The motorcycle taxi industry, commonly known as boda boda in Kenya, is an important and critical mode of transportation in Kenya that offers affordability and convenience. The term originally referred the carrier business of smuggling goods by bicycle and motorcycle operators across the Uganda-Kenya border in the 1980’s and 1990’s (border to border).

The sector faces significant setbacks that always make headlines for wrong reasons since it is not regulated for safety, security and health. Critics accuse the industry for fatal accidents, criminal activity, safety concerns and reckless riding, leading to its negative exposure. It is said it is a favourite mode of transport for criminals.

It has been reported that the most prevalent crimes related to the two-wheeler transport industry are causing death by dangerous riding, injuries, general stealing, breaching of public order and creating disturbance, theft of motorcycles, assault, and robbery. It is also claimed that 1,900 riders and their passengers die annually due to preventable incidents. Lack of regulation and training compounds the menace. There is need for urgent safety measures.

This sector plays a big role in transportation, entrepreneurship and overall economic contribution in Kenya. The vehicles are used for transport of people or as last mile distribution for goods, yet it remains highly unregulated.

Douglas Kivoi writing in a blog re-affirms that the boda bodas filled a gap in the absence of reliable efficient transport across Kenya, in both urban and rural areas, addressing the problem of poor transport infrastructure and network.

But why is this sector not regulated? Is it because there is no political will and that the highly politicised sector serves as a good campaign tool? The sector has no licensing, is not well organized and has ‘no single body’. There are also many cases of police harassment and bribery. On matters environment, there is need to curb air pollution due to the motorcycle emissions.

The boda boda sector employs many young Kenyans, and is a source of livelihood to many. The industry supports the social, human, physical, personal and financial needs of the owners, operators and their dependants. Its economic contribution is suggested to be Kes 1 billion shillings daily, from an average of 15 rides in a day. This is according a survey done by Car & General in 2020. Its fuel consumption has an immense tax contribution. Each motorcycle consumes around Kes 300 of petrol each day, the treasury collects an estimated Kes 60 billion annually in fuel taxes.

According to a report by the National Transport and Safety Authority of 2018, there were 1,400 registered motorcycles in Kenya. Today, estimates suggest there are over 2.5 million motorcycles registered in Kenya, with a significant portion used as boda-bodas and puts the number of riders is at between 1.5 to 1.8 million. The UN estimates that 5 million people benefit from their income.

In the chaos that characterise the entire transport sector in Kenya, there is need for serious policy and legal interventions. Going forward, the government needs to formalise the industry. There is need for training and licencing. The infrastructure also needs to be improved to accommodate commercial motorcycles since the growing need for safety and professionalism in the industry cannot be ignored.

But there is light at the end of the tunnel. There are opportunities emerging with electric boda bodas and ride-hailing apps. So much is going on in localisation of several parts that is aiming ar enhancing industrialization in Kenya. Car & General, for example, has its assembly plant for its motorcycles in Nakuru. They also opened the first complete helmet manufacturing plant, Boda Plus Limited, in 2021.

Kakamega Senator Boni Khalwale had proposed the Public Transport (Motorcyccle Regulation) Bill 2023 that sought to regulate the boda boda industry. However, the bill was withdrawn following a spirited outcry from the riders nationwide. The bill had proposed that riders undergo a training course before operating commercial motorcycles. They were to join registered co-operative societies and register with the county governments in order to ensure proper control and accountability. It also proposed installing tracking tools and required riders to have valid employment contracts with the owners.

Other measures included boda bodas being branded with specific colours, displaying registered number platers both at the back and front to enhance identification and regular vehicle inspections. It had given county governments authority to introduce their own regulations. A fine of 20,000 shillings had been proposed for people caught riding on pedestrian walkways and 100,000 shillings or a one-year jail term for riders who either threatened or harmed other people. It had proposes a three year grace period to allow for compliance if this law had sailed through. However, the Boda Boda Association of Kenya was up in arms as soon as the bill was tabled in the National Assembly.

The lesson learnt is that for such efforts to succeed, there is need for all stakeholders – riders, manufacturers, distributors, regulators and government agencies to work together to make this industry more prosperous.  There is no doubt that two-wheeler business is important to the Kenyan economy and that the boda boda sector cannot just be wished away. But is there political will to do all these?

ENDS

Raphael Atanda works at Car & General (Kenya) Plc as Head of Communications

raphael.atanda@cargen.com