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1
Breytenbach, I. J. "The relationship between index testing and California Bearing Ratio values for natural road construction materials in South Africa." Pretoria : [s.n.], 2009. http://upetd.up.ac.za/thesis/available/etd-12152009-144255.
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Du, Preez Emile. "Empirical investigation of life cycle cost of road studs on national roads." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/97394.
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Thesis (MBA)--Stellenbosch University, 2013.ENGLISH ABSTRACT: The study involved a detail empirical investigation into the different road studs in use on South Africa’s national road network and how they performed on the network under different road conditions in order to establish which road stud, under what conditions, offers best value for money in terms of life-cycle cost for the South African National Roads Agency Limited. These main questions were asked: What is the most cost-effective/value-for-money stud option for SANRAL to choose for each of the specified road categories? Under which conditions do the studs perform differently and what is the most likely mode of failure of specific studs linked to a specific road condition and road category? The South African and Australian road stud standards were reviewed to gain understanding of which criteria one has to consider when evaluating road studs and what information would be needed for the research. Similar studies on road studs were reviewed to compare the criteria that were looked at, namely Guidelines for the use of Raised Pavement Markers, developed by the Department of Transport in the United States, and Feasibility of using accelerated pavement testing to evaluate the long term performance of raised pavement markers, a research paper by the Florida Department of Transport. This research made use of a standardised questionnaire containing questions on various elements found to be key to the road stud performance. The study was done on approximately 4 659 km of roads in SANRAL’s Western region, consisting of the Western Cape and Northern Cape. From the literature review, it was identified that there is a need for the SABS standards to be updated to include the testing of structural properties of studs. SANRAL should look at the lack in specification requirements when asking for the installation of road studs. From the data available it was observed that the preferred studs were the Ferro Lynx followed by the STA+52 stud. They are predominantly used on the roads that were included in the survey. They perform well on the national roads. The data suggests that these two studs and the Rhino stud are the best-performing studs with the least dislodgement and loss in reflectivity. The STA+52 and Rhino stud, however, are fairly new on the market and more data for theirs full life cycle should be obtained for further monitoring The regression analysis indicated that 36 per cent of the variation in the reflectivity of the Ferro Lynx stud can be explained by the surface width of the road, the traffic volume measured as ELVS and the period installed. All the coefficients were significant with a 5 per cent significance. The prediction tables on the weighted data set, indicated that one should always consider width of road when choosing a road stud and that the reflectivity of studs deteriorates most on the narrower roads.
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Nieuwoudt, Hendrik Gerhardus. "An analysis of the toll road policy of the South African National Roads Agency Limited." Diss., University of Pretoria, 2010. http://hdl.handle.net/2263/27011.
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The task entrusted to the South African National Roads Agency Limited (SANRAL) is to provide and manage a world class, sustainable national roads network for the country as cost-efficiently as possible, in order to encourage economic growth and develop the quality of life of all South Africans. Underlying this task was the acknowledgement that transport plays a vital role in the economic and social development of any country. To achieve this, the South African Government currently provides government-guarantees of several billion Rands to enable SANRAL to negotiate loans from the capital markets to fund the development and maintenance of the national toll road network. With regard to non-toll national roads, SANRAL receives per annum budgetary amounts to maintenance and development. However, such funding is only sufficient to maintain approximately 40% of the non-toll national road network. The abovementioned information and statistics imply that currently SANRAL may have insufficient funds available to develop and maintain the required primary national road network. SANRAL’s main objective is to obtain the funding required to develop and maintain the proposed primary national road network and to reduce the dependency on government-guaranteed debt. As a result the toll roads policy alternative was elected as a vehicle towards executing SANRAL’s mandate. This article explores the modalities associated with the toll road policy alternative pursued by SANRAL. CopyrightDissertation (MAdmin)--University of Pretoria, 2010.
School of Public Management and Administration (SPMA)
unrestricted
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Ponter, Lloyd Anthony. "An assessment of e-tolling as a method of financing Gauteng roads." Thesis, Rhodes University, 2015. http://hdl.handle.net/10962/d1017185.
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E-tolling was recently implemented on roads in Gauteng, South Africa. This gave rise to a great deal of protest by road users and a court battle between the South African National Roads Agency (SANRAL) and the Opposition to Urban Tolling Alliance, a body representing road users. The e-tolling system was criticised at various levels and on numerous grounds, some financial and others appearing to be emotional. This thesis attempted to analyse the various grounds for objection against the system, the main goal of the research being to analyse e-tolling in Gauteng to ascertain whether or not the introduction of e-tolling was justified or whether an alternative method of taxation to pay for the upgrading of Gauteng roads would have been more cost-effective. Secondary data in the form of documents from multiple sources was used in the analysis, including an Economic Impact Assessment that was one of the key inputs into the decision to introduce e-tolling. It was found that there are multiple problems plaguing the e-toll system and e-tolling is not the most cost-effective taxation method of paying for Gauteng roads. Using a fuel levy or general tax revenue available to the National Treasury were both found to be more cost-effective methods as they would have achieved the same result (repairing and upgrading specific Gauteng roads), at a cost of R20,0913 billion less than e-tolling. It was suggested that the best taxation method/s to pay for the roads would have been using a fuel levy and general tax revenue as the primary funding methods, with vehicle licensing fees and long distance toll roads as secondary methods to aid the primary methods.
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Nicholls, Stephen John. "The effect of South African provincial road condition on the efficiency of forest product transport." Thesis, Stellenbosch : Stellenbosch University, 2004. http://hdl.handle.net/10019.1/50146.
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Thesis (MScFor)--Stellenbosch University, 2004.ENGLISH ABSTRACT: The context of the study is concern over declining provincial road condition due to insufficient government funding of road maintenance. These roads are by their public nature used by a wide variety of commercial and private interests contributing a variety of axle loads. There was no information available on the use of these roads by forest companies and the road conditions. Consequently a survey was conducted to determine condition and length of each segment of provincial road in use by forestry companies and the volume of wood transported over them. In addition data was gathered on other users and their contribution to the volume transported over each section. The questionnaire indicated that the provincial roads are in a poor state. The literature review suggested a significant reduction in total cost of transport can be achieved by maintaining or rebuilding these roads. South African forest companies provide the majority of the heaviest axle loading to these roads and must theretore take responsibility tor damage caused to them. Also a variety of forest companies use the same roads and consequently collaborative studies between companies are needed. A modified Dijkstra's algorithm was used to quantify the effect of the condition of South African provincial roads on the efficiency of the transport ottorest products. The model requires digitised raster road and forest map layers combined with transport vehicle specification as input. The products of the model are optimum routes from all source points to a single exit point or sink, the total volume transported across all road nodes and the total cost to extract all wood from a map section. This output allows managers to identify critical roads tor management attention and make tentative estimates of possible reductions to total cost by altering the road condition. The manager is able to test the sensitivity of the solution to changes in variables and gain a better overall picture of the interactions within the system. The model results, and improved understanding, will provide input to more specific and collaborative studies. South African forest managers can respond to the poor provincial road network by conducting ad hue maintenance to these roads to prevent them becoming completely impassable or to rebuild them to their design state and maintain them at that state. The cost of taking no actions is that these roads would eventually become impassable. The road network model determined that, for the study area, a unilateral decision to rebuild and maintain all roads would result in a net increase in transport costs ofR 2 million/year. When compared to the cost of ad hue road improvements for the same area of R 8 million it is obvious that proper road management is a better option. It was shown that 75% of the reduction in total cost is generated by improving only 31 % of the provincial road surface. Consequently, by improving selected roads (20% of the total provincial road network for the area) it was possible to generate a net cost R 2.9 million lower than if the roads were left as they are. If reductions in operating costs are included the net cost to the forest industry is R 3.1 million/year lower than leaving the roads as they are. In addition to the cost being lower, an improved road network would be in place and the current ad hue spending would be unnecessary. On a larger scale it was estimated that poor provincial road management costs the industry as a whole R 26 million or R 1.52/m3/year. This money can be used to offset the costs of maintaining and upgrading roads. It is therefore concluded that the South African forest industry needs to assess its policy on provincial road management and become more active in the managing of these roads. The tool developed and presented is intended as a prototype decision support tool in developing future policies.
AFRIKAANSE OPSOMMING: Die inhoud van hierdie studie handelaar die verval van provinsiale paaie as gevolg van die regering se onvoldoende fondse vir die instandhouding van die paaie. Hierdie paaie word as gevolg van hulle publieke aard deur 'n wye verskeidenheid kommersiële en private belange gebruik, wat bydra tot 'n verskeidenheid van asladings. Daar was geen inligting oor die bosbou maatskappye se gebruik van paaie of die toestand van die paaie beskikbaar nie. Gevolglik is 'n opname gemaak 0111 die kondisie en lengte van elke segment van die paaie wat deur die bosbou maatskappye gebruik word, vas te stel, asook die volume hout wat oor die paaie vervoer word. Data oor ander verbruikers van die paaie is verder ingesamel, asook hul bydrae tot die volume wat oor die paaie vervoer word. Die vraelys het aangedui dat die provinsiale paaie in 'n baie swak toestand is. 'n Literatuurstudie het getoon dat 'n beduidende daling in die totale vervoerkoste moontlik is deur hierdie paaie te onderhou afoor te bou. Die Suid-Afrikaanse bosbou maatskappye voorsien die meerderheid van die swaarste asladings op hierdie paaie en moet dus verantwoordelikheid neem vir beskadigde paaie, 'n Verskeidenheid bosbou maatskappye gebruik die paaie; gevolglik is gesamentlike studies tussen die maatskappye ook nodig. 'n Aangepaste Dijkstra algoritme is gebruik om die effek van die toestand van Suid- Afrikaanse provinsiale paaie op die effektiwiteit van die vervoer van bosbou produkte, vas te stel. Hierdie model benodig digitale inligting oor die hoofen bosbou paaie, asook die spesifikasies van die voertuie wat gebruik word. Die resultaat van die model is die optimale roetes vanaf alle bronpunt oorspronge tot by 'n enkele bestemming, die totale volume vervoer oor al die padnodusse en die totale koste verbonde aan die verwydering van alle hout uit 'n afgemerkte seksie op die kaart. Hierdie produk of result ate stel bestuurders in staat 0111 kritieke paaie vir aandag te identitiseer en om tentatiewe voorspellings van moontlike afname in die totale kostes te maak indien die toestande van paaie verbeter sou word. Die bestuurder kan die sensitiwiteit van die oplossing vir variasie in die veranderlikes toets en sodoende 'n beter geheelbeeld kry van die interaksie binne die sisteem. Die resultate van die model en n beter begrip daarvan, kan insterte lewer in meer spesitieke studies en gesamentlike studies tussen maatskappye. Suid Afrikaanse bosbou bestuurders kan teen die swak provinsiale padnetwerk optree deur ad hoc instandhouding toe te pas op hierdie paaie om te voorkom dat hulle totaal en alonbegaanbaar word. Ofhulle kan die paaie restoureer tot hul oorspronklike toestand en hulle dan in stand hou. Die kostes daaraan verbonde om nie op te tree nie, is dat hierdie paaie uiteindelik on-gaanbaar sal word. Die padnetwerkmodel het gewys dat vir die spesitieke studie area, 'n eenparige besluit 0111 alle paaie te herbou en onderhou, 'n algehele toename in vervoerkostes van R2 miljoen/jaar tot gevolg sal hê. Wanneer dit vergelyk word met die R8 miljoen wat die ad hoc padverbeterings kos, is dit duidelik dat geskikte padbestuur 'n beter opsie is. Daar is bewys dat 75% van die daling in totale kostes genereer kan word deur verbeteringe aan die oppervlaktes van slegs 31% van die provinsiale paaie te maak. Gevolglik was dit moontlik om netto kostes van R2,9 miljoen ruinder te genereer as vanneer geen instandhouding gedoen is nie. Dit is bewerkstellig deur verbeteringe aan geselekteerde paaie aante bring (20% van die totale provinsiale padnetwerk vir die area.) As die daling in bedryfskoste ingesluit is, sal die netto koste vir die bedryf R3.1 millioen/jaar ruinder wees as om die paaie so te los sonder enige aandag. Verder, tot laer koste sal daar 'n verbeterde pad netwerk in plek wees en die huidige ad hoc spandeering aan die paaie nie meer nodig wees nie. Op groot skaal, is die benaderd voorspelling dat 'n swak provinsialepadbestuurstelsel die bosbou bedryf R26 millioen of R 1.52/m3 uit die sakjaag. Hiedie misbruikde geld kan eerder teruggeploeg word in pad onderhoud en opgradeerings werksaamhede. Dit is dus nodig dat die bosbou bedryf sy beleid weer in oonskou moet neem in verband met die bestuur van provinsiale paaie en ook meer aktief die voortou sal moet neem in die instandhoudind van provinsiale paaie. Die metodiek hier ontwikkel kan 'n inleidende doel dien in die ontwikkeling van toekoemstige besluit neeming rakend die bestuur van provinsiale paaie.
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Burger, Everardt. "Urban planning approach for improvement of road safety in suburban arterial roads of Bloemfontein city, South Africa." Thesis, [Bloemfontein?] : Central University of Technology, Free State, 2013. http://hdl.handle.net/11462/182.
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Thesis (M. Tech. (Civil Engineering)) -- Central University of Technology, free State, 2013According to the Road Traffic Management Corporation (RTMC) of South Africa, a large number of accidents involving motor vehicles occur annually on the arterial roads passing through the suburban residential areas of the cities of South Africa. This problem warrants planning and design interventions for the reduction of vehicular accidents and the consequent improvement of road safety on these city roads. Based on this premise, an investigation was conducted to explore the major causes of vehicular accidents, and to develop a set of urban planning and design guidelines to reduce vehicular accidents in suburban arterial roads of a city and to improve the road safety appreciably. The investigation was conducted by considering the suburban areas of Bloemfontein city of Free State, South Africa as the study area. A survey research methodology was followed for this purpose, and data was collected from both primary and secondary sources. Sample surveys were conducted in four different suburban areas of the city to collect primary data and to acquire firsthand information for understanding the scenario at grassroots level. The surveys included household surveys, in order to understand the demographic, socio-economic, and perceptual infrastructural conditions of the study area and their influence on vehicular accidents; road geometrical design parameter surveys; and traffic surveys to understand the road geometry and traffic-related scenarios in the city. In addition, structured statistical data was collected from secondary sources, such as published and unpublished literature and a range of other documents. The data collected was analysed statistically to find the major control parameters influencing vehicular accidents in the suburban arterial roads, and to establish relationships between vehicular accidents and the major control parameters. Based on the analyses, a theoretical linear multiple regression model establishing relationships between the vehicular accidents as the dependent variable and vehicular traffic-related variables (speed of vehicles and average daily traffic), road geometry design variables (road width and median width), and spatial variables (land use and land form in the form of the number of access points from residential areas to arterial routes), was developed to observe the number of accidents under varied simulated scenarios. The simulated model results were employed to develop various policy scenarios to reduce accidents and to improve road safety in the study area. The investigation revealed that, under the composite scenario of the reduction of number of accesses from residential areas to arterial roads, speed, and average daily traffic along with the increase of road width and median width, the occurrence of vehicular accidents in the arterial roads of suburban areas of the city would be reduced and road safety would be improved significantly. It was also observed that residential areas with limited vehicular access from residential areas to arterial roads would have fewer vehicular accidents than residential areas having unrestricted access. Consequently, the number of access points from residential areas to arterial roads in suburban areas of the city would need to be limited, depending on the functions and land use of the area, to improve road safety.
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Faure, David E. "A procedure for the environmental evaluation of roads in South Africa." Master's thesis, University of Cape Town, 1990. http://hdl.handle.net/11427/17267.
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Bibliography: pages 136-145.The aim of this report is to develop a procedure for the environmental evaluation of roads in South Africa, because in the past the environmental evaluation of road projects have been on an ad hoc basis, often using different formats. The procedure is therefore to be replicable from scheme to scheme, procedure, Management and is to be incorporated into the existing road development while drawing on the principles of Integrated Environmental The first part of the report is a study of the environmental evaluation procedures adopted in the United Kingdom, United States of America and Ontario (Canada). The environmental evaluation of roads in these countries are compared under the following headings: contextual features of the environmental evaluation procedures; the planning, location and design stages of the environmental evaluation procedures, and the environmental evaluation documentation. In this comparative study, the common and unique steps and elements are identified in order to generate an 'Ideal'. The second part of the report is a study on the environmental evaluation of roads in South Africa. The administrative structure, legislation, policy and planning procedures for roads in South Africa, and Integrated Environmental Management (IEM) are discussed. Although IEM is currently been developed and road authorities are committed to IEM, the procedure still needs to be incorporated into the existing road development procedure. The third part of the report develops a procedure for the environmental evaluation of roads in South Africa. The procedure developed incorporates common and unique steps and elements generated in the 'Ideal' into the existing road development procedure. The Environmental Conservation Act and Integrated Environmental Management are also taken into account in developing the procedure. Finally, as there is at present no formal documented procedure for the environmental evaluation of roads in South Africa, it is recommended that the procedure be considered by road and environmental authorities with a view to implementing it.
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Heyns, M. W., and M. Mostafa Hassan. "South Africa Class F Fly Ash for roads : physical and chemical analysis." Interim : Interdisciplinary Journal, Vol 13, Issue 3: Central University of Technology Free State Bloemfontein, 2013. http://hdl.handle.net/11462/310.
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Published ArticleFly Ash is a by-product at thermal power stations, also otherwise known as residues of fine particles that rise with flue gases. An industrial by-product may be inferior to the traditional materials used construction applications, but, the lower the cost of these inferior materials make it an attractive alternative if adequate performance can be achieved. The objective of this study is to evaluate the chemical and physical effectiveness of self-cementing fly ashes derived from thermal power stations for construction applications with combined standards. Using laboratory testing specimens, suitable types of Fly Ashes namely: Kendal Dump Ash, Durapozz and Pozzfill, were tested to the required standards to evaluate the potential properties. All three Fly Ashes have been classified as a Class F Fly Ash, which requires a cementing agent for reactions to take place and for early strength gains in the early stages of the reaction processes. The Fly Ashes conformed to the combination of standards and have shown that the proper reactions will take place and will continue over period of time. The use of fly ash is accepted worldwide due to saving in cement, consuming industrial waste and making durable materials, especially due to improvement in the quality fly ash products.
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Mamabolo, Malemela Angelinah. "Implementation of road infrastructure development projects in rural areas of South Africa : a case of Polokwane Municipality in Capricorn District." Thesis, University of Limpopo (Turfloop Campus), 2013. http://hdl.handle.net/10386/1125.
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The South African government is obliged to render basic services for the
people through local government municipalities. These basic services include
among others the development of adequate roads, clean water and electricity.
The responsibility of the delivery of these services was given to the
municipality after the 1994 general elections, with the belief that it is the
government that is closer to the people on the ground than the national and
provincial governments. The issue of the provision of quality roads in rural
areas of South African still remains a critical challenge.
The issue addressed in this study is the provision of quality roads provided in
Polokwane Municipality. The study focused on the implementation of roads
infrastructure development project in rural areas of South Africa and the
provision of roads in the rural areas of Polokwane Municipality in Capricorn
District, with a special focus on the provision of roads in the rural villages of
Thabakgone, Komaneng, Segopje and Ga-Molepo. The study used data
collection instruments such as interviews, questionnaires and supporting
documents, such as Polokwane Integrated Development Plan and relevant
scientific articles to collect data in the four selected villages. The findings of
the study revealed that the provision of roads infrastructure in the municipality
is of substandard quality, and that the provision of quality roads in the areas is
required.
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Mthathi, Noxolo. "Management of official accommodation in the Department of Roads and Public Works in Port Elizabeth." Thesis, Nelson Mandela University, 2017. http://hdl.handle.net/10948/19234.
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The study investigates management of official accommodation in the Department of Roads and Public Works. Government immovable asset plays an essential role in ser-vice delivery. The official accommodation policies were not implemented as intendant and as a result, the former government employees are illegal occupants in government properties. The implementation of legislation and departmental policy for official ac-commodation are problematic when illegal occupants occupied government immova-ble assets without lease agreement. The present of illegal occupants has a negative impact to officials who qualify to occupy government properties in terms of the depart-mental policy for service delivery purposes. The study proposed to provide literature search using books, legislation, policies, and personal interviews among others. The research methodology employed in this study was described, followed by the legislative framework employed in this study. Some of the findings on a legislative framework for official accommodation in the department of Roads and Public Works in the department of Roads and Public Works include gaps at the implementation of departmental policy on Allocation of Official Housing in rela-tion to the lease of state owned properties. Recommendations as a result of descriptive literature search are presented and how the existing problem of implementation of official accommodation policies can be changed to enhance service delivery and to provide accommodation to officials who qualify to occupy government immovable assets. The recommendations will enable the Department of Roads and Public Works as custodian of immovable assets, to fulfil its Constitutional mandate to provide official accommodation to their officials and cli-ents departments who qualify in terms of the policy for service delivery purposes.
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Kleinschroth, Fritz. "Roads in the rainforests : legacy of selective logging in Central Africa : evaluating the temporal and spatial dynamics of logging road networks." Thesis, Bangor University, 2016. https://research.bangor.ac.uk/portal/en/theses/roads-in-the-rainforests-legacy-of-selective-logging-in-central-africa(4df4f3b6-76e1-4ec0-b2e2-eb29bbae94a4).html.
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Selective logging prevails in tropical forests around the world, posing urgent questions about how to reconcile timber extraction with biodiversity conservation. Roads are those elements of selective logging that are most costly, most visible and they probably have the most far-reaching environmental impacts. While many studies have outlined road related threats to forest ecosystems, little is known about the persistence of logging roads in the forest landscape. This is especially important in Central Africa, where selective logging is the most important type of land use, both in terms of spatial extent and financial yield. In this thesis I analyze the temporal and spatial dynamics of logging road networks in a part of the Congo Basin and apply these findings to make suggestions for forest management. In five chapters I am approaching the subject from different angles and on different scales: In the introductory chapter, I compare the content and the orientation of scientific literature on logging roads in tropical forests. In general I identified two strains in the literature, one focusing specifically on road related impacts on forest ecosystems and the other giving technical advice in road planning, building and maintenance in order to improve efficiency and reduce impacts. A third, partially distinct direction of research is oriented on the characterization of the spatial distribution and coverage of forest road networks on larger scale to monitor forest exploitation and related degradation. The second chapter presents a methodology to identify roads in CentralAfrican forests based on remote sensing with LANDSAT images. In a time series approach, I used survival analysis to evaluate the temporal dynamics of secondary logging roads over the last 30 years and showed how road persistence differs depending on environmental variables such as geological substrates. The third chapter approaches the persistence of logging roads from a field based perspective. I carried out vegetation inventories on a chronosequence of roads abandoned between 1985 and 2015. The results showed that road tracks and edges are suitable habitats for commercial species regeneration with rapid changes in the environmental conditions occurring over time. During 30 years after abandonment about one third of the biomass lost for road building has re-captured in subsequent vegetation development. The fourth chapter analyses the extent of logging road networks in the overall forest landscape. I used the mathematically well-defined Empty Space Function as a novel way to calculate roadless space. I demonstrated how roadless space in intact forest landscapes (declared in 2000) has diminished in general but in particular in FSC-certified logging concessions. I recommend that forest management should make the preservation of large connected forest areas a top priority by effectively monitoring - and limiting - the occupation of space by roads that are accessible at the same time. The concluding chapter develops management suggestions to apply the findings. I showed that re-opening logging roads in subsequent harvests is rather the exception than the rule. Evaluating benefits, opportunities, costs and risks, I conclude that re-opening roads should be given a higher priority in forest management. Re-using logging roads can spare forests within the same area by avoiding new forest clearing in the vicinity and at a larger scale by sparing unlogged forests from new logging disturbance by intensifying operations on previously logged forests. As a vision for road management, I suggest to actively manage logging roads as transient elements in the landscape until they are reopened. Permanent access roads should only be built in the periphery of continuous forest blocks. As a perspective for further research, I discuss the trade-offs between the need of roads for development and the environmental impacts. As an example for this, I present evidence for the first major road corridor crossing the Congo Basin that is already under construction. To limit the impacts on the forest, large-scale conservation corridors have to be established, requiring supra-regional landscape planning.
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Kannemeyer, Louw. "The applicability of published pavement deterioration models for national roads." Diss., University of Pretoria, 1993. http://hdl.handle.net/2263/37297.
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The growing interest in pavement management systems (PMSs), both in South
Mrica and internationally, has been in response to a shift in importance from
the construction of new roads to the maintenance of the existing paved network
coupled with increasingly restrictive road funding. In order to develop a
balanced expenditure programme for the national roads of South Africa there is
a need to predict the rate of deterioration of a pavement and the nature of the
changes in its condition so that the timing, type and cost of maintenance needs
could be estimated. Internationally these expected changes in pavement
condition are predicted by pavement deterioration models, which normally are
algorithms developed mathematically or from a study of pavement deterioration.
Since no usable pavement deterioration models existed locally, it was necessary
to evaluate overseas literature on pavement deterioration prediction models with
the aim of identifying models possibly applicable to the national roads of South
Africa. Only deterioration models developed from the deterioration results of inservice
pavements under a normal traffic spectrum were evaluated. Models
developed from accelerated testing were avoided since these models virtually
eliminated long·term effects (these are primarily environmental but also include
effects of the rest periods between loads), and that the unrepresentative traffic
loading regimes can distort the behaviour of the pavement materials, which is
often stress dependent. Models developed from the following studies were
evaluated: • AASHO Road Test
• The Kenya study
• Brazil-UNDP study (HDM-ill models)
• Texas study
Of all the above models studied that were developed from major studies it was
concluded that the incremental models developed during the Brazil study, were
the most appropriate for further evaluation under South African conditions. A
sensitivity analysis was conducted on the HDM-III models to evaluate their
sensitivity to changes in the different parameters comprising each model. The
results obtained from the sensitivity analysis indicate that the incremental
roughness prediction model incorporated into the HDM-III model tends to be
insensitive to changes in most parameters. Accuracy ranges for input data were,
however, also identified for parameters which indicated an increase in
sensitivity in certain ranges.
The local applicability of the HDM-III deterioration models were finally
evaluated by comparing HDM-III model predictions with the actually observed
deterioration values of a selected number of national road pavement sections. To
enable the above comparison, a validation procedure had to be developed
according to which the format of existing data could be transformed to that
required by the HDM-ill model, as well as additional information be calculated.
From the comparison it was concluded that the HDM-III models are capable of
accurately predicting the observed deterioration on South African national
roads, but that for most models calibration is needed for local conditions.
Guidelines regarding recommended calibration factor ranges for the different
HDM-ill models are given.
Finally it is recommended that the HDM-III models should be considered for
incorporation into a balanced expenditure programme for the national roads of
South Africa.Dissertation (MEng)--University of Pretoria, 1993.
gm2014
Civil Engineering
MEng
Unrestricted
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Boshielo, Paulina Shela Polly. "An integrated approach to strategy implementation in the Limpopo Department of Roads and Transport." Thesis, University of Limpopo (Turfloop Campus), 2008. http://hdl.handle.net/10386/840.
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Thesis (M.A. (Business administration)) University of Limpopo, 2008This research report is based on an integrated approach to strategy implementation in the Limpopo Department of Roads and Transport. The purpose of this research was to investigate which factors are key in the implementation of strategies and how can they be integrated to achieve the stated goals of the Limpopo Department of Roads and Transport. This report included both qualitative and quantitative research methods. The major finding of the study was that there are four key drivers of strategy implementation. These key drivers are management and leadership, organizational culture, organizational structure and organizational processes/systems. The integration of these key drivers is essential for the implementation of strategy, leading to improved service delivery to various stakeholders. The report concludes that in order to approach strategy implementation in an integrated manner, the following should take place: (1) managers who are responsible for strategy implementation should also be involved in strategy formulation processes; (2) organizational culture should be changed to create a conducive environment for the managers to be motivated; (3) leadership and management should guide the vision and mission; (4) organizational processes/systems should be coordinated and integrated for efficiency and effectiveness
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Nteziyaremye, Pascal. "Understanding pedestrian crossing behaviour : a case study in the Western Cape, South Africa." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/80368.
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Thesis (MScEng)--Stellenbosch University, 2013.ENGLISH ABSTRACT: Road traffic accidents have been a global concern facing all countries. Approximately 1.2 million people are killed annually as a result of traffic accidents and 50 million are injured. More than 90 percent of road fatalities occur in the developing world which has only 48 percent of the world’s registered vehicles. Beyond the problem of road fatalities, road traffic accidents result in disability and long term injury. They also cause considerable economic losses to victims and their families and damage properties and infrastructures. In South Africa, pedestrian fatalities account for about 40 percent of all road traffic accidents. Behaviour patterns of both pedestrians and motorists at pedestrian crossings are the main influential factors of pedestrian accidents. This study investigates behaviour patterns of pedestrians negotiating different types of crossing facilities in the town of Stellenbosch, in South Africa. A total number of 17 pedestrian crossings were selected for the study on the basis of their geometric and operational characteristics. Video-based observations together with on-street interviews were used to understand crossing behaviour patterns, namely pedestrian walking speed, pedestrian delay, gaze behaviour, pedestrian-vehicle conflicts, pedestrian compliance with road traffic rules and gap-acceptance behaviour. Results of the study showed that male pedestrians walk more than female pedestrians. The 15th percentile crossing speed for all pedestrians observed while crossing was found to be 1.13 m/s whereas the mean crossing speed was found to be 1.48 m/s. Demographic variables appeared to significantly influence pedestrian walking speed. Male and younger pedestrians exhibited higher walking speeds than female and older pedestrians. Pedestrian walking speed was also found to be affected by group size, encumbrance, type of pedestrian facility and distraction while walking. However, no effects of conflicts and the presence of a pedestrian refuge on pedestrian walking speed were found in this study. A mean total delay of 5.10 seconds was found in this study. Male and younger pedestrians experienced shorter delay compared to female and older pedestrians. The type of pedestrian facility and traffic signals during which pedestrians arrived at the kerb and crossed appeared to be other influential factors of pedestrian delay. With regard to gaze behaviour, an average number of head movements ranged from 2 to 5 at the kerb and from 3 to 5 while crossing. Conflicts with motorists peaked where crossing distances were longer and traffic volume was heavy. A red light violation ranging from 82 to 87 percent was observed in this study and on-street surveys indicated that beliefs and attitudes towards traffic control devices and traffic environment significantly explained pedestrians’ unsafe crossing behaviour. The calculated critical gap and critical lag ranged from 2.19 to 3.90 seconds and the effect of crossing distance on gap-acceptance emerged in this study. Possible interventions are finally suggested.
AFRIKAANSE OPSOMMING: Padongelukke is 'n wêreldwye probleem wat al die lande in die gesig staar. Ongeveer 1,2 miljoen mense sterf jaarliks as 'n gevolg van verkeersongelukke en 50 miljoen word beseer. Meer as 90 persent van padsterftes kom voor in die ontwikkelende wêreld met slegs 48 persent van die wêreld se geregistreerde voertuie. Bo en behalwe die probleem van padsterftes, het padongelukke gestremdheid en lang termyn beserings tot gevolg. Dit veroorsaak ook aansienlike ekonomiese verliese vir die slagoffers en hul gesinne en skade aan eiendomme en infrastruktuur. In Suid-Afrika is voetgangersterftes verantwoordelik vir sowat 40% van alle padongelukke. Gedragspatrone van beide voetgangers en motoriste by voetoorgange is die belangrikste bepalende faktore van voetganger-ongelukke. Hierdie studie ondersoek gedragspatrone van voetgangers by verskillende tipes kruisings in die dorp van Stellenbosch Suid-Afrika. ʼn Totale aantal van 17 voetoorgange is gekies vir die studie op die basis van hul geometriese en operasionele eienskappe. Video-gebaseerde waarnemings saam met op-straat onderhoude is gebruik om kruising-gedragspatrone, naamlik voetganger stapspoed, voetganger vertraging, kyk gedrag, voetganger-voertuig konflikte, voetganger nakoming van padverkeersreëls en gaping-aanvaarding gedrag te verstaan. Resultate van die studie het getoon dat manlike voetgangers vinniger loop as vroulike voetgangers. Die 15de persentiel kruising spoed vir alle voetgangers waargeneem binne kruisings was 1,13 m/s, terwyl die gemiddelde kruising spoed 1,48 m/s is. Demografiese veranderlikes beïnvloed voetgangers loop-spoed. Manlik en jonger voetgangers loop vinniger as vroulike en ouer voetgangers. Voetgangers loop-spoed word ook geraak deur die grootte van die groep, die dra van items, die tipe voetganger-fasiliteit en afleiding terwyl geloop word. Daar is egter geen gevolge van konflikte op voetgangers loop-spoed in hierdie studie gevind nie. 'n Gemiddelde totale vertraging van 5,10 sekondes is in hierdie studie gevind. Manlik en jonger voetgangers ervaar korter vertraging in vergelyking met die vroulike en ouer voetgangers. Die tipe voetgangerfasiliteit en verkeerseine was ander invloedryke faktore van voetganger vertraging. Vir waarneming van die verkeer is gevind dat die gemiddelde aantal kopbewegings gewissel het van 2 tot 5 teen die randsteen en van 3 tot 5, tydens die kruising. Konflikte met motoriste het ʼn hoogtepunt bereik waar kruising afstande langer en verkeersvolume hoër was. Rooi lig oortredings wat wissel van 82 tot 87 persent is in hierdie studie waargeneem en op-straat opnames het aangedui dat houdings teenoor verkeer-beheer toestelle en die verkeersomgewing die voetgangers se onveilige kruising-gedrag verduidelik. Die berekende kritiese gaping het gewissel van 2,19 tot 3,90 sekondes en die effek van die kruisinglengte op gaping-aanvaarding het in hierdie studie na vore gekom. Moontlike intervensies word voorgestel.
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Parrock, Philip. "Mega project analysis : a case study of the Gauteng Freeway Improvement Project." Thesis, Stellenbosch : Stellenbosch University, 2015. http://hdl.handle.net/10019.1/97019.
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Thesis (MA)--Stellenbosch University, 2015.ENGLISH ABSTRACT: Mega projects have fascinated human beings for as long as history can remember. The urge to build something bigger and better than has ever been done before has always been a driving force behind the human race’s relentless pursuit of technological advancement. It is in this vein that mega projects have evolved over time, as methods of construction improved, so did the scale on which people could attempt new projects. The Channel Tunnel between England and France, the Hoover Dam in America and the Millau Viaduct in the French countryside are some of the biggest examples of infrastructure projects in the world and these are all unequivocally, mega projects. Costing at least $ 250 million and incorporating major technological challenges, mega projects continue to inspire and motivate artists and engineers alike. This thesis seeks to expand people’s understanding of the analysis of these mega projects. Mega project analysis is a field that has struggled to differentiate itself ordinary project analysis. The Gauteng Freeway Improvement Project (GFIP) and the associated e-tolling mega project will be analysed in this thesis. The framework for analysis will be provided by the work of Flyvbjerg, Bruzelius and Rothengatter (2003), who seek to analyse mega project success or failure based on three key indicators of economic sustainability, environmental concerns and the effect of public support. This thesis will use the indicators of economic sustainability and the effect of public support to determine whether the Gauteng Freeway Improvement Project (GFIP) can be viewed as a failed mega project or not. After an in-depth study of the data and material available, this descriptive and explanatory study shows that the GFIP and associated e-tolling mega project is indeed a failed mega project. This is because it has failed the analysis in both categories of economic sustainability and the effect of public support.
AFRIKAANSE OPSOMMING: Megaprojekte het al eeue lank die mens gefasineer. Die neiging van die mens om iets groter en beter te maak as wat al ooit gemaak was het nog altyd baie dryfkrag verskaf vir die mens se strewe na tegnologiese verbetering. Dit is met hierdie idee in gedagte dat megaprojekte met tyd verander het, soos wat boumetodes verbeter het, so ook het die grootte van projekte verander wat mense kon aanpak. Die Channel Tonnel tussen Engeland en Frankryk, die Hoover Dam in Amerika en die Millau Brug in die Franse platteland is voorbeelde van die grootste infrastruktuur projekte ter wêreld en hierdie is al drie, sonder enige twyfel, megaprojekte. Teen ‘n koste van ten minste $ 250 miljoen en met grootskaalse tegnologiese uitdaging, hou megaprojekte aan om vir beide kunstenaars en ingenieurs te motiveer en uit te daag. Hierdie tesis poog om mense se kennis van die analise van megaprojekte te verbreed. Megaprojek analise is ‘n veld wat al jare lank sukkel om verskille te bewerkstellig tussen homself en gewone projek analise. Die “Gauteng Freeway Improvement Project” (GFIP) en die verwante e-toll megaprojek sal geanaliseer word in hierdie tesis. Die raamwerk vir analise sal deur Flyvbjerg, Bruzelius en Rothengatter (2003) verskaf word, waar die outeurs poog om megaprojekte se sukses of mislukking te bepaal gebaseer op die sleutel aanwysers van ekonomiese volhoubaarheid, omgewingskwessies en die effek van openbare ondersteuning. Hierdie tesis sal gebruik maak van die ekonomiese volhoubaarheid en openbare ondersteuning aanwysers om te bepaal of die GFIP beskou kan word as a mislukte megaprojek of nie. Na ‘n in-diepte study van die data en materiaal beskikbaar, sal hierdie beskrywende en verduidelikende studie wys dat die GFIP en verwante e-toll megaprojek inderdaad ‘n mislukte megaprojek is, as gevolg daarvan dat die GFIP megaprojek analise aandui dat die megaprojek misluk het in beide die ekonomiese volhoubaarheid en publieke ondersteunings aanwysers.
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Visser, Salomé. "Guidelines for spacing of priority controlled intersections along urban collector roads." Thesis, [Bloemfontein?] : Central University of Technology, Free State, 2007. http://hdl.handle.net/11462/91.
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Kruger, Anne-Liese. "Accumulation and toxicity of lead in soil along the road verges in the City of Cape Town." Thesis, Cape Peninsula University of Technology, 2007. http://hdl.handle.net/20.500.11838/788.
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Thesis (MTech (Environmental Health)--Cape Peninsula University of Technology, 2007The widespread use of lead (Pb) and especially Pb from vehicular emissions arising from lead additives in petrol has resulted in high levels of this metal found in various soil samples taken along the road verges of Cape Town CBD. The accumulation of lead was investigated in roadside surface soil by collecting soil samples at various sites along the three major highways (N7, N2, N1), approximately three metres from the road verges and at a depth of approximately 5 cm for a period of 12 months. After digestion with 55"70 nitric acid the Pb concentrations were determined by using an Inductively Coupled Plasma Atomic Emission Spectrophotometer (ICP-AES). Results have shown the Pb concentrations in the soil at busy intersections to be higher than at other areas along the roadsides. Lead concentrations found in the roadside soils of the N1 ranged between 200 and 2000 mg/kg and these were of the highest concentrations found compared to the other two highways and were even higher than found in other studies. The roadside soils on the N1 highway, with the most traffic, according to car count data obtained, seemed more contaminated than the other two highways. It was also investigated whether earthworms (Eisenia fetida) accumulated Pb after being exposed to the contaminated soil from the sampling sites. The earthworms in the highly contaminated soil accumulated on average much higher concentrations of Pb than the earthworms in the lower Pb contaminated soil. A potential biomarker (cell membrane integrity) was applied to determine whether the earthworms experienced toxic stress as a result of the exposure to lead contaminated soil. Behavioural and morphological changes in the earthworms were also observed. The Trypan blue exclusion assay was used to measure the effect of lead exposure on the membrane stability of the coelomocytes in the coelomic fluid of earthworms. In the highest exposure groups per highway, a significant decrease in percentage viable cells were seen (N7, 36 ± 0.07%; N2 48 ± 0.09%; N1, 34 ± 0.08%). The fact that clear statistically significant responses were seen after the five week exposure period in the highest, as well as lowest exposure groups indicate that these responses could serve as an early warning system of lead exposure. The percentage cell viability (biomarker) used in this study have been useful in identifying toxic stress in earthworms caused by lead in roadside soils. The additional information obtained by using biomarkers could not be obtained by chemical analysis of soil and earthworms alone.
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Baliso, Unathi. "Partnering with suppliers for quality improvement." Thesis, Cape Peninsula University of Technology, 2010. http://hdl.handle.net/20.500.11838/1232.
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A dissertation submitted in fulfillment of the requirements for the degree Master Technology: Quality in the Faculty of Engineering at the Cape Penisula University of TechnologyUneven surfaces on national roads that often lead to difficulty and even danger can be extremely hazardous when wet, due to mud and cracks, and also create dust pollution for motorists, pedestrians, residents and business. The continuing use of low quality raw materials in producing hot mix asphalt for national roads, leads to regular maintenance at a very high cost. The quality aggregates (stone that is used to produce asphalt), and the quality of bitumen are often inadequate for the correct composition of hot mix asphalt. The mst important factors affecting initial and long term performance of the highways is the inferior pavement structure and condition, due to poor aggregates (raw material)from suppliers. The performance of asphalt i s largely determined by the characteristics of its constituents, the asphalt binder and aggregates.
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Kluyts, Grant. "Investigation of the effect of selected polypropylene fibres and ultra-fine aggregate on plastic shrinkage cracks on South African roads." Thesis, Nelson Mandela Metropolitan University, 2005. http://hdl.handle.net/10948/174.
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Plastic shrinkage cracks, although not inherently structurally debilitating, expose the reinforcement in low-volume reinforced concrete roads to deleterious substances, which may reduce its effectiveness leading ultimately to structural failure. In un-reinforced low-volume concrete road these cracks appear unsightly and cause the road user an unpleasant riding experience. Many researchers believe that plastic shrinkage crack development remains a concern to the concrete industry, occurring in particularly large–area pours such as low-volume concrete roads, and therefore requires further research to understand their formation and minimization. This study reports findings on the effectiveness of oxyfluorinated polypropylene fibres to control plastic shrinkage cracks, and the effect the addition of ultra-fine material has on the formation and/or propagation of these cracks. Findings indicate that low volume dosages (2 kg/m³), of oxyfluorinated polypropylene fibre significantly reduced the formation of plastic shrinkage cracks under test conditions. Furthermore, that the addition of ultra-fine material in excess of 63 kg/m³ increased the formation and/or development of plastic shrinkage cracks.
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Mbakwa, Emmanuel Fon. "Accumulation of lead and manganese in soil along the N1 highway in the City of Cape Town after the banning of leaded petrol in South Africa." Thesis, Cape Peninsula University of Technology, 2015. http://hdl.handle.net/20.500.11838/803.
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Thesis submitted in fulfilment of the requirements for the degree
Master of Technology: Environmental Health
Faculty of Applied Sciences
Cape Peninsula University of TechnologySoil contamination by metals is a serious environmental problem that has significant implications for human health. Roadside soils have been shown to have considerable contamination due to depositions of metals by vehicles. Metal pollution poses significant environmental concerns because most metals are not biodegradable and often have long half-lives, thus predicating far reaching effects on biological systems, including the soil. Unleaded petrol has been available in South Africa since 1996. The conversion from leaded to unleaded petrol has been a slow process. Leaded petrol has been totally phased out since January 2006. The manganese-containing fuel additive methylcyclopentadienyl manganese tricarbonyl (MMT) that was introduced to automobile fuel formulae as an octane boosting and “anti-knock” agent, to replace or reduce the lead content in petrol, was officially approved in some developed countries. Despite the fact that metal contamination of soil has long been known, few studies have been carried out into its vertical distribution in the soil. The objectives of this investigation were: firstly, to assess the accumulation of lead and manganese in soil along the N1 highway; secondly, to determine the vertical distribution of lead and manganese in soil along the N1 highway; and thirdly, to compare the concentrations of lead and manganese in soil along the N1 highway, before and after the banning of leaded petrol in South Africa. Six soil samples were taken at each site approximately two meters from the road verges and at a depth of approximately 0-2cm of surface soil. The sampling period commenced on the 16th of February 2011 and ended on the 28th of December 2011. Once-off soil samples were also collected at sites 1, 5 and 6 at depths of 0-2cm, 30cm and 60cm, respectively. Samples were digested with 10 ml 55% nitric acid. Lead and manganese concentrations were determined by using Inductively Coupled Plasma Mass Spectrophotometer (ICP–MS). The mean concentrations of lead found in the roadside soils of the N1 highway ranged between 7.32mg/kg and 2068.31mg/kg and these were of high concentrations when compared to studies done in other countries. Results from the vertical distribution of lead investigation showed that lead concentrations ranged from 52.72mg/kg to 215.94mg/kg at surface level, from 15.80mg/kg to 164mg/kg at a depth of 30cm and from 14.06mg/kg to 216.07mg/kg at a depth of 60cm from the surface. It was also shown that there is a positive correlation between lead concentration and the amount of organic content (although not statistical), concluding that as the amount of organic content increases lead concentrations also increase. The mean manganese concentrations found in the roadside soils of the N1 ranged between 12.17mg/kg and 221.47mg/kg. The levels of manganese in the soil were found to be relatively low when compared to other studies an indication of mild to low metal contamination of the sampled soils. Results from the vertical distribution of manganese concentrations showed that concentrations in the soil ranged from 39.23 mg/kg to 63.32 mg/kg at surface level, from 14.4mg/kg to 310.86mg/kg for depths of up to 30cm, and from 4.42mg/kg to 343.96mg/kg for depths of up to 60cm. No relationships of manganese levels in the soil were found at any of the sites when sites were compared prior to the banning of lead and after the banning of lead despite the increased traffic volumes and, thus, increased MMT usage over the years, indicating that manganese contribution from MMT is very low and does not significantly increase soil contamination along the N1 highway. However, further investigations are needed into the future to monitor manganese contamination that may possibly occur.
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Ackerman, Pierre Alexander. "An investigation into the shorthaul transport of pulpwood in South Africa." Thesis, Stellenbosch : Stellenbosch University, 2001. http://hdl.handle.net/10019.1/52115.
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Thesis (MScFor)--Stellenbosch University 2001.ENGLISH ABSTRACT: Ackerman PA. 2001. An Investigation into the Shorthaul Transport of Pulpwood in South Africa. M.Sc. in Forestry thesis. University of Stellenbosch. 178 pp Shorthaul transport also known as secondary intermediate transport (SIT), a unique feature of pulpwood transport in South Africa, is an additional transport phase within traditional secondary transport. SIT originates at a roadside landing or depot and terminates at another depot, rail siding or merchandising area (not the final destination). The reason for the addition of SIT into the transport chain is identified as the steady decline of forest road conditions to the extent that highway vehicles are unable to reach roadside landings, necessitating the use of intermediate storage sites, from where the timber is once again loaded and transported to final destination. An industry survey established that the decline of forest road conditions are related to excessively high road densities, insufficient funding for road maintenance/upgrading and the lack of understanding by landowners of the importance of maintaining forest road infrastructure. Total funding, by pulpwood companies on roads have shown an increase of R18.55 million from 1997 to 2000, however, subsequent surveys have indicated, that despite this increase in funding, the forest road conditions continue deteriorating. Of the total annual pulpwood intake of 9.39 million tonnes for 1998, 3.7 million tonnes are subject to SIT. Of this 3.7 million tonnes, 2.5 million tonnes are transported from stump to depot and 1.2 million tonnes are transported from landing to depot. The survey identified the agricultural tractor and semi-trailer as the most favoured transport system between stump or landing and depot, responsible for transporting 2.22 million tonnes annually. For 1998, manual loading and three wheel log loaders accounted for the loading of 0.6 and 2.1 million tonnes respectively of the 3.7 million tonnes subject to SIT. This survey information, assisted by newly developed terminology, was used to develop transport scenarios for the economic analysis of total cost of the different transport phases. A network analysis model and pixel-based geographic information system (GIS) were combined to analyse the various transport scenarios within three study areas in the KwaZulu/Natal Midlands, employing SIT on poor, high-density road networks. The simple pixel-based GIS contained information on the forest road network, surface cover and slopes. The results of the economic analysis highlighted the need for the reduction of road network density and for the improvement of the remaining network. This would eliminate the need for extended primary transport and allow the use of highway vehicles transporting from the compartment roadside to and past plantation exits. Results show an average annual cost penalty to the industry, by maintaining SIT, to be R43.25 million or R8.24/m3 . By not employing SIT the industry will potentially save R4.60 for every tonne of the 9.4 million tonnes consumed by the pulpwood processing plants during 1998. Key words: Network analysis. Pixel-based GIS. Timber transport. Secondary transport. Secondary intermediate transport. Secondary terminal transport. Extended primary transport. Primary transport. Dirichlet tessellations. Shorthaul. Note: Throughout this document a full stop (.) is used as a decimal separator.
AFRIKAANSE OPSOMMING: Ackerman PA. 2001.'n Ondersoek na die kortafstand vervoer van pulphout in Suid- Afrika. MSc in Bosbou tesis. Universiteit van Stellenbosch. 178 pp. sekondere intermediere vervoer (SIV), 'n addisionele vervoer-fase binne tradisionele sekondere houtvervoer, is 'n unieke kenmerk van pulphout vervoer in Suid-Afrika. SIV begin op pad, by 'n spesifieke vak of depot en eindig by 'n ander depot, syspoor of verwerkingsgebied (nie die finale bestemming nie). Aangesien die toestand van bospaaie toenemend verswak en omdat swaarpadvervoer nie langer vakke kan bereik nie, word vervoerkontrakteurs al hoe meer gedwing om van depots gebruik te maak waarheen hout deur middel van SIV vervoer moet word. Die hout word dan weer daar gelaai en na 'n verwerkingsfabriek vervoer deur middel van swaarpadvervoer. 'n Landwye opname het getoon dat die swak toestand van bospaaie toegeskryf kan word aan oormatige paddigthede, onvoldoende befondsing vir die instandhouding/ opgradering van paaie en 'n gebrek aan begrip vir die belangrikheid van die onderhoud van pad infrastruktuu r. Die totale kostes aan padverbeterings en opgraderings in die pulphout bedryf, het van 1997 tot 2000 met R18.55 miljoen toegeneem. Verdere opnames toon egter dat ten spyte van hierdie verhoging in befondsing, die toestand van bospaaie steeds onbevredigend is. Van die totale jaarlikse pulphout inname van 9.39 miljoen ton gedurende 1998, word 3.7 miljoen ton aan SIV blootgestel. Van die volume word 2.5 en 1.2 miljoen ton onderskeidelik vanaf die stomp en pad na depots vervoer. Die opname het ook landboutrekkers met leunwaens ge·identifiseer as die gewildste houtvervoer middel tussen die stomp/pad en depots. Hande-arbeid en driewielbloklaaiers is op hulle beurt verantwoordelik vir die laai van onderskeidelik 0.6 en 2.1 miljoen ton pulphout wat deur middel van SIV vervoer word. Inligting uit die opname ondersteun deur nuutgeskepte vakterminologie, is gebruik om verskillende vervoersisteme vir die ekonomiese analise van totale koste van die verskillende vervoerfases te bereken. 'n Netwerk analise model en pixel gebaseerde GIS is in kombinasie gebruik om verskillende vervoer scenarios in drie areas in Kwa-Zulu Natal te ontleed, wat gebruik maak van SIV op swak bospaaie met hoenetwerkdigthede. Die eenvoudige pixel-gebaseerde GIS het inligting weergegee oor bospadnetwerke, oppervlakbedekking en hellings. Die behoefte aan die vermindering van paddigtheid en die verbetering van bospaaie as sulks, is deur die resultate van die ekonomiese ontleding na vore gebring. Dit sal die behoefte vir uitgebreide primers vervoer uitskakel en die gebruik van tradisionele swaar padvoertuie moontlik maak. Die resultate van hierdie opname toon dat die bedryf addisioneel gemiddeld R43.25 miljoen/jaar of R8.24/m3 betaal vir die 3.7 miljoen ton wat onderhewig is aan SIV. Vir die totale 9.4 miljoen m3 het SIV die maatskappye gedurende 1998 R4.60 meer gekos vir elke m3 wat vervoer was. Sleutelwoorde: Netwerkanalise. Houtvervoer. Sekondere vervoer. sekondere intermediere verveer. Sekondere terminale vervoer. VerJengde prirnere vervoer. Kortafstand vervoer. Pixel-gebaseerde GIS Nota: In hierdie document word deurgans 'n punt (.) gebruik om desimale van heelgetalle te skei.
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Muvirimi, Nyasha. "Application of value for money assessment in public-private partnerships in the road transport sector : a case of the N4 (East) toll road." Thesis, Stellenbosch : Stellenbosch University, 2012. http://hdl.handle.net/10019.1/95586.
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Thesis (MDF)--Stellenbosch University, 2012.ENGLISH ABSTRACT: The purpose of this research was to understand how value for money (‘VfM’), an important decision pillar in public procurement, is applied in South Africa, and compare the VfM regulated framework with other global practices in the United Kingdom, Canada, Australia, Singapore and Hong Kong. VfM is applied when deciding the most appropriate procurement method that utilises public funds in the most cost effective, equitable and transparent manner. Although VfM is vital in the public sector, it is one of the most misunderstood and controversial procurement aspects. The various actors in public procurement processes tend to complicate this key aspect due to their conflicting objectives in relation to a given project. Chief among these are the political influences on the public managers, which tend to manipulate the procurement choice. Consequently over the years, the VfM assessments performed before selecting a procurement method have not been publicly available, thereby increasing concern on whether VfM is achieved, particularly when involving the private sector through public-private partnership (‘PPP’) arrangements. The study explores the various components of VfM, which are the public sector comparator, risk allocation mechanisms, particularly for the road sector projects, discount rates and post project implementation monitoring systems. More importantly, the research analysed how these various aspects were assessed on procuring the N4 toll road. South African National Road Agency SOC Limited (‘SANRAL’), although it did not have the benefit of a PPP guideline as is the case now, it performed extensive feasibility studies and held a transparent procurement process before selecting the private sector party to the PPP. Interestingly, project that was pre-identified as a PPP procurement model and had political support from both the Mozambique and South African governments from inception in order to make it work. The comparative analysis of the South African PPP framework and the selected global PPP markets revealed that the local VfM guidelines were comparable in most aspects such as the PSC construction and risk management methodologies. However, the South African practices could be further improved with increased transparency incorporated in the procurement process such as the publication of the PPP contract once finalised – a practice common in the developed markets analysed. This will go a long way to increasing acceptance of the PPP procurement model in a market that is tainted with mistrust of same. There is need for the civil servants to be trained on the VfM assessment processes so that such analyses are not limited to PPP-type projects, but to conventionally-procured infrastructure projects for increased accountability and effective use of public funds.
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Rampedi, Leshabe Samuel. "A critical analysis of the macro-economic policies in post apartheid South Africa and the resultant effects on budgetary provisions for development in the Limpopo Province,with specific reference to roads infrastructural provision." Thesis, University of Limpopo, 2003. http://hdl.handle.net/10386/2065.
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Botes, Francois Jacobus. "A model to forecast the impact of road accessibility on the economic development potential of industrial land in urban areas." Thesis, Stellenbosch : Stellenbosch University, 2003. http://hdl.handle.net/10019.1/53250.
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Dissertation (PhD)--Stellenbosch University, 2003.ENGLISH ABSTRACT: The dissertation firstly outlines the findings of recent studies that have recorded the relationship between transport and economic development. This includes the assessment of a number of economic evaluation techniques that are available to predict the impact of improvements in transport on economic development. An historic overview is provided of the role that transport has played in the development of Cape Town. Due to the fact that the phases of development followed international development trends, it is concluded that development in Cape Town will follow the global trend. A number of economic growth scenarios are developed for Cape Town to assess how the City will be able to cope with the socio-demographic challenges facing it in the next century. The relationship between land price and the economic development potential of land is outlined, as are the factors that determine industrial land price, namely the demand and supply of industrial land. The process of determining the economic value of industrial land is described. This includes the collection and analysis of occupation rent of industrial townships in Cape Town, the calculation of property values and the calculation of the shadow price of land. A procedure of determining accessibility to industrial townships in Cape Town was developed. Firstly, accessibility was defined in broad terms. This was followed by a discussion of each of the elements of accessibility namely proximity, access and mobility in order to understand the factors that may impact on the level of accessibility. Finally, the level of accessibility is quantified in terms of generalised cost. A regression analysis was undertaken to establish a statistical relationship between the economic value of industrial land and accessibility to the industrial townships. The development of a numerical model was based on the regression analyses to forecast changes in industrial land price given a change in accessibility. The model was then tested on a case study. The main conclusions of the study are as follows: (a) The accessibility of industrial land in Cape Town is linked closely to its CSD I Port (it was not possible to separate the CSD and the port), which is typical of a monocentric city structure. (b) There is a positive, significant, quantifiable relationship between accessibility as quantified by means of generalised cost and the economic value of industrial land, which was calculated by means of the shadow price technique. (c) There are a number of conditions that should be met for an increase in local industrial production potential to be translated into an equal amount of economic output.
AFRIKAANSE OPSOMMING: Die proefskrif som eerstens die bevindings van onlangse studies op wat die verwantskap tussen vervoer en ekonomiese ontwikkeling dokumenteer. Dit sluit die taksering van 'n aantal ekonomiese evaluasietegnieke in wat beskikbaar is om die impak van vervoer op ekonomiese ontwikkeling te voorspel. 'n Historiese oorsig word verskaf van die rol wat vervoer gespeel het in die ontwikkeling van Kaapstad. As gevolg van die feit dat die fases van ontwikkeling in die verlede internasionale ontwikkelingstendense gevolg het, word tot die gevolgtrekking gekom dat Kaapstad die globalisasie markera, wat tans internasionaal gestalte kry, sal navolg. 'n Aantal ekonomiese groeiscenarios word vir Kaapstad ontwikkel ten einde te bepaal hoe die stad die sosiodemografiese uitdagings van die volgende eeu sal hanteer. Die verwantskap tussen grondprys en die ekonomiese ontwikkelingspotensiaal van grond word omskryf, asook die faktore wat industriële grondprys bepaal. Die proses van die bepaling van die ekonomiese waarde van industriële grond word beskryf. Dit sluit die insamel en analise van besettingshuurdata van industriële dorpsgebiede, die berekening van eiendomswaarde en die berekening van die skaduprys van grond in. 'n Prosedure is ontwikkel vir die berekening van die toeganklikheid van industriële dorpsgebiede in Kaapstad. Eerstens is toeganklikheid in breë trekke gedefinieër. Dit is gevolg deur 'n bespreking van elk van die elemente van toeganklikheid, naamlik nabyheid, aansluiting en mobiliteit ten einde die faktore wat op die vlak van toeganklikheid mag impakteer te verstaan. Laastens is die vlak van toeganklikheid gekwantifiseer in terme van veralgemeende vervoerkoste. 'n Regressie-analise is onderneem ten einde die statistiese verwantskap tussen die ekonomiese waarde van industriële grond en toeganklikheid na industriële dorpsgebiede te bepaal. Die ontwikkeling van 'n numeriese model is op die regressie-analise gebaseer ten einde veranderinge in industriële grondpryse te voorspel, gegewe 'n verandering in toeganklikheid. Die model is op 'n gevallestudie toegepas. Die vernaamste gevolgtrekkings van die studie is : (a) Die toeganklikheid van industriële grond in Kaapstad is nou gekoppel aan die sentrale sakekern I hawe (dit was nie moontlik om die sentrale sakekern en hawe te skei nie), wat tipies is van n monosentriese staduitleg. (b) Daar is n noemenswaardige positiewe kwantifiseerbare verwantskap tussen toeganklikheid, soos gekwantifiseer in terme van veralgemeende koste, en die ekonomiese waarde van industriële grond wat deur middel van die skaduprystegniek bereken is. (c) Daar is 'n aantal voorwaardes waaraan voldoen moet word alvorens 'n toename in plaaslike industriële produksiepotensiaal tot 'n soortgelyke toename in ekonomiese ontwikelingspotensiaal sal lei.
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Driessen, Miriam. "Asphalt encounters : Chinese road building in Ethiopia." Thesis, University of Oxford, 2014. http://ora.ox.ac.uk/objects/uuid:160b0802-8bb6-4ddb-8bb1-e9c8cd3f11d7.
Full textAbstract:
Over the past decade, road construction has come to represent Chinese engagement with Ethiopia. This study considers the lives of Chinese workers at the lower end of one such project in Tigray, northern Ethiopia. By examining the ways in which Chinese road workers tried to make sense of daily life on the construction site, I reveal the inherent contradictions of a state rhetoric that promoted 'win-win cooperation' ('huying huli hezuo') and 'friendly collaboration' ('youhao hezuo') between China and Africa, and demonstrate the local manifestations of the much-debated 'China Model'. Initial expectations coloured by state narratives, as well as the migrants' own experiences with domestic development, stood in sharp contrast to realities on the ground. Convinced of the goodwill nature of their activities, Chinese workers were puzzled by and resentful of the apparent ingratitude of local Ethiopians, their lack of cooperation, and, worse, repeated attempts to sabotage the construction work. Chinese workers' struggles with development in Africa, I argue, should be understood in relation to their background as upwardly mobile rural migrants at the bottom of the corporate hierarchy, successors of engineers dispatched under Mao Zedong who had enjoyed a respectable reputation at home - a reputation current workers felt they were about to lose - and as citizens aware of their country's status in the world as superior to Africa and inferior to the West. The workers sought to live up to Chinese ideals of development by demonstrating and promoting the virtues of self-development, simultaneous development, and entrepreneurialism. Ethiopians, however, did not concede to these ideas, and their lack of cooperation stirred resentment and expressions of self-pity on the part of the Chinese, who blamed the Ethiopian labourers, their suzhi (human quality), and wenhua (culture) for the limited success of the projects. What Chinese workers failed to realise was that the attitude of Ethiopians was in fact a response to asymmetrical and contested power relations that did not allow for win-win cooperation and friendly collaboration.
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Twagirimana, Janvier. "Establishing and applying speed-flow relationships for traffic on rural two-lane two- way highways in the Western Cape." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/85825.
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Thesis (MScEng)-- Stellenbosch University, 2013.ENGLISH ABSTRACT: Speed-flow-density relationships are the most useful tools in the highway design and planning process. They are useful in predicting the roadway capacity, in determining the adequate level-of-service of traffic flow and in determining travel time for a given roadway. Two-lane two-way rural highways constitute the vast majority of the rural road network in South Africa. Nowadays in the Western Cape and other provinces of South Africa, the speed-flow-density relationships normally used for rural transportation studies are derived from the Highway Capacity Manual, which reflects the traffic conditions in the North American situation. Since the North American traffic conditions may be different from the South African conditions, a need to investigate speed-flow-density relationships on these highways in South Africa arises in order to justify any investment made on these roads. In this context, a video technique was used to collect traffic flow data during morning peak hours on two rural two-lane two-way highways in the Western Cape Province in order to investigate these relationships. Through the use of Adobe premiere C.S 6 software, travel time of individual vehicles and distance headways were measured and used in computation of average speed and average density. Several researchers have developed models to describe the relationships between traffic characteristics on uninterrupted flow facilities. In this study, some of these models were tested using collected data in order to investigate which model fits the data satisfactorily. Statistical methods were used to evaluate the ability of each model to predict the flow characteristics over the whole range of data. Average speed and density data were used through regression analysis to perform curve fitting and testing of these developed models. In the next stage, the model which provided a best representation of the data on each section was selected and through the application of the steady-state equation (2.1), flow-density and speed-flow relationships were established on these sections. The available data were also used to investigate the impact the observation time has on the speed-flow curve and the resulting capacity value. Finally, the developed speed-flow curves were used to determine the capacities of the study sections. These capacity values were used to determine if the shoulder usage contributes in increasing the capacity of two-lane two-way highways by comparing them to the capacity provided by HCM.
AFRIKAANSE OPSOMMING: Spoed-vloei-digtheid verhoudings is baie handig in die beplanning en ontwerp van paaie. Dit kan ook gebruik word in die voorspelling van kapasiteit, diensvlak en reistyd. Twee-laan twee-rigting paaie maak die grootste deel van die Suid-Afrikaanse padnetwerk uit en vir die beplanning daarvan word van Amerikaanse spoed-vloei-digtheid verhoudings gebruik gemaak aangesien daar nog nie voorheen ‘n studie hiervan in SA gemaak is nie. Video-opnames is gebruik om verkeersvloeidata op twee paaie in die omgewing van Stellenbosch te versamel. Die reistyd en digtheid van individuele voertuie is tydens spitstye waargeneem. Die data is gebruik om te bepaal watter modelle die beste is om die spoed-vloei-digtheid verhoudings vir hierdie paaie te modelleer. Die beste modelle is dan gebruik om die kapasiteit van die paaie te bepaal en dit te vergelyk met die Amerikaanse waardes.
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Ojungu-Omara, Isaac. "Ways of reducing accidents on South African roads." Master's thesis, University of Cape Town, 2006. http://hdl.handle.net/11427/5014.
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Includes bibliographical references.In order to reduce the number of road accidents, the causes must be identified and measures adopted to minimise these causes. Causes of road accidents can be categorised into human factors, vehicle factors and road factors. In South Africa, road accidents are primarily caused by human factors and to a lesser degree, vehicle and road factors. December is the month of the year with the highest number of road fatalities in South Africa. Measures adopted to reduce the road carnage in December, need to be applied throughout the year. Jaywalking and speeding are the main contributory factors of road accidents in South Africa. Jaywalking would be reduced by re-settling residents of informal settlements adjacent to freeways away from these high-mobility routes. South African road users are aggressive with a lot of road rage compounded by alcohol abuse. Education of pedestrians and motorists is vital in changing driver and pedestrian behavious. Enforcement is required to ensure that traffic rules and regulations are adhered to. Engineering will mitigate human, vehicle and road factors that education and enforcement could not.
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Singh, Anirood. "Road to redemption." Thesis, Rhodes University, 2014. http://hdl.handle.net/10962/d1013035.
Full textAbstract:
Lurching from day-today in the months before South Africa becomes a republic, booze-befuddled Indian private investigator Rohit Biswas does not ponder how he can secure his daughter's future after he became a widower and lost his job as police detective when he killed a man who fatally stabbed his wife. Salvation appears when a rich client hires the PI to find evidence proving his son did not rape and murder a white socialite. Fighting against seeming impossible odds in colonial-apartheid Durban and a sanctions-busting conspiracy, Biswas secures his client's acquittal. In the process he defies karma and redeems himself.
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Keet, Rudi. "Steinhoff International : the strategic road to Africa." Thesis, Stellenbosch : Stellenbosch University, 2002. http://hdl.handle.net/10019.1/53598.
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Mini-study project (MBA)--University of Stellenbosch, 2003.ENGLISH ABSTRACT: The purpose of this dissertation is to analyse the strategic errors and successes made in order to understand the reasons for Steinhoff International's investment in South African companies and the purpose of listing on the Johannesburg Securities Exchange (JSE). The South African furniture manufacturing industry currently has only one listed company on the JSE and the comparison with competitors from a Steinhoff perspective has been difficult due to the lack of available information and the presence of retailers listed under the furniture sector on the JSE. The study begins with the background of the furniture manufacturing industry and the broad product categories referred to in the industry. Thereafter the history of Steinhoff International follows with their introduction to furniture manufacturing and the entry into South Africa. The study then evaluates the market with relevant analysis to discuss strategic decisions made and evaluates Steinhoff International's strategy. The focus on Steinhoff is specifically from 1995 to 1999 since their investment in South Africa until the merger with the Cornick Group that led to the current structure of Steinhoff International. It is the purpose of the writer to evaluate the company from a strategic point of view for the compilation and use of a case study by fellow students in this field.
AFRIKAANSE OPSOMMING: Die doel van die proefskrif is om te poog om die strategiese foute en suksesse te evalueer en uit te lig ten einde te verstaan hoe Steinhoff Internasionaal tot die slotsom gekom het om in Suid Afrika te investeer en wat die doelwitte en redes vir die notering op die Johannesburgse Effekte Beurs was. Die meubelvervaardigingsindustrie het tans slegs een genoteerde maatskappy in die Suid Afrikaanse mark en die vergelyking met mededingers is dus aansienlik bemoeilik aangesien die meubelsektor op die JSE uit kleinhandelaars bestaan wat die eindverbruiker bedien. Die studie begin met die agtergrond tot die meubelvervaardigingsindustrie en 'n uiteensetting van die produkkategoriëe. Daarna volg die geskiedenis van Steinhoff Internasionaal en hoe hulle by vervaardiging betrokke geraak het en tot Suid Afrika toegetree het as beleggers. Die studie behandel dan die mark met die gepaste ontledings om strategiese besluite te bespreek, waarna Steinhoff Internasionaal in terme van hulle strategie ontleed word. Die fokus op die maatskappy is veral sedert 1995 tot 1999, vanaf die aanvanklike belegging in Suid Afrika tot die uiteindelike oorname en assimilering van die Cornick Groep wat gelei het tot die huidige formaat van Steinhoff Internasionaal. Dit is die doel van die skrywer om die maatskappy vanuit In strategiese oogpunt te evalueer vir die samestelling van In bruikbare gevallestudie vir mede studente in hierdie veld.
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Malahleha, Thabiso. "An analysis of implementing open road tolling through the Gauteng Freeway Improvement Project (GFIP)." Thesis, Stellenbosch : Stellenbosch University, 2011. http://hdl.handle.net/10019.1/8550.
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Thesis (MDF)--Stellenbosch University, 2011.The aim of this research report is to analyse the feasibility of Open Road Tolling (ORT) and its development in South Africa through the Gauteng Freeway Improvement Project (GFIP). ORT represents the next generation of Electronic Toll Collection (ETC) and this research report will assess to what extent the GFIP scheme is in line with other comparable tolling schemes; and is the institutional environment amenable to ORT. This will allow one to gauge the feasibility of the scheme and its potential for acceptability and success. The research report outlines the number of risks that come with an ORT scheme and these include amongst others collection risk, enforcement, technology, privacy and public acceptance. The success of the GFIP will largely be determined by how well these risks are mitigated and how the benefits can be marketed to the users. The literature review illustrates that whether road pricing schemes have failed to move forward, have been implemented, are currently under development, or still in the planning stage as a concept there are several consistent lessons and critical success factors one should apply when structuring a scheme. In the discussions with stakeholders, the following conclusions with regards to the feasibility of ORT and its development in South Africa were as follows: The factors which need to be addressed include political risk, effective marketing of the scheme to the public, obtaining political will and support, building trust between the scheme developer and the user, managing perceptions and acknowledgement of the fact that the scheme will need to prove itself over time. Inadequate demonstration of equity for the user along with poor communication would compromise public acceptance and the success of the scheme. Incorporating interoperability yields benefits in terms in terms of network externalities, the ability to use a single transponder for multiple tolling plazas and points, along with the potential for alternative uses for the transponder. ORT as a viable solution for the GFIP is feasible from a technical point in that it's the only way in which one can collect tolls from a high volume network and not cause disruptions in the flow of traffic. However, there are a number of persistent residual risks that SANRAL cannot entirely mitigate and some fall under the realm of political risk. While SANRAL has applied best practice principles in structuring the GFIP with the aim of providing value for money for the user and as far as possible tackling the issue of affordability, there are certain realities, such as the recent global financial crisis, the infrastructure backlog of the country, users paying for roads which were free and challenges with overall service delivery which place a strain on the legitimacy of the GFIP ORT scheme.
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Makofane, Mpeane Karabo. "Unity at cross-roads : a Southern African missiological case study." Thesis, University of Pretoria, 2017. http://hdl.handle.net/2263/63037.
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This thesis is a missiological case study on organic unity in the Uniting Presbyterian
Church in Southern Africa (UPCSA). The purpose of this study is to revisit the subject
of unity within the UPCSA consisting of three countries, South Africa, Zimbabwe and
Zambia in the period 1999-2009 and to assess how far the denomination has
progressed with unity since the merger between the former Reformed Presbyterian
Church in Southern Africa (RPCSA), predominantly black church and a white
dominated Presbyterian Church in Southern Africa (PCSA) in September 1999. The study observes that the union was based on what is now considered to be
inadequate preparation and as a result many unresolved problems have emerged to
test the witness of the denomination and to hamper the consolidation of the union.
Hence despite ten years of organic union unity seems to be at cross-roads. In this
connection, this case study will examine some key challenges inherent in already
achieved structural unity in the UPCSA. For the purpose of this study the challenges
which came under discussion centred around ministerial formation, differentiation in
stipends of ministers and conflicts which have dogged the process of amalgamation of
church associations in the UPCSA. It appears that these challenges are a consequence of organic union which was rooted
on secular rather than theological foundations which were supposed to guide and
inform the merger. The study argues that these challenges demonstrate that a struggle
continues for a genuinely unified UPCSA and therefore it would be naive to assume
that the denomination is not plagued with its own difficulties in achieving unity. This
study will argue that although it is fundamental that the church of Christ must be united,
the unresolved challenges which have been highlighted in this study are a litmus test
for the UPCSA to wait and assess whether it has already achieved tangible unity. Furthermore, these challenges indicate that structural union was ongoing process, the
historic moment which took place in 1999 with the union of the two denominations was
merely the beginning of wrestling with some of these realities. The concluding chapter
will bring the subject of unity within the UPCSA to closure by drawing reflections and
evaluating the model of union which guided and informed the merger as an important lead to understanding the intricacies relating to the challenges already highlighted and
the implications thereof.Thesis (PhD)--University of Pretoria, 2017.
Science of Religion and Missiology
PhD
Unrestricted
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Scadden, David. "The road to heaven." Master's thesis, University of Cape Town, 2009. http://hdl.handle.net/11427/8271.
Full textAbstract:
Includes bibliographical references (p. 74-82).Growing up, I used to have a book called The Unexplained, and inside it was a picture of the Garden of Earthly Delights by Hieronymus Bosch. Bosch's paintings were full of weird and wonderful animals coupled with hundreds of naked men and women in what looked like a garden party of the most exotic kind. To imagine such a place was arousing; to imagine a place full of fruit and naked people should turn everyone on, regardless of sexual preference.
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Townshend, Matthew John. "Foundation for a national road prioritisation model for South Africa." Doctoral thesis, Faculty of Commerce, 2020. http://hdl.handle.net/11427/32372.
Full textAbstract:
Inefficient road infrastructure investment in South Africa has led to five core policy failures: deterioration in road network conditions; neglect of citizens' constitutional rights of access to basic services; insufficient prioritisation of roads that best promote the general economy; an excessive rural road network; and application of inefficient road surfaces that increase road maintenance and road-user costs and fail to take advantage of the low shadow price of unskilled labour. The thesis first reviews the extent and consequences of these failures and evaluates their opportunity cost with respect to the potential benefits from more efficient road infrastructure investment policy. If fiscal constraints are accepted as exogenous given South Africa's politically driven budgeting process and the magnitude of road maintenance backlogs, then the question can be posed as to the capacity of the current maintenance scheduling systems to efficiently prioritise road investment according to the sector mandate to (i) satisfy citizens' right of access to constitutionally protected basic services, and (ii) maximally contribute to economic growth. The answer to this question is negative: the fact that none of the systems are appropriate to prioritisation explains the identified core failures. The thesis addresses this gap in several stages of analysis. The first stage is to develop a cost-effectiveness analysis-based road classification system that accounts for basic access and economic growth. This generates two important findings: most of the demand for access to basic services, which as per a normative economic framework based on arguments due to Rawls and Binmore is the first lexicographical policy priority, can be satisfied by roads that also support economic growth; and authorities can maintain Basic Access Roads and still have significant fiscal space within current allocations to maintain roads that optimally contribute to economic growth. The optimisation exercise proceeds through three stages. First, lifecycle cost analysis is applied to determine cost-effective surface solutions for low volume roads, many of which are Basic Access Roads, and the employment benefits of a policy to seal low-volume roads. Second, a two-step floating catchment area model is used to identify potentially unproductive roads that may be cost-effectively rationalised through basic service hub relocation. With basic access rights satisfied efficiently, cost-effectiveness analysis is lastly applied to exploit the remaining exogenously given road budget allocation to develop and test a model of road maintenance prioritisation that optimises the sector's contribution to national economic growth via export promotion, which is identified in official literature as the primary variable under policy control to promote national economic growth.
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Du, Toit Elsa Elizabeth. "South African road transport requirements for sustainable growth." Doctoral thesis, University of Cape Town, 2000. http://hdl.handle.net/11427/10326.
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Includes bibliographical references.The assumption that ownership of private motor vehicles as a right is questioned. This thesis is based on the hypothesis that in fact in the case of South Africa this will have many detrimental effects if allowed to continue. It is argued that for sustainable growth, other more attractive options exist. Developments in more developed countries are examined in order to prove that similar conclusions have been reached. The problem investigated in this thesis is therefore the non-sustainability of the continued growth of the private car population in South African urban centres. A literature survey was conducted on what other countries did with their transport problems but the same problem as in South Africa has not been encountered anywhere else in the world. South Africa therefore has a unique situation, which needs to be resolved in a unique way. There is increasing awareness elsewhere in the world that the causes of most of the problems experienced in the transport sector are deficiencies in the efficient operation of markets. Environmental costs are neglected or underestimated in transport prices. As a result, the individual transport user receives distorted price signals. Failure to respect economic principles results in waste, characterised in the transport sector by high accident rates, health problems, negative environmental impacts, financial constraints in the public transport sector and an increase in congestion that persist because users perceive them only indirectly.
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Cruywagen, Dennis, and Andrew Drysdale. "The Argus: Mandela, the road to freedom." The Argus, 1990. http://hdl.handle.net/10962/76128.
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Months were spent researching and preparing this four-part series on the dramatic events surrounding NELSON MANDELA, the life-term prisoner who has cast a larger than life shadow on South African politics. Staff writer DENNIS CRUYWAGEN travelled extensively to interview at first hand — or by other means, where necessary — those stalwart ANC veterans who were convicted in the Rivonia Treason Trial and jailed with Mandela. He talked, too, to members of the Mandela family, politicians, lawyers and many others who were close to or knowledgeable about the ANC leader. Official records and other sources on the life and times of Nelson Mandela were also consulted. Compiling the vast amount of information sometimes led to unusual situations. For instance, Mrs Winnie Mandela, always pressed for time, was interviewed — not in her home in Diepkloof, Soweto, as arranged but in a hired car in a Johannesburg traffic jam while following a vehicle driven by her driver. She was late for another appointment. Drawn from various sources this series sets out to reconstruct an overview of 25 years and more of political and personal drama, passion and poignancy.Supplement to The Argus, Tuesday February 6 1990
Exclusive Part 1
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Thorburn, Robert. "Corporate governance in South Africa : practices, perceptions and the road ahead." Thesis, Stellenbosch : Stellenbosch University, 2008. http://hdl.handle.net/10019.1/4392.
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Thesis (MBA (Business Management))--Stellenbosch University, 2008.ENGLISH ABSTRACT: Corporate governance presents the researcher and the theorist alike, with a rich vein of potential subject matter. This spans a massive scope of issues, ranging from feminist concerns to direct litigious anomalies during the multinational implementation of specific governance measures. Located towards the centre of this spectrum is the formulation of new governance policies, as informed by both theoretical foundations and real world experience. It is at this midway point that the South African governance debate currently finds itself, with the third edition of the King Report on Corporate Governance set for launch in the coming months. The report and the associated code will form the basis for all governance and related oversight mechanisms in South Africa for the foreseeable future. As such, the third report will have to organically grow out of the current structure, the lessons learnt from the current dispensation and the governing theoretical positions. All of these will also have to be done with reference to the new companies act. The research report is specifically targeted at assisting in the process of learning from the current dispensation, before it is replaced by the new. The learning process has as its central tool a formal questionnaire, which was developed and administered by the IOD and KPMG, with all analysis presented herein performed by the author of this research report. The analysis conducted aims to determine how respondents at different types of companies and in different functions, view corporate governance and specifically the current dispensation in South Africa. This is done by dividing respondents into 10 groupings and determining the percentage of respondents from each group, who responded in a certain manner to each question on the questionnaire. Thereafter a statistical analysis technique is employed to determine whether or not any differences found are meaningful and if so, what can be inferred from these differences. Finally, this study is intended to provide a baseline for future studies, which will then be in a position to more accurately measure shifts in attitude and implementation after the publication of the third King Report.
AFRIKAANSE OPSOMMING: Korporatiewe bestuur, hetsy van ‘n suiwer teoreties of ‘n toepassingsoogpunt, bied aan die navorser ‘n magdom van moontlike onderwerpe. Dit sluit bykans enige denkbare invalshoek of fokus area in, van die feminisme tot regskwessies rondom die multinasionale implementering van ‘n enkele kode of beginsel. Midde in hierdie wye veld is daar ook areas wat na beide die teoretiese en praktiese verwys, waarvan die ontwikkeling en opdatering van korporatiewe bestuurskodes ‘n sprekende voorbeeld is. Dit is dan juis ook op hierdie punt waar die debat rondom korporatiewe bestuur in Suid-Afrika sigself tans bevind, met die derde King Verslag op Korporatiewe Bestuur wat binne die volgende paar maande verwag word. Die belang van hierdie verslag lê daarin dat dit, asook die meegaande riglyne, die basis sal vorm van korporatiewe bestuur in Suid-Afrika vir die afsienbare toekoms. Om volwaardig in hierdie kapasiteit te kan funksioneer, sal die nuwe verslag organies moet groei uit die huidige verslag, ervaring in die praktyk en ook die heersende teoretiese posisies. Die ontwikkeling moet dan ook verder tred hou met die nuwe maatskappye wet, wat tans ontwikkel word. Die navorsingsverslag wat hierin voorgelê word, is daarop geteiken om uit die huidige sisteem, spesifiek die tweede King Verslag en meegaande riglyne, te leer alvorens dit vervang word deur die derde King verslag. Die taak is moontlik gemaak deur die gebruik van ‘n vraelys saamgestel en gesirkuleer deur die IOD en KPMG, alhoewel al die analise hier voorgelê deur die outeur van hierdie verslag gedoen is. Die genoemde analise se sentrale fokus is om te bepaal hoe respondente uit verskillende maatskappye en beroepe, korporatiewe bestuur in Suid-Afrika sien, met spesifieke verwysing na die tweede King verslag. Verskille tussen die respondente, wat in 10 groepe ingedeel is, is dan ook statisties geanaliseer om te bepaal of enige verskille tussen die groepe statisties beduidend is en indien wel, wat daaruit afgelei kan word. Laastens is die studie ook opgestel om ‘n basis daar te stel vir toekomstige vergelykende studies, wat sal volg na die uitreiking en implementering van die derde King verslag en riglyne.
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‘Mokose, ‘Manapo. "The Belt and Road Initiative: Implications for Economic Development in Africa." Master's thesis, Faculty of Humanities, 2021. http://hdl.handle.net/11427/32869.
Full textAbstract:
This study examines the possible impact of the Belt and Road Initiative (BRI) on economic development in Africa. Launched in October of 2013, the initiative was established to alleviate trade and investment bottlenecks between the more than 65 countries that are signed on to it as member states. In 2017, it became the centrepiece of China's foreign economic policy and the filter through which all of its commercial ties with external actors would be pursued, framed, or determined. It is expected that when fully operationalized, the initiative will restructure China's ties with other countries. The study analyses the possible repercussions of that restructuring, focusing on its relationship with Africa. Since consolidating their commercial relationship in the early 1990s, China has played a vital role in developing Africa's economy. With the operationalisation of the BRI, its capacity or interest to maintain that role will be modified. Depending on the changes that emerge, and given its deep economic reliance on Beijing, Africa must prepare for both positive and negative implications for its economies. The study examines these implications. It notes, among others, the upgrades Africa stands to gain to its industrial structure and business environment. It also highlights potential losses, including the hit that Africa's revenue earnings might take and the heightened competition that local industries will be exposed to because of the liberalisation that the BRI pursues. Ultimately, the study advises that what outcomes arise – be they positive or negative – will depend on how well or sufficiently the continent positions itself to moderate the negative impact of the BRI on its economies. In the concluding chapter, the study makes recommendations on how Africa might facilitate or magnify projected benefits stemming from the BRI.
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Lishman, Duncan. "A critical evaluation of road pricing in South Africa Duncan Lishman." Master's thesis, University of Cape Town, 2013. http://hdl.handle.net/11427/5749.
Full textAbstract:
Includes abstract.Includes bibliographical references.
In an attempt to provide much-needed finance for road investments, the government’s national road agency has introduced numerous toll roads over the last three decades. It is currently in the process of introducing open road tolling on a network of Gauteng’s highways. Economic theory provides a rich understanding for pricing road use, particularly with regard to the pricing of externalities. By quantifying these externalities for the South African case, this paper reveals evidence of gross mispricing for road use. Specifically, the magnitude of road freight trucks’ external costs indicates that there is an absolute underpricing of road use for these vehicles. On the grounds of the externalities considered in this paper, passenger cars should, in fact, face a toll negligible in comparison to heavy vehicles. That they do not points to massive cross-subsidisation and that the relative price between light and heavy vehicles should be revisited. Appropriate pricing will improve economic efficiency by reducing cross-subsidisation. It will also rationalise the choice of freight modalities in South Africa, with the likely effect that a greater volume of goods will be carried by rail. Despite the welfare gains that the policy offers, one must be cognisant of the distortions that optimal road pricing may have.
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Dingle, Brian Clinton. "The barefoot road." Thesis, Rhodes University, 2015. http://hdl.handle.net/10962/d1017773.
Full textAbstract:
My novella is set in South Africa in a post-apocalyptic world. The drone technology theorised for the near future is widespread and scattered survivors live under the constant threat of drone strikes. The protagonist tries to negotiate these dangers and the looming threat of a slave empire to reconnect with his friends and family. He encounters bizarre hallucinations and flashbacks as a result of exposure to an unidentified gas.
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Greyling, Melissa. "A South African overview of gypcrete in road construction." Diss., University of Pretoria, 2019. http://hdl.handle.net/2263/75554.
Full textAbstract:
Gypcrete occurs in the western arid and semi-arid regions of South Africa and Namibia. These soils exhibit a complex nature and abnormal behaviour due to their gypsum content and as such they have become more prevalent in research. As these soils are finding more use in industry, a keen understanding of their properties and behaviour is required. Powdery and indurated gyprete samples collected from the Northern Cape (Geelvloer) and Western Cape (Rooiberg and R355) Provinces, are subjected to a series of standard test protocols for road construction materials and then compared to similar studies done on gypcrete both in South Africa and abroad, where gypcrete is researched more extensively and used successfully. The samples collected were dried at 40 °C to prevent phase transitions that will affect the properties of the material. The strength of powdery gypcrete is sensitive to density changes; therefore achieving a high density during compaction is imperative, while the strength of more indurated samples remains unaffected by density. The soaking period before the CBR is also deemed unsuitable for gypcrete as four days results in an overestimation of strength. It is apparent that the properties of gypcrete are affected by several factors, including the formation conditions, type of gypsum, and amount of gypsum, particle size distribution, the size of gypsum particles relative to other particles in the soil and the presence of other salts, all of which affects gypcrete differently making it difficult to form clear trends. The samples are also subject to wetting and drying cycles at 40 °C and 60 °C before the CBR values are determined again, to assess the variation in strength due to mineral alteration. An increase is seen for all samples dried at the higher temperature. This leads to the notion that gypcrete possesses self-stabilising properties, where temperatures in hot areas could dehydrate the gypsum, which will then readily re-absorb atmospheric moisture, leading to the formation of cementing between particles and an increase in strength. The testing served as preliminary research to guide further studies into the topic.
The natural powdery gypcrete samples, with high gypsum contents and a lot of fine material, and five prepared samples of differing gypsum contents, were subject to falling-head permeability tests using both water and brine. It is understood that particle size distribution contributes to the hydraulic conductivity of soils, where a higher portion fines results in a lower hydraulic conductivity. In the case of gypcrete, the solubility is of significance as well, as it may have long term effects, through leaching and eventual cavity formation. With the intent of evaluating the effect of the aforementioned factors on the hydraulic conductivity of gypcrete in South Africa, the samples used represent differences in particle size distribution, gypsum content and origin. All samples, both natural and prepared, resulted in similar k values, in the order of 7.26x10-6 m/s, for water and the brine, despite the differences in properties. The results show that while the hydraulic conductivity is believed to be influenced by particle size distribution and origin, in the case of gypcrete in South Africa, on a small scale, it remained largely consistent.Dissertation (MSc)--University of Pretoria, 2019.
Geology
MSc (Engineering Geology)
Unrestricted
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Sandén, Gustafsson Henrik, and Hampus Göransson. "Green Logistics in South Africa : A study of the managerial perceptions in the road transportation industry in South Africa." Thesis, Umeå universitet, Företagsekonomi, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-91974.
Full textAbstract:
The role of logistics has, over the last decade, evolved into a significant determinant in the operations of businesses. Increased efficiency and reduced operational costs can be established through a well-operated transportation system. Due to societies increased awareness for environmental issues, the logistics industry has been affected, which has led to a demand for development. Therefore, the concept of green logistics has become more common in the transportation industry. However, in South Africa this concept is lessestablished and there is a need to investigate managerial perceptions further. This research investigates green logistics, as perceived by managers in the transportation industry in South Africa. This thesis aims to study green logistics activities in South Africa at large transportation companies. The authors explore the current green logistic activities at the transportationcompanies, the managerial perceptions regarding green logistics, and their views of incentives and barriers to its implementation. The literature review presents the major theories and concepts included in green logistics. This section will present the reader with a deeper knowledge of sustainability, the triple bottom line, green logistics, and strategic environmental environment. Qualitative semi-structured interviews were used in this study. Six companies were interviewed and one South African logistical researcher. Secondary data was also used to get a deeper understanding of green logistics in South Africa. Interviews were held at the headquarters of the transportation companies, which were all resided in Johannesburg. Three international companies, three domestic companies (all with global operations), and one logistics researcher were interviewed. This gave the authors well-rounded empirical findings. The results from the interviews were divided into three categories: responsibility, green logistics activities, and managerial perceptions. The analysis provided many incentives and barriers of green logistics in South Africa, as well as a deeper understanding of the managerial perceptions. The study shows that green logistics is currently implemented, to a certain extent in South Africa. However, the paper identifies areas were it can be improved upon. The authors can conclude that the economical factor is a driving force within the triple bottom when implementing green logistics. Another interesting factor described in the conclusion is the importance of communicating green initiatives internally and externally. Conclusively, further recommendations regarding green logistic practices in South Africa are acknowledged.
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Bullock, KL, G. Malan, and MD Pretorius. "Mammal and bird road mortalities on the Upington to Twee Rivieren main road in the southern Kalahari, South Africa." African Zoology, 2011. http://encore.tut.ac.za/iii/cpro/DigitalItemViewPage.external?sp=1000387.
Full textAbstract:
Road ecology is becoming an increasingly important aspect of conservation biology. Carcasses
lying on the road often confront visitors travelling to the Kgalagadi Transfrontier Park between
Upington and the Twee Rivieren Rest Camp. This study investigated the species killed, the
factors contributing to their deaths, and suggested solutions to curtail these mortalities.
Twelve surveys to record mammal and bird road mortalities were conducted on the R360 main
road between Upington and Twee Rivieren (261 km) from January to September 2007. One
hundred and eighty four carcasses were recorded from 22 species, and the most common taxa
killed were the bat-eared fox (n = 47) and spotted eagle owl (n = 10). The road mortality rate
on the R360 road was very high, 5.44 mammals and 1.14 birds per 100 km. Birds were predominantly
killed in summer. Notably more nocturnal mammals were killed than diurnal and
‘indistinct’ species. A mammal hotspot was identified along the 91 km of road that traversed
the Gordonia duneveld. Since the nine roadside traffic warning signs erected on the R360 road
had no measurable impact on road mortalities, it is recommend that three rumble strip
sections with accompanying signage be erected in the hotspot to slow down vehicles and
curtail mortalities.
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Musitha, Pandelani Mumsy. "Investigating critical challenges of maintaining road infrastructure in the Limpopo Province : a case of Makhado Local Municipality." Thesis, University of Limpopo, 2018. http://hdl.handle.net/10386/2393.
Full textAbstract:
Thesis (MPA.) -- University of Limpopo, 2018Road infrastructure is usually regarded as an economic backbone of the society. Local government has a responsibility to ensure that local roads are maintained in order to facilitate a movement of people, goods and services. The study was undertaken on the premise that local roads in Makhado Local Municipality are not promoting safety. That is, road infrastructure in this municipality is considered to be deteriorating. It is against this background that the researcher found it worthwhile to investigate critical challenges of maintaining road infrastructure in the Makhado Local Municipality focusing on the following towns, Makhado, Vuwani, Waterval and Dzanani only excluding unpaved communities and other small townships, namely Tshikota and Vleifontein. The objectives of the research were to determine the condition and effects of municipal road infrastructure within Makhado Local Municipality; to examine the legal framework governing the local municipality in the context of road infrastructure provision and maintenance as well as to recommend strategies to address challenges of road infrastructure within the municipality. The research employed both qualitative and qualitative in nature. A purposive research sampling approach was used to determine the inclusion of relevant respondents to the study. The research found out that the status of road infrastructure affect various people of different biographical background within the four towns of Makhado Local Municipality in a similar way. In the findings, the study highlight the fact that deteriorating roads conditions are often due to the following: a lack of professionals such as engineers to perform the necessary environmental scanning and identify problems in order to design the roads that suit the area, soil, landscape and climate and that other factors affecting the road infrastructure include corruption in procurement of road infrastructure projects; a lack of accountability of municipal officials; a lack or poor community involvement; and poor monitoring and maintenance of road projects. The study recommends that individuals with knowledge, expertise and skills be employed and further provide proper monitoring of the road projects.
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Potgieter, Andries Hendrik. "Appraising the national road transport system in the light of the South African economic development plan." Thesis, Nelson Mandela Metropolitan University, 2016. http://hdl.handle.net/10948/3655.
Full textAbstract:
Since the mid 70’s politicians have realized how important transport has become in the economy of South Africa and the advantages it has on growth, job creation and infrastructure. The result was involvement in the rules and regulations that govern South African transport in our country today. Economic growth has become a critical factor for the survival of economies as well as the future prospects of generations to come. The global recession which had a direct and indirect effect on South Africa has highlighted the importance. The question on how the National Development Plan could have an influence on local and national economic growth has developed as well as what the impact will be of the contribution road transport can make on the growth of the South African society and the economy. When the current road transport sector is taken into consideration, the need for a constructive plan that can assist transporters, drivers and businesses to grow and expand has been identified. The purpose of this study is thus to determine what the current economic situation in the world and in South Africa is as well as how the current political spheres are contributing to the national economy. An in-depth analysis of the National Development Plan has been done with emphasis on the effect on transport in general and the effect on road transport in South Africa. In order to accomplish this objective a detailed literature study was done which highlighted the academics information that pertains to the above mentioned topics. An empirical study that would measure the thought process and feelings about the National Development Plan and road transport has been conducted by means of a questionnaire. The results of the study have indicated that the National Development Plan could be an important tool and could have an enormous positive effect on the overall economic situation of South Africa and its citizens. In addition, the study has revealed that in the long term the effect of the plan could be to the advantage of the road transport sector. Factors that could contribute to the success would be features such as the planned improvements on the main transport corridors, upgrade of infrastructure and the controlling of environmental matters would have give a positive ring to it. On the other hand, recommendations to rectify and improve other issues such as corruption, leadership, maintenance backlogs and stricter laws and policies have been identified that are hindering businesses to grow and expand. Literature and data gained through the empirical study has indicated that the National Development Plan will improve South Africa’s economic situation. Respondents were optimistic about the plan and the overall feeling were that the plan will succeed in improving the road transport sector thus contribute to the National Development Plan objective to eliminate poverty and inequality by 2030.
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Powles, Julia. "Road 65 : a narrative ethnography of a refugee settlement in Zambia." Thesis, University of Oxford, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.324551.
Full text
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Sukhai, Anesh. "Understanding the physical and social environmental determinants of road traffic injury in South Africa." Thesis, University of East Anglia, 2013. https://ueaeprints.uea.ac.uk/47951/.
Full textAbstract:
Road traffic injuries (RTIs) are a major public health challenge, accounting for significant injury, economic and psycho-social burden to societies across the world. While decreases are projected for many high-income countries (HICs) over the next decade or so, staggering increases in the burden of mortality and morbidity are forecast for low- and middle-income countries (LMICs). The unique contextual influences on RTIs in LMICs are, however, not well understood. Conceptual frameworks applied mostly to HICs also do not provide adequate recognition of the unique contextual influences of LMICs. Accordingly, the research in this thesis adopts a predominantly geographical approach to incorporate a large range of physical and social environmental effects, and which are aggregated at different spatial and spatial-temporal scales to understand the contextual influences to road traffic injuries (RTIs) in the South African (S.A) setting. In this regard, four studies are presented; these include: a geographical epidemiology and risk analysis at the district council level and for time, space and population aggregations; an integrated spatialtemporal analysis at the province-week level; a fine-scale geographical analysis at the police area level; and a small area analysis at the suburb level for the city of Durban. In addition to important effects relating to alcohol and travel exposure, findings have shown most environmental influences on RTIs in S.A to be development-related, including effects relating to social and area deprivation, violence and crime, and rurality. With the exception of rurality, the above effects showed a positive association with the occurrence of RTIs in S.A. The findings have implications for alignment and possible integration of road safety policies and practices with other developmental policies in the country. In addition, this research has shown that geographical approaches may provide a useful analytical framework for understanding the complexity and interacting influences within broader systems-based approaches; and especially those of the contextual environment that are particularly relevant for LMIC settings.
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Reid, Andrew M. "Rastas on the road to healing: plant-human mobilities in Cape Town, South Africa." Master's thesis, University of Cape Town, 2014. http://hdl.handle.net/11427/6795.
Full textAbstract:
Drawing on two months of deep ethnographic fieldwork consisting of informal conversations, recorded life history interviews, and participant observation, this dissertation employs a central theme of mobility to trace the processes through which individuals first come to engage with Rastafari and medicinal plants in Cape Town, South Africa, along with the movements through which they develop their knowledge and skill in relation to plant-medicines and healing. In doing so, the work develops an understanding of ganja (Cannabis sativa) as a catalytic link or connector between people, other medicinal plants, and transformation. Furthermore, plant-human assemblages are followed as they move across local and regional boundaries, with an examination of the implications these movements have for the health of people and ecosystems. On their transformational journeys, herbalists increase their plant knowledge, expand their secondary language capacity, learn to navigate multiple modes of transport, gain physical stamina and knowledge of the body, establish trade networks and build customer bases;; all of which contribute to the authority and healing abilities of an herbalist.
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Weldon, Damian John. "Is South Africa on the road to achieving sustainable agriculture? : An environmental law perspective." Master's thesis, University of Cape Town, 2013. http://hdl.handle.net/11427/4497.
Full textAbstract:
Includes bibliographical references.The appearance and development of the concept of sustainable agriculture in international legal discourse has taken place in a period of human history characterised by elevated understanding of the complex relationship between humanity and its surrounding environment.
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Janmohammed, Aliasgher M. "Unpacking road safety at a district level - the case of Cape Town, South Africa." Master's thesis, University of Cape Town, 2018. http://hdl.handle.net/11427/27942.
Full textAbstract:
In South Africa, the legacy of apartheid planning established vast differences within cities in terms of household income, consequently, the population in different areas are exposed to varying road environments. These road environments include, for instance, the mode usage of the population that exposes them to varying traffic conditions. The literature suggests that there is a need to understand road fatalities further, so as to articulate informed interventions by determining the impact of these environments on road fatalities, at a more disaggregated level than that of cities. With road fatality levels remaining high within the country, this study aims to perform this disaggregated study for Cape Town. In this study, Cape Town fatality data for the 2011-2015 period was analysed on a 2013 Traffic Analysis Zone level, defined in this study as the analysis district. The analysis included determining absolute fatalities and fatality rates, comparing mode usage with fatalities, and imputing the mode involved in fatalities. Geocoded data was also used to extract the top 10 hazardous zones in the city by ranking them based on the number of road fatalities and describing the fatality conditions in the top three zones. Analysis revealed that pedestrians constitute the majority of road fatalities in the city (58%) and all analysis districts. Furthermore, the low-income districts had a high road fatality burden per annum, but a low fatality rate that was comparable to high-income countries. Alternatively, high-income districts had a low road fatality burden per annum, but a high fatality rate. It was also found that percentage fatalities that impact pedestrians and cyclists are more than the percentage of the population that walk and cycle in the city. In terms of modes involved in fatalities, the Forensic Pathology Services data contained a large percentage of missing data (54%) hence, the analysis showed inconclusive results. Lastly, geocoded data revealed that the top three hazardous zones in the city - N1 and N7 junction, Table Bay Boulevard (N1) and M30 and R101 junction - continue to impact pedestrians crossing highspeed arterials. The dataset also suggested that risky driver behaviour and lighting is a major problem in these zones. From the results, it can be inferred that the prescribed interventions need to target pedestrian fatalities at both an aggregated and a disaggregated level. In the case of the hazardous zones, these localised interventions need to include reducing speed limits along residential roads, providing adequate lighting and creating safe pedestrian crossing facilities along desire lines. Moreover, both, average annual fatalities and fatality rates, need to be determined when prioritising areas for road safety measures. Lastly, given the percentage of missing data, the fatality burden in the city is underrepresented, which suggests there is a need to improve data capturing in the field. While this study has been adopted towards the Cape Town context, the principles of this study can be implemented in countries with high fatality burdens, which mainly include low- and middle-income countries.
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Van, der Walt Johann. "The impact of the Administrative Adjudication of Road Traffic Offences Act on the employment relationship." Thesis, Nelson Mandela Metropolitan University, 2009. http://hdl.handle.net/10948/1038.
Full textAbstract:
The focus of this dissertation is the impact that the Administrative Adjudication of Road Traffic Offences Act 45 of 1998 (AARTO) will have on the employment relationship between employers and employees. AARTO was promulgated in order to, amongst other things; assist with the streamlining of the traffic offence administration and the collection of payable fines for traffic infringements. Very little has been written with regard to the implications of AARTO on the employment relationship. The purpose of this dissertation is to unpack the mechanics of AARTO, and further to provide the writer’s view on its impact, problems and possible solutions, of the employment relationship within the South African Labour law framework. The writer will attempt to reconcile the Labour Relations Act and AARTO insofar as it impacts on the employment relationship, more especially the termination thereof. Writer will set out the provisions of AARTO and the sections pertaining to the allocation of demerit points on an individual driver’s licence. Unfortunately for the sake of completeness the writer will deal with the majority of sections in AARTO to provide a better understanding of the mechanisms envisaged by the Act to bring about the demerit points. It is writer’s view that dealing with the allocation of demerit points in vacuum will not provide the reader with a clear understanding of the impact of AARTO on labour relations. With regards to the actual implications that AARTO will have on the employment relationship writer has taken it upon himself to provide a categorization of employees in the broad sense and thereafter to discuss the impact of AARTO on the different categories of employees. More over the writer will examine the different categories of dismissal specifically misconduct, incapacity and operational requirements as well as the impact and applicability of AARTO thereon. vi The writer will also attempt to deal with peripheral issues that arise as a spinoff or AARTO insofar as employment relationships are concerned.