Share taxi

A share taxi is a specialized mode of transportation that fills the gap between a standard taxicab and a large public bus.

These vehicles are typically smaller than buses but larger than private cars. Depending on the region, they can take many forms. They might be minibuses, midibuses, station wagons, or even covered pickup trucks.

In many developing nations or crowded inner cities, share taxis serve as a vital form of paratransit. This means they provide transport services that are not part of a formal, government-run system. They are often used when a city lacks sufficient public transportation options. For example, people in Jakarta, Indonesia, and Manila, Philippines, rely heavily on these services.

The way a share taxi operates is often defined by its route and departure rules. Most share taxis follow a fixed or semi-fixed route. This means they travel along a predictable path, though the driver may adjust the specific streets based on traffic conditions.

Unlike a standard bus, they may not follow a strict timetable. Instead, some vehicles only depart once every seat is filled. Passengers can often hail these vehicles anywhere along the route. Drivers can also stop anywhere to pick up or drop off riders. In some areas, taxis gather at a central location known as a "rank." A rank is a specific area built by a city for taxi operators to start or end journeys.

There are different ways these services are owned and managed. Some share taxis are part of large company fleets. In Dakar, for instance, companies own hundreds of vehicles called car rapides. In the former Soviet Union, share taxis known as marshrutka were operated by state-owned taxi parks.

Other times, the vehicles are owned by individuals. In many African countries, an owner might own only two vehicles. They may rent a minibus to an operator who pays for fuel and keeps the revenue. In some places, like Hong Kong or certain African cities, syndicates or unions oversee the minibuses. These groups manage terminals, set routes, and fix fares. However, these syndicates can cause "terminal constraint," which is when passengers face delays or inconvenient stops because the syndicate favors the operators over the riders.

Regional names for share taxis reflect their unique local histories. In Ghana, they are called "tro tro." This name likely comes from the Ga word "tro," meaning "threepence." This refers to the standard fare used in the 1940s and 1960s.

In Ethiopia, minibus taxis are a primary way to travel in cities like Addis Ababa. These vehicles usually follow a blue-and-white color scheme.

In Egypt, they are often called "micro-bus." Drivers in Alexandria use this term, and these vehicles are frequently Toyota HiAce vans.

In the Democratic Republic of the Congo, people in Kinshasa may call them "fula fula," which means "quick quick."

In many locations, the scale of use is quite massive. A 2010 report from The World Bank found that tro tros are used by 70% of commuters in Ghana.

In Ethiopia, while there is a fleet of 350 large public buses in Addis Ababa, the minibuses remain a preferred choice for many. This is because they are cheap, available in large numbers, and run on many different routes. In Ghana, the service is so large that it is self-regulated by industry groups, even though the government provides licenses. During the COVID-19 pandemic, Ghana saw 98% compliance with physical distancing guidelines within this sector.

Specific roles exist within the vehicle to help it function. In Ethiopia, the driver has a crew member called a "weyala" who collects fares. In Ghana, the person who collects money and shouts the destination is called a "mate."

This mate often works in a minibus decorated with religious slogans or sayings.

These roles allow the vehicle to move quickly through busy streets while managing many passengers at once.

Finally, share taxis connect to broader economic and urban discussions. Some economists, such as Richard Allen Epstein, James Dunn, and Peter Gordon, view these services as "market-friendly" alternatives to public transport. They believe the liberalization of these services is a positive economic move. However, governments often have "tepid" or hesitant support for them. This hesitation comes from concerns regarding passenger safety, insurance liabilities, and how much passengers are charged for fares. Despite these debates, share taxis remain a fundamental part of the urban landscape in many parts of the world.