The government recently affirmed its commitment to scrapping 80% of old taxis by 2010, under its R7,7-billion taxi recapitalisation programme announced almost eight years ago. Despite this lengthy period, many in the industry are still dissatisfied, saying the recapitalisation programme was implemented too hastily and without sufficient consultation.
”What the left-hand side is doing, the right doesn’t know about,” says Roodepoort-based taxi owner Peter Mabe, expressing his discontent with the handling of the situation. Like many others, Mabe (40) started in the taxi industry as a driver almost 20 years ago. He now owns a small fleet of minibus taxis that run from the West Rand all the way to the Johannesburg CBD.
He sees no sense in the government implementing a recapitalisation programme when it ignores issues such as roads and infrastructure in the poorer peripheral communities that taxis usually serve.
Driving through a 10km area in Bramfisherville, near Roodepoort, among the shacks and makeshift council houses there is only one stretch of tarred road; the rest are dirt roads that make for a bumpy, dusty ride through the settlement.
There are unmarked collection points throughout the area, and local taxi operators ferry at least 30 loads of people each morning and evening to the surrounding areas.
”No buses go here; there is no other public transport except taxis,” Mabe says, ”but the government is doing nothing about infrastructure. Even brand-new taxis go everywhere, in these bumpy areas, and it contributes to cars being worn out before their life expectancy.”
Cash for taxis
Under the recapitalisation programme, the government has called on operators to scrap their worn-out vehicles, in return for a R50Â 000 cash allowance that should ideally be invested in a new vehicle. According to the original plans, after the scrapping period passes, those ”wrecks” that have not been scrapped will face impoundment.
But many in the industry are concerned that these plans do not take their issues to heart, such as the difficulty in maintaining vehicles under unsuitable conditions, and the effect that new modes of transport will have on the taxi business.
The National Taxi Alliance (NTA), the main national body opposed to the recapitalisation, submitted a list of grievances to the Transport Department late last year, most of which still stand. Among others, it proposed an increase in the R50Â 000 scrapping allocation, as financial assistance for operators needing to purchase the new, more expensive vehicles proposed by the government.
Sicelo Mabaso, chairperson of the NTA, says the government’s plans, particularly in Johannesburg, will discourage the use of taxis. ”[The taxi industry] were not given any options in some cases; we were told, ‘This is happening; you are in or out.’ There are no alterations to local government plans,” he says.
The government maintains it is engaging with all players in the taxi industry, but affiliates of the NTA feel largely excluded. ”We are not represented in the negotiations,” taxi owner Mabe says.
The NTA has affiliate organisations around the country, but is not the main body recognised by the government. The South African National Taxi Council (Santaco) represents the nine regional taxi councils and is the officially recognised body. However, the NTA claims that its concerns represent the majority of taxi organisations.
While both bodies have concerns about taxi recapitalisation, Santaco is still largely in favour of the process. Its main complaint is that the government is taking too long to implement it fully.
City transport
At its recent Inner-City Summit, the City of Johannesburg prioritised the transport sector, and commitments were made to formulate a world-class transport system, including the Bus Rapid Transit (BRT) distribution service — a series of midi buses that will run continuously along set routes through the city.
”The BRT is our main transport intervention going forward,” says Rehana Moosajee, the city’s mayoral committee member for transport. ”And our intention is to firmly encourage taxi operators to move into companies and to get involved in BRT.”
Although the plans have not yet been finalised, Moosajee says it may include the use of taxis as feeder modes into the CBD, where transport systems like the BRT and the newly announced Johannesburg-Soweto monorail would be greatly utilised.
But this is a concern for the taxi industry. ”If you look at it, the [city’s] plan does not involve taxi operations; it’s more about buses and trains — Taxis will only participate in a feeder scheme, for short distances,” the NTA’s Mabaso says.
Moosajee maintains the minibus taxi industry will still run. ”We want to engage the industry’s meaningful players in mainstream transport provision. Our intention is not to wipe out the taxi industry; our intention is to integrate it for a commuter- and environmentally friendly system.”
As part of this integration, there are plans to implement a one-ticket system that commuters will use for buses, trains and taxis. This will also see taxi routes coming under the control of city authorities. For the City of Johannesburg in particular, operators will be contracted out and paid per vehicle, per 50km.
But taxi owners like Mabe are not impressed. ”Commuters are always in a hurry,” he says. ”The [BRT] buses will work in intervals and they won’t have to wait to be full like taxis do. The new buses also have dedicated lines; they will be moving fast. Taxis have to use normal lanes with everyone else, and it will create problems.”
Money matters
Also, it is a misconception that taxi owners earn a lot of money, Mabe says. Although each 15-seater minibus taxi earns about R10Â 000 per month, owners are left with about R2Â 000 per vehicle after paying maintenance costs, petrol and driver salaries.
”Now we will lose a lot of money; about 60% of what one is having we will lose,” he says. ”Things like operational costs of the buses, integrated [ticket] prices [and] BRT routes will affect our business — This is an exit point for us in the taxi industry.”
He adds: ”We understand that government wants to alleviate [transport] problems, but at whose expense? The community depends on these people [in the taxi industry] as breadwinners,” Mabe says. ”So who is going to lose?”
However, unless Johannesburg’s public transport improves, says the city’s Moosajee, ”people will buy more cars and this will exacerbate the situation. We have to up the scale in the level of service, whether it be bus, train or taxi.”
Countrywide, similar efforts won’t easily be scuppered by opposition. ”We will continue to have these discussions about clarifying the [recapitalisation] process. But there will be no changes; it has been decided on,” says Collen Msibi, spokesperson for the national Department of Transport.
He says 10 scrapping centres have already been established nationwide, with more than 2Â 000 vehicles scrapped and about R117-million paid out to operators.
Despite this, members of the NTA say they will be taking the matter to court if their concerns are not effectively addressed. ”We are not in the recap process,” Mabe affirms. ”We can’t be a part of something we know will be detrimental; we can’t take poison.”