This study documents and analyses the first established record of taxi hand signs and their respective destinations in South Africa. It demonstrates how taxi hand signification developed into a useful language over time, out of a desperate need for transport amongst black, multi-cultural and multi-lingual people living in South Africa. Its central objective is to recognise taxi hand signs as metaphors for processes of history in pre- and post-apartheid South Africa. This is a study that crosses disciplinary boundaries and marries fine art, anthropology and philosophy in exploring new meanings and understandings of taxi hand signs. In this way, it demonstrates the extent to which art informs other disciplines in extraordinary ways, adding to the value of inter-disciplinary research. The research indicates that taxi signs are part of an evolving, well-functioning, gestural language for sighted commuters. It goes further to probe the question of how blind commuters might have access to the signs, thereby enhancing their independence and movement. The study responds to this question through the design of a new, tactile shape-language of taxi hand signs for blind people. Qualitative research techniques were employed throughout the three phases of the research, namely: preliminary research, research design, and social and fine art responses. The methodologies utilised in the phases were sampling, semistructured interviews and participant observation. These were each employed at specific times to meet specific needs of different phases. I, along with some coresearchers, applied these in taxi ranks, taxi associations and on the streets of Gauteng. The methods used attest to the fact that when new knowledge was sought with key informants in the taxi industry, the different methodologies could be used to verify and corroborate the informants’ information, which in turn become the keystones of knowledge distribution in the thesis. With limited documentation on the emergence of taxi hand signs in the industry, the informants furnished unexplored background information, which I have interpreted in my artworks, films, books, stamps, maps and the blind shape-language. 16 The anthropological research also probed the function of signification through literary criticism. This involved an investigation of the components of the process of signification into its constituent parts in order to conceptualise and contextualise taxi hand signing and its particular relations and narrative content within the greater field of gestural signification. The response of art and artists to anthropological, historical and current approaches was also explored, again to provide context to my art that evolved out of the research. These involved conceptual and graphic art interpretations probing movement, time, space and signification, which led to an art exhibition at the Wits Art Museum (henceforth referred to as WAM) from 12 June to 14 July 2013. Taxi hand signs are continually evolving as new destinations and narratives arise. Together with the art responses document, this thesis records and promotes the established body of the current taxi hand signs, destinations and narratives, for both sighted and blind people, by providing written, visual and sensory evidence of a cultural phenomenon that was previously uncharted.

A research report submitted to the Faculty of Commerce, Law and Management, University of the Witwatersrand, in partial fulfilment of the requirements for the degree of Master of Management specialising in Entrepreneurship and New Venture Creation / Resistance to technological innovation by its end users is a crucial indicator which highlights information which could be utilised for a successful implementation of an innovation. The adoption of a technological innovation puts in jeopardy the internal environment, culture, identity and traditional practices of an industry. End-users have been known to be receptive to innovations as long as they do not change industry practices and help improve industry performance. This research seeks to address how an industry in the second economy characterised by high poverty, less education and minimum skills adopts and diffuse technological innovations. A survey was conducted and responses from 182 taxi owners was analysed. The research has identified that education, technology experience, relative advantage and trialability influence the probability of adoption. The results indicated that due to the nature of a social system there are different results about innovation attributes and different adopter categories can be identified in different social systems. Education and knowledge need to be addressed in order to formalise and modernise the taxi industry not just taxi owners but for taxi drivers and other members of the social system. The results have indicated that most taxi owners have positive attitudes about the electronic fare collection system. This research can contribute to the actual adoption and diffusion of the electronic payment system in the south African taxi industry. The electronic fare collection system needs to be sold for its commercial benefit to the taxi industry instead of being presented as a regulatory case for change. / MT2017

Thesis (MPA.) -- University of Limpopo, 2012 / The implementation of the Taxi Recapitalisation Programme was articulated by the South African government since 1999, with its estimated time implementation to start in 2005. As at the time of completion of this study the Taxi Recapitalisation Programme was still not absolutely completed. While 2010 was earmarked to be a year to remove all unroadworthy vehicles on the South African public roads, and that has not been completely achieved, especially in the rural areas where roads are not well tarred and constructed. This study investigated the impact that the implementation of the TRP has on taxi queue marshals, taxi rank- street vendors, taxi drivers and taxi-owners as well as their perceptions of the government’s Recapitalisation programme. Both qualitative and quantitative methods were used to collect data from the Greater Mankweng Taxi Association in Limpopo Province, Capricorn district and the Limpopo Department of Roads and Transport. The findings of the study, however differs in terms of the participants categories, but the general perception from the respondents is that the Taxi Recapitalisation Programme is not bringing substantial benefit to those it intends to benefit such as taxi operators, taxi drivers and the government revenue system. The street vendors who are indirect beneficiaries also do not see the impact of the Taxi Recapitalisation Programme on their business.

Despite numerous research efforts and a number of 'friendly' national policies on the field of the informal economy in South Africa, there does seem to be a continuous public policy conflict at local government level in this country. The evolution of the informal economy and the policy crisis at local government level seem to be largely shaped by the legacy of colonialism and racial capitalism. This study focuses on three critical policy areas of informal trading, namely; the taxi industry; the shebeens that belong to the category of home based economy; and street traders. These three are the oldest form of informal economic activities pursued by the Africans (indigenous people). The study will investigate the progress of informal trading as a critical policy area for municipalities made thus far since the democratisation of South Africa in 1994. It confronts the lack of progress by this sphere of government. It concludes by exposing the neglect of the three types of informal trading. It also concludes that the development of sound informal economic policies at municipal level is a prerequisite as there are national policies and legislation that need to be adhered to. The study recognises that despite the development of sound informal economic policies being obligatory, there is an underlying social, political, environmental and economic need for this important process. It finally identifies the specific critical areas that need to be addressed and recommends a policy process that is participatory, credible and progressive. / Thesis (M.Soc.Sc.)-University of Natal, Pietermaritzburg, 2002.

This research was aimed at exploring how taxi violence could be policed effectively within Stanger area. To achieve the objectives of this study the researcher interrogated the strategies that the police use in dealing with taxi violence as well as the impact and the challenges that are faced by police officials regarding this phenomenon. The researcher adopted a qualitative research approach in order to increase her understanding of the knowledge, attitudes, perceptions and beliefs related to taxi violence within Stanger area. The non-probability purposive sample method was used to select the research participants and the focus was on the research participants’ experience and knowledge of the subject matter. The researcher also used semistructured interviews in order to resolve specific questions. The findings were that most of the taxi violence remained unresolved within Stanger area because witnesses were afraid to come forward with information regardless of the anonymous hotline that was created to encourage the reporting of this violence. Consequently, because of a shortage of manpower, resources, uncooperative witnesses and knowledge of matters concerning taxi permits the police and other law enforcement agencies in the area are mainly reactive in attending to taxi violence crimes. The lack of proactivity hampers the success of the initiatives that they (police) put in place to address taxi violence in Stanger. / Police Practice / M.Tech. (Policing)

This study aimed at examining the social and economic effects of the Rea Vaya Bus Rapid Transit system (BRT) on various stakeholders in Johannesburg. The objective of the study was to investigate the effect the Rea Vaya has had on users and non-users of the Rea Vaya system. The findings of this study suggest that the Rea Vaya is beneficial in that it provides an option in modes of transport for commuters, particularly for people who were historically disadvantaged and were not permitted to reside in the city during the apartheid era. BRT systems are designed to provide a safe, reliable and accessible public transport system. The Rea Vaya system is aimed at providing better public transport, reducing congestion, on public roads, improving the roads and creating jobs. The findings have shown that the Rea Vaya has not been successful in meeting all its aims. The Rea Vaya has not managed to provide an accessible transport system thus far. Traffic in the inner city has not been reduced as a modal shift has not yet occurred. Since the inception of the Rea Vaya system there has been resistance from the Taxi Industry. Despite negotiations and attempts made by the Municipality of the City of Johannesburg to include the Taxi Industry in the Rea Vaya system, by making them shareholders of the system, the findings presented affirms that there is still resentment and resistance from the Taxi Industry towards the Rea Vaya system. The loss of revenue since the introduction of the Rea Vaya has caused a challenge for Taxi owners. Not only is it alleged that the Rea Vaya has affected the Taxi Industry, but the Rea Vaya infrastructure has caused a number of problems for private car users in the City. Private car users are inconvenienced by the designated bus lanes and lack of road signage in the city. These conclusions affirm that the Rea Vaya is not beneficial to all stakeholders in the City of Johannesburg. The experiences and opinions of users and non-users suggest that the system has a number of deficiencies. However some users of the system have benefited socially and economically. For some of the users the Rea Vaya has created a few opportunities; however the poor customer service from bus drivers and station staff was seen as a setback. Transit Orientated development in Johannesburg has not yet taken off. The government’s attempts to create mixed land use through the implementation of corridors of freedom are in its infant stages. Businesses across the Rea Vaya station found the Rea Vaya to have both positive and negative effects on their businesses. Some businesses found that the development of stations have added aesthetic value, however due to the frequency of Rea Vaya buses at stations, commuters would not wait for long periods of time and this resulted in fewer customers for businesses across the Rea Vaya station. The Rea Vaya system has provided a safe and reliable transport system in Johannesburg. However, the system is in its infant stages and has a number of deficiencies as presented in the findings of this study. / Geography / M. Sc. (Geography)

This study aimed at examining the social and economic effects of the Rea Vaya Bus Rapid Transit system (BRT) on various stakeholders in Johannesburg. The objective of the study was to investigate the effect the Rea Vaya has had on users and non-users of the Rea Vaya system. The findings of this study suggest that the Rea Vaya is beneficial in that it provides an option in modes of transport for commuters, particularly for people who were historically disadvantaged and were not permitted to reside in the city during the apartheid era. BRT systems are designed to provide a safe, reliable and accessible public transport system. The Rea Vaya system is aimed at providing better public transport, reducing congestion, on public roads, improving the roads and creating jobs. The findings have shown that the Rea Vaya has not been successful in meeting all its aims. The Rea Vaya has not managed to provide an accessible transport system thus far. Traffic in the inner city has not been reduced as a modal shift has not yet occurred. Since the inception of the Rea Vaya system there has been resistance from the Taxi Industry. Despite negotiations and attempts made by the Municipality of the City of Johannesburg to include the Taxi Industry in the Rea Vaya system, by making them shareholders of the system, the findings presented affirms that there is still resentment and resistance from the Taxi Industry towards the Rea Vaya system. The loss of revenue since the introduction of the Rea Vaya has caused a challenge for Taxi owners. Not only is it alleged that the Rea Vaya has affected the Taxi Industry, but the Rea Vaya infrastructure has caused a number of problems for private car users in the City. Private car users are inconvenienced by the designated bus lanes and lack of road signage in the city. These conclusions affirm that the Rea Vaya is not beneficial to all stakeholders in the City of Johannesburg. The experiences and opinions of users and non-users suggest that the system has a number of deficiencies. However some users of the system have benefited socially and economically. For some of the users the Rea Vaya has created a few opportunities; however the poor customer service from bus drivers and station staff was seen as a setback. Transit Orientated development in Johannesburg has not yet taken off. The government’s attempts to create mixed land use through the implementation of corridors of freedom are in its infant stages. Businesses across the Rea Vaya station found the Rea Vaya to have both positive and negative effects on their businesses. Some businesses found that the development of stations have added aesthetic value, however due to the frequency of Rea Vaya buses at stations, commuters would not wait for long periods of time and this resulted in fewer customers for businesses across the Rea Vaya station. The Rea Vaya system has provided a safe and reliable transport system in Johannesburg. However, the system is in its infant stages and has a number of deficiencies as presented in the findings of this study. / Geography / M. Sc. (Geography)