{"id":17189,"date":"2025-11-26T17:17:16","date_gmt":"2025-11-26T15:17:16","guid":{"rendered":"https:\/\/zawia3.com\/?p=17189"},"modified":"2026-10-24T15:03:01","modified_gmt":"2026-10-24T13:03:01","slug":"people-with-disabilities-3","status":"publish","type":"post","link":"https:\/\/zawia3.com\/en\/people-with-disabilities-3\/","title":{"rendered":"Trapped at Home: How Egypt\u2019s Streets and Transport Exclude People with Disabilities"},"content":{"rendered":"

Throughout her life,<\/span> Nourhan Mahmoud<\/b> has suffered great difficulty getting around within Port Said Governorate or travelling outside it, because of the absence of the accessibility code in the governorate’s means of transport, which are not suited to the wheelchair she uses all the time as a person with a physical disability. This makes her rely more heavily on taxis and ride-sharing apps for her journeys, which places a double financial burden on her because of their high cost.<\/span><\/p>\n

As a Paralympic table tennis player, she has to travel to Cairo to take part in sports championships, and every time she takes the train with her friend, who also uses a wheelchair, the two of them face great difficulty lifting the wheelchair into the train carriage and have to seek help from a member of staff or a passenger, given the absence of suitable accessibility equipment at the stations.<\/span><\/p>\n

This suffering prompted Nourhan to try to use the Integrated Services Card to obtain a car equipped for people with disabilities, but her car has been held at customs for two years, and she has found herself forced to pay additional charges repeatedly under the heading of storage fees, without any real progress in the procedures. On top of that, her Takaful and Karama pension has been stopped.<\/span><\/p>\n

Nourhan dreams of dedicated buses for persons with disabilities in Port Said Governorate, like the <\/span>smart buses<\/span><\/a> recently introduced in limited numbers in Cairo, with spaces adapted for electric wheelchairs to board, entry and exit passages fitted with suitable ramps that allow safe and independent movement, and permission to use the Integrated Services Card to pay half the ticket price.<\/span><\/p>\n

She tells Zawia3: “Providing these solutions is a basic right for persons with disabilities, and making them available on public transport will ease much of the daily suffering that we, people with physical disabilities in Port Said Governorate, live through.”<\/span><\/p>\n

Five years ago, <\/span>Abdel Nasser Diab<\/b> found himself forced to use a wheelchair after he was left hemiplegic, and with that began major daily challenges in getting around Cairo. Reaching the metro station has become a big problem for him, because of the poor condition of the streets around the stations and their unsuitability for wheelchairs, the result of poor-quality paving and the accumulation of encroachments and small vehicles, foremost among them the tuk-tuks that stand at the stations’ entrances and exits and obstruct his movement.<\/span><\/p>\n

When he reaches the station, it is impossible for him to go up and down using the fixed stairs and escalators if the lift is out of order or does not exist at that station, and then come the metro trains, which he believes are still unsuitable for wheelchair users, who face difficulty getting in and out, especially amid the severe crowding at rush hours; there are no practical solutions to ease movement between the platform and the metro carriage, which makes boarding and alighting difficult and sometimes dangerous. He explains that the same problem recurs on trains, given the absence of any ramps or equipment that would ensure a safe transfer for wheelchair users.<\/span><\/p>\n

He tells Zawia3: “The solutions are clear and applied in many countries. A dedicated door for wheelchair users could be provided, fitted with a movable ramp that makes getting on and off easier, ensuring their independence and their ease of use of public transport.”<\/span><\/p>\n

Abdel Nasser expresses the hope that the streets around metro stations will be adapted and all obstacles removed from in front of the entry and exit gates, along with fitting the doors designated for wheelchairs with a ramp that helps users get on and off the metro or train safely.<\/span><\/p>\n

While <\/span>Ali Abdel Fattah<\/b> was living in Minya Governorate, he faced great difficulty getting around within the governorate, as he suffers from severe paralysis of the arms (severe paresis) and moderate paralysis of the legs (moderate paresis), which makes it very hard for him to move his legs and feet and to keep his balance while walking or standing. When he travelled to Cairo and moved to live there, the first obstacle he faced was that some regional train stations lack lifts, which forced him to use long pedestrian tunnels or climb high overpasses, causing him great exhaustion and posing a risk to his safety.<\/span><\/p>\n

After settling in Cairo, Ali relied on the metro for his journeys, to the exclusion of other means of transport, as it is the most accessible for people with physical disabilities, but he stresses the need for a dedicated service for persons with disabilities inside the metro, including making wheelchairs available when needed, applying larger discounts on the ticket price, and putting the metro on an equal footing with the trains regarding the right to a companion. He explains to Zawia3 that when he books a train ticket, he and his companion are charged two full tickets, whereas, in his view, the price should be half for the user and half for the companion, to ease the financial burden.<\/span><\/p>\n

He says: “The biggest difficulties facing people with physical disabilities begin inside the metro itself, especially when changing from one line to another; users are forced to cover long distances inside the stations, which is extremely arduous for those with severe physical disabilities or those who do not have wheelchairs to help them move.”<\/span><\/p>\n

Abdel Fattah also points to what he sees as a “severe shortfall” in parking spaces designated for persons with disabilities, stressing that this problem is clearly visible in downtown Cairo, in shopping areas and at the Al-Azhar and Al-Hussein station, where there are no adapted spaces for them to park their cars easily and safely, and stressing that developing accessibility services on the metro and trains and providing designated parking spaces is a basic right that enables persons with disabilities to move independently and with dignity.<\/span><\/p>\n

In the same context, <\/span>Amany Amin<\/b> believes that accessibility on the metro appears suitable on the surface, but the basic problem, in her view, is that the state starts measures and does not see them through to the end. The metro has designated seats for persons with disabilities and the elderly, but compliance with these seats is almost non-existent, which means she struggles every day to get a seat on the train despite her physical disability, because young women passengers sit in the seats designated for persons with disabilities, and she often refrains from claiming her right to a seat to avoid embarrassment or argument.<\/span><\/p>\n

Amany, who lives in Cairo, points to the problem of crowding in the lifts designated for persons with disabilities at metro stations, explaining that able-bodied people benefit from them more: many rush into the lift as soon as it arrives, some of them young people, while persons with disabilities are unable to keep up with them because they move slowly, even though the lift is designated for them, for the elderly and for pregnant women.<\/span><\/p>\n

She tells Zawia3: “The most basic right of persons with disabilities is to sit in the places designated for them without hardship. They also need to sit near the doors to make it easier to get off the trains safely, but those seats are often occupied.”<\/span><\/p>\n

Amany stresses that accessibility in transport will not be complete simply by creating a designated space or a lift; it requires general commitment and respect from passengers, along with oversight that ensures the groups entitled to these services actually benefit from them, rather than leaving them to whoever arrives first.<\/span><\/p>\n

At the same time, structural challenges in turn pose a major obstacle to the movement of people with visual disabilities, foremost among them the absence or dilapidation of pavements and the abandonment of large parts of them to vendors’ encroachments, which forces them to walk in the road and exposes them to danger, in addition to the absence of pedestrian crossing signals, which makes independence almost impossible for blind people, as they always have to ask for help to cross roads, since no vehicles stop for them and there are no safe crossing systems, according to researcher <\/span>Logina Abdel Mawla<\/b>, assistant project manager at the Nada Foundation for Safer Egyptian Roads, who recently worked on a project with the “Global Youth Coalition for Road Safety” that focuses on the challenges faced by blind and visually impaired people when moving through streets and transport, and aims to raise public awareness of visual disability issues.<\/span><\/p>\n

Regarding means of transport, the researcher tells Zawia3 that the metro is the means most used by this group, but it provides sufficient accessibility only on the third line, while the first and second lines suffer from multiple problems. She explains that the simplest challenges include the difficulty of obtaining the tickets designated for persons with disabilities, which are available at only one window inside the station, in addition to the absence of yellow floor markings at many stations, which are essential elements that people with visual disabilities rely on to identify the walking route and to perceive the edge of the platform.<\/span><\/p>\n

Logina points out that the most notable finding of the project is that a large part of blind people’s suffering is due to a lack of public awareness, explaining that many refrain from using the white cane for fear of being robbed as soon as others know about their disability, and that some passers-by offer help in the wrong way, which may put them in danger, owing to a lack of knowledge of how to deal with them properly. <\/span><\/p>\n

“Accessibility<\/a>” means adapting the natural and human environment to the natural, sensory, emotional and mental abilities of persons with disabilities, so that they are full partners in society, and enabling them to move, communicate, work, learn and enjoy leisure. This includes: developing public transport to be accessible to users, including bus stations, airports and transport vehicles, while equipping them with signals appropriate for persons with visual and hearing disabilities, and adapting public and private buildings and facilities to be accessible by providing ramps, lifts and appropriate visual and audio signals.<\/p>\n

The accessibility code<\/a> in Egypt is known by the number (601). It is a set of engineering and design standards to ensure that buildings, outdoor spaces and facilities are accessible to persons with disabilities, and it aims to facilitate the movement and mobility of people of determination and to provide an inclusive and safe environment for them. The Ministry of Transport has previously announced <\/a>that it had begun applying this code to various means of transport, such as the metro, the railways and the electric train, as part of a comprehensive plan to cover all new and existing projects.<\/p><\/blockquote>\n

 <\/p>\n

Recommended reading: <\/b>The absence of lanes and laws threatens cyclists’ lives on Egypt’s streets<\/b><\/a><\/p>\n

Daily Obstacles to Safe Movement<\/b><\/h1>\n

Dr <\/span>Yasmine Matar<\/b>, an expert on disability and early intervention at the National Council for Persons with Disabilities, believes that an assessment of accessibility conditions on Egypt’s roads and means of transport reveals major shortcomings that require radical change, stressing that the numerous accidents suffered by persons with disabilities, especially those with visual disabilities, reflect the scale of the existing danger. She notes that a large part of the problem is due to the absence of clear traffic rules on some roads, along with driving behaviour unsuited to dealing with this group, in addition to the fact that crutch users and those with a physical disability who do not use a wheelchair are more vulnerable to accidents, as they are often run over by motorcyclists because of their slow movement.<\/span><\/p>\n

The expert tells Zawia3 that walking in the street itself is dangerous for people with physical disabilities, as a result of the lack of accessibility on pavements and the absence of suitable ramps up and down, as well as the spread of trees planted on pavements in a way that obstructs the passage of wheelchairs, adding that the encroachments placed by shops on the pavements aggravate the problem, depriving persons with disabilities of the right to safe and independent passage. <\/span><\/p>\n

As for public transport, Matar points out that the situation is not much different, as buses lack basic equipment. Unlike what happens in developed countries, where the bus lowers automatically and extends a dedicated board for a wheelchair to board, Egyptian buses rely on carrying the person with a disability or lifting them manually, which is a violation of their right to independence. She points out that there are no adapted places inside the bus for wheelchairs to stand, whereas, as she says, there should be a free space large enough for two adjacent seats, fitted with a barrier that prevents the wheelchair from slipping or falling during movement, and a padded or supporting surface resembling an ironing board that allows the person to lean on it to ensure stability, as well as a dedicated “stop” button placed low down, where a person sitting in a wheelchair can easily reach it, and not fixed at the top of the poles as is common.<\/span><\/p>\n

Regarding the metro and trains, she explains that people with physical disabilities face other difficulties, as they cannot use escalators, and ordinary stairs are a logical obstacle for them. As for ramps, she explains that they often do not conform to standards; they are so wide that a person cannot hold both handrails with both hands at once, or they slope in a way that impedes safe movement, noting that lifts are not available at many stations, which makes moving around the metro and trains an arduous or impossible task for some people.<\/span><\/p>\n

She adds: “The matter is not limited to accessibility problems in means of transport; it also extends to the behaviour of passers-by towards persons with disabilities. A lack of respect, or treatment based on the pity model, neither gives a person independence nor guarantees their safety; it may even go as far as touching women with disabilities on the pretext of helping, which is a violation of their dignity and their independence.”<\/span><\/p>\n

The specialist believes that these simple details are an essential part of accessibility, but their absence shows that public transport in Egypt is not adapted at all, stressing that the absence of real accessibility deprives persons with disabilities of their most basic rights to safe and independent mobility, and that improving these conditions requires clear will and the practical application of accessibility standards, not settling for good texts on paper.<\/span><\/p>\n

In the same context, <\/span>Rasha Ernest<\/b>, a disability inclusion consultant, believes that the most prominent challenges faced by users of white canes, wheelchairs and crutches in their daily mobility are that public transport is mostly inaccessible, and that the adapted services that are available remain very limited and difficult to use. She adds that although there are some buses accessible to wheelchair users, they are still scarce and found only in limited areas, and they lack the safety features needed by people with visual disabilities, noting that the situation in the governorates outside Cairo is more difficult, as accessibility is almost non-existent, which forces many to rely on hiring private cars, a major economic burden.<\/span><\/p>\n

Rasha, who herself has a physical disability, points out that accessibility at metro stations often does not function efficiently, explaining that a wheelchair user may be able to board the metro at the limited number of stations equipped with lifts, but will often not find a lift at the destination station, especially on the old lines. In addition, the absence of the measures needed to provide safety for people with visual disabilities inside the stations, along with severe crowding, makes using the metro a major challenge.<\/span><\/p>\n

She tells Zawia3: “The behaviour of drivers and passengers makes use more difficult because of a lack of awareness, as help is often offered out of pity and without asking the person with a disability about the appropriate way to help them, which may expose them to harm or restrict their movement.” She added that personal interference and unjustified curiosity “are considered an infringement of privacy and reflect wrong stereotypes that all persons with disabilities need a permanent companion”, explaining that many people avoid public transport to avoid these situations.<\/span><\/p>\n

On the pavements and roads leading to transport stations, the disability inclusion consultant explains that adapted pavements are confined to limited areas such as Downtown and some new cities, while ramps are absent and encroachments pile up in most areas, forcing wheelchair users to move between cars. She explains that the challenges faced by people with visual disabilities, from the absence of audio guidance and the poor design of pavements to the lack of cooperation from staff, are all equally important, and none can be classified as greater than another, because together they impede safe and independent access. <\/span><\/p>\n

She adds that “the state has indeed begun important steps, as the Constitution and the law have recognised the right of persons with disabilities to move freely, safely and independently, the President’s directives are clear in supporting their inclusion and empowerment, and a degree of accessibility has indeed been achieved on the new metro lines, the high-speed train and some buses”. <\/span><\/p>\n

But she stresses that this development remains limited compared with the size of the transport networks in all the governorates, pointing out that the main train stations, which connect governorates such as Luxor and Aswan, have been upgraded in recent years, but this upgrade did not sufficiently take into account the needs of persons with disabilities, while the governorates far from the capital still suffer from a severe lack of accessibility.<\/span><\/p>\n

She considers that what the sector actually lacks is enforcement of the law and tighter oversight of planning and implementation, to ensure that accessible mobility is taken into account for more than 10% of Egypt’s population, as well as residents and tourists. She believes that the first urgent, low-cost step is to raise awareness among workers in the transport sector of how to deal properly with persons with disabilities, while the rest of the solutions, as she put it, require listening to those concerned with the different types of disability, analysing the current situation of the transport system, and developing a comprehensive strategy applied in all governorates to ensure accessibility at all levels.<\/span><\/p>\n

For her part, <\/span>Doaa Mabrouk<\/b>, executive director of the <\/span>Baseera<\/span><\/a> Foundation for the Rehabilitation and Inclusion of People with Visual Disabilities, stresses that the reality of accessibility on public transport in Egypt has improved noticeably in recent years, but this improvement is still limited and does not live up to international standards or to what is stipulated in the <\/span>Law<\/span><\/a> on the Rights of Persons with Disabilities No. 10 of 2018. Some government and civil initiatives have contributed to introducing new equipment on the newer metro lines and at some train stations, but those efforts are still partial and insufficient to ensure safe and independent access for people with visual disabilities.<\/span><\/p>\n

Doaa explains that the most prominent challenges faced by people with visual disabilities in using transport are spread across several levels. At the level of vehicles, accessibility is still absent in many details, from the absence of audio guidance inside the carriages and unclear alert buttons, to the lack of raised markings that help with orientation, noting that drivers and conductors are mostly not trained to deal safely with people with visual disabilities.<\/span><\/p>\n

At the level of stations and boarding points, she points out that the new metro lines sometimes provide tactile paths, but they are incomplete or not connected, in addition to irregular audio guidance. On buses, the absence of audio announcements explaining the route stands out, and knowing the bus number remains a major challenge. She adds that small means of transport such as microbuses and service taxis are the most lacking in accessibility, as they rely entirely on random calling out and are difficult to get on and off. As for trains, she stresses the weakness of audio guidance and the absence of paved tactile paths on the platforms, in addition to the difficulty of identifying platform or carriage numbers.<\/span><\/p>\n

She tells Zawia3: “The environment surrounding transport is in turn a fundamental obstacle for people with visual disabilities. Pavements in most cities are uneven and lack tactile paths, while pedestrian bridges lack sufficient audio and visual guidance. Transport stands also lack organisation and do not provide talking signs or audio systems, while crossing streets at level crossings or pedestrian crossings poses a serious danger because of the absence of audio signals.”<\/span><\/p>\n

On the disparity between governorates, Doaa points out that Greater Cairo and Alexandria enjoy a relatively better level of accessibility, as a result of the concentration of investment there and the presence of modern transport projects, but this improvement is still not comprehensive. By contrast, the accessibility file in most other governorates is still in its early stages, which she attributes to the absence of effective oversight, weak training and the lack of coordination between the bodies responsible for infrastructure and transport.<\/span><\/p>\n

She stresses that the executive regulations of the <\/span>Law<\/span><\/a> on the Rights of Persons with Disabilities No. 10 of 2018 and the official accessibility standards already exist, whether issued by the Ministry of Housing or the Ministry of Transport, but the basic problem lies in weak enforcement, explaining that private transport operators, especially microbuses and service taxis, are not subject to any systematic oversight on accessibility, and there are no clear penalties applied for violations, in addition to the absence of a system obliging means of transport to pass an accessibility assessment before obtaining a licence.<\/span><\/p>\n

According to data from the Central Agency for Public Mobilisation and Statistics (CAPMAS) for 2022, the proportion<\/a> of individuals with disabilities, ranging from some difficulty to absolute difficulty, is about 11% of the total population. This proportion differs between urban and rural areas (12.1% in urban areas compared with 10.1% in rural areas) and between the sexes (11.4% for females compared with 10.6% for males), and their numbers<\/a> are estimated at about 10.7 million people, according to the Ministry of Social Solidarity.<\/p><\/blockquote>\n

 <\/p>\n

Recommended reading: <\/b>A Paralympic athlete’s death exposes institutional neglect of people of determination in Egypt<\/b><\/a><\/p>\n

Accessibility Begins with Providing a Safe Pavement<\/b><\/h1>\n

Dr <\/span>Hassan Mahdy, <\/b>professor of road and transport engineering at the Faculty of Engineering, Ain Shams University, believes that roads in Egyptian cities lack the basic elements that would make them pedestrian-friendly in the first place, before they can become suitable for persons with disabilities, stressing that the problems related to road accessibility begin with the absence of the citizen’s basic right to a usable pavement. He points to widespread encroachments on pavements in cities, which leave ordinary citizens unable to use them, so that the challenges facing persons with disabilities become more complex and severe, stressing that improving accessibility begins first with providing a safe pavement fit for pedestrians, and then adding the elements needed to facilitate the movement of persons with disabilities on it. <\/span><\/p>\n

He tells Zawia3: “Transport accessibility depends on two complementary parts: the first is providing a safe, equipped pavement on which persons with disabilities can move, and the second is fostering a culture of respect for the places designated for them inside means of transport, as the success of accessibility requires infrastructure to be integrated with social behaviour.”<\/span><\/p>\n

The transport and roads expert acknowledges the difficulty of using stairs inside stations, and the lack of lifts or their breakdown at some sites, in addition to the difficulty wheelchair users face in boarding buses because of the absence of ramps, attributing the problems to the lack of adaptation of pavements and stopping points, and explaining that the solution lies in equipping pavements with adapted ramps and having buses stop directly alongside them, allowing wheelchair users to board the bus without needing others’ help, as happens at metro stations when the train stops exactly alongside the platform.<\/span><\/p>\n

Mahdy concludes his conversation with us by pointing out that addressing these challenges requires combining the development of infrastructure with the application of strict standards for accessible mobility within cities, along with spreading a culture of respect for the rights of persons with disabilities to use public transport.<\/span><\/p>\n

For his part, <\/span>Shehab Abouzeid<\/b>, policy adviser and programmes director at the Nada Foundation for Safer Egyptian Roads, stresses that the accessibility crisis in Egypt’s public transport system is not about the absence of codes or regulations, but fundamentally about weak implementation and the large gaps between written texts and practical reality, pointing out that the codes, such as accessibility code 601 announced by the Ministry of Transport, already exist, and that the fundamental problem lies in the ability of the bodies concerned to implement these standards on the ground in a continuous and comprehensive way.<\/span><\/p>\n

Abouzeid explains that Egypt’s infrastructure has historically been designed to serve one main category of road users, namely private vehicle drivers, while other essential groups such as pedestrians, cyclists, children, the elderly, blind people and wheelchair users are marginalised. He considers that attempts to improve accessibility for these groups often come in the form of disconnected interventions, which leaves them unable to achieve real impact; some new projects may provide suitable equipment, but they remain “isolated islands” within an infrastructure that is not adapted for reaching them in the first place, which robs these efforts of their usefulness.<\/span><\/p>\n

He tells Zawia3: “This flaw is clearly visible across the different transport networks; some metro or train stations may comply well with accessibility standards, while others differ in level or lack the minimum requirements, which reflects the failure to generalise the standards and the absence of a mechanism guaranteeing equal services at all sites and in all governorates.”<\/span><\/p>\n

In this context, he stresses that assessing how suitable stations and the various means of transport are for persons with disabilities, especially physical disabilities, should rely on the experiences of direct users, which is what the foundation’s researchers are working on through interviews and field surveys.<\/span><\/p>\n

Abouzeid points to several structural challenges that hinder the improvement of accessibility. The first is the time gap between the updating of Egyptian codes and the development of global codes, which makes the final products less in step with international standards. The second challenge is the weak implementation of these codes in actual application, as there are no real oversight mechanisms guaranteeing compliance or unifying standards across the different bodies. The centralisation of decisions is a third challenge, as accessibility efforts are often concentrated in Cairo and Alexandria while the other governorates are neglected, and even within the major cities themselves the focus is on some areas rather than others. The fourth challenge is weak community organisation and public pressure to demand better accessibility and actual changes, while the fifth challenge concerns the scarcity of accurate data on the types of disabilities and their geographical distribution, which hinders sound planning and makes interventions untargeted and not based on specific needs.<\/span><\/p>\n

Abouzeid stresses the need to close these gaps through periodic updating of the codes, setting clear and binding implementation mechanisms, and expanding the scope of work to include all governorates, while building a more effective civil society and making available comprehensive data on which public policies in the transport sector can be built.<\/span><\/p>\n

 <\/p>\n

For his part, lawyer<\/span> Ismail Rizk<\/b>, a specialist in the legal affairs of people with special needs, stresses that the legal framework regulating the rights of persons with disabilities in Egypt seems good at the level of texts, but it suffers from extreme generality, both in the law and in its executive regulations, as neither contains clear or binding details on how to level roads or equip public facilities in accordance with accessibility standards.<\/span><\/p>\n

He points out that the law merely provided exemptions from licence fees when the accessibility code is applied in government buildings, without specifying the technical standards or the budgets needed for implementation, which has left the accessibility file “under a total blackout” in terms of implementation, oversight and allocations.<\/span><\/p>\n

Rizk stresses that the Law on the Rights of Persons with Disabilities contains good provisions on levelling roads, allocating places for getting on and off, and equipping public facilities to suit their needs, but he insists that the problem lies in the absence of full implementation.<\/span><\/p>\n

Although some improvements have appeared on the new metro lines or in limited initiatives within Cairo, the reality in the other governorates reveals a large disparity that leaves people with physical and visual disabilities in a daily confrontation with unsafe roads and unadapted means of transport. And while the technical and organisational obstacles are many, political will, the application of oversight, training and building public awareness remain decisive factors for bringing about real change.<\/span><\/p>\n

In conclusion, accessibility is not an engineering luxury, but a basic right that guarantees dignity, independence and safe mobility for millions. For this right to become a tangible reality, the transport sector will need a radical rebuilding, not only of its infrastructure but of the entire system: from planning and operation to legislation and oversight, and from the awareness of drivers and citizens to the design of services; only then can means of transport in Egypt become inclusive and fair.<\/span><\/p>\n

 <\/p>\n","protected":false},"excerpt":{"rendered":"

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