The ongoing debate about Okadas

Okada as a means of transport was conceived as a result of public demand – the need for fast moving personal transport for hire and reward that operate in either traffic congestion-prone areas as is the case in Freetown or in remote rural areas with poor public transport systems. The growth of Okada operation in the capital is adding to congestion while at the same time satisfying the need of a significant percentage of the travelling public. This is because they do not obey traffic rules and are also pose problems of mobility for pedestrians and other road users. Rather than throwing the baby with birth water we should first of all ask ourselves, “Is this a safe and convenient means of public transport for an urban environment in the 21st Century?”  Note that in Abuja, Okadas are not allowed to operate in the Central Business District and in Nigeria where they originated, efforts are being made by various State Governments to control and manage their operation. The next issue of consideration is whether the existing traffic rules and regulations cover the use of Okadas as public passenger transport. Our existing Traffic Laws do not consider Okada’s as a public means of transport. However, If we are to accept them in the capital and elsewhere they have to be properly controlled and managed by the appropriate regulatory authorities (i.e. the Police and SLRTA).

In April this year, I was on a self- sponsored technical mission to Freetown to evaluate road safety issues. I had meetings with the Police, SLRTA. SLRTC, SLRA and indeed the Okada Riders Association themselves. All were in agreement that there is need for some form of control and management of this emerging means of public transport. The Okada Association has instituted a self-regulatory system with traffic marshals located along key operational nodes in Freetown. The Association collects Le1,000 per rider per day and one does not need to be qualified account to calculate the daily revenue stream for the leaders of the Association. The marshals on the other impose fines for riders who are operating wearing slippers (half back) and not using a crash helmet. This shows that the Association is aware of the need for regulation. I also contacted the Sierra Leone Road Transport Authority, who at the time was planning a training programme for riders in conjunction with the Police Training School. I noticed that careful consideration has not been given to the quality and effectiveness of a standard training programme that should include the following electives:

• Understanding the Highway Code and relevant Traffic Laws and Statutes
• Basic motorcycle maintenance
• Occupational Health and Safety
• Road Craft – effective riding skills and use of controls (i.e. brakes, indicators and gears)
• Basic First Aid
• Customer Care

Since my return I have been in contact with the Ministry of Transport and SLRTA and still await a measured response to my proposed system for introducing professionalism into the industry. Indeed, the youths have a point that that they have taken the initiative to create jobs albeit on a self-employment basis but that is no justification for them to behave/operate in an unlawful manner. The government should now enter into dialogue with the Association about the way forward for training and traffic enforcement, and in particular what use are their leaders putting the daily levies they collect from the riders. More significantly, does the NRA know about this form of private tax collection?

Victor Ako Mengot, Road Safety Specialist

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