The South African urban renewal and development environments are facing a number of challenges. South Africa, like many countries around the world, is experiencing challenges delivering to its citizens, facilities, infrastructure and services, at a rate fast enough to satisfy the public demand. Public Private Partnerships (PPPs) are a possible solution to curbing the disparity between these levels of supply and demand. The field of urban renewal and development is no different in this regard. In fact, urban renewal projects act as an effective measure when gauging the success rate of PPPs within a country. This is due mainly to the sheer size of these projects, which by their very nature, demand a certain involvement from numerous parties. While PPPs may act as an effective aid for government to increase procurement and service delivery, these initiatives are not without their problems, in fact these partnerships are often plagued with much uncertainty. This research aims to provide insight into factors affecting PPPs, both negatively as well as positively, and specific to the area of urban renewal and development. The first stage of the research involved semi-structured interviews that were conducted with industry experts. This allowed for the next stage of research which involved surveying employees in the relevant industry through a structured questionnaire. Based on the findings of this research, as well as knowledge garnered from a review of available literature surrounding this topic, a model was created to provide users with a clear consolidated view of factors affecting PPPs in general and specific to the urban renewal and development sectors. / Dissertation (MBA)--University of Pretoria, 2010. / Gordon Institute of Business Science (GIBS) / unrestricted

In the early 2000s, the world witnessed the emergence of a new variant of the juridical entity whose fundamental characteristic is the conjunction between public and private actors with the intention of delivering public infrastructures that otherwise would be impossible to realise. This new variant came to be known as the Public-Private Partnership (PPP). Since then, it has taken centre stage in development discourse assuming academic and practical importance due to the perceived role it plays in global development. Although research interest in PPP contracts has increased globally, only a few studies focus on the Southern Africa Development Community (SADC) region. The present study contributes by filling in this gap and providing a comparative perspective on the regimes of the PPP contract in Mozambique and South Africa. While PPPs may provide much needed infrastructure to meet the needs of end users, this often comes at considerable cost. The fiscal cost and distributional implications of PPPs are accentuated when compared with state borrowing. In addition, when it comes to risk management, all those risks that are supposedly transferred to a private operator are never truly transferred and, in the end, the government is always the residual risk holder should the PPP consortium fail. Far from freeing resources to be invested in other poverty reduction programmes, PPPs can absorb funds that could have been devoted directly to such programmes. In the end, rather than compensating for weak state capacity it places significant extra demands on it. These contradictions call into question the merits of promoting PPPs to overcome developing countries' public service financing gap, as the evidence clearly suggests that PPPs often have tended to be more expensive than their public procurement alternative, and in a number of instances they have failed to deliver the envisaged gains. The research in both jurisdictions has also analysed context-specific factors capable of jeopardising the successful implementation of PPP contracts. These include non-streamlined regulatory frameworks, state capacity constraints, weak integrity systems, and corruption. The key recommendation drawn from the research is that in order for the PPPs to be able to harness their full potential and deliver on expected gains, substantial regulatory and institutional reforms are needed in both jurisdictions studied.

English The thesis explores the topic of cost planning of Public-Private-Partnership (PPP) projects in the Czech Republic, especially with respect to institutional settings and road infrastructure. First, the PPP concept is introduced from a theoretical perspective and compared to traditional public procurement. Then the financing of PPP projects is discussed in the context of project finance and the European PPP market. The main part of the thesis focuses on public procurement of road infrastructure and the advantages of the PPP organizational structure. Initially, flaws of the procurement institutions are identified and a number of solutions suggested. The solutions cover four main areas: improvement of procurement laws, better qualifications of public officials, strategic planning of needed roads and asset management perspective on the existing infrastructure. The question whether Czech institutions are hindering the potential of PPP projects is answered positively. Follows a thorough empirical analysis of a World Bank PPP model for highways through a Monte Carlo simulation. A particular case of R35 motorway is evaluated as a PPP project and key drivers of public and private NPV are identified and compared across three different scenarios. Heavyweight traffic intensity, its toll revenue and...

International Telemetering Conference Proceedings / October 20-23, 2003 / Riviera Hotel and Convention Center, Las Vegas, Nevada / Vehicle Monitoring System (VMS) has being introduced into the world marketplace with the hope that it will help alleviate traffic congestion and the associated environmental pollution. In this paper we give an overview of system composition and principle of the VMS and several communications link solutions in China. We review technologies and focus on the key technological issues about the integration of VMS with the GPRS wireless mobile network and the Internet.

International Telemetering Conference Proceedings / October 21, 2002 / Town & Country Hotel and Conference Center, San Diego, California / The Vehicle Monitoring System based on GPRS is a system using GPRS network to transmit data, including location data, time data and so on .It has many advantages compared with those systems based on other communication modes. The key of the system lies in how to build up the connection with exterior data network. In this paper, the constitution of the system is introduced, and the course of building up connection with exterior data network is described in detail.

Östersjön har alltid varit en viktig knutpunkt för de länder som angränsar dit för att göra det möjligt att handla med varandra och på så sätt skapa en internationell marknad sinsemellan varandra. Under 1700-1800-talet tog produktionen fart och tack vare merkantilismen utvecklades den internationella handeln. För att fastställa deras växelkurs har många länder använt sig av olika myntfot såsom till exempel guldmyntfoten där valutans värde bestämdes utifrån värdet på motsvarande mängd guld vilket innebär att växelkurserna var fasta. Utifrån guldmyntfoten utvecklades teorierna lagen om ett pris och köpkraftsparitet med principerna om att en enhet valuta ska ha samma köpkraft även i andra länder vilket innebär att en vara ska kunna köpas för samma mängd av valutan oavsett om det är inrikes eller utrikes. Dessa teorier har studerats flertalet gånger, både för kort och lång sikt, med fåtalet länder till ett större antal. Denna studie använder sig av teoriernas grundidé och testar huruvida PPP i dess absoluta samt relativa form håller för Östersjöns handelsområde. För att kunna testa detta har två ekonometriska tester av de variabler som används gjorts, stationäritetstest och kointegrationstest. Stationäritetstestet visade att alla variabler förutom de tidsserier som användes för att testa relativ PPP led av icke-stationäritet och därmed behövdes differentieras för att kunna användas för att testa PPP. Kointegrationstestet visade att ingen av tidsserierna led av kointegration vilket medförde att vidare korrigeringsmodeller ej behövdes göras. Resultatet från de ekonometriska skattningarna visade på att absolut och relativ PPP ej kunde bekräftas, ej heller förnekas, då inga signifikanta koefficienter kunde konstateras. Vid testandet av real växelkurs för relativ PPP gavs signifikanta tidsserier men ej i enlighet med nollhypotesen och därmed förkastades nollhypotesen om att relativ PPP håller. Utifrån resultatet dras slutsatsen att PPP ej kan bekräftas utan att vidare studier måste göras. / The Baltic sea has always been an important transit hub for neighboring countries and the sea have made ​​it possible for the countries to trade with each other and thus create an international trade among themselves to each other. During 1700-1800's, the production took off and because of the mercantilism international trade developed. To establish their exchange rate, many countries have followed different standards, such as the gold standard where the currency's value was determined from the value of the corresponding quantity of gold which implies that the exchange rates were fixed. Based on the gold standard different theories was developed, such as the law of one price and purchasing power parity with the principles that a single currency will have the same purchasing power in other countries, which implies that a commodity should be bought for the same amount of currency, whether it is domestic or foreign. These theories have been studied several times, both for the short and long term, with the few countries to a greater number. In order to test this, two econometric tests of the variables were made​​, stationarity test and cointegration test. The stationarity test showed that all variables except the time series that was used to test relative PPP suffered from non-stationarity and therefore needed to be differentiated to be used to test the PPP. The cointegration test showed that no one of the time series suffered of cointegration and therefore further correction models was not needed to be done. The results from the econometric estimates showed that absolute and relative PPP could not be confirmed, nor denied, since no significant coefficients were identified. In the testing of real exchange rate for relative PPP significant time series were given but not in accordance with the nullhypothesis and therefore the null hypothesis is rejected that the relative PPP holds. From the results it is concluded that the PPP cannot be confirmed without that further studies must be done.

Background: In 1994, the Swedish parliament decided to realize an infrastructural project with PPP. The chosen project, Arlandabaneprojektet, is a four-track railway between Stockholm central station and Arlanda airport. The Swedish government established a PPPcontract with a private consortium which implied that the Swedish government was obligated to finance about one third of the total project cost. The contract also implied that the private consortium got all rights reserved for the operational service. This PPP-project has changed the prerequisites for the Swedish government to meet the transport political objectives. Aim: The aim of this study is to examine how the Swedish government fulfil the transport political objectives in a PPP-project. The purpose of this study is also to examine how the structure of the project contract affect the governmental performance management. Completion: This is a qualitative study. The interview study is based on six interviews. Three interviewees are representing the government’s responsible delegates. The other three interviews were conducted with experts and researchers with extensive knowledge in the project. The interview material is complemented with a document study of reports and investigations. We have also completed a theoretical study of governmental performance management in infrastructural PPP-projects. Furthermore, we have analyzed the empirical study based on the theoretical framework. Conclusions: The government’s possibilities to pursue performance management in line with transport political objectives has been and still is limited. The government has been tied up to a long term contract driven by commercial goals. The main factor behind this is that the government got into the project without having any specific and measureable objectives.

In thesis the author writes about PPP projects. After theretical introduction about them he describes advantages and disadvantages of PPP projects. Then he continues writing concentrating on his main goal, impacts of PPP projects on public and private sector. He includes the relation between PPP projects and keynes and transactional multiplier, public finance and sovereign rating. In practial part the author decribes impacts of motorway M6 in Hungary and highway D3/R3 in Czech Republic.

Wireless networks introduce a whole range of challenges to the traditional TCP/IP network, especially Virtual Private Network (VPN). Changing IP address is a difficult issue for VPNs in wireless networks because IP addresses are used as one of the identifiers of a VPN connection and the change of IP addresses will break the original connection. The current solution to this problem is to run VPN tunnels over Mobile IP (MIP). However, Mobile IP itself has significant problems in performance and security and that solution is inefficient due to double tunneling. This thesis proposes and implements a new and novel solution on simulators and real devices to solve the mobility problem in a VPN. The new solution adds mobility support to existing L2TP/IPsec (Layer 2 Tunneling Protocol/IP Security) tunnels. The new solution tunnels Layer 2 packets between VPN clients and a VPN server without using Mobile IP, without incurring tunnel-re-establishment at handoff, without losing packets during handoff, achieves better security than current mobility solutions for VPN, and supports fast handoff in IPv4 networks. Experimental results on a VMware simulation showed the handoff time for the VPN tunnel to be 0.08 seconds, much better than the current method which requires a new tunnel establishment at a cost of 1.56 seconds. Experimental results with a real network of computers showed the handoff time for the VPN tunnel to be 4.8 seconds. This delay was mainly caused by getting an IP address from DHCP servers via wireless access points (4.6 seconds). The time for VPN negotiation was only 0.2 seconds. The experimental result proves that the proposed mobility solution greatly reduces the VPN negotiation time but getting an IP address from DHCP servers is a large delay which obstructs the real world application. This problem can be solved by introducing fast DHCP or supplying an IP address from a new wireless access point with a strong signal while the current Internet connection is weak. Currently, there is little work on fast DHCP and this may open a range of new research opportunities.

Submitted by Romulus Lima (romulus.lima@ufpe.br) on 2015-03-04T18:53:33Z No. of bitstreams: 2 license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) DISSERTAÇÃO Wanessa de Oliveira Souza.pdf: 4794560 bytes, checksum: 5ba5772b8bf5effa94d0408446df468d (MD5) / Made available in DSpace on 2015-03-04T18:53:33Z (GMT). No. of bitstreams: 2 license_rdf: 1232 bytes, checksum: 66e71c371cc565284e70f40736c94386 (MD5) DISSERTAÇÃO Wanessa de Oliveira Souza.pdf: 4794560 bytes, checksum: 5ba5772b8bf5effa94d0408446df468d (MD5) Previous issue date: 2013-08-29 / Reuni, CAPES, CNPQ / Há cerca de 220 milhões de anos os continentes vêm afastando-se uns dos outros. Esse fenômeno se explica a partir da teoria da deriva continental, complementada pela teoria da tectônica de placas, onde se acreditava que estruturas rígidas como as placas litosféricas, eram capazes de transmitir tensões em longas distâncias sem causar deformações internas. Desta forma, devido ao movimento das placas e como consequência a deriva dos continentes, as estações a eles pertencentes também vêm se movendo em relação a um referencial geocêntrico. Considerando que, com a evolução tecnológica e as facilidades geradas no tratamento de dados globais, a Geodésia ganhou um dinamismo sem precedentes, incorporando em seus métodos de posicionamento, atualizações periódicas dos referencias globais, como exemplo, as estruturas iniciadas pelos ITRF’s de 1988 até o de 2008. Do ponto de vista científico, não há problema nenhum quanto ao dinamismo das estruturas geodésicas, mas do ponto de vista prático e legal, tal dinamismo gera alguns inconvenientes, que podem ser resolvidos pelo conhecimento e modelagem adequada para as transformações a serem executadas. No tocante ao deslocamento da placa tectônica Sul-americana, alguns modelos de velocidade vêm sendo utilizados desde a virada do milênio, entre eles: NNR-NUVEL-1A; APKIM2000; APKIM8.8; ITRF2000; COSTA, SANTOS e GEMAEL (2003); PEREZ, MONICO e CHAVES (2003); e VEMOS2009. Como o Sistema Geodésico Brasileiro, SIRGAS2000, oficializado pela RPR 01 (IBGE), de 25 de fevereiro de 2005, passou a utilizar a época de referência 2000,4, então o posicionamento atual de medidas podem precisar de uma redução de 13 anos. Confrontando os modelos citados e gerando as discrepâncias, analisaram-se na ordem milimétrica e também na ordem centimétrica as equivalências dos modelos para o território brasileiro. O modelo VEMOS2009 atualmente utilizado pelo IBGE no serviço PPP online foi tomado como referência padrão, na análise comparativa. Além desses, com base no processamento semanal do SIRGAS-CON (http://www. sirgas.org/index.php?id=153) dos anos de 2008 a 2011 de algumas estações da RBMC, cuja geometria permitisse uma amostra significativa da placa sul-americana (SOAM) e também se aproveitando de dados de duas estações VLBI (Very Long Baseline System) sobre a placa SOAM; uma (Ft) localizada na cidade de Fortaleza – CE, Brasil e a outra (TIGO) localiza em Concepción no Chile, processadas pelo IVS (International VLBI service for Geodesy and astrometry), pôde-se gerar um modelo atual de velocidades e participar das análises comparativas. Os processamentos foram realizados com os módulos: modeloSOAM@ versão 2013.07.08 e ModelTectonica@2013.07.07 do software AstGeo- Top. Os resultados mostraram a possibilidade de utilizar vários dos modelos citados quando a discrepância puder ser até de 5 cm em 13 anos, mas ficou reduzida a algumas regiões do Brasil e a três dos modelos quando a discrepância não puder ultrapassar a 1cm em 13 anos.