This analysis argues that Kenya’s public transport crisis cannot be fixed by crackdowns alone. The piece says the country needs investment in roads, routes, and regulated mass transit if it is to restore order on the roads.
The writer says the current matatu system reflects years of neglect, with operators often behaving as if rules do not apply. It also faults police enforcement, arguing that corruption and private interests have weakened the ability of regulators to impose discipline consistently.
According to the article, the deeper problem is that government has treated transport mainly as an enforcement issue instead of a public service that requires infrastructure. It points to systems in other countries where the state funds or enables buses, rail, and other commuter networks, then licenses operators under strict terms.
The article contrasts that approach with Kenya’s recurring response to road carnage, which it says usually comes in the form of temporary crackdowns on unroadworthy vehicles and unlicensed operators. It argues that little attention is given to expanding dilapidated roads or planning for the traffic pressure that would come with dedicated bus lanes under the Bus Rapid Transit initiative.
It also says enforcement has often depended on the personality of the cabinet secretary in charge rather than on strong institutions. The writer cites John Michuki’s tenure as Transport minister and Interior Cabinet Secretary Fred Matiang’i’s efforts as examples of leaders who have tried to impose order through forceful action.
As a longer-term fix, the article proposes reviving the bus routes of the 70s and 80s and franchising them to transport operators under clear licence conditions. It says service-level agreements should set out routes, schedules, and standards so that the country can move away from the indiscipline associated with matatu cartels.
The piece also urges Kenya to consider Public Private Partnerships for transport infrastructure, including toll roads, light-rail systems, and airports. It cites Istanbul in Turkey, a city of 20 million commuters, as an example of railway infrastructure built through PPPs under the Build, Operate and Transfer model.
In the writer’s view, Kenya will only see lasting change if its leadership shows the political will to dismantle matatu cartels and support modern transport systems. Without that, the article says, the country will remain stuck with short-lived relief from enforcement drives rather than permanent reform.
Mr Khafafa is Vice Chairman, Kenya-Turkey Business Council
