Commercial motorcycles vital yet deadly: World Bank pushes for urgent reforms

The World Bank and iRAP warn that commercial motorcycles, while vital for mobility and livelihoods in low- and middle-income countries, are driving a surge in road deaths due to weak regulation, unsafe helmets, and informality. The report calls for stronger laws, affordable safety gear, better infrastructure, and cross-sector collaboration to transform this high-risk sector into a safer, sustainable part of urban transport.

The World Bank, in partnership with the International Road Assessment Programme (iRAP) and other research institutes, has sounded a sharp warning on the growing dangers of commercial motorcycles in low- and middle-income countries. Their newly released guide highlights a stark reality: motorcyclists now make up nearly 30 percent of all road fatalities worldwide, with commercial riders bearing the brunt of the crisis. These workers, who provide essential mobility services in areas underserved by public transport, often operate in highly unsafe conditions defined by weak regulation, poor infrastructure, and widespread informality. While commercial motorcycles have become indispensable for urban and rural mobility alike, the lack of adequate safeguards has created a public health emergency that governments can no longer afford to ignore.

Opportunity Meets Risk on the Road

The document illustrates how commercial motorcycles represent a paradox: they are simultaneously a lifeline and a liability. On the positive side, they offer speed, affordability, and convenience, bridging critical last-mile connectivity gaps and supporting local economies. For millions of people, particularly in sprawling cities and remote areas, motorcycles provide the only viable transport option. Yet these benefits come at a heavy cost. Competition with buses and trains undermines investment in public transport systems, while the unregulated surge of riders accelerates congestion and safety hazards. The health risks are not confined to accidents alone. Long hours in dusty, congested, and noisy environments leave drivers vulnerable to chronic illnesses, and the widespread use of old, poorly maintained motorcycles worsens air pollution and noise levels, adding another layer to the urban health crisis.

Persistent Safety Gaps and Informality

The report identifies several recurring and interconnected challenges that keep the sector unsafe. Helmet usage, despite being the most basic form of protection, remains worryingly low. Certified helmets are often two or three times more expensive than counterfeit models, driving riders and passengers to opt for unsafe alternatives. Enforcement of standards is weak, allowing counterfeit helmets to dominate the market. Beyond head protection, other proven safety technologies such as anti-lock braking systems (ABS) and telematics are almost absent in low-income contexts, despite strong evidence of their effectiveness. Informality further aggravates the problem: many riders operate without licenses, training, or insurance, leaving them and their passengers financially and physically exposed in the aftermath of accidents. In places like Kenya, the blurred legal classification of gig-economy riders intensifies their vulnerability, with drivers left in limbo between contractor and employee status and therefore excluded from critical labor protections.

Building Safer Roads and Smarter Rules

The recommendations put forward by the World Bank and its research partners stress that safety reforms must be comprehensive and multi-pronged. Governments are urged to spearhead reforms by clarifying the regulatory framework governing commercial riders, extending occupational safety protections to gig workers, and enforcing stricter licensing and training regimes. Australia’s graduated licensing system is highlighted as an example of how structured entry into the profession can save lives. Helmet enforcement is flagged as a high priority, but the report makes clear that affordability and accessibility are just as crucial; without subsidies, financing schemes, or regulated pricing, riders will continue to turn to unsafe products. Infrastructure design also features prominently in the action plan. Dedicated motorcycle lanes, safer intersections, and clear signage can reduce risks substantially, while better integration into public transport planning can ensure that motorcycles serve as complementary connectors rather than destructive competitors to buses and rail.

Shared Responsibility for Safer Mobility

While governments must lead, the guide makes clear that safety cannot be achieved without private sector engagement and civil society participation. Ride-hailing companies, already shaping the mobility market, are uniquely positioned to set higher standards by mandating training, maintaining vehicle quality, and deploying digital monitoring tools. Insurance companies are called on to design affordable policies that protect both riders and passengers, shifting the cost of post-crash care from vulnerable households to structured safety nets. Civil society and NGOs, meanwhile, have a vital role in raising awareness about risky behaviors such as speeding, drunk driving, and non-use of helmets, all of which remain prevalent. The report concludes with a phased action plan that spreads responsibilities across stakeholders. Short-term actions include stronger coordination between ministries of transport, health, finance, and police, while medium-term measures call for continuous driver recertification, scaled-up insurance schemes, and targeted infrastructure investment. In the longer term, the vision is of a fully integrated transport system where commercial motorcycles, instead of being a road safety liability, become a safe, regulated, and complementary part of the mobility ecosystem.