From Fuel to Future: A Comparative Environmental and Economic Assessment of Traditional and Electric Tuktuks in Urban Kenya (The Tuktuk Culture)

By Nimrod Aberi July 2025

This article seeks to dive deep into the deeply rooted culture of the three-wheeler vehicles commonly referred to as tuktuks. They are strongly associated with urban areas, with their popularity and heavy reliance particularly evident in cities such as Kakamega, Mombasa, Kisumu, and Nairobi.[1] Epithets surrounding tuktuks highlight their reliability, accessibility, and cost-friendliness.

However, while tuktuks serve as vital tools of urban resilience in Kenya, their dependence on fossil fuels undermines environmental sustainability. This study explores whether electric alternatives can offer a low-carbon, economically viable solution for the future of informal mobility.

The good, the bad, the tuktuks.

Introduction

While the significance of tuktuks cannot be overlooked, the weight of their environmental threat remains significantly high — and addressing it at the earliest is one of the ways of protecting the environment and our future generations.

The fact that they are not as widespread as other forms of transport such as taxis, buses, or matatus does not mean that their contribution to environmental degradation is negligible — nor does it make the efforts behind transforming the world into a greener and healthier place, by starting with rectification of these loopholes, meaningless.

Hence, we delve into the available frameworks, the adopted and created culture in the tuktuk industry, and proposed frameworks and different areas that can be changed — including but not limited to the proposal of electrification of tuktuks to eradicate the increase in carbon waste and fumes, resulting in a resultant effect of mitigating the rapid increase in global warming.

Current Technologies, Frameworks and Policies

Three-wheeler imports primarily come from India, China, and Japan — with India being the leading exporter of tuktuks to Kenya.

The common models of tuktuks in Kenya include:

• Bajaj RE / Bajaj Maxima – the most widespread tuktuk brand in Kenya

• Piaggio Ape (City Petrol and e‑City FX Max / E‑Xtra FX Max) – more reliable due to good fuel economy (consuming up to only 32 L per kilometer) and known for lower noise pollution

• TVS King Petrol

• Mahindra Alfa / Kinetic Safar – moderately priced and known for durability

Tuktuks are commonly used in towns and cities, where they serve as mini cabs, usually covering short distances.

Common characteristics of three-wheelers (3Ws) include:

• Loud revving engine sound

• A driving wheel that resembles that of a motorbike, though not entirely similar

• Enclosed passenger cabins or bench seats (not pillion setups)

• Passengers are simply passengers, regardless of seating position

• Recognizable by their tin/iron or fiberglass bodies

• Designed for strength, durability, aesthetic appeal, lightweight structure, and low maintenance【2】

• One wheel in front and two at the back

• A seat for the driver with a front passenger seat, and rear benches accommodating 3 to 6 passengers

• Open doors for both the driver and passengers, allowing for immediate pick-ups and drop-offs【3】

Their compact size and three-wheel mobility make them highly suitable for flexible maneuverability in urban, suburban, and even rural roads【4】.

One of the key legal provisions guiding the use of such motor vehicles is found in Article 82 of the Environmental Management and Coordination Act (EMCA)【5】, which states:

No owner or operator of a motor vehicle, train, ship, aircraft, or other similar conveyance shall — (a) Operate it in such a manner as to cause air pollution in contravention of the established emission standards; or (b) Import any machinery, equipment, device, or similar item that will cause emissions into the ambient air in contravention of prescribed emission standards.

Proposed Frameworks and Way Forward

With the heavy reliance on three-wheelers, eradicating them outright due to their noise pollution or fuel emissions would be catastrophic and unsustainable. The need to integrate more electric 3Ws has never been direr.

Implementation of frameworks supporting manufacturing, assembly, and dissemination should remain paramount. Industries must be encouraged to scale up production of electric alternatives, while policies must begin to phase out the development of traditional tuktuks that heavily rely on fossil fuels — if we are serious about securing our future as a green world.

Recent developments in the country cannot go unmentioned — notably the launch of Piaggio electric tuktuks (Ape E‑City FX Max for passengers and E‑Xtra FX Max for cargo) in Nairobi, Mombasa, and notably in Diani【6】. These electric three-wheelers are not only economical as taxis but also ideal for vans and pick-up models, proving useful for delivery work, courier services, laundry, and fast food operations.

The growing demand for urban transport, driven by the rapid expansion of towns and cities, presents even greater opportunities for buyers of these vehicles. Tuktuks may well be the solution to traffic congestion around the country — they can easily navigate narrow paths and occupy minimal parking space.

This is their biggest and most unique advantage — and one that amplifies their significance. Their closed roofs and greater stability also set them apart from motorcycles. In cities like Mombasa, with narrow, bustling streets, there can be no better means of transport than the three-wheeler.

Motor companies such as Car and General (C&G) are already in the process of launching these electric tuktuks in all counties. But the rest of the responsibility lies in the hands of the people and the government — to ensure a business-friendly environment for the growth and development of such initiatives.

Additionally, introducing subsidies and adjusting tariffs will have a ripple effect — reducing fare costs for passengers and easing the burden of capital-intensive investment on tuktuk owners. The high cost of maintaining and operating traditional fuel-powered tuktuks should be lifted not just from owners, but also from everyday users who rely on them.

Kenya is a signatory to the updated Nationally Determined Contributions (NDCs), aiming to reduce greenhouse gas emissions by 32% by 2030 (7). According to UN reports that highlight Kenya as a case study, pilot projects in green mobility are not just possible — they are already successful.

Electric motorcycles, for example, are cleaner, cheaper, and now increasingly widespread. Many of them are assembled locally and powered by Kenya’s grid, which is over 90% renewable — a true example of how local action can drive global change(8).

As per the International Electrotechnical Commission, some of the standards to be observed in the manufacturing and assembly from conductive system to protective devices are stipulated in the table below:

Table 1:

The Role of Sustainable Biofuels in Green Mobility

According to research conducted by the International Council on Clean Transportation (ICCT), sustainable biofuels are key to decarbonizing transportation by mid-century(19).Biofuel production has the potential to replace up to 15.5 million barrels of crude oil per day used in transportation — accounting for nearly 25% of current global transport energy demand. This would substantially reduce carbon emissions on a global scale.

ICCT continues to conduct critical research to identify fuels that offer the greatest carbon reduction, factoring in the full life-cycle impact of production. They also work to support the creation of effective low-carbon fuel policies worldwide.

When paired with electrification of transport systems, biofuels help create a world where green mobility is no longer a fallacy — but a lived reality.

Conclusion

EVs can positively impact community health and the environment, while also delivering tangible advantages to drivers — including lower maintenance and fuel costs, increased efficiency, more vehicle options, and greater comfort (20).

The electrification of tuktuks in Kenya is not merely a technological shift — it is a strategic imperative for achieving environmental sustainability, reducing urban air pollution, cutting long-term energy costs, and unlocking green jobs within the informal transport sector.

As the backbone of last-mile connectivity in both urban and peri-urban areas, tuktuks occupy a unique niche that, if electrified, can contribute significantly to Kenya’s climate commitments under the Paris Agreement, and support the nation’s own Vision 2030 green economy agenda.

To make this transition viable, government incentives for local assembly, fiscal reforms supporting the importation of EVs and battery infrastructure, and robust public-private partnerships will be essential in ensuring a just and inclusive transition.

Electrifying tuktuks must also go hand in hand with:

• Strengthening micro-financing access for drivers

• Investing in charging infrastructure

• Upgrading local technical capacity for repairs and maintenance

If Kenya takes the lead in this shift, it won’t just lower its transport-related emissions — it will position itself as a model for green mobility transformation across Africa.

Achieving the UN Vision 2030, while aligning with: • SDG 7 – Affordable and Clean Energy • SDG 11 – Sustainable Cities and Communities • SDG 13 – Climate Action

The road to a cleaner, quieter, and more resilient future begins with rethinking the humble tuktuk — not as a relic of noisy combustion engines, but as a symbol of sustainable innovation.

References

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[5] Environment Management and Coordination Act Art 82 Cap. 387

[6] https://nairobinews.nation.africa/new-piaggio-tuktuks-out/?utm_source

[7]Paris Agreement (2015): https://unfccc.int/climate-action

[8] https://www.unep.org/news-and-stories/speech/towards-electric-mobility-africa

[9]IEC 61851-1: 2017-02; Electric Vehicle Conductive Charging System—Part, 1. Available online: https://webstore.iec.ch/publication/33644

[10]IEC 61851-23: 2014; Electric Vehicle Conductive Charging System—Part 23: DC Electric Vehicle Charging Station. Available online: https://webstore.iec.ch/publication/24906

[11]IEC 61851-23: 2014; Electric Vehicle Conductive Charging System—Part 24: Digital Communication between a d.c. EV Charging Station and an Electric Vehicle for Control of d.c. Charging. Available online: https://webstore.iec.ch/publication/6033

[12]ISO 17409:2020; Electrically Propelled Road Vehicles—Conductive Power Transfer—Safety Requirements. Available online: https://www.iso.org/standard/72880.html

[13]IEC 60947-2:2016; Low-Voltage Switchgear and Control gear—Part 2: Circuit-Breakers. Available online: https://webstore.iec.ch/publication/65448

[14]IEC 60947-6-2:2020; Low-Voltage Switchgear and Control gear—Part 6-2: Multiple Function Equipment—Control and Protective Switching Devices (or Equipment) (CPS). Available online: https://webstore.iec.ch/publication/61649

[15]IEC 60364; International Standard on Electrical Installations of Buildings. Available online: https://webstore.iec.ch/searchformamp;q=60364

[16]IEC 62305:2022; SER Series. Protection against Lightning—ALL PARTS. Available online: https://webstore.iec.ch/publication/6797

[17] IEC 62893-1:2017; Charging Cables for Electric Vehicles for Rated Voltages up to and Including 0.6/1 kV—Part 1: General Requirements. Available online: https://webstore.iec.ch/publication/30590

[18] IEC 60529:1989/AMD2:2013/COR1:2019; Corrigendum 1—Amendment 2—Degrees of Protection Provided by Enclosures (IP Code). Available online: https://webstore.iec.ch/publication/64427

[19] https://theicct.org/sector/fuels/

[20] https://theicct.org/clearing-the-air-series-understanding-the-ev-advantage/