Concrete deteriorates due to, but not limited to the ingress of deleterious substances which react with the cement matrix, reinforcing bars corrosion, mechanical effects, physical effects, structural damages, poor construction practices. All these factors individually or combined, ultimately reduce the expected service lives of the concrete structures. The trends vary with different exposure conditions and geographical locations, and a reference guide is required in South African context. A total of twenty-four concrete structures were visually assessed by different University of Cape Town (UCT) scholars and findings were captured in project reports. The reports of these assessments were analysed in this research to identify the main causes of concrete deterioration and severity of damages in the three provinces considered in South Africa, whilst linking these to environmental exposure conditions and geographical location. It is important to elucidate that deterioration mechanisms and trends were drawn from the limited number of visual assessment reports, and the mechanisms assumed might not have been necessarily correct. The rating of the defects was done using the DER-U rating system, a method available for bridges and retaining walls. DER-U rating system was developed for buildings, exploiting the available rating system for bridges as there is no available established rating system for buildings, and the author considered it an important tool for the preliminary evaluation taking note of all limitations. However, reinforcing bars corrosion has been found to be the most prominent deterioration mechanism on structures assessed and severity was high on the structures located in the Western and Eastern Cape provinces, and was exacerbated by the inadequate cover provided on most structures. Furthermore, it was also noted that the severity of the damage increased with age of a structure. Although petrographic analysis as an additional investigation was required to ascertain Alkali-Silica Reaction (ASR), damage was observed in the Western Cape and Gauteng provinces. Even though the occurrence was low, it still required special attention as the effects are usually disastrous and very expensive to maintain the affected structures. Leaching was observed on all the bridge structures assessed though it was more prominent on the structures situated at the coast. Plastic and drying shrinkage cracks were observed on all structures in the Gauteng province and it has been noted from the literature that shrinkage cracks were exacerbated by very high seasonal temperatures in these provinces. Abrasion was high on all structures on the tidal zones and the elements of structures located in the water courses. The proposed in-situ and laboratory tests have been discussed in this report and they are recommended for full-scale condition assessments to complement the visual assessments in an endeavour to ascertain the mechanisms identified. Evidence of poor maintenance practices was observed in the Eastern Cape province where delamination and spalling were observed on freshly repainted structures. As a result, in South Africa there is undoubtedly, a constant need of developing and employing effective and efficient tools to ensure quality is not compromised. Design engineers must always take into cognisance the exposure conditions and ensure strict quality control measures during the construction phase. Maintenance engineers should take into consideration the location of the structure and deterioration mechanisms in the specific areas when determining the maintenance strategies. The clients should always employ knowledgeable design and maintenance engineers, to ensure durable structures are erected and correctly maintained.

In South Africa, current urban planning models and traditional state-led urban interventions seem to have noticeably failed to sustainably address the integrated problems that are evident in informal settlements throughout the country. In the case of many current urban interventions, professionals give technocratic solutions to problems in informal communities with little to no consultation or engagement with the affected community. The result is often that community's needs are not sufficiently met and the community is not capacitated to take full ownership of the solution. More often than not the intervention (technocratic solution) becomes mismanaged, underutilised and inevitably the solution is proven to be unsustainable. This phenomenon has highlighted the need for a new approach to addressing the needs of informal settlement dwellers. In recognition of the need for a new approach, this case study of a partnership-based urban upgrading intervention is conducted in order to make realistic recommendations regarding the value of professionals in partnership-based urban upgrading interventions as opposed to top-down interventions. The primary research question of this case study is thus: what lessons can be learnt about the role of the professional in partnership-based urban upgrading interventions by gaining insight on a successful partnership-based intervention? The Genius of SPACE (GOS) partnership, based in the informal settlement of Langrug in the Stellenbosch Municipality is used as the topic of the case study to answer the research question. The GOS partnership was initially formed to address greywater management and stormwater drainage challenges in the settlement. A capability analysis approach is utilised as a theoretical tool to investigate all of the different assets which might be available to the professional to contribute to addressing the social as well as the technical challenges that the GOS partnership aims to address. This tool ultimately contributes to the development of clear guiding principles for technical professionals working in urban upgrading partnerships. Some key guidelines for technical professionals in partnerships emerge from the case study and clearly show that a developmentally aligned partnership should ultimately be able to utilise not only technical abilities and skills but also social expertise to facilitate community mobilisation strategies that allow for highly responsive upgrading processes to ensure long-lasting structural as well as social change.

Culture has been consistently underrepresented in the sustainability debate and often perceived as a constraining factor to modern-day advancement. However in recent years, the broadening development paradigm in the Global South is increasingly asserting culture's indispensable role in sustainable human development. This dominant cultural paradigm mainstreamed by UNESCO is subscribed to by government and other role-players within the domain of culture and urban development. Despite its significant achievements, it however comes with a specific heritage conceptualisation, which is disconnected from local reality and perpetuates a problematic theoretical construct of cultural legacy, which is steeped in a Eurocentric conservation bias with colonial undertones. The thesis argues that this model will not lead to transformative interventions in urban areas that harness the power of culture if its interpretation remains decontextualised and perpetuates an instrumentalised view of culture and cultural conservation practice, inherited from the past. The thesis explores how an alternative conceptualisation of culture, based on the concept of cultural ecologies, can be more meaningful and beneficial in contributing to the theoretical reassessment of the human settlements imaginary. This is achieved through an interdisciplinary literature review and a case study of Bagamoyo, a small urban settlement in Tanzania. Through a systematic diagnosis of this small scale locality, cultural ecologies are foregrounded through the primary lens of the urban public-private interface and framed within a context that is shaped by the dynamics of globalisation. Additionally, the study takes place against the backdrop of a failed UNESCO World Heritage application, which allows me to discuss the undercurrents and invested interests associated with cultural heritage politics and the traumatic impact global conventions can have on local sustainability. It concludes in a proposed approach that repositions culture at the core of social exchange and argues that cultural sensitive development is an ongoing socio-cultural production process. Its potential lies in capturing the layered 'ordinariness' of place and in harnessing the imaginative responses arising from local idioms, practices and traditions as the shared imaginary of tomorrow.

Steel fibre reinforced sprayed concrete is common practice for permanent linings in underground construction. Today there is a demand on "expected technical service life" of 120 years. Thin steel fibres could be expected to discontinue carrying load fast with a decrease of fibre diameter caused by corrosion, especially in cracks. The thesis contains results from inspections on existing sprayed concrete structures and a literature review on corrosion of steel fibres in cracked concrete. To study the mechanisms ruling inititation and propagation of corrosion both field exposure tests and accelerated laboratory exposure tests with cracked steel fibre reinforced sprayed concrete have been performed. Parameters tested are type of spraying method, exposure environment, fibre length, usage of accelerators, crack width and time of exposure. A discussion on how the influence of corrosion on load bearing capacity should be considered in a service-life model is also presented. / Godkänd; 2000; 20070317 (ysko)

Alkali Aggregate Reaction (AAR) is a deterioration mechanism which affects concrete structures all over the world. Different parts of the world employ various mitigation and control measures for AAR damage. Different tests are also performed worldwide to assess AAR. With the variety of AAR avoidance measures and AAR tests performed worldwide, it is necessary to have a thorough compilation and critical assessment of these AAR avoidance measures and AAR tests, which may be of assistance to engineers and other professionals who are involved in structural and material design of concrete structures or in the construction, quality control and condition monitoring and assessment of concrete structures. This dissertation aims to outline the types of AAR and the mechanisms associated with them, and to highlight case studies of AAR incidences around the world. This dissertation further aims to provide a comprehensive compilation and analysis of various AAR avoidance measures as well as AAR tests that are performed worldwide. Commonalities and differences will be highlighted between the different case studies, and critical analyses will be done on the AAR avoidance measures and AAR tests that will be discussed. There are three main types of AAR, distinguishable by the aggregate source. These are: AlkaliSilica Reaction (ASR), Alkali-Silicate Reaction and Alkali-Carbonate Rock Reaction (ACR). Since AAR is a type of internal chemical damage to concrete, it can be avoided by engineering design and by carefully selecting the concrete construction materials. In order for damaging AAR to occur in concrete, the following conditions need to be met: • Reactive silica in the aggregates should be present • Alkali, which is primarily from Portland cement, should be of a sufficient concentration • There should be sufficient moisture in the concrete • Portlandite should be in a sufficient concentration (this is specifically for ACR) To prevent the occurrence of AAR in concrete, one or more of the conditions above should be eliminated, except for the case of ASR in which one or more of the first three conditions should be eliminated. Since this dissertation mainly focuses on ASR, only the first three conditions will be considered as these are the only conditions for the occurrence of ASR. Various testing methods are employed all over the world to assess AAR. These tests include tests performed to assess whether certain aggregates are susceptible to AAR; tests to assess the performance of specific concrete mixes and thus determine if they are susceptible to AAR, and also tests performed to assess the occurrence and extent of AAR in existing concrete structures.

Internet access is a prerequisite for meaningful individual and national participation in the knowledge economy and removing barriers to such access serves broader national socio-economic policy imperatives. This critical review of the literature posed the questions: What is South Africa's current telecommunications context from a Universal Access and Universal Service point of view and does a market gap and/or access gap remain despite efforts to address such gaps since 1994? If so, how do either or both the market gap and access gap appear in the South African context and what are key hurdles that need to be overcome in order to close these gaps? The review provides a plain language explanation of how broadband Internet access can benefit South Africa's economy, and describes the negligible impact of existing policy in an anti-competitive market environment. A brief overview of South Africa's telecommunications history since 1994 until 2016 helps to contextualise the sector. In the early 1990s, 2% of South Africans had access to voice telephony. A few years later Universal Service and Access regulation was overtaken by the rapid adoption of mobile phones. With more than 40% voice telephony domestic penetration the network effect of quicker communication stimulated the domestic economy. Having achieved Universal Access objectives relating to voice communications, today nations seek the compounded advantages from the network effect of broadband Internet access. South Africa's GDP is predicted to grow by 1.34% for every 10% increase in broadband penetration, through increased productivity, job creation and greater access to cheaper services. However almost two thirds of South Africans cannot afford Internet access; and neither action by the free market nor the state is effectively increasing levels of cheap, accessible Internet. Incumbent service providers dominate the South African telecommunications sector and have little incentive to accelerate Internet access and adoption to low-income households and areas outside of the major metropolitan areas. It is therefore necessary that policy facilitates: competition in the ICT product and services sector, effective spectrum management, productive Internet use by lowincome households and user demand for online content.

Cities today are suffering from public dependence on the automobile and a tendency to sprawl. The preference afforded to privatized means of mobility and dwelling has diminished opportunities for interaction and exchange in the public realm. The role of public transportation infrastructure must be elevated to reconnect our fractured communities. To achieve this, the identity of place must be translated into infrastructure- something that is by definition a regularized system of support. Combining the utility of infrastructure and a contextual reading of place, stations have a unique opportunity to communicate to the public. One station simultaneously reflects the identity of the regional network, the particular line it is located along, and the neighborhood it serves. An investigation into the need for redesign of transportation infrastructure in New Orleans explores the relationship between the ephemeral experiences of mobility through a city of shifting identity. Stations designed along a local and an express line demonstrate an approach to transportation planning and design that reinforces local identity in order to redefine the city. / 0 / SPK / specialcollections@tulane.edu

The introduction of the automobile drastically changed the urban fabric of our cities. Cars offered unprecedented mobility, so middle-class Americans fled cities in the endless pursuit of personal space. It became necessary to construct a vast network of infrastructure to accommodate the infinite expansion of peripheral districts. So, in the mid-20th century, public works projects were undertaken throughout the country in order to modernize cities around the vehicle. There was great excitement over the engineering feat of the elevated freeway as "an urban sculpture for motion." 1 However, the inevitable enormity of vehicular infrastructure became problematic in historically dense urban centers. Architects and planners accepted the increasing importance of the automobile but were wary of its imposing infrastructure. They understood both the potential of freeways for expansion, as well as the drawbacks of their "mere physical form ... sheer bigness and muscularity." 2 Earlier projects were more mindful of urbanistic principles integrating topography and pedestrian movement into a sectionally-rich infrastructure. There were theoretical projects suggesting a "multilevel metropolis" 3 that argued for the careful integration of buildings and alternative transportation as a way to mitigate the impact of daunting elevated structures. Unfortunately, the rapid expansion of the interstate system began to ignore these strategies. Instead, most cities received the universally engineered solution to simply elevate the highway and obliterate anything in its path. Furthermore, the insertion of massive highway infrastructure occurred overwhelmingly through lower-class neighborhoods under the guise of fixing urban blight. Once vibrant neighborhoods were plowed over with asphalt and isolated from the rest of the city. Some fifty years later, the relevance of the automobile is dwindling, and designers are questioning this invasive highway infrastructure. The elevated highway became a physical and perceptual barrier that has inhibited the growth of countless urban communities. While the simplistic solution argues total removal, or capping, this process is expensive, unsustainable, and only masks the problem. These structures have a legacy and permanence as an architectural element, and have the potential to be part of a larger system for mobility. This thesis argues for the return to more sustainable solutions for a multilevel urban condition with the capacity to reconnect isolated spaces. / 0 / SPK / specialcollections@tulane.edu

"Infrastructures work to move goods, people, energy and information around, establishing pathways and nodes that make connectivity possible" The potential for architects to discover the overlaps between the human, mechanical, and natural conditions of the city may allow the redevelopment of deficient infrastructure to simultaneously address other critical urban issues. What if the typical monofunctional infrastructure could be transformed into an urban experience that creates a new public landscape and enhances physical exchange? / 0 / SPK / specialcollections@tulane.edu

Introduction: Since 1994, the response to the low income housing backlog in South Africa has been met with the capital grant, targeted at households earning less than R3500 per month. Scholars and policy makers echo the same sentiments that state funded housing and facilities should be located close to economic opportunities and in close proximity to public transportation systems. However, due to the limitations of the grant, low income housing development has been typically been limited to cheap peripheral land where large scale low income housing projects can be rolled out in the form of low density housing developments. In recent years, a growing body of knowledge has found that the provision of state funded housing opportunities on the urban periphery has a significant impact on urban sustainability, particularly the financial sustainability of government. This study aims to add to the body of knowledge pertaining to how the roll out of low income housing in various locations within the same municipal area affects a household's ability to access economic and social opportunities in terms of financial and social costs to the household. Method: The study considers Hessequa Municipality as a case study, with four settlements within the municipality (Slangrivier, Kwanonkuthula, Diepkloof and Melkhoutfontein) used as sub-cases. The four settlements vary greatly in spatial location, population size, history, growth potential and functional role, thus providing a good opportunity to examine the impacts the provision of low income housing by the state within different spatial locations on the lives of households. A case study research approach is applied, using a mix of methods, namely: a review of documents, the mapping of existing facilities, and a survey of 20 households in each of four settlements. Results: The analysis found notable differences between the provision and access to services amongst the four settlements. The study found that that facility provision to low income households varies from settlement to settlement and that a household's perception about whether accessibility to facilities has improved, is relative to the services which households were previously afforded access. It was found that beneficiaries of housing located in close proximity to facilities and employment opportunities incur little or no cost in terms of travelling to facilities. Households with limited access to facilities have to be selective with regard to which member of the household can participate in activities offered in the broader settlement, as otherwise the costs of travel can be very onerous for households. The survey revealed that the opportunity to get a free house far outweighs any inconvenience associated with limited access to social and economic opportunities, with 100% of respondents indicating that they would choose a poorly located free house rather than a rented home in a better location with better access to facilities. In addition, within the context of the four settlements studied, it was found that travel expenses that would ordinarily have been incurred by households travelling to work and school has been found to be carried by employers or subsidised by government, and therefore have less of an impact on household expenditure than I had anticipated. For example, in Slangrivier 50% of the employed are collected for work by their employer and incur no costs for travelling to work. Similarly, the excessive distance travelled to schools, and its consequent burden of cost, is generally not carried by households, as the Department of Education subsidises the transportation of learners to and from school daily. It was found that the use of facilities is influenced by distance, cost, availability and, interestingly, personal preference. Although the provision of facilities across the four settlements is currently uneven, the municipality has created an expectation amongst the public that, over time, facilities will be provided in all settlements, irrespective of their location.