This document is informed by the struggles of women in the fight against colonialism and apartheid which were also encapsulated in the Women’s Charter of 1954. The discussion is also premised on the charter that women drew up in 1993, prior to the 1994 elections. Our Constitution, in its quest to protect and promote gender equality in South Africa, drew largely from these documents.

Bibliography: leaves 105-111. / The study set out to establish the extent to which the needs of Community's were taken into consideration in the formulation of Social Welfare Policy. The Structure in the Government service is such that Policy's are formulated by top management. Top management in the Government Service is constituted by the Ministry. When the KwaZulu Legislative Assembly sits the Minister at one of these sessions delivers the policy speech. This policy is disseminated to the Community through the Department's Secretary by the Civil Servants. As Social Workers are concerned in their delivery of Social Welfare Services about minimising problematic situations, the study will examine the role played by Social Workers in the formulation of Social Welfare Policy. The involvement of Social Workers in policy formulation is seen as a helpful tool in enabling them to play the advocacy role. Their contribution would enable the policy formulation to have an idea about issues that policy must address.

Bibliography : pages 195-197. / The many social problems in Rehoboth could be ascribed to the economic under-development of the region as well structures established for social service delivery. The present context in which the social worker practices community development, the theories which are used as an approach for community development and the methods used for community development cause a conundrum in the practical field. This dilemma leads the social worker to question the specific social work theories and models used for community development, especially when implemented to bring about expectant social change. The need for re-evaluating social work theory and community development practice is pointed out by means of redefining the role of the social worker, the functions and purpose of community development, the approaches used as well as indicating the direction of a more relevant practice towards solving social problems inherent in an under-developed community.

Bibliography: pages 232-241. / This study examines the issue of programme evaluation and places it within the context of the Western Cape region of Operation Hunger. Data for this study was collected over a six month period of participant observation at Operation Hunger, during which time a programme evaluation model was developed and implemented. The focus of this study is not so much the evaluation model which was developed, but rather how the model developed from the theory of illuminative evaluation to the Operation Hunger Evaluation Model. In discussing and exploring this process several strands are developed. A central theme is that it is not possible to transpose theory and experience from one context to another without firstly understanding the historical specificity within which programme evaluation developed and secondly, understanding the historical context in which it is to be applied. A second strand identifies five possible evaluation approaches for use in the South African context and applies a model useful in choosing theoretical evaluation approaches for the purposes of application. A final aspect of this study indicates how the theory of the illuminative approach was interpreted and developed into the practice of the Operation Hunger Evaluation Model.

Includes bibliography. / This study examined the response of the Cape Mental Health Society to the mental health problems of Blacks in the Western Cape. This response has been examined against the organisational and the community contexts in which such services are provided. Environmental constraints which surround service provision were examined at macro- and micro-level. The macro-level covered the unfavourable political, social and economic aspects as experienced by both the organisation and its clientele. The micro-level covered those aspects which impinge on service delivery but are within the scope of the organisation. It is agreed that these aspects affect the nature of the response of the organisation to mental health needs of blacks negatively. The study emphasizes the need to define mental health within the South African context from a psychiatric and socio-political perspective as such a definition allows for appropriate service provision. Data was collected from primary and secondary sources. Interviewing was used as a technique for collecting primary data. Structured and unstructured interviews were carried out with people from various disciplines, community members, and present and prospective service consumers. The exploratory-descriptive approach was used. The problems and needs of clients were quantified in terms of the organisation's waiting lists and other criteria. Services rendered by the Society were quantified in terms of clients being served and the number of projects and programmes undertaken to meet different mental health needs. Ideas have been developed about mental health services amongst the black communities and their cultural perception of mental health needs. The findings emphasize inadequacy of the response of the Cape Mental Health Society to mental health needs of blacks. The present facilities are insufficient and inappropriate to mental health needs of blacks. They are characterised by inaccessibility, inefficiency and ineffectiveness where they do exist. A marked inequality in the provision of services to the two population groups, that is, Coloureds and Blacks, has been identified. A framework for developing mental health services for blacks in the Western Cape has been recommended. This framework proposed various steps which can be taken in such development.

Social planning has remained a longstanding element of urban planning practice and continues to be pursued through different institutional structures in Canada. While the City of Winnipeg currently features no municipal social planning department, the City of Vancouver attempts to support its most disadvantaged neighbourhoods through its municipal sector. As these are two cities with high concentrations of Indigenous populations, this research uncovers the degree to which these two social planning models have worked to support the particular needs and interests of residents living in Winnipeg’s North End and Vancouver’s Downtown Eastside. Through the comparative case study of these two research sites, comprehensive document analysis and semi-structured interviews with key informants from planning agencies in each city, it is evident both models promote socially just and socially sustainable planning processes and outcomes within their respective neighbourhoods. However, neither is without fault. As a government body Vancouver is able to create and track progress in a more systemic way, setting targets and metrics for other government agencies, while information sharing and relationship building are where non-profit organizations in Winnipeg truly excel. This research explains how most non-profit organizations are unable to successfully sustain themselves, while municipal departments lack the rapport grassroots organizations more easily attain. Therefore, an integration of both models could begin to better support Canada’s most disadvantaged neighbourhoods with growing urban Indigenous populations. / May 2016

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

<p>Den 13:e juni 2004 invigdes det nya resecentrumet i Sandviken. Det anlades med avsikten att möjliggöra snabba och enkla byten mellan tåg, regionbussar, landsortsbussar och stadsbussar inom en och samma terminal. I samband med detta genomfördes också en linjenätsomläggning av den kommunala busstrafiken inom tätorten. Särskilt stor blev förändringen för stadsbusstrafiken som förutom att den fick en ny knutpunkt också hade</p><p>krav på sig att kostnadseffektiviseras då anslagen inte hade höjts för att täcka de ökande kostnaderna. Resultatet av linjenätsomläggningen för stadsbusstrafiken blev ett resurseffektivt linjenät med fem nya linjer och fyra trafikerande bussar varav endast en buss i trafik på kvällar och helger.</p><p>Resandet med stadsbusstrafiken i Sandviken har minskat med 30,4% sedan linjenätsomläggningen 2004 och även om minskningen för den totala, inomkommunala busstrafiken begränsar sig till drygt 9% under samma tidsperiod är indikationen att resenärerna har känt sig missnöjda med det nya stadsbusslinjenätet. Sedan linjenätsomläggningen har även stadens fysiska struktur förändrats med bland annat ett nytt, halvexternt köpcentra, Mosaiken, som inte tillgodoses med busstrafik idag. Samtidigt har biljettintäkterna minskat i takt med att resandet minskat och kostnadstäckningen (biljettintäkter/utgifter) är idag nere på 41%. Ett antal faktorer har visat sig ha särskild betydelse för ifall människor väljer att åka kollektivt eller inte, de viktigaste är: Restid, komfort, pris, pålitlighet och enkelhet. Syftet med detta arbete har varit att främst identifiera åtgärder i syfte att öka flexibiliteten och minska restiden med stadsbusstrafiken genom att optimera dagens linjenät med avseende på linjesträckning, turtäthet och yttäckning inom begränsade, ekonomiska ramar och på så sätt öka stadsbusstrafikens attraktionskraft. Med restiden menas här den totala restiden från dörr till dörr, även kallat "Hela resan". Metoden för arbetet har varit att dels applicera erfarenheter från andra orter på Sandviken i tillämpbara delar men också att ta resenärernas åsikter i beaktande liksom befolkningsstrukturen och resandemönster för såväl dagens som morgondagens behov. För ändamålet har busshållplatserna lagts in i ett GIS för att skapa underlag för en anpassning av avstånd, hastigheter och bussomlopp till restiderna och utformningen av tidtabellerna.</p><p>Resultatet visar att med några mindre förändringar i linjesträckningen och sex helt nya hållplatser tillsammans med en extra buss i trafik 74 timmar/veckan så kan den totala restiden med stadsbussarna minska mellan nästan alla platser inom tätorten under alla tider, samtidigt som resenärernas önskemål tillgodoses. Driftkostnadsökningen blir ca 24 600 kr/veckan vilket kräver en ökning med ca 930 resenärer/veckan (48 400/år) för att uppnå 50% kostnadstäckning på den resandeökning som förslaget väntas medföra, en ökning som bedöms rimlig. I tillägg erhålls alla de samhällsekonomiska vinster som kollektivtrafiken alltid bidrar med, t.ex. en bättre miljö, bättre folkhälsa, minskat utrymmesbehov etc. Av erfarenheter från andra orter att döma så är en linjenätsomläggning bara en komponent i en lyckad kollektivtrafiksatsning och ska snarare ses som en väg in i en "god cirkel" där resandeökningar och satsningar/förbättringar av busstrafiken avlöser varandra. För en långsiktig helhetslösning krävs att den fysiska planeringen och kollektivtrafiken går hand i hand och kombineras såväl med restriktioner för biltrafiken som med satsningar på kollektivtrafiken.</p> / <p>The 13th of june 2004 the new central station for public transports was inaugurated in Sandviken. It was constructed with intention to connect local, regional and interregional busses to trains in order to enable quick and easy transfers within same terminal. In association to that, a restructure of the bus network within the city was accomplished. Those changes particularly affected the local busses which both got a new central bus stop but also had to be more effective in terms of costs since the subsidies had not been increased to cover the expenses. The new structure resulted in five local bus lines with four available busses of which only one of them in route on evenings and weekends. The local bus traffic travelling in Sandviken has decreased with 30,4% since the route restructure 2004 and even though the total travelling by bus in Sandviken has decreased with merely little more than 9% during same period it gives an indication of a dissatisfaction among the bus travellers. In addition, the physical structure of Sandviken has been changed significantly since 2004 with, among other things, a new shopping centre "Mosaiken" which is not provided by public transports at all today. Also the ticket incomes have decreased because of less travelling and the expense coverage (ticket incomes/expenses) has therefore dropped to 41%. A number of factors have shown to be particularly significant whether people choose public transports or not. The most important are: Travel time, comfort, charge, reliability, understand simplicity etc. The purpose of this paper was to identify measures in order to increase the local bus attraction by ameliorating flexibility and reduce travel times of the local buses. This was made by optimalizing today's bus route network with respect to line structure, travel frequencies and land coverage within specified, economical delimitations.</p><p>In this sense, travel time aim at the time from door to door, also called "The whole journey". The chosen method was to apply experiences from other towns to Sandviken in applicable parts and in conjunction with consideration of traveller's opinions, population structure and both today's travel patterns but also what is expected to arise in the future. For this purpose, every bus stop was put into a GIS in order to create data for analysing distances and velocities to adjust the creation of time tables.</p><p>The result shows that the total travel time to almost any place at any time within the city can be decreased as well as the traveller's requests by adding six new bus stops and adjusting the bus line system slightly together combined with one more bus in route 74 hours/week. That implies an increased running cost of approximately 24 600 SEK/week which requires an increase of roughly 930 passengers/week (48 4000/year) to cover up the expenses by 50%, an amount that is estimated to be plausible. In addition plenty of politic economical benefits like a cleaner environment, better public health, less need of space in urban environment etc, are achieved. Experiences from other cities have shown this kind of restructure of local busses can be one important part of a successful public transport concentration as well as an entry to a "gentle treadmill" where increased travelling and increased ticket incomes give possibilities to ameliorate the bus route standard gradually.</p><p>In order to create a sustainable solution in a longer perspective, the development of physical urban planning and traffic planning need to be collaborated and the suggested bus route restructure need to be combined with car restrictions and further investments and commitments.</p>

Den 13:e juni 2004 invigdes det nya resecentrumet i Sandviken. Det anlades med avsikten att möjliggöra snabba och enkla byten mellan tåg, regionbussar, landsortsbussar och stadsbussar inom en och samma terminal. I samband med detta genomfördes också en linjenätsomläggning av den kommunala busstrafiken inom tätorten. Särskilt stor blev förändringen för stadsbusstrafiken som förutom att den fick en ny knutpunkt också hade krav på sig att kostnadseffektiviseras då anslagen inte hade höjts för att täcka de ökande kostnaderna. Resultatet av linjenätsomläggningen för stadsbusstrafiken blev ett resurseffektivt linjenät med fem nya linjer och fyra trafikerande bussar varav endast en buss i trafik på kvällar och helger. Resandet med stadsbusstrafiken i Sandviken har minskat med 30,4% sedan linjenätsomläggningen 2004 och även om minskningen för den totala, inomkommunala busstrafiken begränsar sig till drygt 9% under samma tidsperiod är indikationen att resenärerna har känt sig missnöjda med det nya stadsbusslinjenätet. Sedan linjenätsomläggningen har även stadens fysiska struktur förändrats med bland annat ett nytt, halvexternt köpcentra, Mosaiken, som inte tillgodoses med busstrafik idag. Samtidigt har biljettintäkterna minskat i takt med att resandet minskat och kostnadstäckningen (biljettintäkter/utgifter) är idag nere på 41%. Ett antal faktorer har visat sig ha särskild betydelse för ifall människor väljer att åka kollektivt eller inte, de viktigaste är: Restid, komfort, pris, pålitlighet och enkelhet. Syftet med detta arbete har varit att främst identifiera åtgärder i syfte att öka flexibiliteten och minska restiden med stadsbusstrafiken genom att optimera dagens linjenät med avseende på linjesträckning, turtäthet och yttäckning inom begränsade, ekonomiska ramar och på så sätt öka stadsbusstrafikens attraktionskraft. Med restiden menas här den totala restiden från dörr till dörr, även kallat "Hela resan". Metoden för arbetet har varit att dels applicera erfarenheter från andra orter på Sandviken i tillämpbara delar men också att ta resenärernas åsikter i beaktande liksom befolkningsstrukturen och resandemönster för såväl dagens som morgondagens behov. För ändamålet har busshållplatserna lagts in i ett GIS för att skapa underlag för en anpassning av avstånd, hastigheter och bussomlopp till restiderna och utformningen av tidtabellerna. Resultatet visar att med några mindre förändringar i linjesträckningen och sex helt nya hållplatser tillsammans med en extra buss i trafik 74 timmar/veckan så kan den totala restiden med stadsbussarna minska mellan nästan alla platser inom tätorten under alla tider, samtidigt som resenärernas önskemål tillgodoses. Driftkostnadsökningen blir ca 24 600 kr/veckan vilket kräver en ökning med ca 930 resenärer/veckan (48 400/år) för att uppnå 50% kostnadstäckning på den resandeökning som förslaget väntas medföra, en ökning som bedöms rimlig. I tillägg erhålls alla de samhällsekonomiska vinster som kollektivtrafiken alltid bidrar med, t.ex. en bättre miljö, bättre folkhälsa, minskat utrymmesbehov etc. Av erfarenheter från andra orter att döma så är en linjenätsomläggning bara en komponent i en lyckad kollektivtrafiksatsning och ska snarare ses som en väg in i en "god cirkel" där resandeökningar och satsningar/förbättringar av busstrafiken avlöser varandra. För en långsiktig helhetslösning krävs att den fysiska planeringen och kollektivtrafiken går hand i hand och kombineras såväl med restriktioner för biltrafiken som med satsningar på kollektivtrafiken. / The 13th of june 2004 the new central station for public transports was inaugurated in Sandviken. It was constructed with intention to connect local, regional and interregional busses to trains in order to enable quick and easy transfers within same terminal. In association to that, a restructure of the bus network within the city was accomplished. Those changes particularly affected the local busses which both got a new central bus stop but also had to be more effective in terms of costs since the subsidies had not been increased to cover the expenses. The new structure resulted in five local bus lines with four available busses of which only one of them in route on evenings and weekends. The local bus traffic travelling in Sandviken has decreased with 30,4% since the route restructure 2004 and even though the total travelling by bus in Sandviken has decreased with merely little more than 9% during same period it gives an indication of a dissatisfaction among the bus travellers. In addition, the physical structure of Sandviken has been changed significantly since 2004 with, among other things, a new shopping centre "Mosaiken" which is not provided by public transports at all today. Also the ticket incomes have decreased because of less travelling and the expense coverage (ticket incomes/expenses) has therefore dropped to 41%. A number of factors have shown to be particularly significant whether people choose public transports or not. The most important are: Travel time, comfort, charge, reliability, understand simplicity etc. The purpose of this paper was to identify measures in order to increase the local bus attraction by ameliorating flexibility and reduce travel times of the local buses. This was made by optimalizing today's bus route network with respect to line structure, travel frequencies and land coverage within specified, economical delimitations. In this sense, travel time aim at the time from door to door, also called "The whole journey". The chosen method was to apply experiences from other towns to Sandviken in applicable parts and in conjunction with consideration of traveller's opinions, population structure and both today's travel patterns but also what is expected to arise in the future. For this purpose, every bus stop was put into a GIS in order to create data for analysing distances and velocities to adjust the creation of time tables. The result shows that the total travel time to almost any place at any time within the city can be decreased as well as the traveller's requests by adding six new bus stops and adjusting the bus line system slightly together combined with one more bus in route 74 hours/week. That implies an increased running cost of approximately 24 600 SEK/week which requires an increase of roughly 930 passengers/week (48 4000/year) to cover up the expenses by 50%, an amount that is estimated to be plausible. In addition plenty of politic economical benefits like a cleaner environment, better public health, less need of space in urban environment etc, are achieved. Experiences from other cities have shown this kind of restructure of local busses can be one important part of a successful public transport concentration as well as an entry to a "gentle treadmill" where increased travelling and increased ticket incomes give possibilities to ameliorate the bus route standard gradually. In order to create a sustainable solution in a longer perspective, the development of physical urban planning and traffic planning need to be collaborated and the suggested bus route restructure need to be combined with car restrictions and further investments and commitments.

Thesis (Ph. D.)--University of California, San Diego, 2001. / Vita. Includes bibliographical references (leaves 271-277).