The urban motorcycle taxi sector in Sub-Saharan Africa: needs, practices and equity issues

Figures & data

Table 1. Number and location of motorcycle/tricycle taxi surveys.

Countries	Sample Size	Capital City	Secondary City
Ghana	134	Accra	Kumasi
Kenya	67	Nairobi	Kisumu
Liberia	120	Monrovia	Ganta
Tanzania	60	Dar es Salaam	Morogoro
Uganda	61	Kampala	Mbarara

Figure 1. Study countries.

Figure 2. Years of being an MCT operator.

Figure 3. Days of working per week.

Figure 4. How often motorcycle/motor tricycle taxis operate on same routes with conventional transport.

Figure 5. How often passengers are carried to and from main transport hubs.

Table 2. Proportions of passenger routes by length of trip.

Types of journeys	Mean percentages by countries
	Ghana	Kenya	Liberia	Tanzania	Uganda
Short (less than 10 mins, less than 1km)	56	40	44	49	30
Medium (10–20 mins, 1–3 km)	28	37	41	33	44
Long (20–60 mins, 3 -10km)	36	32	12	17	24
Very long (above 60 mins, above10 km)	14	20	5	11	9

Table 3. Ranking of perceived reasons for use of motorcycle and motor tricycle taxis.

Reasons for use of MCT/MTTs	Ranking by countries
	Ghana	Kenya	Liberia	Tanzania	Uganda
To beat traffic	1	2	1	1	1
To avoid waiting for transport	4	1	2	2	4
To be picked up/dropped off at exact location	2	3	3	3	3
More convenient	5	4	4	4	2
Cheaper	3	5	5	6	5
To be able to travel with loads	6	6	6	5	6
1-Most important reason; 6-Least important reason

Figure 6. Area of city served.

Figure 7. How often rich people with their own private transport use MCTs/MTTs.

Figure 8. How often poor people use MCT/MTTs.

Figure 9. User needs, as communicated to MCT/MTT operators.

Figure 10. Is the motorcycle union powerful/listened to by authorities?

Figure 11. Mobilization of motorcycle union by politicians for campaigns.

Figure 12. If the MCT union is mobilised by politicians, why does it agree to that?