Commercial motorcycles, widely known as bodabodas, have become a crucial component of Tanzania’s informal economy, providing employment for thousands of young people and enabling millions of passengers to access schools, workplaces, and markets.
While the sector contributes significantly to household incomes and local economies, concerns over safety, regulatory compliance, and social risks persist.
A recent study on socio-eco-nomic impacts of commercial motorcycle in Mainland Tanzania conducted by the Land Transport Regulatory Authority (LATRA) highlights the economic significance of motorcycles.
"Riders earn an average of TZS 450,000 per month after operational costs, exceeding the 2021 minimum wage of TZS 378,500," the study reads in a part.
Beyond direct earnings, the sector stimulates demand for spare parts, garages, workshops, car washes, food vending, and small-scale livestock keeping, creating wider economic benefits.
The LATRA survey covered seven regions—Dar es Salaam, Tanga, Dodoma, Arusha, Mbeya, Mwanza, and Kigoma—targeting 786 riders and 674 passengers.
Findings indicate that riders are overwhelmingly male (99%), mostly aged 18–33 years (76%), and largely possess secondary education or below (90%). Many riders support families, averaging three dependents.
Even young, unmarried riders had a 51% probability of supporting at least one dependent.
Ownership of a motorcycle is strongly associated with riders aged 26–33, linking experience and age to higher earnings, improved income stability, and the ability to invest in housing or side businesses.
Work experience among riders is varied.
More than half (52%) had one to four years on the job, 25% had five to eight years, and 23% had nine to thirteen years.
Motorcycling has become a survival strategy amid high youth unemployment nationally (12.7%) and particularly in Dar es Salaam (20.5%).
according to the study, positive impacts include paying school fees (68%), stable income (42%), owning a bank account (33%), acquiring a motorcycle (33%), establishing side businesses (30%), and building a house (22%).
Job satisfaction among riders is mixed whereby about 41% reported being satisfied, 30% were somewhat satisfied, and 29% were dissatisfied.
"Riders owning their motorcycles reported higher satisfaction (71%) compared to those riding hired bikes (39%)," the report shows.
Dissatisfaction often stems from harassment by traffic police, social stigma, and the informal nature of the work, particularly for riders with higher education who face negative perceptions from the public.
Passenger perspectives reinforce the sector’s social importance as the survey included 121 primary school girls (aged 10–13), 115 secondary students, and 157 adults.
Thirty percent of respondents, according to the study, were frequent motorcycle users.
"Passengers cited reliability (83%), affordability (64%), and accessibility as main reasons for choosing motorcycles, while safety scored low at 20%," it reads.
Frequent school-going users were highest in Mbeya (63%) and Tanga (47%), while adult female passengers from low-income backgrounds were among the most regular users.
Despite economic benefits, social risks are evident whereby among schoolchildren, 43% reported knowing peers involved in sexual relations with riders, 23% had heard of rape cases, and 18% had been personally approached.
Among adults, 63% were aware of gender-based misconduct linked to riders, with 47% of girls and women considered vulnerable.
Again, about 21% of adult female passengers reported experiencing some form of gender-based violence from riders.
In another development, safety compliance remains a major concern as only 36% of riders and passengers consistently use helmets, with better rates in Mbeya (55%) and lower rates in other regions.
Protective gear, such as gloves, is used by just 20% nationally, and reflector use stands at 48%, with extreme regional disparities.
Over-speeding is widespread, with 64% of riders regularly exceeding speed limits; in Arusha, 95% admitted to ignoring road signs.
Licensing compliance is low: 73% of riders lack valid driving licenses, and 63% do not hold commercial licenses.
"Dodoma has the highest compliance (60%), while Dar es Salaam, Arusha, and Mbeya record rates below 10%," the report shows.
Again, mobile phone use while riding exceeds 62%, largely due to low awareness, while only 53% of riders were aware of speed limits.
The factors contribute to motorcycle-related accidents, which account for 70% of reported road accidents, straining health services in urban and semi-urban regions.
Regions with high population density and economic activity, such as Dar es Salaam and Arusha, report lower compliance with safety measures, highlighting the correlation between economic activity and accident risk.
The LATRA study recommends formalizing motorcycle associations to strengthen regulatory oversight, intensifying awareness campaigns for riders and passengers, harmonizing laws on the minimum legal age for commercial motorcycling, and enforcing fair competition policies with commuter bus services.
The authority adds in the study that coordinated enforcement is crucial to ensure the sector’s economic benefits do not come at the expense of safety and social well-being.
It goes without saying that commercial motorcycles play a vital role in Tanzania’s transport and economic ecosystem as they provide livelihoods, support households, and stimulate local economic activity.
However, without strengthened regulation, safety measures, and social protection, rapid sector growth could exacerbate road accidents, legal non-compliance, and social vulnerabilities. Collaborative action from government authorities, regulators, and communities is essential to maintain economic opportunities while safeguarding riders and passengers.