Public Tranport in Zimbabwe

UNIVERSITY OF ZIMBABWE
FACULTY OF SOCIAL STUDIES

DEPARTMENT OF RURAL AND URBAN PLANNING
TITLE: ASSESSMENT OF RATIONALISING ON-STREET RANKS: CASE OF

HARARE C.B.D.
SUBMITTED BY: TAPFUMANEYI ALBERT T
R096383Q
DISSERTATION SUBMITTED IN PARTIAL FULFILMENT OF THE

REQUIREMENTS OF BACHELOR OF SCIENCE (HONOURS) DEGREE IN
RURAL AND URBAN PLANNING
SUPERVISER: MR DUBE
i
DEDICATION
This dissertation is dedicated to my late mother Mrs Ennie Jengura. Though you lost your
battle to cancer you instilled in me a fighting spirit, a quality which has brought me this far. I
will always love you.
Assessment of rationalizing on street ranks: case of Harare C.B.D Page ii

ACKNOWLEDGEMENTS
I would like to thank the lord almighty for granting me strength to endure and persevere
through my entire studies. I would like to extend my greatest gratitude to my supervisor Mr
Dube for his motivational supervision and my lecturer Mr Dumba for his expert advice. Your
contribution is greatly appreciated. Many thanks, to the Rural and Urban Planning class of
2013 and most notably my colleague Garikai Jadagu for his constructive criticism of the
study.
I would also like to acknowledge the support and encouragement that I received from my
family. To my father Allen Tapfumaneyi and his wife Angeline Mawisire your financial role
and dedication towards my studies is greatly appreciated I couldnt have done it without you.
To my sisters Sharon and Claudine thank you for your prayers and encouragement. To my
twin brother Timothy there is no greater blessing than being born with a best friend and to
Trevor, the door is open my brother greater works than these shall you do both of you have
inspired me to be the man I am today.
Assessment of rationalizing on street ranks: case of Harare C.B.D Page iii

Abstract
The study assesses the rationalization of on-street ranks along Mbuya Nehanda Street with
the intension of determining whether the formalisation of on-street ranking could be a viable
complement to the conventional bus termini. The proliferation of paratransit operations in the
Harare C.B.D has resulted in a corresponding shortage of ranking and holding space, a
situation which has brought about the propagation of on-street ranks. Most studies have
largely focused on the conventional termini in the process side-lining the potential of on-
street facilities in alleviating this problem. In light of this, a qualitative research approach was
adopted inorder to gather the views and perceptions of various stakeholders regarding the
proposed strategy. As such key informant interviews, unstructured interviews and
questionnaires were vital tools in gathering data and these were effectively buttressed by
observation, photography and documentary analysis. The feasibility of rationalizing on-street
ranks was effectively assessed in terms of possibility of accommodating the ranks in urban
design plans. It was identified that while it could supplement capacity of the off-street
facilities, the benefits of implementing the strategy would not be as substantial as initially
thought. The study unearthed that the current planning system is rigid and unresponsive
hence accommodating on-street ranks would be infeasible, however there was a general
concurrence that on-street ranks could be accommodated in future planning provided the
system of operation is revisited and more responsive planning is adopted. As such
recommendations formulated advocate for integrated transport planning and construction of
lesser cost variants such as bus boarders and intermediate stops within the C.B.D.
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Table of Contents
Dedication i
Acknowledgements.ii
Abstract...iii
Table of contents.iv
List of acronyms and abbreviations.v
LIST OF TABLES, FIGURES AND PLATES ........................................................................ ix
LIST OF MAPS ........................................................................................................................ ix
LIST OF FIGURES .................................................................................................................. ix
FIGURE 1: Conceptual Framework ......................................................................................... ix
FIGURE 2: Age composition of drivers respondents ............................................................... ix
FIGURE 3: Age composition of commuter respondents .......................................................... ix
FIGURE 4: Reasons behind recurrence of mushikashika ..................................................... ix
FIGURE 5: Driver responses to allegations of bribery............................................................ ix
LIST OF PLATES .................................................................................................................... ix
PLATE 1: Dilapidated bus terminal infrastructure ................................................................... ix
PLATE 2: Congested South Avenue bus terminal in the C.B.D .............................................. ix
PLATE 3: Illegal/undesignated on-street ranking activities ..................................................... ix
CHAPTER ONE: INTRODUCTION OF THE STUDY........................................................... 1
1.1 Introduction ...................................................................................................................... 1
1.2 Background ...................................................................................................................... 1
1.3 Problem Statement ........................................................................................................... 2
1.4 Aim of the study ............................................................................................................... 3
1.5 Objectives of the study ..................................................................................................... 3
1.6 Research Questions .......................................................................................................... 3
Assessment of rationalizing on street ranks: case of Harare C.B.D Page v

1.7 Justification of the study .................................................................................................. 3
1.8 Area of the study .............................................................................................................. 4
1.9 Structure of the study ....................................................................................................... 5
1.10 Definition of key terms .................................................................................................. 6
CHAPTER TWO: LITERATURE REVIEW ............................................................................ 7
2.1 Introduction ...................................................................................................................... 7
2.2.1 Rapid urbanization ..................................................................................................... 8
2.2.2 Economic Structural Adjustment Programme (ESAP) ............................................. 9
2.3 Theoretical Framework .................................................................................................... 9
2.4 Paratransit an Overview ................................................................................................. 11
2.5 On-Street ranks in urban space....................................................................................... 12
2.6 Illegal ranking activities: Law Enforcement Responses ................................................ 13
2.8 Resistance to Enforcement: Nocturnal operations...................................................... 14
2.8.1 The U-turn Approach............................................................................................... 15
2.9 Policy and Legislative framework for public transport in Zimbabwe ........................... 15
2.10 Rationalizing on-street ranks lessons from South Africa ............................................. 16
2.11 Chapter conclusion ....................................................................................................... 17
CHAPTER THREE: RESEARCH METHODOLOGY .......................................................... 18
3.1 Introduction .................................................................................................................... 18
3.2 Research Design ............................................................................................................. 18
3.3 Population Sampling ...................................................................................................... 18
3.4 Demographic Characteristics of the Sample .................................................................. 20
3.5 Data Collection Techniques ........................................................................................... 22
3.5.1 Observation Survey ................................................................................................. 22
3.5.2 Questionnaires ......................................................................................................... 22
3.5.3 Key informant Interviews ........................................................................................ 22
3.5.4 Unstructured Interviews .......................................................................................... 23
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3.5.5 Secondary Data ........................................................................................................ 23
3.6 Data Analysis ................................................................................................................. 23
3.7 Ethical Considerations.................................................................................................... 23
3.8 Challenges Encountered ................................................................................................. 24
3.9 Chapter Conclusion ........................................................................................................ 24
CHAPTER FOUR: DATA PRESENTATION AND ANALYSIS ......................................... 25
4.1 Introduction .................................................................................................................... 25
4.2 On-street Ranks: The Myth and reality .......................................................................... 25
4.3 Factors Behind Recurrence of Undesignated On-Street Ranking Activities ................. 26
4.4.1 Socio-Economic Constructs .................................................................................... 26
4.4.2 Dilapidated and Inadequate Bus Terminals ............................................................. 29
4.4.3 Operational Environment ........................................................................................ 31
4.4.5 Lack of Quantity Control Measures ........................................................................ 32
4.4.6 Absence of an inter-terminal shuttle system............................................................ 33
4.7.1 Lack of implementation ........................................................................................... 34
4.7.2 Lack of Funding....................................................................................................... 35
4.7.3 Resource Prioritisation ............................................................................................ 35
4.7.4 Holding Bays and past experiences ......................................................................... 36
4.7.5 Lack of Effective Stakeholder Participation ............................................................ 37
4.7.6 Lack of expertise ..................................................................................................... 38
4.8 Responses by key Stakeholders regarding on-street ranks: City of Harare, Department
of Physical Planning and Greater Harare Council of Commuter Omnibus Operators. ........ 39
4.8.1 Institutional incompetence ....................................................................................... 41
4.8.2 Lack of clarity regarding on-street ranks ................................................................. 41
4.8.3 Challenges associated with existing on-street ranks................................................ 42
4.8.4 Opportunities presented by existing on-street ranks................................................ 42
4.10 Feasibility of incorporating on-street ranks in urban design plans .............................. 43
Assessment of rationalizing on street ranks: case of Harare C.B.D Page vii

4.10.1 Spatial Implications of rationalizing on-street ranks ............................................. 43
CHAPTER FIVE: CONCLUSIONS AND RECOMMENDATIONS .................................... 47
5.1 Introduction .................................................................................................................... 47
5.2 Summary of research findings........................................................................................ 47
5.3 Conclusions .................................................................................................................... 48
5.4 Recommendations .......................................................................................................... 49
REFERENCES ........................................................................................................................ 51
APPENDICES.....i
Appendix 1: QUESTIONNAIRE FOR COMMUTERS..ii
Appendix 2: QUESTIONNARE FOR DRIVERSiii
Appendix 3: INTERVIEW GUIDE: FOR C.o.H iv
Appendix 4: INTERVIEW GUIDE: FOR GHCCO.v
Appendix 5: INTERVIEW GUIDE OFFICIALS FROM DPP.vi
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LIST OF TABLES, FIGURES AND PLATES
LIST OF MAPS
MAP 1: Central Business District
LIST OF BOXES
BOX 1: Ineffective enforcement responses
LIST OF FIGURES
FIGURE 1: Conceptual Framework
FIGURE 2: Age composition of drivers respondents
FIGURE 3: Age composition of commuter respondents
FIGURE 4: Reasons behind recurrence of mushikashika
FIGURE 5: Driver responses to allegations of bribery
LIST OF PLATES
PLATE 1: Dilapidated bus terminal infrastructure
PLATE 2: Congested South Avenue bus terminal in the C.B.D
PLATE 3: Illegal/undesignated on-street ranking activities
PLATE 4: Proposed area for development and progress thus far
PLATE 5: Typical Bus Border Layout (London)
LIST OF TABLES
TABLE 1: Taxi ranks to be formalized and upgraded in South Africa
TABLE 2: Capacity of bus terminals in the study area
TABLE 3: Stakeholder perceptions to the proposed holding bay
TABLE 4: Manpower position of city traffic and transportation planning division
TABLE 5: Comparative exploration of key informant views pertaining to on-street ranks and
their possible rationalization.
TABLE 6: Matrix of stake holder responses on the rationalization of on-street ranks
TABLE 7: Number of buses accommodated on a typical block
ix
LIST OF ACRONYMS AND ABBREVIATIONS
C.B.D Central Business District
C.o.H City of Harare
ESAP Economic Structural Adjustment Program
ILO International Labour Organization
DPP Department of Physical Planning
CC LDP City Centre Local Development Plan
ZUPCO Zimbabwe United Passenger Company
L.A Local Authority
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CHAPTER ONE: INTRODUCTION OF THE STUDY
1.1 Introduction
Efficient and effective operation of the paratransit public transport service such as Matatus in
the city of Nairobi depends on adequate termini and ancillary facilities (Chitere et al, 2011).
Adequate ranking and holding facilities are undeniably crucial components of any functional
urban public transport system. However in Harare, there exists a demand and supply gap
between the ever increasing number of commuter omnibuses and the available ranking space.
According to the City Centre Local Development Plan (2000) the introduction of the
commuter omnibuses brought about a wider range of public transport and a bigger fleet but
the need for concomitant planned routes, termini and other facilities took the planners by
surprise. Unfortunately to this day this grey area has not been addressed and this has
consequently led to the proliferation of on-street ranks compounding the traffic flow
challenges in the Central Business District (CBD). As such, the purpose of this study is to
determine whether the formalisation of on-street ranks could be a viable alternative in
complementing the conventional termini.
1.2 Background
In an era of deregulation and privatization paratransit has become the main form of public
transport in African cities (Orero et al, 2011). According to Cervero and Golub, (2007) 20 to
more than 50 % of travel demand from captive riders and car dependent users are handled by
motorized paratransit. The operational nature of this sector has created a huge demand for
ranking space Polat, (2012), a situation which has resulted in the establishment of informal
on-street ranks to cater for the demand. The developed world has adopted on-street ranks for
its taxi metered industry and has adequately planned for them through lay-byes and ancillary
shelters for convenience and safety purposes. However in most developing countries some
on-street ranks have been designated but they are not planned for and located properly a
situation which has resulted in them being viewed negatively.
Regionally, South Africa has observed and acknowledged the potential of on-street ranks to
complement the conventional termini. A study on Bree and Jeppe Street in the Johannesburg
C.B.D revealed some benefits of the ranks provided they are managed and planned for
properly (JICTTS, 2010). In Burgersdorp and Steynsburg the strategy has been assessed as
advantageous and has been geared for implementation.
1
On a local note, demand for urban passenger transportation has been fuelled by rapid
urbanization, population increase, modern life styles and economic conditions (Polat, 2012).
Since independence Harare has inevitably fallen prey to such manifestations which have
negatively reflected themselves on the public transport sector particularly in the Central
Business District (C.B.D). As a result of the contemporary urban dynamics mentioned above
the public transport sector in Harare has witnessed a proliferation in the number of informal
transport operators, courtesy of the nations 1993 deregulation policy which sought to address
the shortage of transportation through a mix of demand and supply side forces. Over the years
this has resulted in congestion in parking space as off-street ranking facilities such as Market-
square and Copacabana have failed to cater for the upsurge in demand.
According to Dube and Chirisa, (2012) urban informality is taking different shapes and
dimensions. Theoretically the scope and dimensions of these remain little understood (ibid).
One such variant is the urban commuter omnibus informal economy and enshrined therein is
the issue of on-street ranks. The congested bus terminals (off-street ranks) and highly
competitive operational environment have forced operators onto the street a situation which
has compounded most of the traffic flow challenges in Harare. The prevalence of low
occupancy minibuses has inspired a heated debate among planning practitioners; the major
bone of contention being the propagation of informal on-street ranks in the City centre.
Regionally South Africa has recognised the need to accommodate and rationalize minibus
operations as they are an integral part of its transport sector (Lomme, 2010).In light of such
occurrences it becomes imperative to assess the situation in the Harare C.B.D so that
alternatives are sought..
1.3 Problem Statement

The Inadequate ranking space and poor locational factors associated with current off-street
ranking facilities has created a scenario were informal public transport operators have
encroached into the road shoulder space for picking and dropping passengers along Mbuya
Nehanda Street. Whilst, many advantages have been leveled against on-street ranking from
both the users and the operators, the local authority and other motoring public appear
skeptical and not of the idea citing traffic congestion related challenges. Of particular concern
is that the regulatory and land use planning framework still remains silent on the issue, this
has resulted in longer waiting hours on the part of the commuters in the C.B.D, yet other
studies have noted that on-street ranking in principle is not necessarily a problem, where
dedicate ranking bays are provided (as provided for in the by-laws), kept free of other traffic
Assessment of rationalizing on street ranks: case of Harare C.B.D Page 2

(illegal parking or loading) and are operated under the provided capacity (JICTTS, 2010, p
38). This study therefore attempts to assess the rationalization of on-street ranks from an
urban design perspective.
1.4 Aim of the study

The study seeks to unravel the intricacies behind on-street ranks along Mbuya Nehanda Street
with the intension of determining whether the formalisation of on-street ranking could be a
viable complement to the conventional bus termini.
1.5 Objectives of the study

Specific objectives of this study include.
1. To identify the factors behind the resurgence of undesignated on-street ranks.
2. To assess the current proposal for an off-street facility (Coventry holding bay) located
at the Kopje area.
3. To map the views and perceptions of various stakeholders with regards to on-street
ranks.
4. To explore the feasibility of incorporating on-street ranks in urban design plans.
1.6 Research Questions

1. What are the reasons behind the recurrence of on-street ranks in undesignated places?
2. What are the surrounding issues regarding the completion of the Coventry holding
bay at the Kopje area along Rotten Row?
3. What are the views and perceptions of various stakeholders with regards to the
existence of on-street ranks in urban space?
4. How feasible is it to accommodate on-street ranks in urban design plans?
1.7 Justification of the study

The study is mainly being undertaken to fill gaps in literature concerning the issue of on-
street ranking activities. Most studies have largely focused on the conventional termini in the
process marginalizing on-street ranks, consequently resulting in the ranks being viewed
negatively due to lack of in-depth knowledge. According to Chirisa, (2007) the informal

sector warrants constant theoretical interrogation as such this study seeks to fill this
knowledge void.
The issue of ranking and holding space for public transport is currently a topical issue with
the major challenge being that of availing enough ranking and holding space. The debate is
centred on catering for the ever increasing number of commuter omnibuses servicing various
routes linking the city centre and surrounding neighbourhoods such as Dzivarasekwa,
Marlborough, Warren park and Norton. The denigration and negativity that is accorded to on-
street ranks at face value sometimes impedes creative thinking with emphasis being on
constructing more off-street facilities such as the proposed Coventry holding bays at the
Kopje area. The research assumes that rationalizing on-street ranks through accommodative
design would present a much needed complement to the conventional termini. As such, this
study is important as it shall reveal the intricacies behind on-street ranks; the research will
add a new unexplored dimension to existing literature. It must be noted that transport
problems are not generic and clearly would not require simplistic solutions. As such a review
of occurrences in Harares C.B.D would aid other countries, in managing commuter
omnibuses which have become part and parcel of the urban scape in most African cities.
1.8 Area of the study

The Harare C.B.D is the general area of focus however the study will be biased towards a
specific cordon area delineated by streets such as Mbuya Nehanda, Kwameh Nkrumah, Speke
Avenue and Nelson Mandela. This area was purposefully selected by the researcher as it has
the highest concentration of both designated and undesignated on-street ranks. Below is a
map of the Harare Central business district.

Map 1: Central Business District
Source: Surveyor General, (2013)
1.9 Structure of the study

The dissertation consists of five chapters as shown below
Chapter 1 introduces the study and the scope of the research. It gives a background of the
issue at hand and delineates the problem, the aims and objectives and the justification of the
study. It also defines key terms that will be used throughout the research.
Chapter 2 reviews the literature as well as the models that have been promulgated in relation
to the study. On-street ranks (termini) are a constituent part of informal transport sector hence
an overview of the sector is also included so as to enlighten the reader on the operations of
the sector.
Chapter 3 focuses on the methods used to conduct the research and the tools that were used
to analyze the data obtained during the research.

Chapter 4 presents and analyses the data gathered by the researcher through graphs and
diagrammatical charts.
Chapter 5 summarizes the findings of the study, gives conclusions and recommendations in
relation to the aims and objectives set-out in chapter 1.
1.10 Definition of key terms

Informal transport- According to ILO (1990), informal sector is relative to what one
deems formal. It is the non-conventional way of conducting business (Ibid). Hence the
UNCHS, (2000) postulates that the term informal transport is best defined by the
context in which this sector operates, that is to some degree they lack official and
proper credentials ,lack of liability insurance, absence of a route permit, and operation
of a unclassified or substandard vehicles.
Rationalization - Rationalisation is a process of making something seem consistent
with or based on certain reasons, criteria and scientific study (Saravanan and
Immanuel, 2003). It also means systematic organisation. Rationalisation of commuter
ranks means re-organizing and upgrading the existing ranks using certain criteria like
passenger density (no of passengers who will board and alight the buses in a particular
rank) and average walking distance.
On- street ranks (termini) - refers to a final point in space or time within a travelled
journey that is an end or extremity in transportation Yim (2006). In relation to the
study, on-street ranks are designated and undesignated ranks on the road reserve,
usually found on the outer edges of the carriageway.
Off-street ranks (termini) - refers to a final point in space or time within a travelled
journey that is an end or extremity in transportation (ibid). In this study these
represent conventional bus termini such as Copacabana and Market square.
1.11 Conclusion
In conclusion the chapter has introduced the study and gave the background information
about on-street ranks in relation to informal transportation from a global, regional to a local
perspective. It has also justified why the study is relevant. For the research to be carried out
all the key issues highlighted in the problem statement and objectives of the study have to be
clearly defined and explored.

CHAPTER TWO: LITERATURE REVIEW
2.1 Introduction
This chapter provides a critical review of literature relevant to the study. The chapter begins
with an introduction of some pertinent information about the theoretical and conceptual cog
of the study. Issues pertaining to on-street termini (ranks) have largely been recognised by
South African Municipalities in their integrated transport development plans, seemingly this
area of study has remained unexplored as a potential complement to conventional termini.
Locally, authors such as Mbara and Maunder (1996) have written extensively on the informal
public transport sector of Harare nevertheless literature on the provision of ranking space and
commuter shelters has largely remained a grey area hence literature is scant. According to the
Central Vehicle registration Department, (2012) there has been a gradual increase in the
number of registered commuter omnibuses over the last decade totalling 10190 from the year
2001-2012 but little attention has been given to the adequacy of the ranking and holding
space requirements of the sector.
2.2 Conceptual Framework

The conceptual framework as shown in fig 1 brings out the underline causes behind the
proliferation of on street ranks. It traces the changes that have occurred in the urban scape
socio-economic changes such as rapid urbanization, economic structural adjustment
programmes (ESAP) and also changes that have occurred within the transport sector
(deregulation) the effects of which are now evidenced by the inability of the conventional
termini to cope with the increased demand resulting in the sprouting of designated and
undesignated pick up and drop off points. In this study rationalization of these ranks is
assessed as an option for integration and is defined by Saravanan and Emmanuel (2003) as a
process of making something seem consistent with or based on certain reasons, criteria and
scientific study. In this case the taxi-at-rank model by Cooper et al (2010) forms the
theoretical framework of this study as it is a tool formulated for the purposes of identifying
demand and optimal location for taxi ranks in a liberalized market.

Fig 1: Conceptual Framework
Direct cause Indirect cause

Public Transport
ESAP Informality Rapid urbanization
(Deregulation)
Inadequate
Designated and
bus termini
undesignated
on-street ranks
Obscure regulatory and

policy framework
Rationalization
Source: Authors Creation (2013)
2.2.1 Rapid urbanization

According to the World Development Report (2000) over 50% of the world population is
projected to reside permanently in urban areas by 2025. In Zimbabwe, about 34% of the
national population permanently resides in towns and cities on top of this are the rural folk
also directly and indirectly dependent on rural-urban linkages for their survival (CSO: 2002).
In relation to the capital city, the population of Harare stood at 700 000 in 1982 which
constituted 10% of the total population at the time (Census: 1982). In 2009 Maps for the
World projected that Harares population stood at 2, 8 million including the metropolitan
areas. According to Mbara (2002) urbanisation growth rates for Kenya, Tanzania and
Zimbabwe in the eighties, were 7.7%, 6.6% and 5.9% respectively. This growth in population
is a result of a combination of both natural growth and rural urban migration (ibid). As such
Nyarirangwe and Mbara (2007) highlight that the current high urbanization rates have come
with a price tag, in the form of an insatiable demand for services. In Harare, the public
transport system is struggling to cope with the current excess demand for the service the

shortage of which has reflected itself on the transport sector through shortages of ranking
space for public transport. This pressure is the force behind the sprouting of both designated
and undesignated on street ranks in the C.B.D.
2.2.2 Economic Structural Adjustment Programme (ESAP)

According to Mbara, (2006) the urban public transport industry in Zimbabwe was
deregulated in 1993 under a World Bank supported Economic Structural Adjustment
Program (ESAP). In Zimbabwe, as in many other developing countries today, the adoption of
structural adjustment programmes (SAPs) is a result of the recognition that the formal sector
is afflicted with economic distortions and biases that militate against economic efficiency and
economic growth (Mhone, undated). The government of Zimbabwe which was spurred by the
need to reduce expenditure had to institute market oriented decisions within the transport
sector. Liberalisation was done inorder to reduce the subsidisation of ZUPCO and to also
obtain a larger fleet through allowing other players into the transport sector. The sector has
given birth to the transport challenges plaguing the Harare C.B.D a situation which can be
traced to the unavailability of ranking and holding space for the commuter omnibus
operators.
2.3 Theoretical Framework

The study stems from the idea of providing commuter omnibus-taxi ranks through demand-
responsive supply as a planning principle and the taxi at rank model as a planning tool. The
taxi at rank model as promulgated by Cooper et al (2010) specifically intends to provide a
review of current rank provision and determine the optimal numbers and locations of future
taxi rank spaces. The model is split into three separate levels: County level analysis, Town
Level Analysis and rank level analysis, which address in increasing detail the need for new
ranks (Oxley, 1999). The taxi at rank model follows a trajectory which addresses the market
in terms of its supply and demand balance, but differs insofar as optimizing numbers of taxis
within a fleet, but rather the numbers of ranks available is addressed (Cooper et al, 2010).
The model favors optimisation of taxi rank locations in light of current and changing patterns
of demand and supply. The model diverges from the popular notion of providing ranking
space through aspects of centrality as it sets demand responsiveness as the major determinant
for provision of such facilities (ibid).
In the case of Harare, the ethos of this model are evident in the paratransit sector were
existing on-street ranks have arisen due to demand and supply side forces. Formally, the City

Centre Local Development Plan 22 (2000:38) highlights that there are 6 bus termini in the
C.B.D and these are located in relation to accessibility to origin/destination, movement and
circulation of other traffic and easy linkage. However, these ranks were constructed in the
colonial era and were based on the traffic and transport dynamics of that period and these
have since changed drastically. The coming in of commuter omnibuses after the deregulation
policy of 1993 brought about a bigger fleet and a wider range of public transport but the need
for concomitant planned routes, termini and other facilities took planners by surprise (ibid).
These issues were evidently never addressed hence; this sector has over the years developed
informal on-street ranks some of which are designated by the Local Authority (L.A) while the
remainders are undesignated. According to the CCLDP 22(2000) the city traffic and
transportation planners instituted a study to facilitate wide commuter omnibus termini
network unfortunately the study was never completed incidentally creating a gap which this
study intends to fill.
In this model there are 3 underline principles or levels which were highlighted earlier, the
first stage provides no more than a basic review of current rank provision. In its simplest
interpretation this stage indicates whether supply of taxi ranks should be addressed or not. In
Harare it has been established that the available ranking space is inadequate as the capacity of
the bus termini cannot meet the ever growing population of commuter omnibuses. Town level
analysis provides a review of current supply and gaps in stand provision; based on the
mapping of trip generators against current rank locations. Harare over the last decade has had
numerous changes in its urban and peri-urban environment were new settlements have been
formed at the fringes of the city, consequently this translates to more routes that need to be
served by the existing public transport and imperatively this increases the demand for ranking
space to cater for such routes.
The final stage is the rank level analysis which builds on previous levels as a detailed review
of individual ranks, including the comparative benefits of new locations and stand
modification (Cooper et al, 2010). A cost benefit approach (CBA) is used to identify the
extent of benefits arising from a rank being developed or adapted. Benefits arising to the user
are set against costs of building, facilities provision, and costs associated with lost parking
revenues (ibid). Hence, the impetuses of the model breathe life in to the study which seeks to
set demand responsiveness as the backbone of commuter omnibus taxi rank provision.

2.4 Paratransit an Overview
According to Neumann and Nagel (2011) paratransit is a user-demand-oriented mode of
transport used in cities of the developing world.Informal transportation (paratransit) has
received mixed reviews from various scholars across the globe on one hand scholars such as
Scoones (1998) (Howe, 1999) and (Davies, 2000) view it as a livelihood strategy whilst on
the other it is labelled a nuisance due to its environmental and congestion related challenges
(Cervero, (1998). Despite this view, the sector has some important merits that have led the
international institutions, including the World Bank, to view it more favorably, not least as a
source of employment for the poor (Gwilliam, 2000).
The paratransit sector largely operates under a market and demand responsive hail and ride
system. According to Portes et al, (1983) the hail and ride concept refers to boarding or
alighting a mode of public transport by signalling the driver or conductor that one wishes to
board or drop off, rather than the more conventional system of using a designated stop.
According to Cervero, (1998) Informal operators alter schedules, routes, and operating
practices in response to shifting market conditions as such they are advantageous as the
private minibus and micro-vehicle operators are more likely to craft new, tailor-made
services in response to increases in suburb to suburb commutes, trip-chaining, and off-peak
travel than are public authorities (ibid). Their inherent flexibility and sensitivities to changing
markets stand in sharp contrast to the rigidities and unresponsiveness of protected monopolies
(Barbero, 2000) a situation which has resulted in the sprouting of on-street ranks designated
and undesignated ranks.
The sectors is part of the informal economy in the sense that, the vast majority of operators
do not register as tax payers and do not register their employees or comply with labour
legislation. Globally, Informal transport services exist in large part to fill service voids left
unfilled by formal public transport operators (Porter, 2001). Formal public transport services
are rarely up to the task of satisfying escalating demands for travel, as a result nearly identical
forms of illegal vans and motorcycles and taxis have surfaced in recent years in different
corners of the globe (UNCHS, 2000).
In the sub-Saharan region the informal public transport sector is mainly characterised by
Paratransit operators in the form of 15-16 seater minibuses mainly brought about by
liberalisation of the transport sector. In Zimbabwe the need for convenience and efficiency
drove government to institute market oriented reforms within the transport sector. The 1990s

saw the transport sector undergoing a major transformation were it was deregulated, and
transport policies modified to permit market-determined decisions, enterprise autonomy, and
private participation in the ownership and management of transport business (Fairhurst,
1992). According to Mbara and Maunder (1996) deregulation is a process of introducing
competition into a previously protected sector of the economy so as to reduce constraints for
potential entrants into the sector and make the sector "more responsive." Citing such
advantages the government of Zimbabwe partially deregulated the transport sector so as to
ease the pressure the Zimbabwe United Passenger Company (ZUPCO) which was
increasingly faltering due to increased demand and desire for a more convenient and efficient
transport service.
Following the liberalisation process, there has been a rapid growth in the commuter omnibus
fleet, Maunder and Mbara, (1995) assert that the fleet grew by 118 per cent between January-
September 1994, and by September commuter omnibuses represented 30 per. cent of the
public transport fleet operating in Harare. By 1997, there were an estimated 4,700 public
transport vehicles operating in Harare (Mbara, 1997). The sheer growth in fleet numbers
highlights the modal choice of the commuters in Harare as well as the importance of the
sector in providing low cost transport to low income earners. However most studies carried
out post deregulation which include the initial effects of introducing commuter omnibuses in
Harare by Mbara and Maunder (1997) and a thesis by Magomo (2002) on the suitability and
sustainability of the deregulated transport system looked specifically at the effects of the
mode of transportation and unfortunately provision of ancillary facilities has not been
touched on, as such this study exists to bridge this gap.
2.5 On-Street ranks in urban space

On-street ranks are not a new phenomenon in Zimbabwe before the deregulation of the
transport sector these existed as curb side ranks (City Center LDP 22, 2000). These were
situated along Rezende street south, Chinhoyi street, Leopold Takawira and J. Nyerere/Speke
Avenue and were designated curbside ranks servicing areas such as Mufakose, Kambuzuma,
Avonlea and Stapleford respectively (ibid). As such on-street ranking has for long been part
of the urban scape in Harare the only difference is in the transportation mode used were
conventional buses were the primary mode. In contemporary Harare this activity has worn a
new face, on one hand there are designated on-street ranks delineated by council and the
undesignated ranks (Mushikashika) which have inspired a heated debate on how to deal with
them.

According to Chetty and Phayane, (2012) in South Africa these on-street facilities albeit
those which are formal are defined as Minor public transport ranks and are classified under
(Level 3) in the hierarchy of public transport facilities. These ranks are located within a road
reserve at which mini/midi-bus taxis and buses are allowed to wait and/or stop for passengers
boarding or alighting. These facilities are normally the origin point for most passengers and
are functional primarily in the peak periods (ibid: 667). The design for such facilities was
initiated after the growth in public transport demand had resulted in the mini-bus taxi services
responding almost instantaneously to this demand as such requests for facilities from the taxi
industry, ward Councillors and others have increased, with rival taxi associations requesting
separate facilities (Minkley and Phiri, 2010).
More over the existence of these ranks largely emanates from their response to consumer
demand. As such Cooper et al (2010) views this as a positive problem since setting demand
responsiveness as the backbone of provision of public infrastructure and services forms the
basis for a sustainable transport system (ibid) and the perspective lies in the underline idea of
formulating policies and integrated designs which put the needs of the people into
perspective.
Zimbabwe is currently faced with a dilemma of providing ranking facilities and at the same
time ensuring safety and accessibility. According to the Herald (20/07/12) commuter
omnibuses from the western suburbs will be restricted to the Coventry holding bays under
construction along Rotten Row in the Kopje area. However, the JICTTS (2010) postulates
that some on-street ranking and loading activities are likely to continue even after sufficient
off-street facilities are provided. A Harare town planner quoted in the Herald (20/07/12)
alluded to the fact that the idea is good on paper and bemoaned the preparedness of the Local
Authority in the implementation of such a plan. As such the need for other lesser cost
alternatives becomes apparent which incidentally gives relevance to the study.
2.6 Illegal ranking activities: Law enforcement responses

Illegal Picking and dropping of passengers at undesignated points is a familiar characteristic
of public transport in the C.B.D. According to Brown, (2006) crackdowns and raids are the
main tools employed by city managers in a bid to maintain orderly and aesthetic city
environments In Harare this illegal activity has resulted in the ZRP and the Municipal police
implementing End of pipe approaches characterized by the button stick which has been
used by the ZRP to smash windscreens of operators caught picking and dropping passengers

at undesignated points. Not to be outdone, are the municipal police who have resorted to
using spike trips to puncture tires of operators caught ranking illegally, in the process
compromising the safety of passengers (Standard 21-27/04/13). This resonates with Kamete
(2010) and Dube and Chirisa (2012) who lament that planning, at times, relies on violence in
its mastery of space but these means at times produce undesirable ends as the commuters get
the bitter end of the stick.
Box 1: Ineffective enforcement responses
Tragedy as council, kombis feud rages on

Eleven people were injured three of them seriously when a commuter omnibus overturned
after overzealous municipal police officers threw spikes at it while travelling into the city
centre. A witness who only identified himself as Moyo blamed the municipal police
officers for the accident. He said due to overexcitement the officers threw spikes at the
commuter omnibus there by endangering the lives of many passengers. The incident was
only a snapshot of the spate of daily confrontations between the council and commuter
omnibus drivers. In 2010, eight people were injured after a pair of municipal officers threw
a spike in front of a moving commuter omnibus in a bid to stop it after accusing the driver
of flouting the citys parking by-laws. The commuter omnibus then overturned and
crashed into another vehicle at corner Julius Nyerere and Robert Mugabe in the C.B.D.
The two municipal police officers fled the scene after the incident.
Source: The Standard April 21, (2013: 3)
More so the municipality has also covert operations were plain clothed municipal officers
enter the commuter omnibuses under the disguise of being potential commuters. This strategy
has proven to be ineffective as some of the officers are kidnapped and dumped outside of the
C.B.D numerous newspaper articles have published stories were commuter omnibus
operators are dragged before the courts facing such allegations but the custodial sentences
have not stopped the operators from revisiting the illegal loading and offloading points.
These unorthodox responses seldom realize their intended goal as the commuter omnibus
operators have devised numerous survival and coping strategies.
2.8 Resistance to enforcement: Nocturnal operations

According to Chirisa and Dube (2012:1) In recent times, the informal sector in Zimbabwe
has worn a new face as the actors have designed new adaptive strategies to counteract

restrictions and evictions and by-laws imposed on them Operating at night. Chirisa and
Dube (2012) mainly focused on nocturnal street vending in the process overlooking the
transport sector were commuter omnibus operators have taken over the road shoulder space
in defiance of police enforcement efforts. For the informal sector norctunisation is viewed as
the safest mode of operation where the predator (police) would have slept (ibid).
2.8.1 The U-turn Approach

The U-turn approach is an abrupt change of direction characterised by over-speeding
(Chirisa and Dube, 2012). This approach has been used by the commuter omnibus operators
to evade law enforcement agents wilding button sticks and municipal police officers with
spike trips. These operations jeopardise passenger safety as the driver makes an abrupt turn
without observing basic road regulations.
2.9 Policy and Legislative framework for public transport in Zimbabwe

This describes the plane of interaction between on-street ranks and the urban scape. The
Regional Town and Country planning Act 29:12 is the legal and administrative cornerstone
of Land use planning in Zimbabwe, it also operates in conjunction with the Urban Councils
Act 29:15 and in relation to transport planning the Road Motor Act and the Transportation act
of 1996, Urban Area (Omnibus Services) Act of 1977 revised in 2001, the Municipal Traffic
Laws Enforcement Act of 1961 revised in 2001 and the Municipal by-laws have been the
governing statutes that determine the provision and operation of public transport. Section 192
of the urban councils Act talks of the provision of omnibus services and stations, but the issue
of regularizing some of these ranks as envisaged in the transport plans of South Africa is still
unrecognized of particular note is the absence of a binding policy framework which governs
transport operations in Zimbabwe, the national and urban transport policies are still drafts and
as 2012 these have not been operationalized. The continued clash between law enforcement
and commuter omnibus operators is largely being fuelled by this lack of policy framework.
The quality of public transport services in most sub-Saharan African cities is poor, mainly as
a consequence of inadequate institutional, financial and regulatory arrangements (Smith,
1986). Zimbabwe is no exception the commuter omnibuses in operation do not possess the
requisite documentation to operate their vehicle for public transportation. More so the
representative associations of these operators are not as visible as that of South Africa as such
they are not consulted or contribute to the decisions that affect their operations. Hence there

is need for a commuter omnibus national association as well as an autonomous body within
the ministry of transportation to regulate and manage the operations of the sector.
2.10 Rationalizing on-street ranks lessons from South Africa

Rationalization of on-street ranks is a contemporary strategy currently being geared for
implementation in South Africa as envisaged in the implementation programme of the
eThekwini transport plan, the taxi facility projects and their costs are highlighted in table 1.
Table 1: taxi ranks to be formalized and upgraded in South Africa
Rank Project description cost

A surfaced taxi off-loading
area and a surfaced loading
area will be constructed on
the wide sidewalks on either
Burgersdorp Taxi Rank side of the road. Next to the R3,0 million
loading area, a toilet and
shelters for waiting
passengers will be provided.
The existing taxi rank in the
main street of Steynsburg is
Steynsburg Taxi Rank to be developed further with R1,2 million
a paved surface and vehicle
shelters providing shade
A taxi stop with toilet will be
Venterstad Taxi Stop developed, where the two R0,48 million
provincial roads intersect in
the center of town.
A formal taxi rank is to be
Ugie Taxi Rank constructed on an open piece R5,4 million
of land next to the R56 in the
CBD
Source: Ethekwini integrated transport plan, (2005-2010)

In Zimbabwe investing more on infrastructure to meet the growing demand is quite expensive
rather an effort is needed to tackle the problem with innovative planning solutions and that
entails rethinking the existing infrastructure.
2.11 Chapter conclusion

This chapter has outlined the issues that have led to the growth of the informal commuter
omnibus sector and the subsequent establishment of designated and undesignated on-street
ranks in the Harare C.B.D. The chapter also gave an outline of law enforcement responses It
has also highlighted the rank at rank model as the theoretical basis for the study. An outline
of some policy changes have occurred in the transport sector have been briefly stated so as to
give the reader a historical point of reference. The next chapter will describe the research
methodology employed throughout the researcher such as the data instruments and sampling
techniques.

CHAPTER THREE: RESEARCH METHODOLOGY
3.1 Introduction
This chapter outlines the research methodology which was used in gathering data for the
study. It shall outline the steps and procedures implemented by the researcher to fulfill the
aim and objectives of the study. Arrays of techniques were used and these included
questionnaires, structured interviews with key informants, unstructured interviews,
participant and non-participant observation and secondary data sources.
3.2 Research Design

According to Luck and Rubin (2002), research design refers to the general research approach
or strategy adopted for a particular project. The purpose of this research is to unravel the
intricacies behind on-street ranks and to assess their possible formalization and integration in
current and future urban design plans. The researcher used the qualitative approach as
opposed to the quantitative approach. The qualitative nature of the study involved
descriptions of situations and events leading to the evolution of on-street ranks. The rationale
for adopting this approach was that obtaining views and perceptions about a certain
phenomenon is not quantifiable and cannot be statistically compared. Primary data will be
obtained through questionnaire surveys, key informant interviews, unstructured interviews
and participant and non-participant observation. Key informant interviews will be held with
transport planning officials from Harare City Council, representatives from the greater Harare
commuter omnibuses association and the planners from the Department of Physical Planning.
3.3 Population Sampling

In light of the complexity of the study and size of the targeted sample population the
researcher adopted a multi stage sampling technique in which sampling is done
chronologically across two or more classified levels Battaglia, (undated) it represents a more
complicated form of cluster sampling in which larger clusters are further subdivided into
smaller, more targeted groupings for the purposes of surveying (Agresti and Finlay, 2008).
First-stage sampling included delineating a cordon boundary along Mbuya Nehanda Street as
it is the corridor with the highest movement of commuter omnibuses as well as the highest
concentration of both designated and undesignated on-street ranks, The area is currently
comprised of four designated on-street ranks servicing areas such as Westgate (R1),
Dzivarasekwa/Warren park (R2), Mt pleasant (R3) and Norton (R4), were in R# represent
name of the rank in the sample frame. All the identified ranks were purposively chosen for

the study so as to obtain comparative data on the operations, perceptions and occurrences at
the ranks. There are numerous other undesignated picking and dropping points
(mushikashika) along the corridor and due to the nature of operations at these points
researcher conducted unstructured interviews inorder to obtain critical data on why such
activities keep resurging.
Inorder to ascertain the number of Kombis operating at each rank the researcher acquired
loading cards which are informal log sheets devised by the commuter operators to maintain
order and determine loading turns. Total population of commuter for R1=41, R2= 24, R3=32
and R4= 15 was collectively gathered and amounted to 112 commuter omnibuses this
constituted the overall sample population. A representative sample of 35% was used as such a
total of 42 questionnaires were administered to the respective drivers of the identified
commuter omnibuses.
The second stage involved ascertaining the respondents for the commuter questionnaire the
researcher used the representative sample population obtained above which constitutes 42
commuter omnibuses and a 25% sample was delimited a total of ten (10) kombis from the
initial sample was identified. From the 10 a total of 4 questionnaires were administered for
each kombi bringing the total to forty (40) commuter questionnaires. The combined total of
all the questionnaires administered to the drivers and commuters was eighty-two (82) and this
was very representative considering the population size which the researcher was dealing
with.
Furthermore, purposive sampling was used to identify key informants; the respondents were
selected due to the nature of their positions in their respective organisations as well as their
expertise and knowledge of the transport sector. The table below highlights the targeted
respondents as well as the justification for their selection.

Table 2: targeted key informants and justification
Targeted respondents justification

City of Harare: To ascertain their position with regards to the legality of on-street
Deputy chief ranks and the continued resurgence of illegal ranking activities.
transport planner
DPP: transport To ascertain their views on the possibility ad feasibility of
planner rationalising on-street ranks
Greater Harare To establish the position of commuter minibus operators
council of commuter perspectives with regards to designated and undesignated on-street
Omnibus operators ranks.
3.4 Demographic Characteristics of the Sample

Driving of commuter omnibuses is mainly the preserve of the male sex as such all the
respondent drivers were men. In relation to the sample size of commuters 60% were male
while 40% were females. The researcher recorded a 100% response rate from both the
commuters and commuter omnibus drivers whose ages were spread across seven age groups
as illustrated in Fig 2.
Responses were higher in the younger age groups with the 21-30 age groups having the most
responses. This can be attributed to the fact that most youthful school leavers are being
absorbed by the public transport sector due to its easiness of entry and the high
unemployment rate spurred by the economic meltdown over the last decade.

Fig 2: Age composition of drivers
Age composition of drivers
61> 3%
(51-60) 7%
(41-50) 7%
age
(31-40) 33%
(21-30) 48%
<20 2%
0% 10% 20% 30% 40% 50%
Source: Fieldwork, (2013)
Fig 3: Age composition of commuters
Age composition of commuters

40%
35%
34%
30%
27%
25%
20% 20% ages of commuter

respondents
15%
13%
10%
5% 6%
0% 0%
<20 (21-30) (31-40) (41-50) (51-60) (61>
Source: Fieldwork (2013)
In terms of the demographic composition of commuters, the highest responses were also in
the 21-30 age groups. It was established that 27.5% of the respondents were people employed

in the informal sector commuting for business, while 22.5% were students and 30% were
formally employed as such most of the respondents comprised of the active population range.
The lower life expectancy that is characteristic of present day Zimbabwe probably explains
the low response rate on the part of the older age groups.
3.5 Data Collection Techniques

The questionnaire, structured and unstructured interviews and non-participant observation are
the preferred instruments for eliciting data for this study.
3.5.1 Observation Survey

As a daily commuter and a resident of Harare participant observation has taken place for a
number of years and is the base upon which this study was formulated, in relation to the study
non-participant observation was a crucial data gathering tool as the researcher got a first-hand
account of the day to day occurrences at the designated and undesignated on-street ranks
along Mbuya Nehanda Street. Pictures were taken so that the reader obtains a visual
appreciation of the issues on the ground, participant observation was also crucial in
substantiating the data gathered from the operators and the commuters.
3.5.2 Questionnaires
A well-structured questionnaire was administered to commuters and drivers at all the ranks
delineated in the study area, the overall aim of the questionnaire was to capture the views and
perceptions of commuters and drivers on the issue of formalizing and upgrading on-street
ranks. Open and close ended questionnaire were advantageous as they created a plane of
interaction were respondents freely expressed their views, in some instances the researcher
appeared as if interviews were being conducted due to the follow up responses and
articulation of issues by respondents. A total of 42 questionnaires were administered to the
drivers and 40 to the commuters these were representative as they were able to capture a
considerable number of the proffered views.
3.5.3 Key informant Interviews

According to Carter and Beaulieu, (1992) the purpose of using key informant interviews is to
obtain information from a wide array of people who possess first-hand knowledge about the
community. In light of this, key informant interviews were carried out by the researcher and
these targeted officials from the City of Harare specifically the Deputy Chief Transport
planner, planners from the Department of Physical Planning and representatives from the
Greater Harare council of commuter Omnibus operators (see table 2).

3.5.4 Unstructured Interviews
Unstructured interviews were the key to unlocking the complexities of undesignated loading
and of loading activities. These interviews were advantageous in that the casual and
opportunistic nature in which they were conducted allowed for non-restrictive exchange of
data as the interviewee was not required to fill out any form of any kind as such respondents
were at liberty to freely relay information. Targeted respondents were mainly drivers loading
and off-loading at undesignated places as well as their passengers. This approach was used
in conjunction with the moving observer approach and warranted the researcher to be an
active participant. This approach was advantageous as the commuter omnibus created a
hothouse environment where ideas grew and were reassessed as part of the interview
dynamic (Grosvenor, undated).
3.5.5 Secondary Data

The researcher employed secondary data such reviewing current operational master, local and
street layout plans for the City of Harare more so Integrated Development plans of selected
cities in South Africa were also examined to provide a point of reference for the study.
Literature on the subject of on-street commuter omnibus ranks is limited as the issue is area
specific (mainly occurring in the developing world), as such very few studies have been
conducted South Africa being an exception.
Newspapers and journals were a vital source of information as they provided current data.
The researcher utilized such sources to bridge the knowledge gap that exists particularly on
the issue of on-street ranks. An analysis of relevant statistical reports, plans and documents
from the Harare City Council also aided the researcher in identifying anomalies in theory and
practice.
3.6 Data Analysis

The data collected through the above mentioned techniques were complied, collated and
analysed through computer based programmes such as the Microsoft Excel. The advantages
of these programmes included the generation of diagrammatical presentations of the analyzed
data in the form of pie charts and bar graphs; as such the reader will gain a visual
appreciation of the information being presented.
3.7 Ethical Considerations

A strict code of conduct and the highest levels of etiquette were observed by the researcher.
These qualities were crucial in ensuring confidentiality and privacy when collecting, handling

and analyzing research findings. The research was conducted in a public environment where
people of different cultural, political and perceptive backgrounds converge. As such the
researcher ensured that anonymity was observed. More so, informed consent was used to
enlighten the respondent on the aims and objectives of the researcher, so that one may
respond in view of the motive of the researcher and in so doing one was able to obtain more
accurate and unbiased data.
3.8 Challenges Encountered

The researcher encountered numerous challenges chief of which was bureaucracy red tape; it
took up to two (2) weeks for one to obtain approval from the C.o.H to conduct the study. Due
to institutional politics it took even longer to obtain information as the researcher was
referred from office to office and was subjected to numerous postponements, such
experiences were time consuming and frustrating.
Furthermore, lack of time to administer questionnaires and conduct interviews impacted

heavily on the timeous completion of requisite field work. One had to take advantage of
public holidays and weekends fortunately these efforts paid off as the researcher was able to
attain a 100% responses rate from the drivers, commuters and key informants.
The researcher faced some resistance from the commuter omnibus operators who feared that
the researcher was a Law enforcement agent. On two occasions the researcher was denied
entry into commuter omnibuses reason being that they suspected that one was a plain clothes
municipal police officer who they accused of constantly asking for bribes. In all these
instances the researcher had to produce his Student identification card and also an
authorization letter from the C.o.H as well as proffering a clear justification for the purposes
of the study.
Lack of monetary resources was a major challenge during the initial phases of the research
but the researcher was able to overcome this limitation by repairing and maintaining
computers for other students which was very lucrative.
3.9 Chapter Conclusion

The chapter has produced a brief outline of the research methods which were used as well as
their justification and challenges that the researcher faced were also outlined as well as the
ethical considerations. The next chapter will be a presentation, analysis and interpretation of
the data that was acquired during the research.

CHAPTER FOUR: DATA PRESENTATION AND ANALYSIS
4.1 Introduction
This chapter presents, interprets, analyses and discusses the findings of the research. The
chapter begins with a look at the ambiguities surrounding on-street ranks. The finding of the
study have been discussed to address the research objectives as well as the research questions
outlined in chapter one.
4.2 On-street Ranks: The Myth and reality

As a daily commuter, observation has taken place over a number of years it has subsequently
revealed the two headed nature of on-street ranking activities. On one hand there is the Local
Authority designated ranking areas and there is the Mushikashika the undesignated picking
and dropping points which by virtue of the local law enforcement responses are evidently
illegal. However the legal nature of on-street ranks designated by the L.A remains shrouded
in obscurity. From the perspective of the C.o.H chief transport planner all on-street ranking
activities are deemed illegal as they are not recognised by any statutory provision 1. But
evidence on the ground reveals that the local Authority actually collects fees for the use of the
ranks and has certain specifications for the use, one driver highlighted that council makes us
pay $100 every three months for a rank disc yet they do not provide the necessary facilities
64.3% of drivers questioned also echoed the same sentiments, while 23.4% highlighted that
they did not pay anything as they were operating unlicensed vehicles the remaining 11.9%
expressed ignorance.
Of particular note is the position of the local authority with regards to the operations of on
street ranks, the ranks are temporarily in existence2 yet from observation and subsequent
field work this assertion proved to be inaccurate as 55% of drivers and 63.3% of commuters
who were asked to state the period they have been using these ranks highlighted that these
ranks have existed for more than a decade. Further probe on the legality of on-street ranking
revealed that most drivers namely 61.1% thought that the ranks were legal reason being that
the areas are sanctioned by the L.A and were respectively paying the L.A for the use, 27.8%
professed ignorance unwittingly stating that they were not sure and 11.1% described them as
illegal citing that the designated areas were not properly planned for and lacked ablution
facilities. From the findings it can be deduced that there is lack of clarity on the legality of the
1
Interview with Mrs Mujegu, (the Deputy Chief Transport Planner at City of Harare), March 4 2013.
2
(ibid)

designated on-street ranks this has made the operations at these ranks a nightmare for law
enforcement agents who have been forced to control occurrences at the ranks instead of
enforcing the Law.
4.3 Factors behind recurrence of undesignated on-street ranking activities

According to Chirisa and Dube, (2012, p.3) the informal sector is seldom constant; it
continues to wear a new face each time. The mushikashika is one variant which has
presented its ugly face in the urban transport sector. It has been defined as a belligerent
approach to transport shortages characterized by hitch hiking any mode of transport (ibid),
however the researcher identified that in the commuter omnibus sector this term commands a
different meaning as these are largely illegal ranks emanating from formally designated on-
street ranks which have been removed by the C.o.H. Figure 4 highlights some of the core
reasons why such a practice continues to persist despite numerous efforts by law
enforcement agencies to bring it to an end.
Fig 4: reasons behind recurrence of the mushikashika
socio-
economic
constructs
operational
emvironment
and anbsence
of shuttle
mushikashika delapidated
infrastructure
service
quantity
control
measures
Source: Authors creation
4.4.1 Socio-Economic Constructs

A plethora of factors have driven the continuous existence of the mushikashika chief
among these are socio-economic constructs. Two dimensions have been noted, one emanates

from the commuters and the other is from the omnibus operators. Unstructured interviews
highlighted that the urban commuter in Harare does not embrace the concept of walking to
designate picking and dropping points. Walking for more than 400meters is not comfortable
hence most people prefer to board and alight at undesignated places2 this fact was
substantiated by most of the respondents who cited that walking distance was the major
reason they frequent the mushikashika. This factor does not exist in isolation as issues of
accessibility and convenience complement it. As precise as these reasons are the researcher
through observation identified that some of the undesignated ranks were located within a
radius of 200meters from designated ranks such as Copacabana and Market square as such
further probing was initiated as it was apparent that other factors were contributing to this
trend. 67.1 % of respondents who were quizzed further brought out that walking distance was
not the only factor as other subsequent factors such as the deplorable state of the main bus
termini and also lack of complementally facilities such as intermediate bus stops and a
functional inter-terminal shuttle service also contributing.
From the operators it was noted that the pursuit of profit drives the operations. The popular
assertion that the Mushikashika is frequented by mostly unlicensed operators proved to be
inaccurate as 56% of those asked if they possessed the proper documentation responded in
the affirmative reasons proffered highlighted that the operators were after profit. Mudoni a
commuter omnibus driver had this to say:
murungu anoda mari yake yakakwana ndikasatorova mushikashika hapana

pay, mapepa aripo but haana dhiri because police haikushaire mhosva (my
boss wants his daily takings in full so if I dont operate at these illegal points I
will not get paid, I have the documentation but its useless because the police
will always find us at fault).
The statement above is testimony of the profit factor as one of the drivers. Of particular note
is the highly competitive operational environment which also contributes to such practices.
This statement also brings out the extent to which corruption has clung itself to the urban
society.3
2
Interview with Mrs Mutambanengwe Chief planning officer Urban transport Unit Department of physical
Planning (DPP). 6 March 2013
3
Interview with Mr Mbonjani. Greater Harare Council of Commuter Omnibus Operators. 8 March 2013

More so, observation and subsequent interviews have revealed that the urban commuter in
Harare has become imbedded to these loading and off- loading points. One commuter who
refused to be named highlighted that ndakangojaira kuuya pano (I am used to coming
here), this brings out that some of the commuters have accepted informality to such an extent
that illegal activities now appear legal to some people. All these intertwined factors depict the
socio-economic constructs driving the continuous existence of illegal/undesignated on-street
ranking activities.
In response to the illegal ranking activities the C.o.H has resorted to fining commuter
omnibus operators in a bid to curb such practices.
As the C.o.H we have also opted for deterrent fines to try and curb this illegal
activity for instance it costs $132 if your commuter omnibus is caught and added to
this are the storage costs which are charged daily if your vehicle is taken to our
central stores along Coventry road.
In spite of these fines observation has highlighted that the operators are not perturbed by as
such further probing was sought and the C.o.H cited political interference and corruption as
the limiting factors. This point was validated by the Greater Harare council of commuter
Omnibus operators (GHCCO) which lamented that most of the operators frequenting these
undesignated places had some level of political backing and bribed law enforcement agents,
most operators that you see picking and dropping passengers believe they are above the law
as their employers are the big fish in society vamwe vacho atori mapurisa (some of them
are police officers) 4.As such elements of corruption and political interference still present
themselves as major impediments to effective urban management.
In relation to allegations of corruption the researcher asked operators to highlight if they have
ever bribed police officers while operating at the mushikashika the response was
unanimous as 83.4% of the respondents highlighted that they had paid a bribe inorder to
secure freedom. Those who preferred not to respond evidently feared victimisation while
those who claimed they had never bribed police or municipal officers responded sarcastically
and through observing some visual anomalies the researcher concluded that the respondents
could have been falsifying their responses. The percentage responses are illustrated by figure
6 below.

Fig 5: Driver responses to allegations of bribery
Responses to bribery
10%
6.6%
bribed
never bribed
83.4% no comment
Source: Field work, (2013)
4.4.2 Dilapidated and inadequate bus terminals

Bus terminals in the study area evidently suffer from years of neglect. From observation the
main bus terminals in the study area are a shadow of their former selves, shelters have been
vandalised and passenger waiting areas are unkempt and unattractive. The few public toilets
are either dysfunctional or are closed most of the time due to unavailability of water.
In this regard, Chunga one of the respondents highlighted that panototyisa kusvikane nyaya
yetsvina nematsotsi. (It is scary to go there because of the filth and thieves). This lack of
maintenance by the C.o.H has contributed immensely to the shunning of these off-street
facilities; the GHCCO castigated the C.o.H for not maintaining the terminals in the C.B.D
and essentially not making them attractive to the commuter. According to Urban Africa,
(2012) bus terminals in a Harare are in unsavoury condition and are urgently in need of
repairs as most of the sheds have collapsed posing a serious health hazard for commuters.
Under such a scenario it becomes apparent that on-street ranking in undesignated places is
being fuelled by the C.o.H whose inability to repair and maintain the terminal as shown in
plate 1

Plate 1: Dilapidated bus terminal infrastructure
Plate 1 show the deplorable state of existing bus terminal infrastructure in
the Harare C.B.D surely this begs for solutions.
More so space inconsistence has also contributed to illegal on-street ranking activities the
available bus terminals were originally designed for use by conventional buses as such the
coming in of the commuter omnibus has resulted in the terminals becoming significantly
inadequate to accommodate the growing population of commuter omnibuses. Based on a
study on rank capacity and route authority permit survey which the researcher carried out in
conjunction with the City of Harare on the 4th of March 2013 it was established that the
current operational ranks namely Market square, Cameron street (Copacabana), South
Avenue (charge office) and Forth street terminal have a capacity to accommodate 1112
commuter omnibuses yet the total estimated population of commuter omnibuses operating in
Harare is currently estimated at 60004. According to the Central Vehicle Registration (CRV)
department there are no statistics for the number of commuter omnibuses registered in Harare
as they did not possess disaggregated data as such an estimate proffered by the C.O.H was
used. The corresponding shortfall amounted to 4878 this gap illustrates how critical the
shortage is and plate 2 gives a visual illumination of Charge office bus termini.
4
Interview with Mrs Mujegu, (the Deputy Chief Transport Planner at City of Harare), March 4 2013

Plate 2: Congested South Avenue bus terminal in the C.B.D
Plate 2 showing the heavily congested South Avenue bus terminus with
Commuter omnibuses parked on the carriageway impeding traffic flow.
Table 2: Capacity of bus terminals in the study area
NAME OF TERMINAL BAYS CAPACITY

Market square 13 240
Cameron street 6 167
(Copacabana)
South Avenue (charge 10 135
office)
Fourth street terminal 28 580
TOTAL 77 1122
Source: City of Harare (2013)
4.4.3 Operational Environment

Commuter omnibus operators conduct business under precarious operational conditions
characterised by heavy competition, minimum regulation and blitz by law enforcement. The
deregulation of the transport sector initially brought some benefits in the form of shorter

waiting times on the part of the commuter and a larger vehicle fleet (Mbara, 2006) this
assertion resonates with the assertion by the DPP that deregulation initially brought a much
needed relief to the transport sector but over the years these benefits have since been eroded
due to the shaky relations between public transport operators and law enforcement agents 5.
According to Schalekamp and Behrens, (2009) in some instances these entrepreneurial
services deliver highly demand-responsive, affordable transport in settings not conducive to
scheduled or formal public transport operations. In others, they present problems in the
form of ruinous and violent competition between operators for higher volume routes, cream
skimming, and aggressive driver behaviour (ibid, 1). As such it becomes apparent that
heavy competition which was initially thought to be ideal for the transport sector is now
fuelling some of the negative externalities, among these are illegal on street ranking
activities.
4.4.5 Lack of Quantity Control Measures

The DPP voiced their concerns in regarding a lack of quantity control in the entry of the
transport sector in Zimbabwe.
There has been an unprecedented increase of players in the transport sector, the
sheer number of owners is a cause for concern as it makes it difficult to consult
and engage them and also there are no controls in terms of the number of
operators servicing a specific route and of particular concern is the inability of
the C.o.H to match the number of Kombis with available ranking space6
From the above it can be rightly concluded that there is need to control to some extent the
deregulated environment as the easiness of entry makes it a harrowing task to manage the
transport sector. The deregulation policy of 1993 paved way for single owner operators to
enter the sector this resonates with Mbara and Maunder, (1996, p 3) who postulated that
Operators are presently granted the routes they wish to operate by the Controller of Road
Motor Transport and no quantity restrictions on entry into the sector and on the number of
vehicles per route are enforced. These factors may not have been important during the initial
introduction of the commuter omnibuses but today they are some of the key issues opening a
5
Interview with Mr Sithole transport planner Department of physical planning (DPP). 13 March 2013
6
(ibid)

Pandoras Box in the processes exacerbating the challenges of managing the commuter
omnibus sector. From the Local Authors perspective this is still a grey area7.
4.4.6 Absence of an inter-terminal shuttle system

A study by Chirengendure, (2012) on the inter-terminal shuttle system in Harare highlighted
that commuters are facing mounting mobility challenges to travel from one terminus (formal
or informal) to another for modal exchange (ibid, p 12). This has resulted in commuters
hailing public transport at undesignated stops, the commuter omnibus operators have
instantaneously responded to these demand and gaps in the shuttle system a situation which
has resulted in picking and loading of passengers at undesignated stops. This resonates with
Portes, (1983) who highlighted that the hail and ride concept is part and parcel of the
paratransit sector and is evidently manifesting itself in the transport sector of Harare giving
rise to illegal/undesignated on-street ranking activities as illustrated in the plate 3 below.
Plate 3: illegal/undesignated on-street ranking activities in the C.B.D
Plate: showing illegal/undesignated on-street ranking activities in the C.B.D, commuters

desperately jostle to enter the omnibus at such points disregarding their safety.
4.6 Coventry Holding Bay: Insights and Complexities
7

The proposal for a holding bay at the Kopje area has largely received positive responses from
key informants interviewed. Interview respondents were asked uniform questions on their
views and perceptions in relation to the Coventry holding bay and most of the respondents
acknowledged that the idea was good. Nevertheless commuter omnibus drivers and the
commuting public expressed some scepticism largely because of lack of knowledge on how
the holding bay will operate.
Table 3: Stakeholder perceptions to the proposed holding bay
respondents positive % negative % Not sure %

Key informants 4 100 0 0 0 0
Kombi drivers 22 52.3 10 23.8 10 23.8
commuters 15 35.7 6 15 19 47.5
From the table above, it can be deduced that those who possess the knowledge on how the
holding bay operates, who in this respect are the key informants regard the proposed
development as positive. The public who are being planned for and the operators who will
use the facility depicted some level of unawareness most commuters and operators who had a
negative perception had the misconception that the holding area would be used for picking
and dropping of passengers and those who were not sure highlighted that they were unaware
of the proposal and how the holding bay operates. As such lack of information dissemination
and lack of public participation by the L.A can be blamed for this scepticism.
More so, numerous other anomalies were noted throughout the study these are explained in
detail in the sub-headings below.
4.7.1 Lack of implementation

History has reviewed a trail plans and policies which have suffered premature deaths due to
lack of implementation. Officials from the DPP highlighted that there are numerous
previous plans for holding bays and bus terminals that were never operationalized due to lack
of funding.8 To substantiate this claim, the researcher reviewed plan blueprints from the City
of Harare Department of Works and subsequent results revealed that prior to the proposed
8

Coventry holding bay there were other proposals namely the proposed commuter omnibus
rank opposite the college of music dated 01/11/2006 (department of works, TEM 306) the
rank had a capacity to hold 140, 18 seater commuter omnibuses and also the proposed
holding area opposite the rainbow towers dated 09/07/10 (department of works, TEM 379)
which had a capacity to hold 600 commuter omnibuses. Both these plans were shelved and a
senior technician who requested to be quoted anonymously the C.o.H is incapacitated to
implement these plans, lack of funding is the key challenge and I tell you the Coventry
holding bay is headed down the same path.9
4.7.2 Lack of Funding

The project was scheduled to be completed by June 2012 however due to lack of requisite
funding the project has been indefinitely suspended. The suspension of the holding bay was
a major blow to the L.As efforts at decongesting the C.B.D10 it appears transport officials at
the C.o.H were dealt a major blow by the city fathers and the respondent highlighted that this
would not happened if the department managed its own budget. Lack of funding was cited as
the major stumbling block towards the competition of the holding bay as finances were
channelled towards other pressing issues such as road rehabilitation. More so, the respondent
highlighted that they could not create a data base for all the number of commuter omnibuses
and lack of finances was also cited as the reason for the inability to computerize. More so,
officials from the DPP echoed similar sentiments highlighting financial limitations as the
reason why the organisation was failing to carry out its mandate of supervising and
monitoring Local Authorities.
4.7.3 Resource Prioritisation

Key informant interviews also brought out a dimension were the little available funds were
being channelled to other pressing needs for instance the L.A has attributed the lack of
funding for the holding bay owing to the need to prioritise road maintenance and
construction. Mr Mbonjani castigated the L.A for having misplaced priorities as he viewed
the completion of the holding bay as critical to addressing transport challenges, the
respondent stated that:
9
Interview with Anonymous Chief Technician City of Harare Department of works 15 March 2013
10
Interview with Mrs Mujegu, the Deputy Chief Transport Planner at City of Harare, March 4 2013

The L.A has misplaced priorities, they claim to have no funding yet they are
purchasing Law enforcement vehicles instead of channelling those funds towards
the completion of the holding bay11.
On the other hand Mrs Mutambanengwe highlighted that the L.A was supposed to look for
partners to help finance the project as it was a critical importance. The respondent bemoaned
the lack of clarity surrounding the holding bays especially when it comes to funding the
massive project. The project which was supposed to be completed by June 2012 is yet to
break ground several months after its proposed date of completion, she even lamented that
we will see several Junes before that project is finalised12. As such the holding bay is
surrounded by numerous complexities which need urgent interventions if they are to be
addressed timeously.
4.7.4 Holding Bays and past experiences

The need for a holding bay is evidently of paramount importance, however since
independence there has never been a solid structure which has been put in place by the local
Authority. After a review of documents from the department of works the researcher
identified previous plans of holding bays still on paper. For instance the proposed commuter
omnibus rank opposite the college of music dated 01/11/2006 (department of works, TEM
306) the rank had a capacity to hold 140, 18seater commuter omnibuses and also the
proposed holding area opposite the rainbow towers dated 09/07/10 (department of works,
TEM 379). These plans were not implemented due to institutional challenges and financial
constrains against this background there is increased scepticisms around the competition of
the Coventry holding bay which appears to be suffering the same fate. Hence there might be a
need to revisit other alternatives as promulgated by this study.
The plate 4 below evidently depicts the lack of progress at the holding area. The GHCCO had
no kind words as their Chairman vehemently stated that The project has been indefinitely
shelved meaning the so called panacea to the C.B.Ds public transport woes is no more. In
this the regard the study becomes relevant as it emphasises the need to revisit on-street ranks
as they will remain part of the urban scape. This is to some extent in line with the assertion by
the DPP that to some extent albeit for future street designs it may become imperative to
11
Interview with Mr Mbonjani Greater Harare Council of Commuter Omnibus Operators. 8 March 2013
12

rationalize them provided they operate within the given capacity, the system of operation is
revisited and ancillary facilities are provided13
Plate 4: Proposed area for development and the progress thus far
Plate: depicting the lack of progress at the proposed site of the holding bay. For a project
which was scheduled to be completed in 2012 this presents a sorry sight.
4.7.5 Lack of Effective Stakeholder Participation

It has emerged from the study that while stakeholders are being informed of the impending
construction of the holding bay, meaningful and effective stakeholder participation is not
occurring at both the formulation and implementation stages. From the data gathered 59.5%
of drivers asked whether they were aware of the holding bays responded affirmatively while
the remaining 40.5% stated that they were unaware of such impending developments.
However, when asked if the L.A had sought their input or consulted them during the plan
preparation stage the response was unanimous as all of the drivers questioned acknowledged
that their input was never sought by the L.A. The GHCCO echoed the same sentiments
stating vehemently that we have always been and are still in the dark about the holding
13
(ibid)

bay14. The DPP highlighted that it worked with the L.A however their mandate was strictly
to supervise and the decision making rests with council. Moreover, with regards to public
participation the C.o.H had pointed to the fact that public participation still remains a grey
area.15 Evidently the issue of stakeholder participation is not being adequately addressed.
4.7.6 Lack of expertise

A review of department of urban planning services annual reports from 2009-2011 show a
minimum change in the number of experienced staff recruited by the C.o.H. According to
DUPS, (2011:74) the City Traffic and Transportation Planning divisions manpower levels
are unacceptably low for the size of the citys operation and importance of connectivity and
mobility. The C.o.H highlighted that in other cities the division could be running as a
department with its own budget and resources she eluded to the fact that the absence of
critical staff crippled the divisions operations as such the subsequent completion of the
holding bay was being hampered by this fact. The following statistics illustrate the gravity of
the situation.
Table 4: Manpower position in the city traffic and transportation planning division
Positions Establishment Staff in posts vacancies

City Transport and traffic planner 1 1 0
(divisional head)
Divisional secretary 1 1 0
Principal Transport Planners 2 0 2
(forward Planning & public
transport)
Principal Traffic Engineer 1 0 1
(traffic management)
Senior traffic transport planners 5 0 5
Traffic and transport technicians 6 3 3
Traffic Enumerators 10 10 0
totals 26 15 11
Source: Adopted from the C.o.H DUPS annual report, (2011)
14
Interview with Mr Mbonjani.Chairman :Greater Harare Council of Commuter Omnibus Operators. 8 March
2013
15

The above is a reflection of the incapacitation of the transport planning division with no staff
in the forward planning and public transport division it spells doom for the sector as this
highlights that there is no adequate planning yet OFlaherty (1997) hypothesised that
transport planning is an intricate process requiring a high level of expertise which apparently
are not existent at the C.o.H. The report also shows a cartoon with the phrase can you
imagine working and producing results with this? A clear sign that the division is severely
understaffed and overwhelmed by the work load.
4.8 Responses by key stakeholders regarding on-street ranks: City of Harare,

Department of Physical Planning and Greater Harare Council of Commuter Omnibus
Operators.
There are various opinions for and against on-street ranks in general and their possible
rationalization in particular. Tabulating these views creates room for comparison as shall be
highlighted:

Table 5: A comparative exploration of key informant views pertaining to on-street ranks and their possible rationalization.
Key informant City of Harare Department of Physical planning Greater Harare council of commuter
omnibus association
responses
Sanctioned by the urban councils Organizing and regularizing the operations

Mandate in the management act to provide facilities, while at the monitor and supervise the Local of commuter omnibus operators
of public transport in Harare same time recognizing the RTCP Authority
Act preamble
Illegal developments however those Their legality is the preserve of C.o.H legal and sanctioned by council , under the
Legality and stance on along Mbuya Nehanda are these ranks although they have current circumstances they are a lesser evil
designated On-street ranks temporarily tolerated to supplement associated challenges have been and better alternative as the council has
along Mbuya Nehanda the overwhelmed bus terminals effective in alleviating the congested failed to provide any new facilities since
bus terminals the deregulation of the transport sector
Challenges associated with Compromise safety, traffic planned for hence safety has been They lack supporting infrastructure i.e
current on-street ranks congestion, no shelters and lack reduced, overcrowding, congestion, ablution facilities and shelters and C.o.H
ablution facilities noise, health threats There is no control at the ranks
Opportunities presented by Indicate the need for on-street Indicate the need to revisit operational They highlight the need for ranking
existing on-street ranks. facilities in the form of bus borders plans and urban design frameworks facilities that are near the people and those
and intermediate bus stops. at the fringes of the C.B.D could be
upgraded and formalized.
Source: Fieldwork

4.8.1 Institutional incompetence
From the above it can be deduced that there are a plethora of views regarding on-street ranks.
The C.o.H is in charge of providing ranking and holding space for public transport as
stipulated by the Urban Councils act Chapter 29:15 section 192 it has however failed
dismally in carrying out this mandate as evidenced by the inadequate space for ranking and
holding of public transport operators. The current on-street ranks which the C.o.H has
delineated antagonise the statutes of the Regional Town and Country Planning act Chapter
29:12 preamble which requires that the L.A promote health, safety, order, amenity,
convenience and general welfare. More so the DPP has also failed to carry out its mandate of
monitoring the L.A as such a certain level of institutional incompetence is brought out as the
aim for which these organisations were established is not being met.
4.8.2 Lack of clarity regarding on-street ranks

In terms of the stakeholder position on the on-street ranks along Mbuya Nehanda there
appears to be lack of clarity on how the ranks should operate as well as their legality. There is
a general consensus that the ranks have alleviated the congested bus terminals but some level
of scepticism is still existent. According to the DPP
the main bus terminals in the C.B.D are constrained and have suffered from
years of neglect as such on-street ranks despite their short comings have been
useful and can be better utilized if the C.o.H ensures that they operate within a
manageable capacity16.
The respondent also castigated the C.o.H for not monitoring the activities at the ranks a
situation which has compounded the negative externalities posed by the ranks. Moreover, the
legality of the ranks is not clear as highlighted by the GHCCO operators pay $100 every 3
months for using the designated ranks along Mbuya Nehanda as such this fee has caused
some operators to view the ranks as legal which is a grave misconception which the C.o.H
has failed to address.
16
Interview with Mr Sithole transport planner Department of physical planning (DPP). 13 March 2013

4.8.3 Challenges associated with existing on-street ranks
With regards to challenges posed by existing on-street ranks along Mbuya Nehanda there are
two perspectives outlined by the respondents. On one hand the DPP, GHCOO and the C.o.H
highlight that the current ranks lack proper supporting infrastructure such as shelters for
waiting passengers, ablution facilities and lay-byes to cater for commuter omnibuses moving
into and out of the rank coupled with this is lack of enforcement and quantity control
measures. This has in turn created a vicious cycle whose effects have compromised health,
safety and convenience of commuters17. On the other hand the commuter omnibus operators
have exacerbated these challenges due to the way they operate the respondents cited driver
behaviour and the system of operation (hail and ride system) as the chief drivers of these
negative externalities.
More so, these ranks attract a lot of vehicular and pedestrian traffic volumes which results in
congested space a situation which is worsened by vendors trading on the pavements10.. More
so, commuters asked to proffer their views on the challenges at existing on street ranks 82.5%
of commuters cited vehicular and pedestrian congestion as a major challenge. The pavements
are not wide enough to cater for passengers waiting to board commuter omnibuses as well as
allow easy passage of other pedestrians creating a major challenge especially under the grid
street layout pattern.
4.8.4 Opportunities presented by existing on-street ranks

Despite existing on-street ranks pointing to a need for more ranking and holding space for
public transport. It has emerged that their other opportunities that may be amassed, they
specifically act as indicators for the need of ancillary facilities such as intermediate bus stops
and bus boarders. These facilities were once provided by the Zimbabwe United Passenger
Company (ZUPCO) and ever since the company scaled down and reduced the number routes
it serviced in urban areas the facilities are no longer existent. As such this paves way for the
need for picking and dropping points located within the C.B.D.
It also creates an opportunity for easily identifying key areas to locate on-street facilities.
Existing picking and dropping points can be used to mark areas with the greatest demand
which sets demand responsiveness as the determinant of location of on-street facilities, this
17
planning (DPP). 6 March 2013

resonates with Cooper, (2010) who also highlighted that demand responsiveness should be
the key to locating taxi rank facilities.
4.10 Feasibility of incorporating on-street ranks in urban design plans

The incorporation of on-street ranks in urban design plans was largely met with skepticism.
Stakeholder views obtained from the study highlight that planning practitioners at the C.o.H
and DPP are not of the idea as under the current operational urban plans and the colonial
street layout design it would not be practical to rationalize on-street ranks. The planning
system in Zimbabwe operates under rigid and inflexible master and local plans enshrined
therein are use group regulations and these leave little room for ingenuity and innovation18.
This resonates with Kamete, (2010: p 141) who highlighted that the planning system in
Zimbabwe is very much averse to change. As such under these circumstances on-street
ranking and its accommodation in urban design plans becomes impractical.
More so urban design is mainly guided by the DPP design manual which is buttressed by
statutorily provisions such as the RTCP Act chapter 29:12, the manual proffers universal
guidelines and standards which indicate road width along the lines of the hierarchical
structure of given roads. This manual is the guiding principle for street layout designing and
street layout designs cannot diverge from the stipulations of the standards laid out in the
design manual. This lack of flexibility makes the strategy of rationalizing on-street ranks
infeasible as the space consumption and subsequent loss of parking space will not conform to
the original spatial design of the C.B.D. Table 5 brings out the stakeholder perceptions
regarding the rationalization of on-street ranks.
4.10.1 Spatial implications of rationalizing on-street ranks

The study unearthed various spatial implications associated with rationalization of on street
ranks. Formalization and upgrading of on street ranks as postulated by the JICTTS, (2010)
requires substantial reconstruction of the street inorder to solve drainage problems and also
substantial amounts of parking could be lost. These concerns were also voiced by the C.o.H
and DPP who also highlighted that the cost of carrying out such an exercise might be higher
than provision of off-street facilities. As such there will be need for lesser cost alternative as
the current street layout in Harare cannot accommodate the reconstructions that will be
required.
18
(ibid)

Moreover concerns were also raised in respect to the acquisition of land for the purposes of
providing on street ranks. The bulk (almost all) of the commercially active land in the C.B.D
is owned by private persons CC LDP 22, (2000), in reference to this the C.o.H postulated that
obtaining and changing the use and reservation of such areas would be at most less
advantageous than focussing on provision of facilities which are off-street. In addition to this
the need of a slow lane will require expansion of the carriage way, the DPP cited this as a
major challenge as the current street layout could not accommodate such an expansion.
The length of the blocks is also a limiting factor as they are approximately 60m as such it
would be unfeasible to implement such a strategy under the current system of operation. In
South Africa in an assessment of Bree and Jeppe street block length was viewed as
extremely short at 65m were a typical block could accommodate approximately 30m of
linear bays, which could hold the number of bays
Table 6: number of buses accommodated on the typical block
Mode Number of buses accommodated

Minibus taxis (10 16 seats) 4 x M2
Minibuses (17 23 seats) 3 x M2
Midibuses (24 34 seats) 3 x M3
Source: JICTTS, (2010)
The GHCOO highlighted that it has many members whose fleets largely comprise of (10-16
seater) minibuses and they would require more space. If such a strategy were to be
implemented it would require the C.o.H to dedicate a street(s) which will be used by
commuter omnibuses only.

Table 7: Matrix of stake holder responses on the rationalization of on-street ranks
Actors Pro-Rationalization Anti-rationalization comment

Commuting public Upgrading and formalizing on-street ranks Will reduce pavement space and Convenience, responsiveness and ease of
will reduce walking distance and increase cause congestion. access have spurred commuter responses.
convenience Surprisingly safety has been sidelined.
Drivers of commuter omnibuses Operations are commuter based hence On-street space not adequate for Demand responsiveness is a key issue and
services should be located where there is the number and nature of the current system of operation appears to
demand operation. be an impediment.
Department of Physical It is may be incorporated in future street Cannot be accommodated in It appears the strategy is more futuristic in
planning design plans provided system of operation current urban design, too costly to the case of Zimbabwe and requires more
is changed and planning frameworks are implement. Need for low cost responsive planning frameworks.
revisited. alternatives i.e. bus borders
City of Harare May in the short run increase capacity but Infeasible considering the The strategy appears good on paper but
lacks sustainability. Lower cost facilities magnitude and nature of sustainability, cost of implementation and
such as bus boarders may be the best operations of kombis and town rigidity of town planning come to the fore.
option. planning is inflexible.
Greater Harare council of Will alleviate the current shortages of Number of operators is an issue Issues of vehicle length and rank location
commuter omnibus association ranking space. Ranks at the fringes of the and the length of the kombis come to the fore
C.B.D can be rationalized. makes it infeasible
Source: Fieldwork

In relation to the rationalization of on street ranks the C.o.H and DPP highlighted almost the
same school of thought. Concerns were raised on the current street design layout of the C.B.D
which is based on a colonial grid iron pattern, also the road reserve is narrow measuring
between 18, 89-25m CC LDP 22, (2000), and as such respondents from the above
organisations cited this width as too narrow and will not accommodate the expansions that
will be required. On the other hand the DPP highlighted that the idea could not be cast away
as future street layout plans could incorporate the idea and the respondent was also of the
view that the strategy requires a great deal of planning and would be most appropriate
provided the system of operation is changed from the commuter omnibus to the conventional
bus.
As such conclusions that can be raised for the strategy are that while it could supplement
capacity of the off-street facilities, the benefits of implementing the strategy would not be as
substantial as initially thought. The study unearthed some fundamental policy, legal,
institutional technical and physical impediments to the issue of taxi rank upgrading and
formalization. From a planning perspective it would be disadvantageous and costly to
implement the strategy under the prevailing characteristics. However there was a general
consensus that on-street ranks could be accommodated in future street layout plans as such
on-street ranks could still play a part in urban design.
4.11 Chapter conclusion
In conclusion, this chapter has presented and analyzed the research findings for the answering
of the research questions. From the study it was established that the shortage of commuter
omnibus ranking and holding space is a topical issue which has inspired a heated debate
amongst planning practitioners. The study unearthed the various reasons that have led to the
continued existence of undesignated picking and dropping points. The challenges plaguing
the completion of the Coventry holding bay were identified and analyzed inorder to highlight
the underline contributory factors. The chapter lastly focuses on the issue of on-street ranks
and their possible rationalization and it was established that there are diverging views
amongst the stakeholders and these were tabulated and analyzed accordingly.

CHAPTER FIVE: CONCLUSIONS AND RECOMMENDATIONS
5.1 Introduction
This chapter summarizes, concludes and gives recommendations with regards to the issue of
on-street ranks in the Harare C.B.D. This chapter promulgates a possible way forward in
respect to the findings obtained from the research. The study will reflect on the problem
statement, study questions as well as the justification of the study as a synopsis of the
intentions of the research.
5.2 Summary of research findings

The study set out to uncap the underline issues behind on-street ranks in the Harare C.B.D
with the intension of assessing whether the rationalization of some of the ranks could be a
viable complement to the conventional termini as envisaged in the integrated development
plans of South Africa and JICTTS report, (2010). The study emanates from the observation
that the existing conventional bus terminals are failing to cater for the ever growing
population of commuter omnibuses in the Harare C.B.D a situation which has resulted in the
invasion of the road shoulder space and the road reserve for the purposes of picking and
dropping passengers. Observation has highlighted two types of on-street ranks along the
Mbuya Nehanda corridor, on one hand there are ranks which are designated by the L.A and
the undesignated on-street ranks (mushikashika) which have sprouted due to the demand and
supply gap.
The study has been necessitated by the need to find innovative solutions to the problem of
ranking space for public transport in the C.B.D. More over the fact that the implementation of
the Coventry holding bay has been suspended further precipitating the need for concomitant
solutions which this study set to proffer through setting demand responsiveness as the
backbone of taxi rank provision as promulgated by Cooper et al (2010).
The research empirically brought out the reasons behind the resurgence of undesignated on
street ranks which was the first objective of the study. It was recognized that socio-economic
constructs, dilapidated bus terminal infrastructure, the competitive operational environment
and lack of quantity control measures are the main motives behind the continued existence of
such undesignated ranking activities. The second objective was to assess the complexities
regarding the Coventry Holding bay. A number of issues were identified as the reasons
stalling the completion of the project chief of which were lack of implementation, lack of

funding, resource prioritization, and lack of effective stakeholder participation as well as well
as lack of expertise at the C.o.H.
The third objective was to map stakeholder perceptions regarding on-street ranks in urban
space. Responses were tabulated and they ranged from highlighting the mandate of the
respective stake holder with regards to public transport to assessing their views on current on-
street ranks as well as the challenges and opportunities derived from existing on-street ranks.
The final objective was to explore the feasibility of incorporating on-street ranks in urban
design plans. Various views for and against rationalization were tabulated and analysed the
corresponding results revealed that the rigid planning system and colonial grid street layout
design as well as the associated costs of reconstruction would make the strategy infeasible
under prevailing circumstances. However, the study also unearthed that on-street ranking is
likely to persist as such in Zimbabwe lesser cost variants such as bus boarders could be
adopted. Empirically, on-street ranking can be accommodated in future street layout plans as
such the researcher will recommend a typical street layout plan.
5.3 Conclusions
From the study, the City of Harare had some degree of resentment for the current on-
street ranks along Mbuya Nehanda preferring to refer to them as temporary ranks
meant to alleviate the congested off-street facilities such as Market square and Fourth
street bus terminals. The DPP also highlighted some skepticism but acknowledged
that the ranks could be utilized efficiently provided the system of operation is
revisited and the ranks operate under the given capacity.
The commuting public, commuter omnibus operators and the GHCOO have realized
some advantages of on-street ranking in terms of reduction in walking distances,
convenience as well as demand responsiveness. Drivers highlighted that on-street
ranks are a product of the operational nature of the commuter omnibuses (hail and
ride system) and the operational environment and also the absence of an inter-terminal
shuttle system.
Inadequate ranking space and lack of progress in the completion of the Coventry
holding bay have mainly fuelled the continued existence of illegal/undesignated on
street ranking activities commonly referred to as the Mushikashika. There are various
complexities surrounding the completion of the holding bays chief of which are lack

of funding, resource prioritization, lack of stake holder participation and lack of
expertise.
The study initially assumed that rationalizing on-street ranking would be a viable
complement to the conventional bus termini but the challenges and ambiguities
associated with upgrading and formalizing the ranks in the Harare C.B.D outweigh
the benefits as the current system of operation, rigid planning system, colonial street
layout design (grid pattern) and associated reconstruction costs make the strategy
unfeasible under current circumstances. However it can be adopted in future street
layout plans.
5.4 Recommendations
The issue of on-street ranking has become part and parcel of the urban scape. The challenges
these ranks pose as well as their impending opportunities cannot be addressed in isolation, as
highlighted in the study the planning system in Zimbabwe is rigid and unresponsive as it uses
master and local plans which perpetuate colonial planning practices. As such there is need to
adopt strategic spatial planning approaches which are more inclusive. In relation to the
transport sector there is need for an integrated transport plan which spells out how the sector
should operate this plan should be buttressed by statutory provisions in the form of acts of
parliament and Local Authority by-laws. More so, there is need for the establishment of a
sovereign institution which specifically deals with the needs of the paratransit sector.
Furthermore, there is need for the formalization of the commuter omnibus transport sector,
the study also identified that there is multiple ownership in the sector as such there is need for
the fostering of consortiums and formation of franchises this will ease the challenge of
regulating the sector. Stakeholder participation should be fostered as planning issues require a
broad based integrated approach.
In addition, supply side interventions must be introduced to curb the quantity of commuter
omnibuses entering the transport sector.
In relation to the issue of ranking and holding space special focus should be given to the
completion of the Coventry holding bay. The project is suffering a natural death due to lack
of funding as such there is need for innovative finance mechanisms through the promotion of
Private-public partnerships (PPPs), it is a well-known fact that transport infrastructure is
expensive to provide hence the local authority should not solely bear the brunt of financing
transport infrastructure.

Moreover, in terms of maintenance of existing conventional bus terminals such as Market
Square and Copacabana there is need to engage the GHCCO, the organisation highlighted the
willingness of its members to manage, rehabilitate and maintain the terminals which have
suffered from years of neglect. As such the C.o.H and the GHCCO should reach common
ground and enter into a bilateral agreement were maintenance and management is transferred
to the later while the former retains ownership of the ranks.
In light of the challenges posed by the proposed rationalisation of on-street ranks it has
become apparent that there is need for a lesser cost variant which would conform to the
current needs of the commuters. One accommodative strategy would be to construct bus
boarders these will provide an appropriate boarding area for passengers, separate from the
contiguous pedestrian flow and allows the vehicle to pull up parallel to the kerb, largely
without manoeuvres. However this strategy is mainly applicable under a formal system of
operation as such it works in conjunction with the earlier recommendation of formalising the
paratransit sector. A typical illustrated layout is below.
Plate 5: Typical Bus Border Layout (London)
Adopted from the JICTTS, (2010)

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APENDICES
APENDIX: 1 QUESTIONNAIRE FOR COMMUTERS
Place of interview:.
Date of interview:..
Dear respondent:
My name is.. a final year student from the University of

Zimbabwe, Department of Rural and Urban planning. I kindly invite you to participate in a
study on the Assessment of rationalizing on street linear ranks: Case of Harare C.B.D. The
study seeks to unravel the intricacies behind on-street linear ranks with the intension of
determining whether the formalisation of on-street ranking could be a viable complementary
option to the conventional bus termini. Responses shall be used strictly for academic
purposes. Your contribution is greatly appreciated
1. Sex of respondent M F
2. Age of respondent <20
20-30yrs
40-50yrs
50-60yrs
60yrs>
3. How long have you been using this rank?............................................................................
4. Is there any other rank(s) that you use besides this one?......................................................
5. On average how often do you use this rank? Everyday
Once a week
5 times per week
Other (specify)
6. What is your major reason for commuting? (please tick)
REASON
Work
School
Assessment of rationalizing on street ranks: case of Harare C.B.D Page i

Shopping
Entertainment
Other (specify)
7. Kindly rate the rank in terms of the factors listed below? (kindly tick)
Very Somewhat Not sure somewhat Very
convenient convenient inconvenient inconvenient
location
Waiting period
Boarding &
disembarking time
safety
Walking distance.
Rank to
destination
Other (specify)
.
8. What is your average dwell time?..................minutes

9. What comment do you have in relation to the responses proffered in the question above?

.
10. In general what are your views and perceptions regarding on-street ranks?

.
b. What are the challenges posed by existing on-street ranks?
Assessment of rationalizing on street ranks: case of Harare C.B.D Page ii

11. Whats your take on the current proposal for the relocation of all on-street ranking
activities to the Coventry holding bays at the kopje area?

.
*****THANK YOU******
Assessment of rationalizing on street ranks: case of Harare C.B.D Page iii

APPENDIX 2: QUESTIONNAIRE FOR DRIVERS
Place of interview:.
Date of interview: Questionnaire number:.
Dear respondent:
My name is..from the University of Zimbabwe

Department of Rural and Urban planning. I kindly invite you to participate in a study on the
Assessment of Rationalizing of on street linear ranks: Case of Harare. The study seeks to
unravel the intricacies behind on-street linear ranks with the intension of determining whether
the formalisation of on-street ranking could be a viable complementary option to the
conventional bus termini. Responses shall be used strictly for academic purposes. Your
contribution is greatly appreciated
1. Sex of respondent M F
12. Age of respondent <20
20-30yrs
40-50yrs
50-60yrs
60yrs>
2. Name of employer:..
a) Employment: Full time driver
Part time (reliever)
b) Duration of employment.
3. How long have you been using this rank Years Months
Weeks
4. Do you have any form of fee or remittances that you make to the authorities for the use
of this rank?
Yes No
If yes kindly state the amount and name of the fee: $........... name:
Assessment of rationalizing on street ranks: case of Harare C.B.D Page IV

b. Have you ever bribed law enforcement agents?
Bribed Never Bribed No comment

.
5. Are there any specifications or regulations governing the use of operations of the rank?

..
6. Should on-street ranks be formalized or accommodated in urban plans
Yes No
Explain.
7. What are your views and perceptions on the current proposal of an off-street rank at the
Coventry holding bays at the kopje area?
Positive Negative Not sure
..
.
8. What is your take on the relocation of all ranking activities to the Coventry holding bay at
the Kopje area.
9. Add any other comment(s) you may have on this subject.
*******THANK YOU******
Assessment of rationalizing on street ranks: case of Harare C.B.D Page V

APPENDIX 3: INTERVIEW GUIDE: CITY OF HARARE
Name of Respondent..
Position of Respondent..
Department.
Date..
Sex Male Female
1. The increasing number of commuter omnibuses has over the last decade resulted in
the proliferation of on-street ranks. What is the regulatory and policy stance in
relation to on-street ranks? (Special focus will be on ranks along Mbuya Nehanda
Street).
2. The need for ranking and holding space for commuter omnibuses has been a topical
issue in Harare. If properly designed can on-street ranks be accommodated in current
and future street design plans?
3. If yes, what do you think can be done from a design perspective?
4. Given the operational nature of commuter omnibuses. What is the likelihood that on-
street ranks will persist even if sufficient off-street ranks are provided?
5. In your view what are the factors behind the resurgence of on-street ranks in
undesignated areas?
6. As the local authority what benefits and challenges have you observed from the
existence of on-street ranks in urban space?
7. Briefly describe the Local Authoritys view of on-street ranks along Mbuya Nehanda
Street?
8. A study carried out on Jeep and Bree streetHow feasible is it to formalize on-street
ranks from a cost and design perspective?
9. Do you have any other comment to add on this subject?
******* THANK YOU*******
APPENDIX 4: INTERVIEW GUIDE GREATER HARARE COUNCIL OF

COMMUTER OMNIBUS OPERATORS
Assessment of rationalizing on street ranks: case of Harare C.B.D Page VI

Department.
Date
1. How many commuter omnibus operators are currently registered with your organization?
2. What is your mandate as regard to the operations of commuter omnibuses?
3. What are your views and perceptions with regards to on-street ranks?
4. In the event that these ranks are properly designed and planned for do you see them as
viable complements to the conventional termini?
5. As representatives of transport operators. What in your opinion is the best way forward
in as far as on-street ranks are concerned?
6. Has there been any dialogue between your organisation and the respective authorities
regarding on-street ranks?
7. If yes, what was your agreement? Kindly state the terms of your agreement if any.
8. Add any other comment/s you may have on this subject?
******THANK YOU*******
APPENDIX 5: OFFICIALS FROM DPP
Assessment of rationalizing on street ranks: case of Harare C.B.D Page VII

Department.
Date..
Sex Male female
1. Describe briefly your views and perceptions with regards to on-street ranks?
2. In terms of policy how does your organisation perceive on street ranks?
3. What has been done by the DPP to ensure that public transporters have adequate
ranking space?
4. Did the DPP have any planning input towards the proposed construction of the
Coventry holding bays at the Kopje area?
5. As physical planners what challenges and opportunities if any have you observed
from the current on-street ranks along Mbuya Nehanda Street?
6. In a study on the formalisation of on-street ranks conducted along Jeppe and Bree
streets in Johannesburg planners formulated a typical street layout (see attached Fig
1). From a design perspective can on-street ranks be accommodated in current and
future design plans?
7. Add any other comment/s you may have on this subject.
*****THANK YOU*****
Assessment of rationalizing on street ranks: case of Harare C.B.D Page VIII

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UNIVERSITY OF ZIMBABWE

FACULTY OF SOCIAL STUDIES

TITLE: ASSESSMENT OF RATIONALISING ON-STREET RANKS: CASE OF

SUBMITTED BY: TAPFUMANEYI ALBERT T

DISSERTATION SUBMITTED IN PARTIAL FULFILMENT OF THE

Assessment of rationalizing on street ranks: case of Harare C.B.D Page ii

Assessment of rationalizing on street ranks: case of Harare C.B.D Page iii

Assessment of rationalizing on street ranks: case of Harare C.B.D Page iv

List of acronyms and abbreviations.v

LIST OF TABLES, FIGURES AND PLATES ........................................................................ ix

LIST OF MAPS ........................................................................................................................ ix

LIST OF FIGURES .................................................................................................................. ix

FIGURE 1: Conceptual Framework ......................................................................................... ix

FIGURE 2: Age composition of drivers respondents ............................................................... ix

FIGURE 3: Age composition of commuter respondents .......................................................... ix

FIGURE 4: Reasons behind recurrence of mushikashika ..................................................... ix

FIGURE 5: Driver responses to allegations of bribery............................................................ ix

LIST OF PLATES .................................................................................................................... ix

PLATE 1: Dilapidated bus terminal infrastructure ................................................................... ix

PLATE 2: Congested South Avenue bus terminal in the C.B.D .............................................. ix

PLATE 3: Illegal/undesignated on-street ranking activities ..................................................... ix

CHAPTER ONE: INTRODUCTION OF THE STUDY........................................................... 1

1.1 Introduction ...................................................................................................................... 1

1.2 Background ...................................................................................................................... 1

1.3 Problem Statement ........................................................................................................... 2

1.4 Aim of the study ............................................................................................................... 3

1.5 Objectives of the study ..................................................................................................... 3

1.6 Research Questions .......................................................................................................... 3

Assessment of rationalizing on street ranks: case of Harare C.B.D Page v

1.8 Area of the study .............................................................................................................. 4

1.9 Structure of the study ....................................................................................................... 5

1.10 Definition of key terms .................................................................................................. 6

CHAPTER TWO: LITERATURE REVIEW ............................................................................ 7

2.1 Introduction ...................................................................................................................... 7

2.2.1 Rapid urbanization ..................................................................................................... 8

2.2.2 Economic Structural Adjustment Programme (ESAP) ............................................. 9

2.3 Theoretical Framework .................................................................................................... 9

2.4 Paratransit an Overview ................................................................................................. 11

2.5 On-Street ranks in urban space....................................................................................... 12

2.6 Illegal ranking activities: Law Enforcement Responses ................................................ 13

2.8 Resistance to Enforcement: Nocturnal operations...................................................... 14

2.8.1 The U-turn Approach............................................................................................... 15

2.10 Rationalizing on-street ranks lessons from South Africa ............................................. 16

2.11 Chapter conclusion ....................................................................................................... 17

CHAPTER THREE: RESEARCH METHODOLOGY .......................................................... 18

3.1 Introduction .................................................................................................................... 18

3.2 Research Design ............................................................................................................. 18

3.3 Population Sampling ...................................................................................................... 18

3.4 Demographic Characteristics of the Sample .................................................................. 20

3.5 Data Collection Techniques ........................................................................................... 22

3.5.1 Observation Survey ................................................................................................. 22

3.5.2 Questionnaires ......................................................................................................... 22

3.5.3 Key informant Interviews ........................................................................................ 22

3.5.4 Unstructured Interviews .......................................................................................... 23

Assessment of rationalizing on street ranks: case of Harare C.B.D Page vi

3.6 Data Analysis ................................................................................................................. 23

3.7 Ethical Considerations.................................................................................................... 23

3.8 Challenges Encountered ................................................................................................. 24

3.9 Chapter Conclusion ........................................................................................................ 24

CHAPTER FOUR: DATA PRESENTATION AND ANALYSIS ......................................... 25

4.1 Introduction .................................................................................................................... 25

4.2 On-street Ranks: The Myth and reality .......................................................................... 25