La transformación y cambio en la última etapa

To address the objectives 4 (to determine whether statistically significant differences exist between the regional areas of the City of Tshwane with regard to the attitudes towards sustainable urban transport) and 6 (to determine whether statistically significant differences exist between the regional areas of the City of Tshwane with regard to transport initiatives that encourage the public to use sustainable transport modes), One-way ANOVA was used. Both parametric and non-parametric tests were applied, including the Kruskal-Wallis tests, Chi-square tests, Welch’s test and the Tukey-Kramer test for further testing of specific statistically significant differences.

• Table 4.12 indicates ANOVA descriptives for ‘awareness of traffic problems’, revealing differences among the regions of the City of Tshwane. Region 1 had the highest mean score (M=4.39), indicating that the majority of the residents of Region 1 are aware of traffic problems. The lowest mean score was found in Region 5. Further tests for specific differences (Wilcoxon method) revealed that Regions 1, 3 and 6 were statistically different from Region 5. Because of the characteristics of Region 5, the residents in the area could probably not have experienced traffic problems – unlike the residents in Region 1, where the highest percentage of population of the City of Tshwane is found. Region 5 has the largest geographical area, yet the smallest percentage of Tshwane’s population (CoT, 2016). Residents in Region 1 are probably aware of traffic problems; as the region has the highest population share in the City of Tshwane. It is recommended to implement a viable and sustainable public transport network in Region 1.

• Table 4.15 shows how the regions of the City of Tshwane feel about public transport.

Region 2 had the highest mean score (M= 3.44), indicating that the majority of the residents in Region 2 are satisfied with the public transport service. It could be important for the City of Tshwane to maintain a good service of public transport in Region 2, in order for commuters to continue using public transport. Region 4 had the lowest mean score of

182 (M=2.22). It may be assumed that the majority of the residents of Region 4 are not satisfied with the public transport service. This could probably mean that public transport is not convenient, and reliable; and it does not provide good information about public transport.

Multiple-means comparison tests (Games-Howell) confirmed that Region 2 was statistically significantly different from Region 3. It could be of the utmost importance for the City of Tshwane City of Tshwane to improve the quality of public transport, so as to encourage the residents in Region 4 to use public transport and reduce their car use.

• Table 4.18 shows ANOVA descriptives for cycling and walking, confirming that Region 5 had the lowest mean score of (M=3.19); while Region 6 had the highest mean score of (M=4.46). The attitude of the majority of residents in Region 6 was positive towards the environment, fitness and health; while the attitude of most residents in Region 5 was neutral. The Wilcoxon method was used to assess the specific differences among the regional areas of the City of Tshwane. It was confirmed that Regions 1, 2, 3, 4, 6 and 7 were statistically different from Region 5. It could be beneficial for the City of Tshwane to bring sustainable transport awareness programmes on the benefits of cycling and walking to the residents of Region 5.

• ANOVA descriptives for private car in Table 4.21 reveal that Region 4 had the highest mean score of (M=4.29); while the lowest mean score was found in Region 5 (M=3.50).

This result shows that the residents of the City of Tshwane in Region 4 are more comfortable with private cars than with other modes of transport. The Wilcoxon method was used to assess the specific differences among the regional areas of the City of Tshwane.

It was confirmed that Regions 4 and 6 are statistically different from Region 5. It is recommended for the City of Tshwane to consider car-restriction policies in the regions where there is a heavy dependence on the private car. However, the implementation of car-restriction policies is likely to succeed if public transport is effective and efficient.

• Table 4.24 indicates ANOVA descriptives for environmental awareness scores for the regions of the City of Tshwane. Region 5 had the lowest mean score of (M=3.23); while Region 3 had the highest mean score (M=4.14). The results indicate that the majority of

183 the residents of the City of Tshwane in Region 3 are aware of environmental problems caused by transport; while the majority in Region 5 are neutral. The results from the Wilcoxon test and Games-Howell confirm that Region 3 is statistically different from Regions 1, 5 and 7. It could be important for the City of Tshwane to implement environmental awareness programmes in Region 5.

• Table 4.27 shows ANOVA descriptives for cycling initiatives, revealing that Region 1 had the highest mean score of (M=4.14); while the lowest mean score was found in Region 5 (M=3.49). The results indicate that the majority of the residents in Region 1 are most likely to cycle if cycling initiatives are implemented. The Wilcoxon method confirms specific statistical differences between Region 1 and Regions 6 and 5. Bike awareness campaigns might change the mindset of the commuters in Regions 5 and 6.

• Table 4.30 summarises the ANOVA descriptives for walking initiatives. The highest mean score was found in Region 2 (M=4.13); while the lowest mean score was found in

‘Region 5 (M=3.24). This indicates that most of the residents in Region 2 rated walking initiatives as effective; while most of residents from Region 5 rated walking initiatives as neutral. The Wilcoxon method confirmed that Regions 2, 3 and 4 were significantly different from Region 5. Walking awareness campaigns in the areas where walking initiatives were regarded as ineffective could be of great importance.

• Table 4.33 summarises the ANOVA descriptives for public transport initiatives, showing that Region 3 had the highest mean score of (M=4.19); while the lowest mean score was found in Region 5 (M=3.58). The majority of the residents of the City of Tshwane in Region 3 rated public transport initiatives as effective. The Wilcoxon method and Game-Howell were used to assess the specific differences among the regional areas of the CoT.

The results from the tests confirmed that Region 5 was significantly different from Regions 1, 3 and 6.

• Table 4.36 summarises the ANOVA descriptives for parking-management initiatives, indicating that Region 1 had the highest mean score (M=3.25); while the lowest mean score was found in Region 7 (M=2.83). Overall, parking-management initiatives were rated as

184 neutral. The p-value for the Levene test indicated that the p-value was on the borderline, meaning that there was no significant difference among the regions of the City of Tshwane.

Based on the literature and the results of this study, a set of guidelines for sustainable urban transport have been developed for the City of Tshwane (see Section 4.6). The guidelines for sustainable urban transport in the City of Tshwane were divided into the following four categories:

• Walking was classified as guideline 1. Walking is the oldest basic mode of transport that is friendly to the environment; and it has health benefits to the humans. In this category, the following items were proposed: (1) improvement of pedestrian infrastructure, for example, walking routes and the provision of EOTF, such as bathrooms, locker rooms within workplaces, shopping centres, hospitals and educational institutions and awareness programmes; and (2) awareness programmes. Since safety is one of the objectives of sustainable transportation, it is advisable to improve the pedestrian infrastructure, such as walking paths and signage. EOTF has the potential to encourage, for example, the employed population to shift from private cars to walking for short distances to places of work. It could be important to raise the awareness of the benefits of walking to both the environment and human health, so as change the mind-set of the public. Region 5 could benefit from walking awareness campaigns, so as to change the mind-set of the residents in the region.

• Guideline 2 was cycling. Cycling is a cleaner mode of transport that is not only regarded as effective and efficient, but also act as a feeder mode for other public transport modes, such as buses and trains (Hopkins & Mandic, 2017; Li et al., 2013). Based on the results of this study, the main concerns about cycling were safety and security. The following items are proposed to deal with the issues around cycling: (1) The creation of ‘public bike system’ (bike-renting system); (2) construction and improvement of cycling infrastructure;

and (3) the provision of end-of-trip facilities. In the City of Tshwane, safety and security for cycling may be achieved through the provision of separate cycling lanes, secure bicycle parking and clear road rules that protect cyclists. The public, in general, may consider cycling for short distance trips once safety and security measures for cycling have been improved. School trips made by private cars in and around the City of Tshwane constitute