The debate on how students of different abilities should be organised and taught is probably as old as the introduction of formal schooling. It has generated a lot of debate in the past and continues to do so in the present millennium. This debate has invariably divided the world of educational research into two distinct camps. On one hand are proponents of ability grouping who claim that this grouping approach creates homogeneity which make it possible to tailor teaching to individual needs and thus raise achievement. On the other hand, are the exponents of mixed-ability grouping, who argue that ability grouping denies equality of educational opportunities to many young people, limiting their life chances and increasing social segregation. However, there is an emerging trend which posits that teachers should view students' mixed-abilities as an asset, which if properly exploited can result in effective instruction for the benefit of all students regardless of their many individual differences. This emanates from the realisation that there are different types of intelligences, and that it is not always possible for an individual student to posses all the types of intelligences. Therefore, students from diverse backgrounds, endowed with multiple intelligences, can help one another understand the content better as they will perceive the content from their diverse experiential backgrounds. This qualitative study concerned itself with investigating how mixed-ability grouping can be optimised for effective instruction at the junior secondary school level in Botswana. The study made use of literature study, focus groups, follow-up interviews and lesson observations. Major findings were that teachers are not optimising mixed-ability grouping for effective instruction. Instead, teachers have problems in teaching mixed-ability classes, with most of their teaching being teacher-centred. However, teachers can optimise mixed-ability grouping through the use of student-centred instructional strategies such as cooperative learning, small-group instruction, peer teaching and student research. Gifted students could be catered for through curriculum compaction, enrichment and extension work, while mentally challenged students could be offered remedial work. These cited teaching strategies are differential and they make use of the diverse abilities found in mixed-ability classes. / Educational Studies / D.Ed. (Didactics)

Public lighting is an important part of city infrastructure. In parks, it enables activity, transportation and recreation in the darker hours. As the field of city lighting is rapidly expanding and advancing, innovations like customisable luminaries and LED light source options are making their way into the fray. This study is focused on comparing two parks with different lighting setups: Tegnérparken – equipped with newer, individually programmable luminaries with LED light sources and a separate control system (Interact City), and Bergsbrunnaparken – which hosts non-customisable luminaries with halogen light bulbs. By interviewing relevant professionals, conducting a survey, and performing several field studies in the two parks, many subjective factors were identified. These are the unmeasurable entities that lighting affect – like sense of safety, comfort, light pollution and blinding.  In order to create a more energy efficient system that does not compromise with the subjective factors, but rather improves them – a new schedule with changed dimming levels is designed for Tegnérparken. By simulating the schedule in Python, the new schedule shows a 15 percent reduction in energy consumption compared to the old. Compared with Bergsbrunnaparken, the improvement is between 46 (old schedule) and 54 (new schedule) percent.  The study also point to a range of possible improvements in Bergsbrunnaparken, that should be taken into account when thinking of redesigning the lighting there. These are based on input from investigating subjective factors, as well as lux measurements and visual inspections.  The study resulted in a change of schedules in Tegnérparken, as the new one was accepted and implemented by Uppsala Kommun in late May 2021. It is also groundwork for further studies into implementing the Interact City system throughout more park spaces, and its usability for improving subjective factors with relative ease.  The study is commissioned by Uppsala Kommun.

Increasing congestion and environmental concerns have evoked an interest in promoting urban Public Transport (PT) the last decades. In 2012 the City of Stockholm adopted an “Urban mobility strategy” stating that public transport, cycling and walking should be prioritised over cars in central Stockholm. One of the most important factors influencing the modal choice is the travel time ratio between car and PT travel. According to earlier studies Public Transport Traffic Signal Priority (PTSP) can reduce travel times for public transport with only small negative impacts on other traffic. Conditional PTSP can also help to regulate the PT service. Thus PTSP may support drivers’ decision to change travel mode from car to PT, thus supporting adopted policy goals. Conventional control strategies for coordinated traffic signals have pre-set timings based on traffic surveys. Some traffic adaptation based on real time detector actuations can also take place within the frames of the pre-set cycle time. PTSP changes the signal timings, within pre-set limits, when a PT vehicle is detected. Self-optimising control strategies use a traffic model to predict the traffic flows from traffic counts, and determine the signal changes in real-time by minimising a cost function including delay, number of stops etc. PTSP is included directly in the optimisation by giving PT vehicles a higher weight compared to cars. In this thesis the fundamentals of signal control theory are reviewed as well as unconditional and conditional PTSP criteria and strategies. A simulation based method for evaluation of impacts of different PTSP strategies in coordinated controlled traffic signals is implemented. The simulation setup includes Software-In-the-Loop (SIL) signal controller simulators running the same control logic as used in field. Such simulation models can be useful to test and fine tune PTSP before being implemented in field. Simulations with a SIL setup also enable comparisons of signal control strategies or systems on equal terms, not practically or economically possible in field studies. The implemented SIL simulation model was used to evaluate the impacts on buses and other traffic from the different PTSP functions used in the “PRIBUSS” PTSP method. Short green time extensions showed travel time reductions for buses, with almost no travel time increase for other traffic. Long green time extensions gave somewhat larger benefits for the buses, but more delay to other traffic. Red truncation gave less travel time savings to the prioritised buses and more extra delay for cross street traffic, compared to green extensions. Double red truncation and Extra phase showed some additional travel time savings to the buses, but had the largest negative impact on other traffic. A combination of PRIBUSS functions showed the best results. Depending on the structure of the signal coordination and the location of the bus stops different PTSP functions may be needed. Based on the conclusions from the evaluation of the different PRIBUSS functions a conditional “differential on-time-status” based PTSP strategy was proposed and tested in the SIL simulation environment. The proposed method is focusing on direct travel time savings as well as on reduced bus bunching. The two self-optimising signal control systems Utopia/Spot and ImFlow were tested, and their impacts were compared to conventional control including PTSP with the PRIBUSS method in a SIL simulation environment. The aim was to test if commercially available self-optimising control systems can reduce the overall delay per person by applying more sophisticated PTSP. Both systems reduced the delay for buses, cyclists and pedestrians at a cost of increased delay and increased number of stops compared to the existing conventional control used in field. The total delay for all road users was reduced substantially. / Intresset för att påverka resvanorna i våra städer så att kollektivtrafikandelen ökar har växt de senaste decennierna på grund av en ökad trängsel i gatunätet samt ökad miljömedvetenhet. Stockholms stad har antagit ”Framkomlighetsstrategin” som innebär att kollektivtrafik, gång och cykel ska prioriteras framför biltrafik i centrala Stockholm. En av de faktorer som påverkar färdmedelsvalet mest är restidskvoten mellan bil och kollektivtrafik. Tidigare studier har visat att kollektivtrafikprioritering i trafiksignaler kan minska körtiden för kollektivtrafiken väsentligt, med små eller inga negativa konsekvenser för övrig trafik. Villkorlig prioritering kan dessutom förbättra kollektivtrafikens regularitet. Kollektivtrafikprioritering i trafiksignaler kan på så sätt hjälpa till att förbättra kollektivtrafikens attraktivitet och därigenom öka kollektivtrafikandelen. Samordnade trafiksignaler styrda med konventionell teknik har en fast tidsättning framtagen med insamlade historiska trafikdata som grund. Viss trafikstyrning kan åstadkommas inom ramen för den fasta omloppstiden. Om bussprioritering finns ändras signalväxlingen av prioriteringsfunktionerna när en buss detekteras, inom vissa begränsningar för att hålla ihop det samordnade systemet. Självoptimerande signalstyrning bygger på att fordonsrörelserna genom systemet predikteras med en trafikmodell utifrån trafikräkningar med detektorer. Signaltidsättningen bestäms sedan i realtid genom att minimera en kostnadsfunktion som innehåller fördröjning, antal stopp mm. för de modellerade fordonsrörelserna. Kollektivtrafiken prioriteras genom att dess fordon detekteras separat från övrig trafik, och ges en högre vikt i optimeringen av signaltidssättningen. I denna avhandling beskrivs de teoretiska grunderna för trafiksignalstyrning, liksom metoder och kriterier för villkorlig och ovillkorlig signalprioritering av kollektivtrafik. En simuleringsbaserad metod för att utvärdera effekterna av olika signalprioritering har implementerats. Denna använder styrapparatsimulatorer med samma programmering som styrapparaterna på gatan, inklusive prioriteringsfunktioner. Sådana simuleringar kan vara ett användbart verktyg för att justera in prioriteringsfunktionerna innan dessa implementeras i signalstyrningen på gatan. Simuleringar med styrapparatsimulatorer möjliggör också jämförelser av olika styrstrategier under kontrollerade förhållanden som inte vore praktiskt, eller ekonomiskt möjliga att genomföra i fält. I den framtagna simuleringsmiljön har effekterna av de olika prioriteringsfunktionerna i PRIBUSS utvärderats. Korta (maxtids-)förlängningar gav körtidsvinster för bussar och knappast några restidsförsämringar för övrig trafik. Långa förlängningar (fråntidsförlängning och återtagen start) gav ytterligare restidsvinster för busstrafiken, men ökad fördröjning för övrig trafik. Avkortning gav, jämfört med förlängningar, mindre restidsvinster för busstrafiken och mer störning för övrig trafik. De mer komplicerade funktionerna Dubbel avkortning och extrafas gav viss ytterligare restidsvinst för bussarna, men hade den största inverkan på övrig trafik. Bäst resultat uppkom dock med en kombination av PRIBUSS funktioner. Beroende på samordningens struktur och busshållplatsernas placering i förhållande till trafiksignalerna kan olika prioriteringsfunktioner ge större eller mindre nytta. Baserat på utvärderingen av de olika PRIBUSS funktionernas effekter på bussar och övrig trafik har en tidhållningsbaserad differentierad prioriteringsstrategi föreslagits, som förutom att skapa direkta restidvinster också försöker motverka ihopklumpning av bussar. Denna strategi har implementerats och testats i den framtagna simuleringsmiljön. Med hjälp av simuleringar har de självoptimerande signalstyrsystemen Utopia/Spot och ImFlow testats och jämförts med konventionell styrning, inklusive bussprioritering med PRIBUSS. Syftet med denna studie var att undersöka om fördröjningen per person i trafiknätet kan minskas genom bättre kollektivtrafikprioritering med hjälp av ett kommersiellt tillgängligt självoptimerande signalstyrsystem. De båda testade systemen gav minskad fördröjning för kollektivtrafik, gående och cyklister, men ökad fördröjning och antal stopp för biltrafik. Den totala fördröjningen minskades betydligt med de båda testade självoptimerande signalstyrsystemen. / <p>QC 20140513</p>

L’impression 2.5D est une technologie à mi-chemin entre l’impression couleur traditionnelle, à laquelle elle emprunte son procédé et la qualité de reproduction des couleurs, et l’impression 3D qui crée des reliefs et des formes. Par ses qualités visuelles, elle pourrait permettre la reproduction réaliste de multiples surfaces, mais un frein s’oppose à cette perspective : les encres brillent. En modulant la rugosité des surfaces imprimées à l'échelle du micromètre, en fréquence et en amplitude, nous avons réussi à réduire et contrôler le brillant des encres. Des stratégies d'impression différentes ont été proposées et étudiées pour diminuer l’effet scintillant et permettre l’impression d’une couche couleur mate : la création d'un espace à cinq dimensions dans lequel le brillant et la couleur sont modélisés aboutit à l'uniformisation des niveaux de brillant colorés. Les protocoles d'impression développés ont ensuite été appliqués à des cas concrets issus de la conservation – restauration du patrimoine. Plusieurs exemples distincts sont présentés, qui abordent un point particulier sur lequel l’impression 2.5D est pertinente: comblement de lacune, création de répliques réalistes, intérêt de l'aspect visuel mat pour la lisibilité des œuvres. / 2.5D printing is between traditional color printing, for the process and its visual quality, and 3D printing, which makes forms and reliefs by ink superposition. Because of its properties, 2.5D printing could allow the realistic reproduction of objects and surfaces, but inks are too glossy. To reduce and control this glossy aspect of inks, we modulate the roughness of the printed layers, at the micro-scale, both in frequency and amplitude. Influence of parameters was measured, and different strategies were suggested to reduce sparkle and to allow the creation of matte colored layers: by constituting a 5D space where gloss and color are modeled, we can make gloss level of colored surfaces uniform.Several case studies form the Conservation of Cultural Heritage were considered, where 2.5D printing could help the curator, the conservator or the archivist. We studied in particular the issues of the the gap filling on an archaeological object, the realistic reproduction of surfaces, and the creation of matte objects for readability.

Higher education has been challenged to respond to the inequalities of the past. This required an education system that is more responsive to the needs of underprepared students. The question that arises is whether Higher Education Institutions (HEIs) curricula create opportunities for students to adhere to the demands of the world of work and to assist students to take responsibility for their own learning. The purpose of this study is to investigate the role of a responsive curriculum in optimising learning in higher education. An interpretative and descriptive qualitative approach was used in which semi-structured interviews and document analysis served as data collection techniques enabling the researcher to gain more depth in understanding the reality of the responsiveness of curricula used in the Department of Informatics at a Higher Education Institution in Gauteng. The study revealed that there is a dynamic but complex relationship between a responsive curriculum and optimisation of learning. Although the investigated curricula, responds to aspects of the knowledge domain, the findings seemed to indicate that there was not always a clear indication that the curricula fully respond to the needs of the students and industry. The findings further suggest that although content knowledge of the curricula plays a crucial role in the development of students, the needs of industry, society and students should also be met. Although the study’s results cannot be generalised due to the small sample, the researcher is of the opinion that more can be done to improve the state of the current curricula. Inclusive curriculum development training should be provided to all stakeholders (lecturers, students and industry). This descriptive study concludes with the suggestion of using a responsive curriculum model that would enable curriculum developers to design a responsive curriculum allowing students to experience optimal learning in higher education. / Curriculum and Instructional Studies / D. Ed. (Curriculum Studies)