The port of Durban is currently suffering under severe capacity constraints. This has negatively affected efficiency resulting in queuing and berthing delays. If Durban wishes to remain the premier hub status port of the region and Southern hemisphere, then it needs to adequately address the current supply constraints. Shipping vessel operators and owners will not tolerate these inefficiencies indefinitely and if the port does not seek to address the situation, it runs the very real risk of losing patronage in the medium to long term. The obvious response to the supply side constraint is to increase container handling capacity. This dissertation will analyse the expansion options available to the port in this regard. Beside simply increasing capacity, the port needs to increase draught depth at the berths since container vessels are continually migrating to larger sizes to benefit from economies of scale. A key challenge is the fact that the port serves other purposes beyond that of being a gateway for traded goods such as ecological functions and subsistence fishing. This is compounded by the significant environment degradation which the bay has suffered over the last century or so. The port, however, generates significant economic benefits for the city in terms of economic linkages and employment, and for its wider national and regional hinterland, by holding down the generalised cost of the transport of goods. By not expanding capacity, there are significant opportunity costs for Durban and for the port’s wider hinterland. The best way of analysing the benefits and costs of the various options is to conduct a public CBA analysis which monetises and discounts streams of benefits and costs to arrive at a NPV. Several expansion options are examined and include Bayhead, the old DIA site and Richards Bay. An NPV was calculated for each option where environmental externalities were included. The CBA yielded three options with positive NPV’s out of the seven examined. The Southern Access routes, 3CA and 3DA, were both rejected since the effective removal of port sites used presently for the handling and storage of petrochemicals was considered infeasible. One of the Northern Access routes, 1AB, was also rejected since the option yielded a negative NPV. Even though DIA1 had a positive NPV; it was rejected based on mutual exclusivity with option DIA2. Richards Bay was rejected since it had a penalty cost of R89 billion over Durban, due primarily to higher logistical costs. On balance the Bayhead option 1AA and airport option DIA2 were chosen as the projects of choice primarily on the basis of the CBA results. Both these options yielded significantly positive NPV’s and the port should seriously look into their construction as they would provide several years of spare capacity as well as being able to accommodate Post Panamax vessels. / Thesis (M.Com.)-University of KwaZulu-Natal, Westville, 2010.

Texte remanié de: Th. doct.--Géogr., 2000. / Bibliogr. p. 253-263.

Abstract not available. / Thesis (Ph.D.)-University of KwaZulu-Natal, 2005.

No abstract available. / Thesis (Ph.D)-University of Natal, 1986.

Community radio and participation - the case ofSiyaya FM illustrates that radio is a powerful tool when it comes to communication and empowerment for active listeners. However, it also shows that community members are not empowered to the same extent if they are not engaged. Participation is essential for development and empowerment as described by, among others, Chambers (1983). At the same time the thesis demonstrates that it is difficult to involve all parts of a community because of power structures and therefore the radio station might end up empowering people already in power. Siyaya FM has, however, a role to play in Cato Manor with its high unemployment rate by training people the tool of radio and also educating listeners and informing them of important issues that can improve their knowledge. In addition, the radio station can take part in building social cohesion among the different groups of community members. By strengthening community radio stations the national authorities have a potential to meet the goals of their development strategies, while at the same time fulfilling the constitutional promise of freedom of speech for all by creating access to the airwaves for everybody. However, funding shortages create obstacles for many South African community radio stations to fulfil their task as community developers. / Thesis (M.A.)-University of KwaZulu-Natal, Durban, 2006

No abstract available. / Thesis (M.T.R.P.)-University of Natal, Durban, 1999.

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

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

No abstract available. / Thesis (M.D.)-University of Natal, 1990.

The formation of a settler elite and its role in colonial Durban's urban development between 1854 and 1910 have been studied. In this instance of early colonial capitalism, local business leaders readily established an intimate connection between economic and political power. Many of them used their position on the Durban Town Council, formed in 1854, to wield preponderant civic influence and become the driving force in the development of the town. The nature of this settler elite has been investigated in terms of the theories of social stratification, formulated along Weberian lines. Following the institutionalization of power arrangements these leading settlers were legally acknowledged as a governing elite. Durban provided the setting in which metropolitan institutions, activity patterns and environments could be introduced and maintained, as dictated by the underlying value-system of the British settlers. The colonial city of Durban hereby not only demonstrated the appearance of a civilization, but also the mutual interaction between man's behaviour and his culturally modified environment. The ruling elite regarded the beautification of the urban environment as part of their civic responsibilities in this city-building process. Such a civic pride was especially applied in Durban to the building of impressive Town Halls and public buildings. These leaders also played a decisive role with regard to harbour improvements, railways, tramways, electricity supply, telephone services and sanitary improvements. Following a historical pattern of colonial urban development, Durban became another British city in Africa. Yet it possessed local features which made it atypical, if not unique, in a South African context. The driving force and way of life of the town during the colonial period was clearly British. / Thesis (Ph.D.)-University of Natal, Pietermaritzburg, 1994.