ECSA eBulletin July 2010

eBULLETIN July 2010

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ECSA Bulletin

July 2010

Contents In this issue Download this bulletin by clicking here

Online newsletter for the engineering professionals registered with the Engineering Council of South Africa

Update: The role of Identification of Engineering Work

4

What is the true value of an engineer?

8

Be wary of imposters soliciting members

9

Expired members encouraged to re-register

10

ECSA’s registration statistics at a glance

11

Zimbabwean delegation visits ECSA

12

ECSA at the Working World Extravaganza

13

NMMU and SANRAL join forces

14

Continuing Professional Development – it’s easy to comply

16

SANRAL refines the art of traffic management

21

Gautrain update

31

King Shaka International Airport takes off

40

Lifestyle: The Fairway Hotel & Spa opens at Randpark

50

eBulletin feedback & Editorial contributions

58

Credits Published by Procure Publishing on behalf of The Engineering Council of South Africa CEO: Cameron Bramley Managing editor: Bev Hermanson Editor: Tendai Dhliwayo Project Leader & Sales Director: Jeff Malan Advertising consultants: Jason Bramley, Geri Adolphe, Chene Madzvamuse, Rachel Harper Production Manager: Charl Lampbrecht Administration: Michelle Swart & Claudia Madurai Design and layout: Bluprint Design Address: Procure Publishing (Pty) Ltd, Block C, The Palms Office Park, Main Avenue, Ferndale, Randburg. 2194. RSA. Tel: +27 11 998 2800 Fax: +27 11 998 2801 Engineering Council of South Africa (ECSA), Address Private Bag X69, BRUMA 2026 Tel: +27 11 607 9500 Fax: +27 11 622 9295 Cover Image: ©SANRAL No part of this publication may be reproduced without the prior written consent of The Engineering Council of South Africa or the publishers. ECSA, the publisher and staff do not take responsibility for any errors or omissions. Information was deemed accurate at time of publication, but details may change from time to time.

July 2010

ECSA Bulletin

3

An update on identification of engineering work What is Identification of Engineering Work?

What is the process for identifying engineering work?

The Engineering Profession Act (EPA) prohibits persons who are not registered from performing identified engineering work. The reason for this measure is to protect the public by preventing persons who do not have the necessary competence and are not accountable from doing work that has safety, health and environmental risks. It is important to note that this measure is designed to deal with unregistered people in a judicial process.

Two acts, the EPA and the Council for the Built Environment (CBE) Act together define a process that is not without difficulty. ECSA must first define identified engineering work for all categories of registration and submit it to the CBE.

This public protection measure is distinct from those that apply to registered persons. Registered persons must follow the Code of Conduct and, in particular, not undertake work for which they are not competent by virtue of their education training and experience. A mechanism is available to the public to lodge complaints about the conduct of anyone registered with ECSA. All complaints are investigated and if there is a case to answer a tribunal is held. A registered person who is found guilty is then subject to penalties, including being struck off the register.

Thirdly, the CBE is required to consult with the councils and then consults with the Competition Commission. This step is not intended to seek permission from the Competition Commission; it is just consultation – presumably to ensure that the CBE’s mind is applied to competition issues?

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July 2010

Secondly, when the CBE has received the submissions from all six built environment councils, it must formulate its identification of work policy.

The fourth step is for the CBE to identify engineering work: this is the actual decision on engineering work that is identified. Finally, the Minister of Public Works must publish identified engineering work as a Regulation.

What is ECSA’s view on competition issues surrounding identification of engineering work?

Engineering work involves actions that exploit the forces of nature, try to control the forces of nature, exploit natural resources and control complex processes. Doing this work without proper education, training and experience creates risks to health, life, property and the environment. It is hardly debatable that persons who have not been certified competent should be prevented from undertaking work having such risks. ECSA does not see identification of work as a competition issue between registered and unregistered persons; rather the vital issue is the effectiveness of work, the mitigation of risk and the accountability of the persons doing the work.

How has ECSA approached the definition of identified engineering work?

We need to determine the baseline characteristics of work that requires the competence of a person registered in an appropriate category. There are two approaches to a definition. Firstly, one can define the work from the bottom up – for example, specify all the tasks that all types of practitioners do in all possible contexts and at all possible levels of demand. Given the vastness of engineering, this would be a monumental task. We could never be confident that we have a complete definition and there will inevitably be gaps.

is performed safely and effectively. The latter approach lends itself to a generic definition that can be applied in all engineering disciplines. The practice in jurisdictions that require registration for performing engineering work follows the generic approach.

How are the categories of registration handled?

ECSA has professional, candidate and specified categories of registration. The definition of identified engineering work covers the professional categories: Engineer, Engineering Technologist, Certificated Engineer and Engineering Technician.

Candidates may not take responsibility for engineering work and must work under the supervision of a professional. It is therefore not necessary to have a special definition of identified work for candidates.

The specified categories, such as Lift Inspector, are established by the ECSA Council and their work is defined in the Government Gazette notice that established the category. Specified categories do not need further definition.

Using generic competencies to identify engineering work allows work to be classified as requiring technician, technologist or engineer competencies. This is achieved through internationally benchmarked ways of defining the demands of engineering problem solving and the required underpinning knowledge for the categories.

The second approach, which is adopted by ECSA, is to identify the baseline type of work through the competencies required, to ensure that the work

July 2010

ECSA Bulletin

5

Where are we in the process?

ECSA completed its identification of engineering work, in the form of a proposed Regulation, in August 2006. Ever since the CBE became active in 2008, there has been a regrettable difference of view on the nature and purpose of identification of engineering work.

ECSA has followed the intent of the EPA, namely, to prohibit persons who are not competent and accountable from doing engineering work of a type that poses risks to the public interest.

The CBE Team that we have interacted with has introduced other objectives that it expects should be simultaneously fulfilled. Identification of work must also guide persons who wish to procure engineering services by the professions, describing the work in great detail. Linked to this, identification of engineering work must be done by discipline; as few professionals practise across an entire discipline the level of definition would have to be at sub-discipline level or lower.

The CBE Team also wants the identification of work to demarcate the practice areas of registered persons by minutely defining what may and may not be done by persons in different categories and disciplines. The CBE Act unfortunately refers to scope of work while the other six acts require the type of work to be defined. The CBE Team promotes scope definitions, driven no doubt by the additional objective of guiding clients in procuring professional services.

ECSA’s position is that the additional objectives are not a legal requirement and cannot practically be fulfilled for the engineering profession within in the same definition of identified work. Other objectives will be pursued by appropriate means, where justified.

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For some time, ECSA has been in a mediation process with the CBE and finally an agreement was signed in December 2009. In this agreement, the essential purpose of identification of engineering work was recognised as providing a type definition for engineering work that could be used to prevent unregistered persons from doing work that threatens the public interest. While de-emphasising the other objectives, the agreement left the door open slightly. There may, therefore, remain a difference of opinion when the CBE finally publishes its policy.

What happens next?

The Acts and mediation process have determined the remaining steps. Steps must clearly include those listed above that are prescribed under the Acts. Additional consultation stages have been identified by the Mediator.

Having demonstrated the futility of a disciplinebased definition of identified work, ECSA has affirmed and stands by its generic submission, which was updated in January 2010. The mediation process has recognised that ECSA has met its obligations under the EPA. The final version of the CBE policy, published in draft form in November 2009 and commented on

by ECSA and other stakeholders, is awaited. The CBE must consider and comment on ECSA’s submission before it consults with the Competition Commission. This consultation may give rise to changes in light of competition issues. The CBE must publish the revised version for comment and then consider the comments. Finally, the Minister of Public Works must publish the regulations.

Compiled by Prof. Hu Hanrahan, Special Consultant, Engineering Council of South Africa

July 2010

ECSA Bulletin

7

What is the true value of an engineer?

By Peter Fischer

The year 2009 was a difficult year for most engineering companies due to the global recession.

Pay increases in January were non-existent or very small in most companies. However, lawyers and accountants (who, incidentally, take no risk for the advice they give) still seem to be earning two or three times what technical staff earn in the engineering field.

This begs the question: What is the value of an engineer?

Let’s propose that time is our single most valuable ‘asset’. No one ever has enough time. It can’t be created, but it can be ‘saved’ by smart people.

Therefore, the person who saves the most time for others should be rewarded the most.

It is easy to see that large amounts of time are saved when we have good quality infrastructure.

For instance, at the personal level: • Good roads and bridges allow us to get around efficiently and safely.

• Reticulated potable water allows people to have drinking water on tap without drawing it from a well or a stream and then having to carry it for miles.

• Sanitation via water borne sewers – say no more.

• Reticulated electrical power enables us to use all sorts of time saving machinery and gadgets in our homes and work places.

All of this infrastructure is provided by engineers and it can be argued that engineers save hundreds,

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July 2010

if not thousands of times, more time than any accountant or lawyer could ever achieve.

If we believe that good things will come to good people in time, we only have to wait long enough for some ‘tipping point’ to occur, usually a calamity or disaster, that will reset the relative rewards.

But why should engineers wait for a calamity? All engineers, but especially the younger generation who stand to inherit the reward system status quo, should feel free to question • of the statutory bodies: why do they curtail the ‘guideline’ reward structures, and • of the relevant industry associations: why don’t they stand together and fight for proper recognition of the value of engineers, so that the rewards are in line with the skill, effort, risk profile and, most importantly, the overall value (time savings) that they provide.

As soon as engineers understand that they are Savers Of Time, and that the infrastructure which they design, implement and manage is merely a means to that end, engineers will start to value themselves and sell their skills from a different platform.

It is only a matter of time, then, before a groundswell of self actualisation kicks in and engineers will step into their rightful, and well rewarded, place in society.

With acknowledgements to John Harrison, a thinker and scholar of The Real Economy

Be wary of impostors soliciting membership!

ECSA warns engineering professionals and graduates Do not associate with SPE! ECSA warns engineering professionals and graduates The Engineering Council of South Africa is appealing to engineering professionals and graduates, whether registered with ECSA or not, to be wary of organisations purporting to represent their interests and soliciting registration.

The Society for Professional Engineers is one such organisation that has been soliciting membership from both professionals and graduates.

Dubbing itself an internationally recognised engineering society, SPE claims it is the only South African body recognised by the Engineering Council and alleges it was established in 1989 and that it originated from the Engineering Association of South Africa (EASA) established in 1942 and the South African Association of Engineers (SAAE) of 1898.

In particular, ECSA is warning professionals and graduates not to subscribe the Pr Eng listing offered by SPE. Whilst there are a range of voluntary associations recognised by ECSA, SPE is not one of them and ECSA has distanced itself from it.

The Engineering Council of South Africa is the only statutory body established in terms of the Engineering Profession Act, 2000 (Act No. 46 of 2000).

Prior to that, its predecessor was established by the Engineering Profession of South Africa Act, 1990 (Act 114 of l990).

ECSA is encouraging all professionals and graduates to familiarise themselves with its functions and mandate and to phone its call centre at 011 607 9500 for more information on registrationrelated matters.

July 2010

ECSA Bulletin

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ECSA encourages deregistered professionals to re-register The Engineering Council of South Africa has urged its members recently de-registered to apply for reregistration to avoid huge costs associated with reapplication for admission.

Of the 32 000 engineering professionals registered with ECSA, nearly 2000 were de-registered in December 2009 for non-payment of annual fees.

“We applaud the efforts of some of our professionals who were de-registered who have already paid up their dues and we encourage those that have not, to honour their yearly obligations to avoid the hefty costs associated with re-applying,” says ECSA chief executive, Dr Oswald Franks.

Of the 2000 members that were de-registered in December 2009, 667 have already paid their outstanding fees since January 2010 and have already

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been re-registered. Re-registration entails paying the outstanding amount as well as an administration fee of R 300.00.

Those failing to adhere to re-registration processes by end of May 2011 will be completely expunged from ECSA’s database of registered professionals and will have to re-apply and pay R3 530 to be readmitted.

“We are committed to ensuring that every engineering professional remains registered and we will perpetually explore better and more expedient ways of bringing everyone on board,” adds Franks.

The 2010/2011 full list of annual fees payable is accessible from ECSA’s website (www.ecsa.co.za).

ECSA’s registration statistics at a glance STATISTICS AS OF 2010 / 03 / 01

BREAKDOWN ACCORDING TO RACE

TITLE

MALE

FEMALE

TOTAL

Asian

Black

Coluored

White

Professional Engineer

14139

387

14526

576

730

118

13102

Candidate Engineer

4069

899

4968

744

1369

66

2789

Professional Engineering

3377

86

3463

270

354

107

2732

1343

311

1654

202

971

38

443

431

0

431

2

0

0

429

879

9

888

39

42

21

786

1686

527

2213

181

1597

30

405

1021

2

1023

37

28

7

951

204

0

204

22

60

6

116

160

1

161

15

5

6

135

700

1

701

39

30

12

620

1811

250

2061

182

911

109

859

EMF

18

1

19

0

0

0

19

TOTAL

29838

2474

32312

2309

6097

520

23386

Technologist Candidate Engineering Technologist Engineering Technician (Master) Registered Engineering Technician Candidate Engineering Technician Professional Certificated Engineer Candidate Certificated Engineer Registered Lift Inspector Registered Lifting Machinery Inspector Professional Engineering Technician

July 2010

ECSA Bulletin

11

Zimbabwean delegation visits ECSA on fact finding mission In its quest to help set up its operations and structures, a five man delegation from the Zimbabwe Institution of Engineers (ZIE) and the Engineering Council of Zimbabwe (ECZ) visited the Engineering Council of South Africa (ECSA) on a fact finding mission.

The Zimbabwean delegation comprised ECZ chairman, Dawson Mareya and CEO Dr Sanzan Diarra, ZIE chairman, Wingfiled Vengesayi, ZIE immediate past President Martin Manuhwa as well as the interim chairman of the Zimbabwean engineers in South Africa, Bright Mbizi.

The visit was aimed at creating rapport between the sister organisations as well as exploring better ways of putting their organisational systems in place. ECZ was established in 2009 and currently has 150 registered members out of an expected 9 000 engineering professions in Zimbabwe. Besides

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July 2010

exploring the functions of ECSA and its relations with various stakeholders, the interaction between the two groups was further aimed at assisting Zimbabwean engineering professionals in South Africa.

ECSA’s president and management explained the various divisions making up the organisation as well as the organisation’s relations with related stakeholders. The two sister groups agreed to work closely together to explore better ways of aligning their functions and mandates in line with the rest of the world.

ECSA engages pupils on engineering Engineering is a broad industry and many high school pupils are not sure what it entails. In an endeavour to expound what the industry is about and the different routes one can take to enter the field of engineering after completing matric, the Engineering Council of South Africa (ECSA) has intensified its efforts in showing and explaining to aspiring engineers what the field is about.

For hundreds of grade 11 and grade 12 pupils in and around the Port Elizabeth area, the rare opportunity of getting a glimpse of engineering came at the right time as many flocked to the week-long ‘Working World Extravaganza Show’ which exposed them to the different career paths available to school leavers.

ECSA staffer, Kylie Jansen van Rensburg, second from left, with some of the pupils who came to learn more about engineering

ECSA was there and the ECSA personnel, including a Council member, had their hands full explaining the role of the Council as well as what engineering entails. “Most of the learners show a great deal of interest in the engineering profession,” said Kylie Jansen van Rensburg and Ken Ramjee who manned the ECSA stall.

This ‘Working World Extravaganza Show’ has been running for the past 10 years to make students aware of the world after school. The next show takes place later this year in East London where ECSA will interact with pupils from the area.

Ken Ramjee (centre) devoted his time and shared his experience with pupils during the Port Elizabeth ‘Working World Extravaganza Show’

July 2010

ECSA Bulletin

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NMMU, SANRAL Join hands to boost engineering students In response to the poor matric performance in the science and maths fields, the Nelson Mandela Metropolitan University (NMMU) School of Engineering recently partnered with the South African National Roads Agency Limited (SANRAL) in an initiative aimed at boosting learners with skills to enter the science, technology and engineering fields after matric.

Dubbed STEM (Science, Technology, Engineering and Related Management/Mathematics Fields Pipeline), the initiative aims to operate as a bridge from schools into tertiary education by enabling and preparing learners to enroll and graduate in the science, technology, engineering and mathematics related fields of studies.

The project currently targets grades 10, 11 and 12 learners, although there are plans afoot to expand in the future. Under the project, learners will receive valuable tutoring to prepare them for careers in related fields and equip them with the necessary skills to operate in a tertiary education environment, or a science related work environment.

Missionvale Campus in the Nelson Mandela Bay Metropolis has been chosen as the site for the project, as it is easily accessible to all communities, especially the disadvantaged.

South Africa, like the rest of the world has a need for engineering graduates and this initiative should go a long way towards encouraging learners to enter the field.

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MetropolitanRepublic/6178

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It’s used in cancer treatments, and in pacemakers to keep hearts beating. Imagine the possibilities of Platinum – a metal of the future.

July 2010

ECSA Bulletin

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It is easy to comply with Continuing Professional Development (CPD) and renewal of registration ECSA’s objective is to create a culture of Continuing Professional Development through which engineering practitioners can maintain their registerability in terms of the Engineering Profession Act, 2000 and international requirements.

Why was it necessary to introduce CPD? In today’s rapidly changing technological world, it is no longer possible to rely on basic engineering studies and a few years of practical training to provide professional advice and services. To remain globally competitive and to maintain the high standard of engineering for which the South African engineering profession has become known in the past, it has become necessary for engineering practitioners in our country to upgrade their engineering knowledge and skills, like their overseas counterparts, in a more formally structured way than before.

Engineers need to regularly update their knowledge, and develop and refine their skills. This means undertaking on-going or continuing professional development (CPD). In addition, Section 22 (1) of the Engineering Profession Act, 2000 (Act 46 of 2000) requires that a registered person has to renew his or her registration and has “to apply, in the prescribed manner, to the Council for the renewal of his or her registration”.

CPD is also necessary for ECSA to maintain International Recognition. It is fairly easy to comply with the requirements of the CPD system. The following categories apply:

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Category 1 Due to the slow validation of formal developmental activities ECSA has awarded each person 1 CPD credit for 2006 and 1 CPD Credit for 2007. The compulsory five developmental activities (category 1 activities) can be obtained over the full five year CPD cycle.

Category 2 Any registered person working in Engineering for more than 800 hours per year can claim 2 CPD credits per year (1 per 400hrs).

1 CPD credit per year can also be claimed for mentoring candidates towards registration (50 hrs) Category 3 Members of recognised Voluntary Associations can claim 1 CPD Credit. Additional CPD credits may be claimed for individual activities, including self study (ie. reading of technical journals etc), at 1 CPD credit per 10hrs, up to a maximum of 3 CPD credits per annum.

What does Continuing Professional Development mean?

ECSA’s definition of CPD is widely drawn and not prescriptive, so as to remain flexible enough to be relevant to all members at all stages of their careers. CPD refers to activities which: • have a clear set of objectives; • have a formal, organised structure; • require active participation and – most importantly;

•

extend the member’s professional knowledge and skills.

To assist members, the following guidelines on the types of activities that constitute continuing professional development are hereby provided :

Category 1: Developmental activities Attendance of structured educational/developmental meetings such as: • industry related conferences, congresses, seminars and workshops; • lectures, refresher courses and colloquiums.

ECSA will arrange to have Overseas courses, conferences etc validated. At least five credits (50 hours) must be obtained within a five year cycle from category 1 and all activities have to be validated by the relevant Tertiary Institution or Voluntary Association.

Category 2: Work-based Activities • •

•

Technical work in a practitioner’s field of specialisation; work based activities including management; (two credits for 800 hours of work may be earned annually under this activity); mentoring young engineers in the work place and career guidance (one credit for 50 hours of mentoring annually may be earned under this activity) .

Category 3: Individual Activities • • • • • • • •

Membership of recognised engineering societies, (one credit annually not linked to hours); part-time lecturing to undergraduate and postgraduate students; supervision of students undertaking postgraduate studies; oral examinations of final year and postgraduate students; evaluation of M dissertations and PhD theses by external examiners; publication of research in peer reviewed journals; publication of technical articles; papers presented at conferences;

•

participation in statutory, professional, institutional, technical or non-technical committees or task groups; • evaluation of educational qualifications for ECSA’s Qualifications Examination Committee; • evaluation of competence and applications for ECSA’s registration wing; • evaluation of final year students by external examiners; • relevant additional qualifications; • self-study which includes, but is not restricted to studying of journals or electronic or computerised material.

Three credits (30 hours) may be earned annually under this portion of this category.

What ecsa requires from you ECSA recognizes that, as a professional, you must decide on the type of professional development activities you undertake. However, ECSA also needs to ensure that its obligations to the public are met by setting minimum requirements for regular CPD. All members of ECSA should claim their CPD credits either manually on Form ECPD 1, or electronically on ECSA’s website, and should also submit the Renewal of Registration application form (Form R1.1 and R1.2), after ECSA has informed them of their renewal of registration date (which will be done five months prior to each individual’s renewal date).

These regulations ensure that registered professionals are complying with their professional obligations and provide each with an opportunity to renew their commitment to personal and professional development.

Retired persons have a reduced CPD requirement as stipulated in the CPD Policy Document. As already indicated ECSA’s objective is to create a culture of CPD through which engineering practitioners can maintain their registerability in terms of the Engineering Profession Act, 2000 and international requirements.

ECSA wishes to thank all those registered persons who have submitted their returns and applied for renewal of Registration.

July 2010

ECSA Bulletin

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July 2010

ECSA Bulletin

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SANRAL – Refining the art of traffic management

By Bev Hermanson

Our national roads are the conduit for 80% of freight moved around the country. SANRAL, the South African National Roads Agency Limited, is entrusted with the construction, care and maintenance of the national roads network, which not only includes the most important links between the main cities, but 6467 large bridges and culverts and the Huguenot Tunnel.

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The South African National Roads Network has been described as a vital asset that plays an essential role in promoting economic and social development in the country. Recognised internationally as one of the world’s leading roads authorities, SANRAL, the South African National Roads Agency Limited, has been tasked with the mandate to finance, improve, manage and maintain the national roads network as a way of strengthening the South African economy. An integral part of the agency’s vision is its effective contribution towards transformation and the creation of jobs, thereby providing a better life for all citizens.

Electronic toll collection Entrusted with just 7200 km of roads to maintain when it was established back in 1998 as an independent statutory company, with the government as its sole shareholder, SANRAL currently manages 16170 km of non-toll and toll roads and assets with an estimated replacement value of more than R186-billion.

Over the first decade of its existence, SANRAL developed three major toll roads, namely the N4 Platinum Toll Highway that stretches from Pretoria to the border with Botswana, the N4 Maputo Development Corridor linking Preotria with Maputo and the N3 Toll Road from Heidelberg to Cedara (launched in October 2006), as well as the iconic Nelson Mandela Bridge in Johannesburg’s central business district.

The largest project currently under way is the Gauteng Freeway Improvement Project, which was launched by the Minister of Transport in October 2008. The first phase, involving the upgrading of the freeways linking and surrounding Johannesburg and Pretoria and the freeways leading to the OR Tambo International Airport, covering 185 km and costing in the region of R22-billion, should in the main be completed by the start of the 2010

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July 2010

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FIFA World Cup. The second phase, covering 300 km, is expected to be launched in 2012 at a cost of R24-billion (or more, depending on inflation).

Part of the first phase is the installation of a sophisticated multi-lane freeflow electronic toll collection system which SANRAL hopes to have operational by the first quarter of 2011. All tolls will be collected electronically by receivers straddling the road that will pick up the reading of either an e-tag in the vehicles of all commuters registered with SANRAL, or the number plate of non-registered vehicles.

For the registered drivers, an electronic transaction will be activated and their bank accounts will be debited directly. Non-registered drivers will receive an account and be given between 5 and 7 days to pay, failing which the non-payment will be registered as a traffic violation and the driver’s licence will receive de-merit points, similar to those that will be issued for speeding fines.

To get the e-tags, commuters will be able to register on the Internet, at various centres along the route, or at kiosks situated in nearby shopping centres. Staff at the kiosks will also be able to issue pre-paid vouchers and address any problems encountered with the system.

Traffic management One of the most challenging aspects of managing the network of roads is trying to reduce congestion. To monitor the traffic patterns, SANRAL makes use of a range of technological systems such as the Freeway Management System, which includes the Intelligent Transport System (ITS) and the Incident Management System (IMS).

“You can’t build your way out of traffic congestion,” explains SANRAL CEO, Nazir Alli. “That is why we have introduced our Intelligent Transport System and Incident Management System. Through the use of CCTV cameras and constant monitoring of

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their transmissions to the transport management centres, we can analyse the traffic patterns, ensure faster response times to incidents and quicker clearance of impediments to the traffic flow. It also helps the traffic department to apprehend reckless drivers and unroadworthy vehicles.”

In the Western Cape, the FMS is being jointly run

by SANRAL, the Western Cape Provincial Government and the City of Cape Town. The project covers approximately 150 km and involves the monitoring of the N1, N2, N7, M5 and R300 highways.

In KZN, the organisation is working in conjunction with the eThekwini Transport Authority (ETA) to monitor approximately 100 km of the N2 and N3 national roads. This involves a fibre optic communications backbone, CCTV cameras and variable message systems. A number of traffic counting stations are also being installed, to help the traffic management centre to determine travel times during peak periods.

In Gauteng, the Freeway Management System has been used on the N1, N3, N12 and N17 highways for some time and now, as part of the Gauteng Freeway Improvement Project, the ITS is being extended to the R21 that leads to the OR Tambo International Airport. The R21 route, which extends for approximately 43 km, will have wireless CCTV cameras, some of which will be solar powered, variable message systems and traffic detection equipment to monitor this vital thoroughfare. In total, including the R21 extension, the FMS will eventually span 230 km of the Gauteng freeway system.

To complement the ITS system in Gauteng, a traffic website has been developed – this will eventually be rolled out to include the major cities in the rest of the country.

In addition to being able to pinpoint accidents and disaster areas, SANRAL’s traffic monitoring system is valuable in predicting future maintenance

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needs, based on the volumes experienced on the various roads. It is also used in the planning of law enforcement and road safety campaigns.

Challenges Potholes! On being tackled about the dismal state of some of the country’s roads, Nazir Alli explains: “Unfortunately, SANRAL is responsible for only 16170 km of the country’s 600000 km of roads.

The balance has to be maintained by the provincial governments and municipalities. On the SANRAL roads network, we make sure that potholes are attended to within 48 hours.”

“To expand a bit further - basically, potholes are a reflection of poor maintenance management systems. Regular maintenance is vital and the timing of the maintenance is crucial. Research has indicated that, if maintenance is not performed as and when it is required, the costs to repair the roads later escalate. If, for instance, a road is left to deteriorate for three years, the cost is six times more. If the road is left for eight years, the cost is eighteen times more.”

“As part of our transformation drive, we try to appoint as many SMMEs as possible. We have SMME routine road maintenance contractors who monitor our roads network and are responsible for repairing or replacing damaged side rails, unblocking drains and repairing potholes. Every millimetre of our roads is covered this way.”

Overloading Over and above inclement weather and ultra-violet radiation causing deterioration, roads can be damaged by overloading. “Overloading causes in excess of R600-million in repair costs every year,” Alli continues. “For this reason, we have seven traffic control centres dedicated to monitoring overloading across

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KZN, the Free State, Gauteng, Mpumalanga and the Limpopo Province. In addition, we currently have twenty static weighing facilities and twelve satellite stations, as well as around fifty weigh-inmotion pads in place. When overloaded vehicles are identified, they are sent to the static weigh stations and if they are overloaded they are issued a fine.”

Getting road users to comply with the temporary speed limits is another frustration. “Nobody obeys the construction speed limits,” Alli adds. “We basically have to rely on the goodwill of the drivers to behave responsibly. We appeal to the drivers to exercise caution and to respect that there are people working there. But it’s difficult.”

Protection of the environment is a further consideration that has become a key component of SANRAL’s road infrastructure development. This

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includes the limitation of pollutants, both from exhaust fumes and noise, the minimisation of the use of non-renewable resources and the recycling of materials, where possible.

However, the greatest measure of SANRAL’s commitment to the welfare of the country lies not in its environmental management plans to ensure sustainability, but in its commitment to tackle fraud and corruption head-on. Due to the sheer magnitude of the funds involved in road construction and maintenance, malpractice is a constant threat.

SANRAL subscribes to the fraud hotline service, Tip-Offs Anonymous©, an independent service provider. In this way, employees and members of the public have the reassurance that unethical behaviour, fraud and corruption can be curtailed, allowing SANRAL to execute its mandate effectively and efficiently.

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Gautrain getting ready to ride

By Bev Hermanson

An integral part of the scheme to upgrade the public transport for both Johannesburg and Pretoria, the R25-billion Gautrain project is making good headway. When operations commence, it is estimated that the Gautrain will be able to transport more than 100,000 passengers every day in all directions providing economic mobility and the convenience of door-to-door commuting.

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Conceptualised back in 1997 as part of the Gauteng Department of Finance and Economic Development’s social upliftment initiative, the Gautrain is destined to have a resounding impact on the entire province, changing the way people choose to live, how they get around and even where they choose to work. Covering 80km, with ten stations, including a station at the OR Tambo International Airport, the Gautrain has been pretty much designed to appeal to all those single occupant commuters that have been contributing to all the traffic congestion lately.

“The strategic objectives were divided into groups – to ease congestion on the road networks; to promote the image of public transport; to promote BEE (Black Economic Empowerment), SME development and socio-economic development, thereby creating more jobs; to change the shape of urban development in Gauteng to that of transit-oriented development, to facilitate the revitalisation of the Johannesburg and Tshwane central business districts, to improve accessibility and mobility in the Johannesburg/Tshwane corridor, to promote good governance and quality service delivery, to encourage the convergence of public-private partnerships and to promote tourism,” explains Mr Jack van der Merwe, CEO of the Gautrain Management Agency.

The objective of providing employment has certainly been realised as, so far, 11 700 direct jobs and over 60 000 indirect jobs have been created.

There has been a dramatic increase in the number of companies, joint ventures and enterprises established to cope with the demand for engineering and construction expertise and supplies. Many of these are Black Economic Empowerment and SMME initiatives. Unfortunately, due to the brain drain, some engineers had to be called back from

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retirement, but on a more positive note, a total of 37 construction professionals, that had left the country to work overseas, have returned home to participate in the project.

Stimulating property development The positioning of the stations has certainly generated enormous interest and property developers and hotel groups have jostled for prime positions nearby. Each of the stations was chosen for the unique contribution that it would make to the area surrounding it.

“One of the questions we had to ask was: When passengers disembark at the airport, where do they go? Through our research, we found that the majority of airline passengers that visit Gauteng have a destination in the Sandton area. Once we had established that, it was just a matter of connecting the dots. We had to include central Johannesburg and central Pretoria, in support of the drive to revitalize the CBDs. Hatfield, north east of the Pretoria CBD is a potent area, with its proximity to the university, Loftus Versfeld rugby stadium, the CSIR, business district and the many embassies in the area. Centurion and Midrand are rapidly expanding areas, Rosebank is another important business and residential hub, Marlboro is situated right next to an N3 interchange and Rhodesfield is a residential suburb located close to the airport,” Mr van der Merwe adds.

Facilities that had to be incorporated at each station include provision for other forms of public transport, such as buses and taxis and parking for commuters. There is an emphasis on pedestrian traffic and access control and the development of pedestrian-friendly areas.

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A view of the progress at OR Tambo international airport

Testing the Gautrain

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Building the tunnel Of the total length of the Gautrain line, 15,5km is underground, linking the Marlboro station via Sandton and Rosebank, to Park station in the centre of Johannesburg. Traditional blasting and drilling methods were used for 12,5km as this method makes it easier to have a number of teams working simultaneously to speed up the process. For the remaining 3km, a tunnel boring machine had to be used. Unlike the underground boring machines that have been used in South Africa to that point, this one had to be able to cope with soft ground.

With a rotating cutting head at the front of the machine, the TBM, as it’s known, bored through the ground, which was then mixed with chemicals to form a toothpaste consistency. This mixture was removed from the cutting area up an Archimedian screw and passed up a tube and discharged behind the head of the machine. The ‘toothpaste’ was then fed along a conveyor belt to the surface and carted away to a soil site. As the TBM moved forward, a host of ‘services’ followed – including compressed air, electrical cabling and lighting. The challenge, always, was not to lose the pressure at the front of the machine, where the cutting blades were, as the ground had to be kept under constant pressure to prevent it from collapsing. Once a day, the cutting blades had to be inspected and the inspectors had to go through a decompression chamber en route. As the TBM moved forward, the permanent structure of the precast ‘wall’ was pieced together in segments within the shell of the TBM. Then, as the machine moved forward, the ‘wall’ was secured in place.

The total tunnel excavation, including the boring by the TBM, a total length of approximately 15,5 kilometers from Park Station to Marlboro Portal, was completed in September 2009 and the civil works, tracklaying and associated electrical & mechanical railway infrastructure works between Marlboro and Sandton Station are now complete. Within the remaining tunnel section, good progress has been made with the civil works, including the installation of the final lining, cable duct and walkways, the track and the mechanical and electrical equipment.

Along the tunnel route, seven emergency access shafts are located at intervals along the single-track rail tunnel between Park Station and Sandton Station. Construction of these shafts is continuing at a steady pace, to ensure that all emergencies can be handled by the time this stretch of the Gautrain line is operational.

Phase one nearing completion The Gautrain is being completed in two phases.

The first phase which has lasted 45 months, includes the link between the OR Tambo International Airport and Sandton, as well as the stations at OR Tambo, Rhodesfield, Marlboro and Sandton, together with the Operations Control Centre and the Depot, both situated in Midrand. These will all be operational on 8 June 2010.

The second phase, which is being constructed concurrently, should be completed during mid 2011. This includes the remainder of the rail network, the stations linking Sandton to Park Station in Johannesburg and the route from Midrand to Hatfield.

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KZN’s economy set to take off

By Bev Hermanson

Located at La Mercy, approximately 35 kilometers north of Durban’s city centre, King Shaka International Airport is a ground breaking co-operative project agreement that was reached between the National Department of Transport, the Provincial Government of KwaZulu-Natal and Airports Company South Africa (ACSA). It is also the first greenfields airport to be built in the past 50 years in South Africa and possibly the only one in the world that has been completed recently.

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With a terminal floor area of 103,000m², 75 checkin counters, 50 retail outlets, runway and taxiways covering 400,000m², 12 air bridges and parking for 6500 vehicles, complemented by administration offices, transit accommodation for tourists and an integrated agricultural export zone, the King Shaka International Airport is expected to make a significantly positive impact on the economy of the region.

Background The prospect of building a brand new airport for Durban was mooted during the 70s and in fact some initial infrastructural work was completed between 1975 and 1982. Due to the economic recession of the 80s, the entire project was halted and it wasn’t until the 90s that the notion of relocating the Durban International Airport was revived. Extensive research, analysis and agonizing over whether to relocate or upgrade the existing airport ensued, however in July 2006 it was finally concluded that the existing airport, even when fully developed, would not provide enough capacity for the region. It was decided that a new airport had to be built and that ACSA would develop, manage and own the airport while the Dube TradePort Company would develop a cargo facility, trade and agri zone nearby.

Dube TradePort The siting of the new airport complements the development of the Dube TradePort, which is situated on 2060 ha of land that is perfectly accessible by the two major ports of Durban and Richards Bay and the rail and road links with Gauteng. Wholly funded by the KZN Department of Economic Development, the Dube TradePort is intended to be a world class freight logistics facility that will be geared to attract a wide range of activities that will stimulate economic advancement in the region.

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The Dube TradePort platform is split into three sections namely: Trade Zone, Agri Zone and Support Zone (joint venture with ACSA). The Trade Zone, which includes the cargo handling terminal at the airport, will stimulate the import and export of high value goods by air to and from KwaZulu Natal. The Support Zone has been designed to cater to the corporate sector as well as the suppliers of services and tourist accommodation through the provision of offices, buildings, conference and entertainment facilities, while the Agri Zone will involve the cultivation of high value farming products for export.

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Anyone travelling by road between Johannesburg and Durban will testify to the enormous volume of road freight traffic that uses the route daily. When completed, the Dube TradePort and the King Shaka International Airport will alleviate the pressure on this route by facilitating that the more than 50 000 tons of manufactured goods produced in the region will be air freighted directly from the local airport in the future, rather than having to undergo the arduous transportation to Gauteng for airfreighting from the Highveld airports. The new cargo terminal at King Shaka, in fact, has the capacity to handle over 100 000 tons of cargo per year, thereby allowing for considerable growth in the future.

Environmental issues

Design of the airport

Prior to commencement of the construction, there were a number of environmental aspects that needed to be considered. For an undertaking of this size, a full environmental impact study was essential. Clearly noise pollution and increased traffic were important considerations. Fortunately, the noise pollution and fuel transportation to the new airport site were issued with a positive record of decision.

The airport was designed by a consortium of architects called the Ilembe Architectural Joint Venture, consisting of Osmond Lange Planners and Architects, Shabangu Architects, Mthulisi Msimang Architects and NSM Designs.

Over and above these issues, the assessments also revealed a possible threat to the bird population in the vicinity, in particular the 3million barn swallows that migrate every year from Europe to roost in an area close to the airport. Known as the Mount Moreland Reedbed, this site is in the flight path of aircraft using the airport. Concerns raised not only included the possible disturbance of the bird colony on the ground, but also the possible hazard of birds in flight putting aircraft safety at risk.

Whilst the idea of bird strikes is alarming, this is a hazard that is regularly encountered by all airports worldwide. From the intensive research conducted by ACSA and the Mt. Mooreland community, it was discovered that the swallows rarely fly as high as the aircraft and their main activities in the area are 30 minutes before dusk and just before dawn.

Two solutions were found to allow the birds and the airport to co-exist. Firstly, the flight schedulers will take these critical times into account and plan around them, to avoid unnecessary risk to the air carriers and secondly, a special bird detection radar system has been instituted by ACSA to monitor the movements of the birds. The added bonus is that this system is able to detect the presence of bats at night, as well.

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As with the building of the Gautrain and the 2010 stadiums, the architects and engineers travelled to many countries looking for lessons that needed to be learnt. For the King Shaka International Airport, the opportunity to plan a building that was to be built from scratch was most welcome as the provision for expansion was an automatic part of the initial plan.

“It’s in the expansion that most existing airports have suffered enormous growing pains,” comments Victor Utria of Osmond Lange Architects.

“No one predicted the extent of the future demand and how passenger volumes would exert so much pressure on the facilities. It was interesting to see that, although they all have to perform exactly the same functions, no two airports are the same. With the planning of the King Shaka International Airport, we had the luxury of being able to plan for expansion in an orderly fashion.

That being said, there is no way of knowing how changes in technology will take airport design off onto a different tangent in the future.”

Due to the sheer size of the project, the design responsibilities were split amongst the five design firms in the consortium. Durban-based NSM Designs were tasked with the planning for the cargo terminal, while Ruben Reddy Architects handled the passenger terminal airside corridor, the cooling towers complex and the external urban fabric that encompassed the roads, parking areas and pedestrian walkways. Mthulisi Msimang Architects from Pietermaritzburg handled the multi-storey

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parkade and office building, while Shabangu Architects from Johannesburg was responsible for the car rental facilities, the control tower and most of the support buildings. Osmond Lange Architects & Planners handled the co-ordination as well as the design of the passenger terminal building and the retail facilities.

“An airport in its entirety is a machine and all of the different parts are equally important to ensure that the airport functions efficiently,” says Utria of the split of responsibilities. Certainly, as a mere passenger, it is difficult to understand everything that is involved in the running of such a large facility.

This is indeed why airports take such a long time in the planning process – for example, Durban Airport took 30 years to completion once the site was identified and Heathrow’s Terminal 5 took 40 years to completion. In that time, one hopes that air travel, as one knows it, hasn’t changed too dramatically.

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From an economic perspective, it has been estimated that, over the next 20 years, the airport could create between 165 000 and 260 000 jobs. Over the next 50 years, it is projected that the passenger handling capacity may well increase from the initial 7,5 million passengers a year to as much as 45 million passengers a year. To facilitate this growth, the aircraft parking space on the apron will have to be expanded from the current 18 passenger aircraft stands to 96 aircraft stands, by 2060.

“A world class facility of this quality has been long overdue in the region and the opening of the new airport will have great benefits for Durban and KwaZulu Natal,” says Utria. Considering the vastly improved facilities, compared with the old airport, this can only bode well for the future.

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Setting new standards at The Fairway

By Bev Hermanson

When one comes upon the Randpark Golf Club tucked away in the quiet suburbs off Republic Road, it’s not at all obvious that this is in fact one of the biggest golf clubs in Johannesburg. Now, nestling alongside it, The Fairway Hotel & Spa brings an added dimension to this already popular golfing venue, in the form of 5-star luxury and pampering.

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Boasting not one, but two magnificent golf courses, a superb driving range and a recently upgraded clubhouse, the 30 year old Randpark Golf Club has a loyal following with a 2500 membership base.

With the opening of The Fairway Hotel & Spa adjacent to the golf club, there’s great anticipation that the club will be brought into the limelight on a more regular basis, attracting more tournaments of an international calibre.

The land was purchased by the Plumari Group some years ago and, as tourism has become more vibrant with the encouragement of government, the decision was taken to partner with Guvon Hotels to develop a luxury hotel on the site. This has resulted in a R100-million development that has already caught the attention of the cosmopolitan set – in fact the Brazilian soccer team booked the hotel well before time, to secure their base for the duration of the 2010 FIFA World Cup.

Understated hints of Africa When one arrives at the hotel entrance, one can’t help but be impressed by the enormity of the stone wall that subtly shields the back-end services from view, while drawing one past the welcoming water feature, through the entrance into the reception area. The floor detail resembles a winding path that draws one through the space. Huge copper columns, at present a rich orange in colour, but expected to age to a verdant green with time, impart a sense of grandeur to the double volume space.

The reception, with its minimalist desk inlaid with a shimmering glass mosaic, is well lit during the day by natural light that filters in through floor to ceiling glass walls on either side. Just past the glass panelled lift, there are three intimate lounges, each on a different level and each with its own

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distinctive furnishings. An outdoor terrace and Roundabout Bar on the ground floor level overlook the chipping and putting greens of the golf club, while on the upper level, the Vista Bar commands spectacular views of the golf courses.

Bar Verve inside is a vibey cocktail bar that promises to become a popular venue for after work drinks. Concealed behind the bar, the wine cellar doubles as a secluded dining room suitable for business entertaining.

The main restaurant, Balata, (a play on the word ball) offers a variety of seating arrangements. Upholstered benches with rows of small tables and occasional chairs give off an almost saloon-style air.

There are large round 10-seater tables and tables suitable for couples positioned around the open space. Then, overlooking the pool deck, there’s the ‘eat on the go’ bar that is particularly popular for quick breakfasts and light lunches.

An air of sophistication Designed by the hotel specialist interior design team, Darley Interior Architectural Design, or DIAD for short, the interiors have been given a unique sense of place through the use of the colours, shapes, textures and accessories that have been used. Although the architecture can be described as contemporary African, which is embellished in the public areas with typically African colours – burnt oranges, yellows, lime greens and bright blues – the interiors of the bedrooms, with their greys, silvers, maroons, purples and pinks, reflect an international sophistication that is fitting of the 5-star status of the hotel.

The accommodation, consisting of 35 luxury rooms, 16 premier rooms, eight family rooms, two presidential suites and one paraplegic room, is split into two wings. Leading off the reception to the south

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west, a string of luxury rooms are conveniently situated for those wishing to utilise the conference facilities on the upper level. Beyond the restaurant, to the north, two levels of rooms encircle the pool courtyard. Each room has its own balcony, dressing area and large en suite bathroom, with separate toilet. The suites also have a preparation kitchen, a gas fireplace and a separate lounge for entertaining.

On the upper level of the main building, the function and conference facilities are very much part of the hotel offering, yet have the privacy of being away from the general buzz of the guests’ comings and goings. On the one side, the Windsor Ball Room, which can be split into two sections, has full catering facilities that will cope with up to 160 guests. On the other side, the large conference room can be split into three rooms – each with its own wall mounted plasma TV – to cater for three different functions, if the need arises.

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Subsequent phases In the final stages of completion, the Fairway Spa is sure to become a destination in its own right. The various treatment rooms each have a private garden and there is a relaxation lounge, sun deck and even a snack bar. Extensive hydrotherapy facilities include a Rasul chamber, a heated relaxation pool, a chill pool, a sauna and a steam room. There are manicure and pedicure rooms and a physiotherapy room for treating sports injuries. The interior finishes are calm, the lighting is serene and the air will soon be fragrantly alive with the scents of aromatherapy products.

The next phase to be completed will be the golf villas, which should be ready to welcome guests around the end of July 2010. The golf villas are fairly unique in their design and offering – each villa is a stand alone unit, so that the collection

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makes up its own golf village. Of the 14 villas, 13 have four double rooms, while the last has two double rooms.

The units are self-catering, with a large fridge, gas hob and microwave along with all the other equipment that allows for the convenient preparation of meals. For those who prefer to eat in the hotel restaurant, the villas are within walking distance.

Alternatively, a chef can be arranged to cook at the villa, at an additional charge, for those that prefer to have a private party. Furthermore, each unit has its own braai deck so that guests can enjoy dining al fresco, in true South African style.

The Wedding Chapel, the last phase that is due to be completed somewhere around late August or early September, 2010, offers a convenient alternative to couples who don’t want to make their guests travel long distances to the outskirts of the city, just to join the celebration of their special day.

After the ceremony, the Windsor Ball Room is the ideal venue for a medium-sized reception and for larger weddings, the Randpark clubhouse is a fitting alternative.

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Maintaining a ‘green’ conscience In keeping with the recommendations of the South African Green Building Council and other leading environmental organisations, the developers have set out to raise the bar on energy efficiency and water conservation. This requirement was specified right from the start, enabling DBM Architects to plan accordingly.

A substantial contributor to the solution has been the use of gas. Supplied by Reatile Gaz, a Black Empowerment supplier, gas was chosen as a complement to Eskom electricity, both for its energy saving qualities and its ability to add atmosphere, when used as fuel in the fireplaces.

Over and above the use of gas for the self catering hobs and the double sided gas fireplaces, gas has also been used to fuel the central boiler system, which is normally a huge energy guzzler. To save water wastage when staff have to ‘run’ the hot water before it comes out at the right temperature, the hot water will be continuously circulated throughout the hotel and spa, to make sure that

hot water is always on tap. In addition, hot water will be circulated through pipes in the floor slabs, eliminating the need for under floor heating or air-conditioning to warm the interiors.

To further reduce the need for electricity, movement sensors have been used so that, if a room is left vacant, the lights and air-conditioning are automatically turned off. All light bulbs are energy savers and the security lights and external lighting are connected to solar powered photo-cells.

To conserve water, grey water will be recycled and storm water will be collected for further use.

Over an above the artificial elements that contribute to saving the environment, the extensive use of natural light and providing balconies, patios and terraces so that guests can enjoy the fresh air, has contributed substantially towards giving this development its African character.

“The positioning is excellent,” agrees Wynand du Plessis, main member of DBM Architects. “The fact that the hotel is minutes away from major shopping centres such as the Heathway and Cresta Centres, only 15 minutes from Sandton during off peak times and within easy reach of at least 5 of the World Cup stadiums, made The Fairway Hotel an easy choice for the Brazilian soccer team. It is private and out of the way, yet easily accessible from the N1 highway.”

“Even when the FIFA World Cup is over, the hotel should do well as there are very few top quality hotels in the area. Business campuses such as the MTN Head Office and the FNB & Wesbank offices in Fairlands will likewise find The Fairway a very convenient option for accommodation for their visitors and for hosting functions.”

“One of the advantages of having a hotel like this, wrapped around part of a golf course, is that you don’t have to have large gardens – the greenery is already there,” says Ryno Niehaus, design architect, DBM Architects.

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Help us improve Editorial our service to you! contributions Following up on our first eBulletin that came out in early February 2010, we have received various comments and we have taken note of the fact that some had difficulties accessing their magazine, for various reasons. We want to make things easier for all and we therefore need to find out from you the format in which you prefer to receive the magazine. To enable us to improve, please fill in the short questionnaire below, scan and email your answers to tendai@ecsa.co.za or fax it to 086 577 6276 • • • • • •

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Illustrations and photographs are very welcome and are in fact preferable to liven up any submissions. They must please be submitted in digital format as high resolution Jpeg, Tiff or Pdf attachments to an e-mail message, or delivered to the ECSA offices on CD, for the attention of Tendai Dhliwayo.

Contributions and suggestions by professionals on related matters can be forwarded to: The Communications Practitioner Tendai Dhliwayo at tendai@ecsa.co.za.

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