Transport forms an essential element of people's lives. It is transport which determines how people access important resources and it influences the mobility of people. Transport availability improves access to resources and hence fights isolation, which derives from lack of access to resources. This case study examines the influence of transport on access to state grants and health services. The study was based on sample of 170 recipients of state grants and was carried out in September 2000. A quantitative survey through face-to-face interviews of pensioners and other recipients of state grants at two remote rural points was carried out. The results of the study showed that poor road and path infrastructure impacts negatively on old people's access to pension payout points and health services. As a result of poor road infrastructure, people have limited access to alternative means of transport and hence have to pay too much for transport to reach services essential to their livelihoods. In addition to the transport cost these elderly have to pay, they also have an extra burden of having to care for the orphans and unemployed adults staying with them. This puts an enormous pressure on their limited resources and hence deepens the cycle of poverty. The majority of people interviewed were positive about the quality of health service they are receiving and the attitude of health workers. There was no correlation between the quality of services received and the demand for using them. Amongst other things, it has been suggested that locating basic services particularly welfare services and health services nearer rural communities will improve the quality of life and minimize the cost of reaching such services. Furthermore infra structural intervention will impact positively on rural communities by providing them with a wider choice of transport and promoting intermediate means of transport. This will have a positive impact on rural communities by increasing the accessibility of services and improving mobility. / Thesis (M.A.)-University of Natal, Pietermaritzburg, 2001.

Harvesting and transport accounts for up to 70% of the total production cost of roundwood in South Africa. This invokes an interest to improve harvesting systems through the introduction of improved equipment, road networks and more refined operating techniques. A literature review was conducted which investigated the various harvesting systems and equipment with a focus on ground based extraction, as it accounts for 96% of the timber being extracted annually in South Africa. A review of forest roads in South Africa was also conducted and it was concluded that at present there has been little focus on the upgrading and maintenance of forest road networks. It was concluded that the most significant reduction in transport costs would be achieved by reducing the distances travelled by expensive extended pnmary transport (R5.83 t-1.km-1) and by allowing less expensive secondary terminal transport (R0.4 t-1.km-1) to move further into the plantations. This could only be achieved by investing large amounts of capital into the upgrading of forest roads to a standard suitable to service secondary transport vehicles. A model was developed which was able to determine the tonnage of timber needed to flow over a particular road that will warrant the upgrading cost. The model was applied to two study areas, the first study yielded no results due to the already dense network of B- class roads, possibly excessive. The second study area identified three possible road upgrades to improve the existing transport system. A full costing of the existing and modified transport system was completed and a significant cost saving was shown, not accounting for the road upgrading cost. Capital budgets were used to account for more complex parameters, such as tax and discount rates, previously excluded from the simple model. These were used to determine the economic viability of the upgrades and to evaluate the suitability of the model. The model proved to be successful and confirmed that forest roads can be optimised accompanied by significant cost savings. The model is generic and simple allowing for easy application to a variety of situations and is also flexible to modifications. / Thesis (M.Sc.)-University of KwaZulu-Natal, Durban, 2005.

The use of MEPLAN by the Metropolitan Transport Planning Branch of the Cape Town City Council since 1984 was not successful due to apartheid anomalies. EMME/2 was then introduced in 1991 in replacement of MEPLAN. The strengths and weaknesses of both MEPLAN and EMME/2 are recorded in this study.

Thesis (MScFor)--Stellenbosch University 2001. / ENGLISH ABSTRACT: Ackerman PA. 2001. An Investigation into the Shorthaul Transport of Pulpwood in South Africa. M.Sc. in Forestry thesis. University of Stellenbosch. 178 pp Shorthaul transport also known as secondary intermediate transport (SIT), a unique feature of pulpwood transport in South Africa, is an additional transport phase within traditional secondary transport. SIT originates at a roadside landing or depot and terminates at another depot, rail siding or merchandising area (not the final destination). The reason for the addition of SIT into the transport chain is identified as the steady decline of forest road conditions to the extent that highway vehicles are unable to reach roadside landings, necessitating the use of intermediate storage sites, from where the timber is once again loaded and transported to final destination. An industry survey established that the decline of forest road conditions are related to excessively high road densities, insufficient funding for road maintenance/upgrading and the lack of understanding by landowners of the importance of maintaining forest road infrastructure. Total funding, by pulpwood companies on roads have shown an increase of R18.55 million from 1997 to 2000, however, subsequent surveys have indicated, that despite this increase in funding, the forest road conditions continue deteriorating. Of the total annual pulpwood intake of 9.39 million tonnes for 1998, 3.7 million tonnes are subject to SIT. Of this 3.7 million tonnes, 2.5 million tonnes are transported from stump to depot and 1.2 million tonnes are transported from landing to depot. The survey identified the agricultural tractor and semi-trailer as the most favoured transport system between stump or landing and depot, responsible for transporting 2.22 million tonnes annually. For 1998, manual loading and three wheel log loaders accounted for the loading of 0.6 and 2.1 million tonnes respectively of the 3.7 million tonnes subject to SIT. This survey information, assisted by newly developed terminology, was used to develop transport scenarios for the economic analysis of total cost of the different transport phases. A network analysis model and pixel-based geographic information system (GIS) were combined to analyse the various transport scenarios within three study areas in the KwaZulu/Natal Midlands, employing SIT on poor, high-density road networks. The simple pixel-based GIS contained information on the forest road network, surface cover and slopes. The results of the economic analysis highlighted the need for the reduction of road network density and for the improvement of the remaining network. This would eliminate the need for extended primary transport and allow the use of highway vehicles transporting from the compartment roadside to and past plantation exits. Results show an average annual cost penalty to the industry, by maintaining SIT, to be R43.25 million or R8.24/m3 . By not employing SIT the industry will potentially save R4.60 for every tonne of the 9.4 million tonnes consumed by the pulpwood processing plants during 1998. Key words: Network analysis. Pixel-based GIS. Timber transport. Secondary transport. Secondary intermediate transport. Secondary terminal transport. Extended primary transport. Primary transport. Dirichlet tessellations. Shorthaul. Note: Throughout this document a full stop (.) is used as a decimal separator. / AFRIKAANSE OPSOMMING: Ackerman PA. 2001.'n Ondersoek na die kortafstand vervoer van pulphout in Suid- Afrika. MSc in Bosbou tesis. Universiteit van Stellenbosch. 178 pp. sekondere intermediere vervoer (SIV), 'n addisionele vervoer-fase binne tradisionele sekondere houtvervoer, is 'n unieke kenmerk van pulphout vervoer in Suid-Afrika. SIV begin op pad, by 'n spesifieke vak of depot en eindig by 'n ander depot, syspoor of verwerkingsgebied (nie die finale bestemming nie). Aangesien die toestand van bospaaie toenemend verswak en omdat swaarpadvervoer nie langer vakke kan bereik nie, word vervoerkontrakteurs al hoe meer gedwing om van depots gebruik te maak waarheen hout deur middel van SIV vervoer moet word. Die hout word dan weer daar gelaai en na 'n verwerkingsfabriek vervoer deur middel van swaarpadvervoer. 'n Landwye opname het getoon dat die swak toestand van bospaaie toegeskryf kan word aan oormatige paddigthede, onvoldoende befondsing vir die instandhouding/ opgradering van paaie en 'n gebrek aan begrip vir die belangrikheid van die onderhoud van pad infrastruktuu r. Die totale kostes aan padverbeterings en opgraderings in die pulphout bedryf, het van 1997 tot 2000 met R18.55 miljoen toegeneem. Verdere opnames toon egter dat ten spyte van hierdie verhoging in befondsing, die toestand van bospaaie steeds onbevredigend is. Van die totale jaarlikse pulphout inname van 9.39 miljoen ton gedurende 1998, word 3.7 miljoen ton aan SIV blootgestel. Van die volume word 2.5 en 1.2 miljoen ton onderskeidelik vanaf die stomp en pad na depots vervoer. Die opname het ook landboutrekkers met leunwaens ge·identifiseer as die gewildste houtvervoer middel tussen die stomp/pad en depots. Hande-arbeid en driewielbloklaaiers is op hulle beurt verantwoordelik vir die laai van onderskeidelik 0.6 en 2.1 miljoen ton pulphout wat deur middel van SIV vervoer word. Inligting uit die opname ondersteun deur nuutgeskepte vakterminologie, is gebruik om verskillende vervoersisteme vir die ekonomiese analise van totale koste van die verskillende vervoerfases te bereken. 'n Netwerk analise model en pixel gebaseerde GIS is in kombinasie gebruik om verskillende vervoer scenarios in drie areas in Kwa-Zulu Natal te ontleed, wat gebruik maak van SIV op swak bospaaie met hoenetwerkdigthede. Die eenvoudige pixel-gebaseerde GIS het inligting weergegee oor bospadnetwerke, oppervlakbedekking en hellings. Die behoefte aan die vermindering van paddigtheid en die verbetering van bospaaie as sulks, is deur die resultate van die ekonomiese ontleding na vore gebring. Dit sal die behoefte vir uitgebreide primers vervoer uitskakel en die gebruik van tradisionele swaar padvoertuie moontlik maak. Die resultate van hierdie opname toon dat die bedryf addisioneel gemiddeld R43.25 miljoen/jaar of R8.24/m3 betaal vir die 3.7 miljoen ton wat onderhewig is aan SIV. Vir die totale 9.4 miljoen m3 het SIV die maatskappye gedurende 1998 R4.60 meer gekos vir elke m3 wat vervoer was. Sleutelwoorde: Netwerkanalise. Houtvervoer. Sekondere vervoer. sekondere intermediere verveer. Sekondere terminale vervoer. VerJengde prirnere vervoer. Kortafstand vervoer. Pixel-gebaseerde GIS Nota: In hierdie document word deurgans 'n punt (.) gebruik om desimale van heelgetalle te skei.

Text in Afrikaans, abstract in Afrikaans and English / In the case of an economical activity such as a distribution system, the distribution depot normally forms the nucleus of the network. The market place that is being served is not static and with the passing of time, due to the change in demand together with the change in the product range which is being offered, a tendency develops for the distribution point to move away from the nucleus of the network, thereby not representing the optimal location anymore. There is therefore a constant need for companies to determine whether their distribution system is suitable for their present, as well as their future trading circumstances. This factor together with the normal endeavour to minimise physical distribution costs, results in the need for a sophisticated approach to the whole problem of relocating distribution networks. The aim of this study is therefore to develop a basic model which will set out guidelines for the relocation of distribution centres. With the above mentioned in mind, the first step is a study of the theory to highlight and analyse applicable techniques and methods that could possibly be used in this model. The accent throughout this section is placed on well known and proven theories and techniques. The second part of this research focuses on the empirical study that forms the basis for the building of a relocation model. With the help of practical examples it is shown how to apply the model and each step is being highlighted and illustrated. The model that has been designed in this study clearly outlines the steps that enable the user to undertake and optimally apply a relocation study. Its application does not necessarily require highly trained personnel or complicated programming. It is therefore recommended that this model be applied in the case of the relocation of distribution centres. / In die geval van ekonomiese aktiwiteite soos 'n distribusiesisteem, vorm die verspreidingsdepot gewoonlik die kernpunt van die netwerk. Die markplek wat bedien word is egter nie staties nie en met die verloop van tyd, as gevolg van die verandering in die aanvraag tesame met die verandering in die produkreeks wat aangebied word, ontstaan daar 'n neiging dat die oorsponklike verspreidingspunt weg beweeg vanaf die kernpunt van die netwerk en dus nie meer die optimale liggging verteenwoordig nie. Daar is dus 'n konstante behoefte by maatskappye om te bepaal of hulle distribusiesisteme geskik is vir hulle huidige, sowel as toekomstige handelsomstandighede. Hierdie faktor, tesame met die normale strewe na minimalisering van fisiese distribusiekoste, het tot gevolg dat daar 'n behoefte bestaan aan 'n gesofistikeerde benadering tot die hele problematiek van vestiging van verspreidingsnetwerke. Die studie het dus ten doel die ontwikkeling van 'n basiese model wat riglyne daarstel vir die hervestiging van verspreidingsentra. Met bogenoemde in gedagte, is daar in die eerste plek 'n teoretiese studie onderneem wat toepaslike tegnieke en metodes wat moonlik in hierdie model opgeneem kon word, uitgelig en geanaliseer het. In hierdie gedeelte word die aksent deurentyd op bekende en bewese teoriee geplaas. Die tweede gedeelte van die navorsing fokus op die empiriese studie wat met die bou van 'n hervestigingsmodel gepaard gaan. Daar word aangetoon hoe om die model toe te pas en elke stap word met behulp van praktiese voorbeelde toegelig en verduidelik. Die model wat hier ontwikkel is le duidelike riglyne neer wat die verbruiker in staat stel om 'n hervestigingstudie aan te pak en optimaal toe te pas. Die toepassing daarvan vereis nie noodwendig hoogsopgeleide personeel of ingewikkelde programering nie en word daar gevolglik aanbeveel dat hierdie model toegepas word in die geval van die hervestiging van verspreidingsentra. / Business Management / D. Comm.

Thesis (MTech (Business Administration))--Cape Technikon, 2004. / The Cape Town Container Terminal (CTCT) facilitates the handling process ofImport and Export containers for the Western Cape and other regions. South African Port Operations (SAPO), a division of the transport parastatal Transnet, is the operator that handles container volumes through the terminal. Due to the nature of its operations, it focuses on service standards within the industry. The International Shipping Industry expects this container terminal to conform by providing the same operational standards and service they receive from other international ports. Container terminal efficiency and productivity were not providing a reliable and efficient service for vessels calling to CTCT. Delays became so endemic that the shipping lines instituted a seventy-five dollar congestion surcharge on each container being handled This surcharge was passed on to the consumer therefore increasing the logistical cost of goods and services. The fact that a shipping line was bypassing Cape Town altogether was an indication that the Terminal was experiencing difficulty in maintaining its port status as a prominent and efficient container terminal at the southern tip of Africa.

Transport undoubtedly occupies a most important place in the economic and commercial life of all countries. In this respect South Africa is no exception, and very briefly, the principal economic functions of transport are enumerated below. 1. Transport establishes communication between consumers and the producers of goods or services. 2. Transport facilitates the movement of persons between the place where they live and the place where they work - usually this is a daily procedure, but in South Africa it also entails the movement of large numbers of Natives from the Native Reserves to work for some months at a time either in the gold mines or in the several urban areas of the Union. 3. Transport makes geographical specialization possible, for agricultural or mineral resources will only be exploited, or specialized industries established, in a particular area, if the commodities produced can be transported to other parts of a country, or the world; and other capital and consumer goods brought to the producers living in the area of specialized production. 4. Transport faciitates industrial production because, of raw materials which come from many sources. Furthermore, transport enables the finished products of industry to be distributed to the markets in which they are sold. In all these cases, the efficiency of transport has to be measured not only in terms of its cost, but also in terms of its efficiency, which includes, inter alia, the time taken, the frequency of services, the safety of goods and passengers while in transit and the provision of various special services, such as the provision by railway undertakings of private siding facilities. This thesis will be divided into five parts, the first dealing with the technical and commercial development of the Buffalo Harbour. It has been decided to deal with the Harbour first because, not only has it been the focal point of the transport system of the Border Region since the latter part of the nineteenth century, but it has dominated the economic and commercial development of East London, as well as that of the Border Region as a whole. The second part deals with the evolution of the railway system from the 166 mile long East London and Queenstown Railway, to the present 1,110 miles of the Cape Eastern System. This historical chapter is followed by an analysis of the traffic of the Cape Eastern System. Part Three deals with the theory, practice, and economic consequences, of railway rating policy. Part Four is a detailed analysis of the goods traffic forwarded from, and received at East London in the period from 1st April, 1953 to 31st March, 1956. Part Five deals with roads and road transport. Finally, certain conclusions are offered, based on the significant points revealed by the investigation on which this thesis is based. In this thesis the theory of transport will not be dealt with in detail for it is essentially a factual account of the development of the transport system of the Border Region and an analysis of the present situation. It has unfortunately not been possible to make in this thesis a study of railway finance or railway economics with regard to the Cape Eastern System, for the data upon which to base such an investigation are not available for the Cape Eastern System in isolation. No attempt will be made to assess either the technical or the operating efficiency of the railway system for not only would this require more data than are available, but also a technical knowledge not possessed by the writer.

M. Tech. (Department of Logistics Management, Faculty of Management Sciences), Vaal University of Technology. / The rail industry in South Africa performs an important role in the transportation of goods and people. It also contributes in various ways to the socio-economic success of the country’s economy. However, the industry faces various performance-related challenges in areas such as maintenance of rail lines, poor train availability and non-operation of long-distance rail service, decline in fleet availability and accidents, most of which are linked to ineffective supply chain management. To resolve these challenges, this study proposes the implementation of supply chain integration as a method to improve the resilience and performance of the rail supply chain in South Africa. Hence, the aim of the study was to investigate the connection between supply chain integration, resilience, and performance in the rail industry. To achieve the objectives of the study, a quantitative approach based on the positivist paradigm and deductive reasoning was followed. The sample consisted of 300 purposively selected supply chain management professionals including other departments working with supply chain, for example the industrial department and engineering department drawn from the rail industry in Gauteng Province. The collected data was analysed using descriptive statistics, exploratory factor analysis and structural equation modelling. The results of the study indicated significant positive relationships for the three components of supply chain integration, namely internal integration (β=0.132), supplier integration (β=0.369), customer integration (β=0.596) and supply chain resilience. Among these three independent constructs, customer integration emerged as the most significant predictor of supply chain resilience. Significant and strong positive relationships were also observed between supply chain resilience and the tangible (β=0.781) and intangible (β=0.673) dimensions of supply chain performance. Among other things, the study recommends the training of professionals on the importance of supply chain integration, improvement of communications within the rail industry, adoption of relevant technologies and the nurturing of organisational cultures that promote both intra and inter-organisational collaboration. The study is significant in that it contributes new knowledge to the exiting literature in the South African rail industry. It also directs supply chain management research to the rail industry, which is an important economic sector and where there are many emerging issues that require empirical attention. Practically, the study shows that if rail industries improve supply chain integration there will be benefits to the firm in the form of enhanced resilience and performance of the supply chain.

The industrial council agreement for Motor Transport Undertaking (Goods) in the Transvaal will be in force until 1990. Wages are negotiated annually, for implementation in January, but a compulsory arbitration provision comes into effect if there is a deadlock. This document is prepared to assist the Transport & General Workers Union in providing factual information to the arbitrator to back up the demand for a substantial wage increase. The union has rejected a final offer from the employers of an eight and a half percent increase in January 1988. Unfortunately, we have not received the wage demands of the union, so our report is not as focused as it should be.

PhD (Environmental Sciences) / Department of Urban and Regional Planning / See the attached abstract below