The passage of the Road Traffic Amendment Bill, 2025, legalising the commercial use of motorcycles, tricycles and quadricycles, has ignited a broad and heated debate about its implications for Ghana’s economy, road safety and long-term development. What began as a political pledge has now become a policy reality, drawing both praise and sharp critique from across society.
Supporters of the legislation, particularly okada riders and their associations, have greeted the legislation as a hard‑fought victory after years of advocacy. Solomon Akpanaba, Public Relations Officer of the Okada Riders Association of Ghana, stressed that the legalisation presents a chance to correct historical public grievances about indiscipline.
“It is a challenge to us. Once the system is regularised, we know these are the complaints Ghanaians have against us, and these are genuine complaints. We see them happening,” he said, acknowledging that unruly riding behaviour has hindered public acceptance of the trade.
Under the new framework, he insisted, unions will now have the authority to sanction riders who flout regulations, from ignoring traffic lights to reckless riding, with penalties ranging from suspension to union expulsion. “We are very sure that if we are given the mandate to discipline them… their leaders will make discipline their key mandate,” Akpanaba added.
Elvis Darko, Editor of Newscenta Newspaper, said in an interview with Channel One TV: “I don’t see how legalising motorcycles for commercial transport is the path for Ghana. Countries we admire are focusing on high-speed trains, flying taxis, and other advanced infrastructure. When good policies are mismanaged, the whole project fails.”
Many riders have framed legalisation as a long‑awaited economic lifeline on social media and in street celebrations, hailing the move as “a victory after a decade‑long fight” and expressing optimism that it will finally bring order and legitimacy to their business. Such voices argue that regulation could unlock new revenue streams through licensing and potentially broaden opportunities for youth employment in urban and rural transport markets.
Yet this enthusiasm is not unanimous, even among transport stakeholders. Drivers from established public transport sectors, including trotro and taxi operators, have urged caution, warning that legalisation must be implemented carefully to avoid destabilising existing systems and undermining road safety. Many drivers “expressed happiness about the bill,” and they also “urged the government to proceed with extra caution” as final regulations are developed.
Legalising commercial motorcycles could increase the risk of road accidents if it outpaces effective law enforcement. Motorcycles are often involved in severe crashes, and managing traffic regulations for a large number of commercial motorcycles will be extremely challenging without sufficient police capacity. Without strong enforcement and infrastructure improvements, there is a real danger that legalisation could inadvertently enable the high risks it aims to reduce.
The debate has political undertones as well. Before the Bill’s passage, some government figures had historically resisted legalisation, arguing that weak enforcement conditions made regulation impracticable, with one former transport minister asserting, “It will be difficult for me to lead the legalisation of okada” under current traffic management limitations.
Meanwhile, advocates for legalisation have emphasised the economic reality of a sector that, until now, operated informally and provided livelihoods for thousands of youth across Ghana’s regions.
The real test of the legislation’s success will come not in its passage but in its implementation. They note that integrating commercial motorcycles into the formal transport ecosystem, including training, licensing, road safety education, and enforcement, will be essential to realising any economic benefits without compromising public safety or long‑term transport planning.
