Qoray Mobility & Energies Limited has launched a Dealer-Owned, Dealer-Operated (DODO) model aimed at expanding electric last-mile transportation across Nigeria through a franchise-style system. The initiative enables independent entrepreneurs to own and operate electric tricycle fleets in designated territories, supported by Qoray's technology platform, battery swap stations, and operational infrastructure. Dealers contribute approximately ₦50 million upfront to access a full mobility ecosystem valued at around ₦177 million, with the remaining financing provided via a bank-backed facility repayable over two years through daily earnings. This structure lowers entry barriers for transport entrepreneurs while promoting rapid deployment of clean mobility infrastructure. Unlike conventional dealership models focused on vehicle sales, DODO is designed for long-term operation, allowing dealers to generate recurring revenue from transportation and energy services. The electric tricycles reduce reliance on fuel and cut operating costs for riders, improving income stability. Qoray assembles the vehicles locally in Nigeria, a move intended to build technical expertise and support industrial growth within the electric mobility sector. According to Olabanjo Alimi, Founder and CEO of Qoray Mobility & Energies Limited, the goal is to create a decentralized mobility network that empowers local operators, fosters green jobs, and drives sustainable economic participation. The company sees the model as a response to Africa's growing urban populations and increasing demand for efficient, clean last-mile transport solutions. By shifting ownership to local dealers, Qoray aims to keep economic benefits within communities and speed up grassroots adoption of electric mobility. The launch positions Qoray at the intersection of sustainable transport, decentralized infrastructure, and inclusive economic development in Africa.
The DODO model demands a ₦50 million equity contribution from dealers, a barrier that may exclude the very grassroots entrepreneurs it claims to empower. While local assembly and battery swap infrastructure are promoted, the requirement for such a high upfront investment contradicts the promise of broad-based economic inclusion. Many small-scale transport operators cannot access this level of capital, limiting participation to already affluent investors. The model's success hinges on financing access, not just technology deployment.
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