial distress.Regulation achieves its greatest legitimacy when it balances public interest with economic reality. Standards are necessary. Professionalism is essential. Airport taxis should never be rickety, unsafe, or poorly maintained. But regulations must also be practical, proportionate, and responsive to prevailing economic conditions. FAAN should therefore reconsider the blanket requirement restricting airport taxis to 2020 models and above. A comprehensive regime based on roadworthiness, safety, cleanliness, customer service, and periodic inspections would better serve passengers, operators, and the nation.

Good policy should elevate standards without destroying livelihoods.