No abstract available. / Thesis (M.T.R.P.)-University of Natal, Durban, 1997.

The Port of Durban, with its close proximity to industrial, urban and agricultural activities, receives a number of chemical pollutants that settle out and accumulate in sediments. Chemical analysis of these sediments has indicated elevated levels of chemicals that, according to sediment quality guidelines, might cause adverse biological effects. However, elevated concentrations alone do not necessarily imply that chemicals are present in bioavailable concentrations high enough to be harmful to organisms that come into contact with them. Thus, chemical tests alone cannot provide an accurate indication of the potential adverse biological effects of these chemicals. In this regard, toxicity tests of sediment porewaters have been developed using sea urchin gametes to assist in determining the bioavailability of chemicals present in porewaters. Further, procedures such as Toxicity Identification and Evaluation (TIE), which involves the manipulation and/or treatment of toxic porewater, have also been developed to assist in the isolation and identification of chemicals causing porewater toxicity. In this research, on a number of sampling occasions between July 2007 and July 2009, three replicate sediment samples were extracted from a site in the Port of Durban known to contain sediment with potentially toxic porewater. Results of initial toxicity tests, using the sea urchin fertilisation test indicated the presence of toxic porewater although, in some instances, porewater toxicity was highly variable between replicate samples. However, results from TIE procedures performed to reduce potentially toxic concentrations of metals, ammonia and organic compounds did not resolve the primary cause of porewater toxicity. Further research indicated that chemicals including hydrogen sulphide, which can occur naturally in organically enriched sediments, may have been confounding factors that masked the potential toxicity of other chemicals present in the sediment samples. Consequently, a sampling strategy and modified TIE procedure have been recommended. The sampling strategy has been designed to assist with detecting and understanding any sample variability that may occur. The modified TIE procedure, which suggests initial procedures to determine and reduce/remove the possible confounding effects of potential naturally occurring compounds such as hydrogen sulphide from the porewater, could be used in future to understand and evaluate the quality of contaminated sediments from similar environments. / Thesis (M.Sc.)-University of KwaZulu-Natal, Westville, 2011.

This dissertation examines the role that public infrastructure development at the Port of Durban has had on the KwaZulu-Natal's auto sector. In essence this paper unpacks the debate surrounding public spending directed at promoting specific industry outcomes. To this end, the auto industry is examined in terms of its export-orientated growth since the inception of the car terminus. The auto industry provides an excellent case study, as there is considerable public and private sector concern in this sphere. This paper analyses the role of local and national government as well as nongovernmental role players in planning expenditure for the car terminal. The limited amount of formal literature in this field has informed the structure of this paper, making it important that some measure of efficiency benchmarking be included in this study. This has been done so of the role of the car terminal in the logistic value chains of the KZN auto industry could be examined. This in turn aided in the understanding of the role of the terminal as a conduit for inputs used in local production as well as the impact it has (or hasn't) had on export-orientated growth within the industry. / Thesis (M.Dev.Studies)-University of KwaZulu-Natal, Durban, 2005.

Seaborne container shipping plays a major and important role in the world transportation system and the global supply chain. Shipping lines have designed their product offering to shippers around providing regular calls at designated ports. This works well for most firms that operate on a just-in-time philosophy. The real costs of trade – the transport and other costs of doing business internationally – are important determinants of a country’s ability to participate fully in the world economy. This is an important indicator for port performance in a globalised economy; therefore, any inefficiency that increases costs must be addressed. This means that ports have to ensure very high productivity and efficiency levels so that ships have a quick turnaround. Clark et al., (2002) conclude that a 50% improvement in port efficiency can reduce shipping costs by about 12%. The general question that is studied in this research is: How can the Marine Services within the Port of Durban assist in reducing ship turnaround times? This study seeks to determine what role the marine services plays in ship turnaround. The analysis in this study will be to determine the source of delays and ways to improve on efficiency. The resultant improvement in efficiency should lead to a possible reduction in shipping costs. The Market Demand Strategy employed by Transnet in 2012 must be implemented in such a manner that it must not only address the current infrastructural backlogs but it must also endeavour to alleviate several logistic chain bottlenecks that tend to constrain the economy. When analysing 2010-2011 a worrying trend emerges that the average waiting times for ships at anchor has increased significantly and the time on the berth has also increased significantly despite a reduction in the number of ships calling to the port. This is partly due to the fact that much larger ships now arriving at the port and more crucially are working a larger number of containers per port call. However, there is still concern about the operational efficiency of the terminals in the port (Pier One and Durban Container Terminal). The Marine Operations service times have also increased marginally 1.23% (0.98 hours) but this is due to longer time required for berthing and sailing of larger ships. This study has clearly shown that the Marine Operations within the Port of Durban do not significantly impact on overall ship turnaround time. However, there are areas of improvement that can be implemented to ensure high service levels within the port. By increasing the tug fleet and ensuring adequate human resources, the service offering can immediately be improved. Extremely lengthy anchorage waiting times and high berth occupancy impact negatively on ship-owners, shippers, and the economy at large. The Port Authority must interrogate these areas to understand clearly what is driving these extended times and determine strategies and performance measures to mitigate these. / Thesis (M.Com.)-University of KwaZulu-Natal, Durban, 2012.