₦airaland Forum

The Labour Party candidates were conspicuously missing in the list of candidates and political parties published by the Independent National Electoral Commission (INEC) for the 2023 general elections in Lagos.

This was as the INEC published the names of other parties contesting for the 10th National Assembly.

The Commission on Tuesday approved the final list of candidates for national elections (Presidential, Senatorial and Federal Constituencies) pursuant to section 32(1) of the Electoral Act 2022 and item 8 of the Timetable and Schedule of Activities for the 2023 General Election.

A check by Quest Times revealed no Labour Party candidate was seen in the list as released by INEC.

One of the affected candidates (name withheld) who spoke to Quest Times said the case is currently in court.

“We (the affected candidates) have sued INEC to court. Without a court order, no name can be uploaded,” the source disclosed.

When contacted, the Vice Chairman of Lagos Labour Party, Comrade Tony Masha also confirmed the development.

“Yes, the case is in the court,” he said.

Quest Times also gathered Borno, Ekiti, Kastina, and Kebbi were all affected.

Even though it received a rousing welcome when it was first introduced in 2008, Lagos’ BRT (Bus Rapid Transit) scheme is now a tale of overloaded buses, stuffy interiors, staff gaming the system, poor maintenance culture, delay in arrival of buses, corruption, rude personnel, reckless drivers, and everything in between.

In this investigative report, Quest Times’ AROGBONLO ISRAEL took a ride in BRT buses for a month, documenting his experiences with a spy camera.

The BRT scheme was supposed to sanitise a chaotic mass transit system in Lagos, but it hasn’t lived up to its billing.

Israel rode in BRT buses from Oshodi to Abule Egba, TBS, Ikorodu, Ikotun, Ajah, Berger, CMS, etc. — he took a tour across all the designated terminals where BRT picks up commuters in Lagos, at each stop, documenting the rot in the system.

His story is a compelling read…

A brief history of Lagos BRT
While transportation is an integral part of human existence, it is even more so in Lagos, Nigeria’s most populous city and commercial capital; as commuters put up with all sorts of challenges while moving around a frenetic city famed for its gridlock and bedlam.

The yellow and black striped buses – Molues and Danfos – were a menace; and the Danfo is still as creaky as ever with drivers who sip alcohol before hitting the roads.

The Molues (long buses), usually transformed Bedford or Mercedes Benz 911 trucks and Danfos – Volkswagen minibuses – are poorly maintained, dirty, crowded, and uncomfortable. For many Lagosians, it was an unpleasant experience riding on these public buses.

BRT buses were supposed to replace the aforementioned and confine them to the dustbin of history. They were supposed to be a breath of fresh air.

With the emergence of BRT in 2008–an initiative of the Bola Tinubu administration–there was an infusion of fresh air to what was a chaotic intra-state mass transit system in Lagos. This happened when the first phase of the Lagos BRT was opened. It was tagged “BRT-Lite.”

It operated on a 22-kilometre radial highway that connects Mile 12 and Lagos Island. That is, it ran from Mile 12 through Ikorodu Road and Funsho Williams Avenue, Eko Bridge up to CMS.

In its first year, the BRT transported an average of 200,000 passengers daily.

In 2012, it carried 51 million passengers, averaging around 140,000 a day. Still, this was only a fraction of the passengers who would normally use private buses.

Subsequently, a second phase of the BRT was implemented, which extended from CMS to Mile 12 to Ikorodu.

26 bus shelters are offered along the Mile 12-CMS corridor; three bus terminals are also placed along the corridor (at Mile 12, Moshalashi, and CMS), with the bus terminal at CMS designed to integrate with transport modes of rail and ferry that are planned for future construction by the Lagos Metropolitan Area Transport Authority (LAMATA).

To enhance its operations, a franchise system was devised by LAGBUS to allow private sector participation in the BRT scheme.

In 2012, a LAGBUS franchise became operational. It started with 10 franchise companies, 17 operating routes, and 238 buses.

While the contract signed with LAGBUS by the franchisees was still running, LAMATA entered a controversial BRT franchise with another private firm, this time, Primero.

On January 6, 2016, the Ambode-led government banned the LAGBUS buses from the BRT scheme, denying them access to load or alighting passengers along the Ikorodu-Mile 12-CMS BRT corridor, following some violations by the operators.

The banned LAGBUS franchise buses were later moved to 14 other non-BRT routes identified by the LAMATA Master plan.

LAMATA, in a move that sparked controversy and suspicion, granted Primero Transport Services Limited, a private company, the exclusive right to operate on the lucrative BRT corridors in Lagos.

Meanwhile, details of the contract LAMATA signed with Primero remain shrouded in secrecy.

The BRT system is being managed by these four operators – Lagos State Buses Limited (LSBL), TJ Motors Ltd, Primero Transport Services Ltd (PTSL), and Amalgamated Transport Services Ltd.

Currently, LAMATA is in direct control of the BRT infrastructure; NURTW is in charge of LAGBUS operation.

Today, the BRT system is practically on a downward spiral, no thanks to the poor maintenance culture of its operators, among other aberrations.

The Lagos BRT blueprint
Lagos BRT was supposed to be a high-quality bus-based transit system that was initiated to deliver fast, comfortable, and cost-effective services at metro-level capacity for the benefit of residents.

To persuade users of private vehicles to make the switch, the vehicles are supposed to be fully air-conditioned, fitted with cameras, free WiFi (internet), USB ports to charge phones, a television for entertainment, and special seats for persons with physical challenges and the elderly.

The BRT regime was expected to infuse competition in Lagos’ mass transit scheme. BRT bus fares ought to be 30% less than the average, as stipulated in its blueprint. That is, from N100 to the N150 charged by Danfos. Reducing commuting time by 40%, and cutting the average waiting time by 35% were also essentials.

The BRT scheme was expected to run two shifts daily, that is morning and night.

During weekdays, BRT resumes morning operation from 6am and closes at 12noon, while the night shift starts from 4pm to 10pm.

On weekends, on the other hand, BRT starts its morning shift from 6am to 8am; the evening shift is from 2pm to 8pm.

“From top to bottom”
Based on our findings, BRT operators have deviated from some of the aforementioned blueprints for reasons best known to them.

There have been a lot of changes (on the negative side) in the BRT scheme, from its poor customer service to failed service delivery.

The saying “from top to bottom” has become an apt description of how the BRT system has been plagued by the “Nigerian factor” which has hampered its operations and led to a deviation from the blueprint.