CBD bodaboda lockdown — Is this the death knell for Kenya’s most popular hustle?

By Jaymo Wa Thika

In nearly every corner of Kenya’s urban and peri-urban centres, the hum of motorcycles slicing through traffic has become an unmistakable part of the city soundscape. From ferrying passengers to making swift parcel deliveries, bodaboda operators have evolved into one of the country’s most vital transport and logistics lifelines, especially for areas underserved by formal public transport systems.

The bodaboda industry is no longer just an informal sector hustle, it is a multi-billion-shilling enterprise that employs hundreds of thousands, particularly youth, and sustains even more dependents and small businesses. Its rise has been fueled by affordability, flexibility and the ability to navigate congested roads with ease. In a country grappling with unemployment, the motorbike has become both a symbol of hope and survival.

Yet, even with its successes, the sector is not without its challenges. The lack of regulation, poor enforcement of traffic laws and infiltration by criminal elements have led to increasing public concern. Instances of reckless riding, disregard for traffic lights, congestion and sometimes violent behaviour have tarnished the image of the majority who operate honestly and professionally.

Do Bodabodas Belong in the CBD?

The latest spark in the ongoing conversation about urban order and transport policy came from the Senior Advisor of Constitutional Affairs in the Executive Office of the President, Professor Makau Mutua, who recently proposed a blanket ban on bodabodas within town and city centres (CBDs). According to Mutua, removing the two-wheelers from congested commercial hubs could restore order, enhance pedestrian safety and reduce traffic chaos.

The proposal has sparked mixed reactions. Urban planners and some motorists have welcomed the idea, citing rampant lawlessness among some riders, the flouting of basic traffic rules and the crowding of narrow urban roads and blocking pedestrian footpaths. To them, the proposal is a step toward reclaiming the city for pedestrians, proper public transport and more organised commerce.

However, critics argue that the proposed ban is not just shortsighted but potentially devastating. The bodaboda sector supports millions of Kenyans directly and indirectly. From mechanics, spare part dealers, fuel vendors to helmet sellers, many small businesses thrive on the success of the industry. A blanket ban could collapse entire local economies within towns.

Beyond the economic blow to operators, very many urban businesses that rely on bodabodas for quick deliveries and last-mile logistics would suffer disruptions. E-commerce platforms, courier companies, pharmacies, restaurants and even supermarkets have embraced bodaboda riders as part of their daily operations. Removing them from CBDs without alternatives could significantly increase the cost and time of doing business.

Regulation, Not Rejection

While the frustrations of unregulated bodaboda operations in city centres are legitimate, a complete ban is not the solution. Kenya’s cities need a balanced, well-thought-out approach that safeguards livelihoods while restoring order.

Urban city and municipal managements can create clearly marked pick-up and drop-off zones on the edges of CBDs or in sections that have minimal interferences, to manage flow without total exclusion. All operators should be registered, trained and identifiable. Embracing digital platforms can also improve professionalism and traceability.

Authorities should crack down on rogue operators while protecting those who follow the law. Traffic police and urban enforcement teams must act without prejudice. Regular safety training, customer care workshops and certification programmes can also uplift the entire sector’s image.

Rethinking Urban Mobility

The bodaboda business is not and has never been the problem. The lack of regulations is. Instead of banning a sector that provides solutions to both unemployment and transport inefficiencies, Kenya’s urban policymakers should organise it better.

In the end, cities must grow inclusively, not through exclusion. Bodaboda riders are not just part of the urban problem, they are a critical part of the solution if managed well.