This study was made of the school districts in the East Texas oil field in Rusk and Gregg Counties. These school districts have a dense rural population, the majority of whom are engaged in some type of oil field work. Financially, these school districts are considered the wealthiest in the state, and in general are similar to most oil field sections in the South. A total of twelve different transportation systems, operating sixty-five buses, transporting 8,758 school children were studied. In this study, efficient methods of transporting school children, methods of administering transportation, contracting, types of roads, qualifications of drivers, equipment, and cost in these oil field districts were considered.

The purpose of this study was to assess the legal and financial status of public aid for the transportation of private elementary and secondary school pupils in the United States. A combination of legal and survey research methodology was used to approach the study in three phases. A survey was sent to all states to identify those which were providing publicly-funded transportation to nonpublic school pupils through November, 1982. Upon completion of this initial survey all reported state and federal court cases relating to the public financing of private school transportation were then researched, including the landmark Everson case of 1947. Through a second survey financial data for the 1981-82 school year were collected and analyzed for those states identified as providers of private school transportation aid. The study showed that thirty states were providing transportation services to nonpublic pupils in 1982, with twenty-one of these states mandating such transportation by local school districts. The extent of publicly-funded transportation offered to private school pupils in the provider states was found in general to be at least comparable to or possibly even more extensive than that provided at public expense to public school pupils. The study also indicated that, excluding the Everson decision by the Supreme Court in 1947, the issue of nonpublic pupil transportation provision has been decided almost wholly on a state constitutional basis of church and state separation requirements. The exception to this has been the involvement of the federal courts in the 1970’s in deciding the constitutionality of outside-district transportation provided by public funds for nonpublic pupils. In regard to the financial analysis the ten provider states with complete fiscal data reported that $148.6 million was spent to provide nonpublic pupil transportation services. Another $25.5 million was estimated for private school transportation costs in five additional provider states with partial data. While the remaining fifteen provider states authorized private school transportation, a documentation of costs was not reported to the study and it is possible that recorded financial data may not exist to differentiate public and private school pupil transportation costs in these states. / Ph. D.

This study was a preliminary step in an assessment of the transportation services accessible to blind and deaf children in Vancouver. It originated in response to the ever increasing concern voiced within the community about the problem of inadequate transportation facilities for handicapped children. The purpose of the research was to determine the extent to which public and special transportation services are accessible to children with visual and hearing impairments and to propose improvements that might be made. In order to research this problem, four basic methods of collecting information were employed, as follows: documentary analysis interviews and correspondence with transportation experts; mailed questionnaires to parents of blind and deaf children; and, personal interviews using the same questionnaire. The sample population was randomly selected from blind and deaf children between the ages of 6 and 19 years who were affiliated with Jericho Hill School in the 1974-75 school term. Sixty-one (48%) questionnaires were completed and used in this study. Findings regarding mobility limitations showed that the sample population was quite mobile and over half reported not having to rely on special aids to help them get around outdoors. Of those requiring some kind of aid, most used either a cane or another person. Travel data were obtained for three trip destinations: school medical facilities, and recreational activities. Findings showed the children were not restricted in travel to recreational activities. Transportation to medical facilities was not found to be a problem because the majority of the children used those provided at Jericho Hill School. Access to school transportation was not reported to be a problem in itself; however, it was found that the trip from home to school was problematic in terms of travel time and safety requirements It is a conclusion of this study that if Jericho Hill School remains as a central facility a more localized shuttle service would be the maximum requirement. However, if decentralization occurs the provision of a parallel system run on a demand-responsive basis would be necessary. It is apparent from this study, which has attempted to review the range of problems and needs for transit of blind and deaf children that problems for them are perhaps common to all handicapped children. / Medicine, Faculty of / Population and Public Health (SPPH), School of / Graduate

The Umnini Tribal Authority is a poor, semi-rural area in KwaZulu-Natal, governed by a local chief. This study set out to determine school commuting patterns in relation to school choice and socio-economic status (SES) in the area. Mixed methods were used, involving a parental questionnaire survey, interviews, focus groups and a field audit with photographs. Overall, almost all learners enrolled in the seven 'no-fee' state primary (four) and high schools (three) under study were found to be Black African, IsiZulu speakers, and generally ‘extremely poor’ to ‘very poor’. Most households are headed by single mothers who have completed high school but are unemployed. Most households rely on government social grants to some extent. Most fathers were either absent, poorly educated to uneducated, and far less likely to be employed than the mothers. Children living with both parents, especially where the father was tertiary educated, and the mother employed, fell into the ‘less poor’ and ‘better off than most’ categories. In terms of school choice affordability, good teachers, good school management and proximity to home were the main drivers of enrolment. SES seems to have an impact on the amount of money spent on school lunches and school expenses, although there were some concerning exceptions. Primary school learners walked to school, but many parents pay for monthly transport. Some use the government-subsidised bus. High school learners tended to have longer and less safe journeys to school and back than primary school learners. This is especially true for boy learners, who are targets for criminals, drug addicts and, even worse, school bus drivers. Several challenges face all these learners en route to school every day: crime, unsafe and poor road conditions, roadworthy vehicles, long journeys and rough terrain. Primary school learners often get lost or left behind by their transport drivers. Fortunately, their teachers are actively involved in ensuring their safety and well-being – far more so than their parents, who seldom even know the name of the transport driver, let alone whether the vehicle is appropriate, roadworthy or licenced. High school learners were more likely to live in ‘extremely poor’ to ‘very poor’ households, a possible indicator that financially better-off parents are sending their high school children to schools outside of the area. It is recommended that the local tribal authority, the provincial government, the schools, parents and drivers need to work in unison to make the school commute simpler and safer. / Environmental Sciences / M. Sc. (Environmental Management)