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An analysis of non-white transport requirements in an Eastern Cape urban areaViljoen, John January 1978 (has links)
From Preface: The following research is centred around the Grahamstown non-white urban transportation problem. The bus service under consideration is owned and operated by the Grahamstown Municipality and is attached to the City Fire Department. It caters only for non-white commuters by operating fourteen buses, which carry approximately 1 200 000 people per year. As such, the difficulties encountered by this transport service should be generally, though not entirely, applicable only to relatively small non-white transport undertakings. The aims of this research are threefold: 1. to establish the environment within which transport undertakings operate, the structure of the undertaking in response to this environment and the problems which such undertakings encounter in their daily operations ; 2. by analysing in detail a specific transport service, an attempt has been made to delineate problem areas in both the cost and revenue structures, and to ascertain the degree of management awareness of the existence of these problems ; and 3. to determine the social impact of this transport operation and to evaluate all aspects of the service in relation to commuters, business and social needs and wants. Unfortunately, an attempt to extend this type of research to further Eastern Cape urban areas was unsuccessful due to the refusal by certain transport undertakings and government bodies to provide essential information.
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An exploration of organisational communication within Algoa Bus Company, Port ElizabethNdwalaza, Tsepo January 2011 (has links)
The study explored organizational communication at Algoa Bus Company (ABC) in Port Elizabeth. The exploration exercise was based on flows of communication at ABC. This research project captured the four flows of communication as they colour relations within the company. The four flows of communication are, namely: upward communication which refers to messages that flow from subordinates to superiors, downward communication flow which refers to communication directed to the lower levels of hierarchy by higher levels, horizontal communication flow which refers to communication amongst people who are at the same level of authority and diagonal communication flow refers to communication across the organisational levels. The study also explored the structure of such communication processes and from a normative point of view, it does expose weaknesses though.
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'n Vervoerlogistieke benadering tot die hervestiging van verspreidingsentra in die lig van deregulasie van padvervoerWiggins, Henry Owen 06 1900 (has links)
Text in Afrikaans, abstract in Afrikaans and English / In the case of an economical activity such as a distribution system, the distribution depot
normally forms the nucleus of the network. The market place that is being served is not static
and with the passing of time, due to the change in demand together with the change in the
product range which is being offered, a tendency develops for the distribution point to move
away from the nucleus of the network, thereby not representing the optimal location anymore.
There is therefore a constant need for companies to determine whether their distribution
system is suitable for their present, as well as their future trading circumstances. This factor
together with the normal endeavour to minimise physical distribution costs, results in the need
for a sophisticated approach to the whole problem of relocating distribution networks.
The aim of this study is therefore to develop a basic model which will set out guidelines for the
relocation of distribution centres.
With the above mentioned in mind, the first step is a study of the theory to highlight and
analyse applicable techniques and methods that could possibly be used in this model. The
accent throughout this section is placed on well known and proven theories and techniques.
The second part of this research focuses on the empirical study that forms the basis for the
building of a relocation model. With the help of practical examples it is shown how to apply
the model and each step is being highlighted and illustrated.
The model that has been designed in this study clearly outlines the steps that enable the user to undertake and optimally apply a relocation study. Its application does not necessarily require
highly trained personnel or complicated programming. It is therefore recommended that this
model be applied in the case of the relocation of distribution centres. / In die geval van ekonomiese aktiwiteite soos 'n distribusiesisteem, vorm die verspreidingsdepot
gewoonlik die kernpunt van die netwerk. Die markplek wat bedien word is egter nie staties nie
en met die verloop van tyd, as gevolg van die verandering in die aanvraag tesame met die
verandering in die produkreeks wat aangebied word, ontstaan daar 'n neiging dat die
oorsponklike verspreidingspunt weg beweeg vanaf die kernpunt van die netwerk en dus nie
meer die optimale liggging verteenwoordig nie. Daar is dus 'n konstante behoefte by
maatskappye om te bepaal of hulle distribusiesisteme geskik is vir hulle huidige, sowel as
toekomstige handelsomstandighede. Hierdie faktor, tesame met die normale strewe na
minimalisering van fisiese distribusiekoste, het tot gevolg dat daar 'n behoefte bestaan aan 'n
gesofistikeerde benadering tot die hele problematiek van vestiging van verspreidingsnetwerke.
Die studie het dus ten doel die ontwikkeling van 'n basiese model wat riglyne daarstel vir die
hervestiging van verspreidingsentra.
Met bogenoemde in gedagte, is daar in die eerste plek 'n teoretiese studie onderneem wat
toepaslike tegnieke en metodes wat moonlik in hierdie model opgeneem kon word, uitgelig en
geanaliseer het. In hierdie gedeelte word die aksent deurentyd op bekende en bewese teoriee
geplaas.
Die tweede gedeelte van die navorsing fokus op die empiriese studie wat met die bou van 'n hervestigingsmodel gepaard gaan. Daar word aangetoon hoe om die model toe te pas en elke
stap word met behulp van praktiese voorbeelde toegelig en verduidelik.
Die model wat hier ontwikkel is le duidelike riglyne neer wat die verbruiker in staat stel om 'n
hervestigingstudie aan te pak en optimaal toe te pas. Die toepassing daarvan vereis nie
noodwendig hoogsopgeleide personeel of ingewikkelde programering nie en word daar
gevolglik aanbeveel dat hierdie model toegepas word in die geval van die hervestiging van
verspreidingsentra. / Business Management / D. Comm.
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The challenges of the fruit supply chain following the deregulation of the South African fruit industry in 1997Kruger, Karen Lisa 03 1900 (has links)
Thesis (MPhil)--Stellenbosch University, 2000. / ENGLISH ABSTRACT: The implementation of the Marketing of Agricultural Products Act of 1996 resulted in the
deregulation of the South African fruit industry in October 1997. This led to independent
decision-making regarding the marketing of export products by a host of deciduous fruit
producers and exporters. No longer were the producers controlled by a monopoly. The
deregulation challenged the inflexible single-channel fruit pooling marketing structure of
the past and exposed domestic producers and exporters to the competitive global fruit
market. By implication this translated into a need to become globally competitive in the
interest of growing market share. The focus of this new marketing system is to give the
producer the opportunity to export high quality fruit and earn an associated premium for
his products, and to strengthen his brand and reputation through these efforts. The
deregulation also provided the opportunity for independent fruit growers to influence the
optimisation of the value chain, in the interest of lower costs and improved customer
service. The market has since changed from supply (stock "push") to demand driven
(stock "pull"). It is now imperative that the various producers and exporters provide an
efficient supply chain in order to satisfy the end user demands. A consequence of this
would be the increase in deciduous fruit quality as a determinant of decidU<;ms fruit
demand. Market research was conducted to determine the impact that deregulation has
had on South Africa's deciduous fruit industry and to establish the degree to which
Portnet should transform to accommodate this changing and deregulated environment.
In summary, deregulation has created many opportunities for South African fruit
producers and exporters in the domestic and international markets. The only impediment
is whether the new logistical structures will be able to reduce costs and improve profit
margins, particularly now that economies of scale have been dissipated. Customer service
may improve, but at what cost? / AFRIKAANSE OPSOMMING: Die implementering van die Bemarkingswet van Landbouprodukte in 1996 het gelei tot
die deregulering van die Suid-Afrikaanse vrugtebedryf in Oktober 1997. Die gevolg
hiervan was die onafhanklike besluitneming ten opsigte van die bemarking van uitvoerprodukte
deur 'n groep sagtevrugteprodusente en -uitvoerders. Die produsente is nie
langer deur 'n monopolie beheer nie. Die deregulering het die onbuigbare een-kanaal
vrugtebemarkingstruktuur van die verlede opsy geskuif en binnelandse produsente en
uitvoerders die geleentheid gebied om deel te word van die kompeterende intemasionale
vrugtemark. Dit het by implikasie aanleiding gegee tot 'n behoefte om intemasionaal
mededingend te wees in die belang van 'n groeiende markaandeel. Die fokus van hierdie
nuwe bemarkingstelsel is om die produsent die geleentheid te gee om hoe kwaliteit
vrugte uit te voer en die meegaande hoe premie vir sy produkte te verdien, asook om sy
handelsmerk en reputasie sodoende te vestig. Die deregulasie het ook die onafhanklike
vrugteprodusente die geleentheid gegee om seggenskap in die optimisering van die
waardeketting te kry wat tot laer koste en verbeterde klientediens gelei het. Sedertdien
het die mark verander vanaf 'n aanbodmark na 'n vraaggedrewe mark. Dit is nou uiters
belangrik dat die verskillende produsente en uitvoerders 'n effektiewe
voorsieningsnetwerk skep om in die eindverbruikers se behoeftes te voorsien. Die gevolg
sou 'n toename in die gehalte van sagtevrugte wees, wat weer belangrike determinant van
die sagtevrugte vraag is. Marknavorsing is gedoen om die impak van die deregulasie op
die Suid-Afrikaanse sagtevrugtebedryfvas te stel. Wat ook vasgestel moes word, was die
mate waartoe Portnet moet transformeer om in die veranderde en gedereguleerde
omgewing te funksioneer.
Om op te som, deregulering het verskeie geleenthede vir Suid-Afrika se vrugteprodusente
en uitvoerders in die binnelandse en intemasionale markte geskep. Die enigste vraag is
of die nuwe logistieke strukture wel koste sal verminder en winsmarges sal verhoog,
veral noudat skaalvoordele nie meer van toepassing is nie. Klientediens sal verbeter,
maar teen watter koste?
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The case for transition to a sustainable transport system in StellenboschMoody, Matthew 03 1900 (has links)
Thesis (MPhil)--Stellenbosch University, 2012. / ENGLISH ABSTRACT: Human existence in its current form is unsustainable. Urban transport systems are one of
the chief contributors to this problem due to the dominant role of the car. Car dominated
transport systems have a number of serious impacts on social, economic and ecological
systems which collectively suggest they are not sustainable. The complex, global “system of
automobility”, a powerful socio-technical regime, ensures that car dominated transport
systems endure, despite the serious problems they generate.
In the face of the power and resilience of this system, there are examples around the world
of urban areas which have implemented transport initiatives which depart from the
dominant paradigm of automobility. They have successfully provided viable alternatives to
the car, facilitated urban forms which are supportive of green modes and “reconquered”
scarce urban space from the automobile.
However, there are a multitude of barriers to any transition to sustainable urban transport
systems. These can only be overcome through the related processes of contestation and
innovation.
The case of Stellenbosch is a local expression of the global “system of automobility”.
Through a combination of infrastructure, urban form, institutions, beliefs and ways of life,
this system is perpetuated at a local level. In a highly inequitable developing country
context, this is particularly problematic. A town primarily designed to service car mobility is
best suited to the reproduction of the middle class. The poor, and others without access to
a car, are at a disadvantage and movement by green modes is, everywhere, discouraged.
And yet, there are a number of innovative initiatives occurring within the town which depart
from the dominant paradigm, contesting its continued dominance. The path towards
transition is at all times uncertain. However, it is possible to enhance the potential for
transition by strengthening existing niches, contesting existing regimes and preparing for the
imminent increase in landscape pressure generated by climate change and resource scarcity. / AFRIKAANSE OPSOMMING: Menslike bestaan in sy huidige vorm is onvolhoubaar. Stedelike vervoerstelsels is een van
die belangrikste bydraers tot hierdie probleem weens die oorheersende rol van die motor.
Vervoerstelsels waar die motor die botoon voer het ‘n aantal ernstige gevolge op
maatskaplike, ekonomiese en ekologiese stelsels wat gesamentlik daarop dui dat sodanige
stelsels nie volhoubaar is nie. Die komplekse, globale “stelsel van motorvervoer”, ‘n kragtige
sosio-tegniese regime, verseker dat vervoerstelsels waar die motor die botoon voer in stand
gehou word, ondanks die ernstige probleme wat hulle skep.
Met inagneming van die krag en veerkragtigheid van hierdie stelsel bestaan daar oral in die
wêreld voorbeelde van stedelike gebiede wat vervoerinisiatiewe geïmplementeer het wat
afwyk van die oorheersende paradigma van motorvervoer. Hulle het uitvoerbare
alternatiewe vir die motor suksesvol verskaf, stedelike vorme wat groen gebruike
ondersteun gefasiliteer en skaars stedelike ruimte van die motorvoertuig “herwin”.
Daar is egter ‘n menigte hindernisse in die pad van enige oorgang tot volhoubare stedelike
vervoerstelsels. Dit kan slegs oorkom word deur die verwante prosesse van verset en
innovering.
Die geval van Stellenbosch is ‘n plaaslike uitdrukking van die globale “stelsel van
motorvervoer”. Deur ‘n kombinasie van infrastruktuur, stedelike vorm, instellings, gebruike
en lewenswyses word hierdie stelsel op ‘n plaaslike vlak bestendig en behou. Teen die
agtergrond van ’n uiters onregverdig ontwikkelende land is dit in die besonder problematies.
‘n Dorp wat in die eerste plek uitgelê is om vervoer wat op motors berus, te bedien, is veral
geskik vir die reproduksie van die middelklas. Die armes en diegene sonder toegang tot ‘n
motor word benadeel en beweging met behulp van groen wyses word oral ontmoedig.
En tog kom daar ‘n aantal vernuwende inisiatiewe in die dorp voor wat afwyk van die
oorheersende paradigma wat die voortgesette oorheersing daarvan beveg. Die weg na
oorgang is te alle tye onseker. Dit is egter moontlik om die potensiaal vir oorgang te
verbeter deur versterking van bestaande nisse, bestryding van bestaande regimes en
voorbereiding vir die toenemende druk op die landskap weens klimaatsverandering en die
skaarste aan hulpbronne.
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Improving the efficiency of assigning vehicles to auto carrier loads : a decision support systemHusted, Christopher 03 1900 (has links)
Thesis (MBA)--Stellenbosch University, 2008. / ENGLISH ABSTRACT: Auto Carrier Transport (ACT) is the motor ferrying division of Grindrod South Africa
(Pty) Ltd and is contracted to transport the product of 15 different vehicle manufacturers.
The division is responsible for ensuring that the combined annual volumes of each
contract, totalling over 300 000 vehicles per year, are delivered to the right place, at the
right time, and in the right condition. ACT's operating mandate thus focuses on the
outbound logistics of new vehicles, which implies moving cars from either the local
manufacturing plants, or from the import facilities at the ports, to the respective dealer
networks all across Southern Africa.
One of the key operational processes regarding the transportation of vehicles is the
allocation of cars to carrier loads, also known as load building. Once cars have been
allocated to a load, a carrier is then used to transport the load. The existing load building
operation is completely manual, with operators simply assigning cars to loads as best they
see fit. No support systems exist. Thus, given the complexity of the load building
problem, and the manual processes used, existing load building practices result in
suboptimal payload performances.
A Linear Programming Model was developed to improve the manner in which vehicles
are categorised, and then assigned to loads. When compared against the results of load
building operators, it was found that the model could potentially improve the company's
contribution margin by 5.8 percent. / AFRIKAANSE OPSOMMING: Auto Carrier Transport (ACT) is die motorvoertuig vervoerafdeling van Grindrod Suid Afrika
(Edms) Bpk en word gekontrakteer vir die vervoer van die produkte van 15
verskillende motorvervaardigers. Die afdeling is verantwoorde1ik om te verseker dat die
jaarlikse volume van elke kontrak (met 'n gekombineerde volume van meer as 300 000
motorvoertuie per jaar) betyds afgelewer word, op die regte plek en in die regte toestand.
ACT se operasionele mandaat fokus dus op die uitgaande logistiek van nuwe
motorvoertuie met die implikasie dat motorvoertuie vanaf die plaaslike
vervaardingsaanleg, of die invoer fasiliteit by die hawens, na die ooreenstemende
handelaarsnetwerke in Suider Afrika vervoer word.
Een van die kern operasionele prosesse rakende die vervoer van motorvoertuie, wat
bekendstaan as vragtoekening, is die toedeling van motorvoertuie tot vragmotor vragte.
Sodra 'n motorvoertuig aan 'n vrag toegeken is, word dit deur middel van 'n vragmotor
vervoer. Die bestaande vragtoekeningsproses word per hand uitgevoer deur operateurs
wat eenvoudig motorvoertuie aan vragte toedeel soos hulle goeddink sonder die gebruik
van enige besluitnemingsondersteuningstelsels. Aangesien vragtoekening 'n baie
komplekse probleem is wat per hand uitgevoer word, is die resultate suboptimaal.
'n Lineêre programeeringsmodel is ontwikkel om die klassifikasie van motorvoertuie te
verbeter waarna die motorvoertuie aan vragte toegeken word. In 'n vergelyking tussen
die model se resultate en die van die operateurs is daar bevind dat die model die
maatskappy se wins per eenheid met 5.8 persent kan verbeter.
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Land-use transport strategies to cope with suburbanisationVan Zyl, N. J. W. 12 1900 (has links)
Thesis (PhD)--University of Stellenbosch, 2002. / ENGLISH ABSTRACT: Suburbanisation is a world-wide phenomenon and is characterised by the decline
of central business districts and accelerated growth of commercial activities in the
suburbs. The impact of suburbanisation is wide-spread and multi-dimensional,
affecting the whole urban system in terms of its structure, activity and transport
patterns.
In South Africa, suburbanisation, together with the impact of the former group areas
policy, has made suburban developments less accessible to the low-income groups
living on the edges of the metropolitan area. Planners have proposed various urban
densification strategies for the rather unique problems of the spatially inefficient
South African cities, including corridor development along main public transport
routes and the development of activity nodes. In order to implement these urban
densification strategies successfully, it is important to understand the locational
choice behaviour of business managers, and the factors that will attract them to
locate in a certain area. This will enable metropolitan authorities to evaluate and
implement the best policies to promote development of priority corridors and nodes
The research for this dissertation was motivated by the extensive problems of
suburbanisation, the lack of knowledge on the relative impact of land-use transport
factors on the locational choices of businesses, and the apparent limited application
of stated preference (SP) survey techniques and discrete choice models to spatial
choices of businesses for urban planning purposes. The main objectives of the
research were to determine the locational choice behaviour of retail businesses in
strategic spatial terms, and how this knowledge can best be used to manage
suburbanisation.
The dissertation reviews intemational and South African studies on the planning and
policies of the main role players in the urban system relating to retail
suburbanisation, i.e. the planning authority, retail firms and consumers. The dissertation discusses the results of the market research that was done
among Cape Town retailers located in the CSO, and in low- and high-income
suburbs. The survey collected quantitative information regarding the locational
choice factors of retail managers, importance ratings of choice factors as well as
stated preferences for CSO and suburban locations. The calibration results of
various discrete locational choice models are discussed, including elasticities of
choice factors obtained from model applications to the SP data. The development
of a spreadsheet locational choice model based on typical characteristics of CSO
and suburban locations is subsequently discussed. Elasticities of choice factors
from the application of the spreadsheet model were determined and the model
was also used to test a decentralisation trend scenario and a managed
suburbanisation scenario.
The dissertation makes conclusions and recommendations regarding the most
important locational choice factors of retail managers, and the most effective
policies and strategies for metropolitan authorities to manage suburbanisation and
promote urban densification. The performance of SP models applied to spatial
choices are also evaluated and recommendations are made regarding their
application and further research needs. / AFRIKAANSE OPSOMMING: Stedelike desentralisasie is 'n wêreldwye verskynsel wat gekenmerk word deur die
verval van sentrale sakegebiede (SSG) en die snelle groei van
handelsbedrywighede in voorstede. Die impak van desentralisasie is verreikend en
multi-dimensioneel en beïnvloed die hele stadstelsel in terme van sy struktuur,
aktiwiteite and reispatrone.
In Suid Afrika het desentralisasie saam met die impak van die voormalige
groepsgebiedebeleid voorstedelike ontwikkelings minder toeganklik gemaak vir die
lae-inkomstegroepe wat op die rand van die metropolitaanse gebiede woon.
Beplanners het verskeie stadsverdigtingstrategieë, insluitende korridorontwikkeling
langs hoofvervoerroetes en die ontwikkeling van aktiwiteitsnodusse voorgestelom
die unieke probleme van die ruimtelik ondoeltreffende Suid-Afrikaanse stede die hoof
te bied. Om hierdie stadsverdigtingstrategieë suksesvol te implementeer, is dit egter
belangrik om die liggingskeusegedrag van besigheidsbestuurders, sowel as die
faktore wat hulle beweeg om hulle in 'n spesifieke gebied te vestig, te verstaan.
Hierdie kennnis sal metropolitaanse owerhede in staat stelom beleid te evalueer en
die beste beleidsopsies te implementeer om die ontwikkeling van voorkeurkorridors
en nodusse te bevorder.
Die navorsing vir hierdie verhandeling is gemotiveer deur die omvattende probleme
wat deur stedelike desentralisasie veroorsaak word, die gebrek aan kennis oor die
relatiewe impak van grondgebruik-vervoerfaktore op die liggingskeuse van
besighede, en die klaarblyklik beperkte toepassing van verklaardevoorkeuropnametegnieke
(V V) en diskrete-keusemodelle op die liggingskeuses van
besighede vir stadsbeplanningsdoeleindes. Die hoofdoelstellings van die navorsing
was om die liggingskeusegedrag van kleinhandelbesighede in strategiese ruimtelike
terme te bepaal en vas te stel hoe hierdie kennis gebruik kan word om stedelike
desentralisasie te bestuur. In hierdie verhandeling word 'n oorsig gegee van die internasionale en Suid-
Afrikaanse studies oor die beplanning en beleid van die belangrikste rolspelers in the
stadstelsel wat desentralisasie van kleinhandel betref, naamlik die
beplanningsowerheid, kleinhandelfirmas en verbruikers.
Die resultate van marknavorsing onder kleinhandelaars vanuit Kaapstad se SSG en
lae- en hoë-inkomstevoorstede, word bespreek. Die opname het kwantitatiewe
inligting oor die liggingskeusefaktore van kleinhandelaars, die belangrikheid wat hulle
aan keusefaktore heg, en hulle verklaarde voorkeure ten opsigte van vestiging in die
SSG of die voorstede, ingesamel. Die kalibrasieresultate van verskeie diskretekeusemodelle
word bespreek, insluitende die elastisiteite van keusefaktore wat deur
die toepassing van die modelop V V-data verkry is. Vervolgens word die
ontwikkeling van 'n liggingskeusemodel in 'n spreitabel wat op tipiese kenmerke van
SSG- en voorstedelike liggings gebaseer is, bespreek. Elastisteite van die
liggingsfaktore is bepaal deur die toepassing van die spreitabelmodel, en die model
is ook gebruik om 'n desentraliasietendensscenario en 'n
bestuurdedesentralisasiescenario te toets.
Ten slotte word daar gevolgtrekkings en aanbevelings gemaak oor die belangrikste
liggingskeusefaktore van kleinhandelaars, en die mees effektiewe beleidsopsies en
strategieë wat metropolitaanse owerhede kan volg om stedelike desentralisasie te
bestuur en stadsverdigting te bevorder. Die werkverrigting van V V-modelle wanneer
dit op die liggingskeuse van besighede toegepas word, word ook geëvalueer en
aanbevelings word gemaak oor die toepassing daarvan en verdere navorsing wat
nodig is
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Preparing bus and taxi operators for tendering in the Western CapeJakoet, J. (Jamiela) 12 1900 (has links)
Thesis (MScEng)--University of Stellenbosch, 2001. / ENGLISH ABSTRACT: In an attempt to improve the efficiency of the transport system, the national government has
instituted a new tender system for public transport contracts. Small bus and taxi operators are
unfamiliar with operating in the formal sector. This study focuses on the extent of their
disadvantage in the current tender system and recommends measures to counterbalance this.
A questionnaire was devised to determine how much assistance these operators would require
to prepare them for the tender, using the model bus tender document as a basis for this. The
response rate was 20% with 14 taxi and 17 bus questionnaires being retrieved for analysis.
The results showed that 10% of operators had no know ledge of the tender and many needed
training in basic accounting and business procedures as well as public transport operation
skills.
Recommendations included institutional changes in public transport funding, management
and allocation of resources as well as the type of education and training required.
These changes should be implemented soon enough to ensure that small, medium and micro
enterprises (SMME) operators are well prepared for the new tender system. / AFRIKAANSE OPSOMMING: In 'n poging om die effektiwiteit van die vervoersisteem te verbeter, het die nasionale
regering 'n tendersisteem vir openbare vervoerkontrakte ingestel. Klein bus en taxioperateurs
is nie bekend met die bedryf van 'n besigheid in die formele sektor nie. Hierdie
studie konsentreer op hul agterstand in die huidige tendersisteem en maak aanbevelings oor
hoe dit oorkom kan word.
'n Vraelys is opgestel om te bepaal hoeveel bystand hierdie operateurs sal benodig om hu1le
voor te berei vir die tender. Die model bus tenderdokument is as basis gebruik. 20% van die
operateurs het op die vraelys gereageer - 14 taxi- en 17 busvraelyste is ontvang vir verder
verwerking.
Die resultate van die opname het getoon dat 10% van die operateurs geen kennis van die
tender gehad het nie en dat baie van hulle opleiding benodig in basiese rekeninkundige en
besigheidsprosedures sowel as openbare vervoer bedryfsmetodes.
Aanbevelings van die studie sluit lil institusionele veranderinge lil openbare
vervoerbefondsing, bestuur en die toewysing van hulpbronne asook die tipe onderrig en
opleiding wat benodig word.
Hierdie veranderinge behoort so gou as moontlik geïmplementeer te word sodat klein,
medium en mikro operateurs goed voorberei kan word vir die nuwe tendersisteem.
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Transport modelling in the Cape Town Metropolitan Area.Munyakazi, Justin Bazimaziki January 2005 (has links)
The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.
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South African taxi hand signs : documenting the history and significance of taxi hand signs through anthropology and art, including the invention of a tactile shape-language for blind people.Woolf, Susan Eve 23 July 2014 (has links)
This study documents and analyses the first established record of taxi hand signs
and their respective destinations in South Africa. It demonstrates how taxi hand
signification developed into a useful language over time, out of a desperate need
for transport amongst black, multi-cultural and multi-lingual people living in
South Africa. Its central objective is to recognise taxi hand signs as metaphors for
processes of history in pre- and post-apartheid South Africa. This is a study that
crosses disciplinary boundaries and marries fine art, anthropology and philosophy
in exploring new meanings and understandings of taxi hand signs. In this way, it
demonstrates the extent to which art informs other disciplines in extraordinary
ways, adding to the value of inter-disciplinary research.
The research indicates that taxi signs are part of an evolving, well-functioning,
gestural language for sighted commuters. It goes further to probe the question of
how blind commuters might have access to the signs, thereby enhancing their
independence and movement. The study responds to this question through the
design of a new, tactile shape-language of taxi hand signs for blind people.
Qualitative research techniques were employed throughout the three phases of the
research, namely: preliminary research, research design, and social and fine art
responses. The methodologies utilised in the phases were sampling, semistructured
interviews and participant observation. These were each employed at
specific times to meet specific needs of different phases. I, along with some coresearchers,
applied these in taxi ranks, taxi associations and on the streets of
Gauteng. The methods used attest to the fact that when new knowledge was
sought with key informants in the taxi industry, the different methodologies could
be used to verify and corroborate the informants’ information, which in turn
become the keystones of knowledge distribution in the thesis. With limited
documentation on the emergence of taxi hand signs in the industry, the informants
furnished unexplored background information, which I have interpreted in my
artworks, films, books, stamps, maps and the blind shape-language.
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The anthropological research also probed the function of signification through
literary criticism. This involved an investigation of the components of the process
of signification into its constituent parts in order to conceptualise and
contextualise taxi hand signing and its particular relations and narrative content
within the greater field of gestural signification.
The response of art and artists to anthropological, historical and current
approaches was also explored, again to provide context to my art that evolved out
of the research. These involved conceptual and graphic art interpretations probing
movement, time, space and signification, which led to an art exhibition at the Wits
Art Museum (henceforth referred to as WAM) from 12 June to 14 July 2013.
Taxi hand signs are continually evolving as new destinations and narratives arise.
Together with the art responses document, this thesis records and promotes the
established body of the current taxi hand signs, destinations and narratives, for
both sighted and blind people, by providing written, visual and sensory evidence
of a cultural phenomenon that was previously uncharted.
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