Share taxi

A typical jeepney in Legazpi, The Philippines

MOIA van in Hamburg, Germany

A share taxi, shared taxi, taxibus, or jitney or dollar van in the US, or marshrutka in former Soviet countries, is a mode of transport which falls between a taxicab and a bus. Share taxis are a form of paratransit; they are vehicles for hire are typically smaller than buses and usually take passengers on a fixed or semi-fixed route without timetables, sometimes only departing when all seats are filled. They may stop anywhere to pick up or drop off their passengers. Often found in developing countries or inner cities, the vehicles used as share taxis range from four-seat cars to minibuses. They are often owner-operated.

In some terms share taxis can also be referred to as taxibuses since they play a role of taxis where the destination is selected by the rider as opposed to routed buses which travel on a route that is assigned by the transit operator.

An increase in bus fares usually leads to a significant rise in usage of share taxis. Liberalization is often encouraged by libertarian urban economists, such as Richard Allen Epstein of the University of Chicago, James Dunn of Rutgers, and Peter Gordon of the University of Southern California, as a more "market-friendly" alternative to public transportation. However, concerns over fares, insurance liabilities, and passenger safety have kept legislative support for decidedly tepid.

Some share taxi services are forms of demand responsive transport and include shared shuttle bus service to airports. Some can be booked online using mobile apps.

Operation

Terminus

A given share taxi route may start and finish in fixed central locations, and landmarks may serve as route names or route termini. In some African cities routes are run between formal termini, where the majority of passengers board. In these places the share taxis wait for a full load of passengers prior to departing, and off-peak wait times may be in excess of an hour.

In other places there may be no formal termini, with taxis simply congregating at a central location, instead.

Even more-formal terminals may be a little more than parking lots.

The term "rank" denotes an area, specifically built for taxi operators by a municipality or city, where commuters may start and end their journey.

Route

Where they exist, shared taxis provide service on set routes within and sometimes between towns.

After a shared taxi has picked up passengers at its terminus, it proceeds along a semi-fixed route where the driver may determine the actual route within an area according to traffic conditions. Drivers will stop anywhere to allow riders to disembark, and may sometimes do the same when prospective passengers want to ride.

Operational distinctions

While all share taxis share certain characteristics—and many regional versions exhibit peculiarities—some basic operational distinctions can be delineated.

Vehicle ownership

Most share taxis are operated under one of two regimes. Some share taxis are operated by a company. For example, in Dakar there are company-owned fleets of hundreds of car rapides. In the Soviet Union, share taxis, known as marshrutka, were operated by state-owned taxi parks. There are also individual operators in many countries. In Africa, while there are company share taxis, individual owners are more common. Rarely owning more than two vehicles at a time, they will rent out a minibus to operators, who pay fuel and other running costs, and keep revenue.

Syndicates

In some places, like some African cities and also Hong Kong, share taxi minibuses are overseen by syndicates, unions, or route associations. These groups often function in the absence of a regulatory environment and may collect dues or fees from drivers (such as per-use terminal payments, sometimes illegally), set routes, manage terminals, and fix fares. Terminal management may include ensuring each vehicle leaves with a full load of passengers.

Because the syndicates represent owners, their regulatory efforts tend to favor operators rather than passengers, and the very termini syndicates upkeep can cost delays and money for passengers as well as forcing them to disembark at inconvenient locations, in a phenomenon called "terminal constraint".

Regulation

In Africa, regulation is mainly something that pertains to the vehicle itself not its operator or its mode of operation.

In Kenya, regulation does extend to operators and mode of operation (such as routes used) as well as the vehicle.

African minibuses are difficult to tax, and may operate in a "regulatory vacuum" perhaps because their existence is not part of a government scheme, but is simply a market response to a growing demand for such services. Route syndicates and operator's associations often exercise unrestricted control, and existing rules may see little enforcement.

Types of vehicle

Share taxi is a unique mode of transport independent of vehicle type. Minibuses, midibuses, covered pickup trucks, station wagons, and lorries see use as share taxis.

Certain vehicle types may be better-suited to current condition than others. In many traffic-choked, sprawling, and low-density African cities minibuses profit.

In Israel they were mostly the largest model of Mercedes, owned generally by Arabs, and very efficient, having space for 7–8 people, and having loosely fixed routes, dropping a passenger either at a specific terminus or going a little out of the way to facilitate the passenger.

By country

While carrying different names and distinguished by regional peculiarities, the share taxi is an everyday feature of life in many places throughout the world.

Africa

Further information: fr:Taxi-brousse

Some Francophone African countries use the term taxi-brousse ('bush taxi', often spelled with a space rather than a hyphen in English) for share taxis.

Algeria

In Algeria, taxis collectifs ply fixed routes with their destination displayed. Rides are shared with others who are picked up along the way, and the taxi will leave only when it seats all the passengers it can. While stations, set locations to board and disembark, exist, prospective passengers flag down a taxi collectif when they want a ride.

Operating inter- and intra-city, taxis collectifs that travel between towns may be called interwilaya taxis.

Along with all forms of public transport in Algeria, the Foreign Affairs and International Trade Canada recommend against using these share taxis. The Irish Department of Foreign Affairs asks that you use taxis recommended by a hotel.

Burkina Faso

In Ouagadougou, capital of Burkina Faso, the share taxi or taxi brousse role is not filled by the traditional African minibus.

Democratic Republic of the Congo

Those in Kinshasa, DRC, (or perhaps just the Kongo people) may call share taxis fula fula meaning "quick quick".

There was no independent transport authority in the city of Kinshasa as of 2008.

Cameroon

Share taxis do exist in Cameroon, but as of 2008 minibuses cannot be used for this purpose, by law. That same year, Douala, Cameroon, also was without an independent transport authority.

Egypt

Egyptian share cabs are generally known as micro-bus (mekrobass ميكروباص or mašrūʿ مشروع, "project"; plural mekrobassāt ميكروباصات or mašarīʿ مشاريع). The second name is used by Alexandrians.

Micro-buses are licensed by each of the governorates of Egypt as taxicabs, and are generally operated privately by their drivers. Although each governorate attempts to maintain a consistent paint scheme for them, in practice the color of them varies wildly, as the "consistent" schemes have changed from time to time and many drivers have not bothered to repaint their cars.

Rates vary depending on distance traveled, although these rates are generally well known to those riding the micro-bus. The fares also depend on the city. Riders can typically hail micro-buses from any point along the route, often with well-established hand signals indicating the prospective rider's destination, although certain areas tend to be well-known micro-bus stops.

Like the Eastern European marshrutka, a typical micro-bus is a large van, most often a Toyota HiAce or its Jinbei equivalent, the Haise, and the latter is produced by the Bavarian Auto Manufacturing Group in 6th of October City in Egypt. Smaller vans and larger small buses are also used.

Ethiopia

Minibus taxis in Ethiopia are one of the most important modes of transport in big cities like Addis Ababa. They are preferred by the majority of the populace over public buses and more traditional taxicabs because they are generally cheap, operate on diverse routes, and are available in abundance. All minibus taxis in Ethiopia have a standard blue-and-white coloring scheme, much as New York taxis are yellow. Minibus taxis are usually Toyota HiAces, frequent the streets. They typically can carry 11 passengers, but will always have room for another until that is no longer the case. The minibus driver has a crew member called a weyala whose job is to collect the fare from passengers.

In 2008, publicly operated public transport was available in Addis Ababa in addition to that provided by the minibuses. A fleet of 350 large buses may operate for this purpose, as such a number does exist. Also as of 2008, the city lacks an independent transport authority, but some regulation, such as that controlling market entry, does exist.

Route syndicates may be present but are described as "various".

Ghana

Main article: Tro tro

In Ghana and neighboring countries, tro tro are privately owned minibus vehicles for hire that travel fixed routes leaving when filled to capacity. While there are tro tro stations, these shared taxis can also be boarded anywhere along the route.

Operated by a driver and a bus conductor, who collects money, shouts out the destination, and is called a "mate", many are decorated with slogans and sayings, often religious, and few operate on Sundays.</ref> A 2010 report by The World Bank found that Tro tro are used by 70% of Ghanaian commuters. This popularity may be because in cities such as Accra had only basic public transportation save for these small minibuses. An informal means of transportation, in Ghana they are licensed by the government, but the industry is self-regulated. In Accra, syndicates include GPRTU and PROTOA.

Aayalolo, a bus rapid transit system opened in November 2016; however, most people continued to use trotros as of 2019.

Ivory Coast

In the Ivory Coast, gbaka is a name for minibus public transports. The transport regulator in Abidjan, Ivory Coast, is Agence de Gestion des Transports Urbains or AGETU. As of 2008, Abidjan public transport was serviced by large buses as well as minibuses. Syndicates include UPETCA and SNTMVCI.

Kenya

Main article: Matatu

Madagascar

Four taxi brousses at a station in Ambositra

Interior of a crowded taxi brousse

Madagascar's taxi brousses are a type of share taxi which, as of 2005, cost US$0.10 per passenger. They comprise a public transportation system that is relatively affordable in Madagascar's poverty. Most taxi brousses do not embark until all seats are full. While taxi brousses use fixed stops, passengers can also exit at any point along the route. Taxi brousse company fleets range in size from a single vehicle to over a hundred, and may serve one or more urban, regional, or national lines. National lines travel from their origin to their destination directly, disallowing improvised stops along the route. A vehicle is staffed by a driver and assistant driver, or two drivers on a very long route. Other people are employed to attract customers and fasten luggage to the vehicle's roof.

Mali

In Mali, share taxis are called sotrama and dourouni. As of 2008, Bamako, Mali, has no independent transport authority, but share taxi activity could fall under regulator Direction de la régulation et du contrôle du transport urbain (municipal) or DRCTU control.

Morocco

In Morocco, intercity share taxis are called grands taxis. They are generally old full-size Mercedes-Benz sedans, and seat six or more passengers.

Nigeria

The danfo share taxi and molue minibusses are iconic of transport in Lagos, Nigeria.

In Nigeria, both minibusses (called danfo) and midibuses (molue) may be operated as share taxis. Such forms of public transport may also be referred to as bolekaja, and many bear slogans or sayings.

Lagos, Nigeria, has a transport-dedicated regulator, Lagos Metropolitan Area Transport Agency (LAMATA). Outside of Lagos, most major cities in Africa have similar systems of transport. Syndicates in Lagos include the National Union of Road and Transport Workers (NURTW).

Rwanda

Kigali Bus Services in Rwanda

Minibus public transports in Rwanda may be called coaster buses, share taxis, or twegerane. The latter could easily be a word meaning "stuffed" or "full". As of 2020, in Kigali, Rwanda, syndicates include RFTC, Kigali Bus Services, and Royal Express.

South Africa

Cape Town minibus taxi rank

Modern Toyota share taxi in Cape Town

See also: Taxi wars in South Africa

Over 60% of South African commuters use shared minibus taxis, which are 16 seater commuter buses, sometimes referred to as kombis. Many of these vehicles are unsafe and not roadworthy, and often dangerously overloaded. Since the 1980s, share taxis have been severely affected by turf wars. Prior to 1987, the taxi industry in South Africa was highly regulated and controlled. Black taxi operators were declined permits in the Apartheid era and all minibus taxi operations were, by their very nature, illegal. Post-1987, the industry was rapidly deregulated, leading to an influx of new minibus taxi operators, keen to make money off the high demand for this service. Taxi operators banded together to form local and national associations. Because the industry was largely unregulated and the official regulating bodies corrupt, these associations soon engaged in anti-competitive price fixing and exhibited gangster tactics – including the hiring of hit-men and all-out gang warfare. During the height of the conflict, it was common for taxi drivers to carry shotguns and AK-47s to simply shoot rival taxi drivers and their passengers on sight.

Along with new legislation, the government has instituted a recapitalization scheme to replace the old and un-roadworthy vehicles with new 18- and 35-seater minibusses. These new minibus taxis carry the South African flag on the side and are notably more spacious and safe.

Tanzania

Main article: Dala-dala

A dala dala in the city of Dar es Salaam

Minivans and minibuses are used as vehicles for hire and referred to as dala dala in Tanzania. While dala dala may run fixed routes picking up passengers at central locations, they will also stop along the route to drop someone off or allow a prospective passenger to board. Before minibuses became widely used, the typical dala dala was a pick-up truck with benches placed in the truck bed.

In Dar es Salaam, as of 2008, publicly operated minibus service also exists.

They are usually run by both a driver and a bus conductor called a mpigadebe, literally meaning "a person who hits a debe" (a 4-gallon tin container used for transporting gasoline or water). The name is in reference to the fact that conductors often hit the roof and side of the van to attract customers and to notify the driver when to leave the station.

Often crowded, they have their routes allocated by a Tanzania transport regulator, Surface and Marine Transport Regulatory Authority (SUMATRA), but syndicates also exist and include DARCOBOA.

Tunisia

Share taxi in Tunisia

Share taxis in Tunisia are called louages and follow fixed or semi-fixed routes, departing from stations when full. In French, the name means "rental." Departing only when filled with passengers not at specific times, they can be hired at stations. Louage ply set routes, and fares are set by the government. At most louage stations, tickets must be purchased at a booth and given to the driver.

In contrast to other share taxis in Africa, louage are sparsely decorated. These white vans sport a single colored stripe that alerts potential passengers to the type of transport they offer. Red-striped vans travel from one state to another, Blue which travels from city to city within a state, and yellow which serves rural locales. Blue-striped louage can also be seen. Small placards atop the vans specify either a van's exact destination or the town in which it is registered.

Prior to the introduction of vans, French-made station wagons were used as louages.

West Africa

The term kia kia may be used in Yorùbáland to refer to minibus public transports, and means "quick quick".

Asia

A public light bus (left) and a double-decker bus (right) in Hong Kong.

Hong Kong

Main article: Public light bus

Public light buses (Chinese: 公共小型巴士), also known as minibus or maxicab (Chinese: 小巴), run the length and breadth of Hong Kong, through areas which the standard bus lines cannot or do not reach as frequently, quickly or directly. They are 16 or 19 seater minibuses. Public Light Bus are differentiated from usual minibuses with their red coloured roof, and with very few exceptions, lack of route numbers. With no timetable, drivers can depart when they deem the passenger count on board is financially equitable. Special features include its high speeds (up to 110 km/h on some routes; which is illegal when exceeding the 80 km/h limit) and permission for the driver to end the journey pre-maturely, even with passengers on board. Although within their right to charge the full fare, drivers usually lower or omit the fare if they are unable to deliver the passenger to the promised destination.

Typically offering a faster and more efficient transportation solution due to their small size, limited carrying capacity, frequency, and diverse range of routes, although they are generally slightly more expensive than standard buses, minibusses carry a maximum of 19 seated passengers. Standing passengers are not allowed.

There are two types of public light minibus: green and red. Both types have a cream-coloured body, the distinguishing feature being the colour of the external roof, and the type of service that the colour denotes: green is like regular transit bus with fixed number, route, schedule and fare (but generally not fixed stops); red is a shared taxi, operating on semi-fixed route unregulated, with the driver waiting for enough passengers to justify leaving, as his income depends on the revenue.

Cyprus

In Cyprus, there are privately owned share taxis that travel to set destinations and board additional passengers en route called service taxis.

India

In India, several cities have minibuses apart from the presence of three-wheeler taxi-cabs called rickshaws. Minibuses are especially popular in the city of Kolkata for intra-city travel but are also present elsewhere. It is also a crucial mode of public transport in the Himalayan region and in the hilly tracts of Northeast India, as other modes of transport are infrequent or absent altogether.

Shared taxis have been operating in Mumbai, India, since the early 1970s. These are point-to-point services that operate during peak hours. During off-peak hours they ply like regular taxis; they can be hailed anywhere on the roads and passengers are charged by the meter. During peak hours they will take a full cab load of passengers to a more or less common destination. The pick-up points are usually fixed, and sometimes (but not always) marked by a sign saying "shared taxis". Cabs typically line up at this point during peak hours.

They sometimes display their general destination on their windscreens, and passengers get in and wait for the cab to fill up, which leave when full. Fares are fixed and much lower than the metered fare to the same destination, but higher than a bus or train fare.

Such informal arrangements also exist in other Indian cities. Share jeeps are a common form of transportation in the Himalayas, the North Eastern States, and elsewhere.

Indonesia

An Angkot in Jakarta

Angkutan Kota (lit. 'city transport'), abbreviated as angkot, are share taxis in Indonesia widely operating throughout the country usually with microbuses. In some places there were also three-wheelers which are called bemo (such as autorickshaws based on the Daihatsu Midget) but phased out. The older version of Angkot is called oplet. The name of this transportation differs from each different province or area in the country. In Jakarta, it is called angkot or "mikrotrans", in other parts such as in Sulawesi, the term mikrolet (shortened "mikro") is more widely used especially in Manado. In Makassar it is called "pete-pete", in Malang it is called "angkota", in Medan it is called "sudako", in Aceh it is called "labi-labi".

Share taxis operated across rural/village routes are called angkutan desa (lit. 'village transport'), abbreviated as angkudes. Angkot and angkudes run accordingly to their exact routes and may stop at any class of bus stations (A, B, and C-Type bus stations). Additionally, passengers can stop the van anywhere according to its destination, and is not required to stop at a bus stop.

Iran

Sharing ajans in Tehran

In Iran, a share taxi is usually called "taxi", while a non-share is called "ajans"/اژانس, pronounced [aʒans]. Four passengers share a taxi and sometimes there is no terminus and they wait in the street side and blare their destination to all taxis until one of them stops. These are regular taxis but if somebody wants to get a non-share taxi he can call for an ajans (taxi service) for himself or wait in the street side and say "Darbast" (which means non-share). It means he is not interested in sharing the taxi and is consequently willing to pay more for the privilege.

Minibuses, with a capacity of 18 passengers, and van taxis, with a capacity of 10 passengers are other kinds of share transport in Iran.

Israel

Sherut taxis

Sherut taxis

In Hebrew: מונית שירות monit sherut, pl. Hebrew: מוניות שירות moniyot sherut is a word meaning "service taxi". Referring to vans or minibuses that serve as share taxis in Israel, these can be picked up from anywhere on their route. They follow fixed routes (sometimes the same routes as public transport buses) and usually leave from the initial station only when full. Moniyot sherut operate both inter- and intra-city. Payment is often done by passing money to the driver in a "human chain" formed by the passengers seated before. The change (and the receipt, when requested) are returned to the person who paid by the same means. In intra-city routes, where they compete with official buses, the drivers usually coordinate their travel by radio so that they can arrive at the bus station just before public transport buses and take the most passengers.

Monit sherut is one of the only forms of transit accessible to many Israelis during Shabbat, as most public transportation in the country closes down between sunset on Friday and sunset on Saturday.

The Philippines

Main articles: Jeepney and UV Express

UV Express vehicle in Metro Manila

The most popular means of public transportation in the Philippines as of 2007, jeepneys were originally made out of US military jeeps left over from World War II and are known for their color and flamboyant decoration. The jeepneys are built by local automobile repair shops from a combination of prefabricated elements (from a handful of Filipino manufacturers) and improvisation and in most cases equipped with "surplus" or used Japanese SUV or light truck engines, drive train, suspension and steering components (from recycled vehicles in Japan).

They have not changed much since their post-war creation, even in the face of increased access to pre-made vehicles, such as minibuses. However, due to the government's Public Utility Vehicle Modernization Program, Jeepneys and other modes of transportation must comply to the newer Philippine National Standards which is more compliant with international standards.

Older jeepneys have the entrance on the back, and there is space for two people beside the driver (or more if they are small) while the modern jeepneys have two doors on the right side of the vehicle. The back cab of the Jeepney is equipped with two long bench seats along the sides and the people seated closest to the driver are responsible for passing the fare of new passengers forward to the driver and the change back to the passenger. The start and end point of the jeepney route is often a jeepney terminal, where there is a queue system so only one jeepney plying a particular route is filled at a time, and where a person helps the driver to collect fares and fill the vehicles with people, usually to more than comfortable capacity.

Preferring to leave only when full and only stop for a crowd of potential passengers, riders can nonetheless disembark at any time; and while jeepneys ply fixed routes, these may be subject to change over time. New ones may need approval from a Philippine transport regulator. Jeepney stations do exist.

Another share taxi that is also common in the Philippines is the UV Express which uses Compact MPVs and vans as its form factor. These vehicles seat 10–18 people and charge an additional 2 Philippine peso per kilometer (as of 2013).

Thailand

Main article: Songthaew

Literally "two rows" a songthaew or song thaew (Thai สองแถว, Lao: ສອງແຖວ [sɔ̌ːŋtʰíw]) is a passenger vehicle in Thailand and Laos adapted from a pick-up or a larger truck and used as a share taxi. They are also known as baht buses.

Turkey and Northern Cyprus

Karsan-built Peugeot J9 Premier dolmuş in Bodrum, Turkey

In Turkey and Northern Cyprus, dolmuş (pronounced "dolmush") are share taxis that run on set routes within and between cities. Each of these cars or minibuses displays their particular route on signboards behind the windscreen. Some cities may only allow dolmuş to pick up and disembark passengers at designated stops, and terminals also exist. The word derives from Turkish for "full" or "stuffed", as these share taxis depart from the terminal only when a sufficient number of passengers have boarded. Visitors to Turkey have been surprised by the speed of dolmuş travel.

Traveling intra and inter-city, the privately owned minibuses are overseen by a governance institution; routes are leased and vehicles licensed. Passengers board anywhere along the route as well as at termini and official stations. Dolmuş in Turkish-controlled, Northern Cyprus display their routes but don't follow timetables.

West Bank

Share taxis are often called "ser-vees" (service taxi) in the West Bank. Minibuses are often used in lieu of vans. Ford Transit vans were often a popular vehicle for conversion, resulting in the generic trademark "Ford" and "Fordat"(pl) being used to describe minibusses of various makes, replacing aging Mercedes sedans.

Oceania

New Zealand

In New Zealand the first widespread motor vehicle services were shared taxi services termed service cars; a significant early provider was Aard, operating elongated Hudson Super Sixes. By 1930, there were 597 service cars. Aard was taken over by New Zealand Railways Road Services in 1928.

A shuttle van service to Dunedin International Airport picks up a passenger at Dunedin Railway Station in New Zealand

Sign for a shuttle stop

Shared taxis in New Zealand nowadays are referred to as shuttles or shuttle vans.

Shared buses or vans are available in many more developed countries connecting frequent destinations, charging a fixed fee per passenger. The most common case is a connection between an airport and central city locations. These services are often known as shuttles. Such services usually use smaller vehicles than normal buses and often operate on demand. An air traveler can contact the shuttle company by telephone or Internet, not necessarily in advance; the company will ensure that a shuttle is provided without unreasonable delay. The shuttle will typically connect one airport with several large hotels, or addresses in a specified area of the city. The shuttle offers much of the convenience of a taxi, although it takes longer, at a price that is significantly lower for one or two passengers. Scheduled services between an airport and a hotel, usually operated by the hotel, are also called shuttles. In many cases the shuttle operator takes the risk of there not being enough passengers to make the trip profitable; in others, there is a minimum charge when there are not enough passengers.

Usually, there are regulations covering vehicles and drivers; for example in New Zealand under NZTA regulations, shuttles are only allowed to have up to eleven passenger seats, and the driver must have a passenger endorsement (P) on their driver's license.

Europe

Former Soviet Union

Four marshrutkas in Bishkek, Kyrgyzstan

Marshrutka in Moscow region

In Eastern Europe, shared taxis are known as Marshrutnoye taksi (Russian: Маршрутное такси; Ukrainian: Маршрутне таксі, romanized: Marshrutne taksi, lit. 'Routed taxicab'), commonly known by the colloquialism Marshrutka (Russian and Ukrainian: маршру́тка, Russian: [mɐrʂˈrutkə], Ukrainian: [mɐrʃˈrutkɐ], plural marshrutki). The Russian word маршрутка is the colloquial form for маршрутное такси, which literally means "routed taxi" (маршрут referring to a planned route that something follows, and такси meaning "taxi"). The word маршрут is from the German word Marschroute, which is composed of the words Marsch ("a walk, march") and Route ("route").

Usually vans, they drive along set routes, depart only when all seats are filled, and may have higher fares than buses. Passengers can board a marshrutka anywhere along its route if there are seats available. Fares are usually paid before the marshrutka leaves; riders near the driver are responsible for handing up the other passengers' fares and passing back change.

"Route taxicabs" were introduced in Moscow for the first time in 1938, operated with ZiS-101 limousines. They offered ordinary people a chance to ride in luxurious ZiS cars, otherwise reserved for high officials. At first, they were used mainly for tourists and serviced mostly stations and airports.

Unlike ordinary taxicabs using taximeters, routed taxicab rides are charged by zones, like trams, buses, and trolley buses. The fares were cheaper than those of ordinary taxis but higher than those of large-scale public transport. Unlike ordinary taxis, where a passenger could enjoy a private ride, the routed taxicab would pick up and drop passengers along its route. During communist rule, state-owned taxicab parks operated all marshrutkas.

Outside of Moscow, other large Soviet cities organized routed taxis. For example, Gorky had a routed taxi line between Sormovo and the Nizhny Novgorod Kremlin. As of 1939, the full fare was Rbls 3.50; a similar service cost 1 rouble by bus or 50 kopecks by tram.

During World War II, as the Red Army requisitioned cars, routed taxi services ceased. They resumed in Moscow in 1945. Only by the 1950s did they re-appear in most cities where they had operated before the war. ZiS-110 and GAZ-12 ZIM cars were widely used in this role until the mid-1960s.

Routed taxicabs also offered interurban services. From Moscow, they drove to distant cities, such as Simferopol, Kharkiv, Vladimir, Tula, and Riazan. The Moscow-Yalta route operated in the summer, taking two days, with a night stop in Belgorod (near Kursk).

In the 1960s, RAF-977 minibusses became the most common routed-taxi vehicles, replacing passenger cars. Municipal authorities operated the routes. The quality and concept varied greatly between regions. The fare gap between buses and routed taxicabs lessened. In Moscow, for example, the standard bus fare was 5 kopecks, and the minibus fare was 15 kopecks on most routes; in Gorky a regular bus-ride was 6 kopecks, and a routed-taxi ride was 10 kopecks.

The RAF-2203 Latvija, introduced in 1976, replaced the RAF-977 minibusses. Eventually, practically all marshrutka services used RAF-2203 Latvijas; many people referred to marshrutkas as "Latvias" or "RAFicks".

The introduction of market economies greatly changed the supply of transportation to the urban population in the CIS. The demand for faster and more versatile public transit came to be fulfilled dramatically, while the demand for the underfunded municipal transportation system dropped; people were willing to pay a premium for better service. Although buses (like Ikarus, LAZ, PAZ, RAF, and KAvZ, as well as irregularly imported used minibusses), obtained on a secondary market, had been used by entrepreneurs as a backup on the busiest routes since the early 1990s, it was not until the auto manufacturer GAZ rolled out in 1996 the first mass-produced Russian minibus, GAZelle, that the modern system took shape.

GAZelle was an instant hit as it was a cheap, easy-to-repair, and lease-friendly passenger minibus with a capacity of 12 seated passengers. Individual entrepreneurs entered the market, as well as some larger companies. At this time, licensing for public transportation in particular was not required. The vehicle only had to pass annual safety check-ups, which were relatively easy, since local authorities trusted GAZ cars. Moreover, the GAZelle could be easily equipped to run on natural gas.

During this period, most marshrutkas followed well-established public transit routes.

Local authorities responded by toughening safety and licensing requirements—such as mandatory free transportation of a certain number of disabled passengers upon request and "package deals" in route licensing—tying the privilege to drive on a lucrative route to the chore of driving several not-so-profitable ones. The market became dominated either by large companies or by unions of owner-operators of individual minibuses. Some of municipal public transportation companies entered the business, and prices dropped due to increased competition.

Another consequence was a massive response from car and bus manufacturers. Old manufacturers introduced smaller, more maneuverable models (like PAZ or KAZ) and started licensed assembly of minibuses (KrAZ started assembling Iveco minibuses). Diesel models in the form of the new Isuzu Bogdan, Tata Etalon and others have seen immense popularity. The capacity grew from fifteen sitting passengers to jam-packed small buses of fifty. The busiest routes in major cities now use full-size privately owned buses operating at the same price with municipal companies. The original GAZelle saw a few official modifications to its body, length and passenger capacity to better serve buyer demands, including models featuring diesel engines.

Russia

PAZ-3204 near the Avtozavodskaya Metro station. Nizhny Novgorod.

A Mercedes-Benz T2 series marshrutka in Saint Petersburg

Hyundai County SWB marshrutka built in Russia in Moscow

In Russia, GAZelle, Mercedes-Benz Sprinter, Peugeot Boxer, Fiat Ducato, Renault Master, Volkswagen Crafter, Iveco Daily and Ford Transit vans are usually used as route taxis, although in eastern parts the Japanese minibuses like Toyota Hiace are more popular. Often they (except GAZelle and Japanese vans) are refurbished from vans by special enterprises (such as ST Nizhegorodets, PKF Luidor, Promteh-NN and others) by cutting windows, inserting the glass, installing seats, automatic sliding doors, trim and handrails (are licensed manufacturers of vans for a given activity and are sold through the official dealer network). Route taxis congregate at train stations, metro stations, and transfer points at the end of tram and trolley bus routes. Minibuses are also used, such as PAZ-3205 (in small towns), PAZ-3204, Bogdan, Hyundai County, as well as small buses from China.

In the Gazelle, there are no standing places due to a lack of height and if the cabin is filled, they do not stop at the request of people standing at the bus stops, only stopping when one or more seats become vacant (the driver monitors the filling and turns away extra passengers at the entrance). In other shuttles passengers can board standing places, regardless of occupancy of the seats. The taxi will skip stops if they are not requested and, if operated with a GAZelle or similar, bypass hailing riders until it has empty seats. The fare is commonly one and a half or twice the fare of a regular bus.

The appeal for the route taxi is that it is considered to be a faster ride in less-crowded conditions than regular transport; the taxi routes that follow cross-city routes are most often the fastest means of mass transport. Also, collapse of municipal transport services in many cities made it absolutely impractical to commute without the help of marshrutkas at all.

Marshrutkas are banned from operations within Moscow and Saint Petersburg. However, marshrutkas with routes leading to or originating from Moscow Oblast are allowed to operate in the city and are common in the districts bordering Moscow Oblast such as Vykhino-Zhulebino, Novokosino or Levoberezhny.

It is relatively cheap and fast to ride a marshrutka. The only drawback, sometimes noted by foreigners, is the poor noise insulation, which means you have to practically scream at the driver to request a stop. Mini marshrutkas were built in Russia in 2019.

Central Asia

A Kyrgyzstan Mercedes-Benz T1 series share taxi (marshrutka)

In Central Asia, share taxis (marshrutkas) exist in a variety of colours, yet are fairly consistent in model.

The Bishkek 149 marshrutka, a Shaolin Citybus

In Central Asia (at least in Uzbekistan, Tajikistan, Kazakhstan, and Kyrgyzstan), standing room is allowed on marshrutkas. Indeed, drivers will often encourage passengers to board the marshrutka and cram together until there is not enough space for another passenger to board. In such a case, once a passenger exits the marshrutka, the driver will stop for others and allow them on until it is full again. Marshrutkas may be boarded at bus stops, but will usually stop at other places if hailed, and often won't stop at bus stops unless a passenger requests an exit or a prospective passenger hails the marshrutka.

Passengers may request to exit at any point but may have to wait until the driver deems that it is convenient to stop.

The typical Central Asian marshrutka is usually a white minibus branded "Mercedes", though may come in any number of colours, sometimes used to distinguish a specific route. The models most commonly used have a vent in the roof that may be opened by passengers if the atmosphere inside becomes too stuffy. Though not the norm, other vehicles are used as well.

Estonia

Share taxis ("Marsruuttakso" in Estonian) in Estonia are mostly found in Tallinn, the capital. Called liinitakso, marsruuttakso, taksobuss or mikroautobuss depending on the language spoken, these minibusses run fixed routes and allow passengers to disembark at any time. They are mostly used on routes connecting the city to small towns nearby, such as Saku, Saue and Kose where most people have cars and demand for public transport is lower but the many departure times are still useful. Late evening departures may have higher fares because local trains and other alternative means of transportation are not running. In late evening marshrutkas are also a good choice for suburbs where bus services end around midnight, but some marshrutkas continue to run.

Latvia

Historically, marshrutkas ("mikroautobuss" in Latvian) were a common means of transport in larger cities of the Latvian SSR, the RAF-2203 was the only minibus used for this purpose. Marshrutkas are no longer in service in most cities, including Riga. Minibuses with a fixed schedule and fixed bus stops have taken over as the prevailing means of transport in places where marshrutkas once dominated.

Lithuania

Route 5, once the most popular marshrutka route in Vilnius. Duplicated bus route 26, later, after some changes, ran parallel to it in some segments.

In Lithuania, share taxis are called maršrutinis taksi or informally "mikriukai" - lit. "minibuses"). The only major city in Lithuania that still operates marshrutkas is Klaipėda, where, since 2018, they are regulated with strict standards, consist of new low-floor stock, and are officially integrated into the public transport system, though only a separate, more expensive ticket is valid.

They operated starting in the end of the 1980s, with the largest networks in Vilnius and Kaunas, though also present in Klaipėda, Šiauliai and elsewhere, mostly operating on routes in the city limits with some exceptions. They operated in usual hail-and-ride model, with fixed bus stops only at the start and end of the route, marked with a signpost. In order for the service to be the most profitable, some routes identical to existing bus and trolleybus ones were operated, with the drivers sometimes driving erratically, weaving in and out of traffic, stopping in forbidden locations in order to gain a speed advantage that made them attractive to the passengers. Other kinds of routes were operated on narrow streets in the outskirts of the cities, especially in allotments, where the larger city buses simply wouldn't fit or weren't convenient to operate. In Vilnius, various marshrutka companies (all with similarly old stock) used to operate, which saw a gradual decline in growth since the late 2000s, and completely fell out of favour in 2013, when the city municipality reorganised public transport in the city. The duplicate routes were closed, spiritually replaced by express buses, while some unique routes were added to the city bus system, and operated with smaller buses. In Kaunas, where marshrutka routes were less duplicative, there were attempts to regulare the network, which included a procurement to select a single operator, however, the service became unprofitable and was stopped in 2019.

Ukraine

The Isuzu-based Bohdan A092 is used for most of Kyiv's marshrutkas.

Some Kyiv marshrutka routes use the bigger Bohdan A145.

In Ukraine, the Bogdan A091 and A092 buses are the most common route taxi which can be found operating in towns and cities. Generally the fare is higher than city owned public buses. Alighting the bus is possible regardless of the designated bus stop, but generally this is up to driver's discretion. State Automobile inspection (ДАІ) forbids picking up passengers outside of the bus stops. Marshrutkas do not require tickets, although a passenger can ask for a ticket when paying the fare as a receipt for expense claim purposes.

Etalons and Bogdans usually have a conductor on board selling the tickets. In the GAZelle or converted van, the fare is paid directly to the driver, either upon pickup or departure of the passenger. It is common etiquette for passengers to relay the fare of fellow passengers to the driver, and the change back on crowded buses.

Georgia

"Route taxi" minibuses in downtown Tbilisi in 2012

In Tbilisi, Georgia, marshrutkas ("მარშრუტკა" marshrutka; officially, "სამარშრუტო ტაქსი", samarshruto taksi, "route taxi") stop upon passengers' request at designated bus stops. In Marshrutkas, just as in buses, all cabs accept only digital payments either from Tbilisi MetroMoney card (pre-loaded city transportation card), newly introduced Travel Card as well as any credit or debit card that support nfc transactions.

Armenia

In Yerevan, Armenia, marshrutkas (Armenian: մարշրուտկա maršrutka or երթուղային տաքսի ert’uġayin tak'si) fares are paid when the passenger exits. There are no tickets issued. Marshrutkas can be hailed anywhere along their route, though they do have specific stops and riders can exit at any point if the driver is willing to pull over. While the law requires that marshrutkas stop only at designated stops while on major streets, compliance with this law depends on the driver and the degree of police enforcement at any given time.

Marshrutkas are the primary form of vehicular intercity transit in Armenia (outside of the Ararat Valley, where some full-sized bus lines operate). From most bus stations in Armenia, it is possible to find marshrutka routes connecting to several nearby small or mid-size cities.

Belarus

In Minsk, Belarus, the fleet of vehicles consists of Mercedes-Benz Sprinter and Ford Transit.

Moldova

In Moldova, share taxis are called rutierele (singular rutieră). Introduced in 1981, they are private, owner-operated minibuses that operate along fixed routes. In cities, each rutieră route has a given number, as in the case of buses or trolleybuses.

Netherlands

Besides the conventional deeltaxi, there are treintaxis in some Dutch towns. Operated on behalf of the Netherlands Railways, they run to and from railway stations and the ride is shared with additional passengers picked up along the way. Tickets can be purchased at railway ticket offices or from the cabdriver, but treintaxis must be ordered by phone unless boarding at a railway station.

Bulgaria

A Citroёn Jumper marshrutka in Sofia, Bulgaria

Marshrutkas are rare in Bulgaria. As of 2021, only a single route operates in Sofia, while 10 lines operate in Plovdiv. They are customized passenger vans that have been modified to include large windows in the back, rails and handles. Marshrutkas are commonly white, although their colour varied, and are partially covered in advertising. In some cases, seating has been modified — popular routes carrying more passengers typically have more standing space. Examples of van models include Peugeot Boxer, Citroën Jumper, Ford Transit, Iveco Daily and Renault Master. They have a fixed fare; the fare is paid upon boarding. Marshrutkas were not obliged to stop anywhere on the route, although they did slow down around popular spots. Marshrutka drivers were asked to stop and pick one up in a taxi-like manner; the getting-off was arranged with the driver, often by just standing up and approaching the door. Sometimes the driver would ask for consent to veer off the route to avoid a traffic jam or roadworks.

Romania

In Romania, microbuze or maxi-taxi supplied the need of affordable public transportation in smaller towns when some local administrations abolished the expensive community-owned systems of buses. In Bucharest, this form of transportation appeared in the early 1980s, when the ITB began using them as a peak-hour service, beginning to use Irannational-made Mercedes-Benz T2 vans, being supplemented in the late 1980s by Rocar-TV vans. In 1990, the newly founded RATB sold off its operations to private operators, who began using them in competition to the RATB. They enjoyed wide popularity, especially from 2003 to 2007, and from 2011 onwards, when the RATB lost the rights to operate suburban routes. On the Black Sea shore, it is very common to travel from Constanţa or Mangalia to the resorts on minibuses (microbuze), especially in those resorts where the competing train service is far from the beach and/or lodging facilities. These minibuses have been criticised for their shady operations, lack of safety and primitive transportation conditions.

Greece

In Athens, Greece most taxis were share taxis, but since the country joined the EU in 1981, this tradition started to disappear.

United Kingdom

In 2018, Arriva launched shared taxi service Arriva Click in Liverpool and Sittingbourne and Kent Science Park in the United Kingdom.

Northern Ireland

In some towns in Northern Ireland, notably certain districts in Ballymena, Belfast, Derry and Newry, share taxi services operate using Hackney carriages and are called black taxis. These services developed during The Troubles as public bus services were often interrupted due to street rioting. Taxi collectives are closely linked with political groups – those operating in Catholic areas with Sinn Féin, those in Protestant areas with loyalist paramilitaries and their political wings.

Typically, fares approximate those of Translink operated bus services on the same route. Service frequencies are typically higher than on-bus services, especially at peak times, although limited capacities mean that passengers living close to the termini may find it difficult to find a black taxi with seats available in the rush hour.

Switzerland

Major providers of share taxis in Switzerland are Telebus Kriens LU, Taxito, myBuxi, Kollibri by Swiss Postal Bus, and Pikmi by VBZ Verkehrsbetriebe Zurich ZH.

North America

Barbados

Most areas of Barbados are served by ZRs, which run in addition to the government-run bus service.

Dominican Republic

In the Dominican Republic, share taxis are privately owned vehicles running fixed routes with no designated stops.

Foreign Affairs and International Trade Canada advises against traveling in the Dominican Republic carros públicos because doing so makes passengers targets for robbery, and because the taxis are known to, "disregard traffic laws, often resulting in serious accidents involving injuries and sometimes death." The United States Department of State also warns that using them is hazardous, due to pickpockets, and are sometimes passengers are robbed by the drivers themselves.

Haiti

A Haitian tap tap

Main article: Tap tap

Tap taps, gaily painted buses or pick-up trucks, and publiques, usually older saloon cars, serve as share taxis in Haiti. Tap taps are privately owned and ornately decorated. They follow fixed routes; won't leave until filled with passengers; and many feature wild colors, portraits of famous people, and intricate, hand-cut wooden window covers. Often they are painted with religious names or slogans. Riders can disembark at any point in the journey. Their name refers to "fast motion".

The publiques operate on fixed routes and pick up additional passengers all along the way.

While saying not to use any form of public transport in Haiti, the Foreign Affairs and International Trade Canada advises against tap tap travel especially. The United States Department of State also warns travelers not to use tap taps, "because they are often overloaded, mechanically unsound, and driven unsafely."

Saint Lucia

In Saint Lucia, waychehs are a name for minibus public transports using Toyota HiAce.

Canada

See also: Société de transport de Montréal, Réseau de transport de Longueuil § Shared taxi, and Société de transport de Laval

In Vancouver, British Columbia, Canada, in the 1920s, jitneys competed directly with the streetcar monopoly operating along the same routes as the streetcars, but jitneys were charging lower fares.

In Quebec, share taxis or jitneys are called taxis collectifs (in English "shared taxis") or transport collectif par taxi, literally "public transport by taxi". (which the STM translates in English as "taxibus") and are operated by subcontractors to the local transit authorities on fixed routes.

In the case of Montréal, the fare is the same as the local bus fare, but no cash and transfers are issued or accepted; in the case of the STL, only bus passes. The Réseau de transport de Longueuil accepts regular RTL tickets and all RTL and some Réseau de transport métropolitain TRAM passes.

Guatemala

In Guatemala, ruleteros, minibus share taxis, pick up and discharge passengers along major streets.

United States

A dollar van in Union City, New Jersey, 2009

An Atlantic City jitney, 2008

Cartoon by Marguerite Martyn of a jitney cab and passengers in 1915 St. Louis, Missouri

In the United States, share taxis are called jitneys or dollar vans. They are typically modified passenger vans, and often operate in urban neighborhoods that are under-served by public mass transit or taxis. Some are licensed and regulated, while others operate illegally. They operate at designated stops or can be hailed from the street.

Both common names – dollar van and jitney – originated similarly. Jitney is an archaic term for an American nickel, the common fare for early jitneys. In the late 20th century, when a typical fare was one dollar, the corresponding name came into usage, though "jitney" is still also common. It is generally a small-capacity vehicle that follows a rough service route, but it can go slightly out of its way to pick up and drop off passengers. In many US cities such as Pittsburgh and Detroit, the term jitney refers to an unlicensed taxi cab.

They are often owned and used by members of inner-city communities, such as African/Caribbean American, Latino, and Asian-American populations. Travelers cite cost and greater frequency as factors in choosing jitneys over larger bus service, whereas safety and comfort are cited for choosing buses.

The first jitneys in the United States operated in Los Angeles, California in 1914. By 1915, there were 62,000 nationwide. Local regulations, demanded by streetcar companies, forced jitneys out of business in most places. By the end of 1916, only 6,000 jitneys remained. Operators were referred to as "jitney men." They were so successful that the city government banned them at the request of the streetcar operators.

Atlanta

Jitneys were popular in Atlanta from 1915 to 1925 as an alternative to streetcars. In Atlanta, jitneys run along Buford Highway.

New York City

In New York City, dollar vans serve major areas that lack adequate subway service in transit deserts. The vans pick up and drop off anywhere along a route, and payment is made at the end of a trip. During periods when limited public mass transit is unavailable, such as the January 2005 Green Bus Lines and Command Bus Company strike or the December 2005 New York City transit strike, dollar vans were the only feasible method of transportation for many commuters. In such situations, city governments may pass legislation to deter price gouging. Most dollar vans operate illegally, due to possible rules and fines.

Dollar vans and other jitneys mainly serve low-income, immigrant communities in transit deserts, which lack sufficient bus and subway service. Although dollar vans are often dependably punctual and frequent, they often do not have any websites, brochures, stops, or customer service booths. Most riders become familiar with dollar vans either by word of mouth or by actually seeing the vans in public.

Within the New York City area, the term "dollar van" originates from the vans which charged one dollar during the 1980 New York City transit strike. Drivers capitalized on the lack of transportation available and subsequently needed throughout the city. Even after the strike ended, share taxis continued to operate, evolving into higher-capacity vans with seats for up to 13 people.

Traditionally, the operation of dollar vans has been by immigrants who bring their own culture stateside. Usually Caribbean and Haitian immigrants operate in eastern Queens and Brooklyn, while Chinese immigrants operate within Chinatowns. Often, drivers modify their vans to add additional amenities, usually inspired from one's culture. The dollar vans have numerous benefits in that they can transport passengers efficiently, and provide a sense of community to the ethnic groups that use them. However, dollar vans also provide competition to licensed drivers, which cannot pick up passengers at MTA bus stops, and are generally more flexible in operations. While permits are available via application through New York City's government, intense licensing requirements and an especially high cost of insurance results in many drivers staying unlicensed and unregulated.

The New York City-area dollar van system is highly used, and in 2011, it was rated the 20th most used "bus system" in the United States. The dollar van and jitney system has been praised as "quietly disruptive" as compared to other vehicle for hire services such as Uber. This has allowed the vans to operate without being restricted by the Taxi and Limousine Commission (TLC).

Chinese-operated dollar vans (which are distinct from, and not to be confused with, Chinatown bus lines), go from Manhattan's Chinatown to places in Sunset Park, Brooklyn; Elmhurst, Queens; and Flushing, Queens. There is also a service from Flushing to Sunset Park that does not pass through Manhattan. The vans, which are mostly in the Chinese language, are used mainly by non-English-speaking Chinese immigrants in Queens and Brooklyn, who have moved to the outer boroughs because living in Manhattan is too expensive. The dollar vans, which take about half as long to travel as the subway does between the same two points, allow Chinese communities in New York City to be closely connected to each other.

In central Brooklyn, there are many dollar vans that are operated mainly by Haitians and other Caribbean immigrants. One account described these vans as "dollar vans with Haitian flags tied to their antennae, Bible scriptures in colorful decals across their windshields, advertisements for local reggae concerts pasted on their side windows, and forests of rainbow-colored air fresheners dangling from their rearview mirrors." Routes run from Flatlands, Kings Plaza, and Midwood to the Crown Heights – Utica Avenue subway station, Fulton Mall, and Barclays Center, with other vans ferrying people from Flatbush Avenue to Utica Avenue. These dollar vans serve the West Indian communities of Crown Heights, Flatbush, East Flatbush, and Prospect Lefferts Gardens. They pick up passengers at pre-designated stops, which are sometimes at bus stops. They also provide alternatives to bus routes.

In Jamaica, Queens, vans go to southeast Queens and Far Rockaway. Most vans operate from the Jamaica Center – Parsons/Archer subway terminal. In Queens, the van system is more official; there are fewer unlicensed vans and twice as many licensed vans as in Brooklyn, and several dedicated loading spots have been allocated to these vans. The Jamaica Center-based vans provide an alternative mode of transportation to bus routes.

When the MTA discontinued some bus routes on June 27, 2010, operators of commuter vans were allowed to take over certain discontinued bus routes. Such routes included the Q74 and Q79 in Queens, as well as the B23, B39, and B71 in Brooklyn.

In Edenwald, Bronx, a van takes passengers 1 mile (1.6 km) to the subway at 233rd Street. Many passengers and van drivers know each other, and most van drivers are Caribbean. For additional payments, van drivers drop riders off directly at their homes; help older passengers to their doorways; and assist patrons in carrying packages. This dollar van route was founded in 1984 after the Bx16 bus stopped serving Edenwald Avenue.

In 2006, the New York City Council began debate on greater industry regulation, including requiring all dollar vans to be painted in a specific color to make them easier to recognize, similar to the public light buses in Hong Kong.

In 2014, over 1,000 dollar vans were seized by TLC and NYPD inspectors for illegal dollar van operations. However, most vans were returned to their owners within relatively short periods of time.

New Jersey

In New Jersey, 6,500 jitney buses are registered, and are required to have an "Omnibus" license plate, which denotes the vehicle's federal registration. They are also required to undergo inspection by the state MVC mobile inspection team on the vehicles' companies' property twice a year, and be subject to surprise inspection. Drivers of jitneys are required to qualify for a Class B or Class C Commercial Drivers License (CDL), depending on whether the vehicle seats up to 15 or 30 passengers. Violations against a driver's CDL must be resolved and result in payment of fines prior to resumption of driving on the driver's part, with retesting required if the driver waits longer than three years to resolve the issues.

Denser urban areas of northern New Jersey, such as Hudson, Bergen and Passaic County, are also served by dollar vans, which are commonly known as jitneys, and most of which are run by Spanish Transportation and Community Line, Inc. Nungessers, along the Anderson Avenue-Bergenline Avenue transit corridor is a major origination/termination point, as are 42nd Street in Manhattan, Newport Mall and Five Corners in Jersey City, and GWB Plaza in Fort Lee. These interstate vans are under the purview of the federal government.

Jitney in Atlantic City, United States in 2008

In Atlantic City the Atlantic City Jitney Association operates a jitney service that travels the main strip of casinos. One of the routes also services the new cluster of casinos west of Atlantic City proper.

Hudson County commuters who prefer NJ Transit buses, for example, cite senior citizen discounts and air conditioning among their reasons, which has led some jitney operators to display bumper stickers advertising air conditioning aboard their vehicles in order to lure passengers. Some who prefer the buses will nonetheless take the jitneys if they arrive before the buses, as they pass bus stops more frequently than the buses and are cheaper. Others choose buses because, they claim, jitney drivers are less safe, and are prone to using cell phones and playing loud music while driving. Although Union City jitney driver Samuel Martinez has complained that authorities unfairly target them and not the larger buses, North Bergen Patrol Commander Lt. James Somers has contended that jitneys are less safe, and sometimes exhibit higher levels of aggressive driving in order to pick up passengers, which has led to arguments among drivers. Somers also stated that police can only stop a vehicle that appears to have an obvious problem, and that only certified inspectors from the state MVC can stop a vehicle for less apparent, more serious problems.

Dollar vans may change ownership over the course of decades, and the mostly immigrant drivers are subject to police searches. Between 1994 and 2015, the TLC issued 418 van licenses, although the vast majority of vans are unlicensed. Licensed vans cannot pick up at New York City bus stops, and all pick-ups must be predetermined and all passengers logged. Additionally, in the 1980s and 1990s, the predominantly black and mostly immigrant dollar van drivers stated that they were harassed "day and night" by the New York City Police Department (NYPD), with some van drivers having their keys confiscated and thrown away by NYPD officers.

Over the course of the 2000s, surprise inspections in Hudson County, New Jersey have been imposed on jitney operators, whose lack of regulation, licensing or regular scheduling has been cited as the cause for numerous fines. A series of such inspections of the vans on Bergenline Avenue in June 2010 resulted in 285 citation violations, including problems involving brake lights, bald tires, steering wheels, suspensions, exhaust pipes, and emergency doors welded shut. An early July 2010 surprise inspection by the Hudson County Prosecutor's Office, which receives federal funding for regulating jitneys, found 23 out of 33 jitneys to be unsafe, which were taken out of service. Claims have also been made that jitneys cause congestion and undermine licensed bus service. Drivers of these vans have also developed a reputation for ignoring traffic laws in the course of competing for fares, picking up and dropping off passengers at random locations, and driving recklessly.

On July 30, 2013, an accident occurred at 56th Street and Boulevard East in West New York, New Jersey, in which Angelie Paredes, an 8-month-old North Bergen resident, was killed in her stroller when a full-sized jitney bus belonging to the New York-based Sphinx company toppled a light pole. The driver, Idowu Daramola of Queens, was arrested and charged with a number of offenses, including using a cell phone while driving. Officials also stated that he was speeding; however, this was later disputed by an investigator to the scene who concluded that there was insufficient evidence to determine the speed of the bus. At an August 6 press conference, legislators including U.S. Representative Albio Sires, New Jersey State Senator Nicholas Sacco, State Assembly members Vincent Prieto, Charles Mainor and Angelica Jimenez, West New York Mayor Felix Roque, Weehawken Mayor Richard Turner, Guttenberg Mayor Gerald Drasheff, Freeholder Junior Maldonado and Hudson County Sheriff Frank Schillari, noted that problems with jitneys existed since the 1980s, and called for stricter regulations for drivers and bus companies. This included increased monitoring and enforcement, and heightened participation by the public in identifying poor drivers, as jitneys had been exempt from regulations imposed on buses and other forms of transportation.

In February 2014, New Jersey Governor Chris Christie signed Angelie's Law, strengthening regulations on commuter buses.

Several companies run vans in Northern New Jersey, often following similar routes to New Jersey Transit buses but at a slightly lower price and greater frequency. The most common routes have an eastern terminus on street level in Manhattan, either near the Port Authority Bus Terminal or the George Washington Bridge Bus Station. Often, several different companies ply the same route.

Miami

In Miami, jitneys (also known as the Miami Mini Bus) run through various neighborhoods, mostly those stretching between Downtown Miami to The Mall at 163rd Street in North Miami Beach, Florida. Miami has the country's most comprehensive jitney network, due to Caribbean influence.

San Francisco

Jitneys ran in San Francisco from late 1914 to January 2016. In the 1910s, there were more than 1,400 jitneys operating in the city. However, by 2016, declining ridership combined with mounting penalties for traffic citations made the operations unprofitable.

Houston

The Houston Wave, Houston's first jitney service in 17 years, operated between 2009 and 2019. It expanded into a network of buses operating within Loop 610 and to all special event venues in Houston.

Latin America

In Puerto Rico and the Dominican Republic, “carros públicos” (literally "public cars") are share taxis. Carros Publicos set routes with several passengers sharing the ride and others picked up throughout the journey.

In Puerto Rico the industry is regulated by the Puerto Rico Public Service Commission.

While these cars do travel inter-city, they may not be available for longer, cross-island travel. Stations may exist in cities, and Puerto Rican carros públicos may congregate in specific places around town.

Mexico

See also: Pesero

Along with traditional bus and minibus routes in some areas that the regular size buses couldn't fit due to the road and street height and width with small size. but they are regulated in standard minibuses fares depending on the state and city of the country.

South America

Argentina

Main article: Colectivo

Colectivos operated as share taxis from the late 1920s until the 1950s in Buenos Aires, Argentina when they were integrated into the public transportation system. Vehicles still known as colectivos operate throughout the country, but have long been indistinguishable from buses.

Chile, Peru and Guatemala

See also: Pesero and Combi

Taxis Colectivos of different lines in Talca, Chile

Often share taxi routes in Mexico are ad hoc arrangements to fill in gaps in regular public transportation, and many operate inter-city as well as local routes. In many rural areas, they are the only public transportation.

In some cases, truck/taxi combination vehicles have evolved to transport light goods as well as passengers. Heavily used share taxi routes often evolve into regulated microbus public transit routes, as has occurred in Mexico City and in Lima.

Taxis colectivos are also found in Perú, Chile, Guatemala, and Argentina, where they are most commonly referred to simply as colectivos, although in some places they have become essentially standard buses.

See also

• Dolmuş
• Nanny van
• Pesero
• Public light bus (Hong Kong)

External links

• Media related to Share taxis at Wikimedia Commons