Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo. Dry ports have enabled port and hinterland expansion increasing the competitiveness of container terminals at seaports. In consequence, container terminals and dry ports are establishing formal and informal relationships to strengthen the competitiveness of their hinterlands and to improve their role in the physical distribution of goods. This study assesses the characteristics of relationships between container terminals and dry ports. Such assessment is conducted based on a set of relationship characteristics proposed in a relationship assessment model for customer/supplier, in which dry ports are given the role of suppliers of port services to container terminals. In addition, the research assesses the impact of the relationships between container terminals and dry ports on inter-port competition. The main findings of the research led to conclude relationships between container terminals and dry ports are characterized by medium mutuality, low particularity, low co-operation, low conflict, low intensity, low interpersonal inconsistency, high power/dependence and medium trust. Additionally, it was concluded that such relationship characteristics impact inter-port competition in two main ways. In one hand by driving container terminals to maximize the utilization of dry port’s capabilities such as container transport/delivery, container storage, customs clearance, information systems and intermodal connections to industrial clusters. On the other hand, by constructing channels of interaction through which dry port’s benefits for hinterlands such as increase of container terminal capacity, reduction of road congestion, increase of modal shift and hinterland expansion are used as leverage in competition for containerized cargo.

The movement of passengers, goods, and information has always been fundamental components of human societies. It is all related to transport costs as well as to the attributes of what is being transported. However, regulations, laws, and tariffs can influence transportability. Countries around the world have been changing their international trade policies by reducing both tariff and non-tariff barriers. Informal barriers hinder trade and the benefits of export, such as economic growth, that come with the achievement of trade liberalisation. It was found that the impact of transport costs on trade patterns has become an important study. Theoretical and empirical work in international trade only recently began considering the geography of exports as a possible explanation for high transport costs. For instance, factors such as distance, market size, scale economies, and agglomeration affect transportation costs around the world. Transport costs in South Africa are a relevant issue due to its geographical position. South Africa is situated far from its major trading partners. In addition, the majority of South African exports originate in Gauteng, which is around 600km from the nearest seaport. For South African exports to remain competitive, domestic transport costs must be reduced. One method of cutting costs is by connecting a container dry port with an intermodal transport system to the major seaports (namely Durban, Port Elizabeth, and Cape Town). The empirical study was conducted in the form an interview-based questionnaire. A total of 18 questions were asked to individuals at a terminal in Gauteng. The purpose of the questionnaire was to gather information on the service delivery of South African inland terminals. This led to the conclusion that City Deep functions well in terms of service delivery and provides extra services to both exporters and importers. Potential problems regarding City Deep's infrastructure were identified. It was found that train and truck congestion within City Deep is an everyday phenomenon. The existing infrastructure cannot handle the train and truck traffic entering City Deep. It was found that clients prefer road transportation to rail transportation, therefore, the amount of trucks entering and leaving City Deep causes congestion. This not only affects the infrastructure at City Deep, but also that of South Africa. More trucks on the roads exacerbate air pollution and road accidents, and overloaded trucks damage South African roads. / Thesis (M.Com. (Economics))--North-West University, Potchefstroom Campus, 2009.

The movement of passengers, goods, and information has always been fundamental components of human societies. It is all related to transport costs as well as to the attributes of what is being transported. However, regulations, laws, and tariffs can influence transportability. Countries around the world have been changing their international trade policies by reducing both tariff and non-tariff barriers. Informal barriers hinder trade and the benefits of export, such as economic growth, that come with the achievement of trade liberalisation. It was found that the impact of transport costs on trade patterns has become an important study. Theoretical and empirical work in international trade only recently began considering the geography of exports as a possible explanation for high transport costs. For instance, factors such as distance, market size, scale economies, and agglomeration affect transportation costs around the world. Transport costs in South Africa are a relevant issue due to its geographical position. South Africa is situated far from its major trading partners. In addition, the majority of South African exports originate in Gauteng, which is around 600km from the nearest seaport. For South African exports to remain competitive, domestic transport costs must be reduced. One method of cutting costs is by connecting a container dry port with an intermodal transport system to the major seaports (namely Durban, Port Elizabeth, and Cape Town). The empirical study was conducted in the form an interview-based questionnaire. A total of 18 questions were asked to individuals at a terminal in Gauteng. The purpose of the questionnaire was to gather information on the service delivery of South African inland terminals. This led to the conclusion that City Deep functions well in terms of service delivery and provides extra services to both exporters and importers. Potential problems regarding City Deep's infrastructure were identified. It was found that train and truck congestion within City Deep is an everyday phenomenon. The existing infrastructure cannot handle the train and truck traffic entering City Deep. It was found that clients prefer road transportation to rail transportation, therefore, the amount of trucks entering and leaving City Deep causes congestion. This not only affects the infrastructure at City Deep, but also that of South Africa. More trucks on the roads exacerbate air pollution and road accidents, and overloaded trucks damage South African roads. / Thesis (M.Com. (Economics))--North-West University, Potchefstroom Campus, 2009.

This research attempts to evaluate temporary urban regeneration potential by integrating two systems that make up an interim intervention which addresses an observed problem. The research proposes a systematic approach for a multi-system life cycle assessment model which lays out the process of working with two separate systems to provide a pathway for temporary urban development strategies. To achieve this, the research starts with identifying parameters of temporary urban regeneration through a systematic review of the literature. Key parameters are categorized based on objectives, indicators, as well as, physical characteristics of the literature explored case studies. Then, the findings are utilized to guide the proposed model of connecting two given systems to assess their joint impacts on a temporary urban regeneration system. The proposed MSLCA framework utilizes a holistic modeling structure with a process to integrate and analyze separate systems and quantify results for overall sustainability performance. Finally, the model is used to evaluate a case study involving two systems that address observed problems and provide urban services. The results explore the environmental impacts of the proposed intervention and highlight the effects of individual components on both systems. Through the implementation of the model, decisions on temporary urban intervention are guided by hotspots in the results. The findings reveal an opportunity for future research to expand the model's application to other processes and further its scope beyond environmental indicators. Subsequent studies can investigate opportunities for a holistic approach that includes economic and social aspects. / Doctor of Philosophy / The way we live in cities is heavily influenced by how they are planned. Improvident city planning could deny residents opportunities to enjoy some basic urban amenities. These problems could be self-induced as they are often a result of planning, policies, or personal habits and choice. Planners, urban designers, and regulators are constantly experimenting with different tools of urban regeneration to rediscover genuine urban experiences. This research sets out to investigate opportunities for temporary urban interventions on vacant lands in the city of Riyadh through repurposing idle shipping containers as a tool. This is to address the issues of a lack of urban services within residential subdivisions in the city, the high prevalence of vacant lands, and a wide availability of decommissioned shipping containers. The use of shipping containers for non-cargo purposes has seen an increased interest among architects and designers for their versatility and accessibility. Empty container accumulation is often a result of an unbalanced trading system which is mainly an issue of import-based countries. Therefore, the upcycling potential of intermodal containers can extend their life cycles and take advantage of their structure. It also maximizes the environmental returns of their raw materials. Through such processes of circular economy, potential waste objects can be repurposed as resources into usable structures and thus avoids the use and extraction of new raw materials. It is generally thought that the repurposing of shipping containers into building structures introduces environmental advantages when compared to traditional construction. Similarly, vacant lands are a valuable and well-established resource that can provide the setting for temporary urban interventions. Finding a joint productive use of these systems is at the center of this research as it attempts to assess the urban regeneration value of their merged utility during their idle stage. This helps address a key challenge that most urban area suffers from which is the lack of easily accessible and timely deployable temporary urban intervention to serve a particular use. This research aims to create a model that evaluates the lifecycles of temporary uses based on the joint intersection of contributing systems. The proposed Multi-System Life Cycle Assessment (MSLCA) model is to be applied to assess temporary urban regeneration interventions and help make decisions regarding appropriate approaches. The goal of the model is to propose a value-based approach based on characteristics from two systems. The resulting MSLCA model answers questions on how to apply LCA processes to a transitional intervention with new processes. In doing so, it highlights parameters for systems integration and processes for planning appropriate scenarios for urban interventions. It also highlights the need for unique system boundaries and specifies approaches for system assessment and interpretation. Finally, it provides broader impact categories beyond environmental impacts to consider specific economic and social indicators.

The construction industry is generally characterised by limited implementation of green logistics. With that in mind, this study aimed to examine the nature and extent of green logistics practices in large construction companies in Botswana. Although empirical studies have analysed green supply chain in the construction industry, most of them have not addressed the challenges and prospects of adopting green logistics by construction companies in a developing country like Botswana. Project Managers were interviewed after which a thematic analysis was used to interpret the qualitative results. Thereafter, a comparative analysis was done between the results obtained from the interviews and from extant literature. The findings showed that the adoption of the green logistics strategies was aligned more to economic reasons than environmental ones. The findings further showed that until and unless the construction, technical and administration issues are addressed, the adoption of green logistics will continue to be a challenge for the construction industry in Botswana / Centre for Transport Economics, Logistics and Tourism / M. Com. (Logistics)