Dissertations / Theses on the topic 'Railroads - South Africa - Passenger traffic'

Doctor of Philosophy
During the 1990s, governments, managements and unions have been focused upon improving the cost efficiency of firms. This focus has been strongest for firms in the public sector where improved outcomes can be expected to significantly improve the Gross Domestic Products of whole economies. This case study looks at the cost efficiency of NSW rail passenger services over a 41 year period to 1991/92, long suspected (but hitherto only tentatively demonstrated) as a paradigm of cost inefficiency. The case study focuses upon the use of the total factor productivity (TFP) index, as a datum point for measuring change in productivity in four markets: suburban, internrban, country and interstate passenger services since 1951/52. From this datum, changes over the years in management, technology and other external factors can be identified and assessed. The thesis identifies management quality (the organising element in the firm) as the preeminent factor in determining productivity change, and the role that new technology plays in its impact on failures in management. We establish the linkages between management and innovation, with TFP, pricing efficiency and economic resource use efficiency, to present a rich paradigm for assessing the economic performance of any business firm. Borrowing from systems theory and other management practices such as total quality management, we disaggregated the case firm into its component systems, sub-systems and processes, for separate study in relation to impact on TFP. The database for 41 years of rail behaviour is the richest ever compiled for any railway in Australia, and with enhanced modelling, enables a systematic treatment of the performance through time of State Rail's passenger services.

International air transport has been one of the most highly regulated and restrictive industries in the world, governed by bilateral air services agreements (BASAs). More recently progressive liberalisation, through the gradual removal of regulatory restrictions, has taken place in major air markets of the world. In Africa, more than a decade ago, African leaders agreed to liberalise the intra-African aviation market through the Yamoussoukro Decision (YD) of 2000 but its full potential across the Continent has not yet been realised. Many studies worldwide have been done on air liberalisation and its impact on air traffic flows but very few include Africa. This study focuses on the impact on air passenger traffic flows of South Africa’s aviation policy in Africa by investigating the link between South Africa’s aviation policy, as reflected in the design of its BASAs, and air passenger traffic flows over an 11 year period (2000 to 2010). A mixed research methodology was followed. Qualitatively, a two-round Delphi technique was employed to determine the views of aviation experts from academia, the public and private sectors, on features of BASAs, as well as those unrelated to BASAs, that have an influence on air passenger traffic flows between country-pairs in Africa. Twenty-five BASA features and 48 non-BASA factors were identified from which a conceptual framework was formulated. The quantitative phase aimed at estimating and statistically quantifying the impact of the degree of restrictiveness or liberalisation of the respective BASAs, as measured by four variants of the Air Liberalisation Index (ALI): STD, 5th+, DES+ and OWN+. It also aimed at identifying which specific provisions of BASAs had the most significant impact on air passenger traffic flows. A fixed one-way panel regression technique was applied to the selected 11 year panel data set of 42 African countries, representing five markets: intra- African; the SADC; West African; East African and North African. A number of other predictors were also identified which meant that the impact of the aviation policy on air passenger traffic flows could not be tested in isolation: the degree of liberalisation of the policy as measured by the ALI; the number of years BASAs have been in place; GDP; the presence of a low-income country; the magnitude of services trade flows; and population size. The simultaneous impact of the six predictors was tested in each of the five markets with the various markets showing different predictors as being statistically significant. In the intra-African and SADC regional markets these were Trade, ALI and GDP; in the East African market Low Income, Trade, ALI and Population but in the North African market only GDP. Where the impact of the aviation policy was found to be significant, individual provisions such as fifth freedom traffic rights, capacity, designation and cooperative arrangements were tested for their impact on air passenger traffic over two time periods: 2000 – 2010 and 2006 – 2010. These also proved to be significantly different for the various regions. The results of this research provide new insights into the relationship between air passenger traffic flows and aviation policy in the South African – intra-African and regional contexts. The research technique used in the South African – intra-African market expands on the established cross-sectional 2005 QUASAR database, laying a foundation for similar studies in other regions where impact of policy over time can be established.
Thesis (DCom)--University of Pretoria, 2012.
Tourism Management
unrestricted

Thesis (MBA)--Stellenbosch University, 2005.
ENGLISH ABSTRACT: In April 2004, the then Transport MEC of the Western Cape, Tasneem Essop unveiled Government's grand vision of converting Klipfontein Road into a pioneering form of public transport called Bus Rapid Transit (BRT). BRT is the public transport system that the provincial government and City of Cape Town have selected to address South Africa's city transport problems, with a future looking perspective. BRT is characterised by dedicated bus lanes, which will be divided from the normal traffic lanes to ensure that 'express' buses can travel unhindered. Government envisages changing the 20 km Klipfontein Road Corridor stretching from the Inner City through Athlone/Gatesville to Nyanga and Khayelitsha into an activity axis of economic transformation, featuring bus stations, convenience stores, supermarkets, coffee shops and kerbside cafes. This vision of turning Klipfontein Corridor into a well of economic prosperity by using rapid bus transport is primarily what this study will focus on. We are asking whether this goal is attainable and what the positive and negative spin-offs are in respect of sustainable economic growth for the city and a reduction in racially rooted inequalities and inequities. Although a lot of the issues relevant for this study have been raised down the years of the MSDF (1993-1996), current literature on the Klipfontein Corridor is very limited as it is a first for the City of Cape Town and the government. In fact, the national and provincial governments in conjunction with the City of Cape Town have chosen the Klipfontein corridor as a pilot project, with a view to a national roll out in other provinces, if this venture proves successful.
AFRIKAANSE OPSOMMING: In April 2004 het die destydse Minister van Vervoer in die Wes-Kaap, Tasneem Essop onthul dat die regering die groot visie het om Klipfontein weg te transformeer deur gebruik te maak van publieke vervoer bekend as BRT. BRT is die publieke vervoersisteem wat die streeksregering en Kaapstad gekies het, om Suid Afrikaanse stede se vervoerprobleme, met 'n toekoms vooruitsig, op te los. BRT word gekenmerk deur spesiale busbane, apart van die normale verkeer, sodat busse ongehinderd kan voortbeweeg. Die regering beoog om die 20 km Klipfontein korridor te verander in 'n aktiewe node van ekonomiese transformasie met busstasies en winkelkomplekse. Die korridor strek vanaf die Binne Stad deur Athlone/Gatesville na Nyanga en Khayelitsha. Die visie van Me. Tasneem Essop om die Klipfonteinweg te ontwikkel in 'n vooruitstrewende ekonomiese gordel, is die fokus vir die studie. Ons vra of die visie haalbaar is, en wat die positiewe en negatiewe moontlikhede is met betrekking tot langtermyn ekonomiese groei en 'n vermindering in rasse-ongelykhede. Alhoewel baie van die relevante probleme reeds deur die Metropolitaanse Ruimtelike Ontwikkelingsraamwerk (MROR) behandel was, is huidige literatuur oor die Klipfontein projek baie beperk. Tans is dit 'n eerste vir Kaapstad en die regering, wat beoog om soortgelyke projekte uit te rol in ander stede reg oor die land, indien die projek suksesvol is.

Thesis (MTech (Information Technology))--Cape Peninsula University of Technology, 2011.
For almost three decades practitioners, academics, consultants, and research organisations have identified 'attaining alignment between IT and business' (Luttman & Kempaiah, 2007), as a pervasive problem. Despite the wide acceptance of the term "strategic alignment", there was no consensus on how to achieve alignment. The research philosophy was of an interpretive study and an inductive research approach was used. The research strategy was by means of a case study, namely PRASA Western Cape, a business unit of Passenger Rail Agency of South Africa (PRASA). The time horizon for this research was cross sectional. For the data collection a semi-structured interview, supported by secondary data from the business plan and annual report, was used. The research problem was "PRASA has dysfunctional and fragmented institutional arrangements, resulting in misalignment between business and IT". The primary research question to address this problem was "How can PRASA manage strategic alignment between business and IT?" The aim of this research was to understand why the misalignment between business and IT strategies exists at PRASA. A further aim was to propose a guideline to manage alignment between business and IT strategies with the intention of overcoming the fragmented and dysfunctional institutional arrangements. To address resolving the research problem three theoretical models were used. The strategic alignment model was used to ascertain the strategic perspective of PRASA as well as to identify the external strategic fit and internal functional integration of an organisation. The second model used was the strategic alignment maturity model. This model was used to identify the alignment maturity of the business/IT strategies. The final model used was the balanced scorecard. Alignment is one of the best practices recommended by the balanced scorecard, and it recommends aligning all to the strategy of the company. The reason for using the balanced scorecard was that the company currently uses this tool to manage performance. The research finding concluded that PRASA had the strategic execution alignment perspective - business strategy dictates the IT strategy. The overall strategic alignment maturity of the organisation was found to be in initial process. The balanced scorecard methodology was known by all, yet few knew what the performance measures for the organisation was for the year. The triangulated conclusion was that strategic alignment between business and IT was a problem at PRASA. The recommendation was that the organisation conducts three surveys firstly to identify its strategic choice, secondly to identify the strategic alignment maturity and lastly to do a balanced scorecard best practice survey.

Thesis (MTech (Town and Regional Planning))--Cape Peninsula University of Technology, 2005
Inadequacies of the current public transport system cause an inconvenience for "normal able-bodied" passengers; however, it arguably isolates Special Needs Passengers (SNPs) from employment opportunities, recreational and educational opportunities. This research study focuses on what one might term mobility-handicapped persons who find it difficult to move around, or to hear and see. The term SNP or mobilityhandicapped persons encompasses more than just disabled persons. It includes customers laden with shopping bags, pregnant women, or someone with a broken leg, inter alia. The public transport system should enable persons with disabilities to experience the most optimal level of independence. It is crucial to have an accessible public transport system, because this is the first step in achieving independence for many SNP's. At present the system does not even satisfy the needs of able-bodied persons. How then is it supposed to respond to Special Needs Passengers? The public transport system can be divided into 4 categories namely, Infrastructure, Shared Road and Pedestrian Environment, Information and Vehicles. At present, these components of the system do not function efficiently. This research study was undertaken from three main perspectives in regard to the City of Cape Town: • The performance of the public transport system with reference to SNPs, • The performance of the city in terms of it's urban qualities and SNPs, and • The adequacy of the existing legal provisions and policy frameworks with reference to SNPs.

Thesis (Master of Engineering in Electrical Engineering)--Cape Peninsula University of Technology, 2018.
This research investigates and presents selected issues and aspects related to the railway mobile network (GSM-R) analysis and its shortcomings. Research studies show that millions of South Africans commuters are dependent on trains for daily movement activities, which significate contribute towards economic growth. Over the two decades, the exponential growth in wireless broadband service indicates the need for GSM-R improvement so that it can support the modern IP based protocol. The principle of implementing the digital network in railway already demonstrated significate improvement in the railway environment, especially in communication and signalling. Train traffic and train communications are the most critical aspects of railway scenarios due to safety and reliability. Both features form fundamental content to this research thesis. The exponential increase in Internet protocol (IP) based services and higher bandwidth requirements in modern technology applications have pushed the current Global system mobile for railway (GSM-R) technology to its maximum capacity as such the (GSM-R) platform is going to obsolete soon. There is a great need for the development of improved IP based networks for the future of the next generation network for fast smart trains to meet desired higher data low latency while improving quality of service (QoS). The focus of the research study is on modelling of an effective sharing method between public LTE and LTE-R without addition mobile infrastructure by utilizing train access unit (TAU), the main purpose is for public network (LTE) to handle railway emergency service including drop calls to improve quality of service (QoS). The second focus is an improvement of signal reception by spreading signals over wide spectrum range by utilizing Orthogonal variable spreading factor (OVSF) technique where LTE-R is not deployed as noted that this technique is deployed in the 3G network. The proposed scheme has adopted features in modern evolution communication and both scenarios were investigated modelled and simulated with comparison results showing better improvement in proposed conditions, there are many challenges in high-speed railway such as handover procedure and Doppler shift due to the velocity of the moving train.LTE-R has provided many solutions such as seamless handover, capacity availability as well as enhanced performance in both uplink and downlink. Digital evolution for railway GSM-R has been deployed in most developed countries in Europe and also expanded into Africa, there is a greater need for the seamless network to be developed due to an increased number of packet based services. Urban rail is the backbone of public transport in South Africa which is the Passenger Rail Agency of South Africa (PRASA). PRASA, and is the parent operator. Currently, PRASA has implemented digital railway network (GSM-R) to meet a high standard in railway. Modem demand and challenges require a cost-effective system to support IP orientated systems due to an increased number of packet-based services in the railway sectors.

Study project (MEcon) -- University of Stellenbosch, 2000.
ENGLISH ABSTRACT: This assignment explains the search for a mechanism that can increase tourism flow by improved utilisation of airline capacity. The inherent characteristics of air transport indicate that the industry is subject to low short term marginal costs and that it is very tempting to award discount tariffs for last minute bookings. The challenge to management is to attract new passengers with discount tariffs without loosing full tariff passengers. Travel clubs are one of the mechanisms that are utilised to achieve aforementioned objective. These clubs offer mainly discount tariffs on hotel accommodation, car hire and airline tickets to their members. The acceptability of a travel club that applies restricting measures such as for example short notice periods, adaptable depart and return dates and shortened lead times have been tested in the South African market. The majority of respondents surveyed were in favour of such a travel club. An important finding is that South Africans are prepared to travel in a chosen month but that the travel dates within that month are adaptable in exchange for discount tariffs. The research also indicate that the availability of funds was decisive in the decision to travel or not to travel over seas. In order to overcome this problem the introduction of a providence account is recommended as part of the travel club's products. The challenge for the travel club is thus to consolidate the demand and to match it with the excess airline capacity.
AFRIKAANSE OPSOMMING: Hierdie werkstuk beskryf die soeke na 'n meganisme wat toerismevloei kan verhoog deur die verbeterde kapasiteitsbenutting van lugvervoer. Die inherente kenmerke van lugvervoer toon dat die bedryf onderhewig is aan lae korttermyn marginale koste en dat die versoeking groot is om afslagtariewe vir op die nippertjie besprekings toe te staan. Die uitdaging vir die bestuur is om nuwe passasiers met afslagtariewe te lok sonder om voltariefpassasiers prys te gee. Reisklubs is een van die meganismes wat gebruik word om die voorgenoemde doelwit te bereik. Hierdie klubs bied hoofsaaklik afslagtariewe op hotelverblyf, motorhuur en vliegtuigkaartjies aan hul lede. Die aanvaarbaarheid van 'n reisklub wat beperkende rnaatreels soos, byvoorbeeld, kort kennisgewingstydperke, aanpasbare vertrek en terugkeer datums en verkorte leityd toepas, is in die Suid-Afrikaanse mark getoets. Die meerderheid van respondente in die ondersoek was ten gunste van so 'n reisklub. 'n 8elangrike bevinding is dat Suid-Afrikaners bereid is om in 'n gekose maand te reis, maar dat die spesifieke reisdatums in daardie maand aanpasbaar is in ruil vir afslagtariewe. Die navorsing toon ook dat die beskikbaarheid van fondse deurslaggewend is in die besluit om oorsee te reis of nie. Om hierdie probleem te oorkom word die instelling van 'n voorsieningsrekening aanbeveel as dee I van die reisklub se produkte. Die uitdaging aan die reisklub is dus om die vraag te konsolideer en dan af te stem op die oormaatkapasiteit van die lugrederye.

M.Comm.
The South African economy requires effective low cost passenger transport in order to provide sufficient time and place utility for its population. The role that long distance passenger transport plays within this economic framework is important and ranges from inter city transport of passengers traveling for work and private purposes to that of metro transport. It is also important to note that long distance passenger transport plays an important role in the development of rural areas. Huge potential also exists for long distance passenger transport to assist in the development of the tourism industry. Long distance rail passenger transport forms an integrated part of the long distance passenger market. Due to the characteristics of long distance rail passenger transport this form of transport is specially conducive to providing low cost transport to low income groups. This situation enhances development and social interaction of the community in different geographical areas. Although long distance rail passenger transport plays an important role in the national economy the service has traditionally not generated a profit. The reasons for this situation are diverse and complex. This study addresses some of the traditional managerial approaches towards the business. A model is developed to enable management to focus on detailed service-level management that will enhance a higher service level with lower associated costs. This study focuses on service profitability management with the associated costing and pricing methods, and concomitant management information systems. During the discussion of these specific issues some of the cost and revenue deficiencies are identified, and possible solutions are proposed for these problems. Concerns with the traditional costing method are discussed in this study, where after a new model is developed to incorporate all costs that are necessary for product costing. The main reasons for adapting a different approach to costing of services are as follows'. Accurate costing of services enables management to decide on the improvement, continuation or discontinuation of a certain service. Service costing is used as a decision tool for the determination of fares for each service that is provided. The costing model incorporates the reclassification of expenses and costing of services according to their life cycle. For the purpose of arriving at a revenue level that should satisfy sustainable economical development and specific company requirements namely profitability, this study develops a method for calculating fares for long distance passenger rail transport. This method includes internal as well as external environmental issues. The primary requirement for a service profitability model is for management to obtain the relevant information that would enable such a model to function effectively. Due to the purpose of the study, namely to develop a decision model for management a project management approach for the development of a management information system is discussed. This model is related to a long distance rail passenger organization and highlights specific management information that is required for product profitability modeling. Finally this study recognizes that further research needs to be conducted to develop new strategies to decrease cost and increase revenue, with a satisfactory level of service.

M.Comm.
Metro Rail has to make a thorough study of how to compete and flourish in this dynamic Industry. It has become vital that the company refocuses its efforts to meet or even to exceed its customer's expectations. The overall objectives of this study are the following: To describe the theoretical basis of the different types of macro environmental variables and they're likely impact on the decision making process of a transport user. To discuss the different stages involved in the consumer and buyer decision making process. The ultimate goal is to ensure that the most appropriate strategy guidelines are set to exploit opportunities in the passenger transport industry. To look at how modal integration will enhance the passenger transport industry if adopted.

M.Ing. (Engineering Management)
Commuter rail in South Africa faces many challenges as a result of a long history of inadequate investment in rail rolling stock, infrastructure, operations as well as the loss of appropriate managerial and technical (engineering) skills within the industry. Over time, commuter rail services have continued to fail to respond adequately to the changing passenger demands. On the other hand mobility has undergone constant change in terms of both population growth and spatial patterns. For an effective and viable country, the transport infrastructure and operations have to respond to this continual process of change. From the transport context, South Africa is still haunted by its poor transport legacies of the past, which emerged mainly as a result of dysfunctional institutions. The dysfunctional institutional arrangements have resulted in poor accountability in the provision of public transport services, which were found to be largely disempowering. Government‘s socio-economic and transport policies could not be supported adequately by such institutional arrangements. As South Africa embarks on a journey of turning its public transport system around, the challenges for public transport are to simultaneously transform through meaningful integration, whilst at the same time enhancing capacity through upgrading and modernization in order to meet long-term needs of the economy. This research focuses on the impacts of urbanization, commuter rail network and planning interventions aimed at an integrated public transport solution. Firstly, the research investigates the impact of urbanization in relation to public transport and in addressing the ongoing challenge of rapid growth and thereby perpetuating social, economic and spatial inequalities. Secondly, there is a disjuncture between legislation and implementation that the research investigates. Thirdly, the study investigates the connectedness of Gauteng in relation to economic opportunities, social facilities and amenities. It aims to explore the extent of integration of Gauteng institutionally, spatially and socio-economically. The study concludes that transportation is the single most important factor in shaping the economy. Transportation should therefore be highlighted in the spatial development planning framework and processes in Gauteng. The key in addressing the impact of urban rapid growth on commuter rail is managing land use and transport networks in such a way that the highest level of access to services and employment opportunities are maintained.

M. Com. (Transport Economics)
The purpose of this study is to determine the role of railway transport for the mobility of the Blacks on the East Rand. The Act of the Administration of Bantu Affairs no. 45 of 1971 has considerably increased the geographical borders within which the Blacks may move freely. This movement is due to economic and/or social reasons. The demand for railway transport must therefore be measured against the supply of railway transport ...

This study examines, in some depth, the rationale behind the tramway development that occurred in Kimberley. It also looks at the socio-economic impact that the tramways had on Kimberley’s development and growth, covering the period from 1880 to 2000. After the introduction in Chapter 1, Chapter 2 looks at the overall evolution of tramway development in America, Britain and Europe, with a brief outline of its rise, decline and slow return to favour, which has seen the re-emergence of the tram in many cities. Chapter 3 looks at the area now occupied by Kimberley and sets the scene for the events that were about to unfold. This chapter also sketches an outline of the early development, which occurred on the Diamond Fields following the earliest diamond discoveries, as Colesberg Kopje was quickly transformed from a small hill to an ever-deepening hole in the ground. Chapter 4 of this study examines the machinations of the earliest, but stillborn tramway proposals, which came to naught amidst a host of unrelated but pressing issues, including the vital supply of water to the dry diggings. Other significant issues, which are included, are the great Smallpox Epidemic and the general feeling of uncertainty and unease on the Diamond Fields, which was to come to characterise and haunt the diamond mining activities for many years to come. v Chapter 5 looks at the Gibson Brothers’ rise to prominence with their Victoria Tramway Company, which despite setbacks and delays finally became operational in 1887. The chapter continues by explaining how the tramway survived, largely along British lines, using horse, mule, steam and electric traction, despite the difficulties posed by the Anglo Boer war, especially the Siege of Kimberley. However, as described in this study, the tramways served more than merely the provision of a means of public transport, although this was certainly the primary function. The tramways assisted in transforming a shanty town of tents and corrugated iron huts into a “proper” town, complete with all the trappings of civilisation, such as electric street lighting and theatres, and later on into a fully-fledged city. As the settlements expanded, the tramways were extended to serve the new fledgling suburbs, although it must be stated, sometimes with a certain degree of reluctance. This meant that Kimberley’s growth was not as a result of the expansion of the extending network of the tramways, but rather the other way around. This was partly because that prior to 1914, the tramways had been expected to generate a profit rather than a loss! Basic economic principles applied, and although the social responsibility of providing the inhabitants with an effective means of public transport was forthcoming, it came at a cost to the passengers, and the fares were never cheap. Chapter 6 looks at the two schemes considered by the Kimberley Borough Council, one of which became operational, but as an industrial undertaking only. The second, and more important scheme, proposed by the ratepayers of Ward 5, failed to find municipal support and thus the residents were compelled to wait until it was finally resurrected successfully in 1915. vi Chapter 7 examines the promotion of De Beers own tramway scheme into a highly professional Americanised electric interurban, linking Kimberley with the pleasure resort at Alexandersfontein. Despite difficulties, the system also developed into a successful tramway, which in 1914 was incorporated into the Kimberley Tramways, which also took over the operations of the Victoria Tramways Company as from 1 July 1914. Chapter 8 of this study looks at the challenges confronting De Beers Consolidated Mines Limited with assuming full responsibility for operating the Kimberley Tramways. The year 1914 was to prove a watershed in the fortune of the tramways, in that from the De Beers’ perspective, the tramways were now seen as part of a larger corporate initiative involving the provision of greater social responsibility for Kimberley. Thus running the tram service at a small loss was quite acceptable. Indeed it was perceived as part of the necessary price to be paid for “keeping faith with the inhabitants of Kimberley”. The main difficulty was the integration of two virtually separate systems and routes, plus three new extensions, into a properly integrated public system. This task would have been eased considerably had Kimberley been in the midst of an economic boom. Unfortunately the opposite was true, and Kimberley experienced more economic turbulence during the inter-war years than at any other period in its history. Somehow the trams kept operating for the full twenty-five year period of the concession, but thereafter even De Beers could not afford to continue. Sadly, the price of keeping faith, in monetary terms, did eventually rise to unacceptable levels. With annual losses exceeding £12,000 during the late 1930s, and the expectation that this figure would increase, closure was inevitable. Nevertheless, the public passenger service provided by De Beers offered Kimberley’s inhabitants the lowest tram fares in the country. Nevertheless, certain truncated sections of the system lingered on right through to the mid-1970s. vii Having operated the public passenger service for the residents of Kimberley for the full twenty-five year concessionary period on behalf of the Kimberley City Council, the tramways did eventually close in 1939. Had De Beers not closed the tramways when they did, the outbreak of the Second World War would most certainly have. Chapter 9 examines how the revival of the tramways was first mooted, until success was finally achieved. This study has also chronicled that through some strange quirk of fortune, some of the tramcars managed to survive, albeit on the De Beers industrial system, but survive they did, until the time came for their revival. Although today only one solitary tramcar survives in service, the spirit of the past is retained. Nevertheless, much more could have been achieved, but the initiatives offered were not acted upon. Thus tramcars that could have been restored were thrown aside as surplus to requirements, and bereft of their fittings, unceremoniously dumped in a scrap yard. The chapter continues with how the tramway has continued in operation into the twenty-first century, and so that today, it remains unique in Southern Africa. Having chronicled the socio-economic history of the tramways of Kimberley, Chapter 10 of this study attempts to put events in Kimberley into the larger global and South African perspective. It looks at what lessons can be learnt from Kimberley’s experiences in tramway operation, and considers whether Kimberley’s experiences with trams, combined with the light rail transit concept, offer any possible benefits or solutions towards solving some of South Africa’s current public transport needs. It concludes with recommendations for the future, including the suggestion for taking the original tramway concept and updating it to today’s modern-day counterpart, light rail transit. viii An interesting parallel with Bloemfontein is also explored, where trolley buses rather than trams, were introduced. The concept of other large South African centres of population such as Cape Town, Johannesburg and Durban following Kimberley’s example in introducing tourist-orientated tramway systems, is also examined. In the section entitled The Road Ahead, the three present-day imperatives of public transport are examined. Having explained the nature of these three imperatives, namely; Strategic, Tactical and Operational, Kimberley is compared against each of these imperatives in turn, and then against modern day parameters. The two perspectives are then compared and comparisons drawn, showing both similarities and differences. The scope of the similarities are very apparent and the main difference is noted as being that South Africa’s current transport legislation appears better equipped to guide current and future transport policy, than previous legislation. Thus the study concludes by expressing the hope that Kimberley’s experiences with the provision of public passenger transport, covering the last one hundred and twenty years, can make a valuable contribution to the future wellbeing of public transport throughout Southern Africa.
Dr. C. W. V. Mostert Prof. J. Walters

D.Com.
In South Africa ninety percent of scheduled air travellers were transported by South African Airways during 1983/84. The airline operates on all the main routes in South and Southern Africa supported by the private scheduled airlines operating in a feeder/ distribution function to many main centers. Recently the industry has been subjected to a commission of inquiry (Margo Commission) which analysed amongst other the administration and control of civil aviation, the licensing of air services, and the adequacy and efficiency of scheduled and nonscheduled regional and domestic services ...

The Gauteng Province is introducing another railway system in South Africa. It is an 80-kilometre Mass Rapid Transit railway system. It is hoped to offer commuters an alternative public transport in addition to the current. The study uses a quantitative approach where a questionnaire was distributed. A snowball sample of 156 people around Gauteng was used to: - recognize the importance or value of outlining the possible impact on traffic during the redevelopment of the passenger railway systems; - examine the perception of the sample size with regard to the proposed Gautrain; - investigate whether respondents will use the train to work or to the airport; - find out what respondent’s expectations are on using the Gautrain; - whether respondents think there will be an economic benefit to them; - what respondents think about the time that they will save using the train; - what respondents think about their safety in and around the trains. According to respondents it is important for passengers to have efficient and reliable public transport. Respondents have confidence in the proposed Gautrain project. Most respondents agree that the community will benefit economically from the project and are positive that the Gautrain will improve the quality of life for the people in Gauteng. The majority of the respondents also agree that Gautrain will be a safe mode of transport to use. This study focuses on the mass redevelopment of the South African passenger transport system which seeks to improve the sector. It is therefore recommended that South African Transport be redeveloped by introducing alternative modes of transport like the proposed Gautrain.
Thesis (MBA)-University of KwaZulu-Natal, Westville, 2009.

This research is centred on the fundamental analysis that change management within business environment is related to leadership, power bases and organisational culture. The success of organisational change management is commonly dependent on these variables that are interdependent and collectively used. How leaders who are conscious about the power they hold and utilizing each respective power base to effectively manage organisational culture. There is extensive research literature considering the individual variables of leadership, power and organisational culture. The research aims to form a deep dive case study analysis into the interrelationships between the three dimensions. It aims to comprehend the change management initiatives in State-Owned Entities in the context of South Africa and Passenger Rail Agency of South Africa. Through a case study research approach, which comprised of face-to-face expert interviews and observations with employees from Passenger Rail Agency of South Africa data was collected. Content analysis techniques were applied to determine common trends and relationships across the three key dimensions identified from the literature, which related to each dimension. A number of interesting and useful relationships were uncovered within and between the key drivers and extend the current literature in this field. It was discovered that the leaders who are conscious about their power bases and effectively manage them are able to contribute to a sustainable organisational culture. Through this, the organisation is able to become a perpetual institution where leadership can hand over successful over time this being the fundamental of successful organisational change.
Dissertation (MBA)--University of Pretoria, 2014.
zkgibs2015
Gordon Institute of Business Science (GIBS)
Unrestricted

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.

M. Tech. Tourism and Hospitality Management
The objective of this research is to compile a comprehensive profile of the passengers of Airlink which is a South African domestic airline. The other objectives are to explore the marketing process and behavioural description of Airlink's customers.

This study investigates the concessioning of the commuter rail subsystem, which was discussed in the White Paper on National Transport Policy. The theoretical divide between private and public sector enterprise is investigated in terms of a principal-agent approach. The hypothesis underlying the fundamental shift of services traditionally provided by government enterprise to the private sector is X-efficiency gains under a concession regime. There are, however, potential challenges under a concession regime that must be anticipated. Challenges are identified in terms of an incomplete contract approach with its underpinning source manifested in a bounded rationality concept. The study investigates how rail concessionaires are regulated under a concession regime from an economics perspective and various price mechanisms are explored. The study provides strategies to deal with challenges under a rail concession regime with a view to minimising conflicts that will arise between the parties involved in a concession agreement.
Transport, Logistics & Tourism
M.Comm.(Transport Economics)

This study aimed at examining the social and economic effects of the Rea Vaya Bus Rapid Transit system (BRT) on various stakeholders in Johannesburg. The objective of the study was to investigate the effect the Rea Vaya has had on users and non-users of the Rea Vaya system. The findings of this study suggest that the Rea Vaya is beneficial in that it provides an option in modes of transport for commuters, particularly for people who were historically disadvantaged and were not permitted to reside in the city during the apartheid era. BRT systems are designed to provide a safe, reliable and accessible public transport system. The Rea Vaya system is aimed at providing better public transport, reducing congestion, on public roads, improving the roads and creating jobs. The findings have shown that the Rea Vaya has not been successful in meeting all its aims. The Rea Vaya has not managed to provide an accessible transport system thus far. Traffic in the inner city has not been reduced as a modal shift has not yet occurred. Since the inception of the Rea Vaya system there has been resistance from the Taxi Industry. Despite negotiations and attempts made by the Municipality of the City of Johannesburg to include the Taxi Industry in the Rea Vaya system, by making them shareholders of the system, the findings presented affirms that there is still resentment and resistance from the Taxi Industry towards the Rea Vaya system. The loss of revenue since the introduction of the Rea Vaya has caused a challenge for Taxi owners. Not only is it alleged that the Rea Vaya has affected the Taxi Industry, but the Rea Vaya infrastructure has caused a number of problems for private car users in the City. Private car users are inconvenienced by the designated bus lanes and lack of road signage in the city. These conclusions affirm that the Rea Vaya is not beneficial to all stakeholders in the City of Johannesburg. The experiences and opinions of users and non-users suggest that the system has a number of deficiencies. However some users of the system have benefited socially and economically. For some of the users the Rea Vaya has created a few opportunities; however the poor customer service from bus drivers and station staff was seen as a setback. Transit Orientated development in Johannesburg has not yet taken off. The government’s attempts to create mixed land use through the implementation of corridors of freedom are in its infant stages. Businesses across the Rea Vaya station found the Rea Vaya to have both positive and negative effects on their businesses. Some businesses found that the development of stations have added aesthetic value, however due to the frequency of Rea Vaya buses at stations, commuters would not wait for long periods of time and this resulted in fewer customers for businesses across the Rea Vaya station. The Rea Vaya system has provided a safe and reliable transport system in Johannesburg. However, the system is in its infant stages and has a number of deficiencies as presented in the findings of this study.
Geography
M. Sc. (Geography)

Abstracts in English, Afrikaans and Northern Sotho
More time series forecasting methods were researched and made available in recent years. This is mainly due to the emergence of machine learning methods which also found applicability in time series forecasting. The emergence of a variety of methods and their variants presents a challenge when choosing appropriate forecasting methods. This study explored the performance of four advanced forecasting methods: autoregressive integrated moving averages (ARIMA); artificial neural networks (ANN); support vector machines (SVM) and regression models with ARIMA errors. To improve their performance, bagging was also applied. The performance of the different methods was illustrated using South African air passenger data collected for planning purposes by the Airports Company South Africa (ACSA). The dissertation discussed the different forecasting methods at length. Characteristics such as strengths and weaknesses and the applicability of the methods were explored. Some of the most popular forecast accuracy measures were discussed in order to understand how they could be used in the performance evaluation of the methods. It was found that the regression model with ARIMA errors outperformed all the other methods, followed by the ARIMA model. These findings are in line with the general findings in the literature. The ANN method is prone to overfitting and this was evident from the results of the training and the test data sets. The bagged models showed mixed results with marginal improvement on some of the methods for some performance measures. It could be concluded that the traditional statistical forecasting methods (ARIMA and the regression model with ARIMA errors) performed better than the machine learning methods (ANN and SVM) on this data set, based on the measures of accuracy used. This calls for more research regarding the applicability of the machine learning methods to time series forecasting which will assist in understanding and improving their performance against the traditional statistical methods
Die afgelope tyd is verskeie tydreeksvooruitskattingsmetodes ondersoek as gevolg van die ontwikkeling van masjienleermetodes met toepassings in die vooruitskatting van tydreekse. Die nuwe metodes en hulle variante laat ʼn groot keuse tussen vooruitskattingsmetodes. Hierdie studie ondersoek die werkverrigting van vier gevorderde vooruitskattingsmetodes: outoregressiewe, geïntegreerde bewegende gemiddeldes (ARIMA), kunsmatige neurale netwerke (ANN), steunvektormasjiene (SVM) en regressiemodelle met ARIMA-foute. Skoenlussaamvoeging is gebruik om die prestasie van die metodes te verbeter. Die prestasie van die vier metodes is vergelyk deur hulle toe te pas op Suid-Afrikaanse lugpassasiersdata wat deur die Suid-Afrikaanse Lughawensmaatskappy (ACSA) vir beplanning ingesamel is. Hierdie verhandeling beskryf die verskillende vooruitskattingsmetodes omvattend. Sowel die positiewe as die negatiewe eienskappe en die toepasbaarheid van die metodes is uitgelig. Bekende prestasiemaatstawwe is ondersoek om die prestasie van die metodes te evalueer. Die regressiemodel met ARIMA-foute en die ARIMA-model het die beste van die vier metodes gevaar. Hierdie bevinding strook met dié in die literatuur. Dat die ANN-metode na oormatige passing neig, is deur die resultate van die opleidings- en toetsdatastelle bevestig. Die skoenlussamevoegingsmodelle het gemengde resultate opgelewer en in sommige prestasiemaatstawwe vir party metodes marginaal verbeter. Op grond van die waardes van die prestasiemaatstawwe wat in hierdie studie gebruik is, kan die gevolgtrekking gemaak word dat die tradisionele statistiese vooruitskattingsmetodes (ARIMA en regressie met ARIMA-foute) op die gekose datastel beter as die masjienleermetodes (ANN en SVM) presteer het. Dit dui op die behoefte aan verdere navorsing oor die toepaslikheid van tydreeksvooruitskatting met masjienleermetodes om hul prestasie vergeleke met dié van die tradisionele metodes te verbeter.
Go nyakišišitšwe ka ga mekgwa ye mentši ya go akanya ka ga molokoloko wa dinako le go dirwa gore e hwetšagale mo mengwageng ye e sa tšwago go feta. Se k e k a le b a k a la g o t šwelela ga mekgwa ya go ithuta ya go diriša metšhene yeo le yona e ilego ya dirišwa ka kakanyong ya molokolokong wa dinako. Go t šwelela ga mehutahuta ya mekgwa le go fapafapana ga yona go tšweletša tlhohlo ge go kgethwa mekgwa ya maleba ya go akanya. Dinyakišišo tše di lekodišišitše go šoma ga mekgwa ye mene ya go akanya yeo e gatetšego pele e lego: ditekanyotshepelo tšeo di kopantšwego tša poelomorago ya maitirišo (ARIMA); dinetweke tša maitirelo tša nyurale (ANN); metšhene ya bekthara ya thekgo (SVM); le mekgwa ya poelomorago yeo e nago le diphošo tša ARIMA. Go kaonafatša go šoma ga yona, nepagalo ya go ithuta ka metšhene le yona e dirišitšwe. Go šoma ga mekgwa ye e fepafapanego go laeditšwe ka go šomiša tshedimošo ya banamedi ba difofane ba Afrika Borwa yeo e kgobokeditšwego mabakeng a dipeakanyo ke Khamphani ya Maemafofane ya Afrika Borwa (ACSA). Sengwalwanyaki šišo se ahlaahlile mekgwa ya kakanyo ye e fapafapanego ka bophara. Dipharologanyi tša go swana le maatla le bofokodi le go dirišega ga mekgwa di ile tša šomišwa. Magato a mangwe ao a tumilego kudu a kakanyo ye e nepagetšego a ile a ahlaahlwa ka nepo ya go kwešiša ka fao a ka šomišwago ka gona ka tshekatshekong ya go šoma ga mekgwa ye. Go hweditšwe gore mokgwa wa poelomorago wa go ba le diphošo tša ARIMA o phadile mekgwa ye mengwe ka moka, gwa latela mokgwa wa ARIMA. Dikutollo tše di sepelelana le dikutollo ka kakaretšo ka dingwaleng. Mo k gwa wa ANN o ka fela o fetišiša gomme se se bonagetše go dipoelo tša tlhahlo le dihlo pha t ša teko ya tshedimošo. Mekgwa ya nepagalo ya go ithuta ka metšhene e bontšhitše dipoelo tšeo di hlakantšwego tšeo di nago le kaonafalo ye kgolo go ye mengwe mekgwa ya go ela go phethagatšwa ga mešomo. Go ka phethwa ka gore mekgwa ya setlwaedi ya go akanya dipalopalo (ARIMA le mokgwa wa poelomorago wa go ba le diphošo tša ARIMA) e šomile bokaone go phala mekgwa ya go ithuta ka metšhene (ANN le SVM) ka mo go sehlopha se sa tshedimošo, go eya ka magato a nepagalo ya magato ao a šomišitšwego. Se se nyaka gore go dirwe dinyakišišo tše dingwe mabapi le go dirišega ga mekgwa ya go ithuta ka metšhene mabapi le go akanya molokoloko wa dinako, e lego seo se tlago thuša go kwešiša le go kaonafatša go šoma ga yona kgahlanong le mekgwa ya setlwaedi ya dipalopalo.
Decision Sciences
M. Sc. (Operations Research)