In January 2016, Uber ran what the ride-hailing company called a cash experiment in Lagos where riders could pay drivers in naira notes. Lagos was the third African city to try it, after Nairobi and Cairo, and Nairobi had been only the second city anywhere in the world to test cash on the platform.
Uber’s then Sub-Saharan Africa general manager, Alon Lits, told Quartz at the time that Nairobi’s business tripled during the pilot and that African innovations had shaped the company’s global operations. Cash payments eventually became standard across Uber’s markets globally.
A decade later, on Wednesday, September 2, Uber shut down operations in Nigeria and Uganda without notice, following its exits from Côte d’Ivoire in September 2025 and Tanzania in February 2026. Uber now operates ride-hailing in just four African markets: Egypt, Ghana, Kenya, and South Africa.
Africa spent a decade teaching Uber how on-demand mobility works in a cash economy on unmapped roads. Now, drivers who built a livelihood on the platform and riders who relied on it as a safer option have been cut off overnight.
Does ride-hailing match African pockets?
When Uber launched in Nigeria, the promise was to formalise transport, and the economic reality of the time suggested a large market. Twelve years on, ride-hailing has settled into a premium service for the small group of commuters who can afford it, while the buses, minibuses, and tricycles that already existed still carry almost everyone else.
Uber’s design assumed that the fare would cover the driver’s costs and still leave a commission of around 25%. Rising inflation, Nigeria’s fuel subsidy removal, and the naira’s devaluation broke that assumption.
“If you look closely at the unit economics of ride-hailing and the realities of operating in these markets, there is a clear mismatch,” said Ayodeji Audu, a Lagos-based mobility analyst and venture builder at Future Africa, a venture capital firm. “The independent drivers that Uber and other ride-hailing platforms largely depend on are already struggling. With fuel, maintenance, financing, and other operating costs rising, the economics simply don’t work for drivers the way the model is currently structured.”
inDrive started from the opposite point. It launched in Lagos in 2019, allowing riders and drivers to haggle over fares, taking a single-digit commission, and letting drivers refuse trips without penalty. Where Uber’s pricing model broke when fuel costs rose, inDrive’s model let the market reprice itself trip by trip.
That difference showed up in where the demand for drivers was. Bolt, which charges 20% and has piloted several features similar to inDrive’s model, retains the lead in Nigeria with a 66% market share, according to Queva Advisory, a Nigerian management consulting firm.
inDrive grew fast under exactly the conditions that hurt Uber: fuel hikes and shrinking consumer pockets. One 2026 price comparison puts it 30% to 60% cheaper than Uber. A 2024 poll of drivers put inDrive first on driver preference at 47.4%, with Uber at 31.5%.
Uber’s response was to compete on quality. Drivers who spoke to TechCabal this week said its safety tools were the best on the market and that they would take night trips on Uber but would refuse to take them on inDrive. But Uber built the safest product rather than the one this market selects for: price.
What happens to Moove’s drivers?
Uber tried to address the affordability problem by arranging credit so that potential drivers could buy cars. In October 2016, Uber Nigeria launched a vehicle solutions programme with FirstBank, offering used-car loans to top-rated drivers at 20% per annum over 24 months, with Uber providing the credit score and the bank supplying the funds.
By April 2021, Uber had consolidated the model into a single partner, announcing a partnership with Moove, the global mobility fintech, that gave drivers drive-to-own terms, tied to Uber Go, its budget product for price-sensitive riders. But that product eventually stopped working because Moove’s drivers were confined to Uber Go and to parts of Lagos, and as Bolt and inDrive took share, requests for the feature thinned out.
“The platforms that will win and sustainably scale in this market are those that take control of supply seriously,” Audu said. “They need to think beyond the traditional model of leveraging independent drivers by adopting alternative vehicle types and more structured driver models. Relying entirely on independent drivers is difficult to sustain because you ultimately have limited control over how they operate.
By September 2022, Moove had given out 5,000 Suzukis to Nigerian and Ghanaian drivers with almost no deposit, to be repaid weekly over four years, on the condition that they worked only on Uber Go. Moove said plainly it needed clean single-platform productivity data.
That data helped Moove go from 76 vehicles in Lagos in 2020 to roughly 42,000 across 29 cities, with $420 million in annual recurring revenue. In August, it raised $250 million at a $2.1 billion valuation to finance robotics-first depots. Moove already manages autonomous fleets in Phoenix, Miami, and London. Uber is also an investor.
On September 2, 2026, Moove told drivers they were free to use other platforms, ending a four-year exclusivity that shaped the lives of Moove’s drivers.
Moove did not respond to a request for comment on what will happen to the drivers’ loans.
What’s next for Uber?
The same day Uber left Nigeria and Uganda, it said it was cutting 3,300 jobs globally and named its priorities: ride-hailing, delivery, and autonomous vehicles.
The company has committed more than $10 billion to autonomous vehicles, roughly $7.5 billion on procuring fleets and $2.5 billion on equity stakes in the firms building them, with a near-term target of 120,000 driverless vehicles.
For the twelve years it operated in Nigeria, Uber owned no vehicles. The driver bought the car, paid for fuel and maintenance, and Uber took a commission for the software.
Now Uber is abandoning the asset-light model that made its name, becoming a fleet owner in the same year it stopped operating in Lagos.
Autonomous vehicles have a specific technical requirement that Nigeria does not meet. Engineering reviews of automated driving outside well-mapped cities list the failure conditions plainly: missing or degraded lane markings, weak road-edge definition, inconsistent signage, poor lighting, unpaved surfaces, incomplete high-definition maps, and degraded satellite positioning. That reads as a description of most of Nigeria’s 200,000km road network, the second-largest in sub-Saharan Africa and among the least maintained.
A driverless fleet also needs an insurer willing to price a liability with no local precedent. Nigeria’s insurance penetration is about 0.4% of GDP, compared with South Africa’s 11.3% and Kenya’s 1.2%. The Nigerian Insurers Association reported in 2022 that roughly 3.4 million cars are insured out of about 12 million on the road. South Africa, Africa’s most developed market, still has no legal framework for autonomous vehicles.
Uber has not left Africa’s on-demand economy. In July, the company agreed to buy Delivery Hero, a global food delivery company, for about $14.8 billion, keeping all six of Glovo’s African subsidiaries: Côte d’Ivoire, Kenya, Morocco, Nigeria, Tunisia, and Uganda. Three of those are countries where it has just closed ride-hailing. Glovo said Nigeria was its fastest-growing market in 2025.
If the deal clears in 2027, Uber’s African business shifts from moving people to moving parcels on motorbikes across six countries. It keeps the operation built on the cheapest labour and the loosest labour relationship and sheds the one where organised drivers had learned to strike.
The uncomfortable part of Uber’s disappearance is that a decade of operating experience in Africa produced enormous value, and almost none of it is held here. Cash payments became a global feature. Drive-to-own financing became a $2.1 billion business for autonomous fleets. Africa generated both insights.
Uber came to Lagos in 2014 and learned something worth having. It is fair to ask what Lagos learned in return.
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