Durban is the busiest container port in Africa and there are plans for significant expansion during the next few years. This expansion includes the widening of the port entrance channel to accommodate larger "post-panamax" vessels. Complex crosscurrents near the port entrance, coupled with severe wind and wave conditions, may lead to the intermittent closure of the port which in turn could lead to significant economic implications. Information on the nature of the crosscurrents and how they affect the ships could assist harbour pilots in developing their skills and reduce the risks associated with steering ships into the port. The research involved a case study to develop an innovative new method for directly measuring the effect of wind, waves and crosscurrents on ships entering the port. The technology is based on the application of digital image processing to track the position of ships as they manoeuvre in the port approach channel. The key innovation of this research is the extraction of the heading direction of the ship from the image data. The angle between this heading direction and the true velocity vector (the "crab angle") is then a direct measure of the cross-track drift velocity (CTDV) due to the combined effects of wind, waves and currents. The crosscurrents are usually the main contributing factor to the cross-track drift. The aim of this research was to develop a fully automated image processing system for real-time ship monitoring, and to determine cross-track drift within a wide range of weather conditions and ship parameters. The methodology presented in this research allows the spatial structure of the CTDV along the harbour approach channel to be studied. The relationship of the CTDV to local surface winds was analysed. For deep draught vessels, measured CTDVs were found to be poorly correlated to surface winds. The spatial structure of the measured CTDVs shows distinct regions along the approach channel where vessels experience significantly larger drift velocities. In summary, with the software tools developed by this research, digital images can be captured automatically and analysed to produce ship tracks and crab angles. From this information an extensive database for ship manoeuvring in the approach channel can be developed and the safety and efficiency of port operations improved. / Thesis (M.Sc.Eng.)-University of Natal, Durban, 2002.

No abstract available. / Thesis (M.T.R.P.)-University of KwaZulu-Natal, 2004.

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.

What is the role of a port? It is a place that handles ships and cargo with operational efficiency. For this reason, ports must be seen as elements in value-driven chain systems or in value chain constellations. They deliver value to shippers and to third party service providers; customer segmentation and targeting is on the basis of a clearly specified value for itself and for the chain in which it is embedded. Ports no longer operate in an insulated environment. They face the same competitive forces that companies in other industries experience. There is rivalry among existing competitors, continuing threat of new entrants, potential for global substitutes, presence of powerful customers and powerful supplies. Since the early 1980s, moves to rapidly liberalise trade and foreign direct investment (FDI) have strongly influenced policy makers in many developing countries in their thinking about this challenge. Openness to international market forces and competition was expected to allow those countries to alter both the pace and the pattern of their participation in international trade, thereby overcoming balance-ofpayments problems and accelerating growth, to catch up with industrial countries. Today, the Port of Durban is the clear African leader in total container throughput. In the world port league for 2000 established by Containerisation International Yearbook 2001, Durban was in 44th position. The Port of Durban is an important gateway with regards to general cargo flows especially since the port's goal is to become a hub port in the Southern Africa. It has great economic value for the city and the country at large. It can be seen that the poor economic and operational efficiency of the port leads to poor overall economic growth for the nation. It is therefore desirable to ensure that the terminal is always operating at optimum operating efficiency with the required infrastructure and capacity in place. / Thesis (MBA)-University of Natal, 2003.

Over the last couple of years the ship repair industry in South Africa and in particular Durban has expanded significantly and the potential and opportunities for growth are still significant. This should be regarded as a positive sign for the industry that is currently enjoying a high level of demand for its services. This in turn has far reaching economic impacts upstream in the economy in terms of employment, revenue and income generation. The opportunities currently presented to the industry in the Port of Durban are vast and require exploitation. The Port of Durban, however, has physical constraints that are at present being addressed, but also structural and operational inefficiencies that hamper the full exploitation of such opportunities. The absence of a Development Framework Plan, in which these opportunities can be exploited, further aggravates the situation, much to the frustration of local ship repairers. This dissertation seeks to evaluate and assess opportunities currently presented to the industry in the Port of Durban. It further seeks to put a framework in place to best exploit such opportunities. / Thesis (MBA)-University of Natal, Durban, 2003.

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.

The Port of Durban is a resource utilised by a wide range of stakeholders. The water quality of this resource is a prerequisite for sustaining the preferred uses of the bay for future generations. Given the extent of development in the port the abundance of fauna and flora is remarkable. Based on the current literature available the management of the port uses a combination of international and local standards to manage the water resource. An associated problem however is that the local legislation does not address the heart of the pollution problem - the polluter. This is highlighted in all chapters of this thesis, as the South African water quality guidelines are not legally enforceable, and do not take into account the combined use of resources. The uncontrolled nutrient loads and pollution present in the port system could ultimately affect the ecosystem health. This is amplified by apparent inability of officials to protect the receiving environment of the Port of Durban. The subsequent condition of water quality in the port compared with the Department of Water Affairs guidelines indicates that there is less than 5% compliance with the target water quality variables. in comparing the same water quality to international water quality Legislation the compliance percentage increased marginally, however the bacterial contamination and nutrient contamination of the resource is apparent even with more relaxed international comparisons. The noticeable cause was clearly evident when comparing results, indicating extensive unacceptable bacterial and nutrient contamination emanating from stormwater systems from the city of Durban, and highly urbanised river catchments. Based on the water quality results it is highly recommended that sustainable environmental management practices be implemented to protect and address the water resource. The metropolitan authorities need to investigate the origins of the stormwater pollution and dialogue must ensue between Portnet and the City to reach consensus on receiving water quality objectives with the aim of compiling a water management policy. / Thesis (M.A.)-University of Natal, Durban, 2001.

There has been a global move towards involving people in process of change by developing organizations technologically, providing skills training and building capacity in all sectors of society, in spheres of government, the economy and civil society. As a result of global trends in South Africa attention is being given to the question of skills development and technological training within institutions and organizations operating in the developing environment in the public and private sector. Attention is also given to ensuring that such skills development and training includes goals of social, economic and political development. In the view of the above, this study will examine the question of skills development and technological training at Portnet Durban Harbour (PDH) in view of changing demands imposed by globalisation and new socio - political environment in South Africa as well as national responses to those demands. In examining this question, it would be recognised that the skill question couldn't be isolated from technological changes and increased economic competition resulting from globalization. Within this context, this study's aim would be to detennine the response of PDH to global challenges that impact heavily on the skills needs of this organization and technological changes. It will also examine whether PDH's responses take into account the current legislative and policy objectives in SA aimed at addressing the skill question. This study is infonned by Labour market theory and globalization theories. The first part of this study will attempt to capture the historical policies and legislation's on the issue of skills development in SA. Reflecting on the role played by this policies and legislation's to segment the labour market. Secondly, the study will look at debates on globalisation and the era in which organizations are operating. Thirdly, the role played by the SA government in this global era to reverse the past skills development imbalances. Lastly, the study will report on PDH's response to challenges imposed by globalization and how they address the question of skill. / Thesis (M.A.)-University of Natal, Durban, 2001.

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.