AfriForum

Taxi

Report

2009

Study commissioned by AfriForum and

compiled by Dr Piet Croucamp, University of Johannesburg
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 Bernadine Kruger

"I was driving in a westerly direction. The traffic was heavy and we were moving
very slowly. I saw the girl on her little scooter going in an easterly direction. She
was in the left-hand lane. Then I saw the taxi speeding up behind her and hooting
at her. Just as she wanted to change lanes, he hit her full-on. I saw her mouth
open when he hit her. She fell and then he drove over her. It wasn't a pretty sight."

– Hugo Vermaak, a witness to the accident of Bernadine Kruger

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Table of Contents

1. Introduction 3
2. Intentions of the report 4
3. Brief review of the social origins and history of the taxi industry 5
4. The objectives of traffic law enforcement 7
5. Recommendations 7
6. Conclusions 10
7. Addendum of letters sent to AfriForum 12

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1. INTRODUCTION

The Traffic Offence Survey of 2003 assessed the presence of traffic officers on South Africa’s
roads. The report reflected a particular concern that “traffic officers were observed only 5
times over a total distance of 4 600 kilometres, travelled over a period of about 2½ months on
the inter-city and inter-provincial road network”. In only three of their observations of law
enforcement officials, these officials were involved in active law enforcement operations. In
the context of the lawlessness experienced on South Africa’s roads, enforcement (or the lack
thereof) seems to go to the heart of the problem. It not only reflects on the shortage of law
enforcement personnel, it also reflects on the levels of performance in the country’s system of
policing. More recent data is very difficult to obtain, no comparative evidence exists to testify
to an improvement in this regard since the report’s publication in 2003.

The taxi transport industry, and the state’s interest in its formalisation (from the informal
economy to the formal economy), have been in the political and public discourse well before
the political transition, and since 1994 the state has indeed renewed its endeavours to embed
a regulatory framework of stability in and control of an industry which daily transports more
than 60 per cent of all commuters in South Africa. The fact that these endeavours are still
largely contested by various role-players in the industry, and that the industry is still plagued by
violence, as well as an absence of sufficient consensus as regards a regulatory framework for
the industry, testifies to the complexities of the relationship between the state’s authority and
volatile societal/economic interests.

A matter of grave concern, however, is the extent to which the confrontational and often violent
behaviour of the taxi industry permeates the rights of law-abiding road users specifically, but
also the broader public in general. A study conducted by the Automobile Association of South
Africa (AA) recorded approximately 70 000 minibus taxi crashes, which indicates that taxis are
involved in twice the number of accidents of all other road users combined. The frequent
disregard for rules, regulations and legislation by taxi drivers have entrenched a perception of
lawlessness about the industry, which not only has consequences for the viability of the
industry, but also impacts on the behaviour of other means of transport. The media often
report about instances of road rage and physical confrontations between motorists and taxi
drivers, and aggressive driving by taxis have led to the (valid) perception of South Africa’s
roads being inordinately unsafe and dangerous. Complaints by motorists of being intimidated
by taxi drivers at accident scenes are too numerous and substantiated by witnesses to ignore.

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In brief, the concerns above serve as the motivation for this report. It is, however, also true
that this research was initiated in the aftermath of the tragic death of Bernadine Kruger, a 16-
year-old girl, who had been on her way to school. The driver of the taxi that was responsible
for her death, was found guilty of murder on 10 September 2009. Her death, for many, was
another reminder of the treacherous conditions faced by road users in South Africa.

2. INTENTIONS OF THIS REPORT

The complexities of regulation and control, as regards the taxi industry of South Africa, not
only reflects the curious configuration of a convoluted conundrum, but it also seems to be
assumed to be an enduring feature of the political and economic architecture of state-societal
relations in South Africa. This report is not intended to add to that discourse. AfriForum,
however, believes that a sufficient statutory and regulatory framework does exist at the sphere
of local and municipal governance, and should compliance with the existing road traffic and
transport regime be enforced, the behaviour of the taxi industry could be changed significantly.
The recommendations of this report are therefore aimed at contributing to the discourse on the
need for implementation of an existing regime.

The disorderly behaviour of taxi drivers, however, has a particular historical and social origin.
It may well not be possible to fundamentally alter the behavioural features of the industry – or
taxi drivers – without implanting a regime of control, negotiated and agreed upon by all vested
interests, on the industry as a whole. For instance, unless the system of remuneration is
changed, taxi drivers will continue to subvert road regulations and rules in an effort to
supplement their income. The highly competitive nature of the informal transport economy,
largely due to the inordinate number of taxis entering the market, puts enormous pressure on
the owners of vehicles to maximize profits by minimising running costs, including the
remuneration of drivers. This dynamic has been negotiated between labour unions (mainly the
South African Transport and Allied Workers’ Union – Satawu), the Departments of Transport
and Trade and Industry, and the representatives of the taxi industry (amongst others the South
African National Taxi Council – Santaco), for years now, and a solution does not seem to be
imminent. AfriForum, therefore will in this report merely review the history of the industry for
the purposes of contextualizing its understanding of the problem of disorder on the country’s
roads.

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3. BRIEF REVIEW OF THE SOCIAL ORIGINS AND HISTORY OF THE INDUSTRY

The multi-billion-rand minibus taxi industry carries over 60 per cent of South Africa’s
commuters. The industry is almost entirely made up of kombi-like buses with a passenger
capacity of 16 to 24 seats – more recently vehicles with up to 40 or more seats have begun to
emerge on the longer distance routes. These commuter buses often do not comply with
roadworthy regulations, and all too often do not meet with minimum safety standards and
regulations required for passenger transport. Minibus taxi drivers are well-known for their
disregard for the road rules and their proclivity for dangerously overloading their vehicles with
passengers.

Prior to 1987, the taxi industry was highly regulated and controlled by the state, and black taxi
operators were declined permits more for political than operational reasons. Post 1987, the
industry was rapidly deregulated, leading to an influx of new minibus taxi operators, keen to
make money from the high demand for this service. Because the industry was largely
unregulated and the official regulating bodies either too weak to enforce regulatory
compliance, or all too often viewed as corrupt by taxi operators, the industry became
exceptionally violent and perhaps even criminal. Due to an ineffective, unregulated market,
and the fierceness of competition for passengers and lucrative routes, taxi operators banded
together to form local and national associations. These associations soon became engaged in
anti-competitive price-fixing, exhibited mafia-like tactics, resolved to hiring hit-men to eliminate
opposition. In areas in Gauteng and the Western Cape, a connective tissue emerged between
the organised drug trade and gang warfare.

The economic drivers for the wars were intertwined with political unrest around the time of the
fall of apartheid in 1994. Commuters were regularly the target of political violence which
proliferated throughout South Africa. Often, the warring factions involved were from opposing
political parties such as the IFP and ANC. In the years leading up to the abolition of apartheid,
the government was accused of having actively encouraged this violence so as to destabilise
its political opposition. This opportunistic presence of the state exhibited a remarkable
institutional continuity, for example: in 1998, 13 police officers were charged with complicity in
taxi violence, and in August 2009, the new Commissioner of Police, Bheki Cele, expressed his
concern about the continued role and presence of government officials in the instabilities within
the taxi industry.

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Between 1994 and 1999, a total of 1 439 people died and a further 2 151 were injured in
violence attributed to the hostilities between taxi associations in South Africa. During 1996,
deaths (312) and injuries (616) reached a peak due to violent confrontations in the KwaZulu-
Natal Midlands and disputes between taxi associations over routes and ranks in and around
Johannesburg. In Gauteng, after 1997, Soshanguve became a flashpoint, and remained so
for another four years. During 1996, the National Assembly of South Africa adopted the final
Constitution of the Republic and appropriately also initiated a statutory framework for co-
operation between the taxi industry and the state (the National Taxi Task Team – NTTT).
During this time, allegations of state involvement in the protracted conflict and violence in the
industry was widely reported in the media, but perhaps more sinister was that fact the
dominant role-players in the industry raised similar allegations at public meetings held by the
NTTT. In many respects, the consequences of the conflict were more profound than dead
bodies and proliferating crime statistics. It also went to the heart of governance in a post-
conflict society. Apart from the systemic corruption – described as such with significant
justification by numerous research reports, as well as the findings of the NTTT Report – the
opportunistic relational architecture of conflict and violence in the industry also had detrimental
and divisive consequences for the South African Police Service (SAPS), as well as the state
departments involved with the regulation of the transport industry.

It is an unfortunate reality that the agreements, compromises and truces between dominant
role-players in the industry, or between the state and the industry, aimed at resolving the
conflict in the industry, are continuously challenged and renegotiated as conditions and the
demands of dominant role-players vary or change. In this regard, it is unfortunate that few of
the recommendations of the well-intended NTTT could be institutionalized. In a theoretical
parlance, the continued confrontational nature of the taxi industry may well be due to the
weaknesses associated with libertarian state formation in post-conflict societies. With the
inception of the new Constitution, a democratic dispensation needed to be implanted and
nurtured in a society devoid of the required social capital (connective tissue) and consensus,
which, it is assumed, underlie a constitutional state. In this regard, the taxi industry of South
Africa has been a very good example of a social and economic phenomenon defying the
dominance of the state, and forcing the latter into compromises on the rules, regulations and
values of the country’s political economy. Amongst its other features, the taxi industry has
emerged not only as an important social partner/contender in the state’s democratic project,
but it has also negotiated – and often renegotiated – its participation, and regime preferences,
in the policy formulation process.

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4. THE OBJECTIVES OF TRAFFIC LAW ENFORCEMENT

The objectives of traffic law enforcement should be:

• Preventative – while punishing offenders, especially repeat offenders, is important, the

tragic consequences of not enforcing preventative measures too often precede
punishment.
• Active visibility of traffic enforcement should be increased. Too often busy intersections
are unattended, especially so in cases of so-called electricity blackouts.
• The enforcement of traffic offences shuld be considered as critical and listed as such.
• All too often the road-using public expresses a lack of trust and confidence in traffic and
law enforcement officials. While this will be addressed by a greater efficiency on the
part of the police and metro-police, a campaign initiated by the state to convince the
public of an acceptable level of law enforcement, is important.
• The response time of officials is a grave concern amongst the public, and is often
mooted in the media as evidence for an absent and inefficient state. This problem is
partially rooted in the limited number of officials available, but perhaps more so due to
inadequate patrol schedules.
• Traffic congestion is often a specific reason for taxis to transgress road laws and
regulations. Prudent personnel management alone may not resolve the occurrence of
traffic congestion, but may instil a degree of order which will address the most serious
safety concerns of road users. A master-plan of flashpoints, particularly busy
intersections, and areas where taxis are concentrated in large numbers, will allow
officials to pre-empt problematic situations.

5. RECOMMENDATIONS

1. Traffic law enforcement must be declared an emergency and essential service.

2. The taxi industry should be included in a broader framework of authority and control,
such as, for instance, the Bus Rapid Transport System (BRT). If time-schedules and
loading zones are determined and enforced by municipalities, as is envisaged for the
BRT system, the motivation for speeding will be reduced. In this respect, the
government already has the support of the biggest labour union (Satawu), who on
numerous occasions voiced their support for the inclusion of the taxi industry into the
BRT system.

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3. Ideally, taxis should be, by law, forced to use recognized ranks (determined by local
councils) and existing bus-stops when loading passengers. For the purposes of the
BRT system, these passenger loading zones will be increased to allow for frequent
stops. Local councils should consider extending such facilities beyond the
infrastructure in support of the BRT system. As it is, commuters are allowed to board a
taxi almost anywhere, a practice which is a tremendous inconvenience to other road
users, as well as being a particularly dangerous traffic violation. While taxi drivers will
have to be policed to conform to the law in this regard, commuters will have to be
educated through a public awareness campaign of the dangers of the practice, and the
advantages of a more ordered system. It will however be important to focus on both
taxi drivers and commuters.
4. The remuneration regime of taxi drivers, more often than not, includes a basic salary,
which is then supplemented by an amount, varying depending on the number of
passengers transported. This practice is largely an incentive for taxi drivers not only to
speed, but it also encourages other equally dangerous traffic violations, such as
ignoring red traffic lights. The Departments of Public Works, Trade and Industry, and
Labour, as well as trade unions and the taxi industry have been negotiating the
remuneration regime at various forums, over a number of years, and still no alternative
system could be concluded. A Sectoral Determination for the taxi sector, suggested by
both the state and Satawu – even launched in 2005 by Minister of Labour,
Mr Mdladlana – have been resisted by large taxi associations for more than a decade.
If, however, operating practices, route allocation and the positioning of ranks become
an extension of the BRT system, the possibility of changing to a fixed system of
remuneration system also emerges.
5. Conclusions of an exploratory study conducted during June-July 2009 by the
Department of Politics of the University of Johannesburg suggested that visible policing
still remains the most effective deterrent for traffic violators. At particularly busy and
dangerous intersections monitored in the suburbs of Linden and Emmerentia, almost no
traffic violations occurred during a two-hour period (from 06:30 to 08:30) with the metro
police stationed in clearly visible positions. On subsequent days, with the metro police
not in position, one in five taxis either crossed the red traffic signal, or overtook in a
manner dangerous to other road users in an effort to circumvent the peak-hour
congestion at these intersections. While it is impossible for law enforcers to monitor all
busy intersections in urban metropoles, it may be worth reconsidering the management
of point’s men and police to ensure that a perception prevails of all areas being
monitored in some or other way. A further suggestion would be for a camera monitor-

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 system at targeted intersections, which do actually lead to legal action being instituted
against the identified offenders. If such a system is implemented, in conjunction with
the proposed point-system, whereby (taxi) drivers may eventually loose their licenses
for repeating road traffic violations, it may well inhibit the perception of an absent
system of policing and a porous road traffic regime.
6. The efficiency of the National Traffic Call Centre should be evaluated and its
functioning and purpose should be explained to the public through an awareness
(advertising) campaign.
7. The main objective of traffic patrols is to reduce lawlessness and road accidents.
Systems should be in place to regularly measure and monitor the extent to which these
two objectives have been achieved. Public trust and confidence will increase
exponentially if these measures not only prove to be successful, but are regularly
communicated to road users. During December 2005 and January 2006 the Road
Traffic Management Corporation reported that as part of a survey provincial traffic
officers in six of the nine provinces indicated they had “issued 304 298 tickets for
speeding and arrested 954 drivers at roadblocks for driving under the influence”. So-
called “moving violations”, which refer to illegal and unsafe overtaking, ignoring traffic
signals, and general disregard for traffic signs, netted only 3 330 tickets. Obviously
municipalities regard certain categories of transgressions as easy money, while the
more dangerous traffic offences, which contribute disproportionately to deaths on the
roads, are not policed as rigorously. This, is a management problem, and needs to be
addressed at the highest levels of decision-making.
8. South Africa’s road infrastructure is not designed to provide for needs specific to the
taxi industry. Except for bus terminals and taxi ranks, no provision is made for taxis to
load passengers. With the formulation on policy for the BRT-system, the taxi industry
should be drawn into the processes and procedures of the system’s evolvement,
ensuring that the latter comply with the safety standards and organizational behaviour
of the BRT system. In other words; taxis must use the infrastructure of the BRT-
system, with no alternative loading zones. In this way, commuters will be educated to
use terminals, and not attempt to stop taxis at areas dangerous to other road users.
9. The Taxi Recapitalisation Process and the BRT-system should be combined as a
process to provide for incentives for Santaco (South African National Taxi Council) and
the NTA (National Taxi Alliance) to cooperate with state towards regulation. This will
not only facilitate the formalisation of the industry, but also subject it to the regulatory
regime of the state. Regulation will precede control and compliance, without which
road safety endeavours may well end up meaningless. The process is already

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 underway, as announced by the Minister of Transport, Endeavours Ndebele, on
26 June 2009. Meetings were facilitated with the leadership of the National Taxi
Alliance (NTA), the most dominant taxi association opposing the BRT-system and the
Recapitalisation Programme. The consultations were broad-based and included
provincial departments as well as a large number of municipalities. Referring to a
“CODESA” of the taxi industry, he announced five strategic areas of concern and
action:

a) Implementing the Bus Rapid Transport (BRT) system and other Integrated
Public Transport Network (IPTN) projects.
b) Taxi subsidisation and the Taxi Recapitalisation Programme.
c) Legislation, licensing and regulatory issues.
d) Enterprise development.
e) Communication and stakeholder engagement.

The only concern pertaining to the process is that road safety seems not be addressed
specifically at all. The Department of Transport seems to suggest that the CODESA-process
assumes a regulated industry to be a compliant industry.

6. CONCLUSION

The public perception of lawlessness in the behaviour of taxi drivers is real and of great
concern. The extent of trauma and rage experienced by motorists and other road users is
more than just anecdotal, it relates to an industry that is unregulated and uncontrolled. The
problem goes beyond the attitude of individual taxi drivers; it originates in the social relations
within the industry, but is also reflective of the relationship between the state and the taxi
industry. Municipalities and the local sphere of governance are under tremendous stress to
govern efficiently, root out corruption and control the often volatile interest within communities.
The fragile and under-resourced institutions at local level do not contain sufficient authority to
maintain order in their constituencies. The argument is often advanced that the state in
South Africa is too weak to institute control, too corrupt to maintain order, and too under-
resourced to implement its good intentions. This may not be true for all areas of state’s
interests. However, the safety of South Africa’s citizens – as it relates to crime and disorder,
could be considered, and be substantiated with empirical evidence – as an area where the
normative assumptions about democratic regimes are severely tested.

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The state has an interest in maintaining good order, and it has an interest in the safety of its
citizens. The taxi industry needs to take responsibility for the public perception of being
beyond control and a danger to road-users generally. The history of the industry indicates that
it cannot control itself, and the state needs to take practical and policy steps to enforce
compliance with road-safety regulations.

Much of the content of this report are in the public domain already, it has been considered as
part of a volatile discourse on the industry and its relationship with the authoritative
architecture of the state for some time. This report may just be another reminder of the
urgency required to establish good order on our roads. Bernadine Kruger, like so many other
children in South Africa, may have been saved, if only we had taken responsibility for good
order in this country.

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7. ADDENDUM OF LETTERS SENT TO AFRIFORUM

After the death of Bernadine Kruger, AfriForum launched a comprehensive campaign to

ensure that the government would clamp down on lawlessness and reckless driving amongst
taxi drivers. Amongst other actions, the campaign included the commissioning of this report.
Members of the public were also asked to share their experiences with taxis with AfriForum.
Unfortunately too many e-mails were received to include all. Some of the most telling
examples, appear below (in the order and language received, not edited). AfriForum wishes to
thank the public for their cooperation and support of this campaign.

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Chris: Sir, re taxi drivers. Like 16-year-old Bernadine Kruger, my best friend’s 42-year-old son Alister
McClarty was tragically killed by a taxi on the wrong side of the road on Friday 20th February 2009 in
Witkoppen Road, Sandton, in a head-on accident. Alister was also run over and jammed under the taxi that
then caught fire. He was burnt to death. How can we join forces to ensure the authorities do something to
stop these murders?

Anonymous: I would like to bring the following to your attention. On Friday, 20 February 2009, I took my
wife to work. We drove along Kelly Street, Boskruin, to get to her work. It is a single-lane road and the next
minute a group of taxis passed us on the sidewalk. People were walking on the sidewalk and were chased
off by the taxi’s hooters. My wife, who uses this road every day, says this is a daily occurrence. Traffic
officers in cars in the traffic, simply look the other way.

Daleen: I will definitely sign your petition, as this morning, 27 February 2009, a taxi driver pushed us off the
road. The taxi was so close to us that he touched our side-mirror, we could not even get off the road, as
there were trees next to us. After all the drama the taxi-driver jumped out and charged at my husband with a
screwdriver. If my husband did not duck, he would not have been with us any longer. The scratch where the
screwdriver grazed him, is clearly visible on his chest. What can we do, you do not have a chance against
taxi drivers and lately they have more rights than we do.

Elzabe: Just want to tell you what happened yesterday morning at about 08:00 to me. Driving over Silvia's
Pass towards Norwood/Orange Grove from Eastgate, a taxi skipped a stop street and rammed into my car.
Mine being a brand new Micra with paper number plates still! When I requested his details he burst out
laughing and just ignored me. When I insisted, he said I should have let him pass as I could clearly see he
had a load of passengers to take to work. I insisted that he give me details – ending up grabbing his cell
phone I made for my car. He then got out of his taxi starting to hit my car and shoving it, yelling at me.
Calling me “A white b***h” and that he “Will f*****g kill me”. All this time not one single person stopped or
even tried to assist me. This went on for about 20 minutes with cars passing on both sides of my car. The
name and number on the taxi stated Mr M M Mzile x 083 975 8997. Have phoned this number, but this guy
as soon as he hears what it is about just disconnects – guilty? Maybe you can try to get to talk to him as I do
not believe that the SAPS will do much. They did not even respond to two calls. One from myself and
another from a friend that I called to tell her what was happening. Letting taxi drivers like him/them get away
with this kind of behaviour makes them think it is okay – and trust me it is not. I just took a stand yesterday
morning – I know I am a small voice in the dark but brother, did it feel good!

Co: Here needs to be law and order! May I also ask you to ask the Minister to pay attention to the total state
of disorder on our roads. Not only re taxi drivers. I am a technical rep who travels 5 000 to 6 000 km. per
month and daily see how people – women with children, young people, old people, white, black, no matter
who, all – transgress traffic rules. I feel like an idiot for making a point of stopping at stop signs! Not just
slowing down and then driving ahead, no! Stopping! Or even worse, as the habit today is, you will stop and
someone else will come from left or right and drive straight through without stopping! The basic principles is
thrown through the window like a cigarette butt. Sick!

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Petro: I am a pensioner and walk every Tuesday to shop to buy my groceries. Taxis make a point of
parking right across pedestrian crossings at traffic lights, even though I may be standing there, waiting to
cross. When the robot changes, they stay right there and I cannot cross.

Johan: I was on the road between Kroonstad and Ventersburg. I was behind three other cars when a full
taxi passed us all at about 160 km/h. It was on a white line, blind incline and two cars coming from ahead
had to swerve away to avoid a head-to-head accident. Not only were the lives of all of the passengers in
danger, but also the lives of all of the other motorists on that stretch of road at that moment.

Pierre: A taxi came from behind the yellow line on the left and made a u-turn straight in front of my friend.
She crashed into him, fortunately with minimal damage to her car, but the taxi did not even have number
plates and told her that he has no insurance. He just got into the taxi and drove off ...

Marianne: ±November 2008 there were road works in Charles Street, Pretoria, with two lanes becoming
one. After giving three cars room to drive in front of me, I proceeded, unaware of the taxi which also wanted
to get into the lane in front of my car. He kept on driving until I had to stop and then proceeded in front of
me. The driver made sure that I would be able to see him in his mirror, pointed his finger at me and
motioned with his finger across his neck, showing me that he will cut my throat. Well, being a woman on my
own, all I could do was continue behind him up to the traffic light where I turned off, watching him threatening
me all the way. New regulations and infrastructure for the transport of commuters between home and work
should really become a priority now, in order for the lack of order and aggression of taxis and motorists to
come to an end!

Jack: Ek kry soms die idee almal aanvaar dit maar net gelate dat sekere verkeersreëls nie meer vir minibus
taxi’s geld nie. Dit is hulle reg om verkeersreëls te oortree soos dit hulle pas. ʼn Voorbeeld daarvan wat ek
elke oggend beleef, is die afdraai vanuit John Vorster (Centurion) regs in Oaklaan by die Engen-garage.
Alhoewel daar twee bane is wat kan draai, en die ander twee net reguit kan ry, is daar elke oggend taxi’s wat
in die reguit baan voor al die verkeer indraai en oor die rooi verkeerslig dan regs draai. Dieselfde gebeur
dan by die volgende verkeerslig waar daar ook twee draai bane en twee reguit-ry bane is. Die uiteinde
daarvan is woedende en moedelose motoriste wat tot dusvêr geduldig in die verkeer gewag het wat nou
dieselfde begin doen. Wat vir die taxi’s toelaatbaar is, is dan mos ook vir my toelaatbaar! Dit lyk ook asof
die verkeersdepartement hulle net blind hou daarvoor. Maar laat ek net 10 km. oor die spoedgrens ry, dan
het ek dit!

Ansie: My seun, 23-jaar oud, het vir ontspanning fiets gery na werk op 26 November 2007 en is deur taxi
omgery. Die taxi se spoed kon nie vasgestel word nie en al die passasiers in die taxi het natuurlik vertel die
taxi bestuurder is onskuldig. My seun is by sy aankoms by die hospitaal dood verklaar. Die man wat vir my
seun se dood verantwoordelik was, was nooit eens toegesluit nie, en by navrae moet ons altyd hoor die saak
is nog aan die gang en word nog ondersoek. Die taxi-bestuurder gaan ewe rustig met sy lewe voort. My
seun was op die kruin van sy lewe, ʼn belowende werk (hy sou die volgende dag meegedeel geword het dat
hy aangestel is as die meester ambagsman en sou dus die jongste meester ambagsman in Kumba gewees
het), ʼn nuwe liefde ... Wat ʼn blink toekoms kon hy nie gehad het nie.

Charlotte: Ek is ʼn 57-jarige vrou en het my werk onlangs bedank, omdat ek soggens en na werk van
Westdene na Bryanston 06:30 tot 18:00 net nie meet kon verdra om te bestuur nie. Onlangs was ek in Vista
Kliniek vir behandeling, ek ly aan erge woede uitbarstings, en distonie, dit het so erg geraak dat as hulle my
van die pad afdruk dan het ek aan die gil geraak en kon nie ophou nie. Die laaste strooi was toe die een taxi
my een oggend oor Jan Smuts en Mainstraat oor die rooi robot stoot, omdat ek nie wou ry nie, en ek toe net
daar uitklim met my “gearlock” en die taxi wou stukkend slaan. Dit kos my twee weke in Vista net voor
Kersfees en toe ek uitkom kon ek twee dae werk toe gaan, toe gee ek my bedanking in weens
gesondheidsredes. Sedertdien het ek amper twee maande weggekruip in die huis, en nou sukkel ek om ʼn
werk te kry, want ek wonder wat sê my ou werk as iemand skakel vir ʼn verwysing? “O ja, sy het hier gewerk,
maar sy is ʼn bietjie mal, sy was in Vista, sy wou mos taxi’s slaan!” Of wat?

Lettie: Ons woon duskant Krugersdorp en ry dikwels na Northgate heen en weer met Beyers Naudelaan.
Dit is meestal ʼn nagmerrie! In 2007 was ek in Beyers Naude op pad terug na Ruimsig met spitsverkeer, en
het taxi’s steeds links en regs verbygeploeter op klippe, slegte area, maak nie saak nie, hulle wurg verby, en
op ʼn kol kon een taxi nie vinnig genoeg links van my verbykom nie as gevolg van ʼn paal, maar toe hy
eindelik kon verby met ons stadige beweging na vorentoe, slaan hy my truspieël dat dit aan ʼn draad hang ...
ek het vinnig ʼn selfoto van die taxi geneem om later aan te meld, maar kort daarna is my selfoon uit die
handsak gesteel sonder dat ek dit agtergekom het! Toe is al my “evidence” daarmee heen. So, wat ek saam
oor kla, is die wildheid, die ongeskiktheid, die maak soos ons wil houding van taxi’s, hulle wetteloosheid,
hulle onverdraagsaamheid, en skade en geestelike uitputting wat hulle veroorsaak. Die leiers moet intree,
moet optree! Moet staal wys! Moet hulle wysheid en eerlikheid wys!
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Janine: Ask anyone that has ever driven through a town/city like Butterworth or Umtata. There are NO rules
on the road, not even a red robot means STOP. Saddest of all is that there are never any traffic officials at
these points, they prefer trapping for speed on the outskirts of town. Fines don’t mean anything, taxis just
don’t pay the fines!

Francois: Re regulering van taxibedryf. My voorstel: ʼn vloot taxi’s behoort aan gewoonlik ʼn sakeman. Elke
sakeman moet sy vloot registreer by die departement van Vervoer as ʼn diensverskaffer. Hy kry ʼn
diensverskaffersnommer wat op sy taxi’s moet voorkom. As hy sekere punte of verkeersoortredings teen sy
nommer het, word sy hele vloot van die pad gehaal. Hy moet dus verantwoordelikheid en aanspreeklikheid
vir sy bestuurders se gedrag vat, anders gaan hy geld verloor of sy besigheid. Die regte persoon moet
gestraf word.

Bianca, ʼn baie bekommerde Suid-Afrikaner: Een middag het ʼn taxi voor my ingedraai en het my met
geen keuse gelaat as om hard te briek en te laat te stop nie. Het in die taxi vasgery. Die taxi-drywer het my
blameer vir die ongeluk. Op dieselfde pad wat ek huis en werk toe ry, vat die taxi's vreeslik baie kanse met
baie dinge. Hulle ry net soos hulle wil, en stop net waar en wanneer hulle wil, en party keer stop hulle
sommer in die middel van die pad reg voor jou. Die taxi-drywers ry heel links van die pad en draai dan regs
en andersom. Dit is ʼn groot wonder hoe die meeste van die taxi-drywers op die pad kan ry met taxi's wat
uitmekaar val. Ek voel vreeslik onveilig op die pad. Iets moet drasties gedoen word aan die situasie op ons
paaie, want dit gaan nie stop nie. Die roete wat die taxi's so erg ry en die pad oorneem gebeur baie op die
roete van Modderfontein wat na Wynberg toe gaan. Hoe kan enige normale mens veilig voel op die paaie
met die taxi's wat so roekeloos en onverskillig bestuur. Geen wonder ons Suid-Afrikaanse mense vlug na
ander lande toe nie!

Henk: Ek is van Rustenburg en ervaar ook daagliks die wetteloosheid van taxi's wat links van jou wat op
teerpad ry, verbykom, die stop of robot ignoreer en net verby daardie stop of robot eenvoudig “hazzards”
aansit, stop in die pad en mense op- of aflaai. Dan praat ek nie eens van die sogenaamde wetstoepassers
wat ander pad sit en kyk nie.

André: Ek woon in die ooste van Pretoria en dit is duidelik dat taxi’s hulle eie stel “verkeersreëls” het en
geen respek het vir hulle passasiers of ander padgebruikers se veiligheid nie. Stop in kruisings om
passasiers af te laai, hoë spoed, afsny van ander voertuie en verbygaan op die geel streep links, is
gebruiklik. Verkeersdepartement, wat word gedoen om dit reg te stel? Oënskynlik bitter min! Hoekom?

Lynnette: Dit is vir ons ʼn groot probleem met die taxi’s, veral in Stormvoëlstraat. Sodra hulle sien jy is vrou
alleen, dan word jy afgedruk van die pad en hulle sny voor jou in. Dan is daar nog die probleem by
Glenmore en Ingersol waar daar ʼn eendraaibaan is. Dan maak hulle dit ʼn tweedraaibaan, ry voor jou in,
druk jou van die pad teen die ander verkeer in en as Ingersol staan, ry hulle sommer teen die verkeer op,
sodat die motors wat van voor kom teen die sypaadjie moet ry, sodat hulle die baan kan gebruik. Ons moet
net iets hieraan kan doen.

Mada: Ek het vir jare vanaf Centurion gery om te gaan werk in Kemptonpark, en alhoewel die Ou
Johannesburgpad ʼn enkelbaan is na beide rigtings, en al die gewone motorvoertuite maar in die tou sit en
wag in spitstyd, het honderde taxi’s die heeltyd onwettig verbygejaag op die grond aan beide kante van die
pad. Ons voertuie is natuurlik toegetakel onder ʼn stort klippies en gruis, en ons kon niks daaraan doen nie.
Ek werk nie meer in Kempton nie, maar ek sien presies dieselfde gebeur nog op daardie pad. Darem lekker
om ʼn taxibestuurder te wees, ry waar jy wil, beskadig ander mense se karre en wag nooit in die ry nie.

Marius: Op 17 Februarie 2009, was ek op pad huis toe op my motorfiets. Ek was op die N1 Suid ongeveer
2 km. voor die Rivonia-afdraai, in die middelbaan van die snelweg. ʼn Taxi wat in die regterbaan was, besluit
om voor my in te swaai, sonder om te kyk, aan te dui of enigiets. Hy het my so hard gestamp dat ek nog ʼn
voertuig getref het. Terwyl ek in die hospitaal was vir behandeling, het die taxi-eienaar nog die vermetelheid
om my vrou te skakel en R3 000 te eis vir skade aan sy voertuig, en haar te probeer oorreed om nie ʼn saak
by die polisie te maak nie. Nie dat ek dink die polisie regtig iets teen die taxi wil of kan doen nie. Ek dink dat
die taxi-eienaars verantwoordelik gehou moet word vir hulle bestuurders se optrede, net soos ander
besighede verantwoordelik gehou word vir hulle werknemers se optrede. Straf die bestuurder, maar as daar
baie oortredings is van een eienaar se voertuie is, dan moet ons die eienaar straf deur sy “trade licence” weg
te neem of op te skort. Hulle sal eers begin leer as daar aan hulle beursies gevat word.

Carina: Waar ʼn mens by die robot vanaf die R21 in Elephantstraat afdraai, teen die opdraande, met ʼn
enkelbaan, stop taxi’s daagliks om passasiers op of af te laai, blokkeer die verkeer en wys vir jou tekens as
jy toet. ʼn Blok verder, by Lion, wat ʼn baie besige kruising is soggens omdat dit toegang is tot Monumentpark
Laerskool, stop taxi’s feitlik op die kruising en versper die uitsig van almal wat wil draai of oorgaan. In die

15
meer as 4-jaar wat ek die pad op ʼn daaglikse basis ry, het ek nog nooit enige wetstoepassers daar gesien
nie! As wette nie afgedwing word nie, hoef dit net sowel nie te bestaan nie.

Nelia: Net nadat die kind deur die taxi doodgery is, het ek in Atterburyweg in Pretoria gery in ʼn oostelike
rigting. Die robot was rooi vir die verkeer in Atterbury en twee taxi’s het oor die rooi lig gery en so half in die
middel van die robot tot stilstand gekom om passasiers te ruil. Die agterste een gaan toe verby die voorste
een en toe sowaar as wragties maak die voorste een ʼn u-draai in die twee bane waar hy veronderstel is om
vorentoe te ry. Hou nou in gedagte die lig is groen vir die verkeer dwarsoor Atterbury, maar niemand kan ry
nie, want die twee taxi’s het besluit dis tyd om te stop en u-draai in die middel van die kruising te maak. Ek
het onmiddellik my toeter gedruk, maar hulle vloek en skel mens dan net.

Charmain: Ek dink elke bestuurder in die land het ʼn storie. Taxi’s ry voor jou in, en wys vir jou vinger. Hulle
kom van die linkerkantste baan en druk voor almal in. Indien hulle dubbelflikkers aan is, mag hulle enigiets
doen. Hulle stop onwettig op paaie waar daar net 2 voertuie op ʼn slag kan ry. Hulle stop in robots, 4-rigting
stopstrate en die aankomende verkeer moet maar wag. Hulle ry teen ongelooflike spoed in ʼn 60 sone of die
ander alternatief wat ek al gesien het, ry 30 km per uur. Ek woon in die Wes-Rand en as ek moet sê hoeveel
taxi's met skoolkinders in al voor my ingery het, gaan ek jok. Dit is byna daagliks. As die ouers moes weet
watter gevaar hulle kinders in gestel word daagliks, sal hulle probeer na ʼn alternatief soek. Ek stel voor dat
bestuurders vir ʼn spesiale bestuurderskursus moet gaan en elke 3 maande hersien word, waarin daar ook
gekyk moet word na oortredings begaan in die tyd. Daar moet ook ʼn stelsel wees waar Jan Alleman hulle
kan verkla en daar werklik iets aan gedoen kan word. Spesiale taxi-optel/aflaaipunte soos met die
busdienste moet beskikbaargestel word. Laastens moet die Metro-polisie meer doen aan die taxi's en ook
op punte staan waar daar die probleme is – hulle word net nie gesien nie.

Ernie: Ek was ook deel van ʼn tragiese tref en trap-storie op die hoek van Garsfonteinweg en Loisstraat so
ongeveer 1½-jaar gelede. Ek het op my resies fiets (ek is ʼn Noord-Transvaal fietsryer) gery, was bo van my
fiets af gestap en daar gelos. Die saak is by die polisie aangemeld en ʼn mediese verslag was ook ingedien.

Mynhardt: Wanneer jy van die N2 afklim op die Baden Powellpad na Muizenberg toe, moet jy werklik
versigtig wees. Taxi's gebruik die geel streep en areas wat gebruik word om op die N2 te klim bo-op die
brug om verkeer verby te steek. Wanneer jy die afrit neem, jaag die taxi's (wat jy nie agter die verkeer kan
sien aan kom nie) met spoed op jou af en “flash” dan ligte dat jy uit die pad moet kom, of jaag om jou en druk
jou van die pad as daar aankomende verkeer kom.

Rudi: Ek is Saterdagoggend reg voor ʼn polisiestasie deur ʼn taxi raakgery. Ek het ʼn werk gekry en het vir
my ʼn fiets gekoop om mee werk toe te ry. Ek het in ʼn hoofstraat beweeg waarna ʼn taxi my van agter
gestamp het. Met die wat die taxi my tref, het ek van die fiets afgespring en het die taxi bo-oor my fiets gery
en het hy weggejaag. Ek was gelukkig dat net my been gebreek was. Ek het vandag by my nuwe
werkgewer ingestap met krukke en gips.

Barbara: My enigste seun, Retief, was op die oggend van 11 Oktober 2006 op pad werk toe op sy
motorfiets vanaf Valhalla. Net anderkant die brug het ʼn man skielik reg voor hom ʼn u-draai gemaak. My
seun is in hom in. Hy was dadelik bewusteloos en is 3-weke later oorlede in die hospitaal sonder om wakker
te word. Die saak is by Lyttelton SAPD. Nou 2+ jaar later was die saak nog nie voor die hof nie en die
beskuldigde is glo weg! Dit is waarvoor ek al my werkslewe belasting betaal het!

Anoniem: My suster se jarelange skoolvriendin het haar laerskoolkinders by die skool gaan afhaal en by ‘n
robot gestop. ‘n Taxi-bestuurder het agterin haar motor vasgery. Voor sy eens kon uitklim, was hy langs
haar motor en vra of sy ‘n probleem het. Sy het bloot geantwoord dat hulle die polisie moet verwittig en hy
het ‘n vuurwapen uitgehaal en haar voor haar kinders doodgeskiet. Nodeloos om te sê dat hy slegs vier jaar
in die tronk was daarvoor. Dit het wel al ‘n geruime tyd terug gebeur, maar dit bly verskriklik.

Marne: Ek wil graag weet hoekom die taxi se eienaar nie aangekla word – dis mos sy werker. Net soos my
besigheid verantwoordelik is vir my personeel, so ook moet die taxi-eienaar verantwoordelik wees vir sy
drywer – niemand kla ooit die eienaar van die taxi aan nie! Hy het hom in diens geneem en is
verantwoordelik.

Pieter: Die een dag sê `n taxi-bestuurder vir my die rede hoekom hulle so ry, is dat hoe meer hulle ry (hoe
vinniger), hoe meer geld verdien hulle. Wat van die ander van ons, ons moet ook by die werk kom, so ons
moet ure vroeër ry om betyds by die werk te kom omdat hulle meer geld wil maak. Ek het al baie gedink hoe
kan `n mens die geel lyn bestuur bekamp, en het op een moontlike oplossing gekom. Sê maar jy word
gevang, moet jou voertuig in beslag geneem word en gehou word vir minstens twee weke, jy moet `n boete

16
betaal van minstens R1 000, plus stoorgeld vir jou voertuig, so R2 500. Eers dan kan jy jou voertuig
terugkry. As die staat dit doen, sal mense twee keer dink om in die geel streep te ry. Ek is ook nie onskuldig
nie, want almal het al een of twee keer daar gery, die vraag is net wat was die rede? Myne was toe iemand
by my ma se huis ingebreek het en toe my vrou in kraam gegaan het, maar in nie een van die gevalle het ek
mense se lewens in gevaar gestel, of ontwrig nie. As daar maar net iemand was vir wie ek my idee
(oplossing) kon gee, dink ek dit mag dalk net werk.

Marietjie: Ek ry elke dag vanaf Samrand na Modderfontein waar ek werk en laai my dogter af in Isando
waar sy werksaam is. Ek (ons) het al vir meer as ʼn jaar lank elke liewe dag ʼn baie noue ontkoming met
taxi's. Het verlede Vrydag beleef hoe drie taxi's, waarvan een vol passasiers was, ʼn man vastrek van agter,
voor en die kant. Dit was heel skrikwekkend, want ek het direk langs die man in die regterbaan in die tou
gestaan in die verkeer om oor die robot te kom om op die N1 terug te ry Samrand toe. En om nie eens te
praat van die taxi's op Isando Road nie, dit is ʼn nagmerrie, elke oomblik van my rit!

Ina: In 2007 was ek twee keer in bosings met taxi’s. Die eerste keer het ʼn taxi in Andriesstraat uit sy
parkering gery net toe ek langs hom was, beide my kar se deure moes reggemaak word. Die tweede keer
het ʼn taxi van die heel linkerkantste baan regoor die straat na die regterkant gekom en my modderskerm
gestamp. Met die eerste ongeluk het ek met die hulp van ʼn vriend al die besonderhede van die taxi verkry.
Ek was twee keer by sy huis, maar daar was beide kere niemand tuis nie. Hulle was eenkeer by my werk
om te reël hoe hulle gaan betaal vir die skade. Toe ek hulle ʼn week later bel, sou hulle my meedeel dat hulle
nie geld het nie. Ek kan nie assuransie vir my kar nie bekostig nie.

Yolandi: In April 2008, is my skoonma in Ottosdal omgery deur `n taxi, hy het bo-oor haar gery en toe weer.
Sy het bloeding op die brein gekry en is met noodoperasie in Krugersdorp geopereer. Sy was in ʼn koma
gewees en haar glasco skaal was 3 uit 15, dis so goed soos dood. Was vir 2 maande in ICU – kritiek, die
dokter het gesê sy gaan dit nie maak nie. Sy is oorgeplaas Klerksdorp toe en moes van voor af leer loop, sy
het 29 kg. geweeg. Die taximan het niks oorgekom nie, dieselfde dag verder taxi gery. `n Jaar later gaan dit
beter, maar sy is op medikasie. Sy het by die dood omgedraai, en geen haan het ooit weer gekraai na
daardie dag in Ottosdal nie. Met genade van die Here het sy daardie dag oorleef. Haar hospitaalkoste is
meer as R595 000.

Myda: My dogter, Marise, is saam met haar niggie, Rosanne, op 5 April 2000 op die hoek van Paul Kruger-
en Flowerstraat in Pretoria getref deur ʼn onpadwaardige taxi. Marise is op die toneel dood – hoofopskrifte in
koerante die volgende dag – wat ʼn skok! Daardie leë plek in ons harte sal nooit gevul word nie. Die
ongelisensieerde taxibestuurder het net ʼn 2-jaar opgeskorte vonnis gekry. Ons het nie die hofverrigtinge
bygewoon nie, want wat help dit? As gevolg van die skok is my man ʼn diabeet en sy gesondheid is in die
weegskaal. Niemand weet hoe dit voel om ʼn kind aan die dood af te staan tot jy self daar by ʼn graf staan
nie.

Ben: Ek kan soos menige burger ʼn storie oor taxi's vertel, maar ek wil eerder vra: is dit die taxi's wat ʼn
probleem is, of is dit ons wetstoepassing wat die probleem veroorsaak? “Passiewe” polisiëring (as gevolg
van die veiligheid van die wetstoepassers en seker ook maar om korrupsie en omkopery uit te skakel) is aan
die orde van die dag. Bykans die enigste verkeerswetstoepassing is spoedlokvalle – ons wetstoepassers sit
langs die pad met sy/haar apparaat, neem slegs foto's van oortreders. Waarom kan tegnologie dan nie ook
by robotte en op ander strategiese punte, waar taxi's hulle voortdurend aan oortredings skuldig maak,
geïmplementeer word nie?

Antoinette: Ek werk in Wynberg, Johannesburg, en moet elke dag deur Alexandria ry. Die een middag
terwyl die verkeer druk was op die Bucclue-wisselaar, het ʼn taxi aan my linkerkant probeer verbykom, maar
daar het ʼn kar in die noodlyn gestaan, so die taxi kon nie verbykom nie. Hy het sy toeter gedruk en my
gevloek, maar ek het net voor my gekyk so moeilik as wat dit was, toe hy uiteindelik kon verbygaan het hy sy
hand by sy venster uitgesit en my spieëltjie afgeslaan. Ek het so geskrik en nie geweet wat om te doen nie
behalwe om maar huis toe te ry en maar te gaan betaal het vir ʼn nuwe spieëltjie. Wat kan ʼn mens doen? Die
taxi's het nie ʼn saak met enige iemand behalwe hulleself nie. Ek het so moeg geraak vir die taxi's wat in die
oggende en in die middae by Crowthorn, Kyalami, in die aankomende verkeer se bane ry en die mense van
voor af moet maar stop en uit die pad uit kom dat die taxi's kan verbygaan, dat ek begin foto's neem van dit
en aan die Metro gestuur het om asseblief iets daaraan te doen, maar sedert die e-pos wat ek aan die Metro
gestuur het, was nog niks daaraan gedoen nie. Ek het ook verlede Donderdag in die verkeer gesit in
Kyalami en gesien dat die Metro daar was, maar wat gebeur? ʼn Taxi het nog steeds op die grond aan die
linkerkant verbygejaag en reguit oor die robot gery daar waar jy eintlik moes gedraai het, daar waar die
Metro kar gestaan het, en wat gebeur toe? Hy word nie eers gestop of afgetrek nie, nee, die ouens wat daar
wil linksdraai wat op die stukkie grond gery het, word afgetrek, toe een van die mans vra nou wat van die

17
taxi's, toe lag die Metroman vir hom en sê hy moet maar eerder ry. Dit het my woedend gemaak. Nou weet
ek ook waar “road rage” vandaan kom. As daar iemand is wat dit lees, asseblief help! Die land het hulp
nodig.

Waldie: Ek is ʼn fietsryer – gistermiddag (17:30) stop ek by ʼn vierrigting-kruising (stopstraat) in die dorp. Ek

kon eerste ry want ek was eerste daar – ek het ʼn taxi sien aankom en het besef die man gaan nie stop nie.
Die bestuurder was nie ouer as 30/33 jaar nie. Ek het toe maar vir hom gewag, maar met sy verbykomslag
my hand in ʼn vraagteken vir hom gewaai en “gevra” hoekom hy nie stop nie (ek het beslis nie geswets of
beledig nie!). Met sy linkerhand het hy ʼn pakkie “chips” en die stuurwiel vasgehou, terwyl hy met die
regterhand geëet het. (Op die fiets kon ek duidelik tot binne in die bussie sien). Om my “vraag” te antwoord,
het hy bloot vir ʼn oomblik opgehou met eet en sy middelvinger vir my in die lug gedruk ...

Johan: Die taxi’s vat elke weeksoggend kortpad deur Vistastraat om ʼn stuk van die besige Atterburyweg te
omseil. Waar hulle uit Vista in die klein gedeelte van Trevor Gettingstraat inkom, gaan hulle ons almal op die
sperlyn teen aankomende verkeer verby en druk voor in by Jaquelinestraat. Ek het foto’s aangestuur vir die
Metro-afdeling, maar nooit iets van hulle gehoor nie. Het ons nog Metropolisie? Ons sien nooit een in die
ooste van Pretoria nie!

Ruvann: I can try to report each “taxi-experience” separately, but I don't think there's enough space on the
internet for all the stories, so I'm only going to make a list of the things that happen almost daily and that I
can remember!
1. Turning in at a corner from the no-turning lanes, and also then simply cutting in, in front of you through the
corner.
2. Driving straight in turn-only lanes, even when there are double turning lanes.
3. Taxis stop wherever they want, even in the street, and then swear at the other drivers for hooting at them.
4. Cutting a person off the road, causing damage to your car!
5. Cutting in wherever they want without signalling, regardless of any surrounding traffic or travelling speed.
6. Slowing down in any kind of traffic and cutting in, in front all other cars, to go around a corner because
they don't want to be in the queue of cars in the turning lane.
7. Stopping and parking their taxis in the road even when it's peak traffic!
8. Stopping in the road in a main road (70 km/h) to pick someone up.
9. Driving on pavements, in emergency lanes, or literally anywhere to skip some traffic.
10. Driving the wrong way around in a one-way road.
11. Signalling for a lane change after they cut in front of you and change lanes.
12. Swearing at other drivers for driving according to the law. Example: when you drive 120 km/h on the
highway and they swear, flash lights, and hoot at you for not breaking the law and going faster.
13. Running over red lights!
14. And the worst one of them all! Doing any of these things in the presence of police, and the police not
even blinking an eye about it! Pathetic!
This is seriously getting out of hand and if nothing is done about this, I would not be surprised if the death toll
from taxi-related accidents eventually will exceed that of the AIDS death toll.

“Keelvol”: Op ʼn daaglikse basis jaag taxi's oor rooi ligte, in noodbane verby lang rye motoriste wat geduldig
hulle beurt afwag. Hoekom? Vir my gaan dit alles oor wetstoepassing. Omdat wette nie toegepas word nie,
het daar ʼn kultuur ontstaan van wetsongehoorsaamheid en steur mense hulle nie meer aan verkeersreëls
nie. En kom ons wees eerlik: Dit is nie net taxi-bestuurders wat hulle skuldig maak hieraan nie (alhoewel
hulle hoofsaaklik skuldig is). Vir meeste motoriste beteken ʼn oranje lig: “Gee vet!” Dit voel vir my asof
wetstoepassers net “sagte teikens” teiken. Spoedlokvalle buite spitsure waar hulle gerieflik in hulle motors
sit; parkeermeter-oortreders wat geen gevaar inhou vir ander nie, ensovoorts. Waar is hulle tydens spitsure?
Vir ʼn week lank hou ek 3 metropolisie-beamptes dop waar hulle elke oggend op die hoek van Schoeman- en
Schubartstraat by die Pretoria hof staan, druk in gesprek en terwyl ek by die robot wag, draai ten minste 2
taxi's vanuit ʼn nie-draai baan links in Schoeman. Hulle sien dit nie eers nie, of hulle wil dit nie sien nie. O ja,
en die kultuur waar een en almal dink dat mens enige plek kan stop – in die middel van die pad – solank jy
net jou noodligte aansit! Dan laai taxi’s rustig mense op of af – na die duiwel met almal wat agter ons moet
stop en die verkeer wat ophoop. Installeer kameras by elke robot wat rooilig-jaers kan vasvat.

Sunaé: Woensdag het ek oor ʼn groen robot gery in Lynnwoodweg. Toe “skip” ʼn taxi die robot – was rooi vir
hom gewees. Ek swaai uit, amper in hom vas, breek my toon en gewrig, en voel of ʼn trein my getrap het.
Natuurlik jaag die taxi toe weg!

Lorraine: Die 14de Januarie 2009 het my seun, Jaco, van die werk af gery. Hy het afgery in Marshallstraat
en op die hoek van Endstraat het ʼn taxi die rooi robot verontagsaam en my seun op sy motorfiets getref. My

18
seun se linkerbeen het sleg gebreek, sy milt het gebars, sy regterpols is gebreek en hy het ʼn groot gat in sy
linkermaermerrie gehad. Die drywer wou wegry en een van die getuies het voor hom ingery en hom gestop.
My seun se motorfiets is afgeskryf en hy het hom maar net 2 maande gehad – geen assuransie op die
motorfiets nie. Jeppe SAPD het ʼn saak gemaak, maar tot en met vandag het nog niks gebeur nie! Ons kry
nie eers die eienaar of die drywer van die taxi in die hande nie. Die taxi is nie eers geregistreer nie en het
ook nie ʼn permit om te opereer nie! My seun sit met baie hoë mediese koste, want hy het nie ʼn mediese
fonds nie.

Emarencia: Ek was in Mei 2008 in ʼn botsing betrokke, want ʼn taxibestuurder het nie gestop by ʼn kruising
nie. Ek het ernstige rugbeserings opgedoen.

Gerhard: Hierdie is nie ʼn eenmalige gebeurtenis nie, dit gebeur daagliks by die kruising van Pretoriaweg en
Waltloo/Watermeyerstrate. Daar is 4 verkeersbane wat vanaf Mamelodi se kant af (m.a.w. noord na suid)
beweeg by hierdie kruising. Twee van hulle is bedoel vir verkeer wat regs wil draai in Pretoriaweg in en die
ander twee is om reguit aan te beweeg vanaf Waltlooweg na Watermeyer. Dit is nou al normaal vir taxi’s om
in een van die bane wat reguit aanbeweeg te ry en voor die stilstaande verkeer in die twee regsdraaibane
(wat wag vir die flikkerpyl om regs te draai) te gaan stop, en sodra die verkeersligte rooi is in alle rigtings
(wat ʼn paar sekondes duur), hulle regsdraai uit te voer. Hierdie gebeurtenis het al reg voor Metropolisielede
in ʼn voertuig plaasgevind en dit is doodeenvoudig geïgnoreer.

“D”: Ek is ʼn polisielid. Probeer jy as polisielid en in ʼn gemerkte polisievoertuig bietjie ʼn taxi wat die wet
oortree, aftrek. Hulle weier net volstrek. En as jy dit wel regkry, is daar binne oomblikke ander wat hom
help. Hulle het geen gevoel vir die wet en wetstoepassers nie. Kom ry bietjie saam en ondervind dit self.
En dan raak die passasiers ook nog moeilik!

Melt: In Februarie 2009 is my seun amper deur ʼn taxi op die sypaadjie voor Lynnwood Laerskool raakgery.
Die taxi het vinnig aan die linkerkant van ʼn voertuig probeer verbygaan. Toe hy sien dat hy dit nie gaan
maak nie, het hy eenvoudig op die sypaadjie gery. My seun se boetie het hom net betyds uit die pad geruk.
Die taxi het weggery voordat ons die registrasienommer kon kry.

Sonja: Since I started travelling from Germiston to Roodepoort, my blood pressure has increased 150%.
Traffic is bad enough with the road works, but the arrogance of the taxi drivers just makes it reach boiling
point. On the highway between Gordon Road and Maraisburg, they drive at breakneck speed, then stick
their arms out telling you to stop, so that they can enter the lane again, but then to your surprise they stop
dead in front of you, so that the 15 other taxis can also enter in front of them. Waiting to go onto the highway
at the Gordon onramp is the worst: they use the side lane which is supposed to be for the people living in the
houses on Hendrik Potgieter, so that they can jump the cue. It is enough to give one a heart attack. I have
tried being nice and giving them the benefit of the doubt, but enough is enough. When it takes you 2 and a
half hours to go 52 km because they don’t adhere to road rules. I say enough!

Cynthia: Delmas is ʼn plattelandse dorpie, met te veel taxi's en te min wet en orde. Sedert die oprigting van
robotte is dit vir die taxidrywers ʼn tydverdryf om ons reg van weg te versper waar hulle wil en dan oor te jaag
terwyl ʼn robot geel is. Met ander woorde, ons het al geleer om te stop by ʼn robot, selfs al is hy groen, want
95% van die ongelukke in ons dorpie is taxi’s wat nie wil stop by ʼn robot nie. Tweedens hulle stop en laai af
waar hulle wil, selfs al is daar ʼn bord wat lees “Geen taxi’s”.

Marietjie: Ek werk by Nasrec. Dit is totaal en al nag hoe die taxi's ry. Ek het ʼn week terug ʼn boete gekry en
dit nadat ʼn taxi my sou stamp as ek nie na die ander baan ingegaan het nie. Die polisiebeampte het als
gesien, maar ek was in verkeerde baan, so hy het my die boete gegee.

Mathilda: Ek wil die aandag vestig op Allandaleweg, ek en my man ry daai pad elke dag van Kemptonpark
af na Randburg. Die taxi’s daar is ʼn nagmerrie, hulle gee nie ʼn flenter om nie. Hulle druk voor jou in en as jy
nie toegee nie, word ʼn mens gevloek en hulle dreig om jou kar te stamp. Baie van hulle ry aan die
teenoorgestelde kant van die pad op en maak nie saak wat voor hulle is nie, hulle ry net. Ek was self in ʼn
baie ongemaklike situasie met ʼn taxi wat my heeltemal van die pad afgedruk het. Ek het doodeenvoudig
dood gestop en hy kon nêrens heen gaan nie. Hy het uitgeklim en gedreig hy sal my skiet as ek nie ry nie.
Daar gelaat en eerder gery voor ek ook in ʼn kis opeindig.

Cynthia: As jy nou regtig taxi’s wil sien wat oortree, ry in die more op Beyers Naude regoor die Wespark-
begraafplaas. Die taxi’s ry 3 langs mekaar in ʼn tweebaan pad, hulle blokkeer motors wat links draai in
Judithstraat en as jy iets doen, dan vloek hulle jou. Dit vat 20 minute om 100 meter te ry om verby al die
taxi’s te kom.

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Louis: Ek het baie simpatie met Bernadine se ouers, want ek het dieselfde paadjie bykans 3-jaar gelede
geloop. My seun, toe 18-jaar oud en in matriek, was op pad huis toe van die skool af met sy motortjie. By
die kruising van Hans Strydom- en Kierieklapperstraat in Waterkloof het ʼn taxi teen ʼn hengse spoed deur die
rooi verkeerslig gejaag en my seun se motor teen die kant getref. Die paramedici moes hom uit sy motor
sny. Hy is drie dae later in die hospitaal oorlede as gevolg van breinbeserings. Nodeloos om te noem, my
haat teen taxi's het daardie dag ongelooflik vermenigvuldig. Dit was ook die draaipunt in my lewe om die
groot besluit te neem om die land te verlaat.

Hendrik: Ek was ʼn slagoffer van ʼn taxi-tref en trap-ongeluk in November 2008. Ek was onderweg na
Johannesburg. By ʼn 4-rigting stopkruising, nadat ek gestop het en die reg op ry gehad het, het ʼn taxi van die
ander rigting, sonder ʼn poging om stil te hou, deurgejaag en my uit die pad gejaag. Hy het op die
anderkantste sypaadjie beland en toe weer terug na die oorkant, deur ʼn betonmuur en in ʼn tuin tot stilstand
gekom. Hierna het die bestuurder uitgespring en weggehardloop. Ek het genadiglik met die lewe en sonder
ernstige beserings hiervan afgekom. Terloops daar was ʼn ooggetuie wat die gebeure bevestig. My skade is
R80 000, indien dit moontlik sal wees om my goed opgepaste Polo 2003 te herstel. My mediese koste en
my verlore bril is by die bedrag ingereken. Tot op datum kon my prokureur geen reaksie van die taxi-eienaar
kry nie. Of die booswig ooit gevang sal word, word sterk betwyfel.

Carlette: My seun is ʼn brandweerman wat vandeesweek beseer is in ʼn ongeluk met ʼn taxi. Dit het in
spitsverkeer gebeur. Die impak was so groot dat dit die watertenk en brandslange afgeruk het van die 4x4.
Die een meisie se skouer en sleutelbeen is gebreek en die ander het veelvuldige snywonde aan haar gesig.
In hierdie stadium kan my seun nog nie beweeg nie. Die taxibestuurder is gearresteer. Hy het blykbaar nie
ʼn lisensie gehad nie.

Desmond: Ek is nes derduisende (miljoene?) padgebruikers moeg vir die oorgrote meerderheid
taxibestuurders se “min-gepla-ek-maak-nes-ek-wil”-houding. Daar moet iets gedoen word anders gaan ons
treur oor ons kinders, geliefdes en kennisse wat gaan omkom in hierdie gemors. My voorstel is dat ons die
optrede los vir hulle wie se werk dit is, naamlik die verkeersbeamptes, polisie en metropolisie. Ek weet dat
hulle in hierdie stadium weinig tot niks doen nie, maar ons moet hulle forseer om dit te doen aangesien ons
hulle salarisse betaal deur middel van belasting. Ons kan van nou af elke Vrydag om 12:00 ons voertuie se
ligte aanskakel en ons toeters vir ʼn minuut lank blaas sodat ons geregsdienaars kan hoor en sien dat ons dik
is en dat ons optrede vereis teen die absolute verset teen wet en orde.

Morne: We cannot be unrealistic and campaign to remove taxis from our roads, because the fact remains
that they do serve a critical function of providing transport to millions of South Africans every day. Without
transport people would be stuck, and it will bring productivity to a standstill in South Africa if the workforce
cannot get to work. But drivers need to be controlled. So here is an idea: the biggest problem is just that
any person who can sort of drive, or has enough contacts to either buy a licence or a minibus, can just
become a taxi driver. If I buy a truck or a bus today, I cannot just become a truck/bus driver, I need to write
and pass a special licensing exam. The taxi industry should be controlled much more efficiently in the same
fashion. They are after all responsible for the lives of the people that they transport, not so? For instance: if
you want to become a taxi driver, in addition to your normal driver’s licence, you should also have a special
taxi licence. To obtain this licence, you must first pass an advanced driving course, and write a rigorous
exam on the rules of the road, and get tested thoroughly on it. Then, and only then, if you passed these
criteria, will you be issued with a taxi licence. And you should only be able to buy a minibus if you already
have the abovementioned licences, like when you want to buy a new TV and need to produce a TV licence
first. Taxi drivers should also be forced to have their taxis checked for roadworthiness at least every quarter,
and for this you get a stamp, like a servicing stamp. They should also have a refresher driving course every
two years or so. And then of course there is the policing. If you are a taxi driver, and you are caught
committing a traffic offence, or without the taxi licence, or proof of recent roadworthy checks, you should be
fined heavily, and “marked” on the traffic system. You then get 30 days to get your stuff in order. If you are
caught again, your taxi is impounded and your taxi licence removed, and only when you have complied with
all of the requirements all over again, and paid another fine, can you get your taxi back. Normal traffic
offence fines for taxis should be higher than for other motorists, especially if you have passengers when you
are caught, because you are endangering innocent people's lives. If we can better regulate, and properly
train and police our minibus taxis, making them safe and trustworthy to use, we will have a fantastic ready-
made public transport system that is different from anywhere in the first world. A public transport system that
actually collects and drops you at your door. Imagine how fantastic that would have been for 2010!

Lawrence: I would like to share my story with you. In September 2007, a friend and I were riding our bikes
to another friend’s home in Pretoria. On the corner of Hans Strijdom and Olympus Lane, we wanted to turn

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right into Olympus and were waiting to get a chance to cross the intersection. The light had turned red, but 2
speeding cars still came over the red light, about 2 seconds late. I looked again, saw that 2 cars had
stopped at the line already and proceeded to cross the intersection with my friend on his bike just behind me.
When I was halfway across, a taxi had dodged the stopped cars at the line and shot through the intersection,
narrowly missing me by less than a meter at what must have been about 130 km/h. He veered away from
me and hit my friend on his bike, sending him hurtling through the air and smashing the bike into pieces.
The hair on my neck rose, time seemed to stand still, the anticipation of the “thump”, the adrenaline, the
shock! Next thing I found myself running towards my friend lying motionless in the middle of the road, the
bike at the other end, petrol and oil, skid marks and bike pieces littering the road. I saw other motorists
phoning and looking on in shock, others were waving down oncoming cars, some approached us. I stared
down at my friend, inspecting him for any disproportion and called out to him. He responded, I asked him to
if he was in pain, he said not, but was very disorientated. I asked him to move his feet and fingers, which he
could do. He sounded calm enough. And it is only due to God’s Hand that day that he is still alive. Then it
hit me. Rage! The bastard that nearly killed us had managed to stop his taxi about 200 meters down the
road. Enraged I ran down towards him as I saw the passengers were getting out. While I was still about 50
meters away, the last passenger climbed out and closed the sliding door and the driver proceeded to pull
away. I got to the drivers door, opened the door and pulled him out and gave him the beating of his life. I
remember the first thing that struck me was the smell of alcohol in the taxi. So, soon after a crowd gathered,
the police came and I was arrested for Assault GBH – a serious charge I later learned. I was put into the
back of the police van. I must say they managed to handled a volatile situation very well. Once back at the
police station, a taxi load of “witnesses” came to give testament and from my holding cell I could hear how
they testified there where no passengers in the taxi and other lies. I wonder, if I had not assaulted the driver,
would we have found the responsible person later? The police never took a breathalyzer test, even after
being requested to do so. The taxi driver was not even given a rap on the knuckles by the police, he was the
victim. In court last year, the taxi driver was found guilty of negligence and sued for the damages that he
caused, but he has since disappeared. My friend is still sitting with the debt of his written-off motorcycle and
has not been compensated.

Elzabe: ʼn Taxi bestuurder het Januarie 2009 agter in my nuwe Honda Jazz in gery omdat ek by ʼn rooi
verkeerslig stilgehou het en hy met ʼn geweldige spoed van agter gekom het en nie van plan was om by die
lig te stop nie. Hy het uitgeklim, dit afgemaak as nie belangrik nie en weggery. Die skade aan my voertuig
was R16 500, wat deur my versekering betaal is. My bybetaling was R2 000.00 en my premie is op met
R120 per maand. Die onskuldige party moet boet net omdat jy die wet gehoorsaam deur by ʼn rooi
verkeerslig stil te hou. Baie taxibestuurders is onbevoeg om te bestuur en dink hulle mag maak soos hulle
wil, want hulle kom daarmee weg. Help ons! Ons is bang om te ry waar ons moet wees.

Jacques: Ek wil graag ʼn mening lug en ook ʼn voorstel indien rakende verkeersaangeleenthede. Eerstens,
wanneer ʼn muur kraak, lê die fout by die fondasie. Ek stem nie saam met die oproep dat swaarder strawwe
vir oortreders daargestel word nie. Dit is soos om vuller in die krake te stop. Daar moet aandag gegee word
aan die fondasie, naamlik effektiewe wetstoepassing. Ek is van mening dat huidige wetgewing voldoende is,
maar dat die kundige toepassing daarvan ver te kort skiet. Tweedens is ek ook van mening dat een van die
grootste foute wat die staat gemaak het, was om Metropolisie departemente daar te stel en verkeer daarby
in te lyf. Verkeer is nie hoog op enige Metropolisie departement se prioriteitslys nie, maar wel
misdaadvoorkoming. Derhalwe wil ek voorstel dat onafhanklike munisipale verkeersafdelings wat uitsluitlik
op verkeersaangeleenthede konsentreer, soos wat dit 20-jaar gelede was, heringestel word.

Dewald: Ons seun was op 26 Junie 2007 op pad na die gimnasium toe, toe ʼn taxi voor hom ingedraai het
uit ʼn verkeerde baan en hy die taxi reg van voor getref het. Hy was toe in graad 11 en ʼn belowende student.
Die ongeluk het ongeveer 14:00 gebeur. Genadiglik was daar ooggetuies wat gesien het hoe die ongeluk
gebeur het. ʼn Paar dae na die ongeluk moes ons egter ontdek dat die polisieman wat op die ongelukstoneel
was, nooit ʼn saaknommer oopgemaak het nie. Ek moes toe ʼn klag gaan lê teen die polisieman by die polisie
se interne ondersoekeenheid. Ek weet egter nie wat die uiteinde van die saak was nie. Ons seun was vir 14
dae in ʼn koma en altesaam 21 dae in die intensiewe waakeenheid. Hy is aanvanklik gediagnoseer met
bloeding op die brein en daar was ʼn groot moontlikheid dat hy breinskade opgedoen het, maar deur die Here
se genade het ʼn wonderwerk plaasgevind en hy het sodanig herstel dat hy na 4 weke uit die hospital
ontslaan is. Daar was egter nog ʼn lang pad van herstel voor hom na die breinbesering en daar is besluit dat
hy nie sou teruggaan skool toe nie. Die laaste 6 maande van 2007 was hy dus nie in die skool nie. Omrede
hy ʼn top student was, het die skoolhoof hom oorgesit na matriek toe en kon hy in Januarie 2008 weer
teruggaan skool toe. Hy het wonder bo wonder 100% herstel in die tydperk en kon sy matriek voltooi met 4
onderskeidings en ʼn verdere 3 vakke in die 70’s. Hy het ook ʼn beurs gekry en studeer tans aan die
Noordwes Universiteit. Om weer terug te kom na die ongeluk, die polisie het einde 2008 by ons huis
aangekom en versoek dat ʼn ongeluk verslag (J88) deur die ongevalledokter ingevul moes word. Na vele

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weke se gespook om die dokter weer in die hande te kry, is die voltooide vorm weer aan die polisie
oorhandig. Die saak teen die die betrokke taxibestuurder is hangende en blykbaar sal die saak eersdaags in
die hof voorkom.

Anoniem: Ek is van Polokwane. Elke oggend so tussen 07:00 en 08:00 by ʼn 4-rigting stopstraat maak die
taxi's u-draaie en stop voor een van die systrate sodat die verkeer eers vir hulle moet wag voordat ons weer
kan ry. Dit gebeur elke oggend. Dis op die hoek van De Wet en Bendor Drive en daar was nog nooit ʼn
verkeersbeampte om iets daaromtrent te doen nie.

Jenni: I get very frustrated every morning as the taxis seem to think that they are too important to have to
stand in line and push to the front. This occurs in AG de Witt Street in Bedfordview: there are two lanes
going up the hill. This is an extremely busy intersection and also a dangerous one. The cars flow from down
the hill, we queue coming up the hill and then stay in the right hand side lane to turn right into Kloof Road.
We sometimes wait for 10 to 15 minutes, however every morning there are at least 4 to 5 taxis that drive up
the left lane and at the last minute turn in front of us into Kloof Road . How do we go about getting officers at
this intersection to catch these guys? They are also rude if you do not want to give them a gap. They force
you out of the way. This is a hectic intersection. If we can wait in line, so can they. Maybe only when there
is a few deaths at this corner will they do something. We need someone there fining these guys!

“Moedeloos”: Minibus taxi’s kom daagliks op die hoek van Piering- en Shalestrate in ʼn oostelike rigting in
Elarduspark in die middel van die pad tot stilstand om passasiers op- en af te laai. Hierdie kruising is reg
oorkant die Cornwall View-winkelsentrum. Sonder die taxiprobleem is hierdie alreeds ʼn gevaarlike kruising,
aangesien daar geen verkeersligte is nie. Daar is egter ʼn geskikte plek ʼn paar meter voor hierdie kruising
waar die taxi’s kan stilhou, maar hulle doen dit nie. Daar is ook geen “moenie stilhou” bordjies nie. Indien ʼn
mens dus uit Shalestraat links of regs wil draai, kan jy glad nie aankomende verkeer sien nie, aangesien
hierdie voertuie hulleself daar tuismaak en die sig versper. Daar was al heelwat ernstige ongelukke by
hierdie kruising. Op 18 Maart het ek weer so ʼn insident beleef waar die taxi-bestuurder vir my en homself
“vasparkeer” het. Ek het toeter geblaas om sy aandag te trek om vir hom te wys dat ek nie die aankomende
verkeer kan sien nie. Hy het onmiddellik aggressief geraak en vir my in Afrikaans gesê: “Jy moet jou oë
oopmaak. Moet ek jou leer om te ry?”

Gillian: I reside in Port Elizabeth. Last week, Thursday 12 March at approximately 11:30, I was on my way
to Sharwoods, Langenhoven Drive, Greenacres. I was in the intersection travelling towards Sharwoods on
Langenhoven when a Taxi did a U-turn in the intersection and swerved in front of me. I was travelling in the
far left lane. For me it was either crash the taxi and write off my car or jump the pavement. As I have to use
my car to help get my grandchildren to school, I opted for the pavement damaging the left front tyre. At the
time, I was on my way to Sharwoods to pay for the 4 brand new tyres that I had put on two weeks previous.
The taxi stopped. The “runner” was definitely under the influence and started to shout abuse at my daughter
and myself. Apparently I was at fault. Whether he thought I was at fault or not, he was doing a U-turn in the
middle of a very busy intersection. After this altercation, the taxi rode off.

Gerhard: Saterdagaand het ʼn taxi blindelings oor ʼn stopstraat gery, reg voor twee jong manne (Wikus en
Darius) se voertuig in. Hulle moes uitswaai om ʼn ongeluk te vermy en het in ʼn aankomende voertuig
vasgery. Die motors het voor twee ander voertuie beland en albei van daardie voertuie het ook gebots. Dus
4 onskuldige voertuie wat gebots het. Wikus se nekwerwels is erg beskadig en sy neus is van sy gesig
geruk. Terwyl mense geskok sit en bloei, stop die taxi en die insittendes spring uit en beroof die beseerde
mense. Daarna het die taxi weer weggejaag. Nie net wetteloos nie , maar ook gevoelloos ...

Ralph: Ek stel voor dat ʼn “webcam” oorweeg word vir ʼn spesifieke brandpunt. Sodanig kan die optrede van
taxibestuurders in “real time” aan die hele wêreld blootgestel word deur die Internet. Ek is nie ʼn kundige op
die gebied nie, maar indien die koste nie buitensporig is nie, is ek bereid om dit te borg.

Theo: Op 9 April 2009 omtrent 10:30 het ek in ʼn suidelike rigting gery op die Irene/Olifantsfonteinpad, en ʼn
taxi het van die linkerkant af ingedruk en teen my motor gebots. Ek het twee ooggetuies, wat dit gesien
gebeur het, ons het gestop en ek het sy bestuurslisensie gevra en hom versoek om af te trek om al sy
besonderhede te kry, hy het geweier en weggery. By die 4-rigtingstop was die Metro polisie aan diens en ek
het hulle in kennis gestel, maar hulle het net gesê dit is nie die moeite werd nie, ek moet dit maar net
rapporteer en sy lisensie gaan inhandig by die polisie, hulle was nie bereid om hom agterna te sit nie, en
hom in hegtenis te neem vir roekelose, nalatige bestuur, versuim om te stop by ʼn ongeluk wat hy veroorsaak
het, en dat hy die ongelukstoneel verlaat het nie. Dit is totaal onaanvaarbaar en ek neem die Metro kwalik
vir hulle nie traak my nie-agtige houding en dat hulle die persoon nie dadelik van die pad af getrek het nie.
Ek is besig met regsnavrae in die verband. Ek het nie versekering nie.

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Neels: Op 21 Julie 2007 was my vrou in ʼn ongeluk met ʼn taxi betrokke. Die bestuurder het ʼn rooi robot
oorgesteek en haar getref. Sy is met veelvuldige beserings opgeneem in Glynnwood Hospitaal in Benoni.
Natuurlik het hy nie ʼn ID-boekie of ʼn bestuurslisensie in sy besit gehad nie. My vrou het ʼn permanente
breinbesering opgedoen en is met skisofrenie gediagnoseer. Sy kan nie na haarself omsien nie en word
versorg in ʼn psigo-geriatriese kliniek. Haar versorging kan miljoene rande beloop. Die regering het besluit
dat die gemeenskap self vir lang-termyn pasiënte moet sorg. Tot op hede (April 2009) is die strafsaak nog
nie afgehandel nie. As gevolg van die feit dat dat die strafsaak nog nie afgehandel is nie, kan die derde-party
eis ook nie voortgaan nie. Buiten duisende rande se mediese onkoste, is daar ʼn gesin wat emosioneel
verwoes is en die skuldige ry seker nog steeds taxi. Dit is onaanvaarbaar. Wat het van reg en geregtigheid
geword?

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