Cite this article: Abdullahi, Y. & Lawal, A. 2026. “Evolutionary Trends of Urban Commercial Tricycle Operation in Katsina State, Nigeria, 2001 – 2023”. Sokoto Journal of History Vol. 14, Iss. 01. Pp. 131-139. www.doi.org/10.36349/sokotojh.2026.v14i01.012
EVOLUTIONARY
TRENDS OF URBAN COMMERCIAL TRICYCLE OPERATION IN KATSINA STATE, NIGERIA, 2001 –
2023
By
Yusuf Abdullahi
Department of History,
Ahmadu Bello University, Zaria
And
Aminu Lawal
Department of History and
Security Studies,
Umaru Musa Yar’adua Uni.,
Katsina
Abstract: This paper
examines the evolution, growth, and impact of tricycle-based urban commercial
transport operations in Katsina State, 2001-2023. The study aims to analyze how
the introduction and expansion of tricycles transformed urban mobility,
employment patterns, and the structure of intra-urban transport in the State.
The research is driven by the problem of understanding the long-term
socio-economic and operational consequences of policy-driven transport
interventions, particularly the introduction of tricycles as
poverty-alleviation tools, and how these interventions reshaped existing urban
transport systems. The emergence of tricycle transport in Katsina State began
in 2001 under the National Poverty Eradication Programme (NAPEP), introduced
during the administration of Olusegun Obasanjo, which distributed “Keke NAPEP”
tricycles nationwide to reduce unemployment and improve intra-urban mobility.
This was expanded through the Subsidy Reinvestment and Empowerment Programme
(SURE-P) initiated by Goodluck Jonathan in 2012, and through additional
tricycle loan schemes implemented by the administration of Katsina State
Governor Ibrahim Shehu Shema. Anchored within the theoretical framework of
urban transport transition and informal economy theory, the study interprets
tricycle operations as a state-facilitated informal transport system that
expanded access to mobility while simultaneously restructuring the urban
transport market. Using historical methodology, the study draws on both primary
and secondary sources, including oral interviews, government documents, and
archival materials, to trace the operational dynamics of the sector across
major urban centres such as Katsina, Funtua, Daura, Malumfashi, Dutsin-Ma, and
Mashi. Findings reveal that the proliferation of tricycles generated
significant employment opportunities for riders, mechanics, vulcanizers,
spare-parts dealers, and vehicle wash operators, while also improving urban
mobility and reducing transport shortages. However, the study also finds that
the expansion of tricycle operations contributed to the decline and eventual
collapse of car taxi services, intensified competition with motorcycle
transport, and created new challenges including security concerns and the
emergence of social vices. Overall, the study concludes that the introduction
of tricycles fundamentally transformed the structure, accessibility, and
socio-economic dynamics of urban commercial transport in Katsina State.
Keywords: Hausaland, Trans-Saharan trade,
North Africa, Ajami manuscript, Tsangaya
Introduction
Tricycles
had widely been used many decades ago means of public transportation especially
in Asian countries such as Indonesia, Bangladesh, Thailand, Philippines,
Pakistan and India. Tricycle has various names at different localities of the
world. For example, it is called ‘Qingqis’ in Pakistan, ‘Rickshaw’ in India,
‘Camboo’ in Hong Kong,[1] ‘Habal – Habal’ in Philippines and ‘Keke Napep’ in
Nigeria.[2] Keke is a Yoruba word which means bicycle, while
Napep is an abbreviation of a programme, National Poverty Eradication Programme
(NAPEP) introduced by federal government in Nigeria in the year 2001.[3] The evolution and the development of tricycle as a
means of transportation in Nigeria can be traced back to the military
administration of Brigadier General Muhammad Buba Marwa (Rtd.), the Military
Governor of Lagos State (1996 - 1999). He was the first to launch tricycle to
be used as commercial transport in Lagos State. After the launch, the vehicles
were called ‘Keke Marwa’.[4] In this view, Igwe and Osisioma affirm that,
With
the externalities of motorcycles such as road traffic accidents, robberies and
so on, there is also the need to complement existing public transport and as
well create jobs for people of Lagos, about 500 units of auto-rickshaw
tricycles was brought in March, 1998 to Lagos State and these was called ‘Keke
Marwa’ named after the then Military Governor of Lagos State, Colonel Buba
Marwa who initiated the use of tricycle as a means of transportation in the
Lagos metropolis.[5]
However,
Madugu argued that tricycle was in operation in Kano since 1980s which was
identified with different names in the past such as Babur Mai Kafa Uku (three wheels motorcycle), Keke Napep in the
early 2000s and later on Adaidaita Sahu.
According to him, Alhaji Idris Usman Geidam pioneered the tricycle business in
April, 1988, by purchasing ten Indian made Bajaj from Marwan Travel Agency (an
Indian company based in Lagos). Consequently, by December, 1988, Geidam has
purchased sixty tricycles which were nicknamed Geidam Mini-cab. Subsequently,
in 1989, Alhaji Uba Soja bought ten tricycles, while Alhaji A.A Mudallabi
bought twenty tricycles and hired them out for intra-city commercial transport
services. Indeed, whatever the case may be, the emergence of commercial
tricycle operation in Nigeria and Katsina State in particular followed various
trends and it impacted the socio-economic development of the State and Nigeria
in general. It is along this background that this work examines the evolutional
trends of urban commercial tricycle operation in Katsina State. It also
discusses its development, operation, as well as impact in the State from 2001
to 2023.
Geography
and People of Katsina State
Geographically,
Katsina State is located in the Sahel Savannah region of northern Nigeria.[6] It is one of the 36 states of the country and among
the north-western sub-region situated in the extreme northern part of the
country.[7] The State covers an area of 24,192 square kilometres,[8] which situated between latitudes 11°08′N and 13°22′N
and longitudes 6°52′E and 9°20′E. It is bounded by Niger Republic to the north,
Jigawa and Kano states to the east, Kaduna State to the south and Zamfara State
to the west.[9] There are 34 local government areas in the State,[10] and Katsina is the capital city of the State. The
capital is situated some 96 miles (about 172 kilometres) north of Kano city.[11] In terms of population, Katsina State is the second
most populous State, after Kano, in the North-west.[12] The population of Katsina State constitutes mainly
Hausa and Fulani ethnics with small number of other ethnic groups that include the
Kanuri, the Igbo, the Yoruba, the Nupe and the Tiv. There are equally, other
ethnic groups from different parts of African countries particularly the Niger
Republic,[13] Mali, and North African Arabs.[14]
Historical
Origin of Commercial Tricycle Operation in Katsina State
Commercial
tricycle operation in Katsina State emerged as a result of National Poverty
Eradication Programme (NAPEP) introduced by President Olusegun Obasanjo’s
administration in 2001. NAPEP was saddled with the responsibility of
coordinating and monitoring the government poverty eradication program
nationwide. The scheme was mandated to empower the public and reduce poverty
rate. According to statistics in 2001, out of every 100 Nigerians, 66 were
living below the poverty line. NAPEP goals include training of youths in
vocational trade to enable them support entrepreneurship through providing
micro credit, and to create employment in the automobile industry.[15]
When
NAPEP came on stream and embarked on its transport development programmes, it
ordered and took delivery of 2,000 units of green colour tricycles with the
inscription ‘Keke NAPEP.’ These tricycles were allocated to unemployed youths
for commercial transportation in all the States of the federation and Federal
Capital Territory in order to empower them economically.[16] Again, in 2004, five thousand (5,000) units of
tricycles were distributed to thirty-six states of the federation to further
ensure the actualization of the set objectives.[17] This was also the beginning of widespread use of Keke
as a mean of public transportation in Nigeria, including Katsina State.[18] It was argued that the acceptance of tricycle as an
alternative mode of transportation in the developing countries, particularly
Nigeria, arose due to its flexibility and door to door services for urban
commuters.[19] The tricycle has an added advantage in terms of its
carrying capacity compared to motorcycle. It has the capacity of carrying three
passengers and at least, 10kg of goods at once.[20]
Keke
Napep, Kurkura or Adaidaita Sahu[21] are all names given to tricycle in Katsina State. It
is one of the most popular means of transportation that plied, especially all
the metropolitan roads carrying passengers to various places of work or
business.[22] Just like the introduction of motorcycle as
alternative means of intra-city transport due to population pressure and to
alleviate poverty among the teaming youths in the State, the tricycles also
does the same.[23] With the introduction of tricycles in the State by
the NAPEP, many beneficiaries in the major towns like Katsina, Funtua and Daura
quickly put them into the intra-city transport services.[24] At the initial stage, it has not been attractive to
many commuters due to its nature of three wheels manufacture. Many were on the
fear that it could easily be tumbled. As observed, the fear was not restricted
to Katsina commuters alone, even people in Minna were on that fear as stress by
Ajiboye, et al:
Safety
and security of tricycle operation have become a significant concern of
commuters. As a means of public transportation, the tricycle has been
criticized of being unsafe, and it has been noted to be a significant cause of
an accident… The manners in which the tricycles are manufactured, and the
reckless natures of the riders undermine safety. However, operating tricycle in
mixed traffic… are often exposed to accidents.[25]
An
informant also reveals that when tricycle was first introduced in Katsina State
as commercial means of transport, it was mainly operated by Achaba
riders, who seemed to upgrade themselves into it. Most of them drove it
recklessly which caused accidents because they used to turn at a corner in a
high speed the way they did with motorcycle. As a result, many passengers refused
to patronize it.[26] In addition, the Keke Napep spare parts at the
initial stage were very scarce and it was powered by diesel engine which was
more costly compared to petrol. As argued by an informant, these were part of
the major reasons that up to 2007, in the whole of Katsina State, Funtua town
was the only area that intra-city tricycle commercial transport service was
operating.[27]
Another
informant asserts that when Keke Napep began to operate as commercial means of
transport in Katsina State, it was diesel powered machine which in most cases,
when mechanical fault occurred, people could not know how to repair it to the
extent that many beneficiaries parked the vehicles unused.[28] In line with this, Ajeogbo laments that,
…motor
vehicles were a new invention (in Nigeria) and the problems of securing spare
parts, experienced drivers and skilled technicians to operate and maintain the
vehicles became critical factors.[29]
In
2004, a transporter in Funtua called Sardauna Ibrahim Na Bature (son of a
famous 20th century transporter and automobile dealer in Funtua,
late Alhaji Ibrahim Na Bature) who also ventured into the commercial tricycle
business. He realized the potentials of tricycles at that moment and decided to
benefit from it. As such, Sardauna went to Lagos where the first category of
commercial tricycle was introduced during the military governor of Lagos State,
Buba Marwa. At Lagos, he went to a place known as Volkswagen Factory. This was
a place where tricycles were assembled when they were introduced in Lagos. There
were also prominent tricycle mechanics there. Sardauna hired one of their staff
to Funtua who trained people how to repair the vehicle.[30] When they became well trained, they engaged in repairing
Sardauna’s personal tricycles. He also engaged in buying the some unused
tricycles within Funtua town to repair and return them into commercial
operation. He even went to other towns such as Malumfashi, Bakori, Faskari,
Dandume, Katsina to buy some tricycles and repair. Also, he introduced large
quantity of its spare parts to Funtua. He established a commercial tricycle
transport company in Funtua known as NBT (Na Bature Transport). Later on, he
trained other people on how to repair the vehicle. Some of those trained later
established their personal garages in Funtua town as mechanics. This encouraged
other people to venture again into the tricycle transport business especially
in Funtua. At that period, Funtua remained the only town in Katsina State where
commercial tricycles operated.[31]
As
Funtua excelled more than any other local government area in tricycle business,
at the initial stage, it single-handedly served as State chapter of the Wazobia
Tricycle Association (WTA), a national association of tricycle owners and
operators. That was why whenever the WTA wanted to meet with Katsina State
branch; they normally met with Funtua executives alone as representative of
Katsina State branch entirely. Some of the chairmen who led the branch before
2007 were Ashiru Barmo, Alhaji Murtala Muhammad and Alhaji Almajir. The
leadership of Alhaji Almajir made several efforts to make sure that tricycle
operation and the association itself has expanded into various local government
areas most especially the State capital. In 2006, Almajir and some other
executive members like Alhaji Murtala resolved to reintroduce tricycle
operation in Katsina metropolis. Thus, they loaded about ten number of
tricycles belonging to their members together with their drivers on truck from
Funtua down to Katsina. When they reached Katsina, they introduced themselves
to Katsina Emirate Council, government and other security agencies related to
their activity such as the Nigeria Police, Federal Road Safety Corps (FRSC),
Vehicle Inspection Office (VIO), as well as ACOMORAN officials. But they faced
several challenges from ACOMORAN executives, their members as well as commuters
before they were accepted.
Some
of the challenges were overcome, and the tricycle operation was reintroduced in
2006. Alhaji Murtala was left in Katsina for almost a month to oversee the
affairs of the operation before he resumed to Funtua. Since then, the tricycle
transport in Katsina resurfaced and attracted many businessmen and women who
invested in the sector.[32]
Growth and Development of Commercial Tricycle (Keke Napep) Transport in Katsina State
The
Emergence of Ibrahim Shehu Shema as the executive Governor of Katsina State in
2007 opened a new chapter in tricycle transport service in the State. The
governor provided a number of tricycles and distributed them as soft loans to
various organizations and individuals in the State. Equally, officials of
Tricycle Owners and Riders Association, an association formed by owners and riders
of tricycle in the State, embarked in the sensitization programs to commuters,
especially women, who did not want to be mixed with men in taxi cars, or
rubbing Achaba operators on
motorcycles. They were sensitized on various advantages of tricycles against
other means of transport. In addition, they also tried in making sure that
transport fare with tricycle was fair by using the advantage of carrying three
or four persons including some goods at ones.[33] More so, riders of the tricycles began to be
sensitized on how to drive the vehicle safely by considering its three wheels
manufacture. This yielded positive result as people start to be attracted by
the tricycle transport and began to patronize it in their daily movements.[34] In addition, Umar, Ubogu and Yahaya assert that
intra-city commercial taxi cabs were flourishing until tricycles were
introduced to the city as alternative means of public transportation. Economic
factor, commuter’s convenience and religious inclination led to the development
of this business. Islamic practice which places limitations on the extent of
public interactions among matured males and females, has placed tricycle public
transport at an advantage for public transportation in the city because most of
the people depend entirely on public transportation for reaching jobs, markets,
schools and other destinations.[35]
With
this development, many other means of commercial transport in Katsina state start
to lose ground especially to women commuters as the tricycle is much preferred
by them than the traditional taxi car or commercial motorcycle.[36] Since then, transport activities with tricycle in
Katsina State began to grow to the extent that governments especially at the
State level, on several occasions, distribute them to people as either loan or
grant for them to be empowered and become self-reliant. Similarly, politicians
in the State also distribute the tricycles to their supporters. In line with
this, Daily Trust newspaper in 2012 reported that Katsina State
Universal Basic Education Board has distributed 238 tricycles to physically
challenged primary school pupils and students of junior secondary school in the
State.[37] Similarly, Vanguard newspaper in 2013 reported
that,
As
part of its activities to mark the 2013 International Women’s Day, Dr Fatima
Ibrahim Shehu Shema, wife of the governor of Katsina State through her Women
Empowerment Programme, distributed 204 tricycles popularly called Keke-Napep to
six women each of the 34 local government areas of the State including 34 women
living with HIV/AIDS. …The tricycles to women including people living with
HIV/AIDS, according to her, is one of the ways the State government is
alleviating poverty among our women.[38]
Apart from government and politicians, wealthy
individuals also purchase the tricycle and invest into the business of
commercial transport of tricycle either as high purchase or daily return. For
instance, in Katsina metropolis there are people like Alhaji Hassan Gas and
Alhaji Ibrahim Wazirin Sarkin Kasuwa,[39] in Funtua there are people
including Alhaji Rabiu Usman (No Going Back), Alhaji Dan Almajir, and Alhaji
Ibrahim Na Bature (Sardauna).[40]
The earlier brands of tricycle used for commercial
transport in Katsina State include TVS and Piaggio which were imported from
India and China respectively. Later on, other brands were introduced. Also,
from around 2012, Bajaj brand was introduced in the service and within a very
short period of time it dominated others. This has connection with the
distribution of large number of the Bajaj brand under the Subsidy Reinvestment
and Empowerment Programme (SURE-P).[41] This programme was launched
in January 2012 by the Nigerian government as a combination of intervention
programmes designed to cushion the effects of oil subsidy removal on the
vulnerable population in the country. The programme includes Maternal and Child
Health (MCH), community services, employment schemes, mass transit programmes,
vocational training, road works and rail transport.[42] Indeed, part of its
interventions was aimed at ensuring youth development through youth empowerment
programmes that were aimed at creating jobs and alleviating poverty. Under this
programme large number of Bajaj tricycles were distributed to the people in
Katsina State.[43] At its early introduction
as means of commercial transport in Katsina State in the early 2000s, price of
the tricycles was between N200,000 and N250,000 but before the end of 2007 it
reached N350,000. Also, before the end
of 2015 the price had reached up to N750,000.[44]
Operation of Commercial Tricycle (Keke NAPEP) Transport
in Katsina State
Operation
of commercial tricycle in Katsina State happens to be operated as motorcycle
with some few differences. There are city service and inter town operations.
The city service operation of tricycle operates within the major urban centres
of the State such as Katsina, Funtua, Malumfashi, Daura, Dutsin-ma, among
others. These convey commuters from one area to another within the town. There
are also those who park at different places such as bus stops, motor parks,
markets, schools, hospitals and any other public place. In Katsina metropolis
for instance, tricycle operators park at Abdu Fari’s house close to National
filling station to convey students and staff to various institutions such as
Umaru Musa Yar’adua University, Hassan Usman Katsina Polytechnic, Federal
College of Education, Alqalam University, etc.[45] Umar, Ubogu and Yahaya reveal that eight tricycle
terminals were identified among the busiest in urban Katsina. The terminals are
Kofar Kaura roundabout, Kofar Guga roundabout, KTSTA Headquarters, National
(Abdu Fari’s house), Sabuwar Tasha, Federal Medical Centre, Turai Yar’adua
Hospital and General Hospital.[46] However, there are also those who engage in good’s
hauling from one store or market to another. In fact, tricycles are found
almost everywhere in the above listed towns especially in market places, motor
parks and other public places.[47]
While
the inter-town operators operate from one town to the other which is not far
from their main town of operation. These operators also convey travellers who
drop at junction (Mararraba) of some towns or villages along the major roads,
or those drop at motor parks especially in the night, when there is shortage or
lack of conventional cars or buses that convey them to their main destinations.
For instance, in Katsina they convey passengers to neighbouring villages and
towns like Dandagoro, Batagarawa, Kayauki, Babbar Ruga, Shinkafi, Tsagero,
Abukur, among others.[48] In Daura they convey commuters to neighbouring towns
like Baure, Zango, Mai’adua, Dannakola, Mashi, among
others.[49] While in
Funtua they operate up to Bakori and Malumfashi towns along Yashe road,
Mairuwa, Ilalla, Dandume, Maska, etc.[50]
Ownership Pattern of Commercial Tricycle Operation
Commercial
tricycle involves several actors, who interact in a complex flow for the smooth
functioning of the activity. For example, in Katsina State, ownership patterns
of tricycle for commercial operation varies in relation to the operator. There
is self-centred sole proprietorship pattern, vertical ownership pattern defined
by human relation, and the horizontal ownership pattern defined by economic
relationship. All these patterns are centred on the tricycle operator.[51]
The self-centred sole proprietorship pattern is a pattern of ownership in which
an individual buys a tricycle and owns it. He is the sole proprietor and rider
as well. Therefore, does not remit any amount to anybody except Association
dues. However, all ownership related expenses are borne by him.[52]
While
the vertical ownership pattern refers to ownership through human relationships.
This pattern is sub divided into two types: ownership through biological and
social kinships. The former (biological kinship) deals with ownership of a tricycle
to an operator through an actual genealogical relationship or blood link. This
might be from father to son. This is a situation whereby the tricycle is bought
by a parent and given over to his son in order for the son to generate revenue
from it. The revenue is sometimes utilized into the family for taking care of
daily needs and if there any surplus, it belongs to the operator. In fact, the tricycle
belongs to the family as any male member can take over duty when the first
operator is not in service or when he retires. In the case of the later (social
kinship) it is a situation where a tricycle is owned by an operator who gives
it out for temporary operation mostly during rest hours of the first operator,
to his friends or colleagues. These occasional operators are mostly old
operators who earlier on had their tricycles that they use for the operation
but in one reason or another lost it, or students who benefit from the tricycle
of friends to make money during weekends and in their free hours. The second
operator must provide the first one with some revenue accruing from the
operation depending on their agreement.[53]
Finally,
the horizontal ownership pattern defines ownership through economic links. This
also distinguishes two sub categories: the ownership through a daily return
system and ownership through operate and pay system. In the sub category of
ownership through a daily return system, the tricycle is owned by a businessman
who is not an operator. He invests into the business by buying tricycles and
putting them on rents on a daily basis. Some operators who have not own a tricycle
takes this option and works in an employer – employee relationship with the
owner. He is expected to deposit certain amount of money per day as revenue
accrued from the day’s work as return. This figure varies according to the
state of the tricycle. The more it has tendency of having mechanical faults,
the less the revenue to be deposited. Any surplus which arises belongs to the
operator and constitutes his pay. The tricycle would be under the total care
and control of the owner subject to daily remittance of certain percentage of
the total take of the day by the operator and any surplus is allowed to be
taken by the operator. For instance, where an agreement was made between the
owner and the operator that N2000 is to
be remitted daily, under this category the operator has to pay the agreed after
daily operation. With regard to repairs of the vehicle, mostly in this case,
operator effect the minor mechanical faults, while the owner effect the major
faults or even change of parts of the vehicle.[54] Although, as of 2023, most businessmen who invest in
this category were leaving it and moving to the following second sub category
which is ‘hire purchase’ system due to the fact that some operators do not much
care about the minor mechanical repairs of the vehicle which led to major fault
and resulted to loss in the business.[55]
In the
second sub category which is ownership through the ride and pay system also
known as ‘hire purchase’, the owner would first buy a tricycle and add at least
25 – 30 percent to the amount he/she purchases the tricycle as profit and then
gives it out to an operator on condition that financial objective is to be
attained before he owns the vehicle. In the first place, the operator will be
asked to deposit either 5 or 10 percent of the total amount before he takes
over the vehicle then continue with the deposit on weekly or monthly basis
until he reaches the total agreed amount of the vehicle mostly between one and
two years.[56] After that, an agreement document would be
signed between the owner and the prospective operator. The paper simply states
the terms and conditions of the agreement. The
two parties sign it and hand it over to a third party which mostly officials of
the Katsina State Tricycle Owners and
Riders Association (KTS-TORAN), and guarantor(s) of the operator who
also sign as witnesses. The document would be photocopied and distributed among
the all involved. In addition, the original documents of the tricycle will not
release to him until he has fully paid the debt. In case of any failure, it is
the third party who is responsible to intervene and solve the matter in
whatever possible means.[57] However, after payment of the instalment, the
operator claims temporary ownership of the tricycle. It should be noted that,
just like the self-centred sole proprietorship pattern, all repairs, fuelling,
servicing and other ownership related expenses are borne by the
operator/temporary owner.[58] In fact, ownership
pattern of tricycle for commercial transport service in the State is the same
as motorcycle. This is part of the reasons that in the early 2020s the
associations of the both motorcycle and tricycle owners and riders were merged
together to be read as National Commercial Tricycle and Motorcycle Owners and
Riders Association (NACTOMORAS). But, each of them operates as unit under
NACTOMORAS and headed by its chairman.[59]
Conclusion
The paper discussed the
nature of urban transportation with reference to tricycle operation in Katsina
metropolis. Transportation is an important component of urban areas. Expansion
of towns and cities, and construction of roads, schools, clinics, markets,
offices, in addition to rural urban-migration, usually necessitates additional
transport facilities. In Katsina metropolis, from 1987 when it became the
capital of Katsina State, it faces increasing need for more transportation
facilities. The coming of tricycle has greatly contributed in facilitating
intra-city movements, and transportation from the metropolis to some suburban
areas, and boosted business activities. Tricycle emerged as pragmatic response
to transportation gaps in the State. More so, the tricycle has become a source
of livelihoods to many individuals, reducing the rate of youth unemployment.
This is considering the fact it has created job opportunities- operators,
mechanics, spare parts dealers, etc. It offered affordable door-to-door mobility
especially to low-income residents. The State officials and association of
tricycle operators need to work together to ensure obedience to traffic
regulations, compliance with safety and security rules, and pollution
management.
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“Operation and Management of Tricycle (Keke Napep) as a Means of Transport in
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[2] A. O. Osoja, O. O.
Olasunkanmi and B. S. Saanu, “Effect of Keke Napep (Tricycle) on Last Mile
Transportation of Commuters in Ojo Local Government Area of Lagos State,
Nigeria”, Global Academic Journal of
Economics and Business, Vol. 1, No. 2, 2019, pp. 43 – 50.
[3] B. Sule, U. Adamu and
M. A. Yahaya, “National Poverty Eradication Programme in Nigeria: A Case Study
of Capacity Acquisition Programme (CAP) in Gombe State 2003 – 2015”, (www.ideas.repec.org). Accessed on
15/7/2024.
[4] A. O. Ajiboye et al,
“Operation and Management of Tricycle (Keke Napep…
[5] A. U. Igwe and U. S.
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Humanities, Vol. 9, No. 1, 2023, pp. 79 – 91.
[6] History: Katsina State Government, (https://katsinastate.gov.ng/about-katsina/history). Accessed on 14th
August, 2023.
[7] I. S. Kankara,
“Changing Nature of Kauraye Youth Group Activities in the Post- Independent
Katsina, Nigeria, (1960 – 2013)”, Unpublished Ph. D Thesis (Sociology),
University of Dar es Salam, 2015, p.57.
[8] Brief History of Katsina State, (https://www.nigeriagalleria.com/Nigeria/State-Nigeria/Katsina?Brief-History-of-Katsina-state.html). Accessed on 14th
August, 2023.
[9] Map of Katsina State, Nigeria, Showing the Selected Locations for the
Study, (https://www.researchgate.net/figure/Map-of-Katsina-State-Nigeria-showing-the-selected-locations-for-the-study_fig
1_27237).
Accessed on 11th September, 2023.
[10] The 34 local government
areas of Katsina State are: Katsina, Rimi, Charanchi, Batagarawa, Kaita, Jibia,
Safana, Batsari, Danmusa, Dutsinma, Kurfi, Mashi, Dutsi, Kankia, Ingawa,
Kusada, Mani, Bindawa, Funtua, Dandume and Bakori. Others are Danja, Musawa,
Matazu, Kankara, Sabuwa, Faskari, Malumfashi, Kafur, Daura, Sandamu, Mai’adua,
Zango and Baure.
[11] M. T. Ibrahim, “A
History of Hotel Business in Katsina Metropolis c.1947 – 2020”, Unpublished M.
A. Dissertation (History), Umaru Musa Yar’adua University Katsina, 2021, p.28.
[12] M. A. Rufa’I and J. H.
Bawa, “An Insight into the Factors, Actors and Contours of Armed Banditry in
Katsina State”, in M. D. Suleiman, S. Suleiman, I. S. Kankara and W. Iliyasu
(eds.), Katsina in Transition: Exploring the History of Royalty, Culture,
Trade and Security, Abuja: Yaliam Press Ltd. 2024, p. 336.
[13] I. S. Kankara,
“Changing Nature of Kauraye Youth Group Activities in the Post- Independent
Katsina, Nigeria, (1960 – 2013)”, Unpublished Ph. D Thesis (Sociology),
University of Dar es Salam, 2015, pp.58-59.
[14] A. B. Sani, Trade Diplomacy, Banking and Finance in the
Trans-Saharan Trade: An Interpretation of Ahmad Abu al-Gaith’s Ledger, a Trade
Consul in Katsina, 1824 – 1870, Kaduna: Pyla-mak Publishers, 2012, p.8.
[15] Y. U. Madugu,
“Transportation and the Economy of Kano Metropolis, 1967 – 2014: A Historical
Study…, p. 165.
[16] A. U. Igwe and U. S.
Osisioma, “An Evaluation of Tricycle Transportation…
[17] A. O. Osoja, O. O.
Olasunkanmi and B. S. Saanu, “Effect of Keke Napep (Tricycle) on Last Mile…
[18] A. O. Ajiboye et al,
“Operation and Management of Tricycle (Keke Napep…
[19] A. O. Osoja, O. O.
Olasunkanmi and B. S. Saanu, “Effect of Keke Napep (Tricycle) on Last Mile…
[20] Y. U. Madugu,
“Transportation and the Economy of Kano Metropolis, 1967 – 2014: A Historical
Study…, p. 164.
[21] The name Adaidaita Sahu is widely use to tricycle
in Kano. It is a societalre-orientation programme introduced by the Kano State
government in 2004 in connection with Islamic law Shari’ah. The vehicle was
introduced by the State government to conveyonly women and children to prevent
them from interaction between men and women in the intra-citypassenger
transport services as provided by the Islamic law.
[22]. H. A. Tukur, “The
Development of Modern Transport in Katsina Metropolis: A Case Study of Keke
Napep”, Unpublished B. A. Project (History), Umaru Musa Yar’adua University
Katsina, 2012, pp.30 - 31.
[23] Oral Interview, Jamilu
Isiyaku, 38 Years, Chairman, National Commercial Tricycle Owners and Riders
Association, Katsina State Branch, Association’s Head Office, N. A. Building,
Kofar Soro, Katsina, 16/7/2024.
[24] Oral Interview, Jamilu
Isiyaku…
[25] A. O. Ajiboye et al,
“Operation and Management of Tricycle (Keke Napep…).
[26] Oral Interview,
Masa’udu Usman, 33 Years, Tricycle Operator, KTSTA Motor Park, Bakin Kasuwa,
Katsina, 8/8/2024.
[27] Oral Interview, Jamilu
Isiyaku…
[28] Oral Interview, Murtala
Muhammad Umar, 56 Years, Former Chairman, Wazobia Tricycle Association,
Katsina State Branch, at Funtua Town, on 16/12/2024.
[29] D. I. Ajeogbo, “Road
Transport Entrepreneurs and Road Transportation Revolution in Igboland,
1920-1999: A Case Study of the Nnewi Igbo of Nigeria”, African Research
Review, An International Multidisciplinary Journal, Ethiopia, Vol. 7 (4),
Serial No. 31, 2013, 162-173.
[30] Oral Interview, Murtala
Muhammad Umar…
[31] Oral Interview, Murtala
Muhammad Umar…
[32] Oral Interview, Murtala
Muhammad Umar…
[33] Oral Interview, Jamilu
Isiyaku…
[34] Oral Interview,
Masa’udu Usman…
[35] A. Umar, A. E. Ubogu
and O. Y. Yahaya, “Assessment of Tricycle Operation as a Means of Public
Transport in Urban Katsina, Katsina State, Nigeria, FUDMA International
Journal of Social Sciences (FUDIJOSS), Vol. 3, No. 1, 2021, pp. 115-126.
[36] H. A. Tukur, “The
Development of Modern Transport in Katsina Metropolis…, pp.30 - 31.
[37] Daily Trust, Nigeria:
Katsina SUBEB Spends N5.7 Million to
Physically Challenged Pupils, Published on 28th September, 2013,
(allafrica.com/stories). Accessed on 7/9/2024.
[38] Vanguard Newspaper, First Lady’s Tricycles for Katsina Women,
Published on March 16th, 2013. (www.vanguardngr.com). Accessed on 3/8/2024.
[39] Oral Interview, Jamilu
Isiyaku…
[40] Oral Interview, Alhaji
Musa Shugaba Funtua, 65 Years, Deputy Chairman, Katsina State Traders
Association,
Funtua, 19/11/2024.
[41] Oral Interview, Alhaji
Haruna ‘Yandaki, 43 Years, Secretary General, Katsina State Motorcycle Dealers
and Sellers Association, Kofar Kwaya, Katsina, 14/7/2024.
[42] O. E. Atakpa, “The
Subsidy Re-Investment and Empowerment Programme (SURE-P) as a Palliative Policy
in
Nigeria: An Impact Assessment”,
Unpublished Ph.D Thesis, University of Uyo, Uyo, Akwa Ibom State, Nigeria,
2016, p. 17.
[43] Oral Interview, Alhaji
Haruna ‘Yandaki…
[44] Oral Interview, Alhaji
Haruna ‘Yandaki…
[45] Oral Interview,
Masa’udu Usman…
[46]A. Umar, A. E. Ubogu and
O. Y. Yahaya, “Assessment of Tricycle Operation…
[47] Oral Interview, Jamilu
Isiyaku…
[48] Oral Interview, Tasiu
Bagobirin Kawu, 50 Years, Tricycle Operator, KTSTA Motor Park, Bakin Kasuwa,
Katsina, 8/8/2024.
[49] Oral Interview, Lawal
Yusuf, 51 Years, Civil Servant, Daura Town, 3/11/2024.
[50] Oral Interview, Ahmad
Muhammad, 41 Years, Farmer, Jabiri Market, Funtua, 17/10/2024.
[51] Oral
Interview, Jamilu Isiyaku…
[52] A. A. Sararinkuka, “The
Role of Achaba (Commercial Motorcycle
Transportation)…, p. 41.
[53] A. A. Sararinkuka, “The
Role of Achaba (Commercial Motorcycle
Transportation)…, p. 42.
[54] R. Bala, The Role of Achaba Business to the Socio-Economic
Development of Katsina Town…, p. 21.
[55] Oral Interview, Jamilu
Isiyaku…
[56] Oral Interview, Jamilu
Isiyaku…
[57]
Oral
Interview, Jamilu Isiyaku…
[58] Oral Interview, Jamilu
Isiyaku…
[59]Oral Interview, Jamilu
Isiyaku…
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