Thesis (MBA)--Stellenbosch University, 2005. / ENGLISH ABSTRACT: In April 2004, the then Transport MEC of the Western Cape, Tasneem Essop unveiled Government's grand vision of converting Klipfontein Road into a pioneering form of public transport called Bus Rapid Transit (BRT). BRT is the public transport system that the provincial government and City of Cape Town have selected to address South Africa's city transport problems, with a future looking perspective. BRT is characterised by dedicated bus lanes, which will be divided from the normal traffic lanes to ensure that 'express' buses can travel unhindered. Government envisages changing the 20 km Klipfontein Road Corridor stretching from the Inner City through Athlone/Gatesville to Nyanga and Khayelitsha into an activity axis of economic transformation, featuring bus stations, convenience stores, supermarkets, coffee shops and kerbside cafes. This vision of turning Klipfontein Corridor into a well of economic prosperity by using rapid bus transport is primarily what this study will focus on. We are asking whether this goal is attainable and what the positive and negative spin-offs are in respect of sustainable economic growth for the city and a reduction in racially rooted inequalities and inequities. Although a lot of the issues relevant for this study have been raised down the years of the MSDF (1993-1996), current literature on the Klipfontein Corridor is very limited as it is a first for the City of Cape Town and the government. In fact, the national and provincial governments in conjunction with the City of Cape Town have chosen the Klipfontein corridor as a pilot project, with a view to a national roll out in other provinces, if this venture proves successful. / AFRIKAANSE OPSOMMING: In April 2004 het die destydse Minister van Vervoer in die Wes-Kaap, Tasneem Essop onthul dat die regering die groot visie het om Klipfontein weg te transformeer deur gebruik te maak van publieke vervoer bekend as BRT. BRT is die publieke vervoersisteem wat die streeksregering en Kaapstad gekies het, om Suid Afrikaanse stede se vervoerprobleme, met 'n toekoms vooruitsig, op te los. BRT word gekenmerk deur spesiale busbane, apart van die normale verkeer, sodat busse ongehinderd kan voortbeweeg. Die regering beoog om die 20 km Klipfontein korridor te verander in 'n aktiewe node van ekonomiese transformasie met busstasies en winkelkomplekse. Die korridor strek vanaf die Binne Stad deur Athlone/Gatesville na Nyanga en Khayelitsha. Die visie van Me. Tasneem Essop om die Klipfonteinweg te ontwikkel in 'n vooruitstrewende ekonomiese gordel, is die fokus vir die studie. Ons vra of die visie haalbaar is, en wat die positiewe en negatiewe moontlikhede is met betrekking tot langtermyn ekonomiese groei en 'n vermindering in rasse-ongelykhede. Alhoewel baie van die relevante probleme reeds deur die Metropolitaanse Ruimtelike Ontwikkelingsraamwerk (MROR) behandel was, is huidige literatuur oor die Klipfontein projek baie beperk. Tans is dit 'n eerste vir Kaapstad en die regering, wat beoog om soortgelyke projekte uit te rol in ander stede reg oor die land, indien die projek suksesvol is.

A research report submitted to the Faculty of Engineering and the Built Environment, University of the Witwatersrand, Johannesburg, in partial fulfilment of the requirements for the degree of Master of Science in Development Planning, Johannesburg 2016 / The spatial transformation project in post-Apartheid South Africa aims to change the alienating urban form that resulted from planning policies based on racial segregation. Johannesburg’s municipal government aims to capitalise on its investment on the Rea Vaya Bus Rapid Transit (BRT), through the principles of Transit Oriented Development (TOD), to catalyse densification and diversification of land uses along the Rea Vaya’s corridors. This research sought to discover whether these objectives are being realised in Diepkloof and Orlando East, Soweto. In order to answer the research question, the results of a qualitative survey of people residing around these stations were analysed in conjunction with GIS data and records of Town Planning applications for properties located around BRT stations. The following findings emerged: the rate of densification has intensified but remains constrained mainly because of restricted access to finance; land-uses have remained the same but with increased activity levels. All spatial development strategies in the study area need to be aligned to the principles of TOD. This research hopes to achieve two things. Firstly, enrich the scarce literature on spatial transformation through transit investments, particularly the BRT in South African Townships. Secondly, guide spatial planning policies in similar contexts across the country / XL2018

A thesis is submitted for the fulfilment of a Masters degree in Development Studies in the School of Social Sciences, University of the Witwatersrand, March 2016 / The minibus taxi industry plays an important role in helping thousands of commuters daily in reaching their desired destinations. The minibus taxi industry emerged in South Africa under the apartheid era in the wake of the country’s economic deregulation initiated in 1977. This industry has grown rapidly since then overtaking both buses and trains with an estimated 14 million passengers using taxi services each day (Minibus Taxis and Road Safety, internet, 2015: 10:00am). The latter is due to its accessibility, affordability as well as convenience. The minibus taxi industry has also been stereotypically identified as an industry dominated by violence amongst various taxi associations over access to various routes while being heavily dominated by patriarchal male figures. Nevertheless, the minibus taxi industry and particularly queue marshals have however, not received the much needed attention as key players in the public transportation sector. Limited literature has been written on the taxi industry in general and on queue marshals specifically and yet, 14 million commuters use taxis daily to get around (Minibus Taxi and Road Safety, internet, 2015: 10:00am). It is as a result of this limitation that this 2 research study aims to contribute to the existing body of literature on the minibus taxi industry by analyzing the socio-economic lives of queue marshals focusing specifically on the form and function of queue marshals in Bree Street taxi rank, Johannesburg as well as the observable presence of patriarchy that is found in these ranks and whether the same influence is found within their households. In doing so, this research study hopes to examine whether or not the spirit of ubuntu exists within the industry that has been stereotypically perceived by society as violent and dominated by taxi drivers with ‘bad attitude’ and reckless driving skills. The hope is that, through understanding the socio dynamics of the lived experiences of queue marshals within the minibus taxi industry, queue marshals will no longer be ‘invisible’ while helping to reveal a different perception (two different worldviews to one coin) of an industry solely believed to be dominated by violence, ‘unruly’ and ‘rude’ individuals (Sauti 2006). / GR2017

Mini-Dissertation submitted in partial fulfilment of the degree Master of Science (Environmental Sciences) School of Animal, Plant and Environmental Sciences University of Witwatersrand School: Mining Engineering (Centre For Sustainability In Mining And Industry) 26 January 2017 / The Gautrain Rapid Rail Link project is one of the biggest transport projects undertaken in South Africa. One of the unique features of this project was the manner in which public participation was conducted. There were two stages of public participation, one for the EIA process and the other for the EMP process. The research undertaken sought to study the influence of public participation on the development of mitigation measures in an EMP following EIA. The aim of the research project was to assess how the mitigation of environmental impacts, developed for an EMP during the construction phase, were affected by public participation, using the Gautrain Rail Link as a case study. When the comments were classified according to how they related to the different mitigation management plans it was found that the issues most commented on were those pertaining to public consultation and disclosure, noise vibration, visual/aesthetics, working hours, surface water, traffic as well as construction sites. Approximately 7% of the comments made by IAPs could be linked to specific changes to DFEMPs. Approximately 4% of the changes suggested by IAPs were rejected by Bombela. Prior to changes being made the DFEMP 2 had 238 targets; by the end on DFEMP5 the number of targets was 217 which reflected an 8.8% reduction. Prior to changes being made the DFEMP 2 had 789 method statements; by the end on DFEMP5 the number of method statements was 845 which reflected a 7.1% increase. These changes were mostly due to some of the targets being replaced by a “No complaints from the public” target and then the shifting of the previous targets into method statements. There was a change in the overall approach of mitigation targets to what could be viewed as more ‘people-orientated’ as opposed to mitigation that aimed to prevent adverse impacts to the environment. This was evident in the change of targets focusing on having no complaints from the public as opposed to setting targets that related to standards and specific environmental conditions. It was also found that the public input at the EMP stage could not have altered the mitigation strategy significantly but could have likely assisted in improving and refining the mitigation measures that had been selected. Public preference on the mitigation strategies applied was observed in the research as was the “Not In My Back Yard” phenomenon where the IAPs were more concerned with the impacts that directly affected their everyday lives and not the natural environment as a whole. It was noted that the input from the public resulted in valuable information being added and improved decision-making. It was found that the Independent Auditor’s comments resulted in the most evident changes in the DFEMPs. The public input process was able to highlight the feasibility and practicality of the targets set in the DFEMPs. It also gave IAPs an opportunity to voice their opinion on socioeconomic issues that they would otherwise not have been able to raise. A drawback from the public participation process was that the comments made by the IAPs were often repetitive which led to generic responses being given and also increased the likelihood of both IAP and developer participation fatigue. There was an agreement by all the interview participants for the need to EMP to be developed as continuous documents through the different phases of the project. Overall, the case study could add valuable input to the environmental management body of knowledge in South Africa. / MT2017

M. Tech. Business Information Systems / The operation and management of privately-owned public transport (the taxi industry to be precise) in many countries, South Africa included; is increasingly challenging. Over the years, the taxi industry in South Africa has been characterized by many challenges such as violence, resulting from maladministration and lack of regulations. In addition, this could be attributed to irregularities and lack of formal approach within which the privately-owned public transport (taxi) operates. Another problem with the irregularities in the industry is handling physical cash by taxi drivers. This creates room for funds spillage and financial management challenges, resulting in conflict between taxi drivers and their employers. There is also an issue of taxation, which is a challenge to the Government. Due to the irregularities, the way in which the industry is operated, the operators have failed to comply. The goal of this research is to develop an ICT seamless Model for handling electronic payment for privately-owned public transportation in Gauteng.

Network theory has been widely and successfully used to model, analyse and visualise complex systems. This study aimed to develop approaches to analyse complex integrated sugarcane supply and processing systems. A literature review includes network theory, complex systems, the Theory of constraints, indicator analysis and root cause analysis. The cause-and-effect networks of four sugarcane milling areas in South Africa; viz. Eston, Felixton, Komati and Umfolozi were developed, where the factors that negatively affected the performance of the milling areas were represented by vertices, the relationships among the factors by arcs and the strength of these relationships by weights. Three network theory based analytical tools namely; (a) primary influence vertex analysis, (b) indicator vertex analysis and (c) root cause vertex analysis were developed to analyse the networks. The results from the analyses indicate variations in the numbers and strengths of primary influence factors, problem indicator factors and root causes of problems between the four milling areas. Rainfall, drought and high soil content in sugarcane were identified as the strongest primary influences in the respective milling areas. High crush rate variability, low cutter productivity, running behind allocation and increases in operating costs were identified as the strongest indicators of poor performance in the respective milling areas. Rainfall was found to be the most dominating root cause of poor performance in all the milling areas. Since the South African integrated sugarcane production and processing system is complex, it is likely that the unique approaches developed in this study can be used successfully to also analyse other relatively complex systems. It is recommended that these approaches be tested within other systems. The main contribution of this study is in the form of a relatively easy-to-use network theory based comprehensive systems analyses tool. This analytical approach has, to the author's knowledge, not been used in any agri-industrial application previously. / Thesis (Ph.D.)-University of KwaZulu-Natal, Pietermaritzburg, 2013.

Due to the significant cost of transport in the sugar industry, a model, named FastTrack, was developed to investigate infrastructure planning opportunities. The model mathematically incorporates road construction and maintenance costs, terrain and land-use maps, vehicle performance specifications and annual sugarcane volumes to determine the most cost effective route, per vehicle type, from a production region to a mill. Route planning using geographical information systems (GIS) is a standard approach for determining the optimum alignment for pipelines, roads and canals. Theory of this approach was reviewed to create a foundation for the development of FastTrack. A small portion of the Noodsberg sugar mill region in the KwaZulu-Natal midlands was selected as a case study area to test the capabilities of FastTrack. A start location was identified as a natural flow point for 70 000 tons of sugarcane hauled from an area south of the mill. Currently this volume is transported along a 9.3 km stretch of national road from the start location to the sugar mill, while the Euclidean distance is approximately 7 km. Three vehicle types, differing in payload, fuel consumption and road speed were assessed. Two common and currently utilised vehicles, the tractor hilo and interlink combinations, were aligned by FastTrack along existing national roads. A financial penalty for driving on national roads was assumed for the third vehicle type considered, land trains, as these are currently not permitted to operate on national roads in South Africa. This high bulk vehicle was selected to test the capabilities of FastTrack and to identify if cost savings could be realised through increased consignment capacity as has been achieved in Australia, Malawi and Brazil. Utilising the model a new and more direct theoretical route was generated for the land train with a length of 7.4 km. Existing farm roads which would require upgrading made up 34 % of this proposed route. An economic analysis was conducted and showed that under current conditions, the private route generated by FastTrack for land train use, would be the most cost effective, with a system cost of R 57.50 t" . The tractor hilo and interlink had system costs of R 59.58 t" and R 60.98 t"1 respectively. Repeating the economic analysis with projected fuel prices indentified that the cost saving advantage of the land train system over the other two vehicle configurations increases with increasing fuel costs. A rigorous validation process, including a sensitivity analysis of results from FastTrack, revealed that the model performs predictably under a wide range of input conditions and could be a valuable tool for decision making in the sugar industry. However, further research is required to combine more economic and logistical aspects into FastTrack and to increase its usability. / Thesis (M.Sc.)-University of KwaZulu-Natal, Pietermaritzburg, 2008.

Thesis (PhD (Logistics))--University of Stellenbosch, 2007. / ENGLISH ABSTRACT: South Africa currently experiences the double jeopardy problem of catching up to global economic competitiveness whilst at the same time feeling the pressures of sustainability management spearheaded by a global agenda. Global sustainability is defined as growth that is shared without depleting natural resources or damaging the environment. Academic disciplines are challenged to make a contribution and economics as such should contribute by providing the lead and lag indicators for the planning and measurement of scarce resources usuage. This integrative view includes economic subdisciplines, such as logistics. This integrative view is an acknowledged part of the economics discipline, except that the macro-economic context of some sub-disciplines, such as logistics, often receives less attention during the course of academic activities. The distribution of resources and outputs in the economy is a logistics controlled cross-cutting factor, but suffers from a lack of macro-economic perspective, and lead and lag orientated measurement. This state of the affairs is a historic backlog of logistics and its specific position within economics. During the primary economic era the world began to configure networks and markets, which became more pronounced and settled with the dawn and settling of the industrial era. Logistics then was a “given” and did not receive much thought even as industrial, market economies developed. Transport was regarded as an administered cost, i.e. inefficiencies in logistics systems were evenly distributed between competitors, not giving any specific entity an advantage. With the advent of global competition and the diminishing returns on other cost saving measures, companies began to collaborate and integrate logistics functions within value chains, but the administered part of transport costs failed to receive the attention it required. In this way, global competitors did begin to experience disadvantages on a national level as whole economies suffered from inefficiencies in logistics and specifically transport systems.

Thesis (MTech (Town and Regional Planning))--Cape Peninsula University of Technology, 2005 / Inadequacies of the current public transport system cause an inconvenience for "normal able-bodied" passengers; however, it arguably isolates Special Needs Passengers (SNPs) from employment opportunities, recreational and educational opportunities. This research study focuses on what one might term mobility-handicapped persons who find it difficult to move around, or to hear and see. The term SNP or mobilityhandicapped persons encompasses more than just disabled persons. It includes customers laden with shopping bags, pregnant women, or someone with a broken leg, inter alia. The public transport system should enable persons with disabilities to experience the most optimal level of independence. It is crucial to have an accessible public transport system, because this is the first step in achieving independence for many SNP's. At present the system does not even satisfy the needs of able-bodied persons. How then is it supposed to respond to Special Needs Passengers? The public transport system can be divided into 4 categories namely, Infrastructure, Shared Road and Pedestrian Environment, Information and Vehicles. At present, these components of the system do not function efficiently. This research study was undertaken from three main perspectives in regard to the City of Cape Town: • The performance of the public transport system with reference to SNPs, • The performance of the city in terms of it's urban qualities and SNPs, and • The adequacy of the existing legal provisions and policy frameworks with reference to SNPs.

Ph.D. (Energy Studies) / The purpose of this research was to assess the influences of transport infrastructure on urban development and mobility in emerging megacities. The method is demonstrated using the Gauteng City-Region as a case study. The main criteria were to assess how past urban growth patterns have been influenced by the established transport infrastructure, to assess the transport energy implications of past trends and on this basis, develop land-use/transport scenarios that optimise space, transport accessibility and energy. The procedure involved a time-series analysis of Landsat satellite-derived land-use change at three decadal intervals (1991, 2001 and 2009), spatial analysis of corridor (ribbon/linear) development using a series of urban growth maps in conjunction with transport infrastructure, estimation of the transport energy implications of current and past urban structures and the development of possible urban land-use/transport scenarios. The land-use change and urban growth trends analysis was based on a method combining land-use/cover mapping of Landsat5 Thematic Mapper (TM) and Landsat7 Enhanced Thematic Mapper Plus (ETM+) satellite imagery, supervised classification and post-classification. Effects of transport infrastructure on land-use development were assessed by analysing urban growth densities within buffer zones of major roads and railway stations, at 0.5 km intervals. To estimate the transport energy implications of current and past urban structures, satellite imagery derived urban growth data are combined with products of the Gauteng Transportation Study 2000 (GTS 2000) model developed on the EMME/2™ platform. Future land-use/transport scenarios are developed within the framework of critiqued urban growth models, success and failures stories in other city-regions, policy positions of the three spheres of Government and preceding results of this study...