The MyCiTi is currently generating large volumes of raw transactional information in the form of commuter smartcard transactions, which can be considered Big Data. Agent Based modelling (ABM) has been applied internationally as a means of deriving actionable intelligence from Big Data. It is proposed that ABM can be used to unlock the hidden potential within the aforementioned data. This paper demonstrates how to go about developing and calibrating a MATSim-based ABM to analyse AFC data. It is found that data formatting algorithms are critical in the preparation of data for modelling activities. These algorithms are highly complex, requiring significant time investment prior to development. Furthermore, the development of appropriate ABM calibration parameters requires careful consideration in terms of appropriate data collection, simulation testing, and justification. This study serves as strong evidence to suggest that ABM is an appropriate analysis technique for MyCiTi data systems. Validation exercises reveal that ABM is able to calculate on board bus usage and system behaviour with a strong degree of accuracy (R-squared 0.85). It is however recommended that additional research be conducted into more detailed calibration activities, such as fine-tuning agent behaviour during simulation. Ultimately this research study achieves its explorative objectives of model development and testing, and paves a way forward for future research into the practical applications of Big Data and ABM in the South African context.

Urban sprawl remains as a remnant of previous Apartheid legacy policies and has a daily impact on the majority of South African commuters: large, densely populated residential areas (i.e. informal settlements) are generally located on the periphery of towns or cities, far away from areas of employment. As a result, a large number of commuters have to travel great distances to-and from work on a daily basis, and those making use of private vehicles have to accept very high levels of congestion for a large part of their journey. Certain motorists, therefore, carefully select routes, in an attempt to bypass some of this congestion experienced on the arterials and highways, to minimise their travel time and many times this is achieved through the practice of rat-running. This minor dissertation proposes to quantify the number of rat-runners and to identify the routes that the motorists use when moving through a pre-defined study area, with a view towards developing an effective solution to this problem. To achieve this, it is necessary to explore the root causes behind rat-running and investigate what has been done elsewhere to, successfully, mitigate this problem. This information was used to derive a number of proposed mitigating measure alternatives, applicable to the study area's current rat-running where, after a final decision, a preferred solution and the way forward was established. Problem Description The existing Cape Town CBD is positioned in a unique location: the topography of the City, i.e. the position of Table Mountain (and other mountain ranges) and the Atlantic Sea (coastline) means that the majority of the population lives to the east of the CBD, with very few residential opportunities available to the west. As such, there are a limited number of road-based routes to access and exit the City's Central CBD, to and from these east-lying areas which results in significant peak period congestion issues on the City's road network. In fact, results from a study undertaken by GPS manufacturer Tomtom (2014) show that the Cape Town road network is the most congested in the country. It is anticipated that the above-mentioned conditions make it attractive/possible for vehicles leaving the CBD during the PM peak period to rat-run through the immediately adjacent suburban areas, in an attempt to bypass the excessive levels of congestion currently experienced on the major routes. This practice creates major health, safety and economic problems for the affected communities and is a cause for major unhappiness as a result of the associated deterioration in their overall quality of life.

Background The City of Cape Town's Comprehensive Integrated Transport Plan (CITP) 2018 to 2023 identifies public transport as the key driver to changing the spatial form of Cape Town, with all its urban inefficiencies and social inequality. A key element to building sustainable communities is the establishment of Transit Oriented Developments (TODs) at the right locations along the rail and BRT transport corridors. However, the Metrorail railway service in Cape Town, which should be the backbone of the public transport system, has collapsed because of issues with safety, reliability, vandalism and comfort. This has forced commuters to opt for other modes of transport, mainly private vehicles and minibus taxis (MBTs), which has contributed to Cape Town becoming the most congested city in South Africa. Autonomous vehicles have been touted as the elixir for the problems of road safety and congestion. Along with their ability to find the most efficient routes they are anticipated, inter alia, to be able to free up road space by decreasing the following distance between vehicles Aim The aim of this dissertation is to describe an autonomous vehicle, review the current status of the industry in the evolution towards driverless cars, and predict how autonomous vehicles will be able to penetrate and impact the road transport network of South Africa, with a particular emphasis on Cape Town and the MBT industry. Method The research method included a literature study of the research and development happening in the Global North and how this would benefit South Africa, along with a Delphi Survey of a panel of experts in the field of South African road transport. Findings The literature review and Delphi survey produced the following propositions: • The high-stakes competition between car manufacturers and technology companies to produce the first driverless car that will be legally allowed to drive on all roads, will ensure that this will happen – however the timeline is not so clear. • When it does happen, the condition of the road reserve will be one of the factors in preventing driverless cars from operating freely. The quality of the road infrastructure, only 20% South Africa's roads are paved, and the unpredictability of other road users such as pedestrians, cyclists and, in South Africa, livestock, will mean that there will probably always have to be someone behind the wheel of an autonomous vehicle even if it is legally self-driving. • The MBT industry in South Africa does not receive an operating subsidy from the Government but it is an extremely powerful and influential informal public transport provider, often at odds with the lawmakers and the traffic authorities. It is important that the Government and the MBT industry aim to form a working partnership so that the road transport industry can take advantage of the obvious benefits of this new technology. • Because the Government is ensuring that public transport is given priority over private transport, it is unlikely that it will consider the huge investment in the road infrastructure that is needed to support self-driving vehicles. But, if the Government and the MBT industry could find a way for the MBT industry to become a formal part of the public transport system, it may then consider portioning some of its public transport budget for road infrastructure upgrades to support autonomous MBTs. • The evolutionary road to fully autonomous vehicles (Level 5) is long. There are already cars on the road in the Global North that have autonomy Level 2, and some between Level 2 and 3 (Level 2+), with technology that allows the cars to change lanes, keep a safe distance from surrounding cars, etc.. As communication is from vehicle to vehicle, Level 2 and 2+ vehicles do not require the huge capital outlay for the infrastructure and communications network that would be necessary for Level 3, 4 and 5 vehicles. No MBT in South Africa has any form of autonomy, and, with 3 out of the 36 people killed daily on the road involved in accidents with MBTs, it is imperative that the Government finds a way for the industry to benefit from the safety aspects of autonomy Levels 2 and 2+. • One of the major threats of the 4th Industrial Revolution is job losses. Historically, MBT, e-hailing and metered taxi drivers have been known to violently defend their livelihoods when faced by competition for their passengers. The arrival of driverless vehicles will certainly be a threat to their jobs, and it is likely that the drivers will resort to any means possible to prevent this from happening. However, prevailing conditions, such as the poor condition of the road reserve and the lack of government resources and financial input, means that these changes are not imminent, and, in the meantime, structures can be put in place to soften the impact that autonomy will have on job losses in the taxi industry. Conclusions Should the City of Cape Town plan for fully AVs? Yes. Features found in Levels 1 and 2 should become mandatory in all vehicles on the road. Planning can be done in phases, initially to support vehicles at Levels 1, 2 and 2+, by improving the road infrastructure such as lane markings and defining kerbsides, and then, more improvements for Level 3 and the finally for Levels 4 and 5 installing the telecommunications network and upgrading the whole road reserve. Cyclists and pedestrians are a major hinderance in the evolution of AVs, their unpredictable behaviour is very difficult for the vehicle's software to process. NMT is an important part of the future of Cape Town's transport system and the upgrades and extensions to pathways should be carried out with the intention of limiting the interaction with AVs. There are some benefits for South Africa being behind in the adoption of AVs in that they can learn from mistakes made by the many international cities that are presently going through the roll out of AVs. In the meantime, priority should be given by the City, to working alongside the Government, to restoring and improving the rail service to a level that will attract commuters back to this mode of transport to reduce the unsustainable pressure on the roads. Although the evolution to driverless cars is unpredictable, it is important that all levels of government engage with as many stakeholders and affected parties as possible before putting legislation in place. This is an important time in the history of road transport and every effort needs to be made to get the maximum benefit out of all the positive impacts that this technology will bring.

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Introduction The population of the world is increasing at a rate of 1.07% each year. In order to accommodate this growth, quality and efficiency of services need to be improved. This includes improving the quality and efficiency of the transportation services, as a country's sustainability is reliant upon these systems. In many countries, the increase in population has congested the CBD areas, forcing people to migrate outside of the CBD. This has resulted in urban sprawl. However, the apartheid era has resulted in urban sprawl in South Africa, which left many people living along the periphery, close to the industrial areas and a distance away from the CBD. One of the biggest challenges people living outside of the CBD area experience, is a poor and unreliable public transport system. It is difficult for people to access other areas and this has increased the number of private vehicles on the road. According to a list of the top 10 countries with the highest public transport ridership, that was developed by Worldatlas.com (2019), Kenya has the highest public transport ridership. Of the total population, 63% of the people use public transport. Furthermore, the other 9 countries mentioned have ridership volumes ranging from 53% to 57%. This proves that 40% to 50% of the population in other countries is still using private vehicles above public transport and this is still considered high. Research Problem The use of private vehicles in South Africa has been on the rise. As a result, the congestion levels on the roads have increased. This has resulted in longer travel times, busier roads and an increase in road accidents as drivers spend more time travelling to and from destinations. Milner and Klipfontein Road is located in Mowbray. The intersection is surrounded by a shopping mall, a hospital, a clinic, a school and a number of other amenities. Therefore, the traffic travelling through this intersection daily is relatively high. The southbound approach of Milner and Klipfontein Road intersection, however, has the highest volume of traffic operating through the intersection daily, as it connects the M5 highway (Class 2) and Raapenberg Road (Class 3) to Klipfontein Road (Class 3). The southbound approach is a three-lane approach, of which one lane is a short turning lane. With high volumes of traffic operating through this approach daily, the road tends to get very congested, especially during the peak period. The high congestion levels have resulted in a number of other issues, which include longer travel times from Alexandra and Raapenberg Road intersection to Milner and Klipfontein Road intersection, vehicles struggling to change lanes due to limited gap length available and spilling of traffic onto Raapenberg Road. This study will, therefore, focus on finding suitable measures to assist with alleviating the congestion as well the other issues currently being experienced along the southbound approach of Milner and Klipfontein Road. Literature Review It is important to manage the transport system as this affects the economy of the country. There are two types of traffic congestion and they are either recurrent or non-recurrent. Traffic congestion is a result of having too many vehicles on the road i.e. when the demand is larger than the supply. It is, therefore, necessary to improve the quality of a road or an intersection. There are three types of intersection designs and they include: priority control, traffic signals and rotary movement control. It is important to determine the most efficient way for an intersection to operate by determining the way in which conflicting volumes will be served. To avoid undesirable delays and deal with large volumes of traffic, signalised or rotary movement is often preferred. At signalised intersections, it is important to measure the effectiveness of an intersection by evaluating its performance and the design of the signal process as this can affect the time of travel, choice of route, mode of transport and If the route will be completed. To measure the effectiveness of the signalised intersection, the following elements must be assessed: the capacity, the volume to capacity ratio, the delay and the queue length. The Level of Service (LOS) also plays an important role in determining the operation of the intersection and provides the engineer or designer with information related to the type of flow or movement at each approach and intersection. The signal design plays an important role in the operation of the intersection too. It is important to ensure that the signal timing is correct as this can affect the flow of traffic. There are different signal controls that can be implemented, and they include, semi actuated, fully actuated and fixed timing. To retime a signalised intersection is considered the most cost-effective method of redesign. Phasing of the intersection is important as this can affect the level of service of operation of the intersection. To determine which phasing is necessary, the following must be assessed: the number of road accidents, the sight distance available, the geometry of the road, speeds of vehicles, the total volumes and the operation of the intersection. Unsignalised intersections are generally not preferred as volumes and speeds differ at each approach. High accident statistics are expected. This affects the overall capacity and operation of an intersection. Rotary movement control which refers to roundabouts or traffic circles, can handle larger volumes of traffic and reduce conflicting movements. They are therefore, considered much safer than other forms of at-grade intersections. The literature review will provide more detail regarding traffic congestion, intersection design and measuring the effectiveness of an intersection. Data collection and Analysis The site investigation was undertaken on 20 February 2019 between the AM peak (6:00 and 8:30) and the PM peak (16:00 and 18:30), to determine the extent of the traffic congestion currently being experienced, along the southbound approach of Milner and Klipfontein Road. Based on the findings, the PM peak period was considered the “worst case scenario”. A traffic count was not required; as previous traffic count data was available from the City of Cape Town records. A full traffic count was completed in 2017 for the entire intersection. A travel time survey was undertaken on Wednesday, 24 July 2019 between 16:00 and 18:00. The runs were calculated at 10-minute intervals. The data obtained from this survey was validated against the traffic count survey to determine whether the data obtained from City of Cape Town records, was indeed correct. It should be noted that the travel time survey was only completed during the PM peak, as the majority of traffic travel along that approach (direction towards home), during the PM peak. It was also confirmed to be the time of day when traffic was the worst. During the process of the travel time survey, a separate survey was completed to determine the direction in which vehicles were travelling. The vehicles were monitored from where they entered the southbound approach (M5 highway or Raapenberg Road), whether they stayed in the lane they entered the approach or whether they changed lanes. This survey would determine the destination of travel. Furthermore, vehicles changing lanes, were also further monitored, to determine if they were undertaking this movement legally or illegally. A solid white line, located approximately 200m away from the signalized Milner and Klipfontein intersection, separates the two lanes entering from M5 highway and Raapenberg Road. It prevents vehicles from changing lanes when unsafe to do so. The data was captured in Sidra and Junction to assess the delay and level of service at the intersection and specifically along the southbound approach of Milner and Klipfontein Road intersection. Results and findings The southbound approach is a three-lane approach. It comprises of a left lane, which is used for straight ahead movements and left turning movements, a middle lane used for straight ahead movements and a short right turn lane. The traffic count data that was obtained from the City of Cape Town records for 2017, established that a high volume of traffic passed through Milner and Klipfontein Road intersection daily. The peak periods of the day had a variation in the volumes of traffic along each approach, except for the southbound approach, which had high volumes of traffic at both peak periods. Majority of the traffic enters from either M5 highway or Raapenberg Road and exits onto Milner or Klipfontein Road eastbound. The signal phasing at the intersection comprises 4 phases, with no priority given to the southbound approach eastbound movements, even though the highest traffic volumes travelling in that direction. This has resulted in traffic congestion and a backlog of traffic onto Raapenberg Road. As a result, vehicles take longer than necessary to reach the intersection. The travel time survey investigated vehicles travelling from Alexandra and Raapenberg Road towards Milner and Klipfontein Road. The total distance is 1.2km in length. On average, a driver driving at a speed of 60km/hr. (length of road is short, and it bends), should take 3 minutes and 20 seconds to complete this stretch of road. This total time is inclusive of the signal system. It took vehicles more than 7 minutes to complete the 1.2km distance. The road accident statistics also indicate that a high number of accidents take place at Milner and Klipfontein Road intersection. Over the latest five-year period, a total of 256 accidents took place at the intersection. Of the 256 accidents, 53% of the accidents took place along the southbound approach. Furthermore, the directional survey also established that majority of the vehicles entering from both Raapenberg and the M5 highway, were travelling eastbound along Klipfontein Road. Majority of the vehicles changing lanes, have however, done this legally (not crossing the solid line). As a result, many vehicles were merged between two lanes, obstructing oncoming vehicles. It is evident from the results that there is a need for mitigating measures. High volumes of traffic are experienced along the southbound approach, with a high portion of this traffic wanting to make use of the left lane. Limited gaps are available for changing lanes, travel time is longer than expected and spilling of traffic is occurring on Raapenberg Road all due to high congestion levels along the southbound approach. It is therefore proposed that a roundabout be constructed at Milner and Klipfontein Road intersection to reduce conflicting movements, improve the delay and LOS of the intersection and reduce the issues currently being experienced along the southbound approach. Recommendations It is recommended that a proper design be completed to understand the proper effects in terms of operation of the intersection by implementation of a roundabout. Further research should be undertaken to determine the effect of the roundabout on the AM peak.

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轉運蛋白顆粒 TRAPP 是一個從酵母到哺乳類細胞高度保守的蛋白復合體，參與胞內囊泡運輸的定位融合。在酵母中，有三種形式的TRAPP 復合體存在，共用六個亞基（Bet3, Bet5, Trs20, Trs23, Trs31 and Trs33）。這六個亞基被稱為六亞基核心，是TRAPP復合體的結構基礎，並保守存在於哺乳類細胞中。三種TRAPP復合體分別作用於內質網到高爾基體的運輸，高爾基體內部和內涵體的蛋白轉運以及自噬過程。在哺乳類細胞中，關於TRAPP的作用和復合體的構成尚在研究中。本論文對哺乳類TRAPP（mTRAPP）復合體的構成，以及mTRAPP在 COPII 囊泡運輸過程中的作用進行研究。 / 在論文第一部分，我們在哺乳類細胞中發現了兩個不同的TRAPP復合體，它們分別包含亞基TRAPPC9和TRAPPC8，被確定為mTRAPPII和mTRAPPIII。酵母Trs20的同源體TRAPPC2作為銜接蛋白，分別連接TRAPPC9或TRAPPC8與六亞基核心，從而形成mTRAPPII和mTRAPPIII。D47Y是TRAPPC2的錯義突變體之一，被確認為X-連鎖遲發性脊柱骨骼發育不良（SEDT）的致病基因。與野生型TRAPPC2相比，發生突變的D47Y蛋白與TRAPPC9和TRAPPC8的親和力顯著降低，並且過表達時對破壞高爾基體的結構和改變TRAPPC9的定位顯示出更強的能力。這說明，D47Y能破壞TRAPP復合體的形成並引起早期分泌途徑的缺陷。 / 在論文第二部分，TRAPP被證明可以通過TRAPPC9與p150Glued相互作用。 p150[superscript Glued]作為dynactin的一個亞基，據報道，可以通過與COPII衣被蛋白綁定，使COPII囊泡與微管連接，以實現COPII囊泡從內質網到內質網高爾基體中間復合體（ERGIC）間的移動。在ERGIC附近，COPII衣被蛋白和TRAPP的相互作用可以介導COPII囊泡與其他COPII囊泡（同型拴系）或ERGIC（異型拴系）的拴系過程。我們發現TRAPPC9主要位於ERGIC和cis-Golgi， 並且TRAPPC9的存在減弱了p150[superscript Glued] 和COPII囊泡間的相互作用。這說明在ERGIC附近，TRAPPC9通過與COPII囊泡競爭來綁定p150[superscript Glued]，形成dynactin-TRAPP-COPII三聯復合體。這個復合體允許融合的囊泡（ERGIC）在向cis-Golgi移動的過程中與新來的囊泡發生拴系，從而使COPII囊泡的移動過程和拴系過程協調進行。 / 在論文最後一部分，TRAPPC9的N末端被確認為p150[superscript Glued]的綁定位點。TRAPPC9 N末端片段被發現定位於微管組織中心（MTOC）, 提示TRAPPC9可能具有與MTOC定位相關的功能。在智力遲緩病人中發現的TRAPPC9的兩個缺失突變體，依然能夠與p150[superscript Glued]相互作用，但是因為不能被招募到TRAPP復合體中，很可能不能實現野生型TRAPPC9在囊泡移動拴系過程中的協調作用。 / 總之，本論文證明了TRAPPC2在不同TRAPP復合體形成過程中的銜接作用，以及TRAPPC9在囊泡移動拴系過程中的協調作用。文中對突變蛋白的研究可以為TRAPP突變引起的遺傳學疾病提供生化解釋。 / TRAPP (transport protein particle), a conserved protein complex from yeast to mammals, is well known for its functions in vesicular transport. Three forms of TRAPP complexes found in yeast share six subunits (Bet3, Bet5, Trs20, Trs23, Trs31 and Trs33), referred as the six-subunit core, which is conserved in mammals. These three yeast TRAPP complexes act in ER to Golgi traffic, intra-Golgi and endosomal traffic and autophagy, respectively. But the functions and composition of TRAPP complex remain largely unknown in mammalian cells. This thesis investigated the functions of mammalian TRAPP (mTRAPP) subunits in the assembly of TRAPP complexes and the COPII (coat protein complex II) vesicle transport. / In the first part of this thesis, two different TRAPP complexes containing subunits TRAPPC9 and TRAPPC8 were identified in mammalian cells as mTRAPPII and mTRAPPIII respectively. TRAPPC2, the homologue of yeast TRAPP subunit Trs20, served as an adaptor that links TRAPPC9 or TRAPPC8 with the six-subunit core for the formation of these two mTRAPP complexes. D47Y is previously reported to be one of the missense mutations of TRAPPC2 that have been identified in patients suffering from X-linked spondyloepiphyseal dysplasia tarda (SEDT). We found that D47Y significantly reduced the affinity of TRAPPC2 with TRAPPC9 and TRAPPC8 and disrupted the Golgi structure and TRAPPC9 localization, suggesting that D47Y impairs the formation of TRAPP complexes and causes defect in the early secretory pathway. / In the second part of this thesis, TRAPP was demonstrated to interact with p150[superscript Glued] through TRAPPC9. It is previously reported that p150[superscript Glued], a subunit of dynactin, is responsible for targeting COPII vesicles to the microtubules for movement from ER (endoplasmic reticulum) to ERGIC (ER and Golgi intermediate compartment) by interacting with COPII coat proteins. At ERGIC, COPII vesicles tether with the target compartments: COPII vesicles (homotypic tethering) or ERGIC (heterotypic tethering), which is mediated by the interaction between COPII coat and TRAPP. In this study, we found that TRAPPC9 mainly localized at ERGIC and cis-Golgi and inhibited the interaction between p150[superscript Glued] and COPII vesicle, suggesting that TRAPPC9 competes with COPII vesicle to bind to p150[superscript Glued] to form the dynactin-TRAPP-COPII tripartite complex at the target compartment. This tripartite complex allows vesicles or ERGIC to tether with the incoming vesicles during the movement towards cis-Golgi. Therefore, TRAPPC9 mediates the interaction between TRAPP and dynactin to coordinate the COPII vesicle movement and tethering. / In the last part of this thesis, we found that the N terminal domain of TRAPPC9 was the p150[superscript Glued] binding site. The N terminal fragment was observed to localize at the microtubule organizing center (MTOC), suggesting that TRAPPC9 has native functions related to the MTOC. The two deletional mutations of TRAPPC9 identified for autosomal-recessive mental retardation, retained in interaction with p150[superscript Glued] but could not accomplish the coordination function of the wildtype TRAPPC9 in the COPII vesicle transport due to the failure of being recruited into TRAPP complex. / In summary, this thesis demonstrated the adaptor function of TRAPPC2 in the formation of different TRAPP complexes and the coordination function of TRAPPC9 in the COPII vesicle movement and tethering. Our study on the mutant proteins provides a biochemical explanation to the genetic diseases caused by TRAPP mutant proteins. / Detailed summary in vernacular field only. / Detailed summary in vernacular field only. / Detailed summary in vernacular field only. / Detailed summary in vernacular field only. / Detailed summary in vernacular field only. / Zong, Min. / Thesis (Ph.D.)--Chinese University of Hong Kong, 2012. / Includes bibliographical references (leaves 127-138). / Electronic reproduction. Hong Kong : Chinese University of Hong Kong, [2012] System requirements: Adobe Acrobat Reader. Available via World Wide Web. / Abstract also in Chinese. / Abstract --- p.i / 中文摘要 --- p.iii / Acknowledgements --- p.vi / List of Publications --- p.vii / List of Abbreviations --- p.viii / List of Figures --- p.xi / Chapter Chapter 1 --- General introduction --- p.1 / Chapter 1.1 --- Intracellular protein transport --- p.1 / Chapter 1.2 --- COPII vesicle is responsible for ER to Golgi transport --- p.2 / Chapter 1.2.1 --- COPII vesicle formation --- p.2 / Chapter 1.2.2 --- COPII vesicle transport pathway --- p.4 / Chapter 1.3 --- TRAPP complexes are involved in vesicular transport --- p.11 / Chapter 1.3.1 --- Yeast TRAPP --- p.12 / Chapter 1.3.2 --- Mammalian TRAPP --- p.14 / Chapter 1.4 --- Objectives --- p.19 / Chapter Chapter 2 --- Materials and methods --- p.20 / Chapter 2.1 --- Materials --- p.20 / Chapter 2.2 --- Cell culture --- p.20 / Chapter 2.3 --- Subcloning --- p.20 / Chapter 2.4 --- Transfection --- p.25 / Chapter 2.5 --- Western Blot --- p.26 / Chapter 2.6 --- Immunoflurescence --- p.28 / Chapter 2.7 --- Antibody development and purification --- p.30 / Chapter 2.8 --- Direct binding assay --- p.33 / Chapter 2.9 --- Statistics --- p.35 / Chapter Chapter 3 --- The Adaptor Function of TRAPPC2 for the formation of mTRAPP complexes Explains TRAPPC2-Associated SEDT --- p.36 / Chapter 3.1 --- Introduction --- p.36 / Chapter 3.1.1 --- The different compositions in Yeast TRAPP complexes result in different functions --- p.36 / Chapter 3.1.2 --- The studies on the compositions of mammalian TRAPP complexes --- p.37 / Chapter 3.1.3 --- The mutants of TRAPPC2 in spondyloepiphyseal dysplasia tarda (SEDT) --- p.39 / Chapter 3.2 --- Results --- p.41 / Chapter 3.2.1 --- TRAPPC2 interacts with TRAPPC9 --- p.41 / Chapter 3.2.2 --- TRAPPC2 interacts with TRAPPC8 --- p.42 / Chapter 3.2.3 --- A disease-causing mutant of TRAPPC2 fails to interact with either TRAPPC9 or TRAPPC8 --- p.48 / Chapter 3.2.4 --- Overexpression of D47Y mutant has the stronger ability to fragment the Golgi and disrupt TRAPPC9 localization than wildtype TRAPPC2 --- p.48 / Chapter 3.3 --- Discussion --- p.52 / Chapter Chapter 4 --- The TRAPPC9- p150[superscript Glued] interaction coordinates COPII Vesicle movement and tethering at the Target Membrane --- p.57 / Chapter 4.1 --- Introduction --- p.57 / Chapter 4.1.1 --- The role of microtubules in ER to Golgi transport --- p.57 / Chapter 4.1.2 --- p150[superscript Glued] is involved in the COPII vesicle transport --- p.58 / Chapter 4.1.3 --- TRAPP tethers COPII vesicles --- p.61 / Chapter 4.1.4 --- COPII coat proteins are involved in vesicle tethering and movement --- p.61 / Chapter 4.2 --- Results --- p.64 / Chapter 4.2.1 --- TRAPP interacts with p150[superscript Glued] --- p.64 / Chapter 4.2.2 --- Characterization of the functions of p150[superscript Glued] and TRAPPC9 in COPII vesicle transport --- p.74 / Chapter 4.2.3 --- TRAPPC9 competes with Sec23/24 to bind with p150[superscript Glued] --- p.87 / Chapter 4.3 --- Discussion --- p.95 / Chapter Chapter 5 --- Characterization of the p150[superscript Glued]-binding domain of TRAPPC9 --- p.100 / Chapter 5.1 --- Introduction --- p.100 / Chapter 5.2 --- Results --- p.103 / Chapter 5.2.1 --- Disease-associated mutations in TRAPPC9 interacts with p150[superscript Glued] --- p.103 / Chapter 5.2.2 --- The N terminal small fragment can interact with CT[superscript Glued] --- p.103 / Chapter 5.2.3 --- C9-2f competes with the full length TRAPPC9 to bind with CT[superscript Glued] --- p.104 / Chapter 5.2.4 --- C9-2f localizes at the MTOC --- p.105 / Chapter 5.2.5 --- C9-2f directly binds with CT[superscript Glued] --- p.111 / Chapter 5.3 --- Discussion --- p.115 / Chapter Chapter 6 --- General Discussion --- p.119 / Chapter 6.1 --- How does mTRAPP function in the COPII vesicle transport? --- p.119 / Chapter 6.2 --- How do the disease-causing TRAPP mutants impair the normal functions? --- p.121 / Chapter 6.3 --- The implicated functions of TRAPPC9 with the localization at MTOC --- p.124 / Chapter 6.4 --- Future studies --- p.124 / Chapter 6.5 --- Conclusion --- p.126 / References --- p.127 / Chapter Appendix A- --- chemicals and reagents --- p.139 / Chapter Appendix B- --- Antibody lists --- p.141 / Chapter Appendix C- --- DNA lists --- p.142 / Chapter Appendix D- --- Buffer recipes --- p.144

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