The innovative Ugandan boda-boda has, over the last 40 years, become an implicit part of the transport system. Every visitor to the country is certain to encounter boda-boda, be it on the back of one for a hair-raising trip around Kampala or a near miss as a boda rider does a U-turn in front of the your car. Just as you will be then, this article focuses on the Boda-boda. Slightly confusingly, both bicycle and motorcycle services are generally called boda-boda, (machala in Western Uganda & sometimes zabala in Mukono District). The term itself is a corruption from English where ‘border to border’ was the call made to attract business. The original service was provided on a man’s bicycle, equipped with a padded cushion fitted over the rear carrier.

Boda-boda transport started out around the Busia border crossing with Kenya as bicycles became more available in the 1960s. They continue to provide a passenger taxi service and are also hired to move goods. In all parts of the country you’ll see heavily loaded bicycles straining to deliver the goods.

By the early 1990’s bicycle-based services were being complemented by, and competing with, light motorcycles that extended the range of services.‘In contrast to buses and ‘special-hire’ taxis; bodaboda provide a short distance, low-capacity service; especially in areas where there is less demand. They also have the capacity to go places that other vehicles cannot. Boda-boda operate from ‘stands’ in towns, in trading centres, and at the passenger service stops along main roads providing access to feeder routes. On these routes they are the dominant service in many areas of the country’. (John Howe, Feb 2001, Sustainable Livelihoods, Mobility And Access Needs). New motorcycles were prohibitively expensive through the 90’s into the early 2000’s, and so a growing market absorbed all the second-hand imports of small Japanese motorcycles. Favourite models where; the Yamaha Mate, Honda Super Cub and Suzuki Birdie. A large industry became established with buyers permanently based in Japan tapping the market for second-hand cars and motorcycles. Small bikes of 50cc to 125cc were, and still are preferred for their economy and ease of repair. Gradually custom modifications became standard features; larger seats to fit more on, a backrest to stop the more from falling off the back and provision for women to ride side-saddle. An interesting aside here ladies:

There is some evidence that casualties resulting from accidents involving boda-boda occur disproportionately
to women’ (Amimo, 2001). It is not obvious why this should be the case other than their propensity to sit side-saddle, which implies they are more easily ejected from the vehicles’ (Iga, 2002). So although you may be protecting your dignity by sitting across the seat (particularly allowing for a long skirt); whilst respecting social mores and customs, you are risking your posterior.
Boda-boda riders are almost exclusively male. In ‘2004 it was estimated that more than 200,000 men in Uganda were working as bicycle boda-boda and almost 90,000 motorcycle boda-boda riders’ (Wikipedia). This number has increased dramatically since then. For the majority, it is a full-time job, and it has been estimated that on average, each operator is supporting 6 people, so around 7% of Ugandans are live on income from Boda-boda operations (Howe , 2001). The next time you feel overcharged for the service, know that it will probably help a family out with a bit more on the table.
The majority of boda-boda operators belong to regional associations. Members of an association pay an annual
entry fee and ‘the association represents them in cases of harassment by security personnel, traces members
in cases of theft, or their relatives if there is an accident, and through their ‘stage committees’ enforce discipline
and hygiene through fines, suspension of membership and the right to operate, and other sanctions. In some
cases the association also has a semi-banking (savings) and credit role for members’ (Howe, 2001). Bicycle boda-boda operations spread to most areas of Uganda and parts of Kenya where it’s not too hilly. They operate in only a few flat parts of the capital Kampala, in competition with motorcycles, but traffic and terrain bar them from many areas. Competition arrived with large scale importation of small secondhand Japanese motorcycles in the early 1990’s. By contrast, in Jinja where the traffic load is less and the terrain slopes more gradually up from Lake Victoria, the numbers of bicycle versus motorcycle are more evenly spread. However, even where there is a strong tradition of bicycle use, ratios are changing relatively quickly. But in the long-term the economy of the bicycle boda-boda supports its ongoing use as part of the transport network, versus the speed and relative comfort of the motorcycle bodaboda. Particularly for low income families, the cheaper price of bicycle trips makes the service an essential part of the transport network. And sometimes taking the time to sit on the back and watch the town pass by makes for a leisurely, pleasant trip by bicycle. The cost of setting up also affects trends. A bicycle represents a lesser capital outlay so there is more rider ownership while motorcycles are often owned by fleet operators who invest in 10 or 20 bikes and hire them out to riders.

In 2006 ‘32,836 motorcycles were imported, the number increased to 47,832 in 2007 and 65,893 in 2008’. (25th Feb. ‘09 article in Rupiny). Over the last few years there has been a move from smaller secondhand‘Made in Japan’ bikes to new ‘Made in India’ ones. Although still considered less durable; the much lower initial cost, fuel efficiency, comfort, speed and seat size, make it easier for investors to recoup capital quickly. And ‘Made in India’ models such as Baja and TVS come fitted with extended footrests on the left for women riding side-saddle and large plush seats (easier to fit 2 or even 3 passengers on at once!). The availability of cheaper, new Indian made motorcycles has been a major driving force in increased numbers of motorcycles on our roads since 2004. Good things about boda-boda: For both men and women it is the speed and convenience of motorcycles that seems to be most prized especially when there are no taxis available, a door-to-door service is required, or the user is in a hurry.
The load carrying potential has also been well exploited and in every industrial area and market place you will see boda-boda staggering under stupendous loads.‘Boda-boda primarily provide three types of shortdistance services: (i) within the main urban areas, where they compete with conventional sole hire taxis and matatus; (ii) as feeders to urban areas on routes that - due either to the low density of demand or the roughness of the route – are unattractive to matatus; and (iii) as feeders to the main roads in which role they tend to complement matatu and large capacity bus services’ (Howe, 2001). These days many riders carry a mobile phone so regular users are able to make arrangements with a rider of choice. Problems with boda-boda: Wet weather – there really isn’t much to be done about this except carry a raincoat or wait for the rain to stop. But generally, Uganda’s lovely climate is well suited to this type of open transport. Air pollution is growing problem, particularly in Kampala. This can and probably will be partly addressed as the two-stroke engine is completely
replaced by cleaner four-stroke engines. The haze of blue 2-stroke smoke will become a thing of the past as manufacturers continue towards designs that do less environmental damage. Industry leaders Honda and Yamaha no longer produce any 2-stroke engines for motorcycles.
‘Dishonesty in overcharging, not having change and actively thieving; poor appearance and personal hygiene; and abusive and arrogant treatment of clients, and coarse behaviour towards women’ (Howe) are common complaints. Most especially the risks to passenger (and rider?) form the basis to the most serious problems. With the majority of riders being young men; it is not surprising that reckless, inexperienced driving and distain for traffic rules occurs often. Also ‘accidents are certainly common with reckless driving and drunkenness alleged to be the main contributory factors’ (Amimo, 2001).

Moves are afoot to address some of these issues. In February Kampala City Council announced an initiative to introduce registration of riders who would then be issued with numbered vests (New Vision 13th Feb). We hope it doesn’t stall as has the initiative to introduce the compulsory wearing of helmets. These days helmets are most commonly worn in the front carrier of the bike and even if on a rider’s head the strap is generally undone.
In an article in the New Vision (29th August, 2008), Paul Kiwuuwa reports; ‘The Commissioner for Traffic and
Road Safety, Steven Kasiima, blamed boda bodas as the leading direct cause of accidents. Kasiima said that boda bodas contribute 70% of all major fatal accidents. And Police spokesperson, Judith Nabakooba, added that most of the casualty patients admitted to Mulago [Hospital] are victims of boda boda accidents in the city and its suburbs.’ There is an obvious need to address this growing problem. Good quality rider training is an effective
way to change trends. Africa Smart Rider is a new business offering comprehensive courses to all levels of motorcyclist with multi-media based programs with emphasis on areas such as; defensive riding, adherence to road rules, well maintained vehicles and safety equipment. All courses include practical sections to improve the skills required to ride safely. Reduced charges for Ugandan citizens make the courses more available to individuals and fleet operators. Africa Smart Rider has something to offer everyone who rides a motorcycle in Uganda, with a focus on the skills required to use a motorcycle safely in African conditions. In future choose a boda-boda rider with an Africa Smart Rider sticker on his bike!