Taxi industrydrives realchange
THE news article “Moving towards integrated transport” refers (Cape Times, May 14, page 10).
One cannot ignore that a halfpage spread promoting councillor Brett Herron’s vision for integrated transport conflicts to a large degree with the objective of reducing travel costs for the public transport commuter.
I question whether it’s a case of speaking to a reduction of travel costs or one of ignoring the opportunity to deliver real empowerment in the city. Who wants to save R10 on transport costs when we have the opportunity to turn commuters and minibus taxi stakeholders into shareholders in public transport?
This article is another opportunity to sell an idea that costs too much, returns too little and creates only a handful of beneficiaries. The economic gap is widening under our noses and not enough professionals in the private sector and in government office are commenting on the role of this public transport initiative. Why the silence?
Let’s ignore for a minute that integrated transport was a vision of the minibus taxi industry as far back as 1995, when the industry tabled their recommendations of the national taxi transport task team to the national cabinet.
Let’s also ignore the fact that as far back as 1983, the Welgemoed Commission recommended that minibus taxis be shut out of public transport, and that support and backing be given to bus companies.
Perhaps we should also ignore the fact that minibus taxi representatives were also part of the visit and study of the Bogota, South American integrated rapid transport model. We could even pretend that the Klipfontein Corridor doesn’t exist and was destined to be the primary roll-out location for the Bus Rapid Transit model along the Cape Flats.
Yes, we could pretend and wish away many facts about the origins of an “integrated transport” model, but what Mr Herron needs to accept is that the minibus taxi industry is still the champion of public transport because it fulfils everything he is wanting to achieve – it is cost-effective for commuters, has a community footprint, is accessible, entrepreneurial, has a positive influence on ancillary business and, with a transport capacity that carries 65 percent of the South African workforce, daily economic activity in this country is dependent on the good health of the taxi industry.
I will be the first to point out the industry’s flaws, including the ageing and poor condition of minibus vehicles in general and the low barrier to entry that often gives rise to illegal operators (but goes hand in hand with poor law enforcement). And let’s not forget that this industry, with about a R60 billion turnover per annum, falls more often than not outside of the SA Revenue Service net. But what do you expect when R6.5bn is pumped into an Integrated Rapid Transit (IRT) process, billions into a rail project, subsidised bus services and zero contribution into a minibus taxi industry?
And herein lies the problem – unsubsidised, uneducated, unskilled and uninvited taxi operators continue to mushroom and grow despite being left out of the funding loop. Many cannot understand where our gripe is coming from when it comes to the Bus Rapid Transit model.
The assumption is that the minibus taxi industry is attempting to undermine change and growth, when in fact the industry is behind the IRT model but strongly opposes selective change, and even more selective growth opportunities for a handful of beneficiaries.
If Brett Herron and others in transport really want to promote access and address issues relating to a growing wealth gap, they need only look towards the minibus taxi industry. This is where the real fear lies for local, provincial and national leaders; it is the fear of a narrowing wealth gap. Why, you ask? There is only one fear greater than thousands of uneducated, unskilled, poverty-stricken and unorganised black masses on the Cape Flats engaged in the public transport business and that is thousands of organised, skilled, business-savvy, ambitious, black and cash-flush transport entrepreneurs tackling the public transport sector head on.
While the man in the street cannot see past the veneer of a rundown taxi with a door hanging off its hinges, your local politicians see the economic potential of the Cape Flats and that gives them sleepless nights.
If politicians openly support any initiatives that drive empowerment in the taxi industry, they are potentially awakening a sleeping giant that may seek to uplift entire communities and with it a political thirst that speaks to real transformation and not selective empowerment.
The argument I make for the taxi industry is not one of greed nor power, it is an argument for recognition, equality, fairness and integration. Real transformation includes everyone and not just a select few.
The impact of investment and transformation in the taxi industry has a far-reaching impact on the most vulnerable communities. When will we have this open debate about the impact of public transport investment and transformation in the minibus taxi industry?
Basil Nagel is the chairman of the Retreat Taxi Association HEARING the sad news about the passing of Murray Grindrod at the weekend sent me to my records of several conversations I had with this great man. Until his retirement as chairman of the family’s multifaceted shipping business some eight years ago, he had enjoyed half a century of involvement in the industry.
For him, shipping was more than his job for it had been part of his life from a tender age. Since his father, Walter (aka WB among the shipping fraternity), ran African Coasters and other shippingrelated activities, conversation in their home centred on shipping dynamics, and the young Murray frequently accompanied his father to the docks.
However, having read engineering at Cambridge and with Springbok colours for golf, he could have entered other careers but chose shipping. Wisely, his father dictated that he should begin as a tally clerk on Maydon Wharf in 1957 to learn the ways of shipping from all perspectives, a lesson for those who would begin at the top! He went to sea to experience, first-hand, life aboard those old coasters; through those voyages, he gained an affinity with those who earned revenue for the company.
He told me of times when African Coasters ran a handful of ageing ships between Durban and Cape ports, with occasional trips to Walvis Bay. Revenue came mainly from shipments of sugar and Lever Brothers’ products from Durban. Later, newsprint rolls filled some of the holds for the slow Cape voyage.
Competing with arch-rival Smith’s Coasters and some interlopers (including the weekly mailships that loaded coastwise cargoes) the company struggled as return cargoes to Durban did not fill the ships, testing the skills of the accountants to balance the books.
As he rose through the ranks, Murray Grindrod was a hands-on executive who spent time on ships, at the docks and talking to clients. He attracted capital from the mining house Union Corporation to modernise the fleet – essential to increase efficiency, to draw clients to a modern fleet, rather than the old bangers that once hauled the coastwise cargoes. He also orchestrated the amalgamation of African Coasters, Smith’s Coasters and, later, Thesens into Unicorn Lines that became a household name in local shipping.
Among his achievements was boosting the local shipbuilding industry by ordering 11 ships from Durban yards as Unicorn’s managing director.
Under his guidance, the Grindrod Group listed on the stock exchange and moved into coastal and international tanker operations, as well as extensive ship chartering through the acquisition of Island View Shipping from Tiger Oats in 1999 for a mere R15 million. Seemingly exorbitant at the time, and despite the shipping market collapsing at the turn of the century, IVS became a favourite goose laying very golden eggs.
Add to this Grindrod Group’s involvement in Ocean Africa Container Lines, port terminals (especially the Matola Coal Terminal in Maputo and other opportunities in that rapidly developing port), ships’ agency operations, other terminals and even investments in railways, vehicle transporting and a bank. Thus, on his retirement, Murray Grindrod could reflect on a most exciting, challenging and successful career in shipping.
With that vast experience, his amazing achievements and his own inherent wisdom, his was a highly respected voice that gave valued counsel on a range of maritime issues. And among the listeners were local and international shipping folk, for they recognised the voice of reason. His dignity and personal integrity will remain the company’s cornerstones.
In Dockland, a giant cedar has fallen.