Why municipalities do not comply and implement expanded public works programmes: a case study of the Buffalo City Metropolitan Municipality in South Africa
- Jikwana, Mvumelwano Valithuba
- Authors: Jikwana, Mvumelwano Valithuba
- Date: 2018
- Subjects: Local government -- South Africa -- Eastern Cape
- Language: English
- Type: Thesis , Masters , MBA
- Identifier: http://hdl.handle.net/10948/22486 , vital:29975
- Description: The Expanded public works programme (EPWP) was a South African government initiative that was meant to fight poverty, reduce unemployment and develop skills for young people, women and people with disabilities. EPWP was to be implemented by the national, provincial and local governments in order to alleviate poverty and increase economic growth. The programme started with phase 1 in April 2004, where the objective was to create a minimum of 1 million job opportunities by March 2009. The target was achieved by the South African government, but many municipalities faced challenges as they were struggling to meet their own targets. EPWP phase 2 started in April 2009, where the target of creating 4.5 million work opportunities was set and it was meant to end in March 2014. Phase 3 was scheduled to start in April 2014 to March 2019. Buffalo City Metropolitan Municipality (BCMM) is a metropolitan municipality, which should implement EPWP, and it consists of the towns of East London, King Williams Town and Bisho. BCMM council accepted the EPWP structure in the financial year 2013/14, charging the Programme Manager to lead the EPWP unit, consisting of a single office to implement the programme. The municipality faced many challenges, in failing to meet the targets set by the National Department of Public Works (NDPW). These challenges include: the lack of political and administration commitment towards EPWP, lack of proper EPWP training and lack of accountability from Senior Management. Other challenges facing BCMM include: a lack of data capturers to consolidate EPWP information, lack of qualifies people to design and implement labour intensive projects and the shortage of staff within the EPWP unit, which was meant to support all departments. If the municipality can overcome all the challenges, the set targets can be met, unemployment can be reduced and poverty can be alleviated. There is an urgent need for the Mayor and Municipal Manager to commit themselves toward the full implementation of EPWP.
- Full Text:
- Date Issued: 2018
- Authors: Jikwana, Mvumelwano Valithuba
- Date: 2018
- Subjects: Local government -- South Africa -- Eastern Cape
- Language: English
- Type: Thesis , Masters , MBA
- Identifier: http://hdl.handle.net/10948/22486 , vital:29975
- Description: The Expanded public works programme (EPWP) was a South African government initiative that was meant to fight poverty, reduce unemployment and develop skills for young people, women and people with disabilities. EPWP was to be implemented by the national, provincial and local governments in order to alleviate poverty and increase economic growth. The programme started with phase 1 in April 2004, where the objective was to create a minimum of 1 million job opportunities by March 2009. The target was achieved by the South African government, but many municipalities faced challenges as they were struggling to meet their own targets. EPWP phase 2 started in April 2009, where the target of creating 4.5 million work opportunities was set and it was meant to end in March 2014. Phase 3 was scheduled to start in April 2014 to March 2019. Buffalo City Metropolitan Municipality (BCMM) is a metropolitan municipality, which should implement EPWP, and it consists of the towns of East London, King Williams Town and Bisho. BCMM council accepted the EPWP structure in the financial year 2013/14, charging the Programme Manager to lead the EPWP unit, consisting of a single office to implement the programme. The municipality faced many challenges, in failing to meet the targets set by the National Department of Public Works (NDPW). These challenges include: the lack of political and administration commitment towards EPWP, lack of proper EPWP training and lack of accountability from Senior Management. Other challenges facing BCMM include: a lack of data capturers to consolidate EPWP information, lack of qualifies people to design and implement labour intensive projects and the shortage of staff within the EPWP unit, which was meant to support all departments. If the municipality can overcome all the challenges, the set targets can be met, unemployment can be reduced and poverty can be alleviated. There is an urgent need for the Mayor and Municipal Manager to commit themselves toward the full implementation of EPWP.
- Full Text:
- Date Issued: 2018
The participation of rural women in local governance structures in Elias Motsoaledi Local Municipality since 2013
- Authors: Mathabathe, Pheladi
- Date: 2014
- Subjects: Local government -- South Africa -- Limpopo -- Citizen participation , Political participation -- South Africa -- Limpopo , Rural women -- South Africa -- Limpopo
- Language: English
- Type: Thesis , Masters , MA
- Identifier: http://hdl.handle.net/10948/6530 , vital:21104
- Description: The rural women in EMLM hew the wood, carry water, satisfy the men, produce and take care of the children to continue the family tree, and manage all the household chores. Their contribution is central to the effective functioning of families and communities. Yet, in terms of decision-making and local governance structures, they are absent. Indeed, there is truly a large constituency of women out there who are largely unrepresented; and therefore, they have no idea how governance is conducted – even around them. This is unfair, especially in jurisdictions where women are clearly in the majority. It is inconceivable that local governance structures have over a decade recorded only a single elected female member. With this in mind, this study seeks to explore the extent of rural women’s participation in local governance in Elias Motsoaledi Local Municipality. It is a comparison of traditional and democratic local governance structures; and the methods the researcher has used are qualitative and quantitative data on women councillors from 2013, in order to assess the factors that may be accountable for their small numbers, as compared to their male counterparts. The conclusion drawn was that the social structure, its traditions and cultural was identified in the study as the main obstacle to the advancement of women in the political arena. This study has not exhausted all the facets of the challenges; but it has brought a few to the fore, in an attempt to help stimulate debate, and inform policy and practice in the future.
- Full Text:
- Date Issued: 2014
- Authors: Mathabathe, Pheladi
- Date: 2014
- Subjects: Local government -- South Africa -- Limpopo -- Citizen participation , Political participation -- South Africa -- Limpopo , Rural women -- South Africa -- Limpopo
- Language: English
- Type: Thesis , Masters , MA
- Identifier: http://hdl.handle.net/10948/6530 , vital:21104
- Description: The rural women in EMLM hew the wood, carry water, satisfy the men, produce and take care of the children to continue the family tree, and manage all the household chores. Their contribution is central to the effective functioning of families and communities. Yet, in terms of decision-making and local governance structures, they are absent. Indeed, there is truly a large constituency of women out there who are largely unrepresented; and therefore, they have no idea how governance is conducted – even around them. This is unfair, especially in jurisdictions where women are clearly in the majority. It is inconceivable that local governance structures have over a decade recorded only a single elected female member. With this in mind, this study seeks to explore the extent of rural women’s participation in local governance in Elias Motsoaledi Local Municipality. It is a comparison of traditional and democratic local governance structures; and the methods the researcher has used are qualitative and quantitative data on women councillors from 2013, in order to assess the factors that may be accountable for their small numbers, as compared to their male counterparts. The conclusion drawn was that the social structure, its traditions and cultural was identified in the study as the main obstacle to the advancement of women in the political arena. This study has not exhausted all the facets of the challenges; but it has brought a few to the fore, in an attempt to help stimulate debate, and inform policy and practice in the future.
- Full Text:
- Date Issued: 2014
Carriage of goods by sea - from Hague to Rotterdam: safer waters
- Authors: Metuge, Denning N
- Date: 2012
- Subjects: International trade , Transportation
- Language: English
- Type: Thesis , Masters , LLM
- Identifier: vital:10235 , http://hdl.handle.net/10948/d1011561 , International trade , Transportation
- Description: The back bone of international trade has always been international transport. Without good transport networks, the movement of goods and services from one frontier to another would be an uphill task, and would greatly hinder development in international trade. The impact of such poor transport networks would reflect negatively on economies that rely on international trade for the growth of their nations. Nevertheless, perfect transport networks would be useless if the performance of the business of carriage was not regulated by a law developed to meet the standards established by time, and that would regulate the relationship of the parties under contracts of carriage, mainly the carrier, consignor and consignee, so as to ensure certainty and equality in the allocation of risks between the parties thereunder. This research focuses on the carriage of goods by sea. Like most other modes of transport, one of the major issues that arises in the business of carriage of goods by sea is the conflict between the carrier, consignor and consignee, with regards to the allocation of risk in the carriage. Over the years, early rules that were developed to regulate the relationship of the parties under contracts of carriage of goods by sea placed the carrier in a dominant position over the consignor. The carrier issued a standard bill of lading which exempted him from almost all liability for damage or loss of the goods in his care. The consignors and bona fide third parties, not satisfied with the terms of carriage contracts brought a lot of pressure to bear on their governments to enact legislation protecting their interests in the transaction. The United States of America were the first to pass such national law revising the position of the parties under contracts of carriage. In 1893 the United States of America passed the Harter Act. This Act aimed at imposing limits of liability on the carrier to which no derogation could be brought. However, this was a dangerous precedence which was going to hinder international trade rather than improve on it, as different nations developing local legislation on carriage meant conflict of laws. In order to avoid the extensive nationalisation of carriage laws, the international maritime community set to develop rules that would regulate carriage by sea. Over the years convention has succeeded convention such that today four international regimes (The Hague Rules, Hague-Visby Rules, Hamburg Rules and Rotterdam Rules), exist regulating carriage of goods by sea. This research takes an in-depth look at these regimes that were developed to regulate carriage by sea, and the author aims to identify a particular regime that meets the standards of modern day practice of carriage of goods, and advocate for the ratification of this regime, to the exclusion of all others so as to foster uniformity, certainty and equality in the business of carriage of goods by sea.
- Full Text:
- Date Issued: 2012
- Authors: Metuge, Denning N
- Date: 2012
- Subjects: International trade , Transportation
- Language: English
- Type: Thesis , Masters , LLM
- Identifier: vital:10235 , http://hdl.handle.net/10948/d1011561 , International trade , Transportation
- Description: The back bone of international trade has always been international transport. Without good transport networks, the movement of goods and services from one frontier to another would be an uphill task, and would greatly hinder development in international trade. The impact of such poor transport networks would reflect negatively on economies that rely on international trade for the growth of their nations. Nevertheless, perfect transport networks would be useless if the performance of the business of carriage was not regulated by a law developed to meet the standards established by time, and that would regulate the relationship of the parties under contracts of carriage, mainly the carrier, consignor and consignee, so as to ensure certainty and equality in the allocation of risks between the parties thereunder. This research focuses on the carriage of goods by sea. Like most other modes of transport, one of the major issues that arises in the business of carriage of goods by sea is the conflict between the carrier, consignor and consignee, with regards to the allocation of risk in the carriage. Over the years, early rules that were developed to regulate the relationship of the parties under contracts of carriage of goods by sea placed the carrier in a dominant position over the consignor. The carrier issued a standard bill of lading which exempted him from almost all liability for damage or loss of the goods in his care. The consignors and bona fide third parties, not satisfied with the terms of carriage contracts brought a lot of pressure to bear on their governments to enact legislation protecting their interests in the transaction. The United States of America were the first to pass such national law revising the position of the parties under contracts of carriage. In 1893 the United States of America passed the Harter Act. This Act aimed at imposing limits of liability on the carrier to which no derogation could be brought. However, this was a dangerous precedence which was going to hinder international trade rather than improve on it, as different nations developing local legislation on carriage meant conflict of laws. In order to avoid the extensive nationalisation of carriage laws, the international maritime community set to develop rules that would regulate carriage by sea. Over the years convention has succeeded convention such that today four international regimes (The Hague Rules, Hague-Visby Rules, Hamburg Rules and Rotterdam Rules), exist regulating carriage of goods by sea. This research takes an in-depth look at these regimes that were developed to regulate carriage by sea, and the author aims to identify a particular regime that meets the standards of modern day practice of carriage of goods, and advocate for the ratification of this regime, to the exclusion of all others so as to foster uniformity, certainty and equality in the business of carriage of goods by sea.
- Full Text:
- Date Issued: 2012
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