In the majority of cases where women are murdered, the perpetrators are their intimate partners. In about 30% of these cases, there was a prior history of domestic violence, according to the report. The true figure is likely higher.

Guns are also responsible for about 35% of women’s deaths.

Although there are legal provisions that require firearms to be removed in domestic violence cases, these are not adequately implemented.

Only about 2% of women domestic violence victims killed in 2017 held protection orders at the time of their killing. And where protection orders are held, they are not properly enforced, and firearms are seldom permanently removed from abusive partners.

“Firearms do not get removed,” said gender violence researcher Lisa Vetten, who authored the report, during the launch. “There are a couple of reasons for this: women not knowing that they can ask for a firearm to be removed, magistrates not ordering the removal of a firearm when criminal charges are laid, and police not seizing firearms [when they are ordered to].”

A history of domestic violence or protection orders should be used to deny people firearm competence certificates, but aren’t, said Vetten.

Jessica Shah, speaking at the event, told how her daughter, Sasha Lee, was fatally shot at the age of 25 by her abusive former partner, Kyle Inderlall, in 2022 in KwaZulu-Natal.

Inderlall was a security guard and was in possession of a work-issued firearm. He also owned a rifle and another firearm, which he would frequently use to threaten her.

This was despite Shah having taken out a protection order against Inderlall, and a court order for Inderlall’s firearms to be removed. Another partner of Inderlall also had a protection order against him.

The report also notes that firearms not only do harm when they kill, but also when they are used for emotional and physical abuse.

Henrietta du Preez, a domestic violence survivor and former police officer, shared at the event how she was abused by the father of her children. He was also a police officer and would often use his police-issued firearm to intimidate her.

“I came to a point where I knew that as long as I acted accordingly and did not make him mad, I would not get shot,” said du Preez.

He would also intimidate her with pepper spray, a taser and work boots. He also attempted to run her over with a police van.

Du Preez turned to the courts for protection and maintenance orders, and approached social work services and the police for assistance. Police managers told her they would not get involved in officers’ private lives. Ultimately, she was not assisted.

The report recommends that the police publish statistics annually on how many firearm competency certificates are denied or opposed because of past domestic violence, and on compliance with firearm removal orders. This data must be made available to researchers and policymakers to assess the efficacy of the firearms control act, the report says.

The report also calls for the Domestic Violence Act regulations to be amended so that there is a dedicated form to be used for seizing firearms, which must be completed and returned to the court by police officers. If a firearm is not removed, there must be an explanation why.

“When the courts order the removal of a firearm, the police are not permitted to disregard the instruction and disciplinary measures must be instituted accordingly should they do so,” reads the report.

Written by Mary-Anne Gontsana for GroundUp and republished with permission. The original article can be found here.

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The vast majority of minibus taxi commuters come from lower-income and historically marginalised communities of colour that still bear the brunt of apartheid era spatial planning. They often don’t live close to their offices or schools and typically experience longer commuting times.

Unfortunately taxis are not necessarily safe for women. They are like so many other public spaces in a country with some of the world’s highest rates of sexual violence and murder of women by men.

Women’s lives in South Africa are often characterised by the threat of sexual violence. Research about homes, schools, workplaces and university campuses has consistently highlighted how the threat of sexual harassment and violence makes women feel unsafe in the everyday spaces they occupy and move through.

Less attention has focused on women’s experiences of feeling unsafe in the mobile spaces they use for daily commuting. This is surprising, considering the reports of women being subjected to sexual harassment and acts of assault when commuting.

To address this gap, I conducted a study that explored women’s experiences of feeling threatened with sexual violence while commuting on minibus taxis, and what they did to reduce the risks.

My findings could be used by the government, the minibus taxi industry and commuter rights groups to help make commuting safer for women.

The research also highlights that commuting systems and transport networks are not gender neutral or unaffected by the threat of sexual violence that women face daily in South Africa.

How the study was conducted

Using a small sample of participants so that I could explore their experiences in depth, I interviewed 14 women who used minibus taxis daily.

All the participants were students at a university in South Africa’s Gauteng province and were aged between 19 and 32.

All 14 relied on minibus taxis to get to and from their residences, campus, part-time places of work and places where they socialised or relaxed.

The participants all said they often felt anxious and hypervigilant when commuting. This echoes research which has pointed to the “enduringly stressful impact of minibus taxi commuting” for women.

One of the foremost issues to arise was the trade-off between safety and convenience. One participant said:

If I finish a shift [at work] at ten or eleven [at night], only [minibus] taxis are still on at that time, so it’s the most convenient thing for me to use … But if I didn’t have to use it I really wouldn’t … [I]t’s so stressful; but I don’t have any option that’s that convenient. You don’t feel safe at all.

The participants had all developed a finely tuned sense of their usual routes, relying on this sense when evaluating their safety as a taxi trip unfolded, especially if they found themselves commuting at night or if alone. One said:

[A]ll I can do is try monitor what’s going on. Is [the driver] going down the right road? What turn-off does he take? Is it the usual route? Is he going slow or speeding up?

The close confines of minibus taxis, which have a legal capacity of between 10 and 15 passengers, sometimes led to fraught interactions with men.

One told me: “As a woman you never use much space on a seat because some guys will sit next to you and they just push their legs open. Like wide. Their one leg will push against your leg. Even if you’re uncomfortable with it. He will always force his leg against yours. It can be very intimidating. You can feel that he expects you to give him that room on the seat.”

Sadly, the interviewees viewed being unsafe, whether on taxis or anywhere else, as part of their everyday lived experience as women in South Africa. This was poignantly expressed by one woman when she mentioned the 2019 murder of Cape Town university student Uyinene Mrwetyana in a Post Office building:

As a South African woman I’m always being on guard, you know? Taxi, bus, train – it’s just like any other place in this country. You can get raped anywhere. Even if you’re just at the post office, like Uyinene. A man can get you anywhere. It’s come to that point where you must automatically assume that any man who sits next to you wants to rape you.

Moving forward

So, what can be done?

Firstly, violence against women arises within a context where it’s normal to devalue women. That must change, or the threat of sexual violence will persist, regardless of how women commute.

Secondly, the design of commuter transport infrastructure, particularly for the minibus taxi industry, needs to be reimagined through a gendered perspective. Public transport projects should make sure taxi ranks and stops are well-lit, equipped with surveillance, and designed with clear sightlines. Trained public safety personnel and emergency communication systems should be part of the planning.

There is also an urgent need for a broader range of safe, affordable and efficient public transport options. The decline of reliable public transport, in particular urban bus and rail services, has turned many commuters into “transit captives” of the minibus taxi industry.

Most public transport users in South Africa are women. They should have more safe, efficient and affordable options to choose from.

Reposted with permission from The Conversation, the original article can be found here

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