This research examines the complex factors that influence the design of a new cruise liner terminal for Durban. Secondary and primary data collection methods will be used in the research. Secondary data collection forms the majority of the information gathered. This method will focus on precedent and case studies from which conclusions will be drawn and a design brief for the cruise terminal derived. Cruise liners typically spend periods of less than a week in port, during which time passengers will visit local tourist attractions. Durban's cruise season lasts from mid-November till mid-April. The local cruise industry has seen a steady increase in passenger numbers over the years. This has seen the MSC Melody cruise ship being procured to meet the demands of the industry. As a consequence of this increase the current cruise liner terminal, the N-Shed, has been placed under increasing pressure to provide a world class facility and service experience, expectations which it is ill equipped to deliver. Through this study key aspects, specific to the cruise liner terminal design, are investigated. These include passenger movement optimisation, response to local conditions, form development, waterfront regeneration and the concept of the terminal as a gateway to the city of Durban. In developing the architecture of the cruise terminal, the understanding of these factors is vital if the designer is to make a meaningful contribution to society though his building . With the cruise liner terminal being a unique building typology, in the context of Durban, an opportunity arises to reconnect the city with its harbour edge. / Thesis (M.A.)-University of KwaZulu-Natal, 2008.

The port of Durban is currently suffering under severe capacity constraints. This has negatively affected efficiency resulting in queuing and berthing delays. If Durban wishes to remain the premier hub status port of the region and Southern hemisphere, then it needs to adequately address the current supply constraints. Shipping vessel operators and owners will not tolerate these inefficiencies indefinitely and if the port does not seek to address the situation, it runs the very real risk of losing patronage in the medium to long term. The obvious response to the supply side constraint is to increase container handling capacity. This dissertation will analyse the expansion options available to the port in this regard. Beside simply increasing capacity, the port needs to increase draught depth at the berths since container vessels are continually migrating to larger sizes to benefit from economies of scale. A key challenge is the fact that the port serves other purposes beyond that of being a gateway for traded goods such as ecological functions and subsistence fishing. This is compounded by the significant environment degradation which the bay has suffered over the last century or so. The port, however, generates significant economic benefits for the city in terms of economic linkages and employment, and for its wider national and regional hinterland, by holding down the generalised cost of the transport of goods. By not expanding capacity, there are significant opportunity costs for Durban and for the port’s wider hinterland. The best way of analysing the benefits and costs of the various options is to conduct a public CBA analysis which monetises and discounts streams of benefits and costs to arrive at a NPV. Several expansion options are examined and include Bayhead, the old DIA site and Richards Bay. An NPV was calculated for each option where environmental externalities were included. The CBA yielded three options with positive NPV’s out of the seven examined. The Southern Access routes, 3CA and 3DA, were both rejected since the effective removal of port sites used presently for the handling and storage of petrochemicals was considered infeasible. One of the Northern Access routes, 1AB, was also rejected since the option yielded a negative NPV. Even though DIA1 had a positive NPV; it was rejected based on mutual exclusivity with option DIA2. Richards Bay was rejected since it had a penalty cost of R89 billion over Durban, due primarily to higher logistical costs. On balance the Bayhead option 1AA and airport option DIA2 were chosen as the projects of choice primarily on the basis of the CBA results. Both these options yielded significantly positive NPV’s and the port should seriously look into their construction as they would provide several years of spare capacity as well as being able to accommodate Post Panamax vessels. / Thesis (M.Com.)-University of KwaZulu-Natal, Westville, 2010.

The Port of Durban, with its close proximity to industrial, urban and agricultural activities, receives a number of chemical pollutants that settle out and accumulate in sediments. Chemical analysis of these sediments has indicated elevated levels of chemicals that, according to sediment quality guidelines, might cause adverse biological effects. However, elevated concentrations alone do not necessarily imply that chemicals are present in bioavailable concentrations high enough to be harmful to organisms that come into contact with them. Thus, chemical tests alone cannot provide an accurate indication of the potential adverse biological effects of these chemicals. In this regard, toxicity tests of sediment porewaters have been developed using sea urchin gametes to assist in determining the bioavailability of chemicals present in porewaters. Further, procedures such as Toxicity Identification and Evaluation (TIE), which involves the manipulation and/or treatment of toxic porewater, have also been developed to assist in the isolation and identification of chemicals causing porewater toxicity. In this research, on a number of sampling occasions between July 2007 and July 2009, three replicate sediment samples were extracted from a site in the Port of Durban known to contain sediment with potentially toxic porewater. Results of initial toxicity tests, using the sea urchin fertilisation test indicated the presence of toxic porewater although, in some instances, porewater toxicity was highly variable between replicate samples. However, results from TIE procedures performed to reduce potentially toxic concentrations of metals, ammonia and organic compounds did not resolve the primary cause of porewater toxicity. Further research indicated that chemicals including hydrogen sulphide, which can occur naturally in organically enriched sediments, may have been confounding factors that masked the potential toxicity of other chemicals present in the sediment samples. Consequently, a sampling strategy and modified TIE procedure have been recommended. The sampling strategy has been designed to assist with detecting and understanding any sample variability that may occur. The modified TIE procedure, which suggests initial procedures to determine and reduce/remove the possible confounding effects of potential naturally occurring compounds such as hydrogen sulphide from the porewater, could be used in future to understand and evaluate the quality of contaminated sediments from similar environments. / Thesis (M.Sc.)-University of KwaZulu-Natal, Westville, 2011.

The dissertation sets out to identify the reasoning behind why there has been a decline in bunker callers to the port of Durban at a time when there has been an increase in shipping activity and other ports around the world have experienced rapid growth in their bunker markets. It was first necessary to establish that there has been a fall off, what the economic impact of the fall off was and then to analyse the current operational procedure and the strengths and weaknesses of the port. The ports of Singapore and Gibraltar are looked at as they are two ports where bunkering has grown over the period Durban has seen a decline. The SWOT analysis of Durban takes into account the survey that was conducted by IBIA to ascertain what were perceived to be the main factors behind South African ports losing bunker business The type of ship that calls at Durban for bunkering and what is the most common voyage route are identified. It was found to be a handy size ship with the last port of call being a South American port. The cost for the voyage and the port call at Durban are calculated to work out the maximum time the ship should be at Durban from arriving outside to once again sailing. It is found to be twelve hours. The relationships of the parties to the bunker operation are analysed to see where it would be possible to introduce efficiencies to the supply chain and how to reduce the overall port stay to under twelve hours. Over an above this the port costs are reviewed as there are areas where discounting could be introduced to once more encourage owners to call A major stumbling block to the whole process is the unreliability of supply with the port being unable to provide bunkers 11% of the time. The need to address the stock management problems experienced by the majors is vital to the success of promoting Durban as a bunker port and ways of achieving this are proposed. / Thesis (MBA)-University of KwaZulu-Natal, 2006.

1. Introduction and Context Oil as a source of energy is an undisputed reality of the age in which we live. The oil and petroleum industry is an essential and valuable part of the South African economy. It follows then that transportation in this industry is of crucial importance. Simply put, without the efficient transportation of the various crude and petroleum products, the energy requirements of the country could not be met. While there are various modes of transportation within South Africa servicing this industry, this study will concentrate on the carriage of crude oil and petroleum products by sea, and its handiing in the associated ports. The main objective will be to examine the pricing structure raised by the ports of South Africa against the oil industry for th'a transportation of the crude and petroleum products moving through the various ports. 1.1 Background During this researcher's tenure as a shipping agent on behalf of the oil majors in the ports of South Africa, the pori authorities' charges were dealt with on a regular basis. The inherent problems with the charges and the resulting conflicts created between the port authorities and the oil majors became quite familiar to the researcher during her years of working with the two parties. 1.2 Objectives of the Study This study will start by looking at the economic theory and principles of port pricing structures. Chapter Two will work toward outlining the optimal port pricing structure a port authority should adopt, in order to ensure it is working according to sound economic principles as well as meeting the various objectives of the stakeholders utilising the port's infrastructure, superstructure and services. Chapter will focus on the South African oil industry and the importance of crude oil and its petroleum derivates as an energy source. The industry will placed in larger context of SADC, the various role players will be identified and the modes of transport used for the carriage of crude and petroleum products will outlined. The chapter will close with a presentation of the product costing for the petrol price South African consumers' pay at the petrol pumps. Chapter Four presents an overview of the ports South Africa, their facilities, their management arrangements and their pricing structures. A brief. history of the ports will be followed by a discussion of the need a restructuring process and an outline the proposed privatisation process will be Following this, the current management structure related pricing tariffs will be detailed. Chapter Africa and will explore the relationship ben.veen of the ports of South oil industry. history of this relationship will be set out, followed by the current dynamics affecting it. The study will then move on to examine the oil industry infrastructure found in these ports in terms of ownership management of Port tariffs and the question of who actually pays what will be addressed. The that created and continue to create tensions between oil majors and the ports of South Africa will highlighted. The chapter will conclude by presenting an ideal pricing structure, which could work towards resolving some of these issues. Chapter Six will discuss two different international models based on energy demand and supply similar to South African situation. The port pricing structure of these models will then be compared to that of South African ports in order to present a best-working practice. The purpose of this is to bring in an international perspective for the ideal pricing structure presented with the conclusion in Chapter Seven. 1 Methodology of the study The researcher initially used interviews with the various bodies as a means of gathering information. These data were then verified against textual information sources. Statistical figures were gathered and correlated into formats, which could then verify -, or disprove -- different hypotheses put forward in the study. / Thesis (MBA)-University of Natal, 2003.

Abstract not available. / Thesis (MBA)-University of Natal, 2002.

Les comunicacions i infraestructures sempre han estat claus per explicar el desenvolupament econòmic. Durant la segona meitat del segle XIX, l’administració espanyola a Filipines va iniciar una tasca d’inversió en infraestructures per desenvolupar un model productiu basat en la producció per a l’exportació. Per portar-lo a terme, va ampliar el port de Manila dotant-lo d’una estructura que permetés l’accés de bucs de gran tonatge i d’altra banda, el va connectar amb el ferrocarril, en una línia que vertebrava Luzón i donava sortida als productes de les explotacions de plantació. L’administració nord-americana va continuar l’expansió d’aquestes línies, i va modernitzar la xarxa de carreteres i de tramvies urbans, en una política continuista d’inversió en infraestructures sobre els traçats originals projectats inicialment per l’administració espanyola. / Communications and infrastructures have always been the key to explain the economic growth. Late in the XIX century, the Spanish administration in the Philippines began a task of investing in infrastructures to develop a production model based on “produce to export”. To carry it out, expanded the port of Manila, giving it a structure that allow access of large tonnage ships, on the other hand, was connected with the railway, with a line crossing Luzon, and a way out for the production of the plantation sites. The U.S. administration continued the expansion of this line, and expanded also the road network and the urban tramways, with a continuous policy based on investment in infrastructures on the routes started and initially projected by the Spanish government.

O objetivo deste trabalho é propor metodologias que permitam estimar e avaliar a dimensão dos impactos no meio ambiente de baías com porto, tendo com área referencial a baía de Paracas no Peru. Nos últimos 40 anos, a baía de Paracas tem sido submetida a uma imensa pressão ambiental em função das descargas das diversas atividades antrópicas desenvolvidas na região e que colocam em risco o ecossistema da única reserva ecológica costeira da costa leste do Pacifico Sul. A degradação nessa baía tem-se visto intensificada pela explosão demográfica, necessidade de crescimento econômico regional e carência de metodologias de desenvolvimento sustentável. É precisamente esta lacuna que motivou o desenvolvimento desta pesquisa, a qual adotou os princípios estabelecidos na norma ISO-14001:2004, e tem como intuito servir de subsidio aos gestores políticos para a implementação de políticas econômicas, sociais e ambientalmente corretas. A pesquisa iniciou-se fazendo uma abordagem panorâmica da política ambiental, focalizando sua aplicação na América Latina e, especificamente, no Peru. Primeiramente foi realizada uma pesquisa exploratória buscando informações técnicas, ambientais e jurídicas utilizadas pelos órgãos intervenientes na gestão ambiental. Seguindo a lógica da norma ISO-14001 foi realizado o diagnóstico ambiental da área de influência da baía, fazendo uso de dados georeferenciados obtidos pelo programa Google Earth; nesta foram identificadas as principais atividades que despejam seus efluentes na baía e identificados os principais aspectos e impactos ambientais, os quais foram caracterizados segundo a nomenclatura do CONAMA, e propostas medidas mitigadoras junto à legislação peruana aplicável. Ainda o trabalho foi complementado com um estudo sobre a circulação dos poluentes na baía, implementado através de modelagem numérica aplicada na equação advecção-dispersão (lei de Fick) e simulados no software Matlab. Finalmente, com base dos dados obtidos em campo, foi feita a caracterização da qualidade da água na baía segundo os parâmetros estabelecidos pelo IQA da National Sanitation Foundation. De acordo com os resultados, conclui-se que a baía está sendo muito prejudicada pelos despejos sólidos, líquidos e gasosos; os níveis obtidos ultrapassam os limites permissíveis da Lei Geral das Águas para cada área estudada; o elevado nível e contaminação na baía tem relação direta com as doenças na região (doenças respiratórias e gastrointestinais); a característica física da baía tem influência direta na recuperação desta, e seu processo de autodepuração está comprometido. Diante disso, como contribuição, este trabalho preocupou-se em propor alguns planos e programas que visem o desenvolvimento sustentável das atividades antrópicas e respeito ao meio ambiente. / The aim of this work is to propose methodologies that allow us to estimate and evaluate the dimension of the impacts on the environment of bays with harbour, having Paracas Bay in Peru as an area of reference. Over the last forty years, Paracas Bay has been submitted to a huge environmental pressure as a result of discharges from numerous human activities developed in the region, which threatens the ecosystem of the only ecological reservation on the east coast of the South Pacific Ocean. The environmental degradation on this bay has been intensified by the demographic explosion, the necessity of a regional economic growth and the deficiency of methodologies of sustainable development. This gap is precisely what motivated the development of this research which adopted the principles established by the ISO- 14001:2004 standard and it is aimed at aiding political managers for the implementation of correct environmental, social and economic policies. The research started with a panoramic approach of the environmental policy focusing on its application in Latin America, specifically in Peru. Firstly, an exploratory research was conducted, looking for judicial, environmental and technical information used by the intervening agencies in the environmental management. Following the reasoning of the ISO-14001 standard, an environmental examination of the bay\'s catchment area was carried out, making use of georeferencing data obtained by Google Earth. The main activities that pour their effluents on the bay were identified in this area, as well as the major aspects and environmental impacts which were characterised according to CONAMA standard, and mitigating measures were proposed by the applicable Peruvian legislation. This work was also supported by the examination of the flux of pollutants on the bay, enhanced through the numerical modelling applied in the advection-dispersion equation (Fick\'s Law) and simulated by the MATLAB software. Finally, the water quality\'s characterisation was based on the data obtained in the field, in conformity with the parameters established by the National Sanitation Foundation Water Quality Index (NSFWQI). According to the results, we can draw the conclusion that the bay is being heavily damaged by discharges of gas, liquid and solid materials. The level of contaminants exceed the permissible limits of the \" General Water Law\" for each analysed area. The high level of contamination of this bay is directly related with some local diseases (gastrointestinal and respiratory diseases). The bay\'s geographic feature has a direct influence on its recovery, although the self-depuration process of the water body is highly compromised. In view of that, as a contribution, this work was devoted to proposing some plans and programmes which aim at the sustainable development of human activities and the respect for the environment.

This dissertation details the design of a fish processing and distribution building in the Fishery Port of Maputo. The ‘port’ is explored as a threshold between a city and the ocean and the perceived spatial permanence of city form is brought into dialogue with the constantly changing forces of the harbour across this threshold. The cyclic fluidity of civic life mediates this dialogue to achieve an architecture conscious and manifest of the temporal. / Dissertation (MArch(Prof))--University of Pretoria, 2012. / Architecture / unrestricted

Bibliography: pages 85-89. / This thesis is submitted in partial fulfillment of a B.A (Hons.) degree in African Studies, for which my home department was Social Anthropology. The project arose out of my interest in the interdisciplinary work of Michel Foucault and its application to the history of Africa. This has been broadened into an interest in post-structuralist theory, and has been particularly focussed on the "institution". A prime example of Foucault's "complete" or "austere" institution is the prison. The Breakwater convict station, a colonial prison in Cape Town during the nineteenth century, suited both my theoretical and empirical interests. I chose this particular institution because it was the prison from which the linguist W.H.I. Bleek drew his San informants in the 1870s, and because the prison and its records were based in Cape Town. I wanted to incorporate ideas from secondary sources on Bleek and his work (e.g. Thornton 1983, Deacon 1988a). But the work took its own directions, and I have focussed here on the organization of the prison and on the prisoners in general rather than on the San.