Last week Cairo Governor Galal Al-Said banned Tuk-tuks from seven districts in Cairo. The ban includes Downtown, Boulaq Abul-Ela, Al-Azbakeya, Abdin, Al-Wayli, Bab Al-Sheireya and Al-Moski. Anyone violating the ban faces a LE1,500 fine for the first offence and permanent confiscation of their vehicle if they reoffend. In 2012 the government of Prime Minister Hisham Qandil introduced plans for the licensing of Tuk-tuks. In January 2014, however, the government suspended the import of Tuk-tuks, and of spare parts for the vehicles, for one year. Restrictions were also placed on the issuing of new licences. “The licensing plans,” says Khaled Mustafa, official spokesman for Cairo governorate, “have never been enforced.” Mustafa claims the unregulated spread of Tuk-tuks has caused serious problems for other road users and the vehicles have increasingly been involved in criminal activity, including robbery and kidnapping. “The partial ban,” says Mustafa, “will be extended to more districts within two months.” A recent report issued by the State Commissioners Authority (SCA) highlights how Tuk-tuks provide a service to passengers who cannot afford taxis and cover areas where other forms of transport, including mini-buses, are scarce. The vehicles provide work for many young men who would be otherwise unemployed. “The number of Tuk-tuks in Egypt has reached one million,” said the report. “The market can absorb 8,000 Tuk-tuks per month. More than two million young people work as Tuk-tuk drivers.” The average cost of a new Tuk-tuk is LE22,000. Tuk-tuks are everywhere, in the backstreets of smart areas such as Mohandessin, New Cairo and Sixth October, and in slum areas such as Mansheit Nasser, Imbaba and Ard Al-Lewa. In many cases they are the only form of public transportation. Many argue that rather than ban the vehicles the government should regulate their use. Sobhi Mohamed, a member of the Transport Syndicate, says it is the government's lax attitude to the spread of Tuk-tuks that has caused the problem. For 15 years, he says, officials have failed introduce licensing for the vehicles. Tuk-tuks do not constitute a problem, he says, rather it is their unregulated spread. “The procedure for licensing a tuk-tuk should not differ from licensing a private car, a taxi or even a bus. Tuk-tuks would not cause any problem if they were legalised,” says Mohamed. To ban Tuk-tuks will serve only to increase unemployment among young people and that, argued Mohamed, is likely to feed crime rates. “Instead of finding a solution to the problem the government is now seeking to blame the poor drivers for its own inefficiency.” Hani Metwalli, a 25 year-old Tuk-tuk driver, says the government's approach to the problem is destined to fail. “I graduated from the faculty of engineering four years ago,” he says. “I couldn't find a job until last year when I finally decided to work as a Tuk-tuk driver. My parents are poor and I want to get married. I have to help myself and start working.” Mohsen Ibrahim, 32, agrees. Why, he asks, does the government think it a good idea to deprive poor people of their livelihood? “The ban should only apply to drivers younger than 18. Legalising the status of Tuk-tuks would put them under the government's eyes and if anything went wrong, or the drivers committed any crime, it would be easy for the authorities to reach them,” says Ibrahim. “Let people work and live. The government shouldn't be in the business of forcing people to turn to petty crime.” Om Ihsan, who works as a housemaid, is typical of many Tuk-tuk users. Buses, she says, do not service the area in which she works. “Even mini-buses can't enter the narrow streets. I can't walk for long distances. Why does government want to torture us?” she asks.
