Marie Noel Nuukoro
Flying from Accra to Kotonou should be easy. The city is less than an hour away in air, only 340km by road, ideally taking around 6 hours (although it takes eight times due to awkward border procedures).
However, the return flight will cost between 700 and 1,300 USD (GHS 10,780-20,000) depending on the day you choose to fly. Essentially, if Ghanaians earn GDP per capita ($2,500), they will spend almost half of their annual income on short-distance regional travel.
Meanwhile, for the same price, travelers were able to travel to Europe and cross the sea. Putting this further into perspective, direct Berlin and Istanbul flights (less than 3 hours) cost around $200, while similar distances for Kinshazalagos range between $500 and $850, often with absurd layovers and up to 20 hours of travel time.
Similarly, the flight from Madrid to Rome is 1,900 kilometres away, costing just $45 for a low-cost carrier. Ryanair also offers flights from London to various European cities for under $30.
Short-distance flights are common in regions such as Europe and Southeast Asia, even for middle- and low-income groups. This harsh contrast highlights how the African aviation sector will delay the affordability and accessibility of silos that operate in silos separated from the efficiency and competitiveness seen elsewhere. Therefore, the resulting exorbitant costs of air travel prevent small traders, young professionals, and even tourists from using air travel.
This crisis is more than inconvenient. It is a political and economic tragedy. It undermines free movement, trade and capital – the pillar of the African Continental Free Trade Area (AFCFTA).
The root of this is that Africa has not been able to fully implement Yamoussoukro's decision (YD). This was an agreement in 1999 that African countries promised to open the sky to each other. The goal was clear. It allows airlines from one African country to operate freely in another country, encourage competition, lower ticket prices, and allow improved connectivity. In theory, this would have created a more integrated and accessible aviation market, just like Europe today.
The Single African Air Transport Market (SAATM) was launched in 2018 to operate YD. However, in 20 years, progress has slowed. Many governments protect struggling national airlines, maintain strict control over airspace, and undermine the very agreements they once signed. result? Limited routes, expensive tickets and the absurdity of being rerouted through Paris and Dubai has reached the neighbouring capital.
The economic impact of the restriction policy is phenomenal. A 2021 African Union survey found that out of 1,431 African countries pairs, only 19% have direct aviation services (operated at least once a week).
The International Air Transport Association (IATA) estimates that if only 12 major African countries improve connectivity, they could create 155,000 jobs and increase GDP by more than $1.3 billion. A study commissioned by the African Union Commission (AUC) estimates that if the Seven East African Community (EAC) fully adopts SAATM, it could add 2.8 million passengers per year, generate $267 million in fare savings and contribute $590.9 million to GDP.
The web of factors inflates airfares in Africa. Limited competition, high landing fees and navigation fees, and inflation in fuel costs (often above the global average) all contribute. Airlines pass these costs to consumers, making air travel extremely expensive. Furthermore, Africa's aviation policy remains fragmented. Of the 37 countries that signed SAATM, less than half have implemented it. Even Kenya, which seeks to become a regional hub, has yet to match the laws of its country with the treaty.
Excessive taxation is also a key factor in the high prices of airline tickets. Taxes and fees per ticket in Africa average $64, with $30 in Europe and $29.65 in the Middle East. West Africa will have an average ticket tax and a fee of $94 after the worst. Yet, instead of investing in aviation infrastructure, many governments are redirecting these funds elsewhere, perpetuating high costs and sub-services.
And then there is the issue of accountability. Many government officials do not personally book or pay for flights. Once the secretary handles the trip and is billed by the organization, the decision maker is insulated from the actual costs of his policy. If you don't feel in a pinch, why do you lose sleep?
A recent economic analysis of IATA revealed that while global airlines have recovered after the pandemic, only a few African airlines have been there. They made a profit of $100 million in 2024. This amounts to just 90 cents per passenger. This is well below the global average of $6.14. This industry-wide profitability comes primarily from fragmented markets and low-load factors on routes within Africa, resulting in a direct restrictive regulatory environment.
In Togo: The only example of regional inertia
Togo stands out as one of the few African countries that actively implement a single African Air Transport Market (SAATM). By revising the Bilateral Air Services Agreement (BASAS), we eliminate restrictions on foreign airlines and position Lome as a regional hub through Asky Airlines.
This strategic positioning not only improved connectivity within Africa, but also stimulated economic activity related to air transport. However, the impact is limited as many neighboring countries still refuse to return or travel. SAATM requires a critical mass. Countries need to harmonize regulations and remove excessive fees. Until then, local airfares will remain high in the air. This is just as ridiculous as being re-routed through Paris to reach a nearby capital.
The path to affordable air travel in Africa is clear, but bold leadership is required. The government must fully commit to implementing SAATM and local frameworks in line with national policy to eliminate barriers. Taxation and fees need to be streamlined to reduce costs for both airlines and passengers. Encouraging private sector participation and promoting competition can also inject much-needed dynamism into the industry.
Additionally, air travel needs to be prioritized as a political objective. It is not a luxury, it is a fundamental component of Africa's economic growth. The inability to move easily and quickly across boundaries is a prominent contradiction of a continent full of possibilities. The sky should not be the limits of Africa. It must be a bridge that connects people, the economy, and dreams.
The question is not whether Africa can afford to correct the air travel crisis. That's whether it can't afford to do that.
Marie-Noelle Nwokolo is a researcher and policy advisor focused on growth and economic development. She is a member of the Brenthurst Foundation.
