Can Akwa Ibom’s 50 CNG Buses Solve the Airport Transport Cost Problem?

Airport Transfers Expose a Gap in Public Transport Planning

PASSENGERS arriving at Victor Attah International Airport could benefit from a government-backed shuttle service if Akwa Ibom State incorporates airport transfers into its planned compressed natural gas (CNG) mass transit system.

The proposal centres on a straightforward concern: the cost of travelling from the airport to destinations across the state. According to the proponent, some taxi operators charge between ₦25,000 and ₦30,000 for onward journeys, leaving arriving travellers with limited affordable alternatives.

A designated airport shuttle could offer a lower-cost option while connecting air travel to the state’s public transport network. Nevertheless, the reported taxi fares would need to be assessed against actual destinations, journey distances and prevailing market rates before the government could establish a fair comparison.

The proposal also raises a broader policy question: should an airport serving the state’s transport and economic needs have a dedicated public connection to major towns and communities?

Akwa Ibom has already pursued a CNG bus programme intended to improve mobility and reduce transport costs. The government has announced the delivery of 50 buses and plans for supporting infrastructure, electronic ticketing and vehicle tracking. Recent reporting, however, has raised questions about the delay in putting the fleet into commercial service. This makes the proposed airport shuttle part of a wider debate about converting public investment into accessible, functioning transport services.

A Three-District Model Offers a Starting Point

The proposal recommends organising airport shuttle routes around the state’s three senatorial districts: Uyo, Eket and Ikot Ekpene.

It suggests fares of ₦1,500 for Uyo destinations, ₦3,000 for Eket destinations and ₦1,500 for Ikot Ekpene destinations. It also calls for each bus to display its destination clearly and transport passengers towards their respective local government areas.

Such a model could simplify the choices confronting arriving passengers. Instead of negotiating a private taxi fare immediately after landing, travellers could consult a route board, identify the appropriate bus and pay a published fare.

However, the proposed fare structure needs further examination. The three districts cover multiple communities, and a single price for every destination within a district may not reflect differences in distance or operating costs. A trip to a nearby community may require substantially less fuel and time than a journey to a more distant location.

Consequently, the government should consider a route-based fare system that identifies major stops and specifies the cost of travelling to each destination. It could also publish a route map and timetable at the airport, online and through airline passenger information channels.

Clear rules would be especially important for passengers unfamiliar with the state’s geography. In addition, operators would need a procedure for handling travellers whose destinations fall outside the proposed routes or require a connection to another bus.

Temporary Airport Facility Could Accelerate Deployment

The proponent argues that the government should not delay the shuttle until it completes the main CNG bus terminals. Instead, the proposal recommends establishing a designated bus holding and boarding area within Victor Attah International Airport.

A temporary facility could allow the state to test the service before completing every element of its wider transport infrastructure. If airport authorities approve the arrangement, buses could operate on selected routes while officials monitor demand and identify operational problems.

Nevertheless, a temporary facility must meet the airport’s safety and traffic-management requirements. Authorities would need to designate a secure waiting area, provide visible route information and prevent buses from obstructing airport access roads. They would also have to coordinate boarding with flight arrivals and establish procedures for managing luggage, delayed passengers and peak-period congestion.

The suggestion that buses should collect passengers along the way also requires careful planning. Additional pick-ups could increase occupancy and improve revenue, but frequent or unscheduled stops could make journeys unpredictable. Approved stops and published timetables would help balance passenger convenience with operational efficiency.

Cashless Fares Need an Accessible Payment System

The proposal recommends card-only payments and suggests an additional ₦500 charge for passengers boarding along the route. Its stated objective is to make fare collection more orderly while creating a record of transactions.

A cashless system could strengthen financial controls, particularly if the transport operator records every journey and reconciles ticket sales against passenger numbers. Yet a card-only policy could also inconvenience travellers who arrive without a locally usable card or who do not know where to purchase one.

For that reason, the government would need to establish a simple card-distribution and top-up process at the airport. It should also explain the proposed ₦500 charge, identify the journeys to which it would apply and disclose whether the amount is additional to the main district fare.

Furthermore, the state should provide clear receipts or electronic confirmations and establish a process for resolving disputed payments. Without these safeguards, a system intended to improve transparency could create new barriers for the very passengers it seeks to help.

Revenue Claims Require Verification & Public Reporting

The proponent says Victor Attah International Airport has returned ₦2.3 billion in revenue to the state and argues that an airport shuttle could add to those receipts.

However, the cited figure needs independent verification. The government should clarify the relevant accounting period and explain whether the amount represents revenue generated by the airport, money remitted to the state or another financial category. The figure should not be used as a measure of the airport’s profitability without information on expenditure and other financial obligations.

Likewise, the shuttle’s revenue potential would depend on passenger demand, route length, vehicle occupancy, fares and operating expenses. A bus carrying few passengers may generate insufficient income to cover its costs, even if the ticket price appears affordable. Conversely, a well-planned route with reliable passenger demand could improve vehicle utilisation and help support the wider transport programme.

Officials should therefore prepare and publish a pilot business case showing projected passenger numbers, fare income, operating costs and the level of public support required. Regular reporting would help residents determine whether the service is delivering value for money.

Ten Buses Could Provide a Measurable Pilot

The proposal recommends deploying 10 of the 50 CNG buses for airport transfers, potentially during the Christmas travel season. Such a pilot could test whether the proposed routes and fares meet passenger needs before the state expands the service.

However, the government must first establish whether 10 buses can be spared from the planned statewide network. It should also confirm that the vehicles have the necessary operational support, including trained drivers, maintenance arrangements, access to CNG refuelling and the tracking and ticketing systems previously identified as part of the wider programme.

A practical pilot should begin with selected routes and a published timetable. During the trial, the transport ministry could track passenger numbers, average waiting times, fare collections, vehicle occupancy, complaints and the cost of each journey.

The government could then adjust fares or routes according to evidence rather than assumptions. It should also explain how the shuttle would serve passengers travelling at different times of day and how it would coordinate with flight schedules.

The Test Is Whether Savings Reach Passengers

The proposed airport shuttle offers Akwa Ibom an opportunity to connect its investment in CNG buses with a clear public need. By providing an affordable alternative to private taxis, the state could make onward travel easier for residents, visitors and business travellers.

Yet a successful programme requires more than allocating vehicles. The government must establish realistic fares, safe boarding arrangements, accessible payments, reliable routes and transparent financial controls. It must also ensure that airport operations do not deprive other communities of the affordable transport services promised under the wider CNG programme.

Ultimately, the proposal deserves consideration on its practical merits. A carefully managed pilot, supported by published costs and performance figures, would allow the state to determine whether an airport shuttle can reduce passengers’ expenses while delivering measurable public value.