Science, Technology & Public Policy

2017; 1(1): 17-22

http://www.sciencepublishinggroup.com/j/stpp
doi: 10.11648/j.stpp.20170101.13

An Assessment of Motorcycle Operation in Ado-Odo Ota

Local Government Area of Ogun State, Nigeria
Gbadamosi Kolawole Taofeek1, Oluwaseyi Joseph Afolabi2, *
1
Department of Transport Management Technology, Federal University of Technology, Akure, Nigeria
2
Department of Management Technology, Bells University of Technology, Ota, Nigeria

Email address:
*
Corresponding author

To cite this article:

Gbadamosi Kolawole Taofeek, Oluwaseyi Joseph Afolabi. An Assessment of Motorcycle Operation in Ado-Odo Ota Local Government
Area of Ogun State, Nigeria. Science, Technology & Public Policy. Vol. 1, No. 1, 2017, pp. 17-22. doi: 10.11648/j.stpp.20170101.13

Received: March 4, 2017; Accepted: March 27, 2017; Published: April 12, 2017

Abstract: Motorcycles contribute significantly to the number of motorized transport on the roads in Ogun State, Nigeria.
This development is attributable to poor public transport supply, urban sprawl and bad roads. The use of motorcycles in Ogun
State is associated with high accident rate both on the side of the riders and the passengers. This study investigated the socio –
economic effects of Okada riders in Ado-Odo Ota Local Government Areas of Ogun State, Nigeria. Questionnaire was
administered on a randomly selected sample of 200 users in the area. Of the 200 questionnaires administered, 183
questionnaires were received for analysis using the Statistical Package for Social Sciences (SPSS). Questionnaire was also
administered on a randomly selected sample of 100 operators in the area. Of the 100 questionnaires administered, 84
questionnaires were received for analysis using the Statistical Package for Social Sciences (SPSS). Secondary data was also
sourced to serve as complement to the primary data, thus allowing for a robust research. Descriptive statistical tools such as
percentages were adopted to present the socio - economic characteristics in the area. Findings showed that the majority of the
commercial motorcyclists are adult between the aged 31 and 40 years. Most of them (72.9%) are married and are fairly
educated. All are of male gender, 78.6% of 66 respondent are full-time operators and have been in operation for up to four
years. The majority of the riders engaged in the business because of the pressing need to survive and sustain their families.
Furthermore, most of the riders did not take the necessary safety precautions, they drank alcohol even during business hours
and these reasons have been identified as major causes for their recklessness.

Keywords: Motorcycle, Passengers, Traffic, Accident

movement for both freight and passenger traffic. The impact

1. Introduction of the railway has been dwindling and it eventually collapses
Transport is an important element in economic about a decade ago.
development and it affords the social and political interaction The introduction of motorcycle popularly called ‘OKADA’
that most people take for granted [4]. The provision of as an alternative mode of transport in urban centres was
transport infrastructure has grown extensively across the prompted by the high cost and inevitable transport service
globe through a range of networks of modes which have provision which impacted negatively on economic activities
undergone technological improvements cutting across the and mobility of the urban populace. Of particular interest is
motive power, the tracks as well as the means which serve as the fact that increasing demand for public transport has not
compartment for passengers and goods. It is also a key player been able to match the level of provision of transport services.
in the transfer and distribution of goods from the input points The situation is also worsened by the increasing level of
through the manufacturing line to the customers [3]. Perhaps, poverty of urban residents in Nigeria [5].
this led to the assertion by [6], that there is no escape from The use of motorcycles for urban transportation is not a
transport since it is a key stone of civilization. new phenomenon in Nigeria. It has been commonly used as
In Nigeria, road transport is the dominant mode of intra-city and inter-city urban and rural transport services in
riverine areas of the country for over three decades. It has
18 Gbadamosi Kolawole Taofeek and Oluwaseyi Joseph Afolabi: An Assessment of Motorcycle Operation in
Ado-Odo Ota Local Government Area of Ogun State, Nigeria

also served as the common mode of inter-rural and rural- 3. Literature Review
urban transport in the dispersed settlement of the eastern
states and areas where the conventional public transport The transport sector is the mover of the Nigeria economy
system services were not available [8]. and indeed of any economy. The importance of mobility to a
nation’s economic base cannot be overemphasized.
Specifically, transport is central to the developmental process
2. Statement of Research Problem of a health economy and societal growth. This is due to the
The rapid rate of urbanization in Nigeria has become an fact that transport influences and is influenced by other
issue of serious concern to policy makers in the various sectors that make up, not only the total urban system, but the
sectors including transport. entire human settlements as well [10].
Meeting transportation needs of man is the most difficult Nigeria has been branded a country with an unenviable
challenge of every environment. The situation becomes record of road traffic accidents in the world the contribution
compounded with the increasing wave of human of road transport to the Gross Domestic product of the
concentration in urban centres, leading to scrupulous and country has been adversely affected as a result of losses
unorganized land use activities. Perhaps, one of the most suffered from road traffic accidents and its attendant loss of
important steps towards the realization of better urban property and human life.
transportation system for Nigerian urban centres is the The government’s inability to provide conventional mode of
effective management and coordination of motorcycle transport has necessitated use of motorcycles and tricycles to
passenger transport services. The association of motorcycle move people, goods and services from one point to another under
operators must be reorganized to provide basis for dialogue conditions considered to be unsafe and accident-prone [11].
and coordination. This must be supported by central In many Nigerian cities, transport situation has reached a
legislation to regulate their operations at various level of crisis point; the consequence of several years of neglect by
governance in the country particularly at state and federal succeeding administration. Hence, there is nothing novel in
levels. However, the operations of motorcycles are without stating that transportation in Nigeria is grossly inadequate
entry and quality controls, including safety. [2] point to the [13]. Over three quarter of the households in most Nigeria
fact that riders’ (operators) training and safety precautions cities earn income below poverty lines [7]. This has affected
are grossly inadequate or completely ignored. There is also the rate of procedure of new vehicles, and it is obvious that
lack of delineated transport infrastructure for this mode thus this trend with the inevitable declining level of existing
leading to motorcycle-motor vehicle-pedestrian struggle for purchasing power has taken its toll on the mobility needs in
road space. The resultant effect is high incidence of road Nigeria. In the last decade, most people in urban areas have
accidents involving motor cyclists/ passengers. In the past, depended heavily on motorcycle as a means of transport.
most states made attempt to ban this mode of public transport Two major issues which have dominated the development
services but its role has now become inevitable, because of and growth of urban centres in Nigeria in the past two
inadequate public urban transport supply, as the operators are decades are the rapid rate of growth of the urban population
issued with riders licenses and hackney permits thus and widening gap between transport demand and supply [15].
legalizing this mode surreptitiously. The inability to provide adequate motor vehicles for urban
Invariably, national economic development policies should mobility has been responsible for the influx of used
be designed in such that they can stimulate broad range of motorcycles for urban public transport into cities in Nigeria.
urban employment opportunities that are labour intensive Some factors are also responsible for the emergence of this
coupled with the capacity to encourage effective utilization mode for public transport in the country. Some of these
of natural and human resources. factors include: the poor economy; high rate of inflation
In the last two decades mobility and accessibility problems which led to exorbitant prices of spare parts, as well as high
appear to have been the main challenges facing Nigeria and rate of unemployment which compelled many people to seek
her cities in the country’s desire for development. In cities other means of sustaining their livelihood.
where transportation problems are acute and concentrated, In Nigeria the contribution of motorcycles to the total
achieving a maximum level of urban mobility is seen as a kilometerage travelled has increased over the years. By
very crucial ingredient for the enhancement of the standard coincidence, the level of danger portends by its usage is also
of living of inhabitants and the economic base of the urban quite enormous judging from the wave of losses suffered as a
centres [12]. result of accident arising from the conflict between motor
The foregoing makes it imperative to appraise the use of vehicles and motorcycles in most urban centres in the
motorcycles as a mode of public transport and examine the country [11].
operational modalities, the perception of the residents of The share of motorcycle in the total number of trips made
Ado-Odo Ota, especially the users, the constraints and in most urban centres in the world is quite substantial
benefits; then proffer measures for alleviating the identified particularly for low income households.
problems/deficiencies. Further investigations indicate that the patronage of this
service (commercial motorcyclists) cuts across all social
status as most people will opt for it with the hope of reducing
 Science, Technology & Public Policy 2017; 1(1): 17-22 19

the wear and tear of their private vehicles which will in the From the data collated on the operators of motorcycle used
long term become more expensive to maintain. for the study, it was observed that 31% of them are of ages
[9] observed that motorcycles contribute significantly to less than 18 years, 42.9% of said are of ages that span
the number of automobile on the roads in Nigeria. This between 31 – 40 years, 14.3% indicated their ages to be
development is attributable to poor public transport supply, between 41 – 50 years while the remaining 11.9% are of the
urban sprawl and bad roads. The use of motorcycles in Ogun ages between 11.9%. This goes to shows that most of the
State is associated with high accident rate both on the side of operators of motorcycle in this area are mostly people in their
the riders and the passengers. Passengers, both the rich and prime that have no other source of income or form of
poor, use motorcycles purposely to beat traffic congestion, employment and as such have resorted to the use of the
save time and enhance accessibility. motorcycle to make a living.
Adesanya [1] also observed that government inability to
provide conventional mode of transport has necessitated use Table 2. Marital status of rider.
of motorcycles and tricycles to move people, goods and Frequency Percent
services from one point to another under conditions Valid No response 8 9.5
considered to be unsafe and accident-prone. Married 61 72.6
Single 15 17.9
The attended neglect and gaps in Nigeria’s road traffic
Total 84 100.0
safety administration are great and are responsible for the
high rate of traffic accidents. A chaotic situation has arisen Source: Fieldwork, July 2016.
from this unhealthy development. The major stumbling block
has been identified as human factors. The problems include Out of the 84 operators of motorcycle used for the research,
motorist driving culture, poor attitudinal and incompetence of it was observed that 9.5% of them did not indicate their
many professional drivers and wide extensive indiscipline, marital status, 72.6% of them are married while the
corruption, enforcement, disobedience for law, institution remaining 17.9% are single. This result shows that marital
gridlocks characterising the motoring behaviour. Hence, a status does not serve as hindrance for people who intend to
well – founded and integrated road safety and behavioural take up motorcycle riding in Ogun state.
education will serve as succour for this. Since, no matter the Table 3. Educational qualification of rider.
sophistication level of engineering ingenuity could resolve
the problem except an integrated traffic education, attitudinal Frequency Percent
Valid No response 3 3.6
change, persuasion, reorientation and modification of drivers Primary education 28 33.3
and road users’ minds and character. Secondary education 47 56.0
Over the years, commercial motorcycle operators have ND / NCE 3 3.6
organised themselves into various unions at the state and HND / BSC 3 3.6
national level. It is compulsory for anyone willing to operate Total 84 100.0
as a commercial motorcyclist to register with any of the Source: Fieldwork, July 2016.
affiliated associations of the transport unions.
Evidence from the above table shows that the majority of
motorcycle operators in Ogun state have secondary school
4. Methodology level of education, accounting for 56% of the sample, 33.3%
This research is a descriptive survey on an assessment of of them have primary education, though 3.6% of them did
motorcycle operation in Ado-Odo Ota Local Government not indicate their level of education but the remaining
Areas of Ogun State Nigeria. The data was generated using the respondents have some form of tertiary education. This
research instrument that was adopted for the study. The reveals that more of the operators have secondary school
researcher constructed 2 questionnaires that sought the opinion education at the most, this could explain the nonchalant
of the operators and user of motorcycle in Ogun State. The attitude that is displayed by the riders when issues that
number of questionnaire that was used for the analysis was 84 concern their safety is concerned hence the need for adequate
for the riders while the users of the motorcycle made up 183 awareness campaign for operators in Ogun state.
respondents used for the research in that category.
Analysis of Responses

Table 1. Age of motorcycle rider.

Frequency Percent
Valid 18 - 30 years 26 31.0
31 - 40 years 36 42.9
41 - 50 years 12 14.3
51 - 60 years 10 11.9
Total 84 100.0
Source: Fieldwork, July 2016.
Source: Fieldwork, July 2016.
Figure 1. Ownership of the motorcycle.
20 Gbadamosi Kolawole Taofeek and Oluwaseyi Joseph Afolabi: An Assessment of Motorcycle Operation in
Ado-Odo Ota Local Government Area of Ogun State, Nigeria

In terms of the ownership of the motorcycle been used for The table shows that 32.14% of the riders earn less than
business, it was observed that 80% of the respondents said N1500 daily, while 51.19% of them said the daily income is
the bike belongs to them while 17% revealed that the bike between N1500 – N3000 daily, though there is a section of
they use is not theirs, though there is a 3% of the sample that the sample that said they earn more than N3000 daily and
did not reveal any information on the ownership of the they account for 16.67% of the sample.
motorcycle.
Table 7. Motivation of rider to the occupation.
Table 4. Are you a registered commercial motorcycles operator.
Frequency Percent
Frequency Percent Valid The income 34 40.5
Valid Yes 73 86.9 No better Alternative 50 59.5
No 11 13.1 Total 84 100.0
Total 84 100.0
Source: Fieldwork, July 2016.
Source: Fieldwork, July 2016.
Evidence from the above table shows that 40.5% of the
The above table reveals that the level of enforcement for riders said they are motivated to go into the motorcycle
the operators of motorcycle to register is highly functional in business because of the income that they derive while the
Ogun state, as 86.9% of the respondents are registered remaining 59.5% said they are motivated to the job because
commercial motorcycle operators while the remaining 13.1% there is no better alternative.
are not registered.
Table 8. Gender of the User of Motorcycle operators.

Frequency Percent
Valid Male 116 63.4
Female 67 36.6
Total 183 100.0

Source: Fieldwork, July 2016.

After collating the data generated from the survey on users

of motorcycle, it was discovered that 63.4% of the users of
motorcycle in Ado-Odo Ota are males while the remaining
Source: Fieldwork, July 2016. 36.6% are females.
Figure 2. Years of experience of the rider. Table 9. Age of the respondent.

The table above shows that 31% of the respondents have Frequency Percent
Valid Below 18 years 11 6.0
been on this job for a maximum of 3 years, 46.4% of them
18 - 30 years 69 37.7
said they have been involved in the business for between 4 – 30 - 40 years 51 27.9
8 years while the remaining 22.6% said they have been 40 - 50 years 36 19.7
operating motorcycle in Ogun state for more than 8 years. 50 - 60 years 12 6.6
Above 60 years 4 2.2
Table 5. Riders involvement in serious accident since operation of Total 183 100.0
motorcycle business.
Source: Fieldwork, July 2016.
Frequency Percent
Valid Yes 46 54.8 In terms of the age of the user of motorcycle in Ogun state,
No 38 45.2 it was observed that 6% of them are of ages less than 18 years,
Total 84 100.0 37.7% are of the ages between 18 – 30 years, 27.9% are of the
Source: Fieldwork, July 2016. ages between 30 – 40 years, the age range of 19.7% of them is
40 – 50 years, 6.6% said their ages is between 50 – 60 years
Out of the sample for the study, 54.8% said they have been while the remaining 2.2% said they are more than 60 years.
involved in accidents since they started the business while
the remaining 45.2% said they have never been involved in Table 10. Reasons for patronizing motorcycle operators.
motorcycle accidents. Frequency Percent
Valid No response 16 8.7
Table 6. Daily income. Cheapness or affordability 16 8.7
Comfort 7 3.8
Frequency Percent
Reliability 10 5.5
Valid Less than N1500 27 32.14
Reduced waiting time 106 57.9
N1500 – N3000 43 51.19
No alternative means 28 15.3
More than N3000 14 16.67
Total 183 100.0
Total 84 100.0
Source: Fieldwork, July 2016.
Source: Fieldwork, July 2016.
 Science, Technology & Public Policy 2017; 1(1): 17-22 21

The reason for patronizing the motorcycle operators is is the effective management and coordination of motorcycle
shown in the table above, it reveals that 8.7% of the sample passenger transport services.
did not answer, 8.7% said it is because it is affordable, the National economic development policies should be
comfort is given as a reason for patronage by 3.8%, 5.5% designed such that they can stimulate broad range of urban
said the reason is it reliability, a majority of the sample said employment opportunities that are labour intensive coupled
the reason is that it reduces waiting time while the remaining with the capacity to encourage effective utilization of natural
15.3% said its because there is no other alternative means of and human resources.
transportation. In some areas where buses are completely absent, efforts
should be made to encourage the use of tricycle which
Table 11. Purpose for using motorcycle as a mode of transportation. provides more protection than motorcycles.
Frequency Percent If the motorcycle as a mode of public transport must exist,
Valid No response 16 8.7 adequate infrastructure facilities in addition to through
School 21 11.5 screening of the motorcycles for roadworthiness and testing
Work 117 63.9
of the operators for efficiency, standardization of motorcycle
Social activities 9 4.9
Others 20 10.9 to be used among others should be done. The cost of
Total 183 100.0 providing this will no doubt be higher than the cost of adding
a few buses to the existing ones to alleviate the problems of
Source: Fieldwork, July 2016.
commuters and mitigate the incessant road carnage
On collation of results, it was discovered that 63.9% of the occasioned by motorcycles.
users of motorcycle operators use it for the purpose of going
to work, 11.5% said it is used when going to school, only 4.9% 6. Conclusion
of the sample use it for social activities, 8.7% of the sample
did not answer the question while the remaining 10.9% said The objective in this study examines the use of the
it is used for other purposes. motorcycle as a mode of public passenger transport, through
the study of the operators, users, and the efficiency or
Table 12. Users involvement in motorcycle accidents. otherwise of this mode. The result so far indicates that the
Frequency Percent
adverse economic situation of the country has forced the
Valid no response 3 1.6 operators into this business, and not the interest of meeting
Yes 35 19.1 the demand created by inadequate transport facilities. On the
No 145 79.2 other hand, the users are constrained to use this mode in the
Total 183 100.0 absence of alternatives.
Source: Fieldwork, July 2016. The study also shows with reasons that the motorcycle is
not in any way a mode to be used for intra-urban public
In terms of involvement in accidents, the table reveals that transport.
79.2% of the respondents said they have never been involved
in motorcycle accident, 19.1% said they have been involved
in motorcycle accidents, though 1.6% did not answer the References
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Ado-Odo Ota Local Government Area of Ogun State, Nigeria

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