Thesis (MDF)--Stellenbosch University, 2012. / The World Bank (1994) concluded that there is a close relationship between infrastructure and economic growth. This also reflects on the water sector because, despite water sector importance, water services infrastructure is probably one of the most difficult to finance, while its deficiency or absence instils a particular burden on society. According to Baietti and Raymond (2005), more than 1.1 billion people worldwide do not have access to safe drinking water, and approximately 2.4 billion are without adequate sanitation. Yet these estimates underestimate the gravity of the situation in relation to access gap and quality of services provided. Most consumers face situations where water services are intermittent and when available the water is not safe for consumption, while sanitation facilities are overloaded, unused or in despair. This research was conducted in the North West Province with municipalities that have the status of water services authorities. This included a combination of district and local municipalities. The North West Province has 11 water service authorities of which nine are local municipalities and two are district municipalities. The competing demands and needs for governments to provide infrastructure for other sectors such as roads and energy further aggravate the stance of finance unavailability for the water sector. The purpose of the study was to highlight the challenges that municipalities face in financing water services infrastructure. The result of the study will provide knowledge and innovative ideas that will allow South Africa‘s municipalities to address challenges of service delivery. At municipal level water services are provided through a variety of approaches, although most involve centralised systems with large supply, distribution and treatment facilities. The social benefits that water services provide are well known, particularly those that relate to public health including reduced morbidity and mortality from waterborne diseases. The challenge is that funding to meet these development objectives is either scarce or entirely unavailable. The Water Services Act 108 of (DWAF, 1997) requires water services authorities and water service providers to put significant efforts into cost recovery for sustainable provision of water services. This aspect has significant challenges which results from widespread poverty and a culture of non-payment from communities inherent as a remnant of protest against apartheid. The scope of the water sector is complex, owing to its diversity, interactions and synergies with other industrial, commercial and financial sectors, and its international nature. Under the current South African constitutional and legislative framework, municipalities will remain to be a major player in the development, financing and delivering of water services infrastructure for sustainable growth and development. Water Services Authorities (WSAs) have responsibilities including protection and management of water resources, provision of adequate and sustainable water services, operation and maintenance of water services infrastructure, monitoring and management of municipal water quality to regulatory requirements and reporting to the Department of Water Affairs (DWA) with regards to the aforementioned. Water service delivery failures at the municipal level are a widespread and fundamental problem in South Africa. At the same time, under the current decentralisation policies, the responsibility for delivering such services is increasingly being delegated to lower levels of government/municipalities that are often ill equipped for the challenge in terms of financial and human resources capacity. Cardone and Fonseca (2006) indicated public administration and financial management capacity at central and sub-sovereign levels of government as limited, and affecting the timely transfer of funding as well as the capacity of municipalities to absorb those funds. Various strategies are needed to enable municipalities to secure and finance their water services infrastructure. These include understanding what bankers are looking for, understanding where donors are going, greater involvement of the private sector, matching service levels to affordability, improving revenues and influencing the regulatory regime.

Thesis (MBA)--Stellenbosch University, 2014. / Unemployment and poverty are two key issues that South Africa continues to struggle with. The Expanded Public Works Programme was introduced by Government to not only address these but to half unemployment by 2014. This study assesses the Expanded Public Works Programme’s performance in terms of creating jobs within the Infrastructure Sector in the Western Cape. Since the jobs being created by the Expanded Public Work Programme are only temporary, the study explores what, if any, additional support or training is provided to beneficiaries to aid their exit into long term employment. The findings reveal that unfortunately job creation targets are not being met. Furthermore the training provided to beneficiaries are inadequate to impact their transition into the market. Consequently beneficiaries are left unemployed yet again. Some barriers that the programme encounters include: inefficient institutional arrangements caused by complex and intergovernmental structures, lack of commitment by role-players to implement labour intensive construction methods which are fundamental to the achievement of creating jobs in the infrastructure sector and the lack of delegated authorities driving the objectives of the programme.

Thesis (MDF)--Stellenbosch University, 2014. / ENGLISH ABSTRACT: South Africa boasts significant cumulative public-private partnership experience when compared to other African countries. However, little has been done to investigate the success and failure of implemented projects versus those registered on the National Treasury database. There is a limited amount of documented progress of public-private partnerships in South Africa, these being successes and failures in project implementation as well as the contributing factors for such outcomes, and these would serve as critical lessons for future partnerships. The main objective of this study is to investigate the challenges faced in the implementation of municipal public-private partnerships, especially concerning the City of Tshwane’s accommodation public-private partnership. A case study approach was adopted, reviewing the City of Tshwane’s public-private partnership initiative by looking at some of the reported challenges faced as well as the process followed during the implementation of the project. The results of this research assignment indicate that major strides have been made in acquiring sufficient experience and knowledge relating to public-private partnerships as they relate to the South African environment, and the main project team members, who have been involved long enough to understand the objectives of the project. However, of concern is the constant change of project team members taking into account that for each project phase a new team is established. The implication of this is that project knowledge may be lost due to changes in the structure of the project team. It should be noted that at the submission of this assignment the City of Tshwane accommodation public-private partnership was still in progress and in the initial stages of physical construction.

Thesis (MScEng)--Stellenbosch University, 2013. / ENGLISH ABSTRACT: Since 1994 the government of South Africa has spent substantial amounts of money on the development and expantion of infrastructure to include the previously disadvantaged. Each year the amount spent on infrastructure increased, and still the poor is marginalised. The title proposes that there should rather be a focus on creating a sustainable environment to deliver infrastructure. The economy, unemployment, people living in poverty and level of human resources determine the environment in which infrastructure is delivered. South Africa is on a growth path towards 2030 that aims to reduce unemployment by aproximately 10% and increase the economic growth rate 5% per annum. Key challenges that inhibits economic growth were identified by the National Planning Commision (NPC). These key challenges such as poverty, poor education, unsatisfactory public tranport and a divided society represent the environment that South Africa is currently operating in. If these key challenges could be addressed and nullified a sustainable environment could be reached. The purpose of this thesis is to investigate a sustainable environment to deliver infrastructure. Existing models will be analysed and the key principles will then be incorporated in the development of the proposed Infra-Connect Model. Strategic Planning and decision-making tools will also assist in the process towards developing the Infra-Connect Model. The theoretical results that are obtained are positive. It conforms to the goals that are set out based on the key challenges presented by the NPC. The financial resources are found to be distributed more effectively and the poor is empowered to take part in the economic activities and hence a sustainable environment to deliver infrastructure is created. / AFRIKAANSE OPSOMMING: Sedert 1994 is daar aansienlike bedrae bestee op die opgradering en uitbreiding van infrastruktuur. Steeds is die huidige infrastruktuur nie voldoende nie en onontwikkeld. Die behoeftiges is steeds uitgesluit uit die ekonomiese aktiwiteite en gemarginaliseer. Hierdie verhandeling beoog om die fokus te plaas op die skepping van ‘n volhoubare omgewing wat die ontwikkeling van infrastruktuur tot gevolg het. Die omgewing verwys na die ekonomie, die behoeftiges, vlak van werkloosheid, en die kwaliteit van onderrig en mense ontwikkeling. Suid Afrika is in die proses om ‘n groeiplan saam te stel vir 2030. Onbevredigende dienslewering, ‘n verdeelde samelewing, en onvoldoende onderrig is onder andere faktore wat die groei van Suid Afrika verhinder om ‘n positiewe, kompeterende land teen 2030 te wees, soos geïdentifiseer deur die National Planning Commision. Hierdie faktore verhoed dat Suid Afrika positiewe ekonomiese groei ervaar. Die doel van die verhandeling is om die skepping van ‘n volhoubare omgewing wat infrastruktuur lewering tot gevolg sal hê, te ondersoek. Bestaande modelle word geanaliseer en gebruik om ‘n model vir munisipaliteite saam te stel wat sal help om fondse reg aan te wend en die druk rondom infrastruktuur lewering te verlig. Die teoretiese uitkomstes is positief en daar is gevind dat die model die bepalende faktore aanspreek. Die behoeftiges is na afloop van die model beter af waar hul bemagtig is en ‘n werksgeleentheid gebied word. Die gevolg is dan ‘n verlaging in die werkloosheidskoers en ‘n verwagting dat Suid Afrika se ekonomie positief sal groei. Voldoende lewering van infrastruktuur en dienste word dan ook verwag. Sodoende word ‘n volhoubare omgewing geskep vir effektiewe ontwikkeling en lewering van infrastruktuur en basiese dienste.

Thesis (MComm (Education))--Stellenbosch University, 2008. / In enquiring after the best means of financing basic local services in South Africa, the thesis begins by reviewing the arguments for fiscal decentralisation and the efficiency criteria for expenditure and revenue assignment. The role of local government within South Africa’s system of intergovernmental fiscal relations is then evaluated. A chapter is devoted to the efficient pricing of infrastructure for household services. However, it is emphasised that such pricing is unlikely to meet equity criteria for access and affordability. The equity aspect of providing basic local services is explored further from the perspective of South African Constitutional obligations and the current basic services policy framework. A concluding chapter discusses issues arising out of the work and provides some recommendations.

Thesis (MComm (Logistics))--Stellenbosch University, 2008. / One of the results of globalisation is that supply chains are getting longer, in both time and distance. For example, the local bookstore around the corner now competes with the bookstore in the USA. Logistics ties together geographically distant sources and markets. The implications of this are that there is a greater need for efficiency in specifically transportation and distribution networks. The integration of transport infrastructure into a logistics hub is seen as an enabler of distribution on a global basis. A solution to overcome the above complications is the development of logistics hubs as a means to simplify supply chain processes. Logistics hubs are generally defined as integrated centres for transhipment, storage, collection and distribution of goods (Jorgenson, 2007). Universally logistics hubs have intermodal or multi-modal solutions to abridge transportation difficulties and creating seamless movement of goods and in doing so optimising general operations. Freight shipments now have the ability to be consolidated at a central point and distributed from that point to its final destination. This creates added value for freight products. Customers now receive products at the right time, at the right place and in the right quantity, but with the benefit of paying less as a result of economies of scale created by the value added at the logistics hub. Logistics hubs are very well established internationally and many examples exist where these have been successfully built and implemented. This does not suggest that there is one specific recipe to success. Each region has its own demands which need to be satisfied. There are however numerous common characteristics which were identified during the course of the study. It is important for South Africa to integrate existing transport infrastructure to optimise logistics in the country and in doing so, ascertaining itself as a regional logistics hub.

The study investigates the extent of distributional impacts of labour-intensive road projects using a geographical approach. The aim is to evaluate infrastructural effectiveness. The central premise is that the interface between road investment and economic development has broad implications that are beyond transportation’s basic purpose of providing access and mobility. Communities are motivated by the outcomes and impacts of road infrastructure development in improving the productiveness of the economy, in line with socio-economic development and other multiplying effects. The objective was to describe the nature and delivery mechanisms of labourintensive road projects, evaluate the impact thereof on the project participants and their communities and explore the constraints and challenges experienced by these initiatives. The impact of the Gundo Lashu programme was measured, based on an assessment of programme outputs, outcomes and impacts, to determine whether the project had the desired effects on individual participants and their households. A matched control case study design, using a combination of qualitative and quantitative approaches was adopted. The study found that the Gundo Lashu programme had achieved the expected outputs in terms of the total number of jobs created, total road length constructed and maintained. However, the communities’ socioeconomic outcomes and the impacts of the programme on poverty and sustainable livelihoods were mixed. These conclusions re-affirm the notion that the development of rural road infrastructure alone by labour-intensive construction methods, is not sufficient in tackling poverty. While government is focusing on addressing unemployment and skills development through labourintensive road construction programmes, there is a need to ensure proper integration of government services to make a significant impact. Huge deficiencies exist in the inter-linkages between the programme planning process and the municipal planning system and that there are a number of management and planning, structural and functional, human resources and funding barriers to proper planning, implementation and monitoring of projects within the Gundo Lashu programme. Various challenges and barriers emanates from lack of coordination, political interferences and lack of strategic direction. Key recommendations include comprehensive road planning, better project targeting mechanisms, development of guidelines for future maintenance, skills training and capacity development, and resultsbased monitoring. / Geography / D. Phil. (Geography)

The annual budget cycle in urban road/transport authorities by implication requires transport infrastructure projects to be ranked in terms of their relative value, to enable project selection by starting from the most deserving proposal. This follows from the fact that the total cost of feasible projects practically always exceeds available funds, signalling the need for some kind of selection protocol. Cost benefit analysis (CBA), when applied in a narrow sense, is not suitable for this purpose as it focuses on economic efficiency only. Attempts to broaden it have been criticized by some scholars. Although the diversity of impacts points to a multi-criteria analysis (MCA) approach, this is considered unscientific in certain quarters; at best, its practical value needs to be demonstrated. In the case of the City of Tshwane (CoT), problems with current project appraisal are evident in that different methods – none of which is defensible – are used, sometimes resulting in rankings that are contradictory. This thesis therefore attempts the following: (a) to develop a basic approach that combines the best elements of traditional methods; (b) to customize this approach to the specific context and needs of road authorities in the municipal sphere of government, using CoT as an example; and (c) to demonstrate the application of the resulting appraisal framework, utilizing appropriate decision-support software for this purpose. Recommendations include the following: An appraisal framework should combine CBA and MCA by adopting an overall MCA approach with economic efficiency – focusing on the optimal allocation of scarce resources – as one of the decision criteria. For completeness‟ sake, three additional decision criteria are deemed necessary: equity (focusing on income distribution impacts); sustainability (focusing on environmental impacts); and compatibility (focusing on the alignment of projects with stated goals and objectives). This framework may well apply to road authorities in other spheres of government – the optimum application in each case will depend on the composition of the relevant decision-making team. The inherent nature of project appraisal requires a two-phased approach in all cases: the evaluation of mutually exclusive alternatives, followed by the ranking of independent projects. State-of-the-art decision support software is indispensable for implementing this framework. / Transport Economics / D. Com. (Transport Economics)

The aim of this study is to explore ways to maximise the economic returns of road infrastructure investment. In order to achieve this objective, the study was divided into five parts involving the following: analysing the nature of road infrastructure, determining the relationship between road infrastructure investment and economic development, considering aspects of economic modelling, developing a formula of road investment, and refocusing road investment practices. In the first part the characteristics of road infrastructure are examined and the demand and supply approaches to road investment outlined. The focus is on the balanced approach versus the unbalanced approach to infrastructure investment. The second part analyses the causal relationship between road investment and economic development. Four components are highlighted, namely the investment component, the network-performance component, the transport economic component and the economic development component. The third part analyses the applicability of modelling techniques. In the fifth part, the formula of road investment and economic development is focused on four markets. Finally, it is argued that road infrastructure investment must be refocused. The following was found: Road infrastructure investment must be demand led. This is because of the characteristics of roads, namely their indivisibility, long gestation period, lumpiness and high cost. Road infrastructure investment can only realise economic development if the four causality components are complied with simultaneously. Input-output modelling is preferred in South Africa. The modelling strategy developed in this study is recommended for transport economic studies. The probability of economic returns of road infrastructure investment is a function of the real estate market, the land development market, the urban economic market and the infrastructure market. An agenda for reform in the road investment industry was also proposed. The study clearly identifies the relationship between road infrastructure investment and economic development, and the proposed formula is an appropriate tool for a first-order priority system. / Transport Economics, Logistics and Tourism / D. Com. (Transport Economics)

Social capital, in broad terms, refers to norms, networks, trust and forms of social connections in societies that allows people to gain access to resources. This study involves a reconceptualisation of the concept of social capital. An overview of social capital literature reveals that economic needs are still dominant in both the theory and practice of development efforts that make use of social capital. It would therefore appear that the social capital paradigm is not balanced in that it does not clearly provide for the satisfaction of the diverse range of needs that people, particularly those in the rural communities, often experience. A resource-orientated approach is suggested in broadening the concept social capital to include the satisfaction of a wider variety of needs. An effort is made in the literature study, to capture the manifestations of social capital in different societies globally, with particular emphasis on community life in developing communities of the world. In addition, the discussion of social capital is deepened to include need satisfaction. A matrix of needs, as proposed by Max-Neef (1991), is used to argue that social capital would better be seen as a synergetic resource for the satisfaction of various needs. Instead of understanding social capital as a need, single satisfier, or as a `factor of production', an argument is put forward that such a conception of social capital is incomplete and inaccurate and that, instead, social capital should be understood as a multi-dimensional resource that can be used to service various needs of communities. Extensive fieldwork amongst agricultural producers in the Vhembe district of Limpopo provided ample evidence of social capital, although a precise fit with the mainstream theoretical perspectives was not found. The unusual profile of social capital reaffirmed the argument that social capital is present in different forms in rural developing communities and that social capital can best be seen as multi-dimensional because it has the ability to satisfy a wide variety of needs at different levels. Better use can be made of the concept of social capital by viewing it as multi-dimensional and linked to resources relevant to a wide variety of needs. Further research is needed if social capital is to be used by development planners. / Sosiale kapitaal verwys breedweg na norme, netwerke, vertroue en verskillende vorme van sosiale skakeling. `n Oorsig oor sosiale literatuur toon dat ekonomiese behoeftes die sosiale kapitaal teorie en praktyk domineer, veral tydens ontwilkkelingspogings wat gebruik maak van sosiale kapitaal. Hierdie studie behels `n heroorweging van die konsep sosiale kapitaal. Die sosialekapitaal - paradigma blyk ongeballanseerd te wees aangesien dit nie volkome voorsiening maak vir die verskeidenheid van behoeftes wat mense in landelike gemeenskappe dikwels ondervind nie. Deur die sosiale kapitaal konsep te verbreed, naamlik volgens die bevrediging van `n verskeidenheid van behoeftes, word `n hulpbrongebasseerde benadering tot sosiale kapitaal voorgestel. Tydens die literatuurstudie is gepoog om die manifestasies van sosiale kapitaal in verskillende samelewings van die wêreld vas te lê, met besondere verwysing na ontwikkelende gemeenskappe van die wêreld. Daarbenewens word die bespreking oor sosiale kapitaal spesifiek gekoppel aan behoeftebevrediging. `n Behoefte matriks, soos voorgestel deur Max-Neef (1991), is gebruik om te betoog dat sosiale kapitaal eerder as `n medewerkende hulpbron gesien behoord te word vir die bevrediging van verskillende behoeftes. Volgens hierdie siening word sosiale kapitaal nie beperk tot die bevrediging van enkele ekonomiese behoeftes nie. Hoewel uitgebreide veldwerk genoegsame bewyse van sosiale kapitaal opgelewer het, kon `n presiese ooreenstemming met die hoofstroom sosiaal teoretiese perspektiewe nie gevind word nie. Die ongewone profiel van sosiale kapitaal het die argument bevestig dat sosiale kapitaal as `n multidimensionele hulpbron verstaan behoord te word. Dit het die vermoë om `n wye verskydenheid behoeftes op verskillende vlakke te bevredig. Die konsep sosiale kapitaal kan beter gebruik word mits dit as multidimensioneel gesien word, asook gekoppel word aan hulpbronne wat relevant is aan `n wye verskeidenheid behoeftes. Verdere navorsing is nodig vir sosiale kapitaal om deur ontwikkelingsbeplanners gebruik te word. / Summary in Afrikaans and English / Development Studies / D. Litt. et Phil. (Development Studies)