The Kingdom of Eswatini Report on Vienna Programme of Action (Vpoa
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Socioeconomic Impacts of Infrastructure Investment in Eswatini: the Case of LUSIP
University of Arkansas, Fayetteville ScholarWorks@UARK Theses and Dissertations 8-2018 Socioeconomic Impacts of Infrastructure Investment in Eswatini: The aC se of LUSIP Noussayma Njeim University of Arkansas, Fayetteville Follow this and additional works at: https://scholarworks.uark.edu/etd Part of the Agricultural Economics Commons, and the Cultural Resource Management and Policy Analysis Commons Recommended Citation Njeim, Noussayma, "Socioeconomic Impacts of Infrastructure Investment in Eswatini: The asC e of LUSIP" (2018). Theses and Dissertations. 2944. https://scholarworks.uark.edu/etd/2944 This Thesis is brought to you for free and open access by ScholarWorks@UARK. It has been accepted for inclusion in Theses and Dissertations by an authorized administrator of ScholarWorks@UARK. For more information, please contact [email protected], [email protected]. Socioeconomic Impacts of Infrastructure Investment in Eswatini: The Case of LUSIP A thesis submitted in partial fulfillment of the requirements for the degree of Master of Science in Agricultural Economics by Noussayma Njeim American University of Beirut Bachelor of Arts in Public Administration, 2015 American University of Beirut Bachelor of Science in Political Science, 2015 August 2018 University of Arkansas This thesis is approved for recommendation to the Graduate Council. _____________________________________ Lawton Lanier Nalley, Ph.D. Thesis Director _____________________________________ _____________________________________ Jennie S. Popp, Ph.D. Thula Sizwe Dlamini, Ph.D. -
DRAFT Malkerns TPS Jan 2016 Edited
` Malkerns Town Board Malkerns Town Planning Scheme Report J35053 January 2016 Mbabane Office The Gables Office Number 2 MR 103 Street PO Box 109 Eveni Swaziland Tel: +268 241 61660 Cell: +268 760 20071 Email: [email protected] [email protected] [email protected] Web: www.gibb.co.za MALKERNS TOWN PLANNING SCHEME – REPORT CONTENTS Chapter Description Page Terms and Abbreviations iv 1 Introduction 1 1.1 Background 1 1.2 Project Scope of Work 1 1.3 Project Approach 2 1.4 Project Structure 2 2 Background Study 4 2.1 Introduction 4 2.2 Perspectives on location 4 2.3 Project study Area 8 2.4 Natural environment (scoping report) 11 2.5 Built environment 18 2.6 Social environment 36 2.7 Economic environment 38 2.8 Policy context and Institutional framework 41 3 Findings 43 3.1 General 43 3.2 Natural environment 43 3.3 Built environment 43 3.4 Social environment 44 3.5 Economic environment 45 3.6 Institutional framework 45 4 Structure Plan 46 Malkerns Town Planning Scheme – Draft Report Rev 2/ January 2016 i 4.1 Development options 46 4.2 SWOT analyses 46 4.3 Preferred development option 48 4.4 Vision 48 4.5 Growth scenarios 48 4.6 Preferred growth scenario 50 4.7 Planning proposals 50 4.8 Water reticulation proposals 67 4.9 Sewer network 73 4.10 Telecommunications 77 4.11 Electrical network 79 4.12 Storm water management 86 4.13 Waste disposal 88 5 Land Use Management Code 95 5.1 Local Development Code – Planning Zones 95 6 Conclusion 104 List of Figures Figure 1: Malkerns within Swaziland 4 Figure 2: National perspective of Malkerns’ -
Why There Are So Many Trucks on the Road and So Few Trains on The
WHY ARE THERE SO MANY TRUCKS ON THE ROAD – AND SO FEW TRAINS ON THE TRACKS? Why There are So Many Trucks on the Road and so Few Trains on the Tracks David Williams April 2021 Discussion paper 003/2021 0 WHY THERE ARE SO MANY TRUCKS ON THE ROAD AND SO FEW TRAINS ON THE TRACKS Published in April 2021 by The Brenthurst Foundation (Pty) Limited PO Box 61631, Johannesburg 2000, South Africa Tel +27-(0)11 274-2096 Fax +27-(0)11 274-2097 www.thebrenthurstfoundation.org Cover image: Pixabay / Martin Hachuel All rights reserved. The material in this publication may not be reproduced, stored, or transmitted without the prior permission of the publisher. Short extracts may be quoted, provided the source is fully acknowledged. 1 WHY THERE ARE SO MANY TRUCKS ON THE ROAD AND SO FEW TRAINS ON THE TRACKS Contents State of Play: Crisis …………………………………………………………………………………………………………… 3 The Historical Context ……………………………………………………………………………………………………... 5 Policy Shift ……………………………………………………………………………………………………………………….. 7 Corporatisation ………………………………………………………………………………………………………………… 8 On the Roads …………………………………………………………………………………………………………………. 10 Rail In Retreat and Defeat…………………………………………………………………………………………..…… 12 Danger Down the Line ……………………………………………………………………………………………………. 13 Management: Questions on Integrity and Competence ………………………………………….….…. 16 Next Steps ……………………………………………………………………………………………………………………… 18 Strategy …………………………………………………………………………………………………………………. 18 Policy ……………………………………………………………………………………………………………………… 18 Structure ………………………………………………………………………………………………………………… 19 Management …………………………………………………………………………………………………………. 19 2 WHY THERE ARE SO MANY TRUCKS ON THE ROAD AND SO FEW TRAINS ON THE TRACKS State of Play: Crisis It is early 2010. We are standing on one of Johannesburg’s old yellow mine-dumps, looking south. In the middle distance is the magnificent FNB Stadium that will host the FIFA World Cup Final. In the foreground, an elegantly-arched concrete bridge carrying the shining rails, masts and overhead cables of the revamped 14km rail link between central Johannesburg and Nasrec. -
SWAZILAND 597 © Lonely Planet Publications Planet Lonely © (Hello) 268 %
© Lonely Planet Publications 597 S w a z i l a n d Embedded between Mozambique and South Africa, the kingdom of Swaziland is one of the smallest countries in Africa. What the country lacks in size it makes up for in its rich culture and heritage, and relaxed ambience. With its laid-back, friendly people and relative lack of racial animosity, it’s a complete change of pace from its larger neighbours. SWAZILAND Visitors can enjoy rewarding and delightfully low-key wildlife watching, adrenaline-boost- ing activities, stunning mountain panoramas and lively traditions. Swaziland also boasts superb walking and high-quality handicrafts. Overseeing the kingdom is King Mswati III, one of three remaining monarchs in Africa. The monarchy has its critics, but combined with the Swazis’ distinguished history of resistance to the Boers, the British and the Zulus, it has fostered a strong sense of national pride, and local culture is flourishing. This is exemplified in its national festivals – the Incwala ceremony and the Umhlanga (Reed) dance (see the boxed text, p607 ). The excellent road system makes Swaziland easy to get around. Accommodation includes a decent network of hostels, family-friendly hotels and upscale retreats. Many travellers make a flying visit on their way to South Africa’s Kruger National Park, but it’s well worth lingering here if you can. FAST FACTS Area: 17,364 sq km Capital: Mbabane Country code: %268 Famous for: Monarchy, cultural festivals, high incidence of HIV/AIDS Languages: Swati, English Money: Lilangeni, plural emalangeni (E) Phrase: Sawubona/sanibona (hello) Population: 1.1 million 598 SWAZILAND •• Highlights lonelyplanet.com lonelyplanet.com SWAZILAND 599 an area known for its handicrafts, and 0 30 km SWAZILAND 0 20 miles HOW MUCH? take a detour to hike in Malolotja Nature To Nelspruit To Malelane To Malelane Komatipoort Traditional dance/cultural group Reserve ( p610 ), an unspoiled wilderness (8km) (22km) (10km) US$6.50 area, or visit the fascinating ghost vil- Bulembu lage of ( p611 ). -
United Nations Common Country Analysis of the Kingdom of Eswatini April 2020
UNITED NATIONS COMMON COUNTRY ANALYSIS OF THE KINGDOM OF ESWATINI APRIL 2020 1 CONTENTS ACKNOWLEDGEMENTS ...................................................................................................................... 5 EXECUTIVE SUMMARY ..................................................................................................................... 8 INTRODUCTION ............................................................................................................................. 10 CHAPTER 1: COUNTRY CONTEXT ................................................................................................... 12 1.1. GOVERNANCE ...................................................................................................................... 12 1.2 ECONOMIC SITUATION ........................................................................................................ 14 1.3 SOCIAL DIMENSION ............................................................................................................. 17 1.4 HEALTH SECTOR ................................................................................................................... 17 1.5 WATER, SANITATION AND HYGIENE .................................................................................... 19 1.6 EDUCATION SECTOR ............................................................................................................ 20 1.7 JUSTICE SYSTEM—RULE OF LAW ........................................................................................ 22 1.8 VIOLENCE -
Eswatini: April 2019
Country Strategy Evaluation Eswatini: An IDEV Evaluation of the Bank’s Country Strategy and Program (2009-2018) Summary Report April 2019 Evaluation Syntheses IDEV conducts different types of evaluations to achieve its Impact Evaluations Sector Evaluations (Public Sector) strategic objectives Project Performance Evaluations Thematic Evaluations Project Cluster Evaluations Project Performance Evaluations (Private Sector) Corporate Evaluations Regional Integration Strategy Evaluations Country Strategy Evaluation Country Strategy Evaluations Country Strategy Evaluation Eswatini: An IDEV Evaluation of the Bank’s Country Strategy and Program (2009-2018) Summary Report April 2019 ACKNOWLEDGEMENTS Task manager Girma Earo Kumbi (Principal Evaluation Officer) Consultants Aide à la Décision Economique (ADE) s.a. Belgium, Team Leader: Hubert Cathala External peer reviewer Steven R. Tabor Internal peer reviewers Clement Banse (Principal Evaluation Officer) Samson Kohovi Houetohossou (Evaluation Officer) Knowledge management officer Magdaline Nkando (Knowledge Management Consultant) and Marc Ghislain Bappa Se (Junior Consultant, Knowledge Management, Communication and Capacity Development) Other assistance/contributions provided by Anasthasie B. Gomez Sokoba (Team Assistant); Emillia Agwajinma (Team Assistant) Special thanks to AfDB staff in Southern African Regional Business Delivery Office; the Kingdom of Eswatini’s Ministry of Finance, Bank project Executing Agencies, private sector, Civil Society Organizations and development partners who made -
Challenges and Developments Facing SA Coal Logistics”
“Challenges and developments facing SA Coal Logistics” IHS Energy SA Coal Conference 1 February 2019 Mandisa Mondi, General Manager: Coal BU - Transnet Freight Rail Transnet Freight Rail is a division of Transnet SOC Ltd Reg no.: 1990/000900/30 An Authorised Financial 1 Service Provider – FSP 18828 Overview SA Competitiveness The Transnet Business and Mandate The Coal Line: Profile Export Coal Philosophy Challenges and Opportunities New Developments Conclusions Transnet Freight Rail is a division of Transnet SOC Ltd Reg no.: 1990/000900/30 2 SA Competitiveness: Global Reserves Global Reserves (bt) Global Production (mt) Despite large reserves of coal that remain across the world, electricity generation alternatives are USA 1 237.29 2 906 emerging and slowing down dependence on coal. Russia 2 157.01 6 357 European countries have diversified their 3 114.5 1 3,87 China energy mix reducing reliance on coal Australia 4 76.46 3 644 significantly. India 5 60.6 4 537 However, Asia and Africa are still at a level where countries are facilitating access to Germany 6 40.7 8 185 basic electricity and advancing their Ukraine 7 33.8 10 60 industrial sectors, and are likely to strongly Kazakhstan 8 33.6 9 108 rely on coal for power generation. South Africa 9 30.1 7 269 South Africa remains in the top 10 producing Indonesia 10 28 5 458 countries putting it in a fairly competitive level with the rest of global producers. Source: World Energy Council 2016 SA Competitiveness : Coal Quality Country Exports Grade Heating value Ash Sulphur (2018) USA 52mt B 5,850 – 6,000 14% 1.0% Indonesia 344mt C 5,500 13.99% Australia 208mt B 5,850 – 6,000 15% 0.75% Russia 149.3mt B 5,850 – 6,000 15% 0.75% Colombia 84mt B 5,850 – 6,000 11% 0.85% S Africa 78mt B 5,500 - 6,000 17% 1.0% South Africa’s coal quality is graded B , the second best coal quality in the world and Grade Calorific Value Range (in kCal/kg) compares well with major coal exporting countries globally. -
Les Infrastructures Ferroviaires En Afrique
Les Infrastructures ferroviaires en Afrique Les options de politiques de financement Droits et autorisations Tous droits réservés. Les informations contenues dans la présente publication peuvent être reproduites à condition que la source soit mentionnée. La reproduction à des fins commerciales de ladite publication ou de toute partie de celle-ci est interdite. Les opinions exprimées dans ce document sont uniquement celles de(s) l’auteur(s). Ces avis ne représentent pas forcément le point de vue de la Banque Africaine de Développement, de son Conseil d’administration, ou celui des pays que les administrateurs représentent. Copyright © Banque africaine de développement 2015 Banque africaine de développement Immeuble du Centre de commerce International d’Abidjan CCIA Avenue Jean-Paul II 01 BP 1387 Abidjan 01, Côte d'Ivoire Téléphone (Standard): +225 20 26 59 08 Avant-propos Le continent africain connaît actuellement une croissance économique sans précédent. Cette croissance assortie de fortes prévisions au cours des trois, voire quatre prochaines décennies, se fonde sur la démographique et l’urbanisation à grande échelle, l’exploitation de nouveaux gisements, de champs gaziers et pétrolifères d’une part; et d’autre part sur l'accroissement des échanges commerciaux intra régionaux et internationaux. L’on s’attend à ce que le secteur du transport ferroviaire, qui, grâce à sa politique d’efficacité énergétique, a permis de réduire les émissions de gaz à effet de serre et de baisser le coût de la tonne au kilomètre, comparativement aux autres modes de transport, joue un rôle plus important encore dans le monde du transport des marchandises sur de longues distances, ainsi que dans les réseaux de transport en commun en milieu interurbain et urbain. -
The First Public Railway in South Africa: the Point to Durban Railway of 1860
The first public railway in South Africa: The Point to Durban railway of 1860 ailways are very much the by the rapid development of this mode product of 19th century of transport in Britain, Europe and all Rinnovation, with the harnessing the continents. Egypt built Africa’s of steam-power for a more efficient first railway, which opened in 1856 form of transportation with improved between Alexandria and Cairo. This speed and carrying capacity for the was followed by the Point to Durban movement of people, raw materials railway, which opened on 26 June and processed goods. They served to 1860, and that between Cape Town facilitate the industrial revolution, and Wellington on 4 November 1863. accelerate development and extend The first railway in South Africa, frontiers (Cottrell, 1957). Fawcett albeit not with steel rails and a steam (1953) highlights this in two locomotive, was also in Durban – the sentences: ‘The railway revolutionised 1856-57 Bluff wooden railway. It was land transport. It became possible linked to harbour development and is to organise the human and natural described in an article in Natalia 26 resources of far larger geographical (Hutson, 1997). bases.’ It is remarkable that, in 1860, The world’s first public steam a small town like Durban had the railway in Britain between Stockton distinction of operating the first public and Darlington in 1825 was followed steam railway in South Africa. The 20 Natalia 40 (2010), Michael Cottrell pp. 20 – 31 Natalia 40 (2010) Copyright © Natal Society Foundation 2010 The first public railway in South Africa: The Point to Durban railway of 1860 population of Durban in 1863 was with bull head rails mounted on 4 313, which included 1 593 Africans ‘potlid’ sleepers. -
Formerly Swaziland)
GeoJournal of Tourism and Geosites Year XI, vol. 22, no. 2, 2018, p.535-547 ISSN 2065-0817, E-ISSN 2065-1198 DOI 10.30892/gtg.22222-309 GEOSITES AS A POTENTIAL FOR THE DEVELOPMENT OF TOURISM – OVERVIEW OF RELEVANT SITES IN ESWATINI (FORMERLY SWAZILAND) Thomas SCHLÜTER* Department of Geography, Environmental Science and Planning, University of Swaziland, P.B. 4, Kwaluseni, Eswatini, e-mail: [email protected] Andreas SCHUMANN Department of Geology and Petroleum Studies, Makerere University, Kampala, Uganda, e-mail: [email protected] Citation: Schlüter, T., & Schumann, A. (2018). GEOSITES AS A POTENTIAL FOR THE DEVELOPMENT OF TOURISM – OVERVIEW OF RELEVANT SITES IN ESWATINI (FORMERLY SWAZILAND). GeoJournal of Tourism and Geosites. 22(2), 535–547. https://doi.org/10.30892/gtg.22222-309 Abstract: Despite being one of the smallest countries in Africa, the Kingdom of Eswatini (formerly Swaziland) is characterized by many locations, which are due to their geoscientific significance to be termed as geosites, and which are here in an overview presented and briefly explained. Each of them can be assigned to a specific scientific approach, e.g. as a landscape, a geological, a geomorphologic, an archaeological (prehistoric) or a mining heritage site. Eswatini yields remarkable landscapes like the Mahamba Gorge and the Sibebe Monolith, it exhibits worldwide one of the largest in granite formed caves (Gobholo), and possibly the oldest dated rocks in Africa (Piggs Peak gneisses), as well as beautiful and scientifically relevant rock painting sites (Nsangwini, Sandlane and Hholoshini) and three abandoned mines in the Barberton Greenstone Belt (Forbes, Ngwenya and Bulembu). -
2000 334000 336000 338000 340000 342000 31°16'0"E 31°17'0"E 31°18'0"E 31°19'0"E 31°20'0"E 31°21'0"E 31°22'0"E 31°23'0"E 31°24'0"E 31°25'0"E
326000 328000 330000 332000 334000 336000 338000 340000 342000 31°16'0"E 31°17'0"E 31°18'0"E 31°19'0"E 31°20'0"E 31°21'0"E 31°22'0"E 31°23'0"E 31°24'0"E 31°25'0"E GLIDE number: TC-2021-000008-MOZ Activation ID: EMSR495 Int. Charter call ID: N/A Product N.: 04MANZINI, v2 0 0 0 0 0 0 4 4 7 7 Manzini - ESWATINI 0 0 7 7 Storm - Situation as of 30/01/2021 S " 0 ' Grading - Overview map 01 7 2 ° 6 2 S " 0 Mpumalanga ' Maputo 7 2 ° 6 2 Maputo^ Mozambique Channel Baia de Hhohho Maputo Mozambique Ekukhanyeni SouthMaputo Africa 03 Mozambique Channel Mbabane Manzini 05 ^ 0 0 (! Eswatini 0 0 04 0 0 2 2 7 7 0 0 Manzini INDIAN 7 7 OCEAN S " Lubombo 0 ' 8 2 ° 6 o 2 ut S p " a 0 ' M 8 2 ° 6 Ludzeludze 2 20 Shiselweni Kwazulu-Natal km Cartographic Information 1:25000 Full color A1, 200 dpi resolution 0 0.5 1 2 km 0 0 0 0 Grid: WGS 1984 UTM Zone 36S map coordinate system 0 0 0 0 7 7 Tick marks: WGS 84 geographical coordinate system S 0 0 " 7 7 0 ± ' 9 2 ° 6 2 S " 0 ' 9 2 ° Legend 6 2 Crisis Information Transportation Grading Facilities Grading Hydrography Road, Damaged Dam, Damaged River Blocked road / interruption Road, Possibly damaged General Information Stream Flooded Area Area of Interest (30/01/2021 07:55 UTC) Railway, Damaged Lake Detail map Flood trace Highway, No visible damage Manzini North Not Analysed Built Up Grading Primary Road, No visible damage Manzini Destroyed Administrative boundaries Secondary Road, No visible damage Possibly damaged Province Local Road, No visible damage Placenames Cart Track, No visible damage ! Placename Detail 02 Long-distance railway, No visible damage a Airfield runway, No visible damage n Land Use - Land Cover a Matsapha ! w Manzini Features available in the vector package h ! s Consequences within the AOI u s Possibly Total Total in u Destroyed Damaged 0 Lobamba 0 damaged* affected** AOI L 0 0 S " 0 0 ha 13.8 0 Flooded area ' 8 8 0 3 6 Lomdzala 6 ha 44.1 ° Flood trace 0 0 6 2 7 7 S Estimated population 573 177,811 " 0 ' 0 Built-up No. -
Moving More Freight on Rail
COPYRIGHT AND CITATION CONSIDERATIONS FOR THIS THESIS/ DISSERTATION o Attribution — You must give appropriate credit, provide a link to the license, and indicate if changes were made. You may do so in any reasonable manner, but not in any way that suggests the licensor endorses you or your use. o NonCommercial — You may not use the material for commercial purposes. o ShareAlike — If you remix, transform, or build upon the material, you must distribute your contributions under the same license as the original. How to cite this thesis Surname, Initial(s). (2012) Title of the thesis or dissertation. PhD. (Chemistry)/ M.Sc. (Physics)/ M.A. (Philosophy)/M.Com. (Finance) etc. [Unpublished]: University of Johannesburg. Retrieved from: https://ujdigispace.uj.ac.za (Accessed: Date). A PROJECT REPORT IN FULFILMENT OF THE REQUIREMENTS FOR THE DEGREE OF BACHELOR OF SCIENCE In THE FACULTY OF ENGINEERING AND THE BUILT ENVIRONMENT DEPARTMENT OF QUALITY AND OPERATIONS MANAGEMENT Methods for Improving the Turn-around Time of Iron Ore Wagon Utilisation at Transnet THEMBISILE ANNAH MABHENA SUPERVISOR: PROF. CHARLES MBOHWA CO-SUPERVISOR: STEPHEN AKINLABI EXTERNAL EXAMINER: ----------------------------- December 2015 1 AGREEMENT PAGE In presenting this report in fulfilment of the requirements for a degree at the University of Johannesburg, I agree that permission for extensive copying of this report for scholarly purposes may be granted by the head of my department, or by his or her representatives. It is understood that copying or publication of this report for financial gain would not be allowed without my written permission. _____________________________________________________ Department of Quality and Operations Management The University of Johannesburg APB Campus P O Box 524 Auckland Park 2006 Johannesburg South Africa Date: 20 October 2015 Signature _________________ 2 ABSTRACT Transnet Freight Rail (Transnet Freight Rail) focuses on optimising supply chains in the Ore industry by providing integrated logistical solutions.