The purpose of this thesis is to explore the distributional side of environmental risks and burdens and, more particularly, to explain the significance of including intergenerational and intragenerational equity concerns within the fashioning of a legal regime governing the transboundary movement of radioactive waste. The thesis focuses on fairness and equity considerations between generations (intergenerational equity) and within contemporary generations (intragenerational equity) in the context of transboundary movements of radioactive wastes. First, a detailed exploration of the emergence of intergenerational and intragenerational equity principles is conducted. Then, the implementing principles of intergenerational and intragenerational equity with regard to environmental risk and burden distribution are put forward. Further, sensitive to the equity dimensions of the transboundary movement of radioactive waste, the thesis explains transboundary movement within a broader political and economic framework, and illustrates the potential transboundary and transgenerational externalities arising from transboundary movement. Management strategies available to help prevent or reduce transboundary and transgenerational externalities are examined. In addition, the evolution of the legal regime governing transboundary movements is reviewed and proposals for reform of the current regime are presented. Finally, the thesis concludes with concrete observations and recommendations. Through the lens of intergenerational and intragenerational equity, the thesis evaluates the fairness of environmental risk and burden distribution, spatially and intertemporally, in the context of transboundary movements of radioactive wastes.

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Bibliography: leaves 349-363.

Bibliography: leaves 349-363 / 363 leaves ; 30 cm. / Title page, contents and abstract only. The complete thesis in print form is available from the University Library. / Thesis (Ph.D.)--University of Adelaide, Dept. of History, 1989

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No description available.

D.Phil. / The purpose of this thesis was to assess the impact of the new public transport policy direction, with specific reference to competitive tendering, on the transformation and restructuring of the South African commuter bus industry. The main objective of this study was to develop a methodology to guide the transformation and restructuring of the bus industry. This main objective was achieved through the following secondary objectives: A comparison between international transforrnation experiences and the South African bus industry in an effort to develop a methodological basis for the change process; An assessment of the strategic gap in an effort to determine the 'focus of the change process; and The development of a detailed change strategy to guide the transformation process.The policy of spatial separation on racial grounds has played a major role in the development of the bus industry. The industry had shown consistent growth until 1982, but since then a considerable portion of the bus market share was lost to the combi taxi industry. A major conclusion of the study was that the new South African public transport policy is based on international best practices as well as the needs of local stakeholders and the country at large. The focus on integration of planning, modes and resources is of particular significance. Within an integrated transport network the commuter bus will have the opportunity to optimise its potential as safe, reliable and effective mass transport mode. Based on a thorough multiple analysis of the bus industry against various strategic evaluation models, the following major gaps were identified: Ineffective application of public transport modes, especially the commuter bus , in accordance with their unique operating characteristics; Pertinent skills deficiencies at operator and institutional level to successfully manage change in the new competitive environment; Efficiency of the present operations which is well below the required standard to secure tenders; Insufficient knowledge of and preparation for the tender system and its requirements; Insufficient actions to empower members of the previously disadvantaged communities; and Old and ineffective policies, systems and procedures. In support of the strategic gap analysis, various evaluation techniques were used to determine the best possible strategic alternatives. It was found that fundamental change is required to position the bus industry for future challenges. Long term objectives should focus on specific market objectives for the bus in transport networks, gaining of market share, securing alliances, empowerment of small operators and improving effectiveness. The generic strategy to secure tenders should be primarily a low cost leadership strategy. The essence of turnaround strategies should focus on cost reduction, which should largely be achieved through increased efficiency. Other grand strategies include diversification, market development, joint ventures and strategic alliances. Specific short term objectives are to formalise and structure the SABOA Development Foundation as primary vehicle for the empowerment of small and medium sized entrepreneurs in the transport industry and to facilitate further cooperation in the industry to share expertise and resources. Guidelines to adjust operator strategies and to assess empowerment models are also provided to guide operators in the transition process. It is recommended that change methodology be formalised to assist operators in the transition process. Finally it can be concluded that the bus industry can play a leading role in the future transport dispensation if appropriate pro-active action is taken. There is a huge strategic gap between the desired and expected outcomes which requires concerted efforts by the industry as well as the three spheres of government. It is essential that the Moving South Africa strategy be implemented as primary driving force behind the change process.

Safety is a major concern for tunnel operators. Local authorities responsible for tunnel facilities are concerned with developing restrictions for hazardous materials passing through the facility that will reduce the risk of death and injury, to an extent that these restrictions do not burden commerce unnecessarily. Hazardous material regulatory controls for tunnels are extensive, detailed, and subject to constant changes. The general lack of expertise in tunnel personnel and the lack of a scientific basis leading to the development of these regulations have created problems to local tunnel authorities when updating the restrictions, or when faced with new materials introduced by the industry. Traditionally, most regulatory restrictions enforced both at the federal and the local level are based exclusively on subjective estimation by a panel of experts and on political influence. Experts, however, are not readily available and are expensive to maintain. The need for immediate decisions has constrained tunnel operators to rely on their own intuition in addressing real time transport safety problems in tunnel facility. To address some of these problems, this research investigates the application of knowledge engineering tools to develop a consultative regulatory control system. Specifically, this study presents a structural framework for developing a knowledge-based expert system as an aid to decision-making in tunnel transport safety. The regulatory problem is modeled as a classification type of problem, which lends itself neatly to an expert system application. Heuristic problem solver which is commonly used in solving classification problem involves the systematic matching of the attributes of an unknown entity to a set of pre-defined solutions. For this study's application, the regulatory groupings inherent in existing tunnel regulations are the basis for developing the solution space. The computer program developed uses knowledge which specifies the appropriate regulation applicable to a new commodity based on the material's physical and chemical properties. / M.S.

published_or_final_version / Public Administration / Master / Master of Social Sciences

The purpose of this study was to assess the legal and financial status of public aid for the transportation of private elementary and secondary school pupils in the United States. A combination of legal and survey research methodology was used to approach the study in three phases. A survey was sent to all states to identify those which were providing publicly-funded transportation to nonpublic school pupils through November, 1982. Upon completion of this initial survey all reported state and federal court cases relating to the public financing of private school transportation were then researched, including the landmark Everson case of 1947. Through a second survey financial data for the 1981-82 school year were collected and analyzed for those states identified as providers of private school transportation aid. The study showed that thirty states were providing transportation services to nonpublic pupils in 1982, with twenty-one of these states mandating such transportation by local school districts. The extent of publicly-funded transportation offered to private school pupils in the provider states was found in general to be at least comparable to or possibly even more extensive than that provided at public expense to public school pupils. The study also indicated that, excluding the Everson decision by the Supreme Court in 1947, the issue of nonpublic pupil transportation provision has been decided almost wholly on a state constitutional basis of church and state separation requirements. The exception to this has been the involvement of the federal courts in the 1970’s in deciding the constitutionality of outside-district transportation provided by public funds for nonpublic pupils. In regard to the financial analysis the ten provider states with complete fiscal data reported that $148.6 million was spent to provide nonpublic pupil transportation services. Another $25.5 million was estimated for private school transportation costs in five additional provider states with partial data. While the remaining fifteen provider states authorized private school transportation, a documentation of costs was not reported to the study and it is possible that recorded financial data may not exist to differentiate public and private school pupil transportation costs in these states. / Ph. D.