Nigeria’s aviation cargo sector is once again facing turbulence following the Federal Airports Authority of Nigeria (FAAN)’s decision to raise cargo handling charges at the Murtala Muhammed International Airport, Lagos, from ₦7 to ₦20 per kilogram.
The new tariff, which took effect on February 2, 2026, is part of FAAN’s effort to modernise airport infrastructure and align Nigeria’s aviation cargo system with global standards.
However, freight forwarding associations argue the increase was imposed without adequate consultation, triggering protests, service disruptions, and renewed mistrust.
Representatives of freight forwarding groups, including NAGAFF, ANLCA, APFFLON, and NAFFAC, describe the hike as excessive and historically insensitive. They trace their concerns back to unresolved disputes from 2005, when freight operators’ facilities were demolished, and to a 2010 agreement that raised charges from ₦2 to ₦7 per kilogram following negotiations tied to operational access.
According to the associations, the jump to ₦20 per kilogram represents an estimated 185 per cent increase, far above the typical 25 per cent tariff review benchmark. They warn that, combined with existing charges from airlines, handlers, and other agencies, the new rate threatens the viability of cargo operations and could pass costs on to importers, exporters, and consumers.
FAAN and policy supporters argue that cargo charges have remained largely unchanged for nearly two decades, despite inflation, currency depreciation, and rising security and infrastructure costs. By their estimates, an inflation-adjusted tariff would be closer to ₦27 per kilogram, making the new ₦20 rate comparatively moderate.
FAAN insists the additional revenue is critical for upgrading cargo infrastructure, including warehouse rehabilitation, biometric access systems, new cargo terminals, and security improvements. Without such investments, Nigeria risks losing competitiveness to regional cargo hubs like Accra, Addis Ababa, and Kigali.
Beyond pricing, the dispute highlights a deeper issue of trust and consultation. While freight forwarders insist they were excluded from meaningful engagement, FAAN maintains that stakeholder meetings were held prior to implementation.
Industry analysts suggest that a middle ground may lie in phased tariff implementation, transparent use of cargo revenues, and structured stakeholder engagement. Proposals such as a unified cargo community system could also improve transparency, reduce charge duplication, and strengthen collaboration across the cargo value chain.
Ultimately, the FAAN cargo tariff controversy underscores a key challenge for Nigeria’s logistics sector: balancing the need for infrastructure modernisation with inclusive policymaking.
How this dispute is resolved may shape the future of airport cargo operations and Nigeria’s ambition to become a regional logistics hub.
