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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

M. Tech. Business Information Systems / The operation and management of privately-owned public transport (the taxi industry to be precise) in many countries, South Africa included; is increasingly challenging. Over the years, the taxi industry in South Africa has been characterized by many challenges such as violence, resulting from maladministration and lack of regulations. In addition, this could be attributed to irregularities and lack of formal approach within which the privately-owned public transport (taxi) operates. Another problem with the irregularities in the industry is handling physical cash by taxi drivers. This creates room for funds spillage and financial management challenges, resulting in conflict between taxi drivers and their employers. There is also an issue of taxation, which is a challenge to the Government. Due to the irregularities, the way in which the industry is operated, the operators have failed to comply. The goal of this research is to develop an ICT seamless Model for handling electronic payment for privately-owned public transportation in Gauteng.

published_or_final_version / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

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

published_or_final_version / Public Administration / Master / Master of Public Administration

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.