James Agalga is the Board Chairman of the Ghana Airports Company Limited (GACL)
The new Airport Infrastructure Development Levy has sparked debate, with Gushegu MP Hassan Tampuli criticising the move as excessive, while Board Chairman of the Ghana Airports Company Limited (GACL), James Agalga, has defended it as necessary for development.
Speaking on Accra-based Joy FM on April 6, 2026, Tampuli questioned both the timing and magnitude of the increment, noting that air travellers in Ghana already pay high ticket prices, making additional charges burdensome.
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“Ghanaians are already paying such a high amount in terms of their air tickets. The timing is of the essence. We already have what we call the airport passenger service charge of GH¢5, and they are saying that’s what an airport service charge is, but it is actually initially supposed to take care of infrastructure…
“Now, we were discussing the possibility of reviewing it further afterwards, but nobody ever thought that it could be increased to about GH¢100 at once. When you are reviewing certain things, you should review them gradually,” he said.
He added that his concern is not only about the increase itself but also that the new GH¢100 charge was added on top of the existing fee instead of replacing it.
“Our government is introducing a new airport infrastructure development charge of GH¢100. From GH¢5, now we are paying GH¢100. It didn’t even replace the GH¢5; it came on top of it. Over 1,800% increase in the airport passenger service charge, and that, for me, is unacceptable,” Tampuli stated.
In response, Agalga provided historical context to justify the increment.
He explained that the airport service charge has remained unchanged for over a decade despite inflation and growing infrastructure demands.
“First of all, let me say that the airport charge hasn’t been revised since 2012. I recall that even when the NPP was in power, a memo was sent to Cabinet to revise the figure from GH¢5 to GH¢120. That memo exists, and I can produce it,” he said.
He stressed that maintaining such a low charge is unsustainable if Ghana is serious about expanding its aviation sector and becoming a hub in Africa.
“Since 2012, the charge has remained GH¢5. Now, as a country that wants to become an aviation hub in Africa, some of these charges must be enhanced for the airport company to deliver on its mandate,” he explained.
Agalga outlined the specific infrastructure needs driving the levy, noting that several major airport projects require immediate funding.
“Now, let me talk about the airport infrastructure development levy, which Parliament has passed. We borrowed to build Terminal 3. Aside from T3, we are looking at Kumasi Prempeh I International Airport. The runway there needs expansion to meet international standards. We owe the contractor who is on-site. We need to pay so the work can continue,” he said.
He also highlighted plans to expand airport access in other regions, which require significant investment.
“We have decided to build a regional airport in Sunyani because the current one is not fit for purpose. Bolgatanga, in the Upper East region, has never had an airport. Travel time from Tamale to Bolgatanga is about three hours. President Mahama says, let’s give them a new airport. That costs money,” he explained.
Agalga cited Wa Airport as another example of regional limitations.
“Wa Airport is only fit for propeller aircraft from Passion Air. The President wants a proper airport in Upper West so all types of aircraft can land, boosting trade and tourism,” he noted.
On operational challenges at Kotoka International Airport, Agalga said congestion at Terminal 3 has become serious.
“If you go to Accra International Airport at peak hours, from seven to ten, you’ll see the congestion at T3. We want to repurpose Terminal 2 to also receive international flights. That takes money,” he said.
He further explained that improving passenger movement between terminals is part of the broader plan.
“We are building a concourse to link Terminal 2 and Terminal 3. A concourse has shops and facilitates smooth passenger movement. Currently, passengers landing at T2 who want to catch flights at T3 must go outside and restart the facilitation process,” he added.
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Agalga concluded that the levy is tied directly to these pressing infrastructure needs and is not arbitrary.
“The levy was introduced for specific reasons, and those reasons are very compelling. We need a concourse, a multi-purpose car park to decongest T3, and other projects. This is why the levy exists,” he stated.
MAG/MA
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