The aim of this study is to determine whether the introduction of a transport economic regulatory authority would serve as a valid intervention mechanism in the Public-Private Partnership of the transport infrastructure in South Africa. In order to achieve this objective, the study focused on the analysis of the concept of Public-Private Partnership, and how it has unfolded in a number of industrialised countries. Much attention was devoted in examining how the Public-Private Partnership arrangements followed by the studied countries influenced the current transport infrastructure management process in South Africa. To deal with the above, a host of macro-environmental variables were analysed in respect of their potential impact on the South African Department of Transport. The establishment of various agencies by the Department of Transport was seen as a consequence of the influence of the prevailing environmental forces. The outcome of the analysis revealed that a sustainable transport infrastructural development is a product of genuine partnership between the public and private sectors. Competition for the market and the significance of such competition in the transport infrastructure were outlined. The main goal of competition within the context of this study is to diffuse the economic power of the toll road industry and the protection of the individual's fundamental rights. The study also unearthed a need to deepen the talent and skills of both public and private sector officials as this would enable them to protect the citizens' right to make well-considered choices in the toll road industry. The study identified a need to establish a transport economic regulatory authority that would control the market dynamics of power relationships in the transport industry. Such a body should be creative and need to have regulatory oversight over transport infrastructure. / Transport Logistics & Tourism / D. Comm.

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)

Sverige planerar för en av de största infrastrukturinvesteringarna någonsin i Sveriges historia. I fokus står en ny höghastighetsjärnväg mellan Stockholm, Göteborg och Malmö som ska möjliggöra resor på två till två och en halv timme mellan städerna. Runt denna investering finns en ambition att samla andra samhällsbyggande åtgärder, som ökat bostadsbyggande och förbättringar i lokal och regional kollektivtrafik, för att genom en samordnad planering få ut så stora nyttor som möjligt. För detta ändamål har regeringen tillsatt den statliga utredningen Sverigeförhandlingen. En viktig del av deras arbete är att få fram en finansieringslösning för den nya statliga transportinfrastrukturen där medfinansiering från kommuner, regioner och andra aktörer står för en betydande andel. Idén kring medfinansiering är baserad på att aktörerna ska bidra till finansieringen som motsvarar de nyttor transportinfrastrukturen bidrar till. Alltså måste det gå att uppskatta att på förhand hur mycket nyttor som uppstår och vad de är värda. Sverigeförhandlingen har valt klassificera nyttorna i sex kategorier där ”social nyttor” är en av dessa. Däremot finns ingen etablerad metodik för att uppskatta dessa. Det här examensarbetet undersöker vilken social påverkan transportinfrastrukturen ger upphov till. Detta görs genom att studera samband mellan tillgänglighet, alltså hur transportinfrastrukturen ger möjlighet för människor att nå olika målpunkter, och ett antal sociala förhållanden. Tillgänglighetsmåttet valdes utifrån studier av tidigare forskning samt etablerade modeller för uppskattning av andra nyttor av transportinfrastruktur. För att veta vilka sociala förhållanden som är intressanta att undersöka har en studie av Svensk och internationell litteratur på området genomförts. Sambandsanalysen bygger på statistiska metoder där data för Sveriges kommuner används. Metoden ger möjlighet till att identifiera samvariation mellan tillgänglighet och sociala förhållanden men är inte tillräcklig för att säkerställa att tillgänglighet är en orsak till de sociala förhållandena. Resultaten tyder på att tillgänglighet har statistiskt signifikanta samband med ett antal indikatorer för sociala förhållanden. Exempel på två av dessa är ungdomsidrottande och andelen barn som går i förskola. Det visade sig att de flesta av de sociala förhållanden som har signifikanta samband med tillgänglighet har en samvariation som tyder på att tillgänglighet korrelerar med positiva sociala förhållanden. Detta tyder på att tillgänglighet kan ha samband med faktorer som kan tolkas som sociala nyttor. Dock kan inget sägas om tillgänglighet är en orsak till detta eller om det är någon icke studerad orsak som ger upphov till detta. Dessutom påverkas tillgänglighetsmåttet av andra faktorer än enbart tillgång till transportinfrastruktur och därför går det inte utifrån dessa samband att säkert säga att de beror på transportsystemet. För att sociala nyttor ska kunna kvantifieras och ligga till grund för medfinansiering krävs vidare studier. En viktig uppgift är att med hjälp av bättre data och mer avancerade metoder få fram bättre uppskattningar av sambanden samt orsaksrelationerna. Det krävs också studier för hur sociala nyttor ska värderas i monetära termer ur ett samhällsekonomiskt perspektiv. / Sweden is currently planning for one of its largest investments in transport infrastructure ever. A cornerstone in the project is a new high speed railroad between Stockholm, Gothenburg and Malmö. A considerable portion of the funding will consist of co-funding from municipalities, regions and private actors that will benefit from the infrastructure. The amount of co-funding is based on the total benefits that each actor will receive. Therefore these benefits must be able to be quantified. This report aims to study relationships between transport infrastructure and a number of social consequences that previous research has indicated being interesting. The method used is based on econometric methods that enable identification of statistical relationships using a simple linear model. This requires measures of transport infrastructure and indicators for social well-being which are chosen through a study of literature and established models quantifying wider economic benefits from transport infrastructure.The report suggests that a gravitybased accessibility measure is suitable for quantifying transport infrastructure in this context. The results from the econometrical model ssuggest that there are several significant relationships between accessibility and social well-being. In general accessibility seems to correlate with positive social consequences. However it is likely that endogeneity is biasing the results and make it difficult to draw any conclusions on causal relationships. It is stated that further research studying these relationships more carefully with better adapted data for the purpose is required to be able to obtain quantified estimates that can be used in co-funding of transport infrastructure.

Extreme weather events and effects of climate change are threats to the transport sector’s functionality and safety. Risk management in this context implies a necessity to focus on the connection between near-term experiences and coping strategies on one hand, and long-term adaptation analyses on the other. How learning from past events and subsequent knowledge sharing can be adopted is a question that needs to be explored, discussed and tested. A systematic approach to lessons learned calls for measures of investigation, reporting, planning, implementation and evaluation. A qualitative case study approach was used in this thesis. In the first paper the practices of accident investigation in operation and maintenance were inventoried within the Swedish Transport Administration (STA). Three accident investigation methods were applied and tested on a cloudburst event, causing flooding in a railway tunnel in Sweden. In the second paper, semi-structured interviews, documents, and archival records were used as means for penetrating deeper into the attitudes and understanding of lessons learned concerning extreme weather events within a procured public-private partnership. The results of the two studies showed weak signals of feedback on lessons learned. Partly, these weak signals could be traced back to weak steering signals. Various obstacles impeded learning curves from lessons learned. The obstacles were of both hard and soft values, e.g. resources in time and equipment, systematic investigation methods, incentives for lessons learned, education and knowledge, values, norms and attitudes towards how and why identified problems should be solved. Successful knowledge sharing requires that close attention is paid to such obstacles and that an adaptive approach is adopted. / Den pågående och framtida klimatförändringen sätter press på aktörer att möta risker som associeras med klimatförändring. Syftet med denna avhandling är att bidra med kunskap om lärande och kunskapsöverföring inom offentlig förvaltning av landtransportinfrastruktur. Eftersom lärande och kunskapsöverföring är grundläggande för planering och beslutsfattande om strategier och åtgärder som främjar ett robust transportsystem. Målet för detta arbete är att belysa lärande och kunskapsöverföring inom och mellan olika organisationer i det svenska samhället. Det socio-tekniska systemperspektivet - som används som analysram i båda studierna ger en djupare förståelse för bakomliggande faktorer. En kvalitativ ansats, som omfattar intervjuer, deltagande observationer och dokumentanalys, har används i detta licentiatarbete. I den första studien belyses möjligheten att använda sig av industriella utredningsmetoder på naturolyckor i en svensk kontext av en översvämning i en järnvägstunnel. De industriella utredningsmetoderna visade sig vara användbara för utredning av konsekvenser efter skyfall, med olika metodologiska fördelar och nackdelar. Den andra studien utforskar hur Trafikverkets verksamhetsområde Underhåll arbetar med lärande kopplat till väderextremer; hur de fångar upp erfarenheter och kunskap som finns hos kontrakterade entreprenörer, samt hur entreprenörerna uppfattar att lärande och erfarenhetsåterföring sker. Resultatet från båda studierna visar på både svaga styrsignaler och svaga återkopplingssignaler, vilket medför svaga lärandekurvor. Olika hinder sågs ligga bakom med svaga styr- och återkopplingssignaler bl.a. resurser i tid och processer, systematik i utredning av naturolyckor, incitament att lära av varandra, utbildning och kunskap, värderingar normer och attityder till hur och varför identifierade problem ska lösas. Ett adaptivt förhållningssätt innebär att man behöver ta hänsyn till dessa hinder på ett systematiskt sätt. / The agreement in Paris in 2015 was an historic manifestation that society has to work with both mitigation and adaptation to achieve a reduction of the adverse effects of climate change. One way to achieve adaptation is through the integration of present coping strategies. A first step is to study the existing processes and routines that support short-term coping. This licentiate thesis targets different aspects of learning as a strategy for coping and building adaptive capacity. Road infrastructure and maintenance in relation to extreme weather are used as the physical context and the Swedish Transport Administration as a case to study. Paper I shows the possibility to apply industrial accident investigation methods to an extreme weather event and get useful insights into underlying root causes. Paper II shows the intra- and interrelated patterns that exist in public-private partnerships (PPP) in Sweden. The paper describes a parallel of systems with infrequent overlaps regarding lessons learned.  In both papers the socio-technical perspective approach was used to highlight aspects of learning from and investigating damage due to extreme weather at different tiers in society. The socio-technical perspective provides an understanding of how decisions and legislation that affect our actions and behavior today may have been taken in different time and space settings. This thesis contributes to concept and theory building regarding the socio-technical system approach. / <p>Paper 2 ingick i licentiatuppsatsen som manuskript, nu publicerat.</p>

In the Czech Republic, half of the infrastructure network is still missing. Moreover, in the past, Dutch and Czech road infrastructure projects have been delivered over-budget and rarely on schedule. Despite a weak fiscal position in the Czech Republic there is still a need for infrastructure investments. Solution for mentioned issues can become the realization of the Public-Private Partnership (PPP) projects. The features (for instance the payment mechanism) of Public-Private Partnership (PPP) projects not only make these investments possible but also solve other problems mentioned. Both the Netherlands (NL) and the Czech Republic (CR) have already established an environment enabling PPP implementation (e.g. established PPP Units, methodologies, dealing with legislation); But despite many PPP projects being carried out on the municipality level, there is not even one PPP project being implemented on the national level in the CR. This is in contrast to the NL, where there is already a developed PPP market, and there is investment in several new national projects every year. How can the CR improve its PPP implementation policy? The answer to this question provides the final recommendations based on the Dutch PPP practice within this Master's thesis. Learning from mistakes of the other countries, in this case it is the Netherlands, may provide for higher effectiveness in the PPP implementation and in the faster adaptation or improvement of the current partnerships. To elaborate the thesis it has been used interviews, questionnaire and several primary and secondary sources, that have been available in czech, dutch and english languages. The main contributors to the development of this thesis have been the experts from the Dutch PPP Unit at Ministry of Infrastructure and Environment and the experts from the UNECE, who commented on the results and enabled application of the UN National PPP Readiness Self-Assessment tool to enhance the quality of the thesis. Other contributors are experts from PPP Centre at Ministry of Finance of the Czech Republic, PPP Association, Czech Ministry of Transport and Ministry of Finance. The tools, recommendations, as well as the PPP maturity Pyramid occurring within the Master's thesis can be applied not only for the further development of the PPP implementation in the Czech Republic, but also in other Eastern European countries. General recommendations arose by comparing practices of both the CR and the NL with respect to the UNECE's criteria. The all recommendations have been shown for clarity in terms of political, practical and procurement level. This comparison has practically enabled to point out the strengths and weaknesses of PPP projects in the CR and NL. Dutch experience has served as a source of considerable information that can make the practical implementation of Czech PPP projects much easier. As a part of the final conclusions of the thesis can be considered a PPP Maturity Pyramid, which schematically describes the current position of both countries due to the successful use of PPP projects. Basically, both countries have already passed "Bad" experience with PPP projects, have produced suitable environment and conditions for their use, but the next step is very important for the successful implementation of PPP projects in the CR. Based on the political support (considered as an essential factor), it is necessary to learn from the past mistakes and start with the practical realization of simple projects (from the beginning) that can be the basis for a standardization and a practical application of PPP projects in the future.

Thesis (MComm (Logistics))--Stellenbosch University, 2008. / Although global changes like political security, depletion of natural resources, energy supply and global warming are affecting all continents; Africa struggle the most to cope with these changes. This is due to the many historical impediments that Africa still has to overcome. Examples of these impediments are the negative effects caused by civil wars, poverty, poor infrastructure and a lack of skills. Providing reliable, effective and efficient infrastructure underpins all attempts to facilitate trade, grow the economy and reduce poverty in Sub-Saharan Africa (SSA). SSA transportation related infrastructure is limited and generally in a poor condition. This poor state of transport infrastructure impedes SSA's development. However, it is not only the state of the infrastructure that challenges Africa - complicated customs and administrative procedures and inefficiencies when goods are handled at terminals and transferred from one transport mode to another also impede its potential for economic growth. In spite of these limitations, the SSA economy has been growing. As many as 28 countries (out of 48) in SSA recorded improvements in growth in 2006 and 2007. This growth was underpinned by improvement in macro-economic management in many countries, and a strong global demand for key African export commodities (sustaining high export prices, especially for crude oil, metals and minerals). Greater flows of capital to Africa, debt relief and increasing trade with the developing Asia have also helped increase resources and lift growth across SSA. The strong economic growth in the region also reflects the institutional improvements, structural reforms, and more rigorous economic policies that have started to bear fruit in many countries.

The aim of this study is to determine whether the introduction of a transport economic regulatory authority would serve as a valid intervention mechanism in the Public-Private Partnership of the transport infrastructure in South Africa. In order to achieve this objective, the study focused on the analysis of the concept of Public-Private Partnership, and how it has unfolded in a number of industrialised countries. Much attention was devoted in examining how the Public-Private Partnership arrangements followed by the studied countries influenced the current transport infrastructure management process in South Africa. To deal with the above, a host of macro-environmental variables were analysed in respect of their potential impact on the South African Department of Transport. The establishment of various agencies by the Department of Transport was seen as a consequence of the influence of the prevailing environmental forces. The outcome of the analysis revealed that a sustainable transport infrastructural development is a product of genuine partnership between the public and private sectors. Competition for the market and the significance of such competition in the transport infrastructure were outlined. The main goal of competition within the context of this study is to diffuse the economic power of the toll road industry and the protection of the individual's fundamental rights. The study also unearthed a need to deepen the talent and skills of both public and private sector officials as this would enable them to protect the citizens' right to make well-considered choices in the toll road industry. The study identified a need to establish a transport economic regulatory authority that would control the market dynamics of power relationships in the transport industry. Such a body should be creative and need to have regulatory oversight over transport infrastructure. / Transport Logistics and Tourism / D. Comm.

L'espace portuaire industriel et logistique français est largement héritier de la période des Trente Glorieuses. Celle-ci a vu naître les zones industrialo-portuaires, initiées, gérées, exploitées par l'État au travers d'établissements dédiés, les ports autonomes. Ce système est déstabilisé par la globalisation de l'industrie maritime et la libéralisation du secteur portuaire, entamées dans les années 1980. Ces deux tendances participent à la diffusion à l'échelle mondiale du modèle de gestion dit landlord port, selon lequel l'exploitation portuaire est confiée à des opérateurs privés. Les entités publiques gestionnaires de ports (ou autorités portuaires) voient quant à elles leur champ d'action recentré autour de l'aménagement et de la gestion de leur domaine. En France, la réforme portuaire de 2008 sanctionne cette transition; les grands ports maritimes se substituent aux ports autonomes. Cette thèse appréhende les effets de ces mutations sur la production et la gestion de l'espace portuaire, saisies à partir des pratiques des autorités portuaires des grands ports français. Tout en restant placées sous le contrôle de l'État, celles-ci voient leur autonomie et leurs compétences s'élargir. Il en découle un déploiement spatial et une diversification de leurs interventions, traditionnellement centrées sur la construction et l’entretien des infrastructures portuaires. La trajectoire de l'aménagement portuaire fait écho à celle d'autres espaces infrastructurels (ferroviaires, aéroportuaires). Elle met en lumière les continuités et les ruptures qui marquent l'action de l'État au cours des dernières décennies dans l'aménagement du territoire. / Legacies from the Glorious Thirty still contribute to shape French industrial and logistic port spaces to a large extent, from morphological, economic and institutional point of views. During this period, maritime industrial development areas have been created. There were managed and operated by the state, through dedicated public bodies named ports autonomes. The globalization of the maritime industry and the liberalization of the port sector which started during the 1980s have unsettled this system. These two tendencies have led to the adoption of the "landlord port" management model by main ports worldwide. In this model, port operation is conducted by private enterprises while public port management entities (or port authorities) focus on planning, developing and managing land in the port area. In France, this transition occurred with the port reform of 2008, through which ports autonomes became grands ports maritimes. This PhD research aims at understanding the effects of these changes on port land planning, development and management, through the analysis of the practices of the port authorities of French main seaports. The latter are still under the control of the state, but their autonomy and their competencies have been enlarged. While they traditionally focus on the construction and the maintaining of port infrastructures, their interventions tend to spread in space and to diversify. The trajectory of port space management and development echoes that of other infrastructural spaces (rail or airport spaces). This work contributes to shed light on the continuities and ruptures of state intervention in territorial planning and development in the last decades.

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)

Continuous growth in transport performance leads to deterioration of the transport infrastructure and there is also a need for states to raise funds to cover the costs of repairs, maintenance and modernization of this infrastructure. One option is to charge users of such infrastructure. In the Czech Republic there is a system of charges only for the use of road and rail transport routes. There is no charging of waterways in the Czech Republic, but it exists in some european countries. This diploma thesis deals with the issue of the charging of waterways in the European Union and thus points out the existence of an alternative possibility of financing expenditures for repairs, maintenance or modernization of the transport infrastructure serving the Czech water transport. The first three chapters contain the theoretical background, focusing in particular on the importance of freight water transport and European policy. The other chapters include an analysis of the established charging system for waterways in Germany. Subsequently, the total revenue from the charging of users of waterways for freight transport is calculated. From this analysis, the thesis is also based on the creation of a model for charging the Elbe waterway in the Czech Republic. After creating the preconditions for charging the Elbe waterway, the potential revenue obtained by this charging was also calculated and compared with the average annual cost of repairs and maintenance of watercourses in the Czech Republic.