A failure of the taxi industry to develop formal employment benefits or security for its operators and weak regulatory oversight lie behind some of the flare-ups of conflict in the transport industry.
This is insight from Dr Mary Mangai, a senior lecturer at University of Pretoria’s School of Public Management and Administration.
She also proposes negotiations to reach deals between taxi and bus operators on route sharing with competitive pricing models as a sustainable solution to ongoing conflict between the two sectors.
In the past month, two Rea Vaya bus drivers were murdered in Johannesburg and arson was reported at Putco and NTI depots in Mpumalanga and the North West. Late last year, taxi operators targeted members of the public who gave lifts to neighbours or hitchhikers.
Mangai argues these incidents are a reflection of deeper, systemic issues.
She believes violence in the transport sector is a multifaceted issue that requires a co-ordinated and well-enforced response. Without decisive action, she said, these violent incidents will persist, putting the lives of commuters and transport workers at risk.
“The conflict between bus operators and the taxi industry has been ongoing for years, driven by competition for passengers, lack of regulatory enforcement and economic pressures. If left unaddressed, these tensions could further destabilise the country’s already fragile transport network,” she said.
Mangai believes one of the primary causes of violence is territorial disputes between taxi operators and formal bus services.
“Minibus taxis dominate transport in South Africa, operating in an informal yet highly competitive system. The introduction or expansion of bus services such as Rea Vaya and MyCiTi has been met with resistance, as taxi operators view them as threats to their livelihood. This often results in intimidation, violent attacks and, in extreme cases, targeted killings,” she said.
She adds economic hardship and the lack of alternative employment opportunities as major factors.
“The informal nature of the taxi industry means that many operators rely solely on daily earnings with no formal employment benefits or security. Rising fuel costs, declining ridership due to economic pressures and increased operating costs have worsened frustrations within the industry. This has led some taxi associations or individuals to resort to violence as a means of protecting their income,” she said.
The informal nature of the taxi industry means that many operators rely solely on daily earnings, with no formal employment benefits or security.
— Dr Mary Mangai, senior lecturer at University of Pretoria’s School of Public Management and Administration
The absence of effective law enforcement and weak regulatory oversight also contributes to the crisis.
Despite existing transport regulations, enforcement remains inconsistent and criminal elements often exploit this lack of oversight, engaging in acts of extortion and sabotage against competing transport providers.
Further, she believes the inability of law enforcement agencies to effectively investigate and prosecute these crimes emboldens perpetrators and perpetuates a culture of impunity.
“SA has a long history of transport-related violence, particularly in the minibus taxi industry. The Taxi Violence Commission of Inquiry, established in Gauteng in 2019, highlighted the extent to which criminal elements have infiltrated the sector, using violence to resolve disputes over routes and business operations.
“Similar patterns have been observed in the Western Cape, KwaZulu-Natal and the Eastern Cape, where taxi associations have been involved in violent clashes over control of lucrative routes.
“The current wave of attacks against bus services mirrors these historical conflicts. The 1990s saw widespread taxi wars, where rival associations engaged in brutal violence over passenger routes. Despite efforts to regulate the industry, such as the introduction of the National Land Transport Act of 2009, which aimed to formalise public transport operations, deep-rooted issues persist,” Mangai said.
She said the ongoing attacks suggest that the fundamental problem of competition-driven violence and lawlessness has not been adequately addressed.
Mangai said enforcement of regulations is a critical weakness.
“The NLTA of 2009 provides a framework for integrating public transport services, ensuring that bus and taxi operators can co-exist within a regulated system. However, the lack of compliance with licensing and operational regulations has led to frequent disputes. Additionally, the Road Traffic Management Corporation Act of 1999 was established to enhance road safety and transport regulation. Yet despite these measures, violence continues to plague the industry.”
“This suggests that while the legal framework is in place, implementation and enforcement remain inadequate. The Public Transport Strategy (2007–2020) also sought to modernise SA’s transport system by introducing integrated public transport networks, such as Rea Vaya in Johannesburg and MyCiTi in Cape Town. However, resistance from minibus taxi operators has hindered its full implementation,” she said.
She said the lack of clear conflict resolution mechanisms within these regulations worsens tensions between competing transport modes.
According to Mangai, given the persistent violence, policy reforms are clearly needed to ensure the safety of operators and commuters.
She believes one of the most pressing reforms should be a more structured approach to route allocation and industry integration.
“The government should implement a transparent licensing system that ensures fair competition while preventing disputes over operational territories.
“Another critical reform should involve greater financial and institutional support for the taxi industry. Unlike bus services, which often receive government subsidies, the minibus taxi sector operates with minimal financial backing,” she said.
Mangai said providing structured subsidies or financial incentives for compliant taxi operators could reduce resistance to competition and formalisation.
She added law enforcement agencies must take a more proactive stance in dealing with transport-related crimes.
“This includes establishing dedicated transport policing units focused on preventing violence, investigating transport-related crimes and ensuring swift prosecution of offenders.
“The introduction of community-based conflict resolution forums, where disputes between taxi and bus operators can be mediated before escalating into violence, could also help foster a more co-operative transport environment,” she said.
To restore stability, Mangai said a multipronged approach involving government, industry stakeholders and law enforcement is required.
The government should create structured dialogue platforms where taxi associations, bus operators and government officials can collaboratively resolve disputes, she said.
“This should include clearly defined agreements on route sharing and competitive pricing models that benefit both industries.”
“Investing in real-time surveillance technology, such as GPS tracking for buses and taxis, security cameras at transport hubs and panic buttons for drivers, could enhance security,” she said.
“Engaging with communities to raise awareness about transport safety and conflict resolution could reduce violent incidents.
“Encouraging whistleblower-protection programmes, where commuters and industry workers can report threats or incidents without fear of retaliation, would also be beneficial.”
The South African Bus Operators Association (Saboa) believes the bus industry is under siege.
The association believes the recent violent incidents were well planned, co-ordinated and orchestrated to maximise damage to the bus industry and its commuters.
Saboa calls on the Presidency to implement immediate interventions to protect drivers and passengers and to prevent any escalation of violence.
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