THE SOCIO-ECONOMIC IMPACT OF THE

COMMERCIAL USE OF MOTOR BIKE ON

YOUTH IN SIERRA LEONE:
A CASE STUDY OF BO TOWN,
SOUTHERN PROVINCE.

BY
LANSANA JUANA

NJALA UNIVERSITY, SIERRA LEONE

JULY, 2008
THE SOCIO-ECONOMIC IMPACT OF THE
COMMERCIAL USE OF MOTOR BIKE ON
YOUTH IN SIERRA LEONE:
A CASE STUDY OF BO TOWN,
SOUTHERN PROVINCE.

BY
LANSANA JUANA

NJALA UNIVERSITY, SIERRA LEONE

A DISSERTATION SUBMITTED TO THE DEPARTMENT OF

GEOGRAPHY AND DEVELOPMENT STUDIES,
NJALA UNIVERSITY, SIERRA LEONE
IN PARTIAL FULFILMENT OF THE REQUIREMENTS FOR THE
DEGREE OF BACHELOR OF ARTS IN EDUCATION

DEPARTMENT OF GEOGRAPHY
FACULTY OF EDUCATION
NJALA UNIVERSITY
SIERRA LEONE
 DEDICATION

This work is dedicated to all my sponsors in the Netherlands who made it possible for me to
go through academic education in Sierra Leone.

i
 ACKNOWLEDGEMENT

I would first of all thank the Almighty and Merciful God, in giving me the good health,
strength and courage to successfully carryout this academic work to completion.

I wish to thank all the members of the Lanloesau Foundation in the Netherlands, especially
Aukje ter Host, and all the Dutch people for their philanthropist support in letting me go
through University education in this post war country.

I owe a debt of gratitude to my intending wife from the Netherlands, Ginny Mooy, for
crossing the sea and stay with me in this poorest country in the world to give me the
courage, advice, and love for me to complete this work. Also for editing and her financial
support for the completion of this dissertation.

I would like to thank Mr. James B.M. Vincent, former Manager, and Program Officer East,
Conciliation Resources Sierra Leone for exposing me to the world of self reliance.

I owe a deep expression of regret to all those who have helped me, in one way or the
other, but have not been mentioned.

Finally, I say thank you to my supervisor, Mr. Joe M. Amara, all the lecturers in the Institute
of Geography, and Development Studies, Njala University for their noble efforts in
impacting their knowledge onto me.

ii
 CERTIFICATION

I certify that this work was undertaken by Mr. Lansana Juana of the department Institute of
Geography and Development Studies, Njala University, Sierra Leone.

Signature:……………………….. Date:……………..

Supervisor
Mr. Joe M. Amara,
Dept. Inst. of Geo. and Rural Dev. Studies,
Njala University,
Sierra Leone.

iii
 TABLE OF CONTENTS

PAGE NO.

Dedication i
Acknowledgement ii
Certificate iii
Table of Contents iv
List of Figures vi
List of Tables vii
List of Plates viii
List of Terms ix
Abstract xi

Chapter One – Introduction

1.0 Background 1
1.1 Statement of the Problem 3
1.2 Aims & Objectives 3
1.3 Rationale and Justification 4
1.4 General Assumptions 5
1.5 Limitations and Constraints 5

Chapter Two – Literature Review

2.0 Introduction 6
2.1 Relevant Socio-Economic Impact on Transportation 6
2.2 Influence of Socio-Economic Factors 7

Chapter Three – Research Methodology

3.0 Introduction 10
3.1 Study Area 10
3.2 Data Collection 13
3.3 Data Collection Techniques 13
3.4 Sample Frame, Size and Selection 14
3.5 Data Presentation and Analysis 15

Chapter Four – Presentation of Data

4.0 Introduction 16
4.1 Demographic Information of the Riders 16
4.2 Education and Literacy 18
4.3 Categories of Commercial Motor Bike Riders 21

iv
4.4 Passengers 28
4.5 Economic Impact on the Riders 32

Chapter Five – Summary, Conclusion and Recommendation

5.0 Summary 41
5.1 Conclusion 45
5.2 Recommendation 46

Bibliography 47
Appendix I 48
Appendix II 51

v
 LIST OF FIGURES

Figure Title Page

Figure 1 Map of Sierra Leone showing Bo town Southern Province 11

Figure 2 Map of Bo town showing Motor Bike Parks 12

Figure 3 Demographic characteristics of passengers 29

Figure 4 Occupational Classification of Passengers 29

Figure 5 Reason for using motor bikes by Passengers 30

Figure 6 Reason for using motor bikes by Passengers 31

Figure 7 Frequency of usage of motor bikes by passengers 31

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 LIST OF TABLES

Table Title Page

Table 1 Age of Commercial Motor Bike Riders 16

Table 2 Level of Education of Commercial Motor Bike Riders 19

Table 3 School attendance of the male population in Bo Town 20

Table 4 Level of education of the male population of Bo Town 20

Table 5 Classification of various ways of economic exploitation of motor bikes 22

Table 6 Classification of reasons to become commercial motor bike riders 23

Table 7 Classification of commercial motor bike riders with license 27

Table 8 Classification of commercial motor bike riders with practical training 27

vii
 LIST OF PLATES

Plate Title Page

Plate 1 A group of commercial motor bike riders at their packing ground

35
waiting for passengers
Plate 2 Researcher collecting field data 36
Plate 3 Commercial Motor Bike Rider looking out for passengers at the Fenton
Road Roundabout 37
Plate 4 Commercial Motor Bike Riders in action at Fenton Road, in the center
of Bo Town. 38
Plate 5 Bike Riders on the lookout for passengers among business people,
close to the Fenton Road Market 39
Plate 6 Bike Rider negotiates with passenger 40

viii
 LIST OF TERMS

B.R.D.A. Bike Riders Development Association

B.R.A. Bike Riders Association
Bike riding Travel by being carried on a (motor) bike
Bojon Street Street at the center of Bo Town
Census A periodic count of the population
Civil war A war between factions in the same country
Commercial motor bike Motor bike riding for money
Commercial farming Farming for self feeding, and for market purpose
DVD Digital Video Disc
EIS Employment Information Service
ECOWAS Economic Community of West African State
Employment Engagement in commercial activities
Ex-combatant Someone who had fought
Formal sector Official part of a country‟s economy
Formal economy Official economy of registered activities
Gbagi - Gbagi Riding motor bike for someone temporally
Gbo-chiefdom Chiefdom in the west of Kakua Chiefdom
Highway A major road for any form of motor transport
Investment Money that is invested with an expectation of profit
Informal sector Unofficial economic exchange, not registered for tax
Information A message received and understood
Illiterate Not able to read or write
JSS Junior Secondary School
Kakua chiefdom Chiefdom where Bo Town is located
License A legal document giving official permission to do
something
Lawlessness Defiance of the law
Motor bike Tow-wheeled vehicle driving by engine
Micro-enterprises Small organizations created for business ventures
Migrant Traveller who moves from one region or country to
another
Micro entrepreneurs Owner operators of small unregistered business
Non-Governmental Organization Organization outside of government policies
National youth policy Policy to guide youth activities

ix
National economy A country or nation‟s economy
Pre-primary school Before Primary school
Primary school A school for young children; usually the first 6 or 8 grades
Population The people who inhabit a territory or state
Passengers A traveller riding in or on a vehicle (a boat or bus or bike
or car or plane or train etc) who is not operating it
Road transport Authority Public cooperation in charge of road affairs
Reckless Marked by defiant disregard for danger or consequences
RTA Road Transport Act
SSS Senior Secondary School
SLP Sierra Leone Police
Statistician Specialist in statistics
Self employed Those who work on their own account or in family
business
Sergeant Intermediate Rank in the military
Subsistence Farming Farming for self feeding
SSL Statistics Sierra Leone
Transport Convey from one place to another
Telecommunication Systems used in transmitting messages over a distance
electronically
Travelers A person who changes location
Traffic Vehicle, bicycle, motor bike, human being moving along a
route
Traffic Wardens Trained personnel to control vehicle, bicycle, motor bike,
human being moving along a route
Unemployment Without work
United Nations World Organization seeking world peace, and stability
Urban Relating to or concerned with a city or densely
populated area
Vulnerable Susceptible to attack/ Capable of being wounded or hurt
Wage-workers Working for regular and fixed payment
Youth Age category” between” 18-35 in Sierra Leone
Y-junction A place where roads joint or unit in the form of „Y‟ in Bo.

x
 ABSTRACT

The use of commercial motor bikes in Sierra Leone has a great socio-economic impact
on youths engaged in this economic activity. The main aim of this research is to give a
quantitative and constructive description of this socio-economic impact on youth in
Sierra Leone, focusing on Bo Town as a case study. The objective is to identify both the
social and economic impact of the use of commercial motor bikes in terms of trade,
empowerment, connectivity, and employment. Another objective is to investigate the
role of the Sierra Leonean government in developing policies with regard to safety
issues for riders and passengers. Primary data were collected through surveys,
interviews with a closed questionnaire and open interviews by using an interview
schedule strategy for all categories of respondents. The balloting technique in all of the
four selected commercial motor bike parks were used by writing the names of bike
riders on pieces of paper and have them pick out a paper from the bag. Three
categories of respondents were identified, the commercial motor bike riders, Sierra
Leone Traffic Police and Traffic Wardens, and the passengers respectively. A sample
size of seventy (70) people was interviewed. The data was presented and analyzed
through simple statistic methods. The findings of this study reveal that mostly young
people are engaged in commercial motor bike riding. Also, many of them are exploited
by those that have the means of buy and own motor bike. Most of them lack proper
training, and do not have licenses. Passengers that frequently use commercial motor
bike are the energetic young people. People that stay far away from the center of Bo
Town uses motor bike in order to speed up their movement, mostly workers, students
and business people. From the findings, the following recommendations could be made:
to improve on the commercial exploitation of motor bikes as a public means of
transportation, the riders need to at least undergo basic literacy, in order to minimize the
difficulties in reading road signs and speedometers. The riders need to acquire proper
training before taking up the profession.

xi
 CHAPTER ONE
INTRODUCTION

1.0 BACKGROUND

This study investigates the social and economic impact of the commercial use of motor
bikes in Sierra Leone, with Bo town as a case study.

Sierra Leone is made up of, predominantly, rural communities. The infrastructural

facilities, including road conditions, are poor. The Civil War, which lasted from 1991 until
2002, caused a further collapse of already poor living conditions, poor infrastructure,
and poor basic facilities and has lead to social disintegration and economic instability.
Although the situation in the country is improving, development still leaves out large
groups of people, who lack the skills and means to make a meaningful economic
contribution to society.

In post-war Sierra Leone, development in economic and social exchange runs through
village-, town- and city boundaries. Bad road conditions within and connecting these
towns, villages and cities hamper further development, while the demand for
transportation is still rising. The necessity for people to meet social and economic needs
often results to an increase in transport demand (Fadare and Salami, 2004). From the
record of Raft (1918), it is evident that man has been involved in the transportation of
foods, materials, information and other services from prehistoric times.

Since 1999, the use of motor bikes as a means of public transportation has become
increasingly popular. People favor different routes to accomplish their varying
movement demands (Canoe, 1972). Motor bikes have less trouble than other types of
vehicles to travel on poor roads and rough terrain and they can circumvent traffic jams,
which decreases travel time significantly. Therefore, travelers increasingly choose motor
bikes as their preferred means of transport, which increases the demand for the

1
commercial exploitation of motor bikes as a means for public transportation. Research
has revealed that the demand for public transport is dependent on and influenced by the
following individual socio-economic characteristics:

1. The desire to make a particular trip by public transport, and

2. The characteristics and nature of public transport modes that are available
(Thomson, 1969).

Motor bikes in Sierra Leone are mainly exploited by affluent people and companies that
employ youths. Youths form a vulnerable group in society because of their marginalized
position on the job market. The motor bike exploitation seems to meet two demands: the
demand for transportation and the demand for jobs among youths. Next to advantages
though, the commercial exploitation of motor bikes has disadvantages as well: it is a
grave concern to both underdeveloped and developing countries. In many parts of the
world, such as Sierra Leone, it appears to be a response strategy to the threats posed by
inadequate transportation means and inadequate infrastructure, making other parts of the
country otherwise inaccessible.

With the rise in the demand for commercial motor bikes in Sierra Leone, the sector is
growing so rapidly, that it now creates problems on different levels. In this research, I will
focus on Bo Town, because my preliminary research has shown that Bo Town is one of
the main problem areas.

2
1.1 STATEMENT OF THE PROBLEM

Transportation has been, and still is, the most pressing issue in the development of Sierra
Leone, even though the government, by all means, is trying to ease the problem of
transportation. In its attempt to do that, some concerned citizens have also come together
to come up with solutions for faster means of transportation and with solutions to improve
safety and reliability of existing means of transportation, like the motor bikes. The use of
motor bikes for public transportation is typical in all parts of Sierra Leone, but predominant
in the provinces and big towns including Bo town.

The sector is prone to lots of problems with regard to the riders, passengers, and even the
traffic. These include:

 An increase in school dropouts among youth,

 Low earning power of the riders,
 Little knowledge of traffic rules/lack of license,
 Health and safety risks due to the high rate of accidents.

1.2 AIMS AND OBJECTIVES

GENERAL OBJECTIVES

The intention of this study is to investigate the major social and economic impacts of the
commercial use of motor bikes in Sierra Leone, with Bo town as a case study, in
identifying the main factors, by making generalizations, drawing conclusions and making
recommendations for future development for this type of transportation.

3
SPECIFIC OBJECTIVE

The main objective of this study is to identify the positive and negative sides of the
sector for all parties involved, through an examination of the development in the sector
in the last five years:

 Identify the social impact of the commercial use of motor bikes in terms of trade,
empowerment and connectivity.
 Investigate the economic impact of the commercial use of motor bikes in
considering trade, employment.
 Investigate the role of the Sierra Leonean government in developing policies with
regard to safety issues for riders and passengers.
 Make recommendations and suggestions for the effective and safe use of motor
bikes as a means of public transport.

1.3 RATIONALE/JUSTIFICATION

This research will serve as an independent indicator for the impact of or contributions
made by commercial motor bike riders in improving transportation as a tool for
empowerment of youths in social and economic activities in Bo town. This can be
assessed in terms of empowerment facilities and income level of the riders. The results
of this research will also serve as a pointer to the relationship among riders,
passengers, and the traffic unit, Sierra Leone Police, and the traffic warding in terms of
either confirming or disproving the feasibility and solid benefits of developing a strong
base of these sector. This can happen by way of expanding or promoting the riders
expanding their activities. The success or failure of this kind of transport sector largely
depends on the kind of rules guiding the activities. The study will also serve as base-line
information for policy makers, non-governmental organizations, planner and
researchers.

4
The findings in this research can be of vital importance to other researchers who may
like to under-take a similar study related to the topic. It is also considered necessary to
analyze the activities of commercial motor bike riding in order to measure their
contributions towards the society and to identify the problems that may be inimical to
their success.

The findings in this study will also lead to the provision of alternative measures, to the
use of commercial motor bikes in Bo Town, Sierra Leone. This can be very useful to the
nation as a whole as the findings in this study can be used as a base to bring about
changes in policy that will more adequately guide the activity.

1.4 GENERAL ASSUMPTION

Bo town has a large rural setting which is similar to other areas in the provinces.
Therefore, although the case study in this research is limited to Bo, I assume that the
results obtained can be artistically extrapolated to other parts of the country, with a
similar make up.

1.5 LIMITATION AND CONSTRAINTS

The research was limited to Bo town, due to the following constraints:

 Time factor: The limited timeframe to conduct this research was too narrow to include
other areas. The collection of data and information was therefore limited to a
manageable size, in accordance with the given timeframe.
 Budget factor: The research required the implementation of questionnaires and
visitations to various areas within and around the area under study. As transport is
relatively expensive in Sierra Leone, financial constraints influenced the sample size
and the processing of materials.

5
 CHAPTER TWO
LITERATURE REVIEW

2.0 INTRODUCTION

In this chapter, issues relating to the use of motor bikes is explored. Emphasis is placed on
the literature about the use of motor bikes, in relation to the socio-economic impact on the
riders.

2.1 RELEVANT SOCIO-ECONOMIC IMPACT ON TRANSPORTATION

Research has revealed that, the demand for public transport is dependent on two major
factors: (a) the desire to make a particular trip at all and the drive to do so by public
transport, and (b) possibly the characteristics and nature of public transport modes that are
available (Thomson, 1969). These two factors are influenced by individual socio-economic
characteristics. In essence, choice of mode or the demand for public transport is
influenced by sex, education, age, employment, income, type of work, cost of trips, and the
nature and characteristics of available modes (Fadare, 1998; Hazayyin and El-Hawary,
1984)

Detailed investigation on transport reveals that the necessity for people to meet social and
economic needs often results in increasing transport demand (Fadare and Salami, 2004).
From the record of Raft (1918), it is evident that man has been involved in the
transportation of human beings, foods, materials, information and other services from
prehistoric times. Canoe (1992) argued that by doing so, people have used favorable
means of transport, and routes to accomplish varying movement demands. Orski (1995)
however noted that urban transportation problems started with increasing urbanization,
population and industrial development. Arising from this, the demand for public transport in
Bo Town became inevitably high with the increase in population during and right after the
war, when people from the rural areas migrated to the township to seek refuge and

6
economic opportunity. The demands for public transport are particularly high because not
many households can afford their own (private) means of transportation.

Numerous researches in developing countries where people are more dependent on motor
bikes as a means of public transportation, show that when the rates of traffic congestion
and pollution are high, the accident range increases (Huntersville 1994).

2.2 INFLUENCE OF SOCIO-ECONOMIC FACTORS

According to the World Health Organization Traffic Safety Fact, socio-economic status is
well known to be a risk factor for injury generally, and road traffic injury is no exception
(2004: 10, 42, 66-68). The same study argues that individuals from disadvantaged socio-
economic groups or living in poorer areas are at greatest risk of being killed or injured as a
result of road traffic crash, even in high-income countries. Another research, conducted by
the National Highway Traffic Safety Administration in Washington D.C. (2004), revealed
that the choice of transport in developing countries is often influenced by socio-economic
factors, especially income.

Academic research identifies several indicators that are widely used to assess the income
level of the riders. Allen (1990) defined age as the laugh of the persons of thing that has
existed or is likely to exist. Smith (1999) measured age by estimating or obtaining the
reported number of years a person has spent in existence. The United Nations, in its youth
report of 2007, classifies as youths: people between the ages of 15 and 24 years.
According to the report, today‟s youth generations are the best educated in history.
Education creates awareness among youths, leading to ambition for improvement of their
social and economic status through labor. At the same time, a high level of education
gives an impetus to diversification of the labor market. Youths are increasingly determined
to improve their socio-economic status, which is directly related to creativity in the creation
of new types of jobs and the development of new job sectors.

7
The sociological definition of education is deliberate formal transfer of knowledge, skill
and value from one person to another. It is an institution for socialization, the social
process by which a culture heritage was transmitted from one generation to the other
(Palmer et al 1994). Occupation has been defined as the work an individual performs
either on full time basis or on part time basis (Kandeh 1991). A person can be employed
by another person to perform specific job or through self employment (ibid.).

Many different factors contribute to a untimely ending of one‟s educational career. In

poor countries young people‟s inability to continue their education largely relates to their
need to earn an income. Although many people find a living through employment and
cash earning, the formal labor market in Africa is still small, and remains inaccessible to
youths that lack adequate skills, experience and strong social networks.

The World Youth Report (2007) indicates that because of the limited amount of
vacancies on the job market, the number of unemployed youth in all of Africa grew with
34 per cent between 1995 and 2005. As a result, many young people are forced to
undertake jobs that are characterized by poor conditions, such as low income, instable
employment, and dangerous work. Consequently, despite the fact that they are working,
many young people in African countries experience poverty. Many African governments
try to tackle this problem with special youth policies, aiming to reduce unemployment
among youths. Next to that, youths in sub-Saharan Africa are increasingly taking their
development into their own hands; the recent African Youth Charter is a testament to
their effort.

Today‟s African youths are more and more involved in voluntary activities that promote
both the development of their own potential and that of their communities. What is
certain is that young people undergo a variety of new experiences; they take on new
roles and responsibilities and make decisions that ultimately influence the course of
their lives (Lloyd, 2006). The reverberations of the global economic recession in the
1980s and of the economic and financial crises of the late 1990s and the first part of the
present decade are still being felt, and are undermining opportunities for youth

8
development. Young people face harrowing difficulties entering and staying in the labor
market; many of them are unable to find jobs in the formal sector and languish in the
informal economy. Others are employed but remain poor, because of inadequate
remuneration; employers often discriminate against youth, World Youth Report (2007).

9
 CHAPTER THREE
RESEARCH METHODOLOGY

3.0 INTRODUCTION

This chapter presents the procedures employed in collecting, organizing, and analyzing
data in the study area.

3.1 STUDY AREA

The study was limited to Bo Town. The town is the second largest city in Sierra Leone
and the provincial, and district headquarters of the southern province, Bo district
respectively. The southern province comprises of four districts: Bo, Moyamba, Bonthe
and Pujehun.

The town serves as chiefdom headquarters for the Kakua chiefdom, and is bounded by:
the Baoma chiefdom in the east, the Gbo chiefdom in the west, the Tikonko chiefdom in
the southwest and the Selenga chiefdom in the north.

Bo Town is the main commercial and administrative center of the southern province,
and comprises of an ethnically diverse population: the town hosts most of the country‟s
ethnic groups. The town is known for its religious tolerance: large groups of both
Muslims and Christians inhabit the town. It has a total population of 174,394 (Census
Report, 2004).

Agriculture is the primary economic activity within the township. Next to agriculture, the
town is a center for other economic activities, like trade (large scale trading companies
for the consumers market, as well as intra-company trading and petty trading), a
relatively large entertainment sector, and commercial motor bike riding. Commercial
motor bike riding enhances a daily flow of traffic within the township. It also provides the
rapid flow of transport to and from the surrounding towns and villages in conveying food,
people, and other items to Bo town.

10
 10

10

11
12
3.2 DATA COLLECTION

PRIMARY DATA

Primary data presented in this study were collected through the following methods:
surveys, interviews with a closed questionnaire and open interviews by using an
interview schedule strategy for all categories of respondents. The schedule methods
were applied, to be able to solicit information from the respondents without delaying
their time. The quantitative data were used to identify trends, the qualitative methods
were used to get in depth insight in the problems in the sector.

SECONDARY DATA

Secondary data were collected from academic literature, research reports, relevant
internet sources, journals and magazines. The researcher also collected secondary
data through reports from the Sierra Leone Police/Traffic Wardens, Sierra Leone Road
Transport Authority, non-governmental organizations and, finally, the motor bike riders.
The secondary data were collected to obtain a clear picture on the commercial use of
motor bikes in Bo Town.

3.3 DATA COLLECTION TECHNIQUES

The researcher used the balloting technique in all of the four selected commercial motor
bike parks, to select by writing the names of the bike riders on pieces of paper and has
them pick out a paper from the bag.
Among the passengers, the researcher interviewed passengers who came to the
various motor bike parks, using a commercial motor bike.
For the traffic police and traffic wardens, the researcher went to the police station in Bo
Town, and also interviewed traffic police and traffic wardens on duty.

13
3.4 SAMPLE FRAME, SIZE AND SELECTION

SAMPLE FRAME

The research population in this study includes: commercial motor bike riders, the traffic
unit, the Sierra Leone Police (SLP), traffic wardens and passengers.

SIZE

A total of seventy (70) people were interviewed:

 From the four communities, twenty (20) persons were selected to represent the
view of passengers on the activities. Five (5) respondents from the New London
Park, five (5) respondents from the Shellmingo Park, five (5) respondents from
the Y-Junction Park and five (5) respondents from the ECOWAS (central) Park.
 Four (4) bike parks were selected, from which forty (40) commercial bike riders
were selected to represent the view of the bike riders on the activities.
 Ten (10) traffic police officers and traffic wardens were selected in order to
identify the relationship between the riders and the traffic police/wardens on
government policies guiding commercial motor bike riding, including traffic rules
and regulations.

SELECTION

A total of four sections were selected in the study area: one from New London in the
southern part of Bo, Shellmingo in the eastern part, Y-junction in the northern part, and
the ECOWAS Park in Bojon Street, in the centre of Bo Town. The researcher selected
these areas in order to determine the impact of the use of commercial motor bikes in the
township. The inclusion of these areas and the corresponding communities is based on
their strategic locations in terms of giving access and exit to and from the township.

14
3.5 DATA PRESENTATION AND ANALYSIS

The presentation and the analysis of the collected data are presented in chapter four of
this dissertation. The data are presented through simple statistical techniques, like
percentages, weighted average, bar charts and pie charts.

15
 CHAPTER FOUR
PRESENTATION OF DATA

4.0 INTRODUCTION
The main aim of this chapter is to present and discuss the research findings as they
relate to the research problem and objectives.

4.1 DEMOGRAPHIC INFORMATION OF THE RIDERS

Here, questions on the age of the motor bike riders were the objective of this section,
and was presented in table 1.

Table 1: Age of Commercial Motor Bike Riders

Age No. %
21 – 23 9 22,5
24 – 26 10 25
27 – 29 9 22,5
30 – 32 7 17,5
33 - > 5 12,5
Total 40 100
Source: Researcher‟s field data, 2008

Motor bike riding as economic activity is mainly conducted by persons in the age
category 21-29 years. Table 1 above shows that the bike riders fall in this age category.
None of the respondents in this research was younger than 21, and there were no
respondents older than 34. The (weighted) average age of the bike riders is 27, 1.
Hence, bike riding seems to be an attractive job opportunity for the youth category.
In the whole of Sierra Leone the working population (ages 15 – 64) consists of
2.621.773 people. Thirty two percent (32%) of the working population is not
economically active. The number of unemployed in the economic active population is
63.262 (3, 54%). The complete labor force (the economic active population) consists of
1.785.662 people (Census 2004).

16
The majority of the economically active population (over 80%) is in the age group 15 - 44
years. The age band 20 - 39 carries over half of the economically unemployed (ibid.).

The war has caused large migration waves from rural to urban areas, as people sought
refuge and security. After the ending of the war, many refugees stayed in the urban areas
to find better economic opportunities. As a result of these migration waves, and insufficient
provision for economic activities, there is wide spread poverty and unemployment in the
urban areas, since the Sierra Leonean population is largely agriculturally orientated, and
chances of employment in the agrarian sector is fairly slim in urban areas.

Bo Town was one of the main areas of attraction for refugees and rural migrants, seeking
opportunity and a safe haven. Although unemployment in Bo District is slightly lower than
the national average, unemployment in Bo Town is prevalent. Especially under
uneducated youth and youth with only pre-Primary Education or Primary Education as
Highest Level Completed unemployment rates are relatively high (ibid.).

“The unemployed comprise all persons above a specified age who are:
1. without work i.e. were not in paid employment or self employment
2. currently available for work i.e. were available for paid employment during the
reference period
3. Seeking work, i.e. had taken specific steps in a specified recent period to seek paid
employment or self employment.” (The Thirteenth International Conference of Labor
Statisticians (1982))

The self-employed are the economically active population engaged in economic

activities for themselves, for personal gain or to further a career (Census 2004). As
discussed, many bike riders are self-employed, and although they are mostly active in
the informal economic sector, it is a good indication of the level of innovation, and
entrepreneurship within the labor force. The prevalence of self-employment also
determines the size of the private sector. Private sector growth is an important indicator
of economic development in a free market economy (ibid.). Thus, if self-employment as

17
bike riders can be formalized, this economic activity does have the potential of making
a considerable contribution to the formal economy of the nation as a whole.

Especially for the youth category, under which unemployment is most prevalent in Bo
Town (and Sierra Leone as a whole for that matter), commercial bike riding provides
good job opportunities.

The conventional definition of the youth population is all persons in the age category 15-
24 years (United Nations definition of youth). For this research however, the youth
category is set to the category 22-29 years, to fit the research setting and to make
comparison possible with national trends and demographics. It must be noted that the
youth category in Sierra Leone is officially set to the category 18-35, in the National
Youth Policy. In this research, however, this youth policy is considered as problematic
and as a possible reason for employment, since irresponsibility and immaturity are
cultural values attached to the youth category. These features are important reasons
why youths shy away from taking on responsibilities resulting in unemployment, on one
hand, and on the other hand are denied responsibility by the older generation(s).

4.2 EDUCATION AND LITERACY

The level of education plays an important role in the choice of economic activities. The
level of education and the availability of jobs on the desired educational level and in the
preferred sector are important determinants for employment and unemployment. Bo
Town has relatively little opportunities for persons with pre-primary, primary and JSS
education as the highest educational level completed, besides in the agricultural sector,
and trade. Commercial bike riding is an important potential source of income for the
lower educated in the community.

18
 Table 2: Level of Education of Commercial Motor Bike Riders

Level of Education No. %

Primary School 5 13
Junior Secondary School 12 30
Senior Secondary School 8 20
Vocational/Technical 10 25
College/University - -
No formal education 5 13
Total 40 100

Source: Researcher‟s field data, 2008

Table 2 indicates that 13% of the commercial motor bike riders acquired primary
education, 50% has acquired secondary education, of which 30% up to junior
Secondary School level (JSS 1-3) and 20% up to senior Secondary School level (SSS
1-3 in completion of the full 6 years). 30% has followed vocational/technical education
and 15% has not gone through formal education. None of the respondents has obtained
college or university level. Table 6 reveals that 63% of the commercial bike riders have
not continued education after the completion of secondary school, which slims down
their possibilities of employment. Relating (lack of) education to the problems of
unemployment in the youth category, this might explain why bike riding is especially
popular among youths.

“The traditional definition of literacy is the acquisition of knowledge and skills to read
write and understand numbers. Education on the other hand is much broader as it
involves literacy, knowledge of basic science, civic education, occupational skills, and a
set of healthy values and attitudes which enable people to cope with problems of life.”
(Census 2004, Education and Literacy: 1)

The national literacy rate is 39%. The literacy rate in Bo Town (with 64%) is much
higher than the national average. The literacy rate among men in Bo Town (74%) is
significantly higher than the literacy rate among women.

19
The percentage of the educated male population (currently in school/partly educated in
the past) in Bo Town is 80, 4% (see table 3 below). The percentage of the uneducated
male population, therefore, is 19, 6%.

Table 3: School attendance of the male population in Bo Town

Attending school/left school 80,4%

Never attended school 19,6%
Total 100%

Source: National Population Census Sierra Leone, 2004

The level of education is an important marker for development. Bo Town has about
2.000 individuals with completion of tertiary level courses up to post-graduate level as
their highest level of education. The level of education among the male population in Bo
Town is specified in table 4 below.

Table 4: Level of education of the male population of Bo Town

Level of Education No. %

Pre-Primary and/or Primary Education as Highest
Level Completed 47.787 34,08%
JSS Education as Highest Level Completed 20.997 14,98%
SSS Education as Highest Level Completed 13.992 9,98%
Vocational/Commercial Completion up to HND as
Highest Level Completed by 2004 3.412 2,43%
TC/HTC as Highest Level Completed by 2004 1.968 1,40%
Technicians Training up to HND Level as Highest
Level Completed by 2004 418 0,30%
Nursing Qualifications up to SRN as Highest Level
Completed by 2004 1.786 1,27%
Other education 49.853 35,56%
Total 140.213 100%
Source: National Population Census Sierra Leone, 2004

The level of education plays an important role in the choice of economic activities. The
level of education and the availability of jobs on the desired educational level and in the
preferred sector are important determinants for employment and unemployment. Bo
Town has relatively little opportunities for persons with pre-primary, primary and JSS

20
education as the highest educational level completed, besides in the agricultural sector,
and trade. Commercial bike riding is an important potential source of income for the
lower educated in the community.

4.3 CATEGORIES OF COMMERCIAL MOTOR BIKE RIDERS

ACQUISITION OF MOTOR BIKE

Commercial bike riding largely falls under the informal sector. Most bike riders are riding
for a third-party, that owns the motor bike but have not entered into formal labor
relationships with their rider. In popular language the various ways of employment in the
commercial bike riding sector are (see table 9):
 „Bike-owner‟: The owner rides his own bike, and keeps the earnings. Typically, these
riders in most cases don‟t register their enterprise and do not pay taxes.
 „Master-bike‟: The owner employs one or more riders, typically in an informal
agreement, and not on regular wage-earning bases. In most cases, either the owner
or rider(s) register their enterprise or activities as a formal economic activity and do
not pay taxes. The rider rides the bike six (6) days per week without collecting
income. The revenue of these six (6) days is paid to the bike owner. One (1) day per
week, the rider can ride the motor bike for his own revenue.
 „Gbagi Gbagi‟: A second rider to the bike owner or the master bike rider. The „gbagi
gbagi man‟ finds his work on fixed locations (motor bike parks) in the area and takes
over riding for the first riders on hourly basis. Either the „gbagi gbagi man‟ gets to
keep a percentage of the earnings made that same day, or the „gbagi gbagi man‟
earns the right to exploit the motor bike for a few hours on a fixed day in the week (in
case of „master-bike‟). In all cases, neither the owner nor rider(s) register their
enterprise or activities as a formal economic activity and do not pay taxes.

Without exception, the bikes are legally owned. None of the commercially exploited
motor bikes are acquired through theft.

21
 Table 5: Classification of various ways of economic exploitation of motor bikes

Type of economic exploitation No. %

„Bike owner' (Self-owned) 8 20
„Master Bike' (Riding for someone else) 9 22,5
„Gbagi Gbagi' (Second riders) 23 57,5
Total 40 100
Source: Researcher‟s field data, 2008

Table 5 shows that 20% of commercial motor bike riders ride their own bikes and get to
keep the full revenue. Some of these bike owners acquire their motor bikes through a
monthly „ride and pay‟ loan‟; they pay a percentage of their earnings as down payments
for the motor bike. Twenty two percent (22.5%) of the bike riders ride for others in an
informal employment relationship, and 57, 5% of them ride on „hustle‟ bases („Gbagi
Gbagi‟); they hang out at the Bike Parks in the hope to find a few hours of work per day.

The 2004 Population and Housing Census reveals that 64,9% of the total labor force of
Sierra Leone was economically active in the agriculture, hunting and forestry industry
(i.e. crop farming, livestock, poultry, hunting, and forestry) with Crop farming alone
accounting for 64.0 % of the total labor force (ibid.). The second highest share of the
labor force is economically active in the Trade and Repairs industry (14.3 %). The
Census further shows a weak industrial base, and the predominantly agrarian nature of
the economy.

REASONS FOR BECOMING COMMERCIAL MOTOR BIKE RIDERS

This table 6 highlights the reasons of becoming bike riders as a form of employment is
another area of interest of the researcher, and questions related to the reasons are
presented in table 6.0, to be able to point out the why.

22
 Table 6: Classification of reasons to become commercial motor bike riders

Reasons for choosing motor bike riding as a No. %

profession
Good income possibilities 20 50
Basic income for basic necessities 15 38
Preferred profession 3 8
Don‟t know 2 5
Total 40 100
Source: Researcher‟s field data, 2008

Bike riding as an economic activity is popular because little knowledge and skills are
required and little to no investment has to be made. A large category of otherwise
unemployable youths (50%) are convinced that this particular economic activity has the
best income possibilities for them (see table 6 above). A fairly large group of riders
(38%) is not satisfied with the income, but sees it as the only way to earn their basic
income. Only a small percentage (8%) of the bike riders, engage in this economic
activity because they see it as a preferred means of earning their living. A few bike
riders (5%) engage in commercial riding without specific reasons.

Because of the informal nature of the exploitation of motor bike riding, although it
provides job opportunities and helps to speed up time spent on transport in trade, and
daily activities in the region, it does not significantly contribute to the formal economic
development of the nation as a whole.

A national economy can be divided in two different sectors: the formal and the informal
sectors. Under the formal sector fall the wage earners in formal enterprises and self-
employed workers in the formal economy. The Informal sector is a source of
employment growth and one of the survival strategies adopted by the unemployed,
Youth, migrants to urban areas, wage earners, especially in the face of declining real
wages (ibid.). The informal sector is made up of micro-enterprises. Most of the activities
in the informal sector require limited investment; “…the sector comprises mainly of non-
capitalistic activity whereby the family usually owns the business and provides the
means of production; there is the tendency for the enterprises to operate outside the

23
institutional and legal framework, do not generally pay taxes, no deliberate effort to
comply with minimum wage legislation, employment hardly through the official
Employment Information Services (EIS)” (ibid: 82).

In this research the informal sector as defined by the SSL (Statistics Sierra Leone) are
maintained. The SSL classifies workers in the informal sector into three broad groups:
1. Micro entrepreneurs (owner operators of small unregistered businesses);
2. Self employed (those who work on their own account or in family businesses);
3. Wage workers (these include the employees of small unregistered businesses,
casual workers who do not have a single employer, home workers who work on sub-
contract for informal or formal enterprises).

The majority of the population of Sierra Leone lives in the rural areas with little or no
other employment opportunities except in agriculture and trade. Entry into small scale
trade is easy because it does not require any administrative or technical skills, and it is
better than unemployment in an economy where there is no social security benefit for
unemployment and where there are little or no other employment opportunities, even if
the rewards are little (Census 2004). The commercial exploitation of motor bikes
interconnects remote areas, thereby creating trade routes, increasing trade possibilities
and connections. Especially the trade in perishable goods benefits greatly from the
commercial exploitation of motor bikes, because of the increased speed of transport.
The structure of an economy is determined by the proportion of the population engaged
in agriculture, industry and services. In poorly developed economies, a large share of
the total population will be economically active in the agrarian sector, ranging from
subsistence farming to commercial farming. As an economy develops, it is expected
that the distribution of the economically active population will shift from the agriculture
sector to other sectors such as industry, service, manufacturing, telecommunication,
trade, education and healthcare. To determine the economic structure of a country or
region, an analysis has to be made of the labor force by industry (Census 2004).
“The share of wage employment in non-agricultural employment is an important
indicator of employment opportunities especially for a developing country like Sierra

24
Leone because it gives a lot of information about the nature of employment
opportunities. When people migrate into urban areas particularly the capital city for
employment purposes, they are likely to look for wage employment in industry” (Census
2004). Here in Sierra Leone especially Bo town, commercial motor bike riding is the
dominant means of employment among the youth.

SAFETY / HEALTH HAZARDS

A safe work environment is a work place where, to the highest degree, workers well
being (physical, mental and social) are promoted and maintained (Census 2004). “All
possible efforts are made to prevent workers ill health caused by the working conditions,
to protect workers in their employment from factors adverse to their health, and to place
and keep workers in work environments that are adapted to their individual physiological
and psychological conditions while also promoting and maintaining a work environment
that is free of harassment” (Census 2004, Employment and Labor: 59).

An occupational accident is a dangerous occurrence in an industry, which next to the

possible loss of life of the employee, or disability to earn a full wage from the job, can
cause unpopularity of the job sector among potential employees and in the case of
motor bike riding, it hampers the growth of the industry, since third parties are involved
and are equally exposed to the safety and health hazards of the occupation.

Many sources (both academic and non-academic) have commented on the fact that
men are more adventurous and as such easily tend to find survival mechanisms. This
probably is an important reason why no women are represented in this economic
activity. However, from interviews in the field, it has become clear that women mostly
shy away from the commercial bike riding as a profession because of the safety and
health risks involved. According to the Sierra Leone Police (SLP), traffic wardens, the
Bike Riders Association of Bo Town (BRA), and the bike riders themselves, the high
rate of accidents in commercial bike riding, however, are mostly due to poor training and

25
high illiteracy rates among the riders. With proper training and the ability to read road
signs and interpret safety procedures, the risk of accidents is greatly reduced.

“In most cases, accidents are due to failure by either the supervisor or persons involved
to follow the safety procedures laid down” (Census 2004). In this sense, the government
has a great role to play in the reduction of the safety and health risks involved in motor
bike riding as a profession and the commercial exploitation of bike riding for passengers
and other traffickers.

The 2007 the government policies guiding the commercial motor bike riders determines
that: riding a motorcycle without driving license is forbidden (Section 77 of RTA), riding
without crash helmet is forbidden (Section 79(1) of RTA (5) 2007, persons above 21
years are not allowed to sit in front of the riders (section 114(1) RTA 2007).

Although government policies with regard to bike riding are in place, this research
maintains that the government is largely failing in its task to create a healthy and safe
(work) environment. According to the traffic police and traffic wardens, the greatest risk
factor lies in the lack of theoretical and practical training of commercial riders. According
to their estimates, only 10% of the commercial motor bike riders observe traffic rules. In
addition to that, a great majority of them is not licensed, mostly because they do not
understand the importance of licensing, but even if they do understand the importance,
in most cases, the riders cannot afford the costs of obtaining a license. Table 7 shows
that only 25% of the commercial motor bike riders have a license, 63% of them do not
have a license, and 13% is not even interested in obtaining a license. The Sergeant of
the traffic Police revealed that if they catch commercial riders without a license, they run
the risk of being sentenced to jail.

26
 Table 7: Classification of commercial motor bike riders with license

Licensed/Unlicensed No. %
With license 10 25
Without license 30 75
Total 40 100
Source: Researcher‟s field data, 2008

Commercial Bike Riders obtain a license after completion of a theoretical traffic

examination, in which they learn to interpret road signs and traffic rules. Those riders
with licenses indicate that they know some basic traffic rules. Those without license
don‟t have any knowledge of the basic traffic rules. The riders without license are
therefore more prone to reckless riding, with a high potential of accidents.

The traffic police and traffic wardens are convinced that one of the main contributing
factors for health and safety risks in commercial bike riding is the high illiteracy level
among riders. Because of their illiteracy, they are presumably incapable of interpreting
traffic signs and speedometers.

Table 8: Classification of commercial motor bike riders with practical training

Level of training No. %

Formally trained 10 25
Untrained 25 63
Partially trained 5 13
Total 40 100
Source: Researcher‟s field data, 2008

Next to a lack of theoretical knowledge of traffic rules, many riders lack practical skills to
operate a motor bike. Table 8 shows that only 25% of the riders has gone through
formal practical training, in which they are taught how to operate a motor bike by a
professional instructor. 13% of the riders is partially trained, they received some training
from experienced colleagues. A shocking 63% of the commercial riders has never
undergone any formal or informal training. In most cases, they taught themselves how
to ride, usually by riding a few circles on a deserted field.

27
The traffic police and wardens indicate that they have made some progress in creating
a safer (work) environment with regard to commercial bike riding. They revealed that
75% of the commercial riders now have crash helmets, and 25% of them are now
licensed. Practical training, however, is not a prerequisite for the obtainment of a
license, while the traffic police and wardens indicate lack of experience as the major
reason for the high accident rate in commercial bike riding. They do however indicate
that the high rate of ex-combatants among the riders is also an important cause for
reckless riding and lawlessness.

4.4 PASSENGERS

As mentioned, the commercial exploitation of motor bikes interconnects remote areas,

thereby creating trade routes, increasing trade possibilities and connections. The
increased speed of transport makes motor bikes as a means of public transport more
and more attractive among travelers, trying to avoid the increasing amount of traffic
jams and impossibilities in the area. Commercial bike riding therefore, next to creating
job opportunity for vulnerable groups in society, contributes to the growth of the local
consumers‟ economy.

The commercial motor bikes are mostly used as a means of public transportation by
people between the ages of 20 to 35. According to chart 1, the people that are mostly
interested in the use of commercial motor bikes are clustered around the age category
of 30 - 35 years. Due to the strength they have. They indicated that they preferred the
use of commercial motor bikes over other means of transportation, because one, it
decreases travel time faster and two, motor bikes can bring them closer to the place of
destiny than other means of transportation.

28
 Figure 3: Demographic characteristics of passengers

Age category

Percentage

Source: Researcher‟s field data, 2008 (N=20)

Figure 3 shows that the use of commercial bikes is not as popular in the age categories
of 15 - 20 years and 40 - 60 years. Probably, the physical strength of the passengers,
corresponding to their age, is (partly) responsible for the choice of means of transport.
Figure 3 however shows that commercial motor bikes are mainly used for business
purposes.

Figure 4: Occupational Classification of Passengers.

Source: Researcher‟s field data, 2008 (N=20)

29
Figure 4 indicates that workers and traders form 45% of the main users of commercial
motor bikes. Occupation is largely related to age, which gives a better explanation for
the use of commercial motor bikes as a preferred means of transportation among the
different age categories. Students make up 45% of the passengers, because they are
strong enough to use motor bike. It must be noted that many young school pupils go to
school on foot, while older students usually have more money to pay for other means of
transportation.

Figure 5: Reason for using motor bikes by Passengers

Source: Researcher‟s field data, 2008 (N=20)

Figure 5 shows that 35% of the passengers resides in the Y-Junction area, north of the
town, 25% resides in the New London area, west of Bo, 25% resides in the Shellmingo
area, east of the town, and 15% resides in the Central Area, around Bojon Street.
According to these findings, those that are residing outside the center of the town, tend
to use commercial motor bikes more often than those that are staying in the center of
the town. This indicates that economic activities mainly take place around the center of
the town, which is over congested and difficult to reach with other means of
transportation. It can therefore be said that motor bikes have an important function in
the local consumers‟ economy.

30
LOCATION OF PASSENGERS

In Bo town, most of the passengers are aerially distributed, some of them are them
some of them are staying at the periphery of the town, and others at the center. The
various locations are presented in figure 6 below.

Figure 6: Location classification of passengers

Source: Researcher‟s field data, 2008 (N=20)

Figure 7 shows that 55% of the passengers use commercial motor bikes as a means of
transportation on a daily basis, 20% uses a commercial motor bike more times per
week, 15% uses a commercial motor bike more times per month and 10% uses a
commercial motor bike less frequent. Commercial bikes apparently make an important
contribution to the transport sector in Bo Town.

Figure 7: Frequency of usage of motor bikes by passengers

Source: Researcher‟s field data, 2008 (N=20)

31
Considering all the positive effects of the commercial exploitation of motor bikes as a
means of public transportation, like enhanced traffic speed, the linkage between remote
and otherwise unreachable areas, job opportunity and flow of traffic in the town center,
and between the town center and the periphery, it can be maintained that this economic
activity could be a main contributing factor to both the area and the nation, provided that
the sector is capable of turning around informal labor into formal employment, and the
growth of the sector will not be hampered by health and safety risks that make the
profession unattractive to prospective employees (especially women, who form a
particular vulnerable group in the Sierra Leonean job market) and an unattractive
means of transportation for travelers.

4.5 ECONOMIC IMPACT ON THE RIDERS

Motor bike riding as economic activity is mainly conducted by persons in the age
category 21-29 years (see table 1 „Age of Commercial Motor Bike Riders‟). The level of
education and the availability of jobs on the desired educational level in the preferred
sector are important determinants for employment and unemployment. Bo Town has
relatively little opportunities for persons with pre-primary, primary and JSS education as
the highest educational level completed, besides in the agricultural sector, and trade.
Commercial bike riding is an important potential source of income for the lower
educated in the community. As discussed in the paragraph Reasons for becoming
commercial bike riders (and presented in table 6 „Reasons for choosing motor bike
riding as a profession‟), commercial motor bike riding is the dominant means of
employment among the youth population in Bo Town. Bike riding as an economic
activity is popular because little knowledge and skills are required and little to no
investment has to be made. A large category of otherwise unemployable youths (50%)
are convinced that this particular economic activity has the best income possibilities for
them (see table 6 above).

Most of the commercial bike riders use the money to pay their school fees, and some
use the money to pay for the school fees for their children.

32
None of the respondents considers bike riding as a career for life. Thirty-five of the
respondents (88%) got engaged in this economic activity in the hope that they would be
able to save money from their earnings, to invest in further education. The former
executive chairman of the Bike Riders Development Association (B.R.D.A.) paid for the
continuation of senior secondary school education (SSS) for two bike riders in 2007, as
a reward for performances. This type of benefit is an important motivating factor for
riders to stay in the industry and to attain a high profile in the Bike Riders Development
Association.

When they start out as motor bike riders, they barely earn enough to provide for their
basic necessities. They struggle to even make enough money for their feeding. This is
largely caused by the type of employment under which they enter into the profession.
Most bike riders enter into the profession through „gbagi gbagi‟ arrangements; they don‟t
own a motorbike they can exploit on commercial bases, and they don‟t have a specific
employer or employer(s) that can provide them with regular work hours and a steady
income. When they become more experienced, they learn the tricks of the trade and
they get into contact with influential people, who end up employing them, be it in an
informal labor relationship. According to the bike riders, this is an important reason why
they see the profession as attractive: it gets them into contact with prominent people in
society. Ninety percent of the employed riders claim that their employers are top
business men, government, and non-governmental organization workers in the
township.

As the time they spend in the profession progresses, they get used to earning money on
a regular basis. Their needs shift from providing for their basic necessities and further
education, to the acquisition of „luxury goods‟, like mp3-players, DVD-players,
expensive clothing and so on. They explained that motor bike riding certainly cannot
make them „rich overnight‟, but it at least provides them with the security to be able to
afford their own feeding. Motor bike riding thus enhances their economic status, and
gives them economic independence. Considering the large number of disadvantaged
youths in Bo Town, motor bike riding has a significant economic impact on the individual

33
lives of the riders in the industry. Because Sierra Leone is a class-conscious society,
economic status automatically enhances social status. Especially among the weakest
group in the profession, as pointed out by the traffic police and traffic wardens, former
combatants, an enhancement in economic status and social status is important for self-
worth and a full reintegration into postwar society.

INCOME AND ACCUMULATION OF BENEFITS

Motor bike riders are not able to earn bulk money, or to earn a steady income. Their
income is dependent on the demand for transport, weather and their own ability to
acquire equipment for work (that is, the motor bike). Most of the riders earn the major
part of their weekly salary on Sunday‟s, after riding for their employer for six (6) days.
Daily, they have the possibility to create some income for themselves: they have to pay
their employer, usually an amount of twenty five thousand leones (Le. 25,000.00). Any
surplus to this revenue is for them.

Eight of the commercial motor bike riders (20%) have acquired their senior secondary
school education. According to them, motor bike riding is the only means to secure
income, as there is no job facility in Bo Town. Three (3) of them revealed that they
joined motor bike riding in 2002, six years ago, and in this time they were able to save
enough money to buy their own motor bike or to pay off loans they used to acquire a
motor bike. The self-employed bike-owners earn an estimated average of thirty five
thousand leones (Le. 35,000) per day. They are the sole breadwinners for their nuclear
families, and support member of their extended families in basic necessities, education
and health care on irregular bases. Their expressed wish to further their education is
hindered by the responsibilities they carry.

Five of the bike riders with completed senior secondary school (SSS) education started
riding in 2000-2001, about seven to eight years ago. They were able to promote from
riders to inspectors for the Bike Riders Development Association Executives (B.R.D.A.)
in Bo; they monitor junior commercial motor bike riders.

33
Ten of the bike riders have gone through Vocational/Technical training, they account for
25% of the total research population. Most of them are trained mechanics or repairmen
for motor bikes, some of them are trained carpenters. Although they are trained in
another profession, they cannot find employment in their own sector, and if they do find
employment, the income possibilities are not as attractive as in the motor bike riding
industry, or the employment will not be on regular bases. These riders see riding as the
only way to survive in Bo Town.

The industry itself develops as more people join the industry. Riders, bike owners and
the B.R.D..A. are giving out incentives and creating ways to make the profession more
attractive for current and future employees. The riders, for example, have organized
themselves in Susu, an organization in which registered riders in a certain motor bike
park contribute a particular sum at the end of each month. The total amount will be
given to one rider, based on his years, months or days in service. The riders, who have
been registered to that specific park for the longest amount of time, have the right to the
accumulated sum. For some motor bike parks, like ECOWAS-Park, at the end of the
year, they will buy one new motor bike and give it to their member in the form of a loan.

Concluding, motor bike riding is an attractive profession for mainly youths, in the ages of
21-29, they take up the profession, mostly, because they don‟t have alternative ways to
provide income. Most of them, upon entering into the profession, don‟t consider bike
riding as a preferred or life long career: they have the wish to save money and further
their education. But the income in the industry is attractive, the longer one works as bike
riders, the more ways he finds to increase his income. Motor bike riding as a profession
has enabled the employers to develop their economic and social lives: it enabled them
to get married, to have children and take care of their families without the help of others.
Some of them progress in the industry, acquire their own bikes, and create jobs for the
jobless youth.

34
 PLATE 1

Plate 1. A group of commercial motor bike riders at their packing ground waiting for passengers.
(Source: researcher‟s field data, 2008)

35
 PLATE 2

Plate 2. Reseracher collecting field data.

(Source: researcher‟s field data, 2008)

36
 PLATE 3

Plate 3. Commercial Motor Bike Rider looking out for passengers at the Fenton Road Roundabout.
(Source: researcher‟s field data, 2008)

37
 PLATE 4

Plate 4. Commercial Motor Bike Riders in action at Fenton Road, in the center of Bo Town. One is carrying a
passenger, the other just dropped off a passenger, and the third is negotiating with a passenger at the
ECOWAS Bike Park.
(Source: researcher‟s field data, 2008)

38
 PLATE 5

Plate 5. Bike Riders on the lookout for passengers among business people, close to the Fenton Road Market.
(Source: researcher‟s field data, 2008)

39
 PLATE 6

Plate 6. Bike Rider negotiates with passenger

(Source: researcher‟s field data, 2008)

40
 CHAPTER FIVE
SUMMARY, CONCLUSION AND
RECOMMENDATION

5.0 SUMMARY

The main objective of this research was to investigate the major social and economic
impacts of the use of motor bikes in Sierra Leone, with Bo town as a case study, and to
identify the main factors, by making generalizations, drawing conclusions and to make
recommendations for future development for this type of transportation.

The specific objective of this work was to identify the social and economic impact of the
use of motor bikes in terms of trade, employment and connectivity. In terms of trade, the
researcher targeted the passengers. This research among passengers shows that the
use of commercial motor bikes is not popular in the age categories of 15-20 years, and
40-60 years. The physical strength of the passengers, corresponding to their age, is
partly responsible for the choice of means of transport. It also shows that commercial
motor bikes are mostly used as a means of public transportation by people between the
ages of twenty to thirty five.

Also, among the passengers, workers and traders form 45% of the main users of
commercial motor bikes. In terms of connectivity, 85% of the passengers reside at the
periphery of the town. A conducted survey, with closed answers and open interviews
discloses that there are different categories of passengers, based on their age.

Another objective of this research is to identify the social and economic impact of the
use of motor bike on the riders. My research shows that commercial bike riding largely
falls under the informal economic sector. Most bike riders are riding for a third-party that

41
own the bike but have not entered into formal labor relationship with their riders. The
result shows that only 20% of commercial bike riders exploit their own bikes and get to
keep the full revenue. Some of these bike owners acquire their motor bike through a
„ride and pay‟ loan; monthly they pay a percentage of their earnings as down payments
for the motor bike. 22% ride for others in an informal employment relationship, and 57%
of them ride on „hustle‟ bases („Gbagi Gbagi‟) in which they hang out at the Bike Parks,
and find irregular and unregistered work in this sector.

A large category of otherwise unemployable youth 50% is convinced that this particular
economic activity has the best income possibilities for them. A fairly large group of
riders (38%) is not satisfied with the income; but they consider it to be the only way to
earn their basic income. Only 8% of the bike riders engaged in this economic activity
because they see as a preferred means to earn a living.

Fifty percent of the commercial motor bike riders acquired primary education. 50% has
acquired secondary education, of which 30% up to junior secondary school level (JSS1-
3) and 20% up to senior secondary school level (SSS1-3). 30% has followed
vocational/technical education. And 15% has not gone through formal education. None
of them has obtained college or University education.

The researcher used surveys, interviews with a closed questionnaire and open
interviews by using an interview and interview schedule strategy for all categories of
respondents from the bike riders, and shows that the bike riders have high socio-
economic impact on the broader society, based on low income earning and the fact that
their activities largely take place in the informal economy.

The next objective was to investigate the role of the Government in developing policies
with regard to safety issues for riders and passengers. This research among the traffic
police and traffic wardens revealed that the greatest risk factor lies in the lack of
theoretical and practical training of commercial riders. According to their estimates, only
10% of the commercial motor bike riders observe traffic rules. The majority of them do

42
not have a license. The high illiteracy level among riders presumably makes them
incapable of interpreting traffic signs and speedometers.

The researcher‟s field data shows that 25% of the commercial motor bike riders have a
license, 63% of them do not have a license, and 13% is not even interested in having
license. Next to lack of theoretical knowledge of traffic rules, many riders lack practical
skills to operate a motor bike. 25% of the riders have gone through formal practical
training in which they are taught how to operate a motor bike by a professional
instructor. 13% of the riders are partially trained. 63% of the commercial riders have
never undergone any formal or informal training. Questionnaire and open interviews
were used.

A total of four sections were selected in the study area: one from New London in the
southern part of Bo, Shellmingo in the eastern part, Y-junction in the northern part and
the ECOWAS Park in Bojon Street, in the centre of Bo Town.
The research population in this study includes: commercial motor bike riders, the traffic
unit, the Sierra Leone police (SLP), traffic wardens and passengers.
A total of seventy (70) people were interviewed: Twenty (20) persons were selected to
represent the view of passengers. Five (5) respondents from each location of the parks.
Forty (4) commercial bike riders were selected to represent the view of the bike riders
on the activities. Ten (10) traffic police officers and traffic wardens were selected in
order to identify the relationship between the riders and the traffic unit.

When they become more experienced, they learn the tricks of the trade and they get
into contact with influential people, who end up employing them, be it in an informal
labor relationship. According to the bike riders, this is an important reason why they see
the profession as attractive: it gets them into contact with prominent people in society.

As the time they spend in the profession progresses, they get used to earning money on
a regular bases. Their needs shift from providing for their basic necessities and further
education, to the acquisition of „luxury goods‟, like mp3-players, digital video disc

43
players, expensive clothing and so on. They explained that motor bike riding certainly
cannot make them „rich overnight‟, but it at least provides them with the security to be
able to afford their own feeding. Motor bike riding thus enhances their economic status,
and gives them economic independence. Considering the large number of unemployed
youth in Bo Town, motor bike riding has a significant economic impact on the individual
lives of the riders in the industry.

Motor bike riders are not able to earn large amount of money per day for them selves,
or to earn a steady income. Their income is dependent on the demand for transport,
weather and their own ability to acquire equipment for work (that is, the motor bike).
Most of the riders earn the major part of their weekly salary on Sunday‟s, after riding for
their employer for six (6) days. Every day, they have the possibility to create some
income for themselves.

Eight of the commercial motor bike riders (20%) have acquired their senior secondary
school education. According to them, motor bike riding is the only means to secure
income, as there is no job facility in Bo Town. Three of them revealed that they joined
motor bike riding in 2002, six years ago, and in this time they were able to save enough
money to buy their own motor bike or to pay off loans they used to acquire a motor bike.
The self-employed bike-owners earn an estimated average of thirty five thousand
leones (Le. 35,000) per day.

44
5.1 CONLUSION

The research shows that commercial motor bike riding in Bo Town as an economic
activity is mainly undertaken by people in the age category of 21-29 years. In such,
none of them was younger than 21, and none of the riders is older than 34. The average
age of the bike riders in Bo Town is 27. It can be concluded that commercial bike riding
is an especially attractive job opportunity for the youth category. The main reason for
the popularity of the activity is that little knowledge and skills are required and little in the
investment has to be made.

A vast majority of the bike riders ride for others in an informal employment relationship.
Some have a fulltime, employment, but most commercial bike riders undertake
commercial bike riding as a mean of generating income. For a few hours per day, on
„hustle‟ bases, that does not give them economical independence. This last category is
the weakest group of employees among the commercial bike riders. Because they „eat
what they earn‟ they cannot invest in their work. A majority of them do not have a
license, simply because they cannot afford it. Only few of the bike riders exploit their
own motor bike. And it is mostly members of this category that use other riders on
„hustle‟ bases, to make optimal use of the motor bike.

The educational level of commercial motor bike riders in Bo Town is lower education. A
majority of the riders has not completed formal education. Because of their low level or
lack of formal education, they are unable to interpret traffic rules in terms of road signs
or even read the speedometer.
The main factor responsible for the expansion of the activity is that the majority of the
commercial motor bike users are young, energetic people, and they form a large
proportion of the population in Bo Town.
The riders are instrumental in providing faster means of transportation within the Bo
Township. The commercial bike riders are important in providing transport for workers,
business people and even students in Bo, and there is a high demand among the
population for their services.

45
5.2 RECOMMENDATION

A: FOR PRACTICAL ACTION

 Improving on commercial motor bike riding, the riders need to at least undergo basic
literacy education in order to enable them to read and write, in order to minimize the
difficulties in reading road signs and speedometers.
 The riders need to acquire proper training before taking up the activity.
 The Government of Sierra Leone should give the necessary training and logistics to
the Sierra Leone Traffic Police and Traffic Wardens, in the enforcement of the laws of
traffic.
 The government of Sierra Leone should ensure that commercial motor bike riders
undergo physical and medical tests before allowing them to take up this profession.

B: FOR FURTHER RESEARCH

 Find out the role of Motor Bike Riders Development Association (M.B.D.A).
 Find out the rate of accidents caused by commercial motor bike riders.
 To make comparative study between the illiterate and semi illiterate commercial
motor bike riders.

46
BIBLIOGRAPHY

Canoe, H.A. (1972) - Studies in British Transport History 1870-1970.

David and Charles South Devon House Newton Abbatt, Deron.

Census Report (2004) - Total population in Bo Town, Education and

Literacy. Sierra Leone Statistics.

The Government policies (2007) - Section 77 of RTA riding without crash helmet.

- Telephone Uses and the Travel Behavior of Residents in Osogbo,

Fadare, O. and Salami, B.T. (2004) Nigeria: an empirical Analysis. J. Transp. Geogr. 12: 159-164.

Fadare, O. (1998) - Analysis of Formal and Informal Public Transport. Demand at

Ibadan Oyo State, Nigeria, J. Environ Des. and Manage. 1(1&2):
55-57.
Hazayyin, A.S. and El-Hawary, M. (1984) - Man and His Transport Behaviour. Transport Reviews. 4: 3.
Huntersville AVD (1975). Lead Transport Research Corporation.

Orski, (1995) - California Considers Alternatives to Trip Reduction Programs.

Journal of Urban Planning and Develop ment 120, 1: 22-7, 1995.

Raft, R. (1918) - Nigerian Urban Transport Crisis. A Paper Presented at an

International Workshop of Long Term Planning of Urban Mass
Transport System in Nigeria.

Sierra Leone Youth Policy (2005) - Definition Youth Category 18-35. 2005.

Thomson, J.M. (1969) - Motorways in London. The London Amenity and Transport
Association; Report of a working party led by J.M.Thomson
(Duckworth, London).

United Nations Definition of Youth (2007) - United Nations World Youth Convention. 2007.

World Health Organization (2004) - World Health Organization Traffic Safety Fact. 2004.

47
APPENDIX I

QUESTIONNAIRE FOR COMMERCIAL MOTOR BIKE RIDERS

INTRODUCTION
This questionnaire is to investigate the socio-economic impacts of the use of motor bike
on youth in Sierra Leone: A case study of Bo town. Also this questionnaire is to identify
the socio-economic impacts of the use of motorbike on trade, employment and
connectivity to ease the problem of transportation. In line with that, this questionnaire is
to investigate the role of Government in developing policies that will protect the riders
from fatal accident, and the use of proper traffic rules.

SECTION A
PERSONAL INFORMATION OF THE RESPONDENT

a) AGE…………………………………………………………………………..
b) MARITAL STATUS…………………………………………………………
c) LEVEL OF EDUCATION……………………………………………………
i. Primary school
ii. Junior Secondary school
iii. Senior Secondary school
iv. Vocational/technical training
v. college/University
vi. other
d) RELIGION……………………………………………………………………
e) WHEN DID YOU JOINE BIKE RIDING?................................................
f) WHY DID YOU DECIDE TO BECOME BIKE RIDER?
i. To make fast money
ii. Lack of alternatives
iii. To be able to get my basic needs

48
 iv. I have nobody to support me.
g) WERE YOU TRAINED BY SOMEONE?
i. Yes
ii. No
h) IF YES WHO TRAINED YOU?
i. Professional
ii. Colleague bike rider
iii. A friend
i) IF NO, HOW DID YOU LEARN TO RIDE?
a. …………………………………………………………………………..
b. …………………………………………………………………………..
c. …………………………………………………………………………..

SECTION B.
SOCIO-ECONOMIC STATUS
1. HOW DID YOU ACQUIRE YOUR MOTOR BIKE?
a. Buying
b. Loan
c. I ride for someone else
d. Stealing
2. IF YOU BOUGHT THE BIKE, FOR HOW MUCH?
a.
b.
c.
d.
3. IF LOAN WHAT ARE THE CONDITIONS?
a.
b.
c.
d.

49
4. IF RIDING FOR SOME ONE WHAT ARE THE CONDITIONS?
a.
b.
c.
d.
5. DO YOU OWN BIKE FOR YOURSELF?
1. Yes 2. No
6. IF YES HOW MANY?
7. IF NO WHY?

SECTION C
KNOWLEDGE ON TRAFFIC RULES
1. DO YOU HAVE DRIVER‟S LICENE?
1. Yes 2. No
2. IF NO WHY?
i. Lack of money
ii. It is too expensive
iii. I don‟t want to take it
iv. others
3. WHAT IS THE RELATIONSHIP WITH THE TRAFFIC POLICE/WARDING?
a. …………………………………………………………………………
b. ………………………………………………………………………….
c. …………………………………………………………………………..

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APPENDIX II

QUESTIONNAIRE FOR THE TRAFFIC UNIT, SIERRA LEONE

POLICE/TRAFFIC WARDENS

INTRODUCTION
This questionnaire is to investigate the role of Government in developing policies that
will protect the riders from fatal accident, and the use of proper traffic rules.

SECTION A
PERSONAL INFORMATION
1. AGE………………………………………Sex………………………………………
2. RELIGION…………………………………………………………………………
3. RANK………………………………………………………………………………
4. HOW LONG HAVE YOU BEEN IN SERVICE?
i. One year
ii. Two years
iii. Three years
iv. Four years
v. Five years
vi. More than five years

SECTION B
1. ARE THERE TRAFFIC RELATED PROBLEMS WITH THE RIDERS?
i. Yes
ii. No

51
2. IF YES WHAT ARE THEY?
a. ……………………………………………………………………..
b. …………………………………………………………………….
c. ……………………………………………………………………

3. ARE THEY ALL LICENSED?

i. Yes
ii. No

4. IF YES, WHICH INSTITUTION IS RESPONSIBLE FOR GIVING THEM LICENSE?

i. Sierra Leone Road Transport Authority
ii. The traffic warding
iii. Traffic Police
iv. Bike riders Association Executives
v. Other
5. IF NO WHY?
a. ……………………………………………………………………
b. ……………………………………………………………………
c. …………………………………………………………………..

6. IF YES IS THERE ANY PUNISHMENT?

i. Yes
ii. No
7. IF YES WHO IS RESPONSIBLE FOR PUNISHING THEM?
i. Bike riders association executives
ii. Magistrate Court
iii. Traffic police
iv. The community people
v. Other

52
8. IF NO WHY?
a. ………………………………………………………………………
b. ………………………………………………………………………
c. ………………………………………………………………………

9. WHAT KIND OF PUNISHMENT?

i. Fine
ii. Imprisonment
iii. To be bound from riding
iv. Beating
v. Other

SECTION C.
PRESENT GOVERNMENT POLICIES ON TRAFFIC
1. ARE THERE ANY GOVERNMENT POLICIES GUIDING THE RIDERS?
i. Yes
ii. No
2. IF YES WHAT ARE THEY?
a. ……………………………………………………………
b. ……………………………………………………………
c. ……………………………………………………………

53
3. IF YES WHEN WERE THE POLICIES INTRODUCED?
i. 1999-2000
ii. 2000- 2001
iii. 2001-2002
iv. 2002- 2003
v. 2003- 2004
vi. 2004- 2005
vii. 2005-2006
viii. 2006-2007
ix. 2008
4. IF NO WHY?
a……………………………………………………………
b…………………………………………………………
c……………………………………………………………

SECTION D.
UPDATE ON TRAFFIC
1. DO YOU HAVE ANY RECORD ON VIOLATION OF TRAFFIC?
i. Yes
ii. No
2. IF YES ON WHAT?
i. Fatal accident
ii. Minor accident
iii. Those without license
iv. Other
3. IF YES HOW OFTEN?
i. Daily
ii. Weekly
iii. Monthly
iv. After every six months
v. Other

54
4. IS THERE WAY YOU CAN HELP THE SITUATION?
i. Yes
ii. No
5. IF YES HOW?
a. ……………………………………………………………..
b. …………………………………………………………….
c. …………………………………………………………….
6. IF NO WHY?
a. ……………………………………………………………..
b. …………………………………………………………….
c. …………………………………………………………….
7. WHAT ARE YOUR ACHIEVMENTS IN THE TRAFFIC MANAGEMENT?
a. ……………………………………………………………..
b. …………………………………………………………….
c. …………………………………………………………….
8. WHAT ARE THE PROBLEMS WITH MANAGEMENT OF TRAFFIC?
a. ……………………………………………………………..
b. …………………………………………………………….
c. …………………………………………………………….

55