The public transport and storage sector contributes an average of eight to nine per cent of Kenya’s Gross Domestic Product (GDP).
It is a vibrant sub-sector within the broader services industry (which accounts for over 5.5 per cent of the national GDP) and operates primarily through road, rail, air, and pipeline.
According to data from the Kenya Bureau of Statistics (KBS), this sector rakes in between Sh.200 billion to 400 billion into the Kenyan economy annually.
But road transport is most commonly used in Kenya to facilitate movement of goods and services.
Among the mediums of road transport in Kenya are matatus, which are the most common; the bodaboda sector; and more recently, tuktuks.
Tuktuks are three-wheeled vehicles with an open-sided body and a roof covered by a canvas. It’s usually used as a taxi and could also be used to ferry small quantities of items from one place to another.
Tuktuks (auto-rickshaws) evolved from the early 20th century in Japan as Japanese motorized delivery tricycles, and by the 1930s, they had grown to become another form of transport. The name itself is Thai, coined as an onomatopoeia for the distinctive, sputtering “tuk-tuk-tuk” sound of their original engines.
Origin of tuktuks
As said earlier, they originated in Japan in the early 1930s as the first motorized three-wheelers, an affordable, lightweight vehicle for transporting goods.
They then received global adaptation in the 1940s and 1950s after World War II, when these helpful Japanese vehicles were widely exported. Similar three-wheeled designs (such as Piaggio’s Ape in Italy) later emerged for post-war rebuilding.
In the 1960s, Thailand imported these three-wheelers from Japan and modified them as taxis. The open-air cabin design then quickly replaced human-pulled rickshaws, becoming a major feature in Bangkok’s urban transport.
Tuktuks In Kenya
The tuk-tuk was originally introduced to Kenya at around 1990 in most parts of coastal Kenya, especially Mombasa. It got its momentum at around the year 2000 when the medium of transport spread to other major towns.
Data shows there are approximately 15,000 to 17,000 registered tuk-tuks operating in Mombasa and the rest of the country. This is according to data from the Ministry of Transport.
An owner hiring out a petrol tuk-tuk can expect a stable net profit of Sh20,000 to Sh30,000 per month. If you choose to invest in an electric tuk-tuk or drive the vehicle yourself, your monthly net earnings can exceed Sh. 50,000 due to massive fuel savings and eliminated driver friction.
For Vincent Otieno, a long-time resident of Kisumu, the three-wheeled motorized rickshaw known as the “tuktuk” is more than just a vehicle; it is a way of life. Having operated his business within the lakeside city for over ten years, Vincent views his work as both a vital lifeline and a personal passion.
“This business has been my primary source of income and employment and, on a good day. I take home more than Sh.2,500 after deducting fuel costs,” Vincent shared. “It’s also my source of entertainment, because I truly enjoy what I do.”
However, the journey has become increasingly bumpy for operators in the sector. Despite his decade-long experience, Vincent notes that a combination of global and local economic pressures is squeezing the margins of a once-thriving trade.
The primary challenge currently facing Kisumu’s Tuktuk community is the sharp rise in inflation, specifically the skyrocketing cost of fuel. For a business built on low-cost transportation, every shilling added to the pump price directly erodes the operator’s daily take-home.
“The way we used to work has been significantly reduced,” Vincent explained. “We simply cannot generate the same level of income we saw in previous years, and competition too is cutthroat due to the emergence of motorcycle transport, popularly known as bodas.”
The sector has struggled to find its footing since the COVID-19 pandemic, which permanently altered movement patterns and economic stability in the region. Beyond fuel, the high cost of spare parts and general maintenance has become a heavy burden for operators.
In response to these tightening margins, Vincent offers a stark piece of advice for newcomers: prioritize ownership of your tuk-tuk over debt.
“I urge anyone willing to start this business to own their tuk-tuk outright. Avoid taking loans as much as possible. The revenue generated now from the business is so minimal that it is difficult for an owner and an operator to enjoy the profits while still servicing a debt,” he says.
Despite these challenges, the tuk-tuk remains a staple of Kisumu’s urban transport system. Its survival is rooted in its unique utility within the Central Business District (CBD) and surrounding estates.
Vincent points out several reasons why the public continues to choose tuk-tuks over other normal taxis or other options like motorbikes (boda bodas) or traditional Public Service Vehicles (PSVs).
First, the tuk-tuk transport is affordable since it remains cheaper for passengers compared to many alternatives and is able to transport large quantities of goods that a motorcycle cannot handle.
They can also navigate narrow routes where large buses and matatus cannot reach and, therefore, become accessible. Further, their efficiency stems from the fact that despite the rising costs, they remain relatively fuel-efficient for short-distance hauling.
While the economic climate remains challenging, operators like Vincent continue to provide an essential service, maneuvering through the streets of Kisumu with a blend of resilience and a long-standing love for the drive.
Vincent’s dream is to grow to own a fleet of tuk-tuks and employ other people and even later in life own lorries for long-distance hauls.
by Mabel Keya–Shikuku and Nathan Kimwetich
