The Zimbabwe Republic Police (ZRP) recently launched another operation targeting ‘Mushikashika’ operators, this time dubbed “No to Mushikashika”. On the 23rd of January 2025, the ZRP announced the arrest of 8,233 individuals nationwide, including 204 touts. Furthermore, 67 vehicles without registration plates were impounded. These are indeed notable figures, and the operation seems to be in full swing, with most of Harare’s usual Mushikashika hotspots now patrolled by baton-wielding police officers in reflective jackets. At first glance, it appears that all the illegal kombis and private vehicles operating outside the law have been cleared from the streets. However, while the operation has had an effect in reducing the number of these pirate transporters, we have reason to believe that, like previous efforts, its impact will be short-lived.

The Genesis of the Mushikashika Phenomenon

It is important to note that the public transport situation in Harare was not always this chaotic. In the early to mid-2000s, a semblance of order existed. Public transport vehicles largely adhered to designated ranks and stopped only at designated spots. The situation began to fray during the Government of National Unity (GNU) era, when the allure of a multi-currency economy saw a rapid increase in the number of kombis. Some operators became unwilling to wait their turn at formal bus termini and began loading passengers at undesignated areas, such as the notorious Caltex bus stop near Leopold Takawira and Robert Mugabe roads and the Ruwa pirate rank near the 4th Street bus terminus. However, at this point, the police and municipal authorities were largely able to maintain control.

The situation drastically deteriorated around 2020 when the Zimbabwean government banned kombis in an ill-conceived attempt to make ZUPCO the sole urban public transport provider. ZUPCO simply did not possess nearly enough buses to transport people from urban areas during peak hours. This was further compounded by a curfew that required people to leave the city centre at specific times. When the curfew hour struck, the police resorted to heavy-handed tactics, essentially forcing people out of the CBD. People thus began congregating on foot at bus stops on the outskirts of the city. Areas like the Seke Flyover bus stop, the one near Simon Mazorodze road, and another near the ZBC became popular as they were technically outside the CBD but still within walking distance. People would gather here to wait for the few buses available, which were, unsurprisingly, woefully insufficient.

Kombi owners and private vehicle operators who were suffering because of the ban saw an opportunity. They began sending their vehicles to ferry these people from the congregation points, which had, in essence, become new, hard-to-eradicate bus stops. Initially, these pirate taxis would wait for passengers outside the city centre, but some more audacious operators began defying the government’s kombi ban, coming into the city, especially to service destinations that were experiencing acute transport shortages. This resulted in Mushikashika hotspots appearing at various points: for Chitungwiza, near Robson Manyika and Julius Nyerere; for Mabvuku, near Julius Nyerere and Robert Mugabe; and near the corner of Angwa Street and Robert Mugabe Road.

When the government finally lifted the kombi ban, the battle was already lost. Lawless touts and gangs had established a lucrative system through Mushikashika. These touts had discovered an advantageous business model: they charge each vehicle using their illegal ranks a fee equivalent to the fare of one person. So, for example, an illegal rank for Mabvuku would charge each vehicle loading passengers there US$1 per trip while Kombis often pay between US$2 and US$3 per load. This can translate into hundreds of dollars each day for individual touts. While they might appear unkempt, these touts handle large sums of money and have strategically invested it into the system, making sure that everyone in the chain is well-paid.

The government also made another questionable requirement. Rather than simply requiring that kombis possess all the necessary paperwork, they stipulated that kombis must also be members of associations. It is not clear what this was meant to achieve, because currently, all it has done is add another cost for registered operators whose expenses are already higher than those of Mushikashika operators. The effect of these associations has been that registered kombis ended up charging more than pirate kombis, many of which do not even have number plates or insurance. The rising cost of fuel further exacerbated the situation. Registered kombis started charging US$1 for trips to nearby suburbs like Mbare National and Highfield instead of US$0.50, which had previously been the norm. With many people just recovering from the effects of the pandemic and struggling to make ends meet, they started abandoning the more expensive registered transport in favour of the cheaper Mushikashika. Some registered operators were even tempted to leave their associations and join the pirate ranks, further increasing their numbers.

Why We Believe Current Efforts Are Unsustainable

We must be clear that we, like many, deplore Mushikashika drivers. They represent a menace that needs to be eliminated. They frequently drive recklessly, running over pedestrians and colliding with other vehicles. They defy, and sometimes even assault, police officers, and have, on occasion, been responsible for the deaths of officers. Many are uncouth thugs who harass women and members of the public, driving in the opposite direction on one-way streets, invading the opposite lane in traffic, and brazenly ramming into other vehicles while demanding right of way.

However, the government needs to do more, not less, to eradicate this menace. We believe the current efforts are nowhere near enough. The primary reason these operators exist is that the public transport infrastructure in this country is broken in many ways:

• There are not enough registered vehicles. Having to wait for transport after work, for hours, is more than just inconvenient; it is a fundamental disruption to daily life. It is common for people who live in areas like Mabvuku, Southlands, Southlea Park, Chitungwiza and Kuwadzana to only arrive home between 8 pm and 9 pm after knocking off work at 4 pm, and then have to wake up at 4 am the next day to start the process over again.
• Terrible road conditions and frequent traffic jams are commonplace. Cars have to move at a snail’s pace to avoid the worst sections of the roads, resulting in delays, which in turn mean that more cars are needed to transport the same number of people. Mushikashika drivers often seem to offer a quicker route because they drive so recklessly. This is precisely why passengers tolerate their behaviour and only speak out when there is an accident.
• Outdated Bus Stops: Old designated bus stops seem hopelessly inadequate given the changes in land use in the city. We now have more people coming into the CBD, and the locations of the bus stops do not necessarily match the areas where people need to get to after their transport from their surburb drops them off. For instance, if you live in the Western Suburbs and your kombi drops you at Market Square, but you need to get to Fourth Street, a Mushikashika might be your only choice. It might cost you more, but at least they tend to stop where you need to get off.
• Corrupt Police Officers: It is no secret that some officers tasked with preventing Mushikashika in specific areas simply accept bribes and turn a blind eye to the law being broken. The ZRP and Harare City Council seem to ignore this issue for some reason. There are instances where these officers run away whenever problems arise.

The government would do well to fix these underlying issues instead of resorting to sporadic crackdowns that have not worked in the past. As history has shown they are unlikely to work now.

Related Articles from the past:

• Why the US$30 Mushikashika Fine Will Fail Again
• If You Have a Car, You Can Earn Over US$500 a Month with Vaya
• ZRP Launch an Operation Against Unlicensed and Unregistered Motor Vehicles
• Commuter Owners and Drivers Call for an End to the ZUPCO Monopoly