The Political Economy of Tricycle Transportation Business in Osogbo Metropolis: Lessons for a Developing Economy

Abstract

The recent burgeoning growth in the commercial tricycle also known as “Keke NAPEP” in Nigeria could generally be attributed to its inherent advantages of door-to-door service, maneuverability during traffic congestion, ability to travel on poor roads, and ease of responsiveness to demand. In this way, much of the academic energy has been dissipated by transport geographers on the traffic relevance of the tricycle, especially as a commercial means of providing mobility. However, the mutually related essence of transport and employment that led to the popularity of the tricycle in most cities in Nigeria is fast extending to multidimensional problems of economy, politics, and social malaise. The objective in this study, therefore, is to find out these other underlying political, economic, and social factors overshadowing the mobility relevance of the tricycle as a transport business in Osogbo metropolis. It is also aimed at articulating the future lessons for a developing economy as Nigeria and evolves a policy option. A total of 500 questionnaires were applied on the commercial tricycle riders in a field survey. The survey made use of Osun State and Osogbo mainly. This involved the use of probabilistic sampling method with random techniques to pick 500 respondents from Osogbo metropolis and some other parts of Osun State as well. My critical discovery in this study is that, about 61.6 percent of our respondents agreed that they are engaged in “Keke NAPEP” business having abandoned their various trades as artisans, not because of the prospect of buoyant economy but because daily income is sure and almost certain. This is dangerous for a developing economy like that of Nigeria from all indications. The general prediction in this study is that by 2020, Nigeria’s productive economy would have declined to a ridiculous extent as employment generation, technical education, and self-reliant job growth would have been trapped by the “Keke NAPEP” economy. Again, the study shows that “Keke NAPEP Unions” are becoming second arms of political parties, forming strong pressure influences and “stated groups”, which can be motivated by politicians to attain political gains. They could also, in turn, disrupt societal peace if dumped after use. On social hazards, this study confirms an increasing rate of accidents and kidnappings with the use of tricycles on our roads. To correct these anomalies and secure a sociopolitical and economic future for the country as a developing nation, there is the need for the country to lift itself from the impending shrunk of productive economy, attain a better height of political behavior, and rescue something out of the present downward slope of our social ethics; the study therefore recommends a total ban or a restriction on the use of commercial tricycles as one of the crucial steps to be taken.

From Motorcycle to Tricycle: Neoliberal Political Economy, Informal Transportation, and Urban/Peri-Urban Mobility in Nigerian Cities

“…Consequently, after‐tax and remittance of daily operational rate, commercial tricycle operators earn averagely between 54,000 and 114,000 naira per month 9 . Hence, commercial tricycle operation provides the surest daily income and supports the livelihood of operators and their families (Bamidele 2016).…”

“…Consequently, after-tax and remittance of daily operational rate, commercial tricycle operators earn averagely between 54,000 and 114,000 naira per month. 9 Hence, commercial tricycle operation provides the surest daily income and supports the liveliof operators and their families (Bamidele 2016). In a similar context, tricycle automobile mechanics and dealers/sellers of tricycle spare parts have expressed satisfaction with the introduction of commercial tricycle operation as the major mode of urban and peri-urban mobility in Jalingo.…”

“…It is popularly referred to as Keke in Nigeria. Commercial tricycles have the inherent advantages of door‐to‐door service, maneuverability during traffic congestion, ability to travel on poor roads, and ease of responsiveness to demand (Bamidele 2016).…”