Chapter 6: Transport Infrastructure
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Ngaka Modiri Molema District
2 PROFILE: NGAKA MODIRI MOLEMA DISTRICT PROFILE: NGAKA MODIRI MOLEMA DISTRICT 3 CONTENT 1. Executive Summary .......................................................................................................... 4 2. Introduction: Brief Overview ........................................................................................... 7 2.1. Historical Perspective .............................................................................................. 7 2.3. Spatial Status .......................................................................................................... 9 3. Social Development Profile .......................................................................................... 10 3.1. Key Social Demographics ..................................................................................... 10 3.1.1. Population .......................................................................................................... 10 3.1.2. Gender, Age and Race ....................................................................................... 11 3.1.3. Households ........................................................................................................ 12 3.2. Health Profile ......................................................................................................... 12 3.3. COVID - 19............................................................................................................ 13 3.4. Poverty Dimensions ............................................................................................. -
The Maputo-Witbank Toll Road: Lessons for Development Corridors?
The Maputo-Witbank Toll Road: Lessons for Development Corridors? Development Policy Research Unit University of Cape Town The Maputo-Witbank Toll Road: Lessons for Development Corridors? DPRU Policy Brief No. 00/P5 December 2000 1 DPRU Policy Brief 00/P5 Foreword The Development Policy Research Unit (DPRU), located within the University of Cape Town’s School of Economics, was formed in 1990 to undertake economic policy-oriented research. The aim of the unit’s work is the achievement of more effective public policy for industrial development in South and Southern Africa. The DPRU’s mission is to undertake internationally recognised policy research that contributes to the quality and effectiveness of such policy. The unit is involved in research activities in the following areas: · labour markets and poverty · regulatory reform · regional integration These policy briefs are intended to catalyse policy debate. They express the views of their respective authors and not necessarily those of the DPRU. They present the major research findings of the Industrial Strategy Project (ISP). The aim of the ISP is to promote industrial development in the Southern African Development Community (SADC) through regional economic integration and cooperation. It is a three-year project that commenced in August 1998 and is funded by the International Development Research Centre (IDRC). Ultimately, this project will identify the policies and programmes that support regional interactions that contribute to the industrialisation of SADC national economies. This -
Rolling Stock | Perway | Infrastructure | Signalling | Operators | Logistics Issue 1 // 2016
ROLLING STOCK | PERWAY | INFRASTRUCTURE | SIGNALLING | OPERATORS | LOGISTICS ISSUE 1 // 2016 EDITOR’S COMMENT RAILWAYS AFRICA 1-2016 Luck Of The Irish A guy called Murphy has this well-known law: if anything can go wrong, it will. For instance, if a train from East London hits a cow early in January, damaging the locomotive, a 17-coach express heading for the coast with anything up to 1,200 passengers on-board won’t be able to get past. If the passenger train has already spent five hours in a heatwave at Burgersdorp, standing face-to-face with another train in the middle of nowhere, it will have run out of water and the toilets will be overflowing. Not all that far away, Murphy seems to have had his hands full, with a train from Port Elizabeth that was Photographed this in the municipal transport supposed to take 20 hours to Johannesburg. It was workshops at Seattle. battling with binding brakes, overflowing toilets and no water. In the end it was to take 33 hours to complete its journey. Attempts to contact Shosholoza Meyl offices were unsuccessful. Nobody answered (Murphy again). The train manager said there was nothing she could do. Eastern Cape area operations manager for Shosholoza Meyl, Nosipho Mancotywa wasn't aware of any complaints regarding the lack of water but she confirmed the lengthy delays with News24. Mancotywa said the signals were not working at Cradock because the electricity was off. Murphy can be a real devil where electricity is involved and he is a dab hand with cockroaches. -
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. -
Tariff Book April 2020 to 31 March 2021
Tariff Book TRANSNET NATIONAL PORTS AUTHORITY April 2020 to March 2021 PORT TARIFFS Nineteenth Edition 1 April 2020 Issued by: Transnet National Ports Authority Finance / Economic Regulation PO Box 32696 Braamfontein 2017 ISBN 978-0-620-56322-2 The tariff book is available on the Internet Website Address: www.transnetnationalportsauthority.net DISCLAIMER Port of Port Elizabeth Transnet National Ports Authority can not assure that the Tariff Book is free of errors and will therefore not be liable for any loss or damages arising from such errors. Tariff Book April 2020—March 2021 Tariff Book April 2020 - March 2021 02 CONTENTS SECTION 6 SECTION 8 DEFINITIONS 5-8 SECTION 4 DRYDOCKS, FLOATING DOCKS, BUSINESS PROCESSES AND SYNCROLIFTS AND SLIPWAYS DOCUMENTATION SECTION 1 PORT FEES ON VESSELS, MISCELLA- NEOUS 1. General terms and conditions 33 1. Cargo Dues Order 1. LIGHT DUES 9 FEES AND SERVICES 2. Booking fees 33 1.1 Types of documentation 50 2. SOUTH AFRICAN MARITIME 10 3. Penalties 34 1.2 Timing of documentation 51 SAFETY AUTHORITY 1. Port fees on vessels 4. Preparation 34 2. Responsible party 52 (SAMSA) LEVY 1.1 Port dues 21 5. Docking and undocking of ves- 35 3. Late order fees 52 1.2 Berth dues 22 sels 4. Amending orders 53 SECTION 2 2. Port dues for small vessels, hulks 24 6. Drydock, floating dock and 36 5. Terminal Outturn report 53 and pleasure vessels syncrolift dues 6. VESSEL TRAFFIC SERVICES (VTS) 3. Miscellaneous services 7. Slipway 39 6.1 Port Revenue Offices 54 3.1 Fire and emergency services 26 8. -
Ncta Map 2017 V4 Print 11.49 MB
here. Encounter martial eagles puffed out against the morning excellent opportunities for river rafting and the best wilderness fly- Stargazers, history boffins and soul searchers will all feel welcome Experience the Northern Cape Northern Cape Routes chill, wildebeest snorting plumes of vapour into the freezing air fishing in South Africa, while the entire Richtersveld is a mountain here. Go succulent sleuthing with a botanical guide or hike the TOURISM INFORMATION We invite you to explore one of our spectacular route and the deep bass rumble of a black- maned lion proclaiming its biker’s dream. Soak up the culture and spend a day following Springbok Klipkoppie for a dose of Anglo-Boer War history, explore NORTHERN CAPE TOURISM AUTHORITY Discover the heart of the Northern Cape as you travel experiences or even enjoy a combination of two or more as territory from a high dune. the footsteps of a traditional goat herder and learn about life of the countless shipwrecks along the coast line or visit Namastat, 15 Villiers Street, Kimberley CBD, 8301 Tel: +27 (0) 53 833 1434 · Fax +27 (0) 53 831 2937 along its many routes and discover a myriad of uniquely di- you travel through our province. the nomads. In the villages, the locals will entertain guests with a traditional matjies-hut village. Just get out there and clear your Traveling in the Kalahari is perfect for the adventure-loving family Email: [email protected] verse experiences. Each of the five regions offers interest- storytelling and traditional Nama step dancing upon request. mind! and adrenaline seekers. -
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. -
Traffic Impact Assessment
Project name: Concentrated 4 March 2016 Revision: 0 Solar Power Plant on the Farm Reference: Project No Sand Draai 391, Northern Cape 112399 Traffic Impact Assessment Client: Royal Haskoning DHV Document control record Document prepared by: AURECON Ground Floor, West Building, Milkwood Office Park Cnr Umhlanga Rocks & Douglas Saunders Drive La Lucia Ridge, 4019 Tel: +27 31 575 5500 Fax: +27 86 244 9177 Email: [email protected] Web: aurecongroup.com A person using Aurecon documents or data accepts the risk of: a) Using the documents or data in electronic form without requesting and checking them for accuracy against the original hard copy version. b) Using the documents or data for any purpose not agreed to in writing by Aurecon. Document control Report title TIA for the Concentrated Solar Power Plant on the Farm Sand Draai 391, Northern Cape Document ID Project number Project No 112399 File path P:\Projects\112399 Sand Draai EIA Solar Power Plants\03 PRJ Del\6 REP Client Client: Royal Haskoning Client contact Johan Blignaut DHV Re Date Revision details/status Author Reviewer Verifier Approver v (if required) 0 4 March 2016 Final Rishaal Rishaal M van Sahadew Sahadew Tonder Current revision 0 Approval Author signature Approver signature Name Name Title Title Project Project No 112399 File TIA SAND DRAAI CSP 4 March 2016 Revision 0 Project name: Concentrated Solar Power Plant on the Farm Sand Draai 391, Northern Cape Date 4 March 2016 Reference Project No 112399 Revision 0 AURECON Ground Floor, West Building, Milkwood Office Park Cnr Umhlanga Rocks & Douglas Saunders Drive La Lucia Ridge, 4019 Tel: +27 31 575 5500 Fax: +27 86 244 9177 Email: [email protected] Web: aurecongroup.com Project Project No 112399 File TIA SAND DRAAI CSP 4 March 2016 Revision 0 Contents 1 Introduction 1 1.1 Objectives of the Specialist Traffic and Transportation Study 2 1.2 Project Description 3 1.3 Description of the Study Area 4 2 OVERVIEW OF THE SURROUNDING ROAD NETWORK 5 2.1 General Description of the Surrounding Road Network. -
Capacity Creation Is the Top Priority in South African Ports Transnet Port Terminals, Durban, South Africa
CONTAINER HANDLING Capacity creation is the top priority in South African ports Transnet Port Terminals, Durban, South Africa Nowhere in South Africa is the rapid upsurge in economic activity and growth more evident than in its commercial ports. Historically neglected and under-funded prior to 1994, during the country’s economic sanctions and apartheid era, South Africa’s ports have since been experiencing booming business, and state- owned transport and freight entity Transnet Limited has been at pains to ensure it creates capacity ahead of demand in its busy terminals. Introduction Transnet’s port operating division, Transnet Port Terminals, has steadily increased its overall investment from a mere R131m in 2001/02 (GBP £10.6 billion) to more than R3.2bn (£259 million in 2008/09.) The division will now spend R6.5 billion (approximately £528 million) over the next five years on capital investments. These Ngqura container terminal’s rail-mounted gantry cranes with Liebherr ship-to- shore cranes in the background. are aimed at reducing the cost of doing business and enhancing its competitiveness as a global logistics player. Approximately 31 per cent of this will go towards increasing capacity, to achieve the company’s growth initiatives. Beefing up box capacity Capacity expansion programmes are currently underway at the major container terminals in South Africa. In Durban and Cape Town, as well as at the new deepwater Port of Ngqura, which launched to commercial trade in October 2009, such projects will assist in meeting the target of a 32 per cent increase in container capacity over five years, with spare capacity to deal with any growth in volumes. -
Maputo, Mozambique Casenote
Transforming Urban Transport – The Role of Political Leadership TUT-POL Sub-Saharan Africa Final Report October 2019 Case Note: Maputo, Mozambique Lead Author: Henna Mahmood Harvard University Graduate School of Design 1 Acknowledgments This research was conducted with the support of the Volvo Foundation for Research and Education. Principal Investigator: Diane Davis Senior Research Associate: Lily Song Research Coordinator: Devanne Brookins Research Assistants: Asad Jan, Stefano Trevisan, Henna Mahmood, Sarah Zou 2 MAPUTO, MOZAMBIQUE MOZAMBIQUE Population: 27,233,789 (as of July 2018) Population Growth Rate: 2.46% (2018) Median Age: 17.3 GDP: USD$37.09 billion (2017) GDP Per Capita: USD$1,300 (2017) City of Intervention: Maputo Urban Population: 36% of total population (2018) Urbanization Rate: 4.35% annual rate of change (2015-2020 est.) Land Area: 799,380 sq km Roadways: 31,083 km (2015) Paved Roadways: 7365 km (2015) Unpaved Roadways: 23,718 km (2015) Source: CIA Factbook I. POLITICS & GOVERNANCE A. Multi- Scalar Governance Sixteen years following Mozambique’s independence in 1975 and civil war (1975-1992), the government of Mozambique began to decentralize. The Minister of State Administration pushed for greater citizen involvement at local levels of government. Expanding citizen engagement led to the question of what role traditional leaders, or chiefs who wield strong community influence, would play in local governance.1 Last year, President Filipe Nyusi announced plans to change the constitution and to give political parties more power in the provinces. The Ministry of State Administration and Public Administration are also progressively implementing a decentralization process aimed at transferring the central government’s political and financial responsibilities to municipalities (Laws 2/97, 7-10/97, and 11/97).2 An elected Municipal Council (composed of a Mayor, a Municipal Councilor, and 12 Municipal Directorates) and Municipal Assembly are the main governing bodies of Maputo. -
English / French
World Heritage 38 COM WHC-14/38.COM/8B Paris, 30 April 2014 Original: English / French UNITED NATIONS EDUCATIONAL, SCIENTIFIC AND CULTURAL ORGANIZATION CONVENTION CONCERNING THE PROTECTION OF THE WORLD CULTURAL AND NATURAL HERITAGE WORLD HERITAGE COMMITTEE Thirty-eighth session Doha, Qatar 15 – 25 June 2014 Item 8 of the Provisional Agenda: Establishment of the World Heritage List and of the List of World Heritage in Danger 8B. Nominations to the World Heritage List SUMMARY This document presents the nominations to be examined by the Committee at its 38th session (Doha, 2014). It is divided into four sections: I Changes to names of properties inscribed on the World Heritage List II Examination of nominations of natural, mixed and cultural properties to the World Heritage List III Statements of Outstanding Universal Value of the three properties inscribed at the 37th session (Phnom Penh, 2013) and not adopted by the World Heritage Committee IV Record of the physical attributes of each property being discussed at the 38th session The document presents for each nomination the proposed Draft Decision based on the recommendations of the appropriate Advisory Body(ies) as included in WHC-14/38.COM/INF.8B1 and WHC-14/38.COM/INF.8B2 and it provides a record of the physical attributes of each property being discussed at the 38th session. The information is presented in two parts: • a table of the total surface area of each property and any buffer zone proposed, together with the geographic coordinates of each site's approximate centre point; and • a set of separate tables presenting the component parts of each of the 16 proposed serial properties. -
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.