Over roughly the last three decades, governments worldwide have implemented public private partnerships (P3s) to mobilize both private funds and public resources to develop transportation infrastructure, which has provided private entities contemporary opportunities to design, finance, construct, operate and maintain these important assets. Typically, P3s are large and complex undertakings that involve and impact many stakeholders, including public officials, financiers, builders, business owners and taxpaying citizens. Consequently, their efficacy depends – to a great extent – on how well they meet the interests of this array of stakeholders. Hence, effective assessment of P3s is crucial to determine whether these infrastructure initiatives and project outcomes satisfy these stakeholders' interests throughout a P3's life-cycle. Researchers and practitioners have considered various aspects of P3s when considering their performance. In general, the current research landscape related to P3 performance includes two major areas: (1) the identification and implementation of critical success factors (CSFs) and key performance indicators (KPIs), and (2) the development of frameworks that conceptualize approaches to measure P3 performance. Numerous studies have focused on CSFs that are the "ingredients" of effective P3s. More recent studies have emphasized KPIs that are metrics to assess them. Alternatively, some research has taken a life-cycle approach to propose approaches for P3 evaluation that are more comprehensive than assessments of P3 delivery time and cost. While this research has produced useful insights, limited emphasis has been placed on assessing P3 performance comprehensively and beyond the public and private sector dichotomy. Therefore, this research develops a framework that identifies and assesses key stakeholder interests in P3s as a means to characterize their performance. Subsequently, this framework was employed in a case study of four P3 projects to evaluate how well these cases met stakeholder expectations and ultimately performed. The research to develop the framework and conduct the case study was organized in three integrated studies. The first study employed a systematic literature review of CSFs and KPIs where the extant literature remains largely segmented and fragmented. Synthesis of the literature helped to identify and characterize various CSFs and KPIs and their current employment within the P3 performance domain. This led to the development of a CSF-KPI framework that integrates these factors and indicators throughout a P3 project's lifecycle. The outcome of the first study served as the foundation for the second study where the framework to assess stakeholders' interests was constructed. In this process, the second study followed a systematic approach by integrating key components to assess performance. The development process involved several key steps: (1) identification of the key stakeholders – specifically the state (elected bodies and executive agencies), investors (equity providers), producers (project service providers) and users/citizens (individuals or groups impacted by a project); (2) characterization of their principal interests; (3) selection of indicators of these interests; (4) linkage of the indicators with 11 performance dimensions ranging from project environment to revenue and operations; and (5) connection of the performance dimensions with four levels of performance: planning, project management, business, and future potential. The framework was demonstrated and substantiated using data from the I-495 Capital Beltway Express project. The application confirmed the replicability of the framework. The final study utilized the framework to evaluate P3s effectiveness in serving stakeholders goals and objectives. A multiple case study was conducted of four P3 highway projects in the United States: I-495 Capital Beltway Express, LBJ Expressway, SR 125 (South Bay Expressway), and SH 130 (5and6) to examine the extent that state, investor, producer, and user/citizen interests were fulfilled. Overall, I-495 and LBJ Expressway met stakeholder interests more effectively than SR 125 and SH 130 (5and6); these two cases had stronger planning, project management, and business performance. Notably, the I-495 case was an unsolicited (or market lead) proposal that followed a collaborative planning process to shape and define the project to meet mutual interests while the LBJ Expressway case utilized a competitive best-value procurement to generate an innovative technical solution that reduced the project's cost and footprint. Whereas SR 125 and SH 130 (5and6) experienced various issues that led to their bankruptcy; the new owners of both projects have taken steps to improve their outlook. Overall, the research deepens understanding of the factors that impact stakeholder interests and their expectations of P3s, presents a holistic framework for P3 assessments, and provides evidence of how well multiple P3s performed, moving beyond conceptual frameworks that are currently found in the literature. / Doctor of Philosophy / Public-Private Partnerships (P3s) have been adopted extensively to facilitate the development of transportation infrastructure. The need for more efficient and effective P3 projects makes performance assessment increasingly important, especially with respect to stakeholder interests and expectations. Also, effective and efficient assessment of P3 performance is crucial to determine whether this infrastructure development strategy meets owners and stakeholders needs throughout the P3 project lifecycle. The absence of an effective and comprehensive approach to evaluate P3 performance can result in reliance on anecdotal evidence, which may inaccurately portray the outcomes of these projects. While numerous studies have examined multiple facets of P3s over the last two decades, limited emphasis has been placed on comprehensively assessing their performance. Consequently, the purpose of this research is to advance the state of knowledge of P3 project performance in the transportation sector. To realize this purpose, this dissertation performed three integrated studies. The first study examined the current literature to identify factors that influence P3 outcomes and metrics that measure them. The second study developed a performance assessment framework, which captures various phases of a project's life cycle and considers the perspectives and objectives of the range of stakeholders involved in or impacted by P3s. Further, the framework was demonstrated and substantiated using data from the I-495 Capital Beltway Express project. Finally, the third study examined four cases in the US market – I-495, LBJ Expressway, SR 125 (South Bay Expressway), and SH 130 (5and6) – to examine to what extent state, investor, producer, and user/citizen interests were fulfilled. The case study illustrated that I-495 and LBJ Expressway met stakeholder interests more effectively than SR 125 and SH 130 (5and6); I-495 and LBJ Expressway fulfilled their implementation, financial and service expectations whereas SR 125 and SH 130 (5and6) experienced implementation issues and financial distress. Overall, these studies support improved understanding of the factors that impact stakeholder interests in P3s and provide evidence of how well four P3s projects performed over time.

Magister Legum - LLM / This study focuses on the assessment of the Implementation of the Integrated Development Planning (lOP) process in Stellenbosch. The relevance of the study is to investigate whether the lOP process has delivered on the objectives of delivering effective and efficient service delivery to the communities who reside in the different towns within the municipal boundaries. The study will investigate against the policy implementation model of the 5-C Protocol plus communication whether service delivery has been conducted. The primary objective has been to generate and develop options for the improvement of the implementation of the lOP in Stellenbosch. The research not only set out to cover whether service delivery was taking place, but also whether the planning and development of the lOP was moving in the right direction. This could mean that the way the lOP was planned probably needed to be revisited. This scenario has been put to different stakeholders in the interviews to gain their perspectives.In order to make the assessment on the implementation of the lOP the study drew on the theoretical perspectives ascribed to the topic under investigation. The theory covered the areas of planning and different models for policy implementation. The 5-C Protocol (context, content, commitment, clients and coalitions, capacity) plus communication was used as the theoretical model to assess the implementation of the lOP in Stellenbosch. The 5 variables plus communication was adopted to assess whether the variables have been applied and accordingly an evaluation made about how the lOP implementation was conducted. Stellenbosch municipality was used as the case study to assess whether the lOP has been successfully implemented according to the 5-C Protocol plus communication and whether this can be used as a model for future reference by other municipalities. An investigation was conducted on how the municipality implemented the lOP; the fieldwork covered the context (political, social, economic and legal context), content (distributive, redistributive and regulatory use of resourcesO, capacity (tangible and intangible resources), clients and coalitions (stakeholder engagement through public and community participation) plus communication. The fieldwork during the study revealed a number of findings. This is discussed under the different variables of the 5-C Protocol. The variable of context has shown that the political scenario which plays itself out in the municipality has a substantial influence on the other contexts of economical, social and legal. The research found that the politics within the municipality has either stunted or contributed to the growth of especially the economical and social sectors within the Municipality in one or other respect. The content variable which focuses on distributive, redistributive and regulatory approaches by the Municipality has been found to be unrealised. The majority of the stakeholders which were engaged with felt that the distribution and redistribution of resources has not been achieved, especially to marginalised communities. Under the capacity variable (tangible and intangible resources) the study found that although the services to communities are continued to be supplied, there remains a specific lack of expertise and vacant posts within specific critical areas of service delivery. Coupled to this the Municipality did not adopt an approach of sourcing assistance from resident institutions and business in Stellenbosch which could assist in alleviating the situation. The clients and coalitions variable found that different stakeholders who were interviewed came from the politicians, officials and communities / NGO I business sectors. The perspectives from the stakeholders in the study have proven to be substantially diverse. In cases where the politicians and officials agreed over an issue the study found the community / NGO or business sector were at odds with this opinion. In other cases the communities would have an opinion while business or NGO's would not readily agree with that specific opinion. The study also found that the other variables (especially communication) played a significant role on the variable of clients and coalitions. The communication variable elicited a major response from the stakeholders from the marginalised communities. The study also found that there was little congruence in this variable (communication) between the officials and politicians on the one side and the other stakeholders on the other side. While the former felt that the Municipality was doing everything within its powers and available resources the communities especially felt that the approach and methodology were not effective and needed to be revisited