Kenya’s boda boda industry, a sector that has become synonymous with both opportunity and controversy, is once again at the heart of national debate. The Public Transport (Motorcycle Regulation) Bill, 2023, currently under parliamentary review, seeks to formalize and regulate an industry that employs over 1.5 million riders nationwide. Now, the Kenya Revenue Authority (KRA), alongside key government ministries, has tabled a series of proposed changes that could reshape the future of motorcycle transport in the country.
Boda boda have grown from a convenient transport solution in rural areas to a dominant force in urban mobility. They are fast, affordable, and provide jobs for countless young people who might otherwise remain unemployed. But alongside these benefits lies a darker reality: rising accident rates, inconsistent licensing, and rampant lawlessness on the roads.
According to recent data from the National Transport and Safety Authority (NTSA), motorcycles account for a significant share of road accidents in Kenya, many of them fatal. The urgency to regulate the sector has never been greater.
The boda boda bill introduces a comprehensive framework for registration, licensing, training, and enforcement. Among its provisions:
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Mandatory training and licensing of all commercial riders through accredited driving schools.
County-based regulation through Motorcycle Transport and Safety Boards, tasked with oversight, route designation, and parking management.
Strict safety requirements, including compulsory helmets, reflective jackets, and standardized number plates.
Enforcement mechanisms with fines and penalties for non-compliance, ranging from riding without a licence to carrying excess passengers or loads
Supporters of the bill argue that such measures will professionalize the sector, reduce accidents, and enhance accountability. But critics say the law in its current form is incomplete and risks creating new burdens for riders.
The Kenya Revenue Authority has emerged as a key player in the debate. KRA officials argue that while counties will play a critical role in registration and oversight, the collection of fees and taxes must remain streamlined. Without integration between county systems and national databases, KRA warns of lost revenue and the possibility of double taxation.
“We cannot afford fragmented systems where riders pay multiple levies to different bodies. Harmonization is key,” said one senior KRA official familiar with the proposals.
For KRA, boda boda represent not just a safety challenge but also a largely untapped revenue stream. Bringing order to the sector could mean billions in annual tax contributions if properly regulated.
The Ministry of Transport and the Ministry of Interior have also weighed in, pushing for clearer lines of authority. While the bill proposes county boards, there are concerns about overlap with the National Transport and Safety Authority (NTSA).
“Counties should have a say in local transport management, but duplication with NTSA will only create confusion and fuel corruption,” said a senior official in the transport ministry.
Interior officials, on their part, emphasize enforcement. With boda bodas often linked to insecurity and crime in urban areas, the ministry insists that proper vetting and registration are crucial.
Boda boda operators, however, remain wary. Many argue that while safety rules are welcome, the cost of compliance could be crippling. Training, licences, insurance, uniforms, and registration fees all add up. For riders earning as little as Ksh 500 a day, these new obligations feel out of reach.
“We are not against regulation,” said a Nairobi-based rider. “But the government must understand our struggles. If fees are too high, many of us will be forced out of business.”
Operators are also skeptical of county-level regulation, fearing it will open doors to harassment and unofficial “fees” at local stages.
Analysts argue that the success of the boda boda bill will depend on striking a delicate balance. On one hand, regulation is overdue, without it, Kenya risks worsening road safety and missed economic potential. On the other, overly aggressive or costly rules could destroy livelihoods and push the sector further into informality.
Transport economist Dr. Peter Mbugua notes, “The boda boda sector is both an opportunity and a challenge. Regulation must be gradual, consultative, and affordable. Otherwise, the intended benefits may be lost.”
The amended bill is expected to return to Parliament in the coming months, where MPs will weigh KRA’s revenue concerns, ministerial proposals, and the realities faced by riders. Public participation forums are also planned, giving operators and stakeholders a chance to shape the final law.
Whether the outcome will be a structured, safe, and sustainable industry, or another example of policy weighed down by bureaucracy, remains to be seen. What is clear is that the boda boda debate is far from over, and the choices made in the coming months will determine the future of one of Kenya’s most visible industries.
