But 2025 has set a new record. This year, rams were priced as high as ₦750,000 to ₦1 million in many parts of Nigeria. What was once a religious and cultural celebration has turned into a financial burden for millions and its not just high prices we are dealing with, but the full impact of economic instability on daily life.

The Rise and Rise of Ram Prices

In just two years, the price of a mid-sized ram has jumped by over 400%, with Traders blaming insecurity in livestock-producing regions, higher costs of transport and feed prices.

On a broader scale, we see the naira has lost huge value, insecurity in Northern states like Zamfara and Katsina has disrupted supply chains, the cost of diesel and petrol has made moving goods across states nearly unaffordable, livestock traders are also dealing with new levies and multiple taxes across state borders. 

These factors combined have pushed livestock prices to levels that most Nigerians simply cannot afford.

Cutting Back on Celebrations

Many families have adjusted, some bought chickens or goats, others did nothing at all. For the first time in decades, Sallah passed in several households without the smell of grilled ram or the sound of children knocking on neighbours’ doors for meat.

Beyond food, this shows a growing economic divide. Those who can afford to celebrate still do, but those who can’t are finding ways to keep the spirit of the holiday alive, even if it means stepping away from long-held customs.

Effects on Traders and Retailers

The effects are being felt in the markets. Retailers reported slower sales in the weeks leading up to Sallah. Some deliberately reduced their stock, unsure of whether people would actually buy. 

Traders dealing in fabric, perfumes, shoes, and non-essential goods say the usual Sallah rush never came, the demand wasn’t there.

For many, income is stagnant or shrinking, salaries don’t match rising costs, and purchasing power is falling. Traders are adapting by reducing inventory, slashing profit margins, or offering instalment payments, moves that weren’t common even a year ago.

Digital Payments: A Useful but Limited Tool

The fee waivers and cashback promotions already offered by several digital payment platforms, including Opay, Kuda and PalmPay, helped this period. Users utilised these platforms mode to reduce friction at checkout points, encouraging users to send money to family members or pay merchants without needing physical cash or being scared of network failure.

However, the larger issue was that people didn’t have enough money. Technology can make transactions easier, but it doesn’t address the root causes of poverty or inflation. Many fintech platforms are also dealing with increased costs of operations, and we can’t tell how long these discounts can be sustained.

What about Logistics?

For businesses that rely on logistics, this Sallah was a test, with high petrol prices and deteriorating road conditions, delivery companies had to rethink their operations. 

Some cut back on service hours, others switched to using public transport systems for short-range deliveries, particularly within city centres like Lagos and Abuja.

Riders, who typically earn based on completed trips, saw a decline in volume. To retain them, some companies introduced bonuses, free maintenance support, or performance-based fuel subsidies. 

These measures helped, but only in the short term. The bigger challenge of how to deliver effectively in an environment where fuel prices are explosive and consumer demand is unsteady.

The Search for Alternatives

A few logistics companies like Max.ng and Bolt are now experimenting with electric and battery-powered vehicles, aiming to reduce dependency on fuel and stabilise costs of operations, but the transition is slow. 

Charging infrastructure is limited, and the upfront cost of electric vehicles is still high for small businesses.

Nonetheless, there’s thriving interest. If the current fuel pricing structure keeps up, we may see higher adoption of electric vehicles in Nigeria’s logistics space in the next two to three years.

What We’ve Learned from Sallah 2025

This year’s Sallah has shown us how quickly economic conditions can change long-standing cultural patterns. We’ve been forced to adapt under pressure, overlooking the rams for celebrations. 

The middle class, which once anchored consumer spending during festive periods, is being squeezed from both ends. Small businesses are struggling with falling demand and while digital platforms provide short-term ease, they don’t solve long-term affordability issues.

More than anything, Sallah 2025 reveals that the gap between tradition and reality is getting wider. And unless there is serious policy intervention, particularly around food supply, transport costs, and job creation, subsequent celebrations may become even more subdued.

Can We Still Afford to Celebrate?

Festivities used to be a time for joy and unity. Now, they remind us of what many can no longer afford. The government needs to take a serious look at the high cost of living and its long-term impact on social cohesion. 

Businesses, too, must prepare for a phase where consumer spending is lower, more cautious, and more selective.

Reflecting on this year’s Sallah has left me looking beyond if we could afford rams, can we afford to continue as we are?

And the company is not just talking anymore—it’s raising millions to back it up.

The Lagos-based solar startup just secured an additional $15 million in funding, bringing its Series B round to a total of $18 million. It’s a big move, but it’s in line with the times. Fuel subsidies are gone. Petrol is now luxury. And businesses that once saw solar as a nice-to-have are now treating it like a lifeline.

Arnergy’s CEO, Femi Adeyemo, said. “When we started the business, we used to position solar as a way to get uninterrupted power, not necessarily to save money. It wasn’t part of a commercial conversation. Now it is, because we can clearly show customers how our systems save them monthly whether using petrol, diesel, or even the grid.”

That’s the reality now. Cost is king. The company’s lease-to-own model, known as Z Lite, is suddenly the most attractive option for SMEs bleeding cash on energy. A customer paying ₦200,000 monthly on diesel can now spend less than half on solar. It’s not idealism—it’s survival.

In just one year, Arnergy tripled its lease customers. And according to Adeyemo, the company is aiming for 4 to 5 times growth again this year. Its revenue in naira is also climbing fast, although forex issues have kept the dollar figures stagnant. That hasn’t stopped the company from expanding B2B partnerships and eyeing markets in Francophone Africa.

So far, Arnergy rolled out over 1,800 solar systems in 35 states, powering schools, hospitals, banks, and homes. With this new funding—led by CardinalStone Capital Advisers and backed by heavyweights like Breakthrough Energy Ventures, Norfund, EDFI MC, All On, and British International Investment—they want to reach over 12,000 installations by 2029.

But there are policy issues, with the Nigerian government recently floating a plan to ban solar panel imports. The goal? Boost local production. The problem? Local manufacturers aren’t ready. Not even close. And Adeyemo is calling it out.

“We’re advocates for local manufacturing. But let’s build capacity before shutting the door on imports. Otherwise, we risk doing more harm than good, both to the industry and to the millions of Nigerians who now rely on solar as their primary energy source.”

He’s not wrong. Nigeria still lacks the infrastructure, capital flow, and policy stability needed to mass-produce solar components locally. Slamming the brakes on imports could paralyse progress right when the industry is picking up steam.

Arnergy knows what it’s up against. Scaling clean energy in a country where policy shifts like sand in the wind isn’t easy. But their model—rooted in resilience and hard math—is working. No fluff. No greenwashing. Just numbers that make sense in a country desperate for alternatives.

And make no mistake, the company is more than a cleantech startup. Arnergy wants to rewrite how Nigeria powers its environs—quietly, cleanly, and without petrol fumes choking the air.

This adjustment follows a recent reduction in the ex-depot price by Dangote Refinery, which dropped from ₦890 to ₦825 per litre. The refinery also named MRS, AP, and Heyden as its partner filling stations in Lagos, offering prices ranging between N860 and N865 per litre.

A visit to some filling stations in Lagos confirmed the new pricing, though no official statement has been issued by NNPC Retail. Meanwhile, stakeholders say the reduction could be part of a market realignment driven by competition among major fuel suppliers.

The National Vice President of the Independent Petroleum Marketers Association of Nigeria (IPMAN), Hammed Fashola, confirmed the development, stating:

“It is true, NNPC is selling petrol at ₦860 in the filling stations. Though this has not been reflected on the portal, they told me they are working on updating the portal.”

Similarly, the National President of the Petroleum Products Retail Outlet Owners Association of Nigeria (PETROAN), Billy Gillis-Harry, noted: “They reduced the pump price earlier this morning but I’m yet to get the details.”

This price adjustment shows competition in Nigeria’s fuel sector. The recent price cut by Dangote Refinery, which has introduced different pricing structures across its partner stations, is seen as a move that could push other fuel marketers, including NNPC, to respond accordingly.

While many Nigerians welcome the lower fuel prices, questions remain about the sustainability of these reductions, especially given fluctuations in global crude oil prices and foreign exchange challenges.

For now, consumers are taking advantage of the price drop, but experts caution that unless long-term stability measures are put in place, fuel prices may continue to fluctuate in the coming months.

Energy policy analyst, Adeola Yusuf said “International crude oil prices are highly politicised and therefore, very volatile. Now that President Trump is threatening to increase the US crude oil reserve, it could push prices further down, leading to a downward review of petroleum product prices. So, it is a two-edged sword. For now, it favours consumers to the detriment of producers. Tomorrow, the table can turn.”

Many drivers report that the current fare structure is inadequate to cover their expenses, with over ten operators reporting unstable income. 

They stress that an increase in fares is needed for the sustainability of the ride-hailing model, affirming the issues faced by gig drivers across Africa.

With fuel costs on the rise, drivers assert that the low base fares offered by inDrive are no longer viable. They shared instances of fare reductions, with one driver noting that a trip from the airport to Gaborone’s CBD, which used to cost P100 ($7.50), is now priced at only P50 ($3.70) on the app. 

Many drivers feel compelled to accept fares that are below their preferred levels, often negotiating minimal increases yet still feeling the impact of the low rates.

The situation has been worsened by inDrive’s recent implementation of a 10% commission fee on driver earnings, a departure from the no-commission model that had initially attracted many operators to the platform since its launch in Botswana in 2019. 

Drivers had anticipated that the introduction of this fee would be balanced by fare increases for passengers, but no adjustments have been made, leaving them to absorb the additional financial burden without any apparent support from the platform.

While inDrive defends its new commission structure as necessary for operational sustainability and further investment in Botswana, it claims not to have received formal complaints from drivers regarding the change. 

Nevertheless, operators believe their financial difficulties are evident. An inDrive representative stated, “We have made it clear to drivers that monetisation is essential for business sustainability.”

A distinctive feature of inDrive’s business model is the ability for riders and drivers to negotiate fares. While this provides some flexibility, drivers report that it frequently leads to lower earnings, especially when riders initiate negotiations with low offers. 

Many drivers find that riders are often unwilling to negotiate beyond the app’s suggested fare, forcing them to choose between accepting lower-paying rides or potentially losing business. 

Efforts to request additional payments beyond the quoted fare have sometimes resulted in negative ratings from riders.

Despite these challenges, inDrive recently announced plans to expand its services to Francistown, Botswana’s second-largest city, aiming to enhance its presence in the market. This expansion is expected to increase competition with Bolt, which has gained popularity since its launch.

The rivalry between these two platforms is likely to exert further pressure on fare structures as they compete for market share, a situation that may benefit riders while leaving drivers with even tighter margins.

The issues faced by inDrive drivers in Botswana affect other countries too, challenges encountered by ride-hailing operators across the continent, where high operational costs and platform fees continue to strain gig workers. 

In light of these circumstances, drivers are urging inDrive to reconsider its fare policies to facilitate a fairer environment, recognizing their important role in the success of the service.

A city like Lagos is ranked as one of the most congested cities worldwide, with a Traffic Congestion Index of 62.1, and an average of 25.91 over the past week, residents spend around three hours daily stuck in traffic, while drivers are inching along crowded roads.

This level of congestion causes massive time losses, stress and also heavily contributes to Nigeria’s growing emissions issue.

The question now is, could free public transportation be the unexpected solution to ease Nigeria’s traffic and environmental limitations? With fuel prices reaching new highs and emissions escalating, it might be time to consider radical approaches to urban mobility.

In 2022 alone, Nigeria’s CO2 emissions from fuel combustion reached approximately 100.389 million metric tons, with greenhouse gas emissions hitting 322,336.50 metric tons. This data shows that as urban areas grow and vehicular traffic increases, emissions rise to negatively impact the environment and our health in general.

So, is free public transportation the solution to Nigeria’s dual problems of traffic congestion and pollution? Would offering public transport at no cost encourage people to leave their cars at home, thereby easing the load on Nigeria’s overburdened roads and reducing emissions? 

Well, the primary challenge is that making transport free doesn’t automatically entice people to switch from cars to public transport, especially if the latter is perceived as less convenient. But then, let’s explore the arguments for and against this approach, what if convenient public transit is spread across urban centres?

The Case for Free Public Transportation: A Solution?

1. Economic Relief for Citizens

With recent hikes in fuel prices, public transportation costs have increased, placing a heavy burden on the average Nigerian household. According to recent reports, petrol prices have more than tripled over the last year. For daily commuters, particularly those who depend on fuel-dependent transport options like buses and minibuses, this increase has led to drastic cuts in household budgets.

Offering free public transportation could be a way for the government to provide immediate financial relief to its citizens. This approach would lower the cost of living and also make urban centres more accessible for lower-income citizens, potentially driving economic activity in areas that were previously challenging to access due to high transport costs.

2. Environmental Impact & Emissions Reduction

The environmental argument for free public transportation is particularly solid. Private vehicles are among the largest contributors to global CO2 emissions, accounting for over 20% of all emissions worldwide. If more Nigerians move to public transportation, this could result in a huge reduction in emissions.

A case in point is the Blue Line Train in Lagos, a project that operates independently of fuel, making it a sustainable alternative to fuel-based transport. In making public transit free, the government could significantly reduce dependence on private vehicles, thus lowering emissions and helping Nigeria make meaningful progress towards climate targets.

3. Traffic Decongestion and Urban Planning

For cities disturbed by traffic bottlenecks, free public transportation could be a huge one. Countries like Estonia, which introduced free public transit in its capital, Tallinn, saw a decrease in car usage by 14%, resulting in less congestion as well as pollution, and an improvement in urban air quality. In reducing the number of private vehicles on the road, free public transport could alleviate road congestion, especially in cities like Lagos.

The potential benefits go beyond reduced travel times. Fewer cars on the road could lead to less road maintenance costs and fewer traffic accidents, creating a safer, more efficient urban environment.

The Challenges and Considerations of Free Public Transportation

While we see the benefits of free public transportation as a good one, implementing it in Nigeria comes with challenges.

1. Funding and Infrastructure Limitations

Implementing a large-scale free public transportation system requires adequate funding. For Nigeria, where public transportation infrastructure is already under stress, making it free could lead to overcrowding and wear-and-tear on vehicles and facilities. Ensuring that transit services remain functional and safe would require careful planning and investment.

One way to address funding issues could be through partnerships with private entities or leveraging green bonds, which focus on financing projects that deliver environmental benefits. These methods, however, would require a strong framework to ensure accountability and consistent service quality.

2. Overcoming Public Perception and Resistance

Many Nigerians are accustomed to private vehicle usage, particularly in urban centres where car ownership is seen as a status symbol or necessity for personal security and convenience. Convincing a population to embrace public transportation en masse may require more than just making it free; the quality, safety, and reliability of the service must also be prioritized.

3. Sustainability and Environmental Impact of Increased Demand

If free public transportation leads to overcrowding, it could place additional stress on existing systems, leading to maintenance issues and decreased user experience. While the environmental impact per capita would be reduced, overall energy demands would likely rise. Hence, scaling up renewable energy sources and upgrading transport systems would be essential to truly capitalize on the environmental benefits of this initiative.

The Government Has No Business in Business

Nigeria’s public management of transportation infrastructure since independence in 1960 has faced several challenges and successes. Early investments, such as the establishment of the Nigerian Railway Corporation, facilitated regional connectivity. However, mismanagement, corruption, and political instability led to infrastructure deterioration and a decline in services by the late 1970s.

For instance, the 1980s’ Structural Adjustment Programs reduced government spending on public services, resulting in a reliance on informal transport modes like “okadas” and “danfos.” Recent initiatives, such as Lagos’s Bus Rapid Transit (BRT) system and the revival of railways, show progress. However, issues of corruption, inadequate coverage, and severe traffic congestion persist, particularly in major cities.

In a way, embracing free public transportation could alleviate congestion and emissions, making commuting more accessible. However, it poses challenges like funding, infrastructure readiness, and political will. Addressing these systemic issues is essential for transforming Nigeria’s urban mobility sector into an efficient and sustainable public transport system.

Globally, an overview of public transport management in developed cities involves integrated multimodal networks, including buses, trains, and trams, often supported by unified ticketing systems. Governed by dedicated agencies, these cities prioritize long-term planning, sustainable funding, and technological innovation, such as real-time tracking and mobile ticketing.

If statistics are anything to go by, thanks to the National Bureau of Statistics figures—which have been called into question recently—available data shows that well-managed systems can achieve customer satisfaction rates of up to 90%. Conversely, cities with poor service may see ridership drop by over 30%. But the question begging for an answer is: Does Nigeria have a track record of efficiently managing public infrastructure and monuments? In our case as a people, can we boast of dedicated government agencies, long-term planning, technological innovation, and sustainable funding? We leave you to find the answers.

In a climate where things are working effectively, accessibility and inclusivity are key, ensuring transport is available for all residents, while safety measures and crisis management plans enhance security. Successful examples include Tokyo’s punctual rail network, London’s unified fare system, and Berlin’s integrated services. However, cities facing budget cuts may experience service reductions and increased wait times, leading to declines in user satisfaction. In substance, these elements create efficient, reliable public transport that meets urban needs while addressing environmental and social challenges.

Embracing free public transportation could alleviate congestion and emissions, making commuting more accessible. Still, it poses challenges such as funding, infrastructure readiness, and political will. Addressing these systemic issues is crucial for transforming Nigeria’s urban mobility landscape into an efficient and sustainable public transport system.

Nigeria’s Endemic Corruption Scorecard vs. Public Facilities

For us, we stand between the mantra “government has no business in business” and the need for the Federal Government of Nigeria to maintain the homeostasis of the environment, thereby creating an avenue for the private sector to thrive while ensuring a safe environment for citizens. As a matter of fact, it is all about the planet, the people, and posterity.

While we believe the Federal Government of Nigeria may be well positioned to lead a revolution in the transport industry—especially against the background of environmental protection—over time, especially regarding the management of institutions, it has been more of a shadow of itself, not to mention its many-sided and unabated corruption. Nigeria Airways and the failed Nigeria Air project are classic examples.

For the record, Nigeria’s corruption challenges significantly impact governance and development. Just last year (2023), Transparency International’s Corruption Perceptions Index (CPI) scored Nigeria 24 out of 100, ranking it 150th out of 180 countries. The World Bank’s 2021 control of corruption score for Nigeria was approximately -0.83, reflecting ongoing issues. Local surveys indicate that over 60% of Nigerians believe corruption is prevalent in government institutions. Despite the establishment of anti-corruption agencies, persistent corrupt practices continue to hinder economic growth and social progress. Improving transparency, accountability, and the rule of law is crucial for enhancing Nigeria’s corruption score and governance.

Aside from the fact that the Nigerian government does not have a record of success in managing public infrastructure, the defunct NiTEL serves as another point of concern. Our conviction is that the federal government should not burden itself with the challenge of running a transport business for whatever reasons, but instead create an environment for innovators in the private sector to thrive and achieve outstanding results. We believe that the ripple effects of these efforts would be numerous.

In terms of the environmental hazards and other factors that could justify federal government intervention, we recommend that the federal government choose the path of advocacy and educate the drivers and stakeholders in the transportation sector.