Across Kenya, boda boda is not just a transport option but a connective tissue of everyday life. They carry people, goods, and hope. And yet, they remain overlooked in national economic planning.

The sector generates an estimated Sh660 billion annually, about 4.4 percent of the national GDP. With more than 2.5 million riders and an extended ecosystem supporting millions more mechanics, fuel vendors, and mobile money agents, this is no marginal operation. It is a living system. It absorbs labour, generates cash flow, and anchors families.

For many riders, this isn’t a stopgap. It is a livelihood. On average, a rider makes Sh1,100 daily, or about Sh316,000 a year. That income goes into rent, school fees, savings groups, and sometimes into expanding small side businesses. In rural areas, the story is even more striking. Boda bodas are the only form of transport in many regions, connecting homes to clinics, schools, and markets. They are part of a hyper-local economy that never slows down.

As a country, we have failed to treat the boda boda sector with the seriousness it deserves. The industry remains largely under-regulated, and riders still lack access to structured training, safety guidelines, or financial protection. Between July 2022 and June 2023, over 9,500 crashes involved motorcycles, many caused by poor training, lack of certification, and informal operations. Most riders work without insurance, operate in unclear zones, and face little to no enforcement.

This isn’t just a law-and-order issue; it is a missed opportunity to make the sector safer, more productive, and inclusive. Riders are frequently stereotyped as reckless or disorderly. But behind that stereotype is often a young person trying to earn a living in a system that gives them few real alternatives.

If we are serious about inclusion, this sector needs better support. First, the government must reimagine regulation, not to criminalise riders, but to organise them. Digital rider IDs, mandatory but subsidised safety training, and SACCO-based registrations could help introduce structure without cutting riders off from their livelihoods. When you digitise operations, you build a layer of data that becomes invaluable for policy, planning, and even health interventions.

The private sector also has a huge role to play. Companies like Watu Credit and M-KOPA have made it possible for thousands of riders to own their bikes through asset-financing models. That ownership is critical as it builds dignity and gives riders long-term financial options. But more can be done. Think of embedded insurance, emergency savings plans tied to digital wallets, and low-cost health cover bundled into fuel or servicing packages. Electrification is another massive opportunity. Electric motorbikes could cut rider costs by 30–40 percent, reduce air pollution, and open up new tech jobs. Adoption will require more than policy papers. We need charging infrastructure, local assembly support, and financial models that make e-bikes affordable to riders who live hand to mouth.

The writer is an Innovations Evangelist and a PhD Candidate; [email protected]