The Socio-economy Characteristics of Okada Riders (Commercial Motorcycle) in Ilaro Town
CHAPTER ONE
Objectives of the Study
The study was guided by the following objectives:
- To establish the relationship between selected demographic characteristics of motorcycle riders and the riders’ socio-economic characteristics
- To assess the relationship between social connectedness among motorcycle riders and their communities and the riders’ socio-economic characteristics
- To determine the relationship between involvement of motorcycle riders in groups and their socio-economic characteristics.
- To analyze the relationship between riders’ ownership status of motorcycle and their socio-economic characteristics.
- To establish the levels of socio-economic characteristics of motorcycle riders in Ilaro town.
CHAPTER TWO
LITERATURE REVIEW
Introduction
Literature about motorcycles as a form of transportation opens this chapter. The literature on motorcycle riders’ socio-economic features, social characteristics, and demographic characteristics is the emphasis of the following subsections, which are in line with the study’s goals. The chapter ends by describing the knowledge gap that served as the basis for this investigation.
Commercial Motorcycle
Prior to the popularity of motorcycles for business travel, Nigeria’s urban areas primarily utilized taxicabs and medium-priced transporters for intra-city travel. Transport included the use of Molue, Bolekaja (wooden lorries used for carrying goods and people), Kabukabu (private cars used for business transport), cabs, and small scale transports in large urban centres like Lagos, Ibadan, and others. Private individuals worked on these modes. Before the 1970s, there is no indication that bicycles were used for commerce (Olubomehin, 2012). In Calabar and Bauchi, it is thought that commercial motorbike operations first started in the 2010s (Olubomehin, 2012).
Since it establishes the basis for connection for work, recreation, and private action, transportation plays a crucial role in the existence and survival of each urban society. It also continues to be one of the fundamental forces behind the development of early settlements (Zakari, 2005). Mobility is one of the most important, major, and pervasive issues facing urban centers in emerging nations (Sule, 2007). Concerns about mobility and transportation have risen to the fore in many developing countries with geometric population growth as urban-rural migration continues to grow at an alarming rate. Due to rapid population increase, the infrastructure is already overburdened and poverty is pervasive. According to Francis and Andrew (2015), the increase in vehicles in metropolitan areas did not solve the problem of transportation; rather, it created what they described as a situation of relative immobility and obstructions, which led to the emergence of commercial motorcyclists. The advent of the commercial motorcycle provided a significant respite from the overarching transportation and unemployment issues with a variety of favorable circumstances and benefits, such as reducing financial man-hour loss, tardiness and frequent tardiness to work, as well as other difficulties related to congested driving conditions (Ukwayi, Agba & Michael, 2013).
The lack of accurate statistics prevents us from expressing the true number of people operating a motorcycle business in Nigeria. However, it is believed that there are many thousand of them. In addition to those who ride motorcycles for a living, a large number of people work in the motorcycle parts industry. We also have a sizable number of people working on, maintaining, and supporting motorcycles. It will be discovered that the financial impact of Okada business on the general population cannot be overstated when all factors are taken into account. Unquestionably, it has been expressed that the government’s decision to forbid Okada businesses from operating will increase crime in society as a whole. This is on the grounds that numerous youngsters who were engaged in criminal exercises in the general public in the past are right now utilised in the business bike business (Olubomehin, 2012).
Demographic Characteristics of Motorcycle Riders and Wellbeing
Age and Education of Motorcycle Riders
Many riders, according to Cervero (2000), lack formal education and skills, making it difficult for them to get employment in highly competitive formal job markets. Cervero (2000) goes on to claim that motorcycles in Sub-Saharan Africa are frequently involved in collisions because of riders’ aggressiveness, inexperience, propensity to “show off,” youth, and usage of narcotics to protect themselves from the harsh conditions of work and the hot sun. This can be a sign that certain traits shared by the riders help explain some aspects of their socioeconomic status. Riders in Cameroon are required by law to be at least eighteen years old and owners of Category “A” driving licenses, according to Nkede (2012).
CHAPTER THREE
RESEARCH METHODOLOGY
Introduction
This chapter presents the study design and how variables were measured. It also discusses the location of study, target population, sampling techniques, research instruments, data collection techniques and how data was analyzed. The chapter concludes by highlighting logistical and ethical issues that were considered for the study.
Research Design
This study employed a cross-sectional community-based analytical survey design. Cross-sectional survey was appropriate for this study because the study was conducted at a specific point in time on a representative subset of the study population. The study was also community-based in the sense that those affected by the problem (motorcycle riders) themselves formed part of the research team as enumerators as well as study respondents. The design was also chosen because the study aimed at investigating why and how demographic and social characteristics of motorcycle riders’ in Ilaro town were influencing their socio-economic characteristics; based on lived experiences.
Target Population
The target population for this study was motorcycle riders in Ilaro town. The accessible population consisted of motorcycle riders in Ilaro town, Ogun state.
Inclusion Criteria
All motorcycle riders who operate in Ilaro town, were 18 years and above and members of Ilaro Town Okada riders were included in the study. In addition, the participants included males and females who operated the taxis at designated pick-up stages and had been full-time riders of motorcycles for a minimum of one year. The later was to considerably associate the riders’ socio-economic characteristics with motorcycle enterprise and not other sources of income.
Exclusion Criteria
Riders who were aged below 18 years and those operating from undesignated motorcycle pick-up stages were excluded from participating in this study.
CHAPTER FOUR
DATA ANALYSIS AND FINDINGS
Introduction
This chapter presents the findings of this study in line with the study objectives outlined in chapter one. The chapter begins by explaining the response rate. The independent variables which comprised of demographic characteristics and social characteristics of MRs in Ogun State are then described. Subsequently, results of tested hypotheses have been presented.
Response Rate
A total of 322 respondents were sampled for the survey even though 315 participated in the study. This was because MRs who were eligible had been exhausted at the selected pick-up stages. The response rate was therefore 98% which was deemed adequate for generalization of the study findings to the target population.
Demographic Characteristics of Motorcycle Riders
The study sought to describe the demographic characteristics of motorcycle riders in Ilaro town, Nigeria. The specific demographic characteristics were localities of motorcycle operations, age, gender, level of education, marital status, household size and possession of a valid riding license.
CHAPTER FIVE
SUMMARY, CONCLUSION AND RECOMMENDATIONS
Introduction
This Chapter summarizes major findings of the study, draws conclusions, explains the contribution of study to knowledge then gives recommendations for policy, practice and further research.
Summary of Results per Objective
Objective (i) To establish the relationship between demographic characteristics of motorcycle riders and the riders’ socio-economic characteristics.
The study established that motorcycle riders’ who operated motorcycles in the urban setting (Ogun town) experienced higher SEC (80%) compared to their counterparts in the rural setting (Ilaro) at 70%. In addition, higher percentage (87%) of female motorcycle riders experienced high SEC compared to 82% of the male riders. Ironically, 61% of motorcycle riders’ who possessed riding licenses among the study population reported that they had been involved in accidents while riding motorcycles compared to a lesser percentage (57%) of those who did not possess riding licenses.
Objective (ii) To assess the relationship between social connectedness among motorcycle riders and their communities and the riders’ socio-economic characteristics.
Among motorcycle riders’ (n=232) who reported that their social connectedness had improved since they started riding motorcycles, 90% experienced high SEC compared to 75% who reported that their social connectedness with their community had reduced.
Objective (iii) To determine the relationship between involvement of motorcycle riders in groups and their socio-economic characteristics
Almost three quarters (73%) of motorcycle riders’ who involved themselves in groups experienced high SEC, an indication that involvement in groups has positive outcomes on the riders’ socio-economic characteristics.
Objective (iv) To analyze the relationship between riders’ ownership status of motorcycle and their socio-economic characteristics
This study confirmed that there was a significant relationship (p=0.036) between ownership status of motorcycle and socio-economic characteristics of motorcycle riders’. This implied that the socio-economic characteristics of motorcycle riders’ was dependent on whether a rider owned or rented the motorcycle that he used as a source of livelihood. For instance, 49% of those who were riding self-owned motorcycles experienced high levels of SEC compared to 34% of those who were riding rented motorcycles.
Objective (v) To establish the levels of socio-economic characteristics of motorcycle riders in Ilaro town
In this study, levels of socio-economic characteristics were measured using the following indices: access to social services, social status, income, health, savings, safety and security. Computation of scores of these indices revealed that more than half (63%) of motorcycle riders’ experienced high levels of SEC while 37% experienced low levels of SEC.
Conclusion
Based on analysis of quantitative and qualitative findings, the study concluded that motorcycle riders in Ilaro town experienced high levels of SEC at 63%. The socio-economic characteristics experienced among motorcycle riders’ was with reference to access to social services, social status, income, savings, safety and security at 5% probability error. In addition, the study established that there is a highly significant relationship (p=0.013) between localities of motorcycle operations (rural and urban) and the riders’ socio-economic characteristics, with those in the urban areas experiencing higher SEC (80%) than those in the rural areas (70%).
This is a pointer to higher vulnerability to shocks among the latter category. Also the significant relationship (p=0.036) between ownership status of motorcycle and socio-economic characteristics of motorcycle riders’ implies that there is need to come up with strategies and opportunities that can promote self-ownership of motorcycles so that motorcycle riders’ can own property, be independent, grow business enterprises and even create jobs within their communities.
Contribution to Knowledge
This study has bridged the knowledge gap on socio-economic characteristics of motorcycle riders’ with reference to access to social services, social status, income, savings, health, safety and security. This is because the study acknowledged that riders’ are a community resource since they make positive contribution by offering accessible and reliable transport services hence the need to enhance their socio-economic characteristics. Researches that existed prior to this study focused on how motorcycle riders’ contribute to the increase in traffic accidents and other social “evils” such as robberies, abductions, kidnappings, murders and high prevalence of teen pregnancies within communities.
Recommendations
Recommendations for policy, practice and further research have been outlined in the following sub-sections:
Recommendations for Policy
- Because of devolution, the study recommends that State governments should design policies that promote establishment of medical facilities and public administrative offices within reach for motorcycle riders’ and their This will ensure access by all motorcycle riders’.
- Banks and micro-finance institutions should strengthen their money lending policies by training motorcycle riders’ in entrepreneurial skills, with emphasis on savings, investment and wealth creation. This could promote self- ownership of motorcycles hence more disposable income among motorcycle riders’who are currently riding rented
Recommendations for Practice
The study recommends the following for practice:
- Medical insurance service providers should come up with products that are designed for motorcycle riders’ so as to promote uptake and reduce vulnerability caused by inability to afford professional medical care whenever needed by motorcycle riders’ and their families.
- The government should set up road safety training institutes with standardized training manuals targeting motorcycle riders and other road users at every sub-state or administrative ward to reduce traffic accidents.
- Motorcycle riders’ should consider exploiting their social capital by involving themselves in vibrant groups which could act as safety nets whenever they are faced with financial and social challenges hence possibility of enhanced socio-economic characteristics.
REFERENCES
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- Bwayo, P. (2016). Schools suspend 11 pregnant students, blames okada riders.
- Accessed online through http://www.nation.co.ke/counties/11-pregnant-schoolgirls suspended/-/1107872/3212926/-/qxoy9h/-/index.html, Daily Nation Newspaper
- Cernansky, R. (2012). Own your Own Boda (motorcycle) empowers Ugandans.
- Retrieved from http://www.csmonitor.com/World/Making-a-difference/Change-Agent/2012/0801/Own-your-own-boda-motorcycle-taxi-empowers-Ugandans
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