A Quiet Yet Firm Campaign Takes Shape
When Ngatsé Itoua Mbola, secretary for economic affairs at the Federation of Professional Transport Workers of Congo, arrived at the bustling Total market taxi park at dawn, he carried neither a megaphone nor a strike notice, but bundles of printed information slips. His objective was unambiguous: to remind every driver, controller and dispatch officer that the Congolese state has not altered the official price of a taxi ride, set at 700 CFA francs, nor the bus fare, capped at 150 CFA francs, by ministerial order No. 689 of 1994 (ACI).
According to the union leader, mounting reports of drivers charging 1,000 CFA francs—and sometimes more—have become routine in Brazzaville and Pointe-Noire. “The law is clear,” he insisted to a small circle of drivers gathered around him. “No individual can unilaterally rewrite a tariff established by the Republic.”
Why Prices Drifted Away From The Decree
The gap between the decree and day-to-day practice is not new. Rising operating costs, traffic congestion, and the periodic scarcity of spare parts have gradually eroded adherence to the 1994 benchmark. Drivers point first to higher pump prices, adjusted twice since 2020 in the wake of global oil volatility. Though still subsidised, a litre of gasoline now commands 15 per cent more at urban service stations than it did three years ago.
Dispatch supervisors in Bacongo recount practical dilemmas: if a driver spends more time in gridlock than in motion, the flat fare ceases to cover fuel and amortisation. Yet, from the commuter’s vantage point—particularly students and lower-income workers—any price beyond 700 francs feels prohibitive. The resulting tension fuels daily bargaining on the kerb, undermining predictability for both sides of the windscreen.
Government Incentives Cushion Operators
Mindful of the delicate balance between cost recovery and social stability, the cabinet introduced a raft of fiscal relief measures for fleet owners in 2020 and reinforced them in 2023. Exemptions from the public-transport authorisation fee and the road tax, together with a 50 per cent rebate on the patente licence, were designed to offset fuel-related expenses without burdening passengers. Further support, including a gradual renewal programme for aging minibuses, is scheduled to come on stream over the next two fiscal years, the Ministry of Transport confirmed.
Itoua Mbola emphasised that these incentives “flow to proprietors and, by extension, should ease pressure on drivers.” Any unilateral fare hike therefore “jeopardises the social contract,” he argued, praising the administration for having “listened attentively to the sector’s technical realities while safeguarding household purchasing power.”
Union Strategy: Persuasion Before Sanction
Rather than calling a strike or demanding immediate penalties, Fesyptc opted for what its leadership calls a “pedagogical descent.” Teams visited high-traffic stops at Mazala, Jardin and other arterial nodes, handing out printed reminders of the legal tariffs and the penalties for over-charging. Drivers were invited to sign a voluntary compliance pledge; many reportedly did so on the spot.
The approach underscores the union’s dual identity as both workers’ advocate and guardian of lawful practice. “We are a responsible syndicate with a verified legal framework,” Itoua Mbola told journalists. “Supporting what is legal is non-negotiable; tricherie is not an option.” For now, the message resonates. Daniel N’Sondé, a taxi operator with ten years on Brazzaville’s roads, admitted he had raised fares but promised to revert “if everyone else does the same.”
Commuters React With Cautious Optimism
Early feedback from passengers appears broadly favourable. At the Moungali interchange, commuting student Clarisse Tchicaya welcomed the union’s stance, noting that “700 francs is still affordable if the service remains reliable.” Yet she voiced a common worry: informal surcharges often resurface during evening rush hour when enforcement is thinner.
Civil society observer André Botsé offered a tempered view, urging municipal police to complement the union’s initiative with routine fare-control patrols. “Sustained enforcement will build trust,” he contended, “but it must avoid heavy-handedness, lest drivers pass new costs on to their clients.”
Legal and Economic Underpinnings
At the core of the debate lies decree No. 689, a regulatory artifact born nearly three decades ago, at a time when Brazzaville counted barely half its current inhabitants. Legal scholars point out that while the decree remains in force, its inflation-adjusted value has declined. Nonetheless, unless formally amended, it carries full juridical weight. Transport analyst Armelle Mabiala notes that the government’s tax-relief package effectively functions as a hidden indexation mechanism: it reduces cost inputs instead of raising tariffs, thus preserving the decree’s spirit.
On the macro-economic front, stable fares help anchor urban inflation expectations, a priority for the Central African Economic and Monetary Community in which Congo participates. The urban transport component weighs heavily in the consumer price index; wild fluctuations risk feeding a broader cost-of-living spiral, policymakers argue.
Outlook For Sectoral Dialogue
Fesyptc has already scheduled a follow-up round-table with the Ministry of Transport and the two principal owners’ syndicates. Agenda items include monitoring the uptake of fiscal incentives, clarifying inspection protocols and, crucially, reviewing wage conditions for drivers. “We shall exert pressure on employers to translate state concessions into better pay and perhaps reduced daily revenue targets,” Itoua Mbola affirmed.
Whether the current reminder campaign will suffice to realign practice with the letter of the law remains to be seen. Yet its measured tone, coupled with tangible government support, suggests a cooperative pathway. For the millions who depend on taxis and buses each day, predictability at the fare box is not merely a matter of convenience; it is a cornerstone of urban cohesion.
