By ALIYU YUSUF
The recent announcement by the Minister of Works, Chief David Umahi, to reintroduce toll plazas on selected federal highways has reignited a familiar debate. Among the first roads slated for tolling is the Abuja-Keffi-Akwanga-Lafia-Makurdi Highway, a 227.2-kilometer stretch that serves as a critical link between the North-Central and North-East regions. This highway is part of a broader plan that includes other major routes such as the Lagos-Ibadan Expressway, the Second Niger Bridge, the Abuja-Kano Road, and the Makurdi-9th Mile Road. According to the Minister, toll fees will vary by vehicle type: saloon cars will pay N500, SUVs N800, minibuses N1,000, and multi-axle (articulated) vehicles N1,600. To ease the burden on frequent road users, commercial light vehicles will receive a 50% discount, as outlined under the Federal Highway Act.
While the move is framed as a necessary step to fund road maintenance and improve infrastructure, many Nigerians, myself included, are understandably skeptical. After all, tolling is not new to Nigeria. It was scrapped in 2003 due to widespread corruption and inefficiency. Two decades later, the question on everyone’s mind is: Can Nigeria get it right this time?
Tolling is a proven revenue-generating mechanism for infrastructure development in many countries. For instance, Singapore uses an Electronic Road Pricing (ERP) system to manage traffic congestion and fund road maintenance. The system is fully automated, reducing human interference and ensuring transparency. Similarly, Germany has successfully implemented tolling for heavy goods vehicles, with revenues reinvested into road infrastructure and monitored by an independent body. These examples show that tolling can work when implemented with clear objectives, robust technology, and strong oversight mechanisms. However, the success of these systems hinges on factors that Nigeria has historically struggled with: transparency, accountability, and public trust.
Nigeria’s previous attempt at tolling ended in failure, and the reasons for this failure remain relevant today. In 2003, the Obasanjo administration scrapped toll plazas due to widespread corruption and inefficiency. Funds collected from tolls were often diverted, and road maintenance remained neglected. This failure was not an isolated incident but a symptom of systemic issues that persist to this day. Take the Benin-Ore Road, for example. This critical highway, which connects the South-West and South-South regions, has suffered from years of neglect. Even when tolls were collected in the past, there was little evidence that the funds were used for maintenance. Similarly, the East-West Road, a vital artery for the Niger Delta region, has been plagued by poor maintenance and delays in completion. These examples highlight the risks of reintroducing tolling without addressing the underlying issues of mismanagement and corruption.
The talk about reintroduction of toll plazas comes at a time when Nigerians are already grappling with economic hardships. The removal of petrol subsidies, the floating of the naira, and rising inflation have increased the cost of living for many citizens. Adding toll fees to the mix could further strain household budgets, particularly for low-income families and small businesses that rely on road transportation.
Moreover, the social implications of tolling cannot be ignored. In a country where many people live below the poverty line, tolls could exacerbate inequality by limiting access to essential services and opportunities. For instance, farmers in rural areas who depend on highways to transport goods to urban markets may struggle to afford toll fees, potentially disrupting food supply chains and driving up prices.
For tolling to succeed in Nigeria, the government must address the root causes of past failures and implement measures to ensure transparency and accountability. First, the government should adopt technology-driven solutions, such as electronic toll collection systems, to minimise human interference and reduce opportunities for corruption. Second, an independent oversight body should be established to monitor toll revenues and ensure they are used for their intended purpose. This body should include representatives from civil society, the private sector, and government agencies. Third, the government must engage the public by publishing regular reports on toll revenue collection and expenditure, allowing citizens to track how their money is being used. Fourth, tolling should not be seen as an end in itself but as a means to improve road infrastructure. The government must demonstrate a commitment to maintaining and upgrading highways to justify the imposition of tolls.
Finally, to mitigate the economic burden on citizens, the government could explore alternative funding mechanisms, such as public-private partnerships or infrastructure bonds.
The reintroduction of toll plazas is not inherently a bad idea. In fact, it could be a game-changer for Nigeria’s road infrastructure if implemented correctly. However, the success of this policy depends on the government’s ability to learn from past mistakes and adopt best practices from around the world. Nigerians are willing to pay for tolls if they can see tangible results: well-maintained roads, reduced travel times, and improved safety. But without transparency, accountability, and good governance, toll plazas risk becoming another symbol of failed promises and wasted opportunities.
The government must rise to the occasion and prove that tolling can work in Nigeria. Otherwise, this initiative will join the long list of well-intentioned policies that failed due to poor implementation and a lack of political will.
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