• Refine Query
  • Source
  • Publication year
  • to
  • Language
  • 42
  • 2
  • Tagged with
  • 45
  • 45
  • 21
  • 21
  • 3
  • 2
  • 2
  • 2
  • 2
  • 2
  • 1
  • 1
  • 1
  • 1
  • 1
  • About
  • The Global ETD Search service is a free service for researchers to find electronic theses and dissertations. This service is provided by the Networked Digital Library of Theses and Dissertations.
    Our metadata is collected from universities around the world. If you manage a university/consortium/country archive and want to be added, details can be found on the NDLTD website.
21

The indirect impact of road freight transport - case study: N3 Johannesburg to Durban road freight corridor

McKune, Andrew January 2015 (has links)
South Africa's unique spatial challenges require more corridor transport relative to the size of the economy than most countries in the world. The overall aim of this investigation is to determine the estimated cost of the indirect impacts of road freight on the N3 corridor between Johannesburg and Durban. This corridor, approximately 600 kilometres in length, forms the link between the country's industrial hub (Johannesburg) and its key Port (Durban). The following research questions are posed: • What is the status quo of freight transport in a global, South African and Johannesburg to Durban Freight Corridor context? • What are the future growth forecasts for freight on the Johannesburg to Durban corridor? • What is the significance of freight transport in South Africa? • Does the reported total cost of road freight transport take into account a holistic approach when determining the costs? • How are direct and indirect impacts of road freight transport defined, and how do they differ? • What are the direct and indirect impacts of road freight transport? • What method can be used to assess the total indirect costs of all associated impacts? • What are the estimated costs of the indirect impacts of road freight transport on the Johannesburg to Durban Freight Corridor? • What are possible mitigation measures for the indirect impacts of road freight transport? • What will the estimated costs of the indirect impacts of road freight transport on the Johannesburg to Durban Freight Corridor be in over a 30-year horizon, when considering future projections and possible mitigation measures? • What are the alternative modes to road freight transport on the Johannesburg to Durban corridor?
22

Effects of feeder network operations on trunk-feeder network performance: a case study of Mitchells Plain, Cape Town

Birungi, Claire January 2017 (has links)
In South Africa, more than 65% of commuters use public transport every day. However, the public transport system which commonly takes the form of a trunk-feeder network is not structured to meet the needs of the different users. Taxis which are informal serve as feeders to an interchange while the trunk services depart the interchange in a scheduled formal manner. Because of this difference in the nature in which the two public transport services operate, it renders the intermodal system uncoordinated. It thus makes it difficult for transport planners to coordinate unscheduled feeder services to the scheduled trunk services. This study investigated how the feeder public transport service configurations and operations on trunk bus services can be integrated and coordinated. The research employed an agent-based simulation tool to model and simulate trunk-feeder operations and further investigate how the configuration and operational characteristics of the trunk-feeder public transport system impact the passenger travel performance. The modelled intermodal operations mimicked typical trunk-feeder operations as follows: passenger arrival at stops to wait for taxis; passengers boarding and alighting along the feeder route; transferring passengers alighting from taxis; and walking through the interchange to connect to their respective trunk services so as to reach their destinations. The output of the validated base simulation model i.e. system characteristics, configurations and parameters were utilized to determine the Key Performance Indicators (KPI) in the system. The analysis of the KPIs showed that there is indeed no co-ordination between feeder arrivals and trunk departures, and that this is mostly a result of inefficiencies in current operations in the feeder system. Scenarios were then developed to improve the trunk-feeder model where they focused on improving the efficiency of taxi feeder operations along the feeder route, as well as integrating and co-ordinating the feeder services to the trunk services. The results of the model analysis showed that integration of trunk and feeder services can be achieved through timed transfers; whereby taxi arrivals at the interchange are co-ordinated to bus departures from the interchange. This must of course be supplemented with other improvements tested in the scenarios on the feeder network. However, the operational behaviour of taxi feeder services is not predictable as a result of route non-compliance. This makes it difficult to plan timed transfers between them and formal bus and train services in order to achieve integration. It is therefore key that the transport authority and the taxi association's work closely to ensure that the regulations set about taxi operations and route compliance are followed. Without monitoring, the taxis will tend to operate in areas with high demand as operators are profit seeking as opposed to servicing the community and this will limit the success of this objective. Key words: Trunk-feeder, Taxi, simulation modelling, co-ordination, boarding & alighting, public transport integration, passengers
23

Operational upgrades to improve traffic flow in Small Middleweight Cities: Windhoek, Namibia

Ntinda, Henock Mankavu January 2012 (has links)
The study of the improvements to transport controlling facilities, defined in this dissertation as operational transport upgrades, aims to ascertain its influence on a growing urban traffic demand. This dissertation assesses the influence that the conversion of Werner List Street into a one-way street has on the performance of traffic accommodation. Werner List Street links traffic commuting from the south to the north of Windhoek's Central Business District (CBD). The CBD traffic demand is estimated to breach network capacity by 2015, a scenario prevalent in many small middleweight cities. The research conducted a literature review on aspects related to the development and implementation of operational upgrades; thereby gaining an understanding on the relevance that such improvements have on small middleweight cities. Studied literature suggests that with the reduction in the allocation of funds to develop transport systems, transport authorities resort to innovative methods of improving transport network utilising minimal capital expenditure. The limited funding is prevalent in small middleweight cities due to the current lack of major traffic impediment. The research studied aspects of Windhoek's activity system, as presented in the city's Household Survey of 2004 that primarily focused on the income status, transport mode use and transport mode preference. The origin of trips would assist in determining the direction, in relation to Windhoek's CBD, peak traffic commutes.
24

Realising the density dividend? Changes in urban lifestyle and culture as compact developments emerge on Cape s public transport corridors

Mckenzie, Katharine January 2017 (has links)
Local planning reform has facilitated the development of some higher density residential and mixed-use development on Cape Town's transport corridors, laying the basis for more efficient and sustainable lifestyles in areas of the city served by public transport and paratransit services. The research aims to explore the lifestyle changes that these new denser developments, viewed as a form of nascent transit-oriented development (TOD), have ushered in and their potential to contribute to the creation of inclusive urban communities. The research explores this through the development of four qualitative case studies, each in a different part of the city, with different transport and urban features. The case studies each focus on relatively new multi-storey residential developments exploring the intentions of the developers in relation to their target markets, as well as the lived experience of the residents of these developments. The key findings are that in areas with the features, services and amenities associated with transit-oriented development, residents are embracing new urban lifestyles based on walking and public transport use. Barriers to this include the failure of public transport, particularly the rail system, to adhere to existing timetables and service levels, or to expand these beyond the traditional weekday peak service. The research concludes that in well-located developments on public transport corridors with good urban management, behaviour change on the part of residents can be observed. This shift to more sustainable lifestyles will be bolstered by further improvements in the provision of public transport services, non-motorised transport infrastructure and paratransit services, as well as the strategic management of parking policy and practice to support TOD lifestyles.
25

A comparative study of different evaluation techniques for appraising alternative transportation plans

Crook, Roger Alan January 1981 (has links)
Includes bibliography at end of each chapter. / This thesis studies the evaluation element of the general transportation planning process from a broad systems perspective. Evaluation linkages are identified with the other activities of the planning process which, if not recognised and accounted for, can unnecessarily restrict the efficiency of plan evaluation thereby reducing the effectiveness of the evaluation element as an aid to decision making. The nature and scope of the evaluation element is examined in some detail. Certain key aspects are discussed; the value framework that is used to assess plan performance, the principles of measurement used therein, and some procedural steps are put forward to guide the selection of appropriate criteria to indicate plan performance. The latter part of the thesis is devoted to comparing the capabilities and limitations of six different evaluation techniques, namely; cost benefit analysis, cost-effectiveness technique, ranking and rating matrices, utility analysis and goals-achievement matrix. As a conclusion to the thesis, it is felt that due to the divergent nature of transportation planning each of the foregoing methods without exception, has its relative strengths and weaknesses. The aspects of robustness and weakness of each methodology are shown to be a reflection of certain fundamental paradoxical requirements that runs through the whole planning process. It is these conflicting requirements that consequently neutralise any one method from being totally effective. Consequently, for an evaluation to be comprehensive, complex transportation problems should be evaluated in two stages. The primary evaluation should be undertaken with the "most appropriate" methodology followed with a supplementary evaluation augmenting any deficiency in the initial evaluation.
26

An analysis of residential trip generation in Cape Town

Pas, Eric Ivan January 1974 (has links)
Some of the factors contributing to the growth of a 'transportation problem' in Cape Town are outlined, and the main trends are illustrated. A brief introduction to the Urban Transportation Planning Process is presented, and the importance of the trip generation sub-model within the conventional traffic forecasting model is highlighted. A review of past and current practice in the analysis of residential trip generation is presented. The least-squares and category analysis techniques are compared, and the dummy variable method is briefly described. The unit of analysis to be used in the development of residential trip generation models is discussed. The independent variables frequently incorporated in models of residential trip-making are examined, and their effects on home-based trip generation are analysed. Some of the problems associated with the development of regression models are examined. The planning and execution of a home questionnaire survey of households in the Cape Town area is described.
27

Investigation into the effects of non-motorised transport facility implementations and upgrades in urban South Africa

Baufeldt, Jennifer January 2016 (has links)
Non-motorised Transport (NMT), as a mode of transport, is beneficial and sustainable for both developing and developed countries. In urban areas of South Africa, NMT users face various challenges that reduce the attractiveness of selecting NMT trips. Two main concerns are the high risk of injury (or death) and the inadequate provision of NMT facilities, making NMT trips inefficient and dangerous. One strategy of addressing these two challenges is implementing NMT facilities that provide safe, convenient and comfortable routes for NMT users. By improving the quality of NMT facilities and increasing the number of NMT facilities available to NMT users, the quality of service that NMT users experience will increase, while at the same time reducing the levels of concerns regarding safety of NMT trips. These changes should result in fewer NMT fatalities and injuries, and consequently, increase the number and quality of NMT trips. While research in other countries has shown that NMT facilities do indeed have these impacts on NMT trips and NMT fatalities and injuries, limited or no research has been conducted to shows that NMT facilities have similar effects in the urban areas of South Africa. This research, therefore, aims to fill this gap in the literature, by investigating the effects that NMT facilities and implementations have in case study areas in urban South Africa. To investigate the impact that NMT facilities have, in urban areas of South Africa, various investigations and case study infrastructure assessments were carried out. A mixed-methods multi-case study research approach was adopted, in order to combine all the various investigations within one research approach. After identifying the NMT facility implementations that had been implemented, a number of case study and control areas were defined. Data regarding the NMT fatalities and injuries in these areas was then identified and used to calculate the trends within the case study areas and the control areas. Additionally, data from the National Household Travel Surveys (NHTS, 2003 and 2013) helped to determine the changes in the number of NMT trips on a provincial level, as well as within the case study and control areas within Cape Town. The last part of the research, used the information, of where the NMT facility implementations took place, alongside infrastructure assessments to determine whether the quality of the NMT facilities had been improved or not. The findings of all the investigations and assessments were then discussed in a SWOT analysis, which could be used in future decisions regarding the implementations of NMT facilities. Results of the investigations carried out in this research indicate that NMT facilities do have significant impacts on improving the levels of safety for both pedestrians and cyclists in urban South African settlements. Furthermore, the results of the investigations and assessments show that the quality of service for NMT users will also increase through improvements to the NMT facilities.
28

Delivering urban transport by improving decision making : lessons from a city, lessons for a city

Kane, Lisa Adele January 1998 (has links)
Bibliography: pages 97-98. / This thesis starts from the position that the enterprise of transport planning is failing to deliver a transport system which fully meets the needs of urban dwellers. Criticisms of the process are presented and it is argued that one reason for the lack of delivery is the insufficient attention paid by transport planning professionals, and researchers, to the decision-making process. The nature of decision-making is explored by reference to various theoretical models of decision-making, and it is concluded that decision-making in an existing situation must be comprehensively described, before recommendations for its improvement can be made. Cape Town is chosen as the city for investigation. Checkland's Soft Systems Methodology is used for describing urban transport decision-making in Cape Town, and the approach is informed by seventeen in-depth interviews and forty-five questionnaires with decision-makers. The analysis yields insights which are categorised into four areas: issues of institutional re-organisation and funding; issues of politician involvement; issues of change in officials; issues of public involvement. An action plan is developed from the insights.
29

Investigating the relationships between land use characteristics, public transport network features and financial viability at a corridor scale

Cooke, Sean January 2016 (has links)
The successful integration of public transport and land development planning is likely to be central in determining how effectively the cities in the 'global south' manage the mounting pressures from rapid urbanization, population growth and rising income inequality. While a number of Sub-Saharan African cities, particularly in South Africa, have commenced large scale public transport reform, little research has been undertaken to date on appropriate public transport-land use integration in these contexts. As a result, both of the initial phases of BRT corridor implementation, in Cape Town and Johannesburg, have been found to be financially unsustainable in their current urban forms. The major decisions regarding the design of land use environments and public transport networks, in the context of rapidly developing cities, still occur without due consideration for each other. The aim of this study is to investigate the relationships between land use characteristics, network features and viable public transport services in the South African context and at a corridor scale. The study utilises a public transport corridor operating cost model that was created to simulate the effects of variation in four land use characteristics (population density, density distribution, land use mix and destination accessibility) and two public transport network features (mode technology and service configuration) on the financial viability of services. The corridor operating cost model consists of cascading land use, transport and costing sub-models for which the output of one supplies the input of the next. Gross population density was found to have the weakest causal relationship with financial viability. Density distribution was shown to have a very significant effect on the average passenger trip length, and financial viability as a result. When the majority of the population is articulated adjacent to the public transport trunk corridors, at a higher density, far fewer inefficient feeder services are required. Additionally, the chosen non-motorised transport mode for those accessing the trunk service directly had a considerable effect as the higher speed of bicycles increases the catchment area within which a feeder service is usually not required. Bicycle-based density articulation was able to halve the total cost of the public transport network in one of the cases, relative to the conventional pedestrian-based variety. Land use mix had a strong connection to public transport financial viability, through substantial effects on peak passenger volume. The final land use characteristic, destination accessibility, was represented by distance to the Central Business District (CBD), as well as dictating the length of the transport corridor. It was found to have a substantial influence on financial viability and affordability, especially in the context of a distance-based fare system. Passenger volume is the key determinant of mode technology choice and is influenced by population density, as well as the other three land use characteristics to a lesser degree. Low population densities intuitively favour smaller vehicles, while high densities or economies of scale promote the use of suburban rail and other capital intensive modes. Long public transport corridors with unsupportive land use environments favour larger vehicles, such as the BRT and non-BRT articulated bus modes. Fewer of these large vehicles are required to meet the demand and they can efficiently operate over longer distances than their smaller competitors. Whereas, short corridors and supportive land use environments favour the space priority that the conventional and articulated BRT modes possess. The higher speed that the segregated lanes allow the vehicles to reach over the shorter route distance also decreases vehicle requirements due to the higher rate of trips per hour per vehicle. The trunk-feeder and direct service configurations reacted similarly to the changes in land use characteristics, when the optimum modes are chosen to minimise costs. The results of the study suggest that a detailed land use development plan is necessary for each major public transport corridor, with unique targets for population density, density articulation and land use mix. It also demonstrated that, in the South African context, to achieve a high public transport modal split and sustainable public transport service requires high population densities, high articulation, mixed land uses, small corridor catchment areas and minimal feeder services.
30

Value creation & capture around transport infrastructure station nodes in South Africa

Lombard, Samuel Hendrik January 2016 (has links)
In the South African context, the infrastructure backlog is ever increasing and with limited government funding, the reality is that the gap will most likely never be closed. There are however, numerous value capturing mechanisms applied elsewhere in the world that can help with infrastructure funding, but little or none have been applied in a South African context yet. This report reviews the literature on value capturing, and explores whether or not it can be applied in transport infrastructure additions in South Africa. This report seeks to understand the applicability of the different mechanisms to a case study of the Gautrain project in Gauteng. Secondary data is used to evaluate the effect of the newly constructed stations on adjacent residential property values. This is done by looking at three variables, namely distance to station, analysis year and housing type. The data used in the analysis is validated by means of an ANOVA analysis, which is assessed by the F-test and a consequent Tukey's HSD test. This paper illustrates that value capturing is possible in a South African context. Stations such as Pretoria and Johannesburg indicated a direct correlation between increased property values and infrastructure additions and can therefore act as justification for value creation and consequent value capture. Further studies evaluating other variables should however still be conducted.

Page generated in 0.0938 seconds