Submitted by Filipe dos Santos (fsantos@pucsp.br) on 2018-03-20T12:47:50Z No. of bitstreams: 1 Matheus Samarone Machado.pdf: 1277931 bytes, checksum: 9a603e1870a69edfdca485aaacc9c807 (MD5) / Made available in DSpace on 2018-03-20T12:47:50Z (GMT). No. of bitstreams: 1 Matheus Samarone Machado.pdf: 1277931 bytes, checksum: 9a603e1870a69edfdca485aaacc9c807 (MD5) Previous issue date: 2018-02-23 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The present research seeks to estimate, through a panel data model, the impacts of the infrastructure investments financed by the BNDES per capita on GDP per capita in each region of Brazil, in order to compare the results between the regions in the period 2003-2014. In order to analyze differences between their multipliers and their conditions after the investments, the impacts were estimated with a one-year gap and without any gap between investments in infrastructure and GDP per capita in the regions. In addition, this research also discusses investments in infrastructure in Brazil, its recent history, the role of BNDES in its promotion and its effects on economic growth / O presente trabalho buscou estimar, por meio de um modelo de dados em painel, os impactos dos investimentos per capita em infraestrutura financiados pelo BNDES sobre o PIB per capita em cada região do Brasil, de modo a comparar os resultados entre as regiões no período 2003-2014. Com o objetivo de analisar diferenças entre seus multiplicadores e suas condições após os investimentos, estimou-se os impactos imediatos e com defasagem de um ano entre os investimentos em infraestrutura e os PIBs per capita nas regiões. Adicionalmente, este trabalho também discute os investimentos em infraestrutura no Brasil, sua história recente, o papel do BNDES em sua promoção e seus efeitos sobre o crescimento econômico

Notorious for its high poverty levels and low socio-economic status, the Navajo Nation’s socio-economic well-being is hindered greatly in part by the lack of an adequate potable water infrastructure which has resulted in health disparities and has attributed to stunted economic growth within the Nation. Large candidate regional water transmission pipelines projects aimed to meet these needs have been identified. With capital costs exceeding their fiscal capability, decision-makers must choose projects that generate the most bang for the buck. To address these challenges, three (3) interconnected planning tools have been developed: (1) a water pipe installation construction cost estimation model (WaterCOSTE) to improve the accuracy of capital cost estimates; (2) a hydraulic optimization model (WaterTRANS) that improves design efficiency for branched water transmission systems; and (3) a decision support system (DSS) that allows candidate water transmission projects to be ranked while considering economic development, health improvement and environmental protection objectives. Estimates derived from WaterCOSTE are used as input into WaterTRANS to find least-cost system designs. The system costs along with other project data are then input into the DSS to determine project rankings. To demonstrate how the DSS can be used and applied, two candidate projects on the Navajo Nation are evaluated. The tools developed will enable decision-makers to improve planning processes and make wiser investment decisions that will lead to expanding the water infrastructure coverage and living conditions on the Navajo Nation.

The aim of this thesis is to provide to the governmental decision-maker/user, an instrument that can assist him/her in improving the infrastructure investment decision in the economical, environmental and sustainable aspects. This means that, the Return on Investment (ROI) of the concerned transport infrastructure, satisfying environmental and sustainable constraints must be positive, and corresponding to an optimal investment cost. The decision support system can be applied in two dimensions. One dimension is where the real negotiation process is occurring between private and public stakeholders, called “real time negotiation process”. The second dimension is where the negotiation process is impelled by the user (public part) without private stakeholders interaction (but with interaction through simulation), called “virtual negotiation process”. The simulation and local optimization techniques, in phase with agent technology, used in the “virtual negotiation process” enable us to achieve a certain amount of alternative decisions to the primary/suggested decision to be evaluated. The CommonKADS methodology with mathematical modeling, and agent technology have been the support respectively for extracting and implementing the knowledge in the domain, monitoring, automating and updating the decision process. The principle of “Joint logistic” [1] in my effort concerns by the means of sharing financial and information resources; This leads to the empowerment of the supply chain feedbacks (roles), involved in the earlier stages of public transport decision making-process. It appears that within the decision-making process, the government is often dealing with the conflicting objectives, while interacting with the business stakeholders. For instance, the estimated investment cost of a specific transport infrastructure can exceed the income generated by this infrastructure, thus the ROI of the concerned transport infrastructure (TI) will be negative. From this perspective the government faces three choices: a) increase the rate of the taxes applied on that transport infrastructure or any other taxes, in order to make ROI positive, this can be matter of discussion/disagreement for the business community b) reduce the investment cost which means suggest a different TI with a lower quality standard compared to the previous; this can also be a matter of disagreement between the two concerned stakeholders. c) delay of the investment in the specific transport infrastructure. In fact in the most situations the government uses the first approach, which effects might be consequently unpredictable and disastrous in the economical and environmental sense for the government. From this point of view my attempt is to propose an intelligent decision support system for governments or project groups (e.g. East West project group), involving conceptually as components web portal, database, simulator and knowledge base, that bases on an approach, that enables this negotiation/information exchange at the earlier steps of decision-making situation. This is concretized by gathering in real time accurate and relevant information from the private sector; furthermore the knowledgebase of the designed system is conceived via the experience and historical knowledge of the concerned experts in the domain. / Please contact me via email : yjeanyv@hotmail.com or phone: +224 64 97 43 79

Infrastructure consists of facilities and services that are considered essential to the functioning and economic productivity of society (Preqin, 2022). The rapid economic growth over the past decades has led to an increase in the demand for fundamental functions such as energy, telecommunications, and transportation. Increases in infrastructure investments are required on a global scale, not only to support economic growth globally, but also to help fulfill the United Nations Sustainable Development Goals (SDGs). Despite the large demand for infrastructure investments globally, planned governmental investments in infrastructure are not enough to bridge the gap. In order to bridge the infrastructure investment gap, there is a need for institutional investors to intervene, both in private and public markets. However, investors need to be able to assess how the market is performing as well as have accessible investment products that are linked to the infrastructure asset class. The quality of such investment products is dependent on the indices they are linked to, making it essential that infrastructure indices reflect the asset class in the way investors expect them to. Therefore, there is a need to assess the performance of existing infrastructure indices as well as to find a methodology for constructing a new index that more accurately fulfills investor expectations. This thesis compares three existing infrastructure indices in terms of three investment characteristics that investors look for in infrastructure investments: risk adjusted returns, inflation hedging properties, and stability during market downturns. These characteristics are evaluated by measuring the sharpe ratio, correlation with the consumer price index, and downmarket capture ratio. The thesis also proposes a methodology for finding an index that more accurately represents the infrastructure asset class in terms of the three aforementioned investment characteristics. The methodology is based on parameter optimization to find the set of inclusion criteria that maximizes performance. The thesis finds that the infrastructure indices are adequate in terms of risk adjusted returns and inflation hedging properties, but that they do not show consistent performance during down markets. It is concluded that existing indices are somewhat sufficient in what they set out to do, but that there is room for improvement in capturing the desired characteristics. The results of the thesis also indicate that a new index that more accurately represents the infrastructure asset class can be constructed by implementing inclusion criteria based on filters related to financial ratios associated with infrastructure companies, such as fixed asset turnover and dividend yield. In conclusion, an index with a minimum dividend yield criterion and a maximum fixed asset turnover ratio criterion can be constructed to more accurately capture the key characteristics of the infrastructure asset class. / Infrastruktur består av anläggningar och tjänster som anses väsentliga för samhället (Preqin, 2022). Den stora ekonomiska tillväxten under de senaste årtiondena har lett till ökad efterfrågan på grundläggande funktioner som energi, telekommunikation och transport. Ökade infrastrukturinvesteringar krävs globalt, inte bara för att stödja tillväxt utan också för att hjälpa till att uppfylla FN:s mål för hållbar utveckling (SDG). Trots den stora efterfrågan på infrastrukturinvesteringar globalt räcker inte planerade statliga investeringar i infrastruktur för att överbrygga klyftan. För att kunna möta behovet av infrastrukturinvesteringar behöver investerare ingripa, både på privata och publika marknader. Investerare behöver dock kunna bedöma hur marknaden presterar samt ha tillgängliga investeringsprodukter som är kopplade till infrastruktur som tillgångsklass. Kvaliteten på sådana investeringsprodukter är beroende av vilka index de är kopplade till, och därmed är det viktigt att infrastrukturindex speglar tillgångsklassen i enlighet med investerares förväntningar. Därmed finns det ett behov av att bedöma hur nuvarande infrastrukturindex presterar samt eventuellt att hitta en metod för att konstruera ett nytt index som bättre uppfyller investerarnas förväntningar. Denna avhandling jämför tre befintliga infrastrukturindex i termer av tre investeringsegenskaper som investerare söker i infrastrukturinvesteringar: riskjusterad avkastning, inflationsskyddande egenskaper och stabilitet under nedgångar på marknaden. Dessa egenskaper utvärderas genom att mäta sharpe ratio, korrelation med ett konsumentprisindex, samt down market capture ratio. Avhandlingen föreslår också en metodik för att hitta ett index som bättre representerarinfrastruktur som tillgångsklass i termer av de tre ovan nämnda investeringsegenskaperna. Metodiken är baserad på parameteroptimering för att hitta den uppsättning inklusionskriterier som maximerar indexets prestation.Avhandlingen konstaterar att infrastrukturindexen är tillräckliga i termer av riskjusterad avkastning och inflationssäkrande egenskaper, men att de inte uppvisar konsekvent prestation under marknadsnedgångar. Slutsatsen som dras är att de nuvarande indexen delvis är tillräckliga i det de avser uppfylla, men att det finns utrymme för förbättringar. Resultaten av avhandlingen indikerar också att ett nytt index som mer träffsäkert representerar infrastruktur som tillgångsklass kan konstrueras genom att implementera inklusionskriterier baserade på filter relaterade till finansiella nyckeltal förknippade med infrastrukturföretag, såsom omsättning av anläggningstillgångar och direktavkastning. Sammanfattningsvis kan ett index med ett minimimumkriterium för direktavkastning och maximumkriterium för omsättning av anläggningstillgångar konstrueras för att mer träffsäkert fånga viktiga egenskaper hos infrastruktur som tillgångsklass.

Cette thèse s’intéresse au problème du renouvellement des infrastructures des services de distribution d’eau potable. Nous observons aujourd’hui dans les pays développés qu’une grande partie des canalisations atteint un état d’obsolescence avancé.  La principale conséquence de cette obsolescence est l’apparition de fuites importantes. L’eau perdue dans ces fuites entraîne des pertes économiques liées au gaspillage des ressources investies dans la production d’eau potable, une baisse de qualité de l’eau et des pertes financière. Dans cette thèse j’explore les raisons pour lesquelles le taux de renouvellement des réseaux de distribution d’eau est si faible comparé aux besoins manifestes. Cette thèse est composée de trois chapitres. Dans le premier chapitre, je présente un modèle statique de minimisation des coûts pour obtenir un indice de qualité qui est « cost-efficient ». Cet indice est défini comme une proportion des canalisations de « bonne qualité » par rapport à la longueur totale du réseau. La solution optimale dépend de l’arbitrage entre le coût des pertes en eau par rapport au coût des canalisations de bonne qualité. Lorsque des économies d’échelle liées à la densité du réseau existent, comme dans les services urbains, les pertes en eau représentent un coût important et la réduction des pertes en eau par une augmentation de la qualité du réseau est une solution bénéfique pour les services d’eau. Cependant, nous montrons que les services d’eau dans les milieux ruraux font face à de plus grandes difficultés, à la fois pour pouvoir assurer une réduction des pertes en eau et pour répercuter le coût de renouvellement dans les prix.Dans le deuxième chapitre, je présente un modèle de « optimal switching time » qui étudie la date optimale de renouvellement des infrastructures déterminée à partir d’un modèle de maximisation des profits des services d’eau. Dans ce modèle, nous analysons le choix entre la réhabilitation et le remplacement des canalisations. Cela signifie que les services d’eau peuvent choisir une option moins coûteuse caractérisée par la réhabilitation des vielles canalisations ou le remplacement immédiat qui entraîne un coût nettement supérieur. Les résultats nous montrent que le remplacement direct est un choix plus raisonnable puisque les gains associés à la réduction temporaire des pertes en eau et au prolongement de la durée de vie des canalisations ne compensent pas le coût supplémentaire associé à la réhabilitation. Ceci est particulièrement visible dans le cas des services d’eau en milieux urbain.Dans le troisième chapitre, je présente une étude empirique concernant le taux de remplacement des canalisations dans les services d’eau en France. Les résultats nous montrent que les taux de remplacement sont en moyenne plus élevés dans les services gérés par des régies qu’en affermage. Ceci peut s’expliquer par le fait que les services en régie sont majoritairement présents dans les services de petites tailles. Par conséquent, des taux de remplacement élevés sont souvent associés à des réseaux de petite taille (faible kilométrage de canalisations). De plus, dans les petits services ruraux, les travaux de remplacement sont souvent réalisés en parallèle d’autres travaux. Néanmoins nous observons également dans les services de grande taille des taux de remplacement plus élevés dans les services en régie que dans les services en affermage. Ceci peut s’expliquer par une différence d’objectif défini par les services en régie et les services en affermage : les services en affermage ne sont pas responsables du renouvellement des canalisations à moins que ceci soit spécifié dans leurs contrats. De plus, nos résultats montrent que même s’il existe un effet négatif de la taille des services sur les taux de remplacement, dans les très grandes villes, les taux de remplacement sont plus élevés. Ceci est cohérent avec les résultats théoriques obtenus dans les deux premiers chapitres. / This dissertation focuses on the issue of water infrastructure renewal in potable water distribution networks. I investigate the reasons why water infrastructure in certain water utilities are not renewed. This dissertation is divided into three chapters. The first chapter is based on theoretical models that solve for the optimal water main network quality index. The second chapter studies the optimal timing of water mains replacement. And finally, the third chapter is based on an empirical study on the factors that influence the water main replacement rates in French utilities.In the first chapter I present a static cost minimisation model to solve for the cost-efficient water main quality index. This quality index is defined as the proportion of ``new" mains (which we denote as ''good quality mains'') to the total length of mains. The solution depends on the arbitrage between the cost of water loss and the cost of good quality mains. Where economies of network density are present such as urban utilities, water loss represents a cost burden to the water utility; hence water loss reduction (high network quality) is beneficial. Furthermore, we show that rural utilities face the largest difficulty in achieving both water loss reduction and cost recovery of network renewal.In the second chapter I present a two-stage optimal switching timing model that solves for the profit-maximising timing of water mains replacement. This model considers the option between rehabilitation and replacement. Water utilities may be inclined to rehabilitate old mains to extend their longevity since rehabilitation costs are much lower than replacement costs. We show that it is beneficial for the utilities to replace mains that are already obsolete than to rehabilitate since the generated benefit from temporary water loss reduction and the postponement of replacement is not worth the cost of rehabilitation. This is particularly noticeable in large urban utilities that face large costs of water loss.In the third chapter, I present an empirical study on the water mains replacement rates observed in French water utilities. The empirical results based on cross sectional data show that publicly operated utilities on average have higher replacement rates than outsourced utilities. This is because most of the public utilities have short total network length (very high replacement rates are associated with small network length). Moreover, small rural networks tend to conduct replacement of mains alongside other roadworks. However results also show that public utilities have higher replacement rates over outsourced ones in very large urban utilities. This result reflects the difference of priorities defined by in-house operated utilities and outsourced utilities. This difference does not imply that outsource utilities neglect network renewal; instead it reveals the nature of the structure of outsourced utilities. The responsibility of outsourced utilities are defined in the contract signed with the local authority. If network renewal is not specified, there is no incentive for replacing mains. Moreover, in practice, outsourced utilities often manifest higher prices which are accompanied by higher water quality. Furthermore, the results show that the size of the network has a large impact on replacement rates. The longer the length, the proportion of replaced mains are smaller; however, for very large utilities the negative effect disappears. The results show that replacement rates are indeed greater in very large urban utilities. This result is coherent with the theoretical models presented in the first chapter that shows the urgent need for high network quality in large urban utilities.

Since the financial crisis infrastructure has become an increasingly attractive asset class for investors, especially among financial institutions, who recognize the value of diversification opportunities within infrastructure. In parallel with the emergence of infrastructure as an investable asset class, the global financial turbulence has generated even greater incentives for investors to diversify their portfolios with infrastructure, as the asset class exhibits characteristics to navigate in a more challenging economic environment. A growing trend are real estate companies entering the infrastructure market for the first time, strategically seeking to balance their real estate portfolio with other real assets and capitalize on global trends such as the energy transition and digital progress. This approach allows real estate companies to achieve portfolio diversification while potentially generating greater financial returns, depending on the investment strategy and type of infrastructure asset. The global privatization of infrastructure has also been reflected in the Nordic market, with the public sector showing more reliance on private capital inflows for initiatives such as infrastructure renovation and transition toward sustainable energy. As the market has grown, the concept of infrastructure has also transitioned from a traditional notion of including railways, roads and bridges, subsidized by the public sector, to incorporate several different sectors backed by private financiers. Consequently, the study seeks to establish an appropriate definition of infrastructure from a Nordic perspective, serving as a foundation to identify opportunities and barriers for Nordic real estate actors seeking to diversify their portfolios into the infrastructure sector. As part of the study, the strategies of Nordic institutional infrastructure investors are analyzed, as well as prevailing trends and prospects for the Nordic infrastructure market. In order to obtain the results, a qualitative semi-structured interview study was conducted, involving eight actors with different backgrounds, active in the Nordic infrastructure market. The results showed that Nordic actors have divided opinions of what should be included in the definition of infrastructure. The conclusion is that the definition of infrastructure is dynamic, with capital-intensive infrastructure investors characterizing different asset classes depending on where the capital is allocated. In addition, there is currently an incentive for a real estate actor to involve infrastructure in the portfolio to strengthen the company's sustainability profile through green renewable energy and to benefit from real estate expertise in grey areas consisting of infrastructure assets with property-like attributes. Through the act of diversifying a portfolio, real estate actors have the potential to benefit from tomorrow's infrastructure market, which will consist of more private actors, and provide enhanced risk diversification as new technology is constantly being integrated in the Nordic region. One avenue for future research would involve examining quantitative transaction data to gain a comprehensive understanding into the dynamics and patterns associate with different investment approaches and risk appetites. / Sedan finanskrisen 2008 har infrastruktur blivit en alltmer intressant tillgång för investerare och främst tunga institutioner som ser värdet med de ekonomiska diversifieringsmöjligheterna infrastruktur kan erbjuda. Parallellt med att infrastruktur växer fram som ett attraktivt tillgångsslag, har den ekonomiska turbulensen runtom i världen skapat ännu större incitament för investerare att söka sig till infrastruktur, då klassen visar på karaktärsdrag som kan hantera ett oroligare ekonomiskt klimat. Här ser man bland annat fastighetsbolag som för första gången tar klivet in i infrastrukturmarknaden i syfte att balansera sin fastighetsportfölj med andra reala tillgångar och dra nytta av globala trender inom tillexempel energiomställningen samt det digitala framsteget. Strategin tillåter fastighetsbolag att både diversifiera sina portföljer och kan potentiellt leda till större ekonomiska vinningar beroende på investeringsstrategi och typ av infrastruktur. Den globala privatiseringen av infrastruktur har även återspeglats i den nordiska marknaden, då det offentliga i större grad blivit beroende av privata inströmningar av kapital när infrastrukturen ska renoveras och samhället genomgå en energiomställning. I takt med att infrastrukturmarknaden har utvecklats, har även begreppet gått från en traditionell uppfattning av att innehålla järnvägar, vägar och broar, subventionerat av det offentliga, till att omfatta flera sektorer påbackade av privata finansiärer. Studien syftar således till att identifiera en lämplig definition av infrastruktur från ett nordiskt perspektiv för att kunna kartlägga möjligheter och barriärer för nordiska fastighetsaktörer att diversifiera sina portföljer mot infrastruktur. Som en del av studien undersöks därmed nordiska institutionella infrastrukturinvesterares strategier samt trender och framtidsutsikter för den nordiska infrastrukturmarknaden. För att nå fram till resultatet har en kvalitativ semi-strukturerad intervjustudie genomförts omfattandes av åtta aktörer med olika bakgrunder involverade inom infrastruktursegmentet i Norden, varpå den empiriska studien jämförts med en litteraturgenomgång av ämnet. Resultatet visar bland annat på att nordiska aktörer har delade uppfattningar om vad som ska ingå i definitionen av infrastruktur. Slutsatsen är att definitionen av infrastruktur är dynamisk där kapitalintensiva infrastrukturinvesterare sätter prägel på olika tillgångsslag beroende på var kapitalet allokeras. Därutöver finns det idag incitament för en fastighetsaktör att involvera infrastruktur i sin portfölj för att bland annat stärka bolagets hållbarhetsprofil genom grön energi samt kunna dra nytta av fastighetsexpertisen inom gråzoner som utgörs av infrastrukturtillgångar med fastighetsliknande attribut. Genom att diversifiera sig kan en fastighetsaktör dra nytta av morgondagens infrastrukturmarknad som kommer utgöras av flera privata aktörer och erbjuda en större riskspridning när ny teknologi ständigt tillkommer Norden. En möjlighet för framtida forskning är att undersöka och analysera kvantitativa transaktionsunderlag för att skapa en djupare förståelse i dynamiken förknippad med investeringsstrategier och riskbenägenhet.

In this thesis I examine and explore whether and if Integrated Water Resources Management (IWRM) inspired water reforms respond to- and address the diverse realities of women and men in informal (and formal) rural economies of Sekororo, South Africa and Ward 17 in Gwanda, Zimbabwe which are both in the Limpopo basin. South Africa and Zimbabwe, like other southern African countries, embarked on IWRMinspired water reforms, culminating in the promulgation of the National Water Acts in 1998, four years after the attainment of South Africa’s democracy in 1994 and 18 years after Zimbabwe attained independence in 1980. I argue that the adoption of IWRM, which emphasises second generation water issues such as demand management, water quality, environmental flow requirements etc, and not the development of water infrastructure, begs the question whether such reforms can make a meaningful contribution to the development agenda in countries where, during apartheid and colonialism, the water rights (among other rights) of millions of blacks were compromised because of unjust legislation and skewed underinvestment in water infrastructure

The growth of population and business during the rapid urbanization process in the twentieth century has generated significant demand for transportation. As the demands have grown, road and air transportation are suffering from significant congestion and delays. Continuing expansion of highways and airports has become both expensive and difficult, along with not being able to provide adequate solutions to the growing congestion. One alternative, which is being pursued by many countries, is to invest in efficient high-speed rail networks to meet the pressing demand for mass passenger transportation. This alternative is also one that may have beneficial impacts by reducing energy consumption and alleviating some of the environmental concerns. But to make these infrastructure investments, governments need to make difficult decisions due to the complexity of the industry and technologies involved. This thesis examines decision making by government for such investments. In order to carefully study the industry, we use a two part approach. First, we examine the HSR industry supply-chain. We create a detailed taxonomy of the industry supply-chain and highlight various aspects of the advanced technologies being used, the sophisticated multiproduct nature of the firms, and the diverse international location of the companies. Second, we gather information on all the international HSR contracts between 2001-2011. These contracts enable us to examine business strategies pursued by the major HSR trainset suppliers and component manufacturers, insights into the size of the orders and type of trainsets being delivered, and the formation of partnerships and collaborations to meet the complex demands imposed by Governments when they invite bids for these expensive projects. A detailed examination of the supply-chain shows that the core technologies and competencies are highly concentrated in those countries which historically have had high demand for high-speed rail. Germany, Japan, France, for example, have the highest number of trainset and component suppliers. In more recent years, South Korea and China have emerged as the new frontiers of trainset and components suppliers. This implies that countries who are outside of this group are highly dependent on either importing these technologies and investments or make a concerted effort to develop them via partnerships and technology transfer agreements. Our examination of contracts shows that the size of HSR investment order is important for both business and government strategy. The order size determines the extent of domestic content and production. While many components will inevitably be imported, a larger order size may allow for various components to be manufactured domestically. Order size also appears to influence the nature of partnerships among the firms in the industry. We observe a growing number of HSR investment partnerships among trainset suppliers over time, possibly due to the need to pool risk in these highly complex and uncertain investments, as well as the changing competitive dynamic of HSR markets.

In this thesis I examine and explore whether and if Integrated Water Resources Management (IWRM) inspired water reforms respond to- and address the diverse realities of women and men in informal (and formal) rural economies of Sekororo, South Africa and Ward 17 in Gwanda, Zimbabwe which are both in the Limpopo basin. South Africa and Zimbabwe, like other southern African countries, embarked on IWRMinspired water reforms, culminating in the promulgation of the National Water Acts in 1998, four years after the attainment of South Africa’s democracy in 1994 and 18 years after Zimbabwe attained independence in 1980. I argue that the adoption of IWRM, which emphasises second generation water issues such as demand management, water quality, environmental flow requirements etc, and not the development of water infrastructure, begs the question whether such reforms can make a meaningful contribution to the development agenda in countries where, during apartheid and colonialism, the water rights (among other rights) of millions of blacks were compromised because of unjust legislation and skewed underinvestment in water infrastructure

Philosophiae Doctor - PhD / In this thesis I examine and explore whether and if Integrated Water Resources Management (IWRM) inspired water reforms respond to- and address the diverse realities of women and men in informal (and formal) rural economies of Sekororo, South Africa and Ward 17 in Gwanda, Zimbabwe which are both in the Limpopo basin. South Africa and Zimbabwe, like other southern African countries, embarked on IWRM inspired water reforms, culminating in the promulgation of the National Water Acts in 1998, four years after the attainment of South Africa's democracy in 1994 and 18 years after Zimbabwe attained independence in 1980. I argue that the adoption of IWRM, which emphasises second generation water issues such as demand management, water quality, environmental flow requirements etc, and not the development of water infrastructure, begs the question whether such reforms can make a meaningful contribution to the development agenda in countries where, during apartheid and colonialism, the water rights (among other rights) of millions of blacks were compromised because of unjust legislation and skewed underinvestment in water infrastructure. / South Africa