Thesis (MTech (Civil Engineering))--Cape Peninsula University of Technology, 2008. / There is an ever increasing need to introduce travel demand measures as the ability to construct new and upgrade existing roads to accommodate additional traffic volumes decreases. The City of Cape Town, hereinafter referred to as the City, has forecasted that traffic in the city could continue to increase by two and a half percent per year. To mitigate against the increased traffic volumes, the City is proposing a number of travel demand strategies, including a park and-ride facilities and high occupancy vehicle initiatives in the short term. The City’s draft travel demand management strategy identifies congestion charging as a measure more possible implementation in the medium term. This study investigates the feasibility of introducing a congestion charge from a traffic engineering perspective. This entails determining if there could be a reduction in traffic entering the Central Business District, what type of congestion charge is most suited for Cape Town and what type of technology is most appropriate at this point in time. In determining the type of charge and technology for introduction in Cape Town, international experience and trials were drawn upon in terms of case studies and research completed. These included developed and developing cities that had either introduced a congestion charge or considered it. To determine the potential level of traffic reduction, transportation elasticities for road pricing/congestion charging were used. This method of calculating the traffic reduction has been used on similar studies and provides a reasonable indication of the potential percentage reduction which could be achieved. The elasticities were based on post-implementation studies undertaken in cities which had introduced a congestion charge or road user pricing. For this study, elasticities between -0.1 and -0.5 were used. The study found that of the types of congestion charging available, a simple cordon charge, around the central business district (CBD) was most feasible. A cordon area would be more appropriate due to the small charge area involved, the flexibility that it allows and because it does not need to be visually intrusive in terms of roadside and enforcement equipment. The location of the cordon area also allows the key roads around the CBD to become the bypass route for vehicles that currently pass through the area. In terms of the charge payment system, it was found that presently, a manual payment system would be more appropriate for the city than a tag and beacon system.

M.Phil. / Considerable research on public policymaking has been carried out over the years. A number of theoretical frameworks have been developed to try to understand the complexities of the policy process. Nevertheless, the implementation of policy remains, as deLeon and deLeon (2001) state “the most devilish of wicked problems”. It is this wicked problem that this thesis attempts to comprehend a little better in the context of public transport. There is a broadly expressed belief in South Africa that while we have developed some fairly robust public transport policies, we fall down when it comes to the implementation of these policies. However, policies are not equally complex in nature and surely therefore not equally demanding in implementation. While it is accepted that a number of political, economic and social factors are necessary for policy implementation, it is nevertheless hypothesised that the nature and complexity of a policy will influence the paradigm within which implementation will take place. Furthermore, the ‘success’ of the implementation process needs to be located within the context of the specific implementation paradigm. The objective of this thesis has been to (i) identify and (ii) apply an appropriate policy implementation framework or model to the implementation of the Bus Rapid Transit (BRT) programme in South Africa to understand the BRT policy implementation process that has emerged thus far and whether its very nature and characteristics place it within a certain policy implementation paradigm.

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.

M.Ing. / South African road infrastructure has developed as product of various influences such as growth in traffic demand, economic and social demand, policies and imperatives, access needs and political ideologies and pressures. A country needs to revisit their road classification model on regular bases to ensure these influences are addressed. This support ensures sustainable economic and social growth in a region. Road classification models internationally and nationally use non-quantified terminology to classify road classes. Terminology such as “key towns” or “important towns” is commonly used. These terms creates misleading interpretations by authorities and transportation planners. This study developed a method to define road classification classes based on the economic activity and social interaction between origin and destination towns. The outcome is to eradicate the non-quantified terminology use in road classes.

Greater Vancouver is a cooperative federalism in which planning relies on consensus and cooperation between municipalities, provincial ministries and Crown corporations. A result of this approach is a system in which each organisation and municipality is responsible for making decisions and funding the issues within its jurisdiction. Often this results in inefficient decisions being made; decisions, that otherwise would have considered regional issues, tend to consider only local concerns. Experience suggests that regional governments are generally distrusted by the general public and may pose a threat to the urban power base of the provincial government. Instead, a conjoint approach - which uses the existing agencies and is activated at key points in the process - offers the optimum configuration. In Greater Vancouver, a commission made up of nine directly elected, nine municipally appointed, and nine provincially appointed councillors will provide a well balanced organisation which is responsible to the province, municipalities, and the public. The new commission will be responsible for creating regional goals and ensuring conformity of the municipalities, ministries and Crown corporations to those goals. Adjustments in the provincial legislations will be required to transfer control and funding functions to the new commission, and to pave the way for a truly integrated transportation planning process for Greater Vancouver. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

The justification of government support of rural transit on the basis of the presence of increasing returns to scale and the most efficient regional organization of transit is investigated. Returns to density, size, and scope at most levels of output were found. Cost subadditivity, where a monopoly firm can provide service at a lower cost than two firms, was found for many, but not all observations. The presence of natural monopoly in rural transit in a strict sense is rejected. The findings and implications are directly applicable to rural transit in North Dakota and should be helpful in informing future federal policy as well as rural transit policy, service design, and operation in other states.

Thesis (Ph.D.)--Massachusetts Institute of Technology, Dept. of Civil Engineering, 1982. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND ENGINEERING / Bibliography: leaves 180-184. / by Shaw-er Judy Wang Chiang. / Ph.D.

published_or_final_version / Urban Planning / Master / Master of Science in Urban Planning

published_or_final_version / abstract / Transport Policy and Planning / Master / Master of Arts in Transport Policy and Planning

This thesis explores the relationship between crime, transportation network connectivity, and engineered facilities built to increase walkability through a case study of twenty-five sites within the city of Spokane, Washington. Using data spanning between 2008 and 2010, the author developed a GIS model representing conditions of the built environment, social and economic demographics, and crime rates within the randomly chosen sites. A partial F-test revealed little to no evidence that the transportation network connectivity affected crime rates within the study sites. Using permutation tests, the author found that specific pedestrian facility infrastructure correlated to higher crime rates as defined for the specific study sites. In all, this research provided patterns between crime rates and transportation networks which may be further explored in future research. / Graduation date: 2012