Road Transport Union in Nigeria

Road Transportation Unions in Nigeria


Organised trade union (Nigerian Civil Service Union) was started by civil
servants in 1912. This became a platform for other workers agitation for
union in 1960. By 1975, the number of unions has risen to over 1000. In
1976, a board of enquiry was set up to oversee their activities because of
polarization of ideas and fractionalisation that followed which was
creating problem in the country, hence a sole administrator was appointed.
By 1977 the unions were restructured into 42 along industrial line thus
paving way for the formation of Nigerian Labor congress in 1978 vide Trade
Union (Amendment) decree 22 of 1978 with the 42 unions as members. The
membership was later reduced to 29 in 1989 and the trade union Act proposed
in 2004. Transport Union is one of these Unions ie road, air, maritime,
railway and petroleum modes of transports



The structural adjustment programme relief measure introduced in 1990s,
gave room for the importation of both new and fairly used vehicles and
reduction of duties on imported commercial vehicles, needed to operate in
the country. Also due to the economic recession in the country, quite a
large number of retired civil servants, retrenched workers and similar
other people who are fortunate to have one or more private vehicles
resorted to using these private vehicles for commercial purposes. This they
do mainly by putting such vehicle in the motor parks after registration
with the motor union for use on certain routes. Sometimes the driver allow
their unemployed colleague to drive their vehicle on part time basis- a
phenomenon known as 'half key'



The Road Transport unions are the organization of the operators in the
terminals that coordinates the activities of the vehicle operators and
protect their social well being. They represent a powerful force in the
labour market.



The Union performs the following functions.

a. It assists and takes care of the general welfare of their members,
protects them from any victimization from the government and solves
members' problems.

b. it sets fares and rates and reviews fares when necessary, most
especially, at a period of inflationary car prices and spare parts and
removal of subsidy on petroleum products.

c. It controls the conduct of the members and discourages hooliganism
among union members and manage passenger accident insurance scheme (PAIS)



The dominant motor unions are identified below;



a. The National Union of Road Transport Workers (NURTW)

b. Road Transport Employers Association of Nigeria (RTEAN)

c. Nigeria Association of Road Transport Owners (NARTO)

d. Luxury bus Association of Nigeria (LUBAN)

e. Association of Commercial Motorcycle Riders of Nigeria (ACOMRN)



Each of the unions has a branch in every terminal and commercial vehicle
operators who wish to operate regularly in the terminals must be registered
with the union at the terminal. There are also association of taxis, Mini
Buses, and bus operators as well as association of operators plying the
various routes that each terminal caters for. The terminal may either be
approved by the local authority or not approved, owned by private (i.e
Chisco), public (i.e Abuja urban mass, LSTC) or public-private (i.e Jabi
and Oyingbo parks). In fact more operators patronize unapproved terminals
and such unapproved terminal appears legitimized with the presence of law
enforcement agency that collects taxes from them and issue tickets.
Ownership structure has a far reaching effect on operation, ethics and
control of operation and workers.



After the deduction of between 10 - 20% of the loading fare by the Park
Authorities the vehicle owner sometimes gives feeding money to the driver,
fuel the vehicle and places the driver on salary while he takes the
liabilities en route. In some other arrangement, the driver is given fuel
money to destination and then given permission to carry passenger en route
as well as maintain the vehicle.



The union has failed in most instances in curtailing hooliganism in their
terminals. The governments have found reason to proscribe the unions in
public-private terminals due to fatal quarrel during Chairmanship tussle.
Such tussles have lead to factional groups (mostly fighting for
recognition) in the past. The leadership commands a lot of respect,
authority, money over members and patronage by politicians. Some have been
used as tools for electioneering thugry by unscrupulous politicians



Even though the percentage of loading fee accruing to the union, Chairman,
retired drivers and various 'settlements' to law enforcement agencies
varies by route, many other privileges still goes to the Chairman.
Notwithstanding the incentives and payment by all kiosks in the park, in
some places the Chairman's vehicle load before any other and may load as
many times it comes. The Chairman also give priority to or deny any
operator he so wishes. The power of the Chairman and its Executive
increases progressively from Unit to National level. Findings show that the
executive do not follow any financial principles in ticketing and spending
and the executives are mostly activist who may not really own a vehicle.



The chairman exercises this control in the public Park and all illegal
Parks under his jurisdiction. He is entitled to between 10 - 20 % loading
fee which he shares 50 : 50 with either the other executives in recognized
Park or with the touts in illegal Parks respectively. Incidentally the
owner of Private Parks assume the role of the Union Chairman in their parks
by either loading before other vehicles not belonging to them or by taking
percentage of loading fee and 'message' fee. This is because some vehicle
owners who do not want to belong to Public Parks do attach themselves to
Private Parks who do not have enough vehicles to satisfy their routes.



Recent findings show that owners of pledging private Parks have formed sort
of a Cartel thus influencing entry of prospective investors in the
business. To start a Commercial bus transport on some routes, one needs to
either belong to or get permission from the pioneer cartel in the route.
This is illegal but it is happening and all point to the need for Transport
Regulatory Council.



Motorcycle (Achaba, Okada, Going etc) and recently the Tricycles are used
by various State Governments as a means of poverty alleviation to Party
patriots who unfortunately are unruly. Though best suited for feeder roads
and fringes of Cities are ubiquitously found in Nigerian cities. Motorcycle
involvement in Urban injury and fatalities is unprecedented (more menace
than chattering noise of chariots in old Rome) yet making them to comply
with traffic rules has been road safety headache. Motorcyclists have
unusual resolve so the Motorcyclist Union (ACOMORAN) is formidable in
defending members' vulnerability mostly by violence. Unfortunately the
Union is incapable of controlling all their members as some of them are
involved in high profile criminal activities.