OPINION: On the Rising Cost of Transportation at the Newly Constructed Motor Parks in Ibadan

Your Excellency,

The Executive Governor of Oyo State,

The Honourable Commissioner for Transport,

The Honourable Commissioner for Finance,

And Relevant Agencies of the Oyo State Government.

We write as concerned citizens and keen observers of socio-economic developments in Oyo State, particularly regarding the recent hike in transportation costs at the newly constructed motor parks across Ibadan.

There is no dispute that infrastructural development, especially the modernization of motor parks, is a laudable initiative. Orderliness, safety, sanitation, and urban renewal are legitimate goals of government. However, governance is ultimately judged not by the beauty of structures but by their impact on the daily lives of the people. It is on this basis that we raise serious concerns about the sudden and persistent increase in transport fares emanating from these new motor parks.

Contradiction Between Fuel Price Trends and Transport Fares

It is important to note that these fare hikes are occurring at a time when the price of Premium Motor Spirit (PMS) has either stabilized or experienced downward adjustments. Ordinarily, transport fares are expected to respond—at least marginally—to reductions in fuel costs. The opposite reality in Ibadan therefore raises legitimate questions.

This disconnect suggests that fuel cost is no longer the primary driver of transportation pricing. Rather, administrative charges, park levies, ticketing fees, daily remittances, and other revenue-oriented obligations imposed on transport operators appear to be the dominant factors. These costs are inevitably transferred to commuters, many of whom are already struggling under harsh economic conditions.

Revenue Drive at the Expense of Public Welfare

Our observations indicate that the newly constructed motor parks have become revenue-generating centers rather than public service infrastructure. Transport operators are reportedly burdened with multiple layers of charges—formal and informal—under the guise of regulation, park management, and government remittance targets.

While internally generated revenue (IGR) is important for state sustainability, it must not be pursued in a manner that disproportionately punishes the working class, artisans, traders, students, and low-income earners who rely on public transport daily. Transportation is not a luxury; it is a social utility that directly affects productivity, access to education, healthcare, and economic participation.

Commercialization of Public Transportation

Another troubling dimension is the gradual commercialization of public transportation in Oyo State. What should function as a social service is increasingly treated purely as a profit-making enterprise. The state’s intervention in transport appears to prioritize financial returns over affordability, accessibility, and social equity.

This approach contradicts the core responsibility of a subnational government in a developing economy—especially at a time when inflation, unemployment, and declining real incomes are eroding the purchasing power of citizens.

Absence of Social Impact Consideration

There is little evidence that the social impact of these transport cost increases was adequately considered before implementation. No visible stakeholder engagement with commuters’ unions, civil society, students’ associations, or market groups preceded these changes. Policies that affect millions should not be introduced without broad consultation and impact assessment.

When transportation costs rise, the ripple effects are severe:

– Food prices increase due to higher logistics costs

– School attendance and punctuality suffer

– Healthcare access becomes more expensive

– Household incomes are further strained

Recommendations and Practical Solutions

In light of the above, we respectfully propose the following solutions, aligned with current realities in Oyo State:

1. Immediate Review of Park Charges:

The government should audit and rationalize all levies imposed on transport operators in the new motor parks, eliminating excessive or duplicative charges.

2. Fare Regulation Framework:

Establish a transparent fare-setting mechanism that reflects fuel prices, vehicle maintenance costs, and reasonable profit margins—while protecting commuters from arbitrary hikes.

3. Subsidized Public Transport Windows:

Introduce peak-hour or route-based fare subsidies for students, civil servants, and low-income workers, especially within Ibadan metropolis.

4. Stakeholder Engagement:

Convene a transport stakeholders’ forum involving unions, commuters’ representatives, park managers, and civil society to jointly design fair and sustainable transport policies.

5. Revenue Diversification:

Rather than over-extracting from the transport sector, the state should explore broader IGR sources such as property taxation efficiency, digital revenue tracking, and economic expansion initiatives.

6. Periodic Social Impact Assessment:

Institutionalize regular reviews of transport policies to measure their economic and social consequences, with findings made public.

Conclusion

Development must be people-centered to be meaningful. Infrastructure that impoverishes the population it is meant to serve cannot be described as progress. We urge the Oyo State Government to recalibrate its approach to transportation governance—balancing revenue needs with social responsibility, economic justice, and public trust.

History remembers governments not only for what they build, but for how they treated their people in times of hardship. We hope this appeal will be received in the spirit of constructive engagement and democratic accountability.

Yours sincerely,

Adekola Afeez Adegoke

Concerned Citizen and Observer

Oyo State, Nigeria