By Isiaka Mustapha, Editor-in-Chief, People’s Security Monitor

The recurring killings of prominent figures within the National Union of Road Transport Workers (NURTW) have exposed a troubling pattern of violence that has persisted for decades in Nigeria’s transport sector. From the assassination of former Lagos NURTW Chairman, Alhaji Saula Saka, in 2008 to the recent killing of Lagos State Organising Secretary, Toba Ajiboye, popularly known as Toba Ijaya, in 2026, the cycle of bloodshed has continued despite repeated promises of reform.

The deaths of Rasak Bello (Hamburger), Olayemi Eniola (Esi Oluwo), Azeez Otun (Ashake), Ismaila Azeez Ibrahim (Legacy), Suleiman Lawal (Ariku), Samuel Kayode (Ekpo Kinkin), Ganiyu Ayinla (Pinero), and several others reveal a dangerous struggle for influence within one of Nigeria’s most lucrative informal economic sectors.

At the heart of many of these conflicts is money. Across major cities such as Lagos, Abuja, Kano, Port Harcourt, Ibadan, Onitsha and Benin, motor parks generate substantial daily revenue through loading fees, park dues, tickets, vehicle levies and other transport-related collections. Studies and reports on Nigeria’s transport sector have long identified motor parks as significant revenue centres, with billions of naira estimated to circulate annually through transport union structures. BusinessDay, citing data from the International Centre for Investigative Reporting, reported that transport union collections in Lagos alone have been estimated at more than ₦123 billion annually.

The enormous financial value attached to motor park administration has transformed many leadership positions into highly coveted offices. Control of a major transport hub often translates into access to substantial revenue streams, patronage networks and political influence. Consequently, disputes over leadership positions frequently escalate into violent confrontations.

Politics has also played a significant role in the crisis. Over the years, transport unions have become deeply intertwined with grassroots political mobilisation. Political actors have often relied on transport union structures during election campaigns, rallies and voter mobilisation exercises. Researchers and analysts have documented how transport unions became embedded in political patronage systems, particularly in urban centres where motor parks serve as strategic centres of influence.

Several of the high-profile killings linked to transport union figures occurred during political activities or periods of heightened political tension. The deaths of Hamburger, Esi Oluwo and Ekpo Kinkin, among others, highlighted the dangerous intersection between transport union leadership and partisan politics.

Another major factor is the struggle for succession and territorial control. In many instances, rival factions compete for authority over motor parks, branches and state chapters. The absence of transparent and universally accepted leadership transition mechanisms has often fuelled internal crises, creating fertile ground for violence.

The infiltration of criminal elements has further complicated the situation. Security experts have repeatedly raised concerns about the activities of gangs, street cults and organised groups operating around some motor parks. These groups are frequently accused of serving as enforcers during leadership disputes, revenue battles and political contests. Where criminal networks become intertwined with union activities, disagreements that should ordinarily be resolved through dialogue often degenerate into deadly attacks.

Weak regulatory oversight has equally contributed to the problem. Several studies have noted that transport unions exercise considerable influence over the management of motor parks and the collection of revenues, often with limited transparency and accountability. Researchers have argued that the concentration of economic and administrative powers within transport union structures has created opportunities for abuse and conflict.

The persistence of impunity remains another critical challenge. Many of the murders involving transport union leaders have resulted in arrests and investigations, yet relatively few have produced convictions that could serve as a deterrent. The perception that perpetrators can evade justice encourages further violence and emboldens criminal actors.

Youth unemployment has also contributed to the crisis. Large numbers of unemployed youths are often recruited as political foot soldiers, park enforcers or private security aides by competing factions. Their availability provides a ready pool of individuals who can be mobilised for violent activities during disputes.

The consequences of these killings extend far beyond the transport sector. Violent clashes disrupt economic activities, threaten public safety, increase transport costs and undermine confidence in the rule of law. In some communities, motor parks have become flashpoints of insecurity, affecting commuters, traders and residents alike.

Addressing the problem requires comprehensive reforms. First, transport union activities should be clearly separated from partisan politics. Labour organisations exist primarily to protect the welfare of their members, not to serve as political machinery for competing interests.

Second, governments should introduce transparent and technology-driven revenue collection systems at motor parks. Digital payment platforms would reduce disputes arising from cash collections and improve accountability.

Third, leadership elections within transport unions should be conducted transparently and monitored by relevant regulatory authorities to prevent manipulation and factional crises.

Fourth, law enforcement agencies must strengthen intelligence gathering around known flashpoints and ensure that individuals responsible for politically motivated violence and assassinations are swiftly prosecuted.

Fifth, governments should invest in youth employment and vocational training programmes to reduce the vulnerability of unemployed youths to recruitment by violent groups.

Finally, a comprehensive national framework for motor park administration should be developed to promote transparency, accountability and professional management. Such reforms would reduce the concentration of unchecked power and diminish the incentives that often fuel violent struggles for control.

The tragic deaths of Saula Saka, Esi Oluwo, Hamburger, Ashake, Legacy, Ariku, Ekpo Kinkin, Pinero and Toba Ijaya stand as stark reminders of the human cost of unchecked violence within the transport sector. Unless decisive reforms are implemented, the struggle for power, money and influence in Nigeria’s motor parks may continue to claim lives, deepen insecurity and undermine public confidence in one of the country’s most important transport institutions.

Isiaka Mustapha, Editor-in-Chief, People’s Security Monitor, writes from Abuja, 08055001816