Ontwikkelingsrigtings in die onderwys van Kaapland, hoofsaaklik met betrekking tot sekondere onderwys 1930-1958

Proefskrif (D. Ed.) -- Universiteit van Stellenbosch, 1973.AFRIKAANSE OPSOMMING: Hierdie verhandeling dek hoofsaaklik die tydperk vanaf 1930 tot 1959, vir die grootste gedeelte waarvan dr. Wouter de Vos Malan (aanvanklik Kaapland se eerste Professionele Assistente van die Superintendent-Generaal van Onderwys), vanaf Julie 1934 die Onderwyshoof van Kaapland was, vir 'n tydperk van 19 jaar. Geskiedkundig is dit 'n betreklike kort tydperk, maar nogtans een waarin daar vir Kaapland se onderwys betekenisvolle ontwikkelinge plaasgevind het

The lurch towards formalisation : lessons from the implementation of BRT in Johannesburg, South Africa

The City of Johannesburg, South Africa, implemented the first phase of its Bus Rapid Transit (BRT) system named Rea Vaya between 2009 and 2011. The system design and organisational arrangements drew heavily on precedents from South America, especially insofar as BRT is used as an instrument for securing the transformation and formalisation of a fragmented and problematic informal public transport industry. Despite the inevitable transition problems, the formalisation scheme appears to be generally successful – an outcome that surprised many analysts as it follows a long history of mistrust, resistance, and unsuccessful interventions between government and the minibus taxi industry. The paper offers an analysis of the reasons for the successful transformation of participating taxi operators, by using a life-cycle analogy. We argue that the minibus-taxi industry in South Africa has reached a state of stasis and maturity, with limited opportunities for further growth in its present form. BRT, as it is implemented locally, offers opportunities for re-invention – for moving onto new a potential growth trajectory – by overcoming the binding constraints of informality and by opening up new markets to operators. The life-cycle analysis also offers some insights into critical success factors that, if not met in the long run, could jeopardize the longevity and scalability of the formalisation project. The paper concludes with insights regarding the planning and management of BRT systems to maximize their potential for leveraging the formalisation of informal operators, both in South Africa and in other developing countries.http://www.elsevier.com/locate/retrechb201

Lurching towards formalisation

The system design and organisational arrangements drew heavily on precedents from South America, especially insofar as BRT (bus rapid transit) is used as an instrument for securing the transformation and formalisation of a fragmented and problematic informal public transport industry. Despite the inevitable transitional problems, the formalisation scheme appears to be generally successful - an outcome that surprised many analysts, following a long history of mistrust, resistance, and unsuccessful interventions between government and the minibus taxi industry. There are reasons for the successful transformation of participating taxi operators. The minibus taxi industry in South Africa has reached a state of stasis and maturity, with limited opportunities for further growth in its present form. BRT, as it is implemented locally, offers opportunities for reinvention - for moving on to a new potential growth trajectory - by overcoming the binding constraints of informality and by opening up new markets to operators.This article is an extract from Venter’s article titled ‘The lurch towards formalisation: Lessons from the implementation of BRT in Johannesburg, South Africa’.http://www.3smedia.co.za/publication/imiesa/am2016Civil Engineerin

Assessing the potential of bus rapid transit-led network restructuring for enhancing affordable access to employment – the case of Johannesburg's Corridors of Freedom

Bus rapid transit (BRT) systems are often implemented as a means toward achieving regulatory reform in the transport sector. This often involves simultaneous formalisation of informal paratransit operators, and restructuring of public transport networks into centrally planned trunk-feeder systems. Such interventions might radically affect passenger access and social inclusion in ways that are as yet poorly understood. The paper uses a new accessibility metric called access envelopes to examine the potential impacts of various restructuring options on passengers' wage earning potential at job opportunities across space. The Corridors of Freedom initiative of the City of Johannesburg is used as a case study of a BRT-led restructuring exercise with land use and transport components. The study finds that it is hard to improve on the accessibility provided by the current near-ubiquitous informal minibus-taxi network. The only way that BRT implementation can improve access and affordability in the short run is by offering a fully integrated trunk with feeder services. Should such feeder services be supplied via a hybrid formal-informal approach, an integrated and progressive fare policy is critical to maintaining affordable access for poor passengers. A laissez-fare approach where taxis are allowed to provide ad hoc feeder services without any fare integration, is likely to decrease affordable access.Partly sponsored by the South African Department of Science and Technology through the StepSA project.http://www.elsevier.com/locate/retrec2017-11-30Civil Engineerin

The equity impacts of bus rapid transit:A review of the evidence and implications for sustainable transport

The paper offers an analysis of empirical evidence on the equity impacts of operational Bus Rapid Transit (BRT) systems in the Global South. The focus is on vertical equity, i.e. whether BRT systems achieve progressive benefits for poorer segments of the population. Findings from Africa, Asia, and Latin America all suggest that BRT does offer significant benefits to low-income groups, in terms of travel time and cost savings, access enhancement, and safety and health benefits. However benefits are often skewed toward medium-income users and thus less progressive than they might be. Two primary reasons for this are insufficient spatial coverage and inappropriate fare policies. While many features of BRT potentially allow it to deliver pro-poor outcomes, such outcomes only materialize if BRT implementers pay specific and sustained attention to equity. The paper identifies key issues that need to be addressed to steer BRT implementation toward more socially sustainable outcomes—including better integration with other transit, paratransit, and nonmotorized transport services, and with the housing sector

Testing the impact and feasibility of 30 km/h speed limit zones at schools

Local authorities such as the City of Tshwane (CoT) Municipality are confronted on a daily basis with road traffic safety challenges around schools. School principals, councillors, parents, scholars and neighbourhood residents approach local authorities for assistance to address unlawful driver behaviour and implement remedial measures to enhance the safety of scholars at schools. One potential countermeasure is the implementation of 30 km/h speed limit zones at schools. However, such speed limit zones to improve pedestrian safety on lower order roads around schools are not common in South Africa. Very little before-and-after data are available to understand and evaluate the effectiveness of such zones. The objective of this study was to measure the effectiveness of introducing a 30 km/h speed limit zone strategy at schools, where high pedestrian activity and non-motorised transport are present and can be endangered by vehicular traffic. Thirty kilometre per hour speed limit school zone signs were designed and installed to enforce a 30 km/h speed limit for specific periods of time during school arrival and departure times. Three school sites in different areas in the City of Tshwane Municipality were selected as case study sites. Before-and-after speed data were used to test the hypothesis that the 30 km/h speed limit zone has no effect on the mean and variance of speed. The results showed that the speeds recorded after the implementation of the 30 km/h speed limit school zone signs varied between 30 km/h and 35 km/h at all the sites. The mean speed at all the sites was lower than before, for both passenger and public transport vehicles. A control site was also used to ensure that the results were not caused by spurious fluctuations. Qualitative feedback from the schools showed widespread acceptance of the measure. The results of this study show that international best practice initiatives can be applied with great success and that 30 km/h speed limit school zones can contribute to safer roads and support the National Road Safety Strategy to reduce the increasing trend in road traffic fatalities.Paper presented at the 34th Annual Southern African Transport Conference 6-9 July 2015 "Working Together to Deliver - Sakha Sonke", CSIR International Convention Centre, Pretoria, South Africa.The Minister of Transport, South AfricaTransportation Research Board of the US

Access envelopes : thekeniki e ncha ya ho beha mmapeng mekhoa e bobebo ya transpoto le merero ya bolulo

The article describes the application of a GIS-based accessibility measurement technique suited to assessing the impact of both transport and spatial development strategies on the location-specific affordability of job access for poor households. The access envelope methodology extends existing accessibility measures by: explicitly accounting for public transport service patterns; including transport costs as a dimension of accessibility; and deriving a single intuitive measure of access reflecting the potential income earnable by a person living in a certain location, after paying for transport. Several case studies from the City of Tshwane are presented, illustrating its use for assessing spatial integration and transport initiatives. The cases demonstrate how Tshwane’s emerging Bus Rapid Transit (BRT) system selectively enhances accessibility to jobs, although its marginal accessibility benefit is reduced by the part-duplication of existing rail lines to core employment areas. While the BRT improves the net earning potential of low-income workers in certain areas, its ultimate benefits will significantly depend on its achievement of network effects – especially via the reduction of first/last-kilometer trip costs – and its ability to leverage higher density development within walking distance of the route. Accordingly, results obtained with the access-envelopes method carry significant implications for current transport planning in the main metro cities.Die toepassing van ’n metode om die toeganklikheidsimpakte van beide vervoeren ruimtelike ontwikkelingstrategieë op die haalbaarheid van werksgeleenthede onder lae-inkomste huishoudings te beoordeel, word bespreek. Die metode is gegrond op Geografiese Inligtingstelsels (GIS), en verbeter bestaande metodes om toeganklikheid te meet deur openbare vervoerdienste direk in ag te neem; vervoeronkostes as a dimensie van toeganklikheid in ag te neem; en ’n enkele intuïtiewe indeks te ontwikkel om die potensiële inkomste van ’n person wat op ’n bepaalde plek woon, te bereken, inaggenome die koste en tyd wat aan vervoer bestee word. Gevallestudies van die Stad Tshwane word aangebied om die toepassing van die metode te illustreer. Die gevalle toon die mate waartoe Tshwane se opkomende Snelbusstelsel toeganklikheid tot bepaalde werksgebiede kan verbeter, ten spyte daarvan dat die inkrementele voordeel beperk word deur die feit dat die busstelsel bestaande treindienste gedeeltelik dupliseer, veral ten opsigte van bestaande kerngebiede in die stad. Die snelbus verbeter wel die netto potensiële inkomste van werkers, maar sy voordele sal uiteindelik afhang van die mate waartoe die kostes van die eerste/laaste kilometer van ritte verminder word, en die mate waarin verdigting en ontwikkeling in areas wat binne loopafstand van die roete is, behaal word.Serapa sena se hlalosa tshebediso ya thekeniki ya ho fumana sohloe ha bobebe ka GIS, e sebedisetsoang ho sheba na transpoto le tswediso pele ya dibaka tse kholo di ama hakae mabapi le ho fhla mesebetsing ha bonolo le ho se utlloisi pokotho bohloko. Access envelope methodology e sarolla mekhoa ya ho fihla dibakeng tse hlokahalang ha bonoloka ho sebetsana le ditshebeletso tsa transpoto, haholo holo ditefello tsa transpotoya sechaba e le mokhoa oa ho bebofatsa ho fihla dibakeng tse hlokahalang le ho fana ka mokhoa o le mong oa ho fihla ha bobebo dibakeng tse hlokahalang o ipapisitseng le se motho a se kholang. Dipatlisiso tse ngata tse tsoang City of Tswane di bontsha tshebetso ya bona ya ho shebisisa kenyelletso ya dibaka le traspoto. Dipatlisiso di bontsha lka mokho Bus Rapid Transit (BRT) e thusitseng batho hore ba fihle mesebetsing ka nako teropong ya Tswane, le ha ho fihla ha bobebe ha eona ho ts’iroa ke diterene tse ne se ntse di le teng. Le ha BRT e ntlafatsa chelete ya batho basa kholeng haholo, ditla morao tsa eona tse hantle di ka thusoa ke ditefiso tse tlase le ho phahamiso trswelopele ya bona pela batho hore ba khona ho tsamaya ka maoto hofihla ho yona. Ha ho le joalo access envelopes method e bontsha ho eba le diphetoho tsa merero ya transpoto ka hara teropo tse kholo.The Department of Science and Technology through the StepSA projecthttp://reference.sabinet.co.za/sa_epublication/sm_townam201

Application of hub-and-spoke networks in sparse markets : the case of Africa

Hub-and-spoke networks hold promise for decreasing costs and increasing connectivity in air transport markets in countries characterised by sparse demand conditions. This paper examines suitable hub-location and network design methodologies, and the potential evolution of sparse networks over time in Africa. By adopting a cost model to assess the operational effectiveness of alternative networks, we show that low-cost, short-range airplanes have a significant role to play in low-density hub-and-spoke operations. In Africa, a four-hub network centred on high-demand hubs with short node-hub distances is the most suitable option.http://www.jtep.orgam2017Civil Engineerin

Estimating car ownership and transport energy consumption : a disaggregate study in Nelson Mandela Bay

This paper investigates energy consumption patterns by households and individuals during travel on a typical day. A methodology is developed to estimate trip-by-trip energy consumption using standard 24-hour travel survey data, and applied to the Nelson Mandela Metropolitan Area using their 2004 household travel survey. Baseline energy consumption patterns by different modes, times of day, and user groups are established. Across the population, energy use is very skewed: 20% of people consume about 80% of transport energy, mainly due to the disproportional contribution of car use to energy expenditure. We then estimate a disaggregate vehicle ownership model and link it to a model of household transport energy consumption to explore the underlying socio-economic and land use variables driving energy consumption. Land use factors (especially job accessibility) significantly affect energy use, but do so differently for low and for high-income households, suggesting that accessibility enhancing land use and transport measures could have unintended consequences for overall energy and environmental management.http://www.journals.co.za/ej/ejour_civileng.htmlam201

Interactive learning through gaming simulation in an integrated land use-transportation planning course

The paper describes the use of gaming simulation in the teaching of integrated land use–transportation planning as a part of an undergraduate civil engineering course. A key innovation of the UPTown game developed at the University of Pretoria, South Africa, is the way in which the actions of both public-sector planners and private-sector real estate developers are simulated by students. This allows students to explore the problems of conflicting objectives and to discover the value of cooperative planning in the land use and transportation development process. The paper describes the background to and rationale for an integrated planning course, and it explains the game and simulation aspects in detail. Assessment of student performance showed that the game significantly enhanced the achievement of learning outcomes. Students who faced more complex and open-ended tasks performed better, reaching higher levels of competence earlier on in the game. The paper should be of value to educators who wish to develop new approaches, such as gaming simulation, to respond to contemporary engineering students’ preferences for more active and social learning styles.http://ascelibrary.org/journal/jpepe32015-01-31hb201