From Preface: In 1966, the Karroo Development Association approached Rhodes University to undertake a socio-economic survey of their region. This survey was to form the basis for development planning in view of the expected benefit to the region of the Orange River Project. Similar requests were also received from the Midlands Planning Association and the South Eastern Areas Development Association. When Rhodes University consulted the Department of Planning, which strongly supported the principle of a regional survey, it was decided that, although Port Elizabeth and its hinterland comprised a logical economic unit, the area should be sub-divided. The University of Port Elizabeth was entrusted with the responsibility for an analysis of the metropolitan area, while the Institute of Social and Economic Research of Rhodes University was commissioned to undertake a socio-economic survey of the inland areas. This thesis on the transport infrastructure of the Cape Midlands and Karroo Regions represents one aspect of the survey.

M.Sc. (Environmental Management) / This study explores the school-commuting phenomenon that occurs across the city of Johannesburg, with specific reference to inner city private schools. It was hypothesized that the school commute, much of which has its origins in spatial apartheid, is financially and socially unsustainable. As spatial apartheid continues to dominate the urban landscape in Johannesburg, it is posited that overall, the school commute hinders the City of Johannesburg’s progress towards becoming a sustainable city. In particular, a sustainable city has both sustainable social systems and a sustainable transport system, amongst other things. It is argued here that in Johannesburg, the existence of nonsustainable social systems in formerly designated ‘black only’ residential areas, such as dysfunctional and poorly resourced public schools, is driving a school commute to inner city private schools. In particular, historically disadvantaged individuals, who were forced under apartheid to reside on the urban periphery, are the ones who do the longest and most expensive commute to school. For the learners and parents, this decision to enroll in inner city schools comes at a financial cost, for transport, and in time spent commuting, which is lowering the overall quality of life for these families. The study is limited to inner city, low cost private schools within the City of Johannesburg (CoJ). The respondents were parents or guardians of learners enrolled in these schools. The study found that the majority of learners enrolled in these schools resided outside of the inner city itself, mostly in former designated ‘black-only’ space. The overwhelming majority of learners were black and identified with various tribal groups, although Zulu was the most dominant. They hailed from lower middle class to upper working class homes. Parents had elected to enroll their children in these inner city private schools, rather than in geographically close-to-home schools for reasons associated with academic performance, discipline and the perceived quality of the teaching. It was clear that local township schools were shunned by these parents who were prepared to spend significant amounts of money on the school commute and have their children spend more than 30 minutes getting to school each day instead of enrolling them in no-fee township schools within walking distance from home.

In South Africa, non-motorised transport (NMT) modes such as cycling and walking are generally used by poor people to access centres of employment, public services (for example, library, educational institutions, public transport) and other amenities as well as for recreational activities. Notably, the lack of integration among the different public transport modes (namely, NMT, bus, train and minibus) creates a major obstacle in the provision of an integrated, sustainable and effective public transport system. Likewise, the absence of proper recognition of NMT in government and social strata creates a problem in the supply of a satisfactory public transport service, that is, a public transport service that meets the needs of all users. Motivated by the gap in NMT integration with the overall public transport system, the study was undertaken to explore enabling factors to integrate NMT as a key element of the Integrated Rapid Public Transport Network (IRPTN). Social and political factors were explored, specifically, post-modern theory in urban transport planning and policy. In addition, the study explored enabling factors to integrate NMT as a feeder service and key element of an IRPTN from the perspectives of the participants of the study. The results of the study showed that infrastructure, the environment, promotion, and safety and security were identified as enabling factors to integrate NMT as a key element of an IRPTN. According to the results, government needs to promote NMT use. Subsequently, construction and the repair or widening of sidewalks and roads needs to be done. The results also showed that attractive NMT environments are necessary as well as adequate safety and security measures along NMT routes. It is suggested that a seamless, safe, inclusive, affordable, effective and reliable public transport system could be provided once these enabling factors are in place. Further research is advised, within the wider public transport population in eThekwini, as well as other NMT and public transport systems. The emphasis of this research should be on finding out whether the broader public transport population responds in the same way to the idea of integrating NMT and public transport. / Transport Economics, Logistics and Tourism / M. Com. (Transport Economics)

M. Tech. (Industrial Engineering, Faculty of Engineering and Technology), Vaal University of Technology. / In South Africa, the provision of equitable and accessible public transport is still in the early stage of development and growth. PRASA has adopted programmes that drive and promote the implementation and integration of a universal design that should meet the varying requirements of its customers. PRASA acknowledges that its facilities should be focused on the delivery of public service that acts as a catalyst and enabler within South Africa in overcoming differentiation in gender, race, income, opportunity and mobility. Facilities’ managers and especially rail managers, through facilities planning, should provide proactive service delivery to its stakeholders. In South Africa, the majority of train stations are not designed to cater for persons with special needs. Therefore, these facilities must comply with national imperatives; resulting in a need to design new facilities or redesign current train stations’ facilities so as to accommodate the diversity of human characteristics within the population, as a whole, in order to promote equal access to services and opportunities for persons with disabilities as expected in all spheres of government. This means that there are dynamic and heterogeneous elements that should be controlled in the commuter rail system design. The redesigning of some train stations had been undertaken and improvements achieved at some train stations e.g. Gautrain. The issue that arises is that there cannot be a one-to-one transfer of model to design another facilities. This is due to the constraints of space, monetary costs and information on customers or level of activeness in the facility. Companies don’t always have a lot of money at their disposal making money to become an issue. If there’s an abundance of space then one can design the train layout the way he/she wants. However this is not always the case and therefore, the available space has to be planned accordingly. Furthermore, one needs to know information on (the number of) their customers in order to plan and be able to meet their requirements. This project proposes the use of an improved flow-pattern measurement technique (i.e. integration of techniques), specifically improved From-To-Chart techniques, to assess the efficiency of the current layout while considering the constraints of variables expectations from customers and variable rewards for rendering services to different types of customers. An improved and effective layout was then proposed. The efficiency of the proposed new layout was compared with that of previous layout so as to ascertain on stakeholders’ confidence. Simulated Annealing was also used to compare different peak periods and their efficiencies so as to decide on the layout that is suitable for the commuter rail system under the different peak scenario. The Direct Clustering Algorithm was furthermore employed to try to group facilities that render similar services into cells so as to minimise movement or material handling. Results revealed that a flexible train station layout whose flow pattern can be regularly adjusted to minimize costs and to accommodate the ever-increasing expectations should be adopted. It is hoped that station managers who adopt such guides will improve on customer’s expectations.

Public sector decision makers are confronted by pressures to make faster and better decisions as a result of the competitive environment they operate in. However, there is a trend in the public sector, including the Department of Transport (DoT) in South Africa, to invest in management information systems (MIS) that are highly fragmented and not aiding effective and timely decision-making. As a result, the country witnessed several service delivery protests since 2008 which also affected the public transport sector, such as the widespread burning of Metrorail trains several times by angry commuters. In most instances, poor service delivery emanates from the fact that public servants do not have information at their fingertips to make decisions. This quantitative study utilised Control Objectives for Information and Related Technologies 5 (COBIT 5) as a theoretical framework to investigate the integration of MIS at the DoT with a view to enhancing business intelligence for effective decision-making. Data were collected through a questionnaire directed at middle managers and senior managers that were selected through stratification of business units at the DoT, as well as analysis of documents such as system specifications and strategic plans. The study established that the DoT has several systems such as Alfresco, BAS, GIS, Logis and Persal to name a few, which serve different purposes. However, in most instances, the systems are not integrated as the current infrastructure did not support integration needs and plans to accommodate changing requirements. This is compounded by the system policy implementation constraints, as well as ageing legacy systems that are obsolete. The only component where MIS was found to be integrated, was in the financial business units (Supply Chain Management, Finance and Budgeting). Core business units use off-the-shelf systems and, in some cases, custom-made applications that do not integrate with any other system and thus hinder decision-making. In conclusion, decisions are made based on thumb-sucking, as management does not have access to comprehensive information that is stored in fragmented unintegrated systems. The study recommends that governance structures should be set up to deal with a more holistic business, information and technology architecture for the DoT that enable integration of various systems for effective decision-making. Failure to transform this pattern would lead to service delivery protests persisting. A further study on a framework to integrate MIS in the public sector is recommended. / Information Science / M. Inf.

The Umnini Tribal Authority is a poor, semi-rural area in KwaZulu-Natal, governed by a local chief. This study set out to determine school commuting patterns in relation to school choice and socio-economic status (SES) in the area. Mixed methods were used, involving a parental questionnaire survey, interviews, focus groups and a field audit with photographs. Overall, almost all learners enrolled in the seven 'no-fee' state primary (four) and high schools (three) under study were found to be Black African, IsiZulu speakers, and generally ‘extremely poor’ to ‘very poor’. Most households are headed by single mothers who have completed high school but are unemployed. Most households rely on government social grants to some extent. Most fathers were either absent, poorly educated to uneducated, and far less likely to be employed than the mothers. Children living with both parents, especially where the father was tertiary educated, and the mother employed, fell into the ‘less poor’ and ‘better off than most’ categories. In terms of school choice affordability, good teachers, good school management and proximity to home were the main drivers of enrolment. SES seems to have an impact on the amount of money spent on school lunches and school expenses, although there were some concerning exceptions. Primary school learners walked to school, but many parents pay for monthly transport. Some use the government-subsidised bus. High school learners tended to have longer and less safe journeys to school and back than primary school learners. This is especially true for boy learners, who are targets for criminals, drug addicts and, even worse, school bus drivers. Several challenges face all these learners en route to school every day: crime, unsafe and poor road conditions, roadworthy vehicles, long journeys and rough terrain. Primary school learners often get lost or left behind by their transport drivers. Fortunately, their teachers are actively involved in ensuring their safety and well-being – far more so than their parents, who seldom even know the name of the transport driver, let alone whether the vehicle is appropriate, roadworthy or licenced. High school learners were more likely to live in ‘extremely poor’ to ‘very poor’ households, a possible indicator that financially better-off parents are sending their high school children to schools outside of the area. It is recommended that the local tribal authority, the provincial government, the schools, parents and drivers need to work in unison to make the school commute simpler and safer. / Environmental Sciences / M. Sc. (Environmental Management)

Criminal career research postulates that offending behaviour develops over time during the course of one’s life. Thus, delinquency is not an isolated incident which occurs at a certain moment in time. This research comprises a mixed-method study of the criminal career of 40 offenders who perpetrated robberies against the banking and CIT industries. Through this research, an exploration is made for possibilities of using criminal career research to develop results which will guide crime prevention policies. The qualitative methodology used for this research included semi-structured interviews in order to collect information on motivations of armed robbers and the various mechanics (i.e. planning, recruitment, group dynamics) of the crime of armed robbery. Through the use of structured questionnaires, biographical data, information on risk factors and figures on the different aspects of a criminal career, such as age of offending onset, offending frequency and seriousness, and career length, were all gathered. The general findings of this research demonstrate that offending onset occurs between the ages of 11 and 15 with petty crimes, and then escalates to serious crimes. Secondly, witnessed throughout the dissertation is the fact that development of delinquent behaviour is not a result of a single risk factor but an outcome of multiple risk factors. Subsequently, a suggestion is made for the introduction of multifaceted deterrence programmes, which will holistically deal with the various offending risk factors (i.e. family, community and the offender’s personal risk factors as well as peer and school dynamics). Thirdly, armed robbers are responsible for various other crimes in the process of committing the offence of robbery. Accordingly, this study confirms the criminal career notion that a small number of chronic offenders are responsible for a large number of offences. That is why it is recommended that policy makers pay attention to disrupting the criminal career of this small number of high risk offenders. / Department of Criminology and Security Science / M.A. (Criminology)

The deteriorating air quality in Cape Town (CT) is a threat to the social and economic development of the city. Although previous studies have shown that most of the pollutants are emitted in the city, it is not clear how the transport of pollutants from neighbouring cities may contribute to the pollution. This thesis studies the transport of atmospheric nitrogen oxides (NOx) and nitric acid (HNO3) pollutants over South Africa and examines the role of pollutant transport from the Mpumalanga Highveld on pollution in CT. The study analysed observation data (2001 - 2008) from the CT air quality network and from regional climate model simulation (2001 - 2004) over South Africa. The model simulations account for the influences of complex topography, atmospheric conditions, and atmospheric chemistry on transport of the pollutants over South Africa. Flux budget analysis was used to examine whether the city is a net source or sink for NOx and HNO3. The results show that north-easterly flow transports pollutants (NOx and HNO3) at low level (i.e., surface to 850 hPa) from the Mpumalanga Highveld towards CT. In April, a tongue of high concentration of HNO3 extends from the Mpumalanga Highveld to CT, along the southern coast. The flux budget analysis shows that CT can be a net sink for NOx and HNO3 during extreme pollution events. The study infers that, apart from the local emission of the pollutants in CT, the accumulation of pollutants transported from other areas may contribute to pollution in the city. / Environmental Sciences / M. Sc. (Environmental Science)

Criminal career research postulates that offending behaviour develops over time during the course of one’s life. Thus, delinquency is not an isolated incident which occurs at a certain moment in time. This research comprises a mixed-method study of the criminal career of 40 offenders who perpetrated robberies against the banking and CIT industries. Through this research, an exploration is made for possibilities of using criminal career research to develop results which will guide crime prevention policies. The qualitative methodology used for this research included semi-structured interviews in order to collect information on motivations of armed robbers and the various mechanics (i.e. planning, recruitment, group dynamics) of the crime of armed robbery. Through the use of structured questionnaires, biographical data, information on risk factors and figures on the different aspects of a criminal career, such as age of offending onset, offending frequency and seriousness, and career length, were all gathered. The general findings of this research demonstrate that offending onset occurs between the ages of 11 and 15 with petty crimes, and then escalates to serious crimes. Secondly, witnessed throughout the dissertation is the fact that development of delinquent behaviour is not a result of a single risk factor but an outcome of multiple risk factors. Subsequently, a suggestion is made for the introduction of multifaceted deterrence programmes, which will holistically deal with the various offending risk factors (i.e. family, community and the offender’s personal risk factors as well as peer and school dynamics). Thirdly, armed robbers are responsible for various other crimes in the process of committing the offence of robbery. Accordingly, this study confirms the criminal career notion that a small number of chronic offenders are responsible for a large number of offences. That is why it is recommended that policy makers pay attention to disrupting the criminal career of this small number of high risk offenders. / Department of Criminology and Security Science / M.A. (Criminology)

The deteriorating air quality in Cape Town (CT) is a threat to the social and economic development of the city. Although previous studies have shown that most of the pollutants are emitted in the city, it is not clear how the transport of pollutants from neighbouring cities may contribute to the pollution. This thesis studies the transport of atmospheric nitrogen oxides (NOx) and nitric acid (HNO3) pollutants over South Africa and examines the role of pollutant transport from the Mpumalanga Highveld on pollution in CT. The study analysed observation data (2001 - 2008) from the CT air quality network and from regional climate model simulation (2001 - 2004) over South Africa. The model simulations account for the influences of complex topography, atmospheric conditions, and atmospheric chemistry on transport of the pollutants over South Africa. Flux budget analysis was used to examine whether the city is a net source or sink for NOx and HNO3. The results show that north-easterly flow transports pollutants (NOx and HNO3) at low level (i.e., surface to 850 hPa) from the Mpumalanga Highveld towards CT. In April, a tongue of high concentration of HNO3 extends from the Mpumalanga Highveld to CT, along the southern coast. The flux budget analysis shows that CT can be a net sink for NOx and HNO3 during extreme pollution events. The study infers that, apart from the local emission of the pollutants in CT, the accumulation of pollutants transported from other areas may contribute to pollution in the city. / Environmental Sciences / M. Sc. (Environmental Science)