Andreas K. Müller

Bicycle Transport in Rural East Africa

Homepage Manual Contents

Report to the Annual Meeting of the National Transport Research Board
Washington, D.C., 11.-15 January 1988

Conference Session on Human Powered vehicles and Transportation Planning in Developing Countries

Dipl.-Ing.Andreas K. Müller
Technische Universität Berlin, FB 12
Verkehrswesenseminar
Sekr. ZAZ 7, Hardenbergstral3e 29c
D-1000 Berlin 12

Excerpt from: Bicycle Reference Manual for Developing Countries. Edited by Barbara Gruehl Kipke, April 1991.

This summary report resulted from is a result form an excursion through Malawi, Tanzania, Zambia and Zimbabwe, whose aim were to examine possibilities for promotion of bicycle transportation in developing countries. On this excursion I had the chance to talk to more than 30 African partners, members of development projects experienced in the promotion of rural transportation, especially bicycle transportation, producers of bicycles as well as sellers and repairers.

I recieved additional information from universities, development agencies and administration and had interviews with several bicycle drivers. In Zambia I was riding an East African bicycle myself, and repaired another. I visited a bicycle factory and a rural development project concerned with bicycle transportation. The excursion went from August 30th to October 15th 1985.

From all my partners I experienced deep interest in the theme resulting in vivid and detailed discussion of bicycle and bicycle transportation. I would like thank all these partners for their engagement and their patience with a hasty European. This version on hand is a revised translation of a Report to the GTZ-Workshop "Praxis oriented Transport Planning and Consulting in Developing Countries" held in Harare Zimbabwe October from 7 to 11-10-1985.

The most important figure representing the development to date on the east African bicycle market is the stock of bicycles already cumulated in the last years. It shows that there can not be general acceptance problem for bicycles as often assumed in W. Germany. The following figures of present bicycle stock are estimated on the basis of import and domestic production of bicycles of the last ten years, which is considered to be an average lifetime of a bicycle.

Stock of bicycles owned within the East African countries visited

Country	population	family size	Bicycles	bicycles per family
Tanzania	ca. 20 Mill.	8 pers.	500 000	0.2
Zambia	6 Mill.	5 pers.	400 000	0.3
Malawi	4 Mill.	5 pers	50 000	0.06

Yearly Import and domestic production of bicycles vary to a high degree. This results from the uncertain economic situation of these countries and from changing preferences of national economic politics. Several economic regulations have been installed to regulate national markets: Quotation of import (Malawi), statal import monopoly (Tanzania) and parastatal production being protected by import prohibition and production monopoly (Zambia and Zimbabwe). There are between 3 000 and 7 000 bicycles beeing imported to Malawi every year. In Tanzania, figures are oscillating between zero and 30 000. The origin of bicycles reflects colonial links and the important influence of India and South Africa within the Region. Obviously there is no legal import of bicycles to Zambia. (10) (2)

In Malawi imported bicycles originate from India (40 %), South Africa (30 %) and Great Britain (1396). The rest are imported from several other countries in Europe. The Indian bicycles are cheapest at 180 DM. European ones are most expensive, costing about 300 $. (All monetary Data is originally calculated in DM. Since 1985 the relation of DM and Dollar has changed so much, that it seems to be suitable to show prices in US $ with the 1985 exchange rate of about 2.50 DM to the Dollar).

In Tanzania there still exists an assembly plant, NABICO. It is producing an output of 20 %, at last l0 % of its capacity, which is about 150 000 units. In the meanwhile it has been closed down and is being reconstructed for "confection" of imported bicycles from India, from where it received bicycle components in former years. The main reason why these factories are used only to that small part of their capacity is told to be shortage of foreign currencies. The situation of bicycle production in Tanzania and Zambia seems to parallel the one of other Industries having been built up with too optimistic assumptions about the prospective demand.

In Tanzania one has to pay 50 US$ cif Dar Es Salaam for an Indian bicycle kit and another 4 US$ for tubes and tyres. Assembly costs are about 20 US$. Retail prices for bicycles are from 200 US$ onwards. On the black market there are prices up to 400 $.

In the eastern province of Zambia the bicycle factory LUANGWE INDUSTRIES was established in October 1982. Here tubing and forks are produced as well as a number of other components. These parts are completed with imported components such as bearings, pedals and wheels. There are eight licensed distributors selling bicycles to retail stores. The price of Zambian bicycles is about 180 US$, retailprice is 300 US$.

The kits are assembled on the factory level, at the main distributors and at retail sale level. Material such as steel tubes and sheets are imported from Austria and South Africa. Like the Tanzanian one this plant is producing only one third of its capacity of 100 000 units per year. The ex factory price of Zambian bicycles is about 180 US$. The fixed retailprice is 300 US$. Due to the differences between official and world market prices and exchange rates, prices can be compared only with care. Reasons for this high level of retail prices compared with Europe, are the shortage of foreign currency in each of the countries visited, taxes, and in Zambia and Malawi the transport costs for material and components. Goods from overseas have to be transported either via Tanzania which offers a very bad road connection, or via South Africa necessitating a very long railway transport. Due to low occupation of capacity, domestic production of bicycles is about as expensive as import. Additionally this general situation is supported by figures from Zimbabwe.

There are attempts to use cheaper material or to permit higher tolerances in order to lower production costs, but within very short time this will lead to shorter life spans, and reduce the stock of bicycles in use. These attempts to offer bicycles to poorer parts of the population will fail because maintenance costs will increase.

Most of the types of bicycles being produced in the third world is derived from British Raleigh models, which were used by Europeans in Colonial times. For this reason the multitude of models and brands which can be found in eastern Africa has not resulted in large differences in measures and standards. Spareparts and most of components are interchangeable, not only for the regional brands but also for Indian, Chinese and English and partly even for German and French bicycles.

The Raleigh colonial bicycle can be described as a heavy duty touring bicycle with 28"-wheels, westwood rims and "diamond" frame. A peculiarity of all types observed is the heavy duty styled but poor performing rim brake. The third world copies of this model have by cheaper components, higher production tolerances and differ in the use of weaker steel tubes being compensated by heavier sides. This leads to an average weight of 25 kg.

Another type that can be found in major cities of Malawi, Zambia and Zimbabwe is a specially designed type of messenger bike. This model is equipped with a robust baggage basket over a smaller front wheel. This basket is fixed at the frame forming a heavy shock insolated construction. European carriers usually would be fixed at the fork. This messenger bike is normally used by couriers of administration, delivery and retail trade.

Bicycle trailers are not common in any of the three countries visited either in rural or in urban areas. There are several alternatives that seem to be better. Due to the low standard of most of the East African roads a loaded bicycle trailor must be pushed for most of the time. But if you push a bicycle you can carry nearly as much load fixed on the frame as you could load on an carrier. Even on a well performing backcarrier you can load up to 50 kg which is the maximum load anyway for longer distances. In the country, carriers are not common, goods will be fixed on the frame.

In urban areas where good road surfaces may be found goods will commonly be transported with "scotch carts" pulled by oxen, donkeys or men. They are build on second hand axles of cars, and, pulled by men, allow a maximum load of 500 kg which is more than an excellent bicycle trailor.

The most striking problem for bicycle transportation is the low supply of spareparts. Domestic production can be found only in Tanzania where tyres are produced by the national shoe company BORA. In Tanzania shortage of spareparts is generally accomplained. Only in Dar Es Salaam there is a well organized black market for illegal imported bicycles and spares. In Zambia you can hardly buy any spares even for foreign currency. In Malawi the distribution of spares seems to bee sufficient, at least for towns and major villages. Contrary to Zambia and Tanzania the market for spareparts which is dominated by Indian traders is not restricted.

The scarcity of foreign currency has tremendously influenced the quota of bicycles in use. For example 80 % of the bicycle fleet is reported to be broken down for this reason in a Tanzanian region. Another report from Tanzania states that one quarter of all spares fitted are taken off other bicycles. I myself could observe this so called "cannibalism" in the Kariba region of Zambia. Lots of rusty bicycle frames can be found even in small villages. Finally these frames are sawed up and used for other purposes. e.g. making clasps for a gate.

The stock of bicycles normally is calculated by a normal live span of ten years. In after war production this span would be even twenty years. In East Africa life span has to be estimated at five years and at present even worse. Reasons are not only lack of spares and tools but also lack of knowledge of how to maintain the bike and how to repair even simple parts of the bicycle. The situation is aggravated by import of cheap spares of low standard.

For most of the rural population as well as for many inhabitants of towns bicycle is a desired means of transport. This fact is supported by several surveys (3),(4). The main restrictive factor is the high purchase price. As a rule of thumb 10 to 20 percent of the household at the top of the income scale can afford to buy a new bicycle. These are e.g. families of workers employed with fixed wages and salaried employers mainly living in towns of small ore medium size. Here the bicycle is used for personal transport, especially trips to and from work .

In the capitals and well urbanized areas the ownership of bicycles declines with the increase of regular local bus transportation in its various modes. Another reason for the low use of bicycle in larger towns may be congestion with the high risk of accidents. Drivers of motorized vehicles rarely take care of weaker road users.

For the delineation of the field of bicycle transport by technical criteria in East Africa the weight of the load and the distance over which it is transported seem to bee excellent measures they do not only discriminate the modes of transport but also allow to calculate transportation costs. From the above named Zambian survey 29 % of the loads transported by bicycle were less than 8 kg. Loads of this size will mainly be carried on the head. Another 50 % of the loads of bicycles observed had a weight between 8 and 25 kg, yet 17 % of them ranged between 25 and 50 kg and still 4 % of all bicycles were found to carry more than 50 kg the maximum load had a weight of 90 kg. A cross tab of trip length (single trip) and transport mode showing all data ascertained gives detailed information about bicycle transportation and competing modes of transport.

The main field of transportation, where the bicycle is suitable, are loads between 10 and 50 kg to be carried between 5 and 50 km. Lighter loads are transported by porterage more heavy loads will be transported by wheelbarrows or oxcarts. Transportation over larger distances are increasingly carried by motorized vehicles mainly by pickup or bus. The picture below shows a delineation of main modes of transport constructed for this study.

When farm products are to be transported for longer distances, they are carried on the head to the next roadhere one will have to wait and try to stop a pickup or bus providing room for the whole load containing perhaps 20 sacks of oranges. After the negotiation of the charge the freight will be loaded. Waiting times often exceed one day. Especially when the vehicle has to be changed. and one will have to wait another time. Transportation and sale of agricultural goods at the roadside is mainly done by women merchants, achieving an otherwise rarely observed economic independence.

Graphic: Modes of Transportation in rural East Africa
Missing. If you are interessted in this graphic, write me an email, with the URL.

1. BARWELL, EDMONDS, DE VEEN, HOWE, Rural transport in Developing Countries, London 1934
2. BUREAU OF STATISTICS; Ministry of Planning and economic Affairs, Republic of Tanzania, Transport Statistics, Dar Es Salaam 1980
3. ALI SAID BUNGALA, KIMWERI S. SEMAHANDA, Bicycle Transportation in Villages of Tanga Region, unpublished mskr. 1984
4. HABBI GUNZE, 25,000 Bicycles to Arrive, in Daily News of Tanzania vom 12.09.1985
5. Charles K. KAIRA, Transport study NW-Province, study for GTZ, Abgeschlossen: April 1985
6. S.C. KHAILA, rural development linkage program, Mbalachanda baseline Survey. study for Save the Children Federation Inc. abgeschlossen 1985
7. METSCHIESS, Transportwesen in Entwicklungsländern, Teil 1 unpublished mskr.
8. J. R. N. .ULIA, B. KANDOLE, W. ETTEMA, National Physical Development Programm: Survey of Settlements Report No. 1 Catchment area analysis, study for Bureau of the President and Cabinet, o. J.,
9. DIESELBEN, National Physical Development Plan: Survey of Settlements Report No. 2, Interswettlement linkages, study for Bureau of the President and Cabinet. o. J.
10. NATIONAL BUREAU OF STATISTICS MALAWI, Annual statement of external trade 1981
11. RAINER PIWITT, Lastentransport mit menschlicher Muskelkraft in der ländlichen Dritten Welt, unpublished mskr.
12. UWE SCHULER, Rural development strategies and landuse & settlementplanning in Tanzania, ARDHI Institute, University of Dar es Salaam, 1984
13. B. J. DE WILDE, Low-cost Transport for Developing Countries: Possibilities for the Bicycle in Tanzania, Diss. TH De ft 1984
14. RJG VAN BERGEN, Programma van eisen vor een Afrikaanse fietz, study, abgeschlossen JULI 1985