A few years ago bicycles, buses and trains were the main mode of transport for the movement of indigent persons and goods in the study area of Mafikeng. From the late seventies, with the advent of taxis everywhere, these established modes of transport diminished to an extent that, in this recent study, well over 90 percent of the 200 interviewed commuters, were shown to be affirmed regular minibus-taxi passengers. It has been proved by this research and others that the taxi industry, provides passengers with a relatively comfortable and acceptable transport system. However, an increase in vehicle ownership and the flourishing taxi business, have complicated and compromised road traffic with resultant complex and serious problems of traffic safety to road congestion and related violation of the road rules by reckless taxi drivers. Unparalled deaths and expenses resulted from delays, accidents and incidental violence, a situation which is detrimental to the sustainable development of the capital's economy, road users and destroyed properties. If the Mafikeng society is to continue in stability, certain essential tasks need to be put into operation. If the city fails, society may disintegrate or change its form drastically. A certain degree of order and stability are essential for the survival of the social system. The study therefore, recommended, inter alia, that a prerequisite be set rigorously, to guide and educate members into the acceptable ways of society. so as to empower and ease the burden of the police and legal systems in keeping a firm check on any deviation from traffic safety and that, the aim and objectives of taxi associations. primarily be on the improvement of services provided by its members to the public. / (MBA) North-West University, Mafikeng Campus, 2005

Research Report submitted to the Faculty of Commerce, Law and Management, University of Witwatersrand in partial fulfilment for a Masters in Management in the field of Public and Development Management. February 2017 / Minimum wage laws in South Africa have been enacted and implemented for some time with a broader intention that purports to protect and regulate what are categorized at least from state’s definition as the vulnerable sectors, which includes the taxi industry. The minibus taxi industry in South Africa is characterized and plagued by inherent exploitative labour relations between taxi drivers and operators. There are often contrasting views and disagreement on the minimum wage which is supposed to be implemented by the Department of Labour as the custodian of all the labour laws in the country through inspections and enforcement by labour inspectors. The purpose of this study was to investigate the perceptions held by the various stakeholders in the taxi industry with respect to the implementation of the Sectoral Wage Determination 11 as provided for by the Basic Conditions of Employment Act, of1997. Interviews were held with ten taxi drivers, ten taxi operators based in Johannesburg and from the Department of Labour, and three team leaders in the Inspection and Enforcement Services, all based and servicing Johannesburg. The study established that there is enough knowledge and appreciation of the minimum wage; however, there is to a large extent transgressions and noncompliance from employers in the industry. Monitoring and enforcement remain a challenge fuelled by peculiarities and the dynamism that is not in tandem with industry realities and legislative prescripts. / MT2017

This study is an investigation of the impact of public policy on competing interests in the case of the South African Taxi Recapitalization Programme. I explore this through a theoretical framework of implementation theory which includes the concept of broader public participation in policy formulation and implementation processes and the significance of a bottom-up approach in decision-making. I employ a qualitative methodology comprising fieldwork interviews, surveys and focus groups. The findings of this study show that for the recapitalisation programme to achieve its objectives of regulating the mini-bus taxi industry, conditions that enable interests to access, bargain and influence decision-making must be redefined. Broader representation has to be encouraged in order for diverse interests to be reflected in policy outcomes and for implementation to be effective. This includes the recognition of other taxi organisations, the integration of the taxi industry into the legal frameworks of the Department of Labour, a structural and functional transformation of the Transportation Board and the application of an innovative violence reduction framework which includes an effective route-regulation and route-based operating-license system. This also requires the introduction of a taxi industry-specific minibus fleet, a comprehensive taxi driver-training programme and, possibly, subsidising the taxi industry. If the TRP does not become the framework through which the taxi industry is comprehensively regulated, violence is curbed and road accidents that include mini-bus taxis are drastically decreased, many more lives will be lost, thus contradicting the principal objective of commuter safety. / Thesis (M.A.)-University of KwaZulu-Natal, Durban, 2009.

The study focused on the taxi industry as a services industry due to its contribution to the economies of both developed and the developing countries. The purpose of this study was to investigate ways to improve service delivery in the South African taxi industry. This industry is one of the underperforming industries in South Africa with regard to service quality due to over-serviced taxi routes and a lack of information about the needs and desires of the taxi commuters. The primary objective of this study was to investigate how to improve the service quality of taxi operators in the Nelson Mandela Bay by applying theories and concepts of services marketing and total quality management (TQM). More specifically, the study investigated whether taxi drivers have the required knowledge of services marketing and service quality, and what service quality challenges taxi drivers and commuters face. The sample consisted of 20 taxi drivers and 101 student commuters using taxis on the Port Elizabeth routes. The empirical results showed that taxi drivers perform unsatisfactorily on the four TQM elements: leadership, employee involvement, product/ process excellence and customer focus. The results also reflected the general perception in the Eastern Cape that taxi service quality is poor. Of the five service quality dimensions (tangibles, reliability, responsiveness, assurance and empathy), the taxi drivers performed the best in reliability and the worst in empathy. The empirical results further suggested that taxi services do not meet the expectations of commuters, as deficits were reported between expectations and perceptions of actual service quality. The different quality dimensions used in the measurement of taxi service quality and their empirical results could provide a guideline to taxi service leadership and government on the critical aspects of taxi service quality.

Bibliography: pages 229-245. / This thesis is centred around the experiences of traders and taximen in Qwaqwa, the smallest of South Africa's 'homelands'. It aims to investigate the extent to which small-scale entrepreneurs of various kinds can be seen to be participating in processes of class formation within the homeland. The focus adopted directs attention away from the issue of poverty which has dominated rural research over the past decade. The thesis also seeks to contribute to existing studies of class formation in the homelands, which address the problem from the perspective of 'state' and 'capital'. This study seeks to broaden this focus through a historical analysis of social processes at the local-level. It argues that traders and taximen in Qwaqwa cannot simply be regarded as the recipients of state initiatives, but are agents in forging their own opportunities and relationships.

Bibliography: pages 142-152. / In recent years, the South African transportation system has witnessed the rise of intermediate forms of transport, in particular the kombi taxi. Though referred to as a taxi, the kombi taxi differs from the typical sedan taxi. As a taxi, the kombi is a minibus vehicle, typically of Volkswagen, Toyota or Datsun make. In South Africa, the kombi taxi is legally allowed a maximum passenger capacity of eight, whereas the sedan taxi is generally licenced to carry a maximum of five passengers. In terms of patronage, the sedan taxi is more often used by businessmen and holidaymakers, as well as commuting youngsters and the elderly on a sporadic basis. Like the sedan taxi, the kombi taxi is privately owned and operated. However, the kombi taxi is used on a more regular basis and frequently conveys passengers along a set route, operating more like a bus service than a taxi service. Fares charged by kombi taxi drivers are set according to route as opposed to the metered rate charged by the sedan taxi operator. The kombi taxi is used by the non-white community in particular and has become a feature of commuter demand satisfaction. Interest in the South African kombi taxi was sparked as a result of the 1983 Commission of Inquiry into Bus Passenger Transport (Welgemoed, 1983). The report, among other things, considered the effect of taxis on the bus industry and covered future transportation policy. One of the recommendations of the Welgemoed Commission was that the kombi taxi be phased out over a four-year period in order to protect existing and future bus services in the Republic. Given the spatial patterning of South African cities and the important role of intermediate forms of transportation in filling an existing mobility/demand gap, it became apparent that the issue of the kombi taxi required further I analysis in order that its role and function as part of the South African transportation system could be better understood. Thus, the Cape Town Metropolitan Transportation Area was chosen for specific study.

Bibliography: pages 196-213. / This thesis treats the role of the jitney in urban transportation from an economic perspective. The method of enquiry begins with a theory review including a description of the jitney, the distinction between passenger and operator costs, economies of scale and scope, market structure, and an allocatively efficient pricing rule for the jitney industry. It is asserted that in an unregulated urban transportation market a socially efficient pricing structure arises, which reconciles both user and producer costs. A discussion of the rise and decline of the jitney industry in Cape Town from 1924 to 1931 and industry developments in the 1970's and 1980's places this exposition within an historic context. Policy implications of the aforegoing analysis are suggested with respect to the potential role to be played by the jitney in urban public transport. Based on this approach, an alternative consideration of the competition between the jitney and conventional transport methods is proposed.

The South African taxi industry has experienced large-scale growth in the nineteen nineties and increased its share of the passenger transport market to a majority. However, it tends to suffer from various problems and has been subject to interventions from various quarters, the most recent being the Central Government's recapitalization scheme. The aim of this research was to investigate the perceptions of taxi-owners vis-a-vis the Government's Recapitalization Scheme. More specifically, the objectives were: • To critically appraise the government's recapitalization scheme with a view to assessing its impact on the taxi industry • To establish the economic problems that are faced by the taxi industry in achieving development, thereby empowering the industry and • To identify the capacity-building needs of the taxi-owners. Consequently, while recognizing the notion that 'poor understanding of taxi-owners towards the government's recapitalization scheme has led to resistance on their side'; this research maintains that the taxi-owners' main expectation of the government's recapitalization scheme relates to black economic empowerment. Hence, the view that the government should assist the taxi industry to face the current development challenges. Using both qualitative and quantitative methods, the study focused on short distance taxi-owners under Umsunduzi one municipality in Pietermaritzburg. The main focus of this research was on their perceptions towards the proposed government's recapitalization scheme. Of the 137 taxi-owners, representing 21 Associations, in Pietermaritzburg, the majority of the respondents have positive perceptions towards the scheme. One other concern raised was that the proposed vehicles are too big and that the scheme would impact negatively on some owners who operate on routes where there is only a small number of commuters, as a result the new vehicle will take time to fill with the required number of passengers. The other concern was that some of the drivers and conductors, who are sometimes bread-winners in their homes, were going to lose their jobs. However, they felt that to run their businesses effectively, they would benefit from the government assistance in terms of business skills, education and training. The taxi-owners interviewed, felt that the government is taking too long to implement the scheme and they suggested that the government speed up the process. In addition to the recapitalization scheme, the taxi-owners felt that the government should provide the infrastructure for the scheme, for example taxi ranks with facilities. The taxi-owners believe that conflict within the industry is a threat to their business and they felt that the government should assist them in solving this problem. Findings show that taxi-owners in Pietermaritzburg support the proposed recapitalization scheme. However, some of the taxi-owners are still not clear about the whole process of the recapitalization scheme. The taxi-owners suggested therefore, that the government should communicate more with the taxi-owners in order to implement the scheme successfully. Furthermore, government intervention is required so as to capacitate the taxi-owners by providing them with relevant skills. Infrastructure improvement is required so as to make the taxi business viable. / Thesis (M.A.)-University of Natal, Pietermaritzburg, 2003.

A thesis is submitted for the fulfilment of a Masters degree in Development Studies in the School of Social Sciences, University of the Witwatersrand, March 2016 / The minibus taxi industry plays an important role in helping thousands of commuters daily in reaching their desired destinations. The minibus taxi industry emerged in South Africa under the apartheid era in the wake of the country’s economic deregulation initiated in 1977. This industry has grown rapidly since then overtaking both buses and trains with an estimated 14 million passengers using taxi services each day (Minibus Taxis and Road Safety, internet, 2015: 10:00am). The latter is due to its accessibility, affordability as well as convenience. The minibus taxi industry has also been stereotypically identified as an industry dominated by violence amongst various taxi associations over access to various routes while being heavily dominated by patriarchal male figures. Nevertheless, the minibus taxi industry and particularly queue marshals have however, not received the much needed attention as key players in the public transportation sector. Limited literature has been written on the taxi industry in general and on queue marshals specifically and yet, 14 million commuters use taxis daily to get around (Minibus Taxi and Road Safety, internet, 2015: 10:00am). It is as a result of this limitation that this 2 research study aims to contribute to the existing body of literature on the minibus taxi industry by analyzing the socio-economic lives of queue marshals focusing specifically on the form and function of queue marshals in Bree Street taxi rank, Johannesburg as well as the observable presence of patriarchy that is found in these ranks and whether the same influence is found within their households. In doing so, this research study hopes to examine whether or not the spirit of ubuntu exists within the industry that has been stereotypically perceived by society as violent and dominated by taxi drivers with ‘bad attitude’ and reckless driving skills. The hope is that, through understanding the socio dynamics of the lived experiences of queue marshals within the minibus taxi industry, queue marshals will no longer be ‘invisible’ while helping to reveal a different perception (two different worldviews to one coin) of an industry solely believed to be dominated by violence, ‘unruly’ and ‘rude’ individuals (Sauti 2006). / GR2017

A dissertation submitted in partial fulfilment of requirements for the degree of Master of Arts At the University of Witwatersrand Johannesburg 2016 / This study explored the subjective experiences of a population who appear to be at relatively high risk of potential violence and harm, specifically female university students who are compelled to commute by taxi on a daily basis. The study aimed to explore and document the psychological experiences of these female university students including their anxieties, levels of traumatic stress related responses, cognitions and fantasies, and conscious and unconscious adaptations to their circumstances. It was hoped that information gleaned would contribute to, and possibly expand the understanding of what the lived experience of Continuous Traumatic Stress (CTS) might entail. In order to investigate the research questions, ten students who were identified as being compelled to use minibus taxis as their primary mode of transport to and from university participated in semi-structured interviews on the topic of their experiences in this space and how they adapt to and survive in their circumstances. The study was located in the qualitative research tradition and the interview transcripts were analysed using critical thematic analysis. The main themes were identified and presented under four sections; exposure to traumatic events, the effects and impacts of these events, managing and coping, and gender related experiences in the taxi commuting space. Exposure to traumatic events included taxi driver aggression, motor vehicle accidents, crime and violence, xenophobic attacks and gender related trauma. The most prominent effects or impacts that were identified were firstly, anxiety, fear and preoccupation with danger and secondly, numbing, resignation and hopelessness. The tactics which were employed by participants in managing and coping with their circumstances included, prayer and observation and management of their commuting environment. It was through observation and self-management that participants practiced strategies that allowed them some measure of control in terms of how they conducted themselves in the taxi commuting space. Under the final section, participants revealed their gender related experiences reporting a sense of being exploited, being subject to sexual harassment, and the constant fear of rape or sexual violation. The links between these participants’ experience and the concept of CTS are presented and it is argued that many aspects of their experience appear consistent with CTS. / GR2017