Kibo aims to revolutionise Kenya’s bike taxi industry
NAIROBI — When U.S. President Barack Obama visited Nairobi last this week to open an international business conference, motorbike taxi driver Evans Makori watched him drive by, hoping his dreams come true.
The 35-year-old father of two boys is a fan of new motorbike venture Kibo, which aims to build bikes fit for Kenya’s roads and turn their drivers into small business owners. While in Nairobi, Obama addressed the Global Entrepreneurship Summit where the focus was on smart, educated young people with “techy” dreams.
Manufacturing and the proletarian aspirations of motorbike taxi drivers are as important if Kenya is to grasp its potential. Kenya’s motorbike taxis, popular but dangerous, are as likely to land you in the casualty department as get you to a meeting on time. Known as bodabodas, they’re cheaply made, poorly maintained and badly driven.
Kibo hopes to change all that, turning out sturdy bikes in Kenya and providing maintenance, road safety and business training as well as micro-finance loans.
Huib van de Grijspaarde, a 40-yearold Dutch entrepreneur, said: “Motorcycle taxis transport people and goods at an affordable price, creating mobility at the bottom of the pyramid.”
For him the project is about easing the flow of people and goods and releasing the entrepreneurial spirit by turning renter-riders into owners.
BAD ROADS, HEAVY LOADS
As in many other African countries, motorcycles in Kenya are meant for work, not play. It’s not unusual to see a generic 125 cc Chinese bike bouncing along a potholed road carrying two adults, plus the driver, or loaded with piles of sacks.
Or the bike may be so laden with chickens that it looks like a motorised hen, or maybe it’s racing in the wrong direction along a triple-lane motorway.
Kibo’s 150 cc motorcycle was built for bad roads and heavy loads: it’s long and tall with a strong tubular exo-skeleton, heavy-duty suspension and off-road tyres. Riders who join the programme will also be equipped with helmets, padded jackets and reflective vests.
Makori rides a cheap, imported 125 cc Skygo bike from his usual waiting area at Nairobi’s Nyayo Stadium. He pays the equivalent of R49 a day to rent the bike and earns a profit of around R74 a day, after fuel. He has a couple of dozen regular clients as well as daily passing trade.
‘KIBO IS SOMEHOW DURABLE’
He’s taken with the Kibo bike’s design: “I dream of that motorcycle every day. The roads here in Kenya are not good, the infrastructure is not friendly, but the Kibo is somehow durable.”
But it is the promise of ownership, of being his own boss, that is most attractive. “I didn’t look at the money, I looked at that motorcycle as a bridge that can take me from one place to another.”
It’s ambition such as that of Makori that attracted Grijspaarde to Kenya rather than, for instance, Ghana where he was “discouraged by the lack of entrepreneurship and drive”.
Makori said: “The Kenyan mind-set
was an important element.”
NOT YET IN AFRICA
Kibo is built for Africa, but not yet in Africa. User groups of riders, owners, passengers and mechanics were convened in 2011 to work out what was wrong with current machines. The bike was designed in Holland, going through eight iterations before arriving at the K150, which will be available later in 2015.
Its 256 parts are made in China, Europe and Taiwan, shipped to Kenya, and assembled in 50 steps in the Kibo factory, in the industrial and shackland sprawl between downtown Nairobi to the city’s airport.
Henk Veldman, managing director of Kibo Africa, explained: “Kibo is aiming to produce 10 000 bikes a year by 2019. To scale up production we have to move manufacturing to Kenya.”
The bike is expensive at about R37 000 and paid off over two years. The amount is similar to what Makori pays in rental fees over the same period but at the end the rider owns the bike and all the profit that follows.
The most popular imported bikes cost around R13 000 but are barely useable after two years of being overloaded and driven on Kenya’s awful roads. The Kibo is designed to run for much longer with maintenance a core part of the plan and — as important — business training.
Veldman said: “You’re an entrepreneur now with money coming in and out. You need to think about customer relations.”
For boda-boda passengers the experience is often hair-raising and rarely pleasant, especially for women. Male drivers with often poor personal hygiene have a habit of squeezing the brake hard when a female passenger is on board, causing her to lurch forwards and press her body, unwillingly, against him. This was one of the main gripes among female passengers in the user groups.
Safety is also built into the bike, from the strong external frame to the fuel tank’s unusually high position designed to discourage the placing of packages, or children, on it.
Grijspaarde said: “It’s about saving lives, improving road safety and enabling the building of a business through ownership of a good asset.” — Wheels24.
Kenya’s motorbike taxis, popular but dangerous, are as likely to land you in the casualty department as get you to a meeting on time. Known as bodabodas, they’re cheaply made, poorly maintained and badly driven. Kibo hopes to change all that, turning out sturdy bikes in Kenya and providing maintenance, road safety and business training as well as micro-finance loans.