Search

The Covid-19 outbreak in late 2019 illustrated how biological facts and social processes often intersect to account for differential epidemiological patterns of disease outbreak. In South Africa, existing social, political and economic factors intersected with the Covid-19 pandemic in particular ways to exacerbate the existing precarity of those who generate income from the informal sectors, such as minibus taxis. The informal minibus taxi industry is the backbone of the public transport system in the country as it makes up 70% of daily commutes. It also attracts mostly black urban youth who cannot be absorbed by the formal sector and employs approximately 300 000 minibus taxi drivers. In this study, I investigated the stories of minibus taxi drivers during the Covid-19 pandemic to assess their responses to health emergencies such as Covid-19. The everyday lived experiences of minibus taxi drivers make them vulnerable to contracting airborne diseases, including Covid-19 and tuberculosis. In addition, the government's response to the Covid-19 outbreak further deepened the precarity of minibus taxi drivers' employment as it restricted their operations and loading capacities. This structural violence to which my interlocutors were exposed is born out the deep inequality that characterises the larger South African society. [ABSTRACT FROM AUTHOR]

Minibus taxis, a form of informal shared mobility that carries up to 16 passengers, is the main mode of public transport in sub-Saharan Africa, and given global trends, a large-scale shift to electric paratransit is imminent in the coming decades. Modeling the energy consumption (kWh/km) of electric vehicle (EV) fleets is a pre-requisite for planning for fleet deployment, especially in energy-constrained contexts. Given the paucity of EVs in sub-Saharan Africa, ground-truth data on the energy consumption of electric paratransit does not exist for many developing contexts. Consequently, GPS tracking data on internal combustion engine (ICE) versions of these vehicles is often used to estimate the energy consumption of an electric equivalent. To date, only per-minute GPS tracking data has been captured on these vehicles and used for energy consumption estimates. But this sampling frequency is insufficient for accurate energy consumption estimates, especially given the unique micro-mobility patterns of minibus taxis that are characterized by many rapid acceleration/deceleration events in quick succession. Although simulators can be used to interpolate between the dataset, they have been shown to be inaccurate in the regional context. This article presents a dataset of high-fidelity micromobility data captured on minibus taxis in transit on four typical route types: inter-city, intra-city, uphill, and downhill. The main objective was to estimate energy requirements for the eventual electrification of these vehicles, the data was thus processed according to an electro-kinetic model. This high-fidelity mobility data was captured by “standardised passengers” with bespoke GPS-location logging devices sampling at 1 Hz. Trips on the four route types were recorded and saved in six folders – three routes, each in two directions, with one route being uphill in one direction and downhill in another. Each of the six folders have subfolders for time of day – morning, afternoon, and evening. In total 62 trips were recorded with varying durations, depending on the traffic and route length.

The survey data contain information on the socio-economic characteristics and intention of electric vehicle (EV) adoption amongst paratransit owners and drivers, to address knowledge gaps and inform policy-making in paratransit electrification. The data were collected by distributing a Microsoft Forms survey questionnaire among paratransit owners and drivers in and around Cape Town, South Africa. The questions in the survey were designed to gain information, and to provide information on the latent constructs of the behavioural framework constructed in “Electric vehicle adoption intention among paratransit owners and drivers in South Africa”. The data were used in the aforementioned paper to shed light on the attitudes, barriers, and enablers to EV adoption in the paratransit sector, providing insights for targeted interventions and promoting sustainable mobility. The data can be re-used for more in-depth studies of, as well as comparative studies assessing the socio-economic profiles and EV perceptions of paratransit owners and drivers in vs. other regions, and longitudinal studies benchmarking changes in EV perceptions in these demographics over time. Comparative studies could identify regional variations, cultural influences, and policy implications for promoting EV adoption in different contexts, and longitudinal studies can assess the effectiveness of interventions, policy changes, or technological advancements on EV adoption in the paratransit sector over time.

For many rural communities in lower-income countries, paratransit services are commonly used. Their service quality is widely debated. There are limited alternative modes, while on-demand mobilities are an option. Some travelers hitchhike and are seen via social media, despite its widely constructed contentiousness. Hitchhiking is, generally, understudied, while social media is also an emerging research field. This paper aims to explore rural (long-distance) hitchhiking demand in South Africa (SA) and compare hitching supply with the commonly used paratransit service, i.e., minibus taxis. Ultimately, probe and encourage assessments of (rural) Mobility-as-a-Service (MaaS), in the context of lower-income countries. The chosen case study is the Waterberg District Municipality in Limpopo Province (SA). Quantitatively described primary data includes the random one-on-one hitcher interviews (m = 429), social media hitcher (n = 418) and driver (o = 93) posts, and a full day observation of all paratransit services from each of the six rural towns in the case study. The results yield ride characteristics, travel arrangements, waiting times, travelling period and mobility satisfactory factors. More empirical evidence is needed to inform policymakers regarding the establishment of or investment in institutions to develop strategies and enforce the transit-competitions and multimodal information technology system that is user-centric – (rural) MaaS. This study makes a valuable contribution to lower-income community traveler’s needs and challenges, with potential political and technological interventions.

Background: Freedom of movement, which is dependent on community mobility, is a key contributor to good quality of life and important in the establishment of a person’s community identity. Objective: To describe the community mobility experiences of wheelchair users who lived in a socio-economically challenged setting. Method: The study setting was Paarl, a peri-urban area of the Western Cape province of South Africa. This article reports findings from phase 1 (a reflection on past community mobility and minibus taxi use experiences) of cycle 1 of a co-operative inquiry. Nine adult wheelchair users, eight caregivers, six minibus taxi drivers, and four community stakeholders participated. Data were collected during a focus group discussion and analysed using inductive thematic analysis. Results: Four themes, ‘Knowledge, attitudes, and actions’, ‘Natural, manmade and mechanical environmental barriers’, ‘Health and safety concerns’ and ‘Poor community participation and quality of life’ were identified. The themes showed how difficult an everyday activity like moving around in the community were for wheelchair users, and how that limited their community involvement. Conclusions: Wheelchair users living in a low-income peri-urban area struggled to participate in community activities meaningful to them because various barriers hampered community wheelchair mobility and minibus taxi use. Contribution: The findings regarding community mobility struggles and specifically minibus taxi access guided specific recommendations and the further phases and cycles of the co-operative inquiry. The purpose of the co-operative inquiry was to allow co-researchers to find their voice and develop solutions to minibus taxi access for wheelchair users.

Minibus taxis, a form of informal shared mobility that carries up to 16 passengers, is the main mode of public transport in sub-Saharan Africa, and given global trends, a large-scale shift to electric paratransit is imminent in the coming decades. Modeling the energy consumption (kWh/km) of electric vehicle (EV) fleets is a pre-requisite for planning for fleet deployment, especially in energy-constrained contexts. Given the paucity of EVs in sub-Saharan Africa, ground-truth data on the energy consumption of electric paratransit does not exist for many developing contexts. Consequently, GPS tracking data on internal combustion engine (ICE) versions of these vehicles is often used to estimate the energy consumption of an electric equivalent. To date, only per-minute GPS tracking data has been captured on these vehicles and used for energy consumption estimates. But this sampling frequency is insufficient for accurate energy consumption estimates, especially given the unique micro-mobility patterns of minibus taxis that are characterized by many rapid acceleration/deceleration events in quick succession. Although simulators can be used to interpolate between the dataset, they have been shown to be inaccurate in the regional context. This article presents a dataset of high-fidelity micromobility data captured on minibus taxis in transit on four typical route types: inter-city, intra-city, uphill, and downhill. The main objective was to estimate energy requirements for the eventual electrification of these vehicles, the data was thus processed according to an electro-kinetic model. This high-fidelity mobility data was captured by "standardised passengers" with bespoke GPS-location logging devices sampling at 1 Hz. Trips on the four route types were recorded and saved in six folders - three routes, each in two directions, with one route being uphill in one direction and downhill in another. Each of the six folders have subfolders for time of day - morning, afternoon, and evening. In total 62 trips were recorded with varying durations, depending on the traffic and route length., (© 2024 The Author(s).)

Background: Freedom of movement, which is dependent on community mobility, is a key contributor to good quality of life and important in the establishment of a person's community identity., Objective: To describe the community mobility experiences of wheelchair users who lived in a socio-economically challenged setting., Method: The study setting was Paarl, a peri-urban area of the Western Cape province of South Africa. This article reports findings from phase 1 (a reflection on past community mobility and minibus taxi use experiences) of cycle 1 of a co-operative inquiry. Nine adult wheelchair users, eight caregivers, six minibus taxi drivers, and four community stakeholders participated. Data were collected during a focus group discussion and analysed using inductive thematic analysis., Results: Four themes, 'Knowledge, attitudes, and actions', 'Natural, manmade and mechanical environmental barriers', 'Health and safety concerns' and 'Poor community participation and quality of life' were identified. The themes showed how difficult an everyday activity like moving around in the community were for wheelchair users, and how that limited their community involvement., Conclusions: Wheelchair users living in a low-income peri-urban area struggled to participate in community activities meaningful to them because various barriers hampered community wheelchair mobility and minibus taxi use., Contribution: The findings regarding community mobility struggles and specifically minibus taxi access guided specific recommendations and the further phases and cycles of the co-operative inquiry. The purpose of the co-operative inquiry was to allow co-researchers to find their voice and develop solutions to minibus taxi access for wheelchair users., Competing Interests: The authors declare that they have no financial or personal relationships that may have inappropriately influenced them in writing this article., (© 2024. The Authors.)

The survey data contain information on the socio-economic characteristics and intention of electric vehicle (EV) adoption amongst paratransit owners and drivers, to address knowledge gaps and inform policy-making in paratransit electrification. The data were collected by distributing a Microsoft Forms survey questionnaire among paratransit owners and drivers in and around Cape Town, South Africa. The questions in the survey were designed to gain information, and to provide information on the latent constructs of the behavioural framework constructed in "Electric vehicle adoption intention among paratransit owners and drivers in South Africa". The data were used in the aforementioned paper to shed light on the attitudes, barriers, and enablers to EV adoption in the paratransit sector, providing insights for targeted interventions and promoting sustainable mobility. The data can be re-used for more in-depth studies of, as well as comparative studies assessing the socio-economic profiles and EV perceptions of paratransit owners and drivers in vs. other regions, and longitudinal studies benchmarking changes in EV perceptions in these demographics over time. Comparative studies could identify regional variations, cultural influences, and policy implications for promoting EV adoption in different contexts, and longitudinal studies can assess the effectiveness of interventions, policy changes, or technological advancements on EV adoption in the paratransit sector over time., (© 2024 The Author(s).)

Die minibus taxi bedryf in Suid-Afrika is ’n belangrike afdeling van die vervoerstelsel, en daarom is dit ’n beduidende faktor in die nasionale ekonomie. Sedert die middeltagtiger jare het hierdie bedryf binne ‘n eie stel reëls en regulasies ontwikkel, in dié mate dat dit betrokke geraak het by wetteloosheid. Verskeie gewelddadige ‘taxi oorloë’ het al plaasgevind. In baie dele van die land is daar min alternatiewe openbare vervoerstelsels. Daarom het die eienaars wat die bedryf beheer, die gesamentlike mag ontwikkel om die regering se pogings om kontrole uit te oefen, te ontduik. Baie regeringsamptenare blyk betrokke te wees by taxi-sindikate. Die regering se taxi herkapitaliseringsprogram het ten doel om die swak beeld en veiligheidsrekord van die taxi-bedryf te verbeter, en om opnuut die mag af van die regering te druk op die toekenning van hulpbronne in die sektor. Hierdie inisiatief mag heel moontlik op ’n mislukking afstuur. ’n Meer pragmatiese oplossing sou kon wees om die bedryf te dereguleer, in samehang met effektiewe polisiëring, sodat die mag van die beherende partye in die bedryf aan bande gelê kan word.

Abstract: The City of Johannesburg, South Africa, implemented the first phase of its Bus Rapid Transit (BRT) system named Rea Vaya between 2009 and 2011. The system design and organisational arrangements drew heavily on precedents from South America, especially insofar as BRT is used as an instrument for securing the transformation and formalisation of a fragmented and problematic informal public transport industry. Despite the inevitable transition problems, the formalisation scheme appears to be generally successful – an outcome that surprised many analysts as it follows a long history of mistrust, resistance, and unsuccessful interventions between government and the minibus taxi industry. The paper offers an analysis of the reasons for the successful transformation of participating taxi operators, by using a life-cycle analogy. We argue that the minibus-taxi industry in South Africa has reached a state of stasis and maturity, with limited opportunities for further growth in its present form. BRT, as it is implemented locally, offers opportunities for re-invention – for moving onto new a potential growth trajectory – by overcoming the binding constraints of informality and by opening up new markets to operators. The life-cycle analysis also offers some insights into critical success factors that, if not met in the long run, could jeopardise the longevity and scalability of the formalisation project. The paper concludes with insights regarding the planning and management of BRT systems to maximise their potential for leveraging the formalisation of informal operators, both in South Africa and in other developing countries. [Copyright &y& Elsevier]

Copyright of New Contree is the property of African Online Scientific Information System PTY LTD and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Abstract: In South Africa, a restructuring of the public transport system is currently under way. In the bus industry the tender for contract system is being implemented, the commuter rail sector is being recapitalised and the minibus taxi industry recapitalization programme is in its early stages. Progress with policy implementation across the modes of transport, modal split trends and issues that hamper the full development of the public transport industry are discussed in this paper. Medium to long term policy and strategy initiatives that will further inform the development of the industry are also highlighted in this chapter. [Copyright &y& Elsevier]