IMIESA April 2016

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IMESA The official magazine of the Institute of Municipal Engineering of Southern Africa

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

Municipal Focus eThekwini landfills go green

Cat power builds key routes

Trenchless Technologies Securing sewerage services

Human Settlements Creating safety and solace

Roads Construction Building the economy

IN THE HOT SEAT We announced our new name to our clients in February 2016, and launch the new brand in April 2016.”

Paul Olivier Managing Director, JG Afrika ISSN 0257 1978

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CONTENTS www.infrastruc

turene.ws

IMESA The officia l magaz ine of the Institu te of Munici pal Engine ering of Southe rn Africa

INFRA STRUC TURE

DEVELOPME NT •

Municipal Focusls dfil eTh ekw ini lan go gre en

MAIN TENAN CE •

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ROADS CONSTRUCTION Future solutions, today

HUMAN SETTLEMENTS Municipal infrastructure

SERVI CE DELIV ERY

Cat power builds key routes

gies Trenchless Technolo ces servi Secu ring sewe rage

tion Roads Construcnom y

Human Settlements

eco Bui ldin g the

solac e Crea ting safe ty and

IN THE HOT SEA

VOLUME 41 NO. 4 APRIL 2016

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client s in new name to our ” We anno unced our brand in April 2016. launc h the new Febru ary 2016, and ing Director, JG Afrika 6 • Paul Olivie r Manag .04 • April 201 Vo l u m e 4 1 N o 978

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KPMM Roads and Earthworks’ Cat 140K grader fleet forms the backbone of the layer works programmes on a range of national projects currently under way. P6

Regulars

Caught in the middle

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Editorial comment

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Malibongwe Ridge development

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President’s comment

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Africa round-up

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Water & Wastewater Upgrading SA’s water infrastructure 48

Cover Story Upgrading key routes

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Trenchless Technologies A century of sewerage service

Hot Seat JG Afrika – Inspired by Afrika

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Infrastructure Funding Taking a leap of faith

Municipal Focus | eThekwini Landfills going green

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Cover Story – Tosas

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Meters

Industry Insight – Sanral

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The numbers of power and money

Delivering the future today

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Yesterday's foundation, today’s future 25 Prevention is better than cure Ensuring road safety

HOT SEAT Paul Olivier, MD, JG Afrika, speaks about the company’s exciting name change and roadmap for the future. P10

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TRENCHLESS TECHNOLOGIES Securing a century of sewerage service

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Technical Paper Creating eco-efficient townships

Roads Construction

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Cement & Concrete

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Readymix on the rise

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Paving the way to a greener SA

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Human Settlements

Construction Vehicles & Equipment

Cover Story – Lekwa Consulting Engineers

Keep material moving

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Municipal infrastructure for human settlements

Understanding AC motor control models

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Partnering for progress

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Block-making machinery leaves a legacy

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INFRASTRUCTURE FUNDING Taking a leap of faith

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CEMENT & CONCRETE Paving the way to a greener SA

EDITORIAL COMMENT

Never in a day Just a few more

PUBLISHER Elizabeth Shorten SENIOR JOURNALIST Beatrix Knopjes JOURNALIST Liesl Frankson HEAD OF DESIGN Beren Bauermeister CHIEF SUB-EDITOR Tristan Snijders SUB-EDITOR Morgan Carter CONTRIBUTORS D Daries, T Stone, M Maluleke, S Saroop, D Allopi CLIENT SERVICES & PRODUCTION MANAGER Antois-Leigh Botma PRODUCTION COORDINATOR Jacqueline Modise FINANCIAL MANAGER Andrew Lobban MARKETING MANAGER Philip Rosenberg ADMINISTRATION Tonya Hebenton DISTRIBUTION MANAGER Nomsa Masina DISTRIBUTION COORDINATOR Asha Pursotham SUBSCRIPTIONS subs@3smedia.co.za PRINTERS United Litho Johannesburg +27 (0)11 402 0571 ___________________________________________________

The increasing impacts of the drought, in tandem with social tensions and economic losses, have exposed South Africa’s challenges at a level that can’t accommodate half-measured responses.

A

S WITH ROME, South Africa will not be built, or rather rebuilt, in a day. Nevertheless, what has been achieved socio-economically in 22 years is quite remarkable. Approximately 3.1 million houses have been built for the poor, which includes stormwater, roads, bulk water storage, water distribution, sanitation, electricity and other infrastructure – something we look at in this edition of IMIESA. But, what is remarkable is that this development was paid for by only 3.3 million of the 33 million eligible tax payers in the country, who pay 93% of all personal income tax.

In fact, it’s 1.1 million people who pay just short of 70% of the total income tax bill. It’s these few that have paid for South Africa’s remarkable socio-economic development – something not many countries can say.

Cooperative Governance and Traditional Affairs (CoGTA) Deputy Minister Andries Nel, in briefing the portfolio committee on the draft Integrated Urban Development Framework, said, “South Africa is urbanising rapidly. The United Nations estimates that 71.3% of South Africa’s population will live in urban areas by 2030. And nearly 80% by 2050. South Africa’s urban population is growing larger and becoming younger. Twothirds of South African youths now live in urban areas.”

This means more land to be acquisitioned, houses to be built, infrastructure to be put in place and all the other societal essentials that need to be put in place. It is said that there is already a backlog of 2.1 million

ADVERTISING SALES Jenny Miller Tel: +27 (0)11 467 6223 Email: jennymiller@lantic.net ___________________________________________________

PUBLISHER: MEDIA No. 9, 3rd Avenue, Rivonia 2056 PO Box 92026, Norwood 2117 Tel: +27 (0)11 233 2600 Fax: +27 (0)11 234 7274/5 Email: nicholas@3smedia.co.za www.3smedia.co.za ANNUAL SUBSCRIPTION: R550.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR. © Copyright 2016. All rights reserved. ___________________________________________________ IMESA CONTACTS HEAD OFFICE: Manager: King Singh P.O. Box 2190, Westville, 3630 Tel: +27 (0)31 266 3263 Fax: +27 (0)31 266 5094 Email: admin@imesa.org.za Website: www.imesa.org.za BORDER Secretary: Celeste Vosloo Tel: +27 (0)43 705 2433 Fax: +27 (0)43 743 5266 Email: celestev@buffalocity.gov.za EASTERN CAPE Secretary: Susan Canestra Tel: +27 (0)41 585 4142 ext. 7 Fax: +27 (0)41 585 1066 Email: imesa.easterncape@gmail.com KWAZULU-NATAL Secretary: Penny Pietersen Tel: +27 (0)31 266 3263 Fax: +27 (0)31 266 5094 Email: imesakzn@imesa.org.za NORTHERN PROVINCE Secretary: Rona Fourie Tel: +27 (0)82 742 6364 Fax: +27 (0)86 634 5644 Email: imesanorth@vodamail.co.za SOUTHERN CAPE KAROO Secretary: Henrietta Olivier Tel: +27 (0)79 390 7536 Fax: +27 (0)86 629 7490 Email: imesa.southcape@gmail.com WESTERN CAPE Secretary: Erica Albertse Tel: +27 (0)21 444 7114 Fax: +27 (0)21 444 9470 Email: Erica.albertse@capetown.gov.za FREE STATE & NORTHERN CAPE Secretary: Wilma Van Der Walt Tel: +27 (0)83 457 4362 Fax: +27 (0)86 628 0468 Email: imesa.fsnc@gmail.com

To our avid readers, check out what we are talking about on our website, Facebook page or follow us on Twitter and have your say.

www.in

a (WSSA) is a a (Pty) Ltd Afric South Afric in Southern n Services water services Sanitatio ble Water and of sustaina d provider specialise

All material herein IMIESA is copyright protected and may not be reproduced either in whole or in part without the prior written permission of the publisher. The views of contributors do not necessarily reflect those of the Institute of Municipal Engineering of Southern Africa or the publishers.

houses, not to mention the demands that will be generated by the urbanisation process currently under way, which means we will need to care for the hen that lays the golden egg and not squeeze it to death in the hope that more eggs will be laid.

Service delivery protests are avoidable, to some degree, if political leadership takes a more proactive role in communicating the practical realities of rebuilding South Africa.

Our big challenge is funding. Again, this is something we look at in this edition of IMIESA. Government, by itself, cannot pay for everything – certainly not in the short term. The private sector entities have to get involved, and they will, but not as a charity.

They are in business to make money. This means that the “user pays” principle is going to become more prevalent, something the majority will need to understand and accept. For this to happen, transparent communication will be necessary. Grandstanding and/or using the language of revolution for political gain will need to be put aside – otherwise service delivery protests, along with their hallmark destruction, will continue. We simply cannot afford to pay for the same infrastructure twice.

Minister of Finance Pravin Gordhan brought hope in his 2016 Budget Speech. The planned R870 billion expenditure on infrastructure development is welcome. It will create muchneeded jobs. But what is critical is that we have firm government leadership and policies to support economic growth and development – so that we can feed the hen.

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Cover opportunity In each issue, IMIESA offers advertisers the opportunity to get to the front of the line by placing a company, product or service on the front cover of the journal. Buying this position will afford the advertiser the cover story and maximum exposure. For more information on cover bookings contact Jenny Miller on tel: +27 (0)11 467 6223.

Roads Construction Building the economy

IN THE HOT SEAT We announced our new name to our clients in February 2016, and launch the new brand in April 2016.”

Paul Olivier Managing Director, JG Afrika ISSN 0257 1978

V o l u m e 4 1 N o . 0 4 • A p r i l 2 0 1 6 • R 5 0 . 0 0 ( i n c l . VAT )

IMIESA April 2016

3

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PRESIDENT’S COMMENT Duncan Daries, IMESA president

IMESA

The state of water and sanitation services I was privileged to attend the relaunch of the Municipal Benchmarking Initiative (MBI) in Johannesburg on 4 March. This joint initiative by Salga and the WRC is continuing to deliver its intended outcomes. At this meeting, the ‘Annual Repor t on Water Ser vices in South Africa 2015' was distributed and discussed.

T

HIS REPORT IS intended as a resource for anyone interested in municipal service delivery, be they municipal officials, councillors, other government officials (national or provincial departments) or civil society who require comparable data that can be used to measure progress within the sector.

What I have found to be of great assistance in the presentation of the graphical data is the categorisation of municipalities in terms of size, density, and rural or urban geographical makeup. Therefore, those facing similar challenges can be more easily compared. These categories are as follows: • A = Metropolitan municipalities • B1 = Local municipalities with a large town or city as their urban core • B2 = Local municipalities with a medium town or towns as their urban core • B3 = Local municipalities with a small town or towns as their urban core • B4 = Local municipalities with no urban core • C2 = District municipality.

Together with this categorisation, the MBI has also, from an overall performance point of view, developed and published a 'Water Services Authority League', which classifies municipalities as either: • top performers • showing potential • having identified weaknesses • requiring improvement.

This information ties in very well with CoGTA's assessment of the state of municipalities and its Back to Basics campaign.

Up to 152 WSA data sets were analysed and presented graphically and covered the six MBI performance areas, these being: • water conservation and demand management • human resources and skills development • service delivery and backlogs • operations and maintenance

• product quality • financial management.

The results published with respect to these performance areas give a clear indication of the state of the service and point out areas in need of concentrated efforts towards improving the service.

I will be restricting my comments to the human resources and skills development performance area.

Human resources and skills development The most star tling statistic is the 58% national average achieved for technical management skill level health check, which indicates that many municipalities do not have senior technical management with the appropriate skills to ensure efficient and sustainable operations.

The national average of 51% for technical staff skill level also points to a lack of appropriately skilled technical staff as a whole, which is a huge risk towards an efficient and sustainable service delivery.

Add to this the chronic shortage of registered professional engineers within water services, which averages out at 0.4 per 100 000 capita. This is well below the recommended 5 engineers per 100 000 capita, and even if we set the benchmark lower for water services at 0.9 engineers, the country still has to recruit a number of engineers equivalent to those current in the employ of WSAs. This statistic reveals exactly why we are so reliant on consulting engineers to provide not only their technical expertise but to actually act as the de facto client because of the lack of engineering expertise within some municipalities.

We need to explore this statistic to ensure that we put development and training programmes in place to get the unregistered

engineers professionally registered and to provide bursaries to university civil engineering undergraduates and employ some upon graduation. Together with this initiative, scarce skill allowances for engineers and technicians need to be encouraged as we need to ensure retention of these skills within municipalities I have also read the Sunday Times of 13 March, in which SAICE has expressed quite hard-hitting views on this same situation. Its views are that engineering capacity does exist in the country. Our transformation agenda has, unfortunately, taken centre stage at the expense of service delivery. This balance between transformation and sustainable, efficient service delivery needs to be restored. It is unacceptable that vacant posts in the technical and professional civil engineering skills sector remain unfilled as a result of a targeted group not being found suitable or vacancies being filled by unsuitable or unqualified applicants.

The number of technicians within this sector is also disturbing. The current national average of approximately 1.8 technicians per 100 000 capita, when added to the 0.4 engineers per 100 000 capita, still only provides us with 2.2 engineers/technicians per 100 000 capita, which is still way below the recommended number.

The above indicators provide Salga, CoGTA, National Treasury, the Department of Water & Sanitation, provincial departments and municipalities, and WSAs with sufficient ammunition to direct their efforts and funding in the appropriate direction to make an immediate difference in the provision of basic services to communities – i.e. increased recruiting of technical and professional civil engineering staff.

IMESA will continue to provide the necessary support to all levels of government with respect to achieving the goals of efficient and sustainable services provision.

IMIESA April 2016

5

COVER STORY

Ugrading key routes – the Kranspoort Pass KPMM Roads and Earthworks’ Cat 140K grader fleet forms the backbone of the layer works programmes on a range of projects now under way nationally, a key one being on the Middelburg to Loskopdam road in Mpumalanga.

S

USTAINED PUBLIC-SECTOR investment in South Africa’s road infrastructure remains buoyant going into 2016, with national and provincial projects under way that will relieve constraints, providing a positive stimulus for medium- and longer-term socioeconomic growth.

A prime example is the rehabilitation of the N11 (Section 10) from Middelburg to Loskopdam (km 23.5 to km 53.4), an approximately R353 million project being undertaken

by Gauteng-based company KPMM Roads and Earthworks (KPMM).

Central to this

6

IMIESA April 2016

project is the widening of the scenic Kranspoort Pass. This is a South African National Roads Agency Limited (Sanral) project.

The route is a strategically important one as it links Middelburg with other key mining centres like Witbank and Burgersfort, and traditionally carries a high volume of commercial and abnormal truck traffic.

Project details Work commenced in January 2015, with KPMM estimating completion in January 2017. As Kevin Padayachee, operational director, KPMM, explains, the scope of works is multifaceted and requires precise project planning and execution.

KPMM Roads and Earthworks is 9CE accredited in accordance with the Construction Industry Development Board (CIDB) grading system.

“The existing roadway is being upgraded to include two 3.7 m lanes and a 2.5 m surfaced shoulder on each side, giving a surfaced road width of 12.4 m,” says Padayachee.

The major works portion entails the establishment of an extra lane through Kranspoort Pass, which requires extensive blasting to create the new cuttings. “The intention of the engineering design is to ‘soften’ the pass to create a safer travel experience by removing negative slopes.” Also included is the installation of two truck arrestor beds on specified sections.

There will be four lanes (two north- and southbound, respectively) through the pass over an approximate distance of 5 km.

Four bridges along the way will be widened to accommodate the new road dimensions, while the Keeroms River bridge (at km 6.54) is being completely demolished and replaced with a three-span structure that will have new approaches on both sides. A temporary bypass accommodates travellers.

Pedestrians will also be served by a new walkway installation at Doornkop (between km 34 and km 38). Some 28 km of subsoil drainage will also be installed, plus deck width extensions and maintenance to nine in situ culverts.

Slope protection of the cut faces entails extensive soil anchoring and guniting, rockfall curtains and gabion retaining walls. All these phases, including the blasting, are being carried out by specialist subcontractors under the construction management of KPMM as the main contractor.

COVER STORY

Up to 13 subcontractors are deployed on the project, the majority being SMMEs within the 3 to 6 CIDB band. “A number of these subcontractors have grown with us on other projects over the years and are now rated 7 PE (Potentially Emerging) in terms of the CIDB,” points out Padayachee, adding that mentoring SMMEs is a core commitment for KPMM. On Tuesdays, Wednesdays and Thursdays, the pass is closed to traffic between 11:00 and 15:00 for blasting.

The bulk of the blasted material is being crushed and screened on-site by KPMM to create the various layer works materials (G9, G7, G4 and G1), with minimal need to import commercial stone. The layer works will comprise around 250 000 m² of crushed material sourced directly from the pass cuttings. Sub-base layers will be cement stabilised.

Final riding surfaces will comprise a double seal using 19 mm and 9.5 mm precoated stone with the exception of the pass, which will be overlaid with a 45 mm asphalt wearing course with rolled-in chips.

To accelerate construction works, four complete teams are working on their respective sections along with their earthmoving, paving and allied commercial fleets. Included in the earthmoving composition is a progressively expanding fleet of Cat 140K graders (supplied and supported by Southern African Cat dealer Barloworld Equipment). The first Cat 140K OPPOSITE PAGE A KPMM Cat 140K grader working on a section of the N11

units joined KPMM’s fleet in 2015 on a major Gauteng project.

“KPMM’s previous experience with Cat graders has been with the Cat G-Series – the one before the H model line-up that was succeeded by the K – and we still have a G unit in production,” comments Kevin Twiddy, MD at KPMM. “The Cat 140K certainly highlights the generation gap in terms of general and final grading efficiencies, backed by more intuitive operator controls, plus more power with less fuel burn.”

KPMM’s mixed OEM earthmoving and allied commercial fleet now numbers more than 200 units to support its turnkey construction offering.

Springbok and Mookgophong As work progresses on the Middelburg to Loskopdam section, KPMM is simultaneously working on recently awarded road projects.

These include repair and reseal contracts in Springbok, Northern Cape, entailing two 60 km sections of road – awarded in October 2015 and due for completion in November 2016. Another is a road

ABOVE Aerial view of a section of the Kranspoort pass, showing the extensive blasting required to create the new cuttings BELOW Slope protection of the cut faces entails extensive soil anchoring and guniting, rockfall curtains and gabion retaining walls

upgrade project in Mookgophong (formerly Naboomspruit) for Sanral, valued at around R208 million.

These follow recently completed contracts in 2016, including an upgrade to the N12 dual carriageway in Gauteng – extending from Lenasia to the North West provincial border over a distance of 32.5 km – valued at around R374 million and completed seven months ahead of schedule.

A 22 km gravel-toasphalt surface upgrade in Giyani was completed within 22 months in early 2016 for the Roads Agency Limpopo, and included new bridge structures.

“Looking forward, we have a strong order book for roads and earthworks for 2016, and good pipeline opportunities into 2017,” Twiddy continues. “We’re also exploring growth prospects within our fledging Building Division, where our plans are to focus on medium-size commercial and office space opportunities.”

An example is a building project in Pomona, Gauteng, where KPMM is constructing its new purpose-built head office and workshop facility at a development value of around R35 million.

IMIESA offers advertisers an ideal platform to ensure maximum exposure of their brand. Companies are afforded the opportunity of publishing a two-page cover story and a cover picture to promote their products to an appropriate audience.

Please call Jenny Miller on +27 (0)11 467 6223 to secure your booking.

IMIESA April 2016

7

AFRICA ROUND-UP

INFRASTRUCTURE NEWS FROM AROUND THE CONTINENT extremely well so as to uplift livelihoods within their regions," he said.

MALAWI President focused on infrastructure development

EAST AFRICA Construction of UgandaTanzania oil pipeline to start August Construction of the $4 billion pipeline to transport crude oil from Kabale in Uganda to Tanga Port in Tanzania is set to commence in August, pending ongoing discussions between the two governments and investors.

Dr James Mataragio, managing director, Tanzania Petroleum Development Corporation, said the 24 inch diameter, 1 403 km long conduit is expected to convey 200 000 barrels’ worth of crude oil per day.

“Tanzania has been chosen as a priority route due to a number of factors, one of which is its experience in implementing gas and oil transportation projects through pipelines such as the 542 km Mtwara-Dar es Salaam gas channel,” Mataragio told a news conference.

He added that, among others, the ongoing discussions are meant to spell out how the government of Tanzania would collect its revenues from the megaproject. Construction of the pipeline is expected to take three years.”

The project is envisaged to create 15 000 jobs during its execution, after which it will employ between 1 000 and 2 000 people.

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IMIESA April 2016

ABOVE The UgandaTanzania pipeline is expected to convey 200 000 barrels’ worth of crude oil per day

KENYA Britam tells government to go slow on donor-funded projects Britam Asset Managers has told the government to prioritise private-sector growth over donorfunded development projects.

Chief executive Kenneth Kaniu told a media briefing that the government must urgently look into ways of reducing interest rates so as to spur private-sector participation in the development agenda.

Kaniu observed that, while the debt-to-GDP ratio stood at 52%, the current trend in government borrowings to fund infrastructural growth portends a grave risk that could see Kenya living beyond its means.

"Foreign loans have proved expensive and this has seen the government engage in domestic borrowing on more commercial terms, which has also caused interest rates to rise beyond the reach of privatesector players," he said.

"We need to rope in the small and medium-sized players into the tax bracket as opposed to burdening Kenyans with more taxes. County governments also need to utilise public funds

President Arthur Peter Mutharika says good road infrastructure in the country is a catalyst to efficient service delivery and vibrant economic activity, which culminates in the transformation of livelihoods.

Speaking at the opening of the upgraded Masauko Chipembere highway, Mutharika said, “Malawi is an agro-economy, and for our farmers to move their produce to the markets, they need good roads. This is why my government has made road infrastructure one of our priorities.”

According to the president, several township roads are being upgraded to asphalt surfacing from this year.

He also disclosed that there will be bypasses round the city of Blantyre to decongest traffic.

The Malawi leader called upon Blantyre residents to take good care of the road infrastructure, which will soon include street lights in many of the city's townships.

Namport owns and maintains all railway infrastructure inside the Port of Walvis Bay. As part of a planned maintenance programme, the relevant sections of rail were earmarked for complete rehabilitation more than five years ago.

The sections of railway tracks that were rehabilitated include the main feeder line into the port as well as the line feeding the existing container terminal and the two staging lines in the container terminal, totalling 4.5 km.

The work completed so far is only the first stage of the rehabilitation project. Subsequent phases of the project will see other sections of track being rehabilitated.

NAMIBIA Namport upgrades rail infrastructure The Namibian Ports Authority (Namport) recently upgraded its railway infrastructure for the first time since it was established in 1994, at a cost of N$20 million.

ABOVE RIGHT Namport recently upgraded its railway infrastructure

Future stages of the project will also involve rehabilitation of the track foundation by a process that involves the chemical stabilisation and strengthening of the subsurface ground by injecting chemicals into the ground.

AFRICA ROUND-UP

ABOVE Several township roads in Malawi are being upgraded to asphalt surfacing from this year BOTTOM Bulawayo omnibus rank Basch Street Terminus will be revamped to be similar to Park Station, Johannesburg

NIGERIA Federal government to involve surveyors to cost projects The Nigerian federal government will use quantity surveyors in costing of infrastructural and construction projects for resource optimisation and value maximisation, according to the Minister of Power, Works and Housing, Babatunde Fashola.

Fashola said this at the stakeholders’ critique validation workshop regarding the draft revised quantity sur veying curricula for degrees and higher national diplomas in Nigerian universities and polytechnics organised by the Quantity Sur veyors Registration Board of Nigeria (QSRBN).

Fashola stressed the need to revise the curricula in order to address domestic needs as well as meet global challenges to enable graduates to compete favourably with their counterparts globally.

Earlier, QSRBN president Hussaini A Dikko said the need to reposition quantity sur veying necessitated the development of the revised curricula.

that has led to approximately Sh9.1 billion in losses to the government.

The engineers and companies deregistered had entered into a dubious contract regarding the construction of a 4.85 km road in Bariadi township.

Speaking during the oath-taking ceremony involving 42 professional engineers from the Lake Zone regions, ERB registrar Steven Mlote said that the board has exposed massive procurement act violations in Bariadi road projects.

Mlote noted that the ERB is proceeding to investigate other engineers who were involved with the road project from the Ministry of Local Government and Regional Administration headquarters.

The body has cautioned all those who might violate the Engineers’ Registration Act (No. 15 of 1997), including engineers who don't follow engineering codes of conduct and ethics, and developers who don't exercise professionalism.

ZIMBABWE Bulawayo's $60 million Egodini Mall project launched Plans to transform Bulawayo's

most popular commuter omnibus rank, Basch Street Terminus, into a state-of-the-art regional transport hub took a giant leap recently, when the council and South African engineering firm Terracotta officially launched the massive project.

The handover of the terminus to the civil engineering firm signals the beginning of the construction of the $60 million regional transport hub and shopping complex.

Once completed, it will be similar to Park Station in Johannesburg, South Africa.

The project, which is expected to take about two years to complete, will entail a public transport and offloading facility capable of handling 20 regional and cross-border buses as well as 75 minibus taxis at the same time.

It will also house 250 modern informal trader stalls in the retail basement section and 500 informal trader stalls on the roof of the complex to create a flea market for retail traders.

ZAMBIA AfDB avails $7.5 million for Nacala Corridor development

The African Development Bank (AfDB) has provided $7.5 million for the Nacala Corridor development.

Funding for Phase Four of the project is meant for construction of the one-stop Mwami/ Mchinji Border Post.

Ministry of Transport and Communications director Nicholas Chikwenya said that, with the funding received, government would now engage a consultant to finalise the designs for the construction of the Mwami/Mchinji Border Post expected to commence next year.

Chikwenya said both Zambia and Malawi had received funding for the project, which included finalising the structure designs in preparation for the construction of the border post.

He noted that the consultant who was engaged to carry out structural designs could not complete the work, a situation that led to seeking other consultants to finalise the designs.

He said the Zambian government, through the Ministry of Works and Supply, and the Roads Authority of Malawi had extended invitations to consultants to provide their services.

TANZANIA ERB cancels registration for 330 'bad’ engineers The Engineers Registration Board (ERB) has revoked the registration of 330 engineers and 37 companies over misconduct

IMIESA April 2016

9

HOT SEAT

Engineering a new future,

developing together South Africa remains the beloved country: a land of great opportunity – as is the continent of Africa. To express its commitment to the country, the continent and a transformed, democratic Africa, Jeffares & Green embarked on a rebranding exercise at the end of 2015.

N

OW KNOWN AS JG Afrika, the company and its staff are excited about the message they are sending – a message that tells the world that Africa has a lot to offer. “Our name change speaks to our commitment to being proudly South African.

We want to make a bold statement that we are locally owned and managed, and plan to remain so. The company has a rich heritage and history in Africa. We are very excited about the future and remain committed to our beloved continent,” confirms Phakamile Ngqumshe, director and branch manager: Johannesburg.

A new name with history

The brand development started with the selecThe inclusion of JG in the company’s new name tion of a new name. After much research, the denotes its acknowledgement of, and appreselected options were presented to our staff and ciation for, its history, while Afrika indicates a vote was held. “We really enjoyed the process its independence, its love for the continent, of evaluating the naming options and involving and is a nod to the native African spelling of our staff,” says Paul Olivier, managing director, Africa. This is most obviously represented in JG Afrika. our first democratic national anthem, ‘Nkosi The firm announced its new name to clients in Sikelel’ iAfrika’. "With this name, we will show February 2016, and will launch the new brand the world that we are true to our African roots, throughout Africa in April. while remaining unique and maintaining our “The brand identity was developed and independence,” believes Ngqumshe. designed with a purpose: to remember the company’s history, to reflect its ethos and project its future,” says Olivier. “The logo’s JG AFRIKA OVERVIEW icon is representative of man-made, engiJG Afrika (formerly known as neered, symmetrical lines. These lines Jeffares & Green) was founded in 1922, are contrasted with organic shapes, and is a proudly South African engineering and which represent the environment environmental consultancy firm. It draws from its rich (green) and water (blue), denothistory, in-depth experience and strong African roots to ensure that all interactions ing the environmental sphere of reflect its ethos of sustainability, quality and integrity.

JG Afrika’s services. The design The company provides consulting services in all fields of civil and name incorporates the and structural engineering, as well as environmental services, three pillars of the company’s throughout Africa. The group also features specialist companies ethos – experience, quality operating in the fields of geotechnical, environmental and and integrity – while displaying geosciences, pavement technology, traffic and transportation, materials testing, and institutional support. fresh, innovative thinking.”

JG Afrika is a member of Consulting Engineers The JG Afrika personality is South Africa (CESA) and is affiliated to FIDIC perfectly portrayed through the and GAMA. All offices are certified by Dekra, new brand colours – blue and according to ISO 9001. green. In addition to the environmental For more information, please visit connotations of these colours, they are www.jgafrika.com.

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IMIESA April 2016

The JG Afrika board members, standing (from left to right): Martha Makhetha, Phaks Ngqumshe, Seetella Makhetha, Jan Norris; seated: Paul Olivier (MD), Nomsa Mkaza, Harold Tiganis

associated with trust, dependability, strength, peace, growth and health. These characteristics perfectly reflect the company’s culture.

The way forward “In planning for 2016, part of our goal for the new year was to sustain the advancement and success that we have achieved for the past 94 years. Over this period, the company has progressed and evolved to keep pace with fluctuations in demand, the industry and customer requirements. To remain relevant, this must be a continuous process,” says Olivier. “As such, a strategy was meticulously devised to take JG Afrika to the next level on all fronts.”

As the African proverb goes: “If you want to go quickly, go alone. If you want to go far, go together.” This is the basis of JG Afrika’s longterm plans. “Together, we will continue to grow, learn and develop, with a focus on continuous improvement. The time has come to look to the future and to align our corporate identity with our diverse expertise, our modern approach and the great future Africa has as a growing continent,” concludes Olivier.

SIKHULISA SONKE • WE DEVELOP TOGETHER

Proudly South African, JG Afrika (previously Jeffares & Green) provides civil and structural engineering and environmental consulting services throughout Africa. With a century of in-depth industry experience, a rich history, and strong African roots, JG Afrika continues to offer clients sustainable solutions of uncompromising quality and integrity.

Tel: +27 11 231 2200 info@jgafrika.com www.jgafrika.com Johannesburg - Cape Town - Durban - Maputo - Maseru - Maun - Pietermaritzburg - Port Elizabeth - Postmasburg - Pretoria

MUNICIPAL FOCUS | eTHEKWINI

Landfills going green eThekwini Municipality’s Buffelsdraai Landfill Waste-to-Energy Project has put Durban in the running for the C40 Climate Leadership Group Cities Award. This project was nominated in the solid waste category.

C

ITY MANAGER Sibusiso Sithole said, in a release, “Over the past few years, the municipality has made good progress in developing and implementing climate-change mitigation and adaptation initiatives. Many of these initiatives have received international recognition.” The waste-to-energy project was spearheaded by the Durban Solid Waste Unit in conjunction with the Environmental Planning and Climate Protection Department and “serves as a good example for embedding climate-change consciousness within the existing operations of the municipality.”

Councillor James Nxumalo, mayor of eThekwini Municipality, said, “eThekwini Municipality is a leader in the field of climate-change adaptation. This is an important achievement for an African city, given that cities on this continent will likely face some of the most severe impacts associated with climate change.

Pilot projects that demonstrate meaningful learnings are critical if we are to successfully plan and set in place the necessar y adaptation measures.”

Community Reforestation Programme Durban’s flagship adaptation project is the Buffelsdraai Landfill Site Community

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IMIESA April 2016

Reforestation Programme. This innovative project’s aim is to build an indigenous forest in the buffer zone of the municipality’s Buffelsdraai regional landfill site.

“Initially conceptualised to offset CO2 emissions associated with hosting the 2010 FIFA World Cup, the project has also delivered several important adaptation benefits. Local community members are key partners who have benefitted in a number of ways, and the new forest is anticipated to provide a range of important ecosystem ser vices,” said Nxumalo. The project highlights the way that natural ecosystems support and protect human communities, which is paramount to sustainable development.

A world-class landfill site Limited availability of suitable sites for landfills in eThekwini has resulted in landfills being sited in close proximity to residential areas. In his paper, titled ‘Extreme Landfill Engineering: Developing and Managing South Africa’s Busiest and Largest Landfill Facilities’, John Parkin, Cleansing and Solid Waste Unit (DSW), states that the development of landfill sites requires a shift in engineering philosophy – combining sound environmental landfill operations, active community

participation and leading technology. “This has resulted in landfills that can be considered assets to the environment and local communities and even be potential tourist attractions.”

The DSW has, to date, developed “extreme engineering” solutions to the traditional problems associated with landfills, according to Parkin. These include understanding odour-plume movement through the study of wind and terrain effects using atmospheric dispersion modelling; thus allowing for appropriate mitigation strategies to be implemented. It also includes the introduction of a closed-loop design philosophy to landfills with regard to the prevailing wind direction – hence, the construction of the landfill can influence the locations where odour is detectable.

Buffelsdraai Landfill Buffelsdraai Landfill was opened on 1 June 2006 with the closure of the La Mercy Landfill that had reached its full design capacity. The Buffelsdraai Landfill is eThekwini Municipality’s flagship site, offering a disposal catch net of available landfill airspace volume for the foreseeable future of the greater eThekwini municipal area and north coast resorts.

“The potential daily waste stream to Buffelsdraai, upon closure of the current Bisasar Road Landfill, will be some 6 000 tonnes/day. The anticipated zero-waste objectives of eThekwini would reduce such a waste volume considerably,” says Parkin.

The Buffelsdraai Landfill is situated on the 900 ha Buffelsdraai farm, approximately 8 km west of the town of Verulam in the north-western reaches of the eThekwini municipal area. “The footprint of the refuse disposal area will cover 100 ha,

MUNICIPAL FOCUS | eTHEKWINI

ABOVE Buffelsdraai reforestation area BOTTO Active restoration at Buffelsdraai

while the remaining area is to ser ve as a peripheral buffer zone. The total air space of Buffelsdraai is some 50 million cubic metres and it is expected to ser ve the city for the next centur y,” says Parkin.

The Buffelsdraai Landfill is remotely located, a great distance from residential properties and municipal sewer lines. The landfill will produce up to 200 000 litres per day of leachate. The site is one of ver y few large landfill facilities located in a high-rainfall region, wherefrom potentially extreme volumes of contaminated water could arise. Extreme engineering concepts applied in eThekwini have also

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IMIESA April 2016

demanded that the site be developed along national conser vancy guidelines and discharge waters to the nearby stream be of a high-quality standard. The water management design for the site has, therefore, demanded that there be minimal risk of sur face-water contamination.

Containment of the leachate The initial construction phase of the site has allowed for containment of only some 340 m3 of the leachate wastewaters. “High-flow stormwater that could be described as potentially contaminated will be discharged to a pollution settlement pond of some 10 500 m3 capacity,” explains Parkin. “A shortcoming of any landfill wastewater management system could be the method of operations or the

design of discharge and treatment systems provided on-site. Firstly, the landfill cell must provide for the effective separation of clean stormwater and contaminated leachate water, should a rainfall event occur during the filling of the landfill cell – particularly the early days, when the vast area of the leachate drainage layer is exposed.

“Because of the extremely high strength of leachate likely to be generated over extended periods at Buffelsdraai, particularly ammoniacal-nitrogen elements, and because ver y low levels of contaminants can have significant impact on water quality – e.g. just 5 mg/ℓ of ammoniacal-nitrogen can kill fish life – the containment dam will need to be treated or emptied should any leachate contaminate the water,” says Parkin. The volume of the Buffelsdraai dam could, therefore, be rendered contaminated should as little as 20 m3 to 30 m3 of high-strength leachate enter the water.

The various engineering strategies applied to DSW landfills have shown that landfills can be operated within, or ver y close to, residential areas to high standards with minimal impact on the receiving environment. “The continuous closure and rehabilitation of small landfill cells and the introduction of indigenous vegetation through the DSW’s ‘PRUNIT’ method helps foster acceptance of landfills by the community, as they are seen as adding value rather than detracting from the surrounding environment,” he concludes.

ROADS CONSTRUCTION

TOSAS

Future solutions, today

INDUSTRY

INSIGHT

Nazir Alli, CEO, Sanral

The man, the roads, the future page 26 IMIESA April 2016

15

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ROADS CONSTRUCTION

South Africa’s concrete challenge South Africa’s cement industry is under threat. If we don’t protect it, it will have disastrous socio-economic implications.

H

UMAN INGENUITY KNOWS no bounds. Our inquisitive nature, ability to learn and apply what we have learned has led us to creating and building the modern, technology-driven lifestyle we all enjoy. One invention that stands out, in many ways head and shoulders above the rest, is concrete. This initially malleable material, with its additives, that is reinforced with steel bars and cast in formwork, giving us the ability shape and form it as we wish, and, in becoming rock hard, gives us rigid structures that can withstand earthquakes, standing for more than a hundred years.

Joseph Aspdin patented a method for producing Portland cement in 1824. Reinforced concrete was invented in 1849 by Joseph Monier. In 1889, the first concrete reinforced bridge was built, and the first large concrete dams, such as the Hoover Dam, were built in 1936.

Even so, the South African concrete industry needs to be responsible, not just in meeting SANS standards, but in a socio-economic sense as well. Like the big dams, monuments in concrete, the South African cement industry needs to be preserved – because South Africa, with its near on 10 million unemployed adults, cannot afford to have more unemployed, which will happen if we allow our domestic cement industry to be overrun by cheap imports.

But, if investors wish to bring their money and build new factories here, they are welcome. These new factories will create jobs, which is exactly what we want.

In forging trade agreements with our neighbours, because intraregional trade is important to building African economies, we need to remember that we have to be competitive, and, to be competitive, we need to be productive. Unfortunately, in comparing productivity, the ratio between Japan and South Africa, based on purchasing power parity US dollars per capita, Japan produces 6.7 “widgets” per capita per day to South Africa’s 1.0.

Our problem is that industry is held to ransom and continually disrupted by an unstable workforce. Unless we address this problem we will not be productive, and we will not be competitive.

Charles Darwin’s law of nature, the survival of the fittest, will kick in and market forces will apply. Cheap cement imports will stream in because investors will not wish to build their factories here, and our local industry will fail. What the unions need to understand is

IMIESA April 2016

17

that, by working less and demanding more pay, they will be putting thousands out of jobs.

So long as cement meets SANS standards, concrete does not care from whence it comes. However, we must care, and preserve our cement industry for the benefit of our workers. We must become a Japan, and be highly productive.

The solution is education and communication.

ROADS CONSTRUCTION | DIVISIONAL COVER STORY

Future solutions, today There are times when we experience “eureka” moments; when the obvious, which has stared us in the face, suddenly becomes apparent, and we understand, wondering why we never saw it before. Tosas has delivered such a moment.

T

OSAS CEO Deon Pagel has wasted no time, since his appointment, in developing a strategy to take his company forward. Listening to him speak, it’s clear that a veteran of the game is in play, and his vision is of solutions and opportunity.

Industry participation Operating within the framework of South Africa’s national roads infrastructure, following the lead set by the South African National Roads Agency Limited (Sanral), and supported by the Southern African Bitumen Association (Sabita) as well as the Council for Scientific and Industrial Research (CSIR), Tosas is extensively involved with supplying laboratory testing facilities and professional research personnel for the massive project of the modification and adoption of the Performance Grade (PG) standards for South Africa. The company is

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IMIESA April 2016

also a proud contributor to the TG1 and SANS document revisions.

Problem solving with NCRTTM However, Tosas is not just involved with broader industry, as mentioned; it also continuously strives to be at the forefront of cutting-edge technology, solving practical problems encountered with even well-recognised binders and methodologies, such as the limited shelf life of rubberised bitumen (RB). Tosas has the solution to this problem, and what was once good is now even better. Conventional RB is recognised as one of the most durable binders available to engineers and it has been specified extensively

by Sanral on South Africa’s national and provincial roads, thereby reducing maintenance.

RB does, however, have limitations. To produce RB, a specialised hot rubber binder blending plant, using a mix ratio of around 78% bitumen, 2% extender oil and 20% rubber crumbs, is required. The rubber crumbs must be supplied in accordance with very strict specifications and are manufactured in accordance with the grading envelope as specified by the Colto national standards. The mix is then blended at an average temperature of around 200oC to dissolve the rubber crumbs and achieve the required specifications of the blended RB. However, once produced, there is a time challenge. The RB has to be laid within four to six hours, otherwise it over-digests, which makes the mix unusable in terms of the specifications for the product. If this happens, it requires reconstitution using a complicated balancing process to get back to the right proportional mix of approximately 78:2:20. This shortcoming

makes transportation over long distances a problem and limits its application, unless a mobile plant is used. With a R300 000 to R600 000 establishment cost, economies of scale dictate the viability of a mobile plant only if quantities justify deployment costs.

For small quantities and outlying areas, this does not make RB user-friendly.

New Crumbed Rubber Technology (NCRTTM), for which Tosas holds the licence, is another stor y. Its flexibility in manufacture and supply, regardless of distance, makes it much more readily available, even in smaller quantities. Its time window for application of up to seven days, or even longer, makes it transportable over long distances and obviates the need for mobile plants.

In the past, smaller quantities of RB could not be delivered to remote locations due to the time/temperature dependence. NCRTTM provides opportunities to supply crumbed rubber products over long distances to literally any site in the countr y, while producing the product from an existing, fixed factor y facility.

And, most importantly, clients who were prepared to embrace the improved RB technology were impressed by its increased flexibility, greater elasticity (to prevent cracking when cold) and resistance to softening, and reduced risk. In addition, its applied lifespan is 15 years and up.

Consulting engineers and civil engineering contractors have obser ved the benefits and the opportunities created. NCRTTM is the next generation of crumbed rubber-based modified binder.

ROADS CONSTRUCTION | DIVISIONAL COVER STORY

Continuously expanding the fleet for improved customer service

Low-cost, durable seals From case studies, beginning in the early 1990s, RB used in combination with 9.5 mm, 6.5 mm and <4.75 mm grit on agricultural roads with a range of traffic conditions shows, after more than 15 years of service, and under increasing traffic due to urban sprawl, that many of these roads are still performing exceptionally well.

Even paper-thin (<5 mm thickness) RB grit seals, laid with <4.75 mm grit as a minimal decking solution, present the most amazing performance characteristics. These thin seals revolutionise strategy in municipal and rural road maintenance and construction, and provide a more durable alternative for surface treatments, gravel maintenance and dust control, and prolong the maintenance intervals of urban road networks.

Now we have NCRTTM. Compared to conventional RB, NCRTTM utilised in grit seal applications will contribute to improved durability due to reduced binder ageing because of lower handling and application temperatures in the blending process. Another key reason for this is the crumbed rubber used in the manufacture of NCRTTM contains approximately 40% carbon black, a natural antioxidant, which substantially slows the ageing process once laid.

The successes observed with RB grit seal will likely be surpassed by NCRTTM grit seal applications ranging from single seals, double seals and through all asphalt gradations.

Microsurfacing with Ralumac® In many parts of South Africa, the lack of maintenance of urban roads is fast becoming a major problem. The longer it is left,

the more problematic and costly it becomes.

Pick any street and you will probably find it to be a fatigue-cracked, pot-holed, ravelling suburban road. A quick, cost-effective but lasting solution is needed. Tosas, in identifying this need, is in the final stages of securing a Ralumac® Microsurfacing licence for South Africa and neighbouring countries. Ralumac® is the original microsurfacing system, developed in Germany, and for which the worldwide trademark is held by Meadvesco. With Tosas being afforded the opportunity to enter this segment of the market, many new opportunities arise.

For around three decades, this product has been on residential streets to high-traffic interstates. Ralumac® is a polymer-modified asphalt emulsion mixed with a world graded crusher sand and chemical additives that are selected specifically for each location.

The mix design for each project will be determined by Tosas’ laborator y prior to the quick, continuous mixing and application of the ±10 mm thick layer on the sur face of the existing road. Rut filling normally takes two passes (using a rut box or scratch course and final sur face application).

Besides being able to be applied in varying thicknesses to fill ruts, it restores texture and improves skid resistance. Moreover, application and curing are quick, allowing for early traffic return. To accommodate higher traffic lanes during peak hours, it can also be applied at night. Its ultra-thin, black surface layer preserves overhead clearances, kerb reveals and drainage. While it looks like a hot-mix surface and delineates pavement markings and shoulders, it is an environmentally friendly cold process. For cost-effective, preventive

maintenance, seals and road protection, Ralumac® is ideal.

Where can microsur facing be used? On ver y high- to low-volume asphalt or concrete pavements that are structurally sound, have good drainage and which show signs of surface distress. Low-severity cracking, oxidised sur faces, and sur faces that need improved skid resistance or minor levelling can also be effectively addressed. Ralumac® can also be used as an interlayer.

Depending on the road location conditions, a successful microsur facing project can last 5 to 12 years. And, because it is environmentally friendly, its cold application saves energy and is better for residential application.

Conclusion “Ever y road agency and road owner can learn from Sanral’s example, and how it executes its mandate. Professional, transparent, conscientious and highly productive, it is a reflection of the man who has led this organisation for the last 18 years. Nazir Alli launched the agency, established its operating environment, set the tone in which it functioned and did its job, and maintained all of this through ver y difficult circumstances. Alli is a true leader and it will be difficult to replace him,” Deon Pagel, Tosas’ CEO concluded.

NEW CRUMB RUBBER TECHNOLOGY

www.tosas.co.za

IMIESA April 2016

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ROADS CONSTRUCTION | INDUSTRY INSIGHT

The man, the roads and the future

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ANRAL IS A six-letter acronym that most Gautengers have come to dislike, because it’s hit their pockets hard. E-tolls are not everyone’s favourite dinner topic. Who has paid and who has not, and how much is owed, on account of supporting the OUTA protest, is a worry for many. And, the man in the middle is Nazir Alli, CEO of the South African National Roads Agency Limited (Sanral).

Given the challenging and arduous task of leading the team responsible for developing and maintaining South Africa’s national roads network, we have to look at what Sanral has achieved over the years and not judge the agency unfairly over the nontechnical aspect of just one project.

The Gauteng Freeway Improvement Project (GFIP) is, technically, an absolute success.

Financially, it is a bit of a problem. Privatesector contractor collusion and price fixing has cost the road user and taxpayer heavily. And, as far as development funding and e-tolls are concerned, instructions from above were very clear. Sanral was to be responsible for raising whatever funding it required for national road development projects and the maintenance of these roads. Funding was not to come from National Treasury. This, Alli was told, was non-negotiable. As every CEO

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IMIESA April 2016

Bob Marley once said, “The greatness of a man is not in how much wealth he acquires, but in his integrity and his ability to affect those around him positively.” IMIESA has come to know such a man. Sanral CEO Nazir Alli is such a man. knows only too well, what the board decides, you do. After an in-depth evaluation of financing demands and funding options, tolling was deemed to be the only solution for Sanral. On the strength of this, the agency could borrow and pay back over time, with profits ploughed back into ongoing development and maintenance.

Achievements In looking at the positives, Sanral has achieved much. As Alli points out, “The primary arteries, all 21 700 odd kilometres of national roads, are designed, funded, managed, built and maintained by Sanral. This road network is described by the National Development Plan as South Africa’s single largest public asset, an asset Sanral has been responsible for since 1998. It is the backbone of South Africa’s economy.”

Nazir Alli with IMIESA's Jenny Miller. Sanral has supported the publication for many years and it was time again to say thank you

Sanral has commissioned and completed a number of major road projects in and around the country since 1998, while other projects are works in progress. Some major projects include: • Gauteng Freeway Improvement Project • N17 Toll Road • N1-N27 Polokwane Eastern Ring Road • N4 Maputo Development Corridor

ROADS CONSTRUCTION | INDUSTRY INSIGHT

• Intelligent Transport System • Umgeni Interchange.

The N2 Wild Coast Toll Road Project, due to start in November 2016 with the construction of the Msikaba and Mtentu bridges, will take approximately three years to complete. The Wild Coast is the most poverty-stricken area in South Africa. When the road opens, the economic benefits for the local population will be substantial.

Of the lesser-known achievements, and as an example to some provincial and metropolitan road agencies, potholes on the national primary arterial road network are repaired, correctly, within 48 hours of being reported.

However, the most significant and least known is Sanral’s international achievement of being the first in the world to achieve tolling system interoperability. No matter which toll plaza you pass through in South Africa, your e-toll tag will work. Dedicated tag lanes have been set up at toll plazas to give registered e-tollers preferential service.

The future of roads in SA “It’s all about being smart, staying smart and making roads smart,” Alli says. “First and foremost, civil engineering contractors will be prequalified to ensure capacity and capability, and compliance within South Africa’s legal and tax framework. Second, as far as possible, tenders will be thoroughly evaluated by experts to prevent further collusion and price fixing. Where South Africa lacks expertise, as in cable-stayed bridge construction, this expertise will be imported and used to develop local skills.

“As to technology and best practices, and to ensure Sanral stays at the cutting edge, the agency will continue to work closely with the CSIR, and will continue to fund research at the universities of Cape Town

The Umgeni Interchange after its R512 million upgrade marks a major milestone for Sanral

and Pretoria, Stellenbosch and the Free State.

Unfortunately, though, not enough research is being done in technology in South Africa, mainly due to a lack of funding. Sanral is the only organisation that is funding research in roads at the moment,” he adds.

Some of the cutting-edge technologies under consideration at present focus on safety, energy savings and energy harvesting.

These include: • Glow-in-the-dark markings: In remote and selected areas, instead of using lighting, the idea to use glow-in-the-dark road markings is a better, more adoptable alternative. Such markings are already made available on the N329 highway in Oss, the Netherlands. The markings are made using paint that contains photoluminescent powder that absorbs daylight. These green-glow markings run in 500 m lengths and glow for up to eight hours every night.

• Interactive lights: The idea to use motionsensor lights is a good one. When a car approaches a particular stretch of a road, motion sensors will detect the car and will light up only that section of the road. The lights will grow brighter as the car comes closer and will slowly dim as it passes.

Interactive lights are perfect for less busy roads and for highways late at night when fewer cars are about.

• Road-surface energy generators: The idea of harvesting the kinetic energy generated by vehicle tyres on road surfaces is currently being explored. In the meantime, and perhaps a more plausible idea, is to use road surfaces as solar panels. Solar Roadways is a project that wants to install glass-covered

solar panels on roads, complete with LEDs and microprocessors. As glass is renewable, environmentally friendly, and its strength can be improved to be even stronger than steel, it can be engineered so that cars will be able to stop safely even when travelling at speeds of up to 130 km/h – as on regular roads. However, this idea is unlikely to work in South Africa because the risk of theft is far too high.

There is no doubt that the future of roads will remain interesting and quite demanding, and yet a lot of fun for technology innovators. However, on a more serious note, it’s reassuring to know that Sanral will continue along the path of professionalism and international best practices it has demonstrated to date under the leadership of Nazir Alli.

Unfortunately, though, Sanral’s future will not have Alli at the helm. He is taking his due and well-deserved retirement at the end of June 2016. While a replacement has not been announced yet, Minister of Transport Dipuo Peters has clearly stated it will be a person of technical and administrative competence and not a political appointee.

Nazir Alli has guided Sanral through some of the most difficult and challenging times, always keeping his head, and always making sure that Sanral delivers, no matter the challenge. He will be leaving a solid legacy behind, and we wish him everything of the best for the future.

www.sanral.co.za

IMIESA April 2016

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We all dream of a better future. For ourselves, our families and our country.

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M

SANRAL, as part of the National Development Plan, is improving and expanding vital road infrastructure.

In the process we are creating jobs, transferring skills and developing opportunities for all South Africans.

We are proud to be a part of the National Development Plan, because we know that roads are more than just roads, they pave the way to a better future.

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CM

MY

CY

CMY

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4490

Itâ&#x20AC;&#x2122;s what we build

ROADS CONSTRUCTION

Delivering the future, today

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HE SOUTHERN AFRICAN Bitumen Association (Sabita) has always been a progressive organisation focused on innovation and technological excellence in the use and application of bituminous materials in road construction. By default, this means working with roads authorities at all levels.

With Sanral, at the national level, and eThekwini Municipality, at the local level, both being open to looking at new technology, the journey so far has been productive and beneficial for everyone. This can be attributed to the professionalism and collaborative spirit of these organisations.

“With similar ideals, and a common drive to pursue the highest possible standards of excellence in road construction, it was a natural fit,” Saied Solomons, CEO, Sabita, says. “Nazir Alli, Sanral’s CEO, has always been a receptive and engaging partner,” he adds.

Partnering for success For example, Sabita developed the heavyduty High Modulus Asphalt (HiMA/EME) used in the base layer for bus lanes or slow-moving truck lanes. eThekwini was the pioneer and used HiMA/EME on the double carriageway South Coast Road, with its heavy traffic to and from Durban’s harbour. The results have been outstanding. Leading on from this, HiMA/EME is being used in Sanral’s upgrading of the Durban to Johannesburg N3’s slow lanes.

Sabita also works closely with Sanral in defining SABS standards, be it for test methods or materials. Sanral’s Dennis Rossman is the chairman of the Bituminous Materials Committee, which is responsible for oversight of new developments in bituminous materials and continues to play a leading role in new developments – e.g. bitumen rubber asphalt, TG1 (bitumen modifications), TG2 and performance grade specifications.

Saied Solomons, CEO, Sabita

“Without Nazir Alli’s receptiveness and willingness to engage new technologies and partnerships, South African road users would not be enjoying the benefits of the technology advancements the Sabita-Sanral partnership brings,” Solomons concludes.

IMIESA April 2016

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We are there when you think

Assessing concrete structures? We offer on-site investigations, troubleshooting and reporting. Evaluate concrete with us.

www.theconcreteinstitute.org.za +27 11 315 0300

ROADS CONSTRUCTION

Yesterday’s foundation,

today’s future

Concrete is the most flexible, widely used construction material in the world, and, in South Africa, The Concrete Institute is a singular pillar of strength that provides support to the construction industry, including Sanral’s roads and structures.

T

HE CONCRETE INSTITUTE and its managing director, Bryan Perrie, have been around forever. At least, that’s the way it feels. Even so, through its extensive library, the institute is a singular point of reference, a source of knowledge about anything concrete. It provides education and training through its School of Concrete Technology and offers advisory and consulting services through on-site investigations, trouble shooting and reporting. It has been a solution provider of note for many.

In the road construction industry, the institute has worked closely with the Council for Scientific and Industrial Research (CSIR), the South African Bureau of Standards (SABS), the South African National Roads Agency Limited (Sanral) and the South African Roads Federation (SARF) for many years, and the South African Bitumen Association (Sabita), concrete’s old competitor and new collaborator.

Driving standards Perrie, the first African and South African to be elected vice-president of the International Society for Concrete Pavements, was a key driver behind the formation of the Road Pavements

Forum, and the formulation and establishment of concrete standards and concrete pavement design packages. One particular success story, in this regard, is Sanral’s adoption of concrete durability test methods and standards, which are a product of the institute’s funding of concrete research at the universities of Cape Town and the Witwatersrand. These tests include chloride conductivity, oxygen permeability and water absorption (sorptivity).

“Chloride at the coast and carbonation everywhere inland are South Africa’s two concrete problems. Chloride causes rusting of the reinforcing bars, and carbonation reduces pH, concrete’s protection against rust. These can be prevented by getting the ingredient mix right (cement, stone, sand, slag, fly ash, additives, etc.), compacting correctly and curing properly,” Perrie said.

Concrete pavements have been successfully laid, both at the coast and inland. There are numerous pavements along the coast in the Western Cape and KwaZulu-Natal on the N2 and inland on the N1, N3, N12 and N4. A relatively recent innovation is the use of concrete inlays, the first of which was on Townhill, Pietermaritzburg, in KwaZulu-Natal. The steep,

Concrete is an excellent substitute for asphalt, especially for slow lanes and steep inclines

Bryan Perrie, managing director, The Concrete Institute

slow-lane asphalt was milled out and replaced with an inlay of concrete to handle the constant stream of heavy trucks. Designed to last six years, it is now some 18 years later and it’s still in full operational condition. The flexible uses of concrete in road construction extend beyond composite inlay to a composite of asphalt for flat sections and concrete for the steep sections or as a complete concrete base course with an asphalt top layer.

Success with Sanral One of the more innovative applications of concrete in road construction is ultra-thin continuously reinforced concrete pavement (UCRCP). In conjunction with Sanral, a trial section was laid near Heidelberg, Gauteng, on the N3 to test its ability to handle heavy trucks using the Heavy Vehicle Simulator. It passed with flying colours.

As a result, the fast lanes of the N12, from Gillooly’s Farm to Boksburg, constructed with UCRCP and overlaid with asphalt, formed part of the Gauteng Freeway Improvement Project.

One of the highlights of the institute’s relationship with Sanral is the latter’s incorporation of the institute’s cncPave computer software into Sanral’s SA Pavement Design Method software.

This, in many ways, symbolises the collaboration and working relationship of The Concrete Institute and Sanral.

Bryain Perrie and Nazir Alli have known each other for some 20 years and, in that time, have worked together on many projects. “Sanral is a highly competent organisation. Alli is good for Sanral. He deals with the politics and all the strategic issues, and allows his people to get on with the job,” Perrie said. “In working with him over the years, I have always found him open, engaging, sharp as a razor but always a gentleman.” He will be sorely missed by the roads industry.

IMIESA April 2016

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ROADS CONSTRUCTION

Prevention is better than cure between the JRA and the contractor. The consultants ensure that all work constructed by the contractor complies with the required specification, both managed by a JRA project manager,” she says.

Issues that hinder road construction include the lengthy procurement procedures required and the ability of service providers to produce the necessary quality of work. “The procurement of panels of consultants and contractors has assisted with the first issue and tighter contract management has improved the latter,” explains Scheepers. The JRA is in the process of procuring panels of service providers for technical, business and financial support and these will be used to develop SMMEs. “At present, the model we use is for SMMEs to be appointed by the main contractor. The main contractor then assists the SMMEs with technical issues,” she says.

Public engagement

Road networks are directly linked to economic development. Building and maintaining roads requires a combination of good planning at governmental level and using ever-evolving technologies. The dire state of our road networks necessitates innovative, cost-effective maintenance strategies. BY BEATRIX KNOPJES

T

HE JOHANNESBURG Roads Agency’s (JRA) core competencies are the planning, design, construction, operation, control, rehabilitation and maintenance of roads and stormwater infrastructure in the City of Johannesburg.

Its main responsibilities include the construction and/or maintenance of bridges/culverts, traffic signal systems, footways, road signage and road markings. “The JRA does not build

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IMIESA April 2016

or design roads in-house but makes use of professional civil engineering consultants and contractors. The JRA has recently completed an update of all the design standards to its consultants,” explains Bertha Scheepers, JRA spokesperson. Designs produced by the consultants are then checked by development control to ensure that they comply with these JRA standards. “Specifications for all construction work are written into the contract

The launch of the JRA Find&Fix app has greatly assisted the JRA in mitigating two challenges. The first is the importance of citizen access to the JRA. “The application as well as the ‘Just tell us’ marketing campaign, which alerted Johannesburg residents and road users to the different platforms available to contact the JRA, have increased citizen engagement with the JRA. These platforms of engagement (Twitter, email, and the Find &Fix app) enable the community to hold the JRA to account – and reflect that, as an organisation, we are now more transparent and accessible than ever,” says Scheepers.

“The second challenge is to improve our performance as an organisation. Since the launch of the Find&Fix app last May, the JRA has worked hard to focus on service delivery across all operations.”

The JRA receives many road-related issues for logging via various mediums – such as telephone, email, social media and walk-ins – which can be fast-tracked with accurate, comprehensive service request information.

“The Find&Fix app captures an exact location automatically, and allows citizens to add photos and descriptions (a huge plus, although not essential) to enable the JRA to have accurate information from which to work.” The

ROADS CONSTRUCTION OPPOSITE PAGE Mechanical concrete utilises a cylinder made from waste tyres to confine and integrate crushed stone, or other natural and recycled aggregates, into a permanent stone building unit RIGHT The type of technology and technique used to build roads depends on a number of factors BELOW RIGHT Poor road building techniques contribute to the deterioration of roads and the formation of cracks and potholes

JRA believes that this fast, effective reporting with accurate and comprehensive information has improved service delivery over time.

“Currently, the app has a total of 13 350 users and 60 307 issues have been reported to date,” she concludes.

SMEC “Different technologies and techniques are applied on roads of different standards, as required by traffic volumes, road building materials, climate and expected expertise of the road building contractor,” says Ivan Jacobs, functional general manager: Construction and Pavements, SMEC South Africa. In order to build and maintain roads

of the highest standards, the latest technology in design and specification of the road pavements needs to be used. Additionally, personnel with vast experience in this field should have their knowledge and expertise utilised to ensure road projects of the highest quality. “SMEC personnel serve on various technical subcommittees that advise the government and municipalities on, inter alia, road management, design and construction. Most of the roads projects that we undertake are for government and municipalities and close liaison is maintained to ensure that knowledge transfer takes place,” explains Jacobs.

Jacobs explains some of the challenges encountered in the past that have hindered the IMIESA April 2016

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IMIESA April 2016

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ROADS CONSTRUCTION RIGHT Ultra-thin reinforced concrete pavement is being used to address the growing demand for street resurfacing in previously disadvantaged townships

construction and maintenance of South Africa’s road network: “The high-level management of road networks is always a challenge, but it is of crucial importance to ensure that the most appropriate measures are taken on the correct elements of the network.” Funding of road construction and maintenance is always under pressure, particularly the provincial and municipal road networks. It can, to a certain extent, be overcome by utilisation of optimisation models.

“Experienced, knowledgeable technical personnel are also required for successful road construction and maintenance,” adds Jacobs.

Ultra-thin concrete The Ultra-thin Reinforced Concrete Pavement (UTRCP) Project was initiated by the Gauteng Department of Public Transport, Roads and Works, in partnership with the City of Tshwane and the CSIR, to address the growing demand for street resurfacing in previously disadvantaged townships.

“UTRCP was developed as a cost-effective pavement rehabilitation solution,” says Anton Hartman, pavement and materials engineer at Aurecon. “The most significant difference between UTRCP and conventional Continuously Reinforced Concrete Pavements (CRCP) is the thickness of the pavement structure. While CRCP typically varies between 150 mm up to 300 mm, UTRCP is only 50 mm thick. In addition, UTRCP utilises concrete with a very high strength (exceeding 80 MPa compressive strength) and a high percentage of steel

(usually 50 x 50 x 5.6 mm steel mesh).” The use of UTRCP technology had a positive socioeconomic impact on the community, contributing to both community development and the provision of new skills.

Poor road building techniques contribute to the deterioration of roads and the formation of cracks and potholes. Hartman explains that, while Aurecon tends to favour a proven conventional construction approach, “We remain ver y open to new technologies as road building resources are constantly being depleted and traffic volumes are ever increasing, putting constraints on traditional techniques and approaches.”

Mechanical concrete Mechanical concrete is a novel and sustainable construction technology. It utilises a cylinder made from waste tyres to confine and integrate crushed stone, or other natural and recycled aggregates, into a permanent stone building unit. The result is a strong, economical construction and maintenance product for lowvolume roads.

Robert Jooste, executive at Tiro Sechaba Construction, says, “The technology has been implemented in the USA since 2004. It reuses

one of society’s most important and highquality industrial products – tyres. A geo-cylinder is made by removing both sidewalls from waste tyres, which are then filled with bound granular soil and stone particles that, together, becomes the base for road construction.”

Mechanical concrete technology is simpler, stronger, and more economical than other methods of road building, he explains. It is able to more than triple the load-supporting capacity of aggregate materials, can be built 40% faster than traditional roads and is 30% cheaper. “50 000 km of roads are planned in South Africa over the next five years, and more than 20 fold this number throughout the African continent. The primary constraint faced by local and national governments everywhere is the cost of building,” he says. Mechanical concrete offers a solution to meaningfully address this constraint in a sustainable manner. Tiro Sechaba began marketing the technology in January 2015. By the end of May 2015, it had confirmed orders of around R24 million worth of roads. “Finding ways to reuse waste tyres is an ongoing challenge,” says Jooste. This technology provides a solution to building sustainable and long-lasting roads while recycling tyres simultaneously.

IMIESA April 2016

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ROADS CONSTRUCTION | PROFILE

Ensuring road safety Armco manufactures and distributes SAFENCE wire-rope barriers under licence from Sweden's Blue Systems, who has developed the system in conjunction with Danish company Brdr. Markussens Metalvarefabrik. SAFENCE is a competitive alternative to traditional longitudinal barriers for improved road safety.

A

RMCO SUPERLITE HAS been in existence for over 70 years. The company has three separate business units: Construction Products, Galvanizing, and Road Safety Products – which was launched in 2005. The Road Safety Division supplies a variety of products to the road industry such as guard rails, wire-rope barriers, crash cushions, and delineation products. Armco is certified in accordance with the requirements of ISO 9001:2008 international standards, which guarantees quality across all its products.

SAFENCE wire-rope safety barriers comply with international safety standards and are already used worldwide. According to Marc Owens, RSP sales manager for Armco, “Wirerope safety barriers have a competitive lifecycle cost in comparison to traditional guard rails. The life-cycle cost is between 22% and 35% cheaper over 15 years. The product has undergone extensive crash testing in Europe and the USA, measuring the impact of a crash on a vehicle occupant. SABS has also recently adopted the European standards under SANS 51317. Our product already complies with this standard and we are the exclusive suppliers of SAFENCE in South Africa.”

testing to various containment levels. The deflection of the road barrier is also measured, which determines a working width that is used to calculate what containment level will be required on a new installation.

SAFENCE’s working width can be changed by

simply adding or removing additional posts.

SAFENCE also complies with the American safety standard NCHRP 350, which details the recommended procedures for the safety performance evaluation of highway features. The standard dictates how impact tests are carried

Installation Initial cost of system (material only, 1 000 m) Freight Landed initial cost of system Installation material and equipment cost Traffic control cost/installation

SAFENCE R256 103.77 R16 350.00 R272 453.77 R65 000.00 R132 000.00

Guard rail R236 470.93 R16 350.00 R253 820.93 R77 000.00 R158 400.00

Required installation time (man hours)

80

96

Total installation cost

R197 000.00

235 400.00

Total installed cost

R469 453.77

R488 220.93

Repair Required repair time (man hours) Traffic control cost per repair Anticipated # of impacts requiring repair/year Reusability percentage of system Labour cost (per man hour)

1 R1 650.00 3 50% R300.00

3 R4 950.00 3 10% R300.00

Recommended Disposable 5% Partially reusable 65% Totally reusable 90% Labour cost/repair Material cost/repair

R1 200.00 R2 561.04

R5 400.00 R4 256.48

Meeting international safety requirements

Total cost/repair

R5 411.04

R14 606.48

Total Cost: 5 years 10 years 15 years

R550 619.34 R631 784.90 R712 950.47

% saving R707 318.08 22.15% R926 415.23 31.80% R1 145 512.38 37.76%

Wire-rope barriers redirect a vehicle, in a controlled way, during an impact. The controlled deceleration reduces the risk of serious injury.

SAFENCE complies with the European safety standard EN 1317, which requires crash

30

IMIESA April 2016

Figure 1 A side-by-side cost comparison of the life-cycle cost of SAFENCE vs guard rail

ROADS CONSTRUCTION | PROFILE

out and the results determine the product’s containment level and working width, similar to the European standard.

According to Owens, “Armco manufactures the product locally under licence from Blue Systems of Sweden. This allows us to avoid exposure to exchange rates and keep pricing competitive. We also always have stock on hand. Armco has installed over 60 km of SAFENCE wire-rope safety barriers in South Africa and other African countries, such as the DRC and Namibia. We have some sections on Sanral roads in Pretoria on the N1, between the Rigel and Lynwood off-ramps, as well as in KZN on the N2, where we have supplied a stretch of 8.5 km.”

due to the cable still being in place. In order to ensure the quality, function, and standards of service of the product, Armco provides training to the service personnel concerned on each stretch of highway where SAFENCE systems have been installed.

Side barrier The side barrier is placed on the area at the side of the carriageway (on the hard shoulder). It is available with three (670 mm high) or four (720 mm high) cable systems, depending on the required containment level.

The side barrier complies to N2, H1, and H2 containment levels under SANS 51317, or TL3 and TL4 under NCHRP350, with various working widths.

Easy installation and repair All installations are done by Armco Road Safety Products’ accredited installation teams, in accordance with Blue Systems specifications.

Wire-rope fences are quick and easy to repair, due to the slotted post holes that allow for the easy removal and replacement of damaged posts. The system will also perform as a restraint system, even after an accident,

Central barrier The central barrier is placed between lanes going in opposite directions – both in the central reserve on a motorway, or when the gap between oncoming lanes is narrow. The central barrier is either placed in the base course or in asphalt. It is also available with three- or four-cable systems with the same containment levels as the side barrier.

Wire rope

Quadguards

IMIESA April 2016

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IMIESA April 2016

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HUMAN SETTLEMENTS

Your strategic par tners in the provision of sustainable human settlements

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MUNICIPAL INFRASTRUCTURE FOR HUMAN SETTLEMENTS

42

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45

DEVELOPING COMMUNITIES

IMIESA April 2016

33

HUMAN SETTLEMENTS | DIVISIONAL COVER STORY

Working together The successful and sustainable establishment of human settlements requires multidisciplinary expertise and effective social and environmental management. BEATRIX KNOPJES speaks to some of the engineers at Lekwa Consulting Engineers (Pty) Ltd to find out exactly what goes into being a first-rate, multidisciplinary consulting engineering firm.

L

EKWA CONSULTING Engineers (Pty) Ltd is defined by a diverse, dynamic and experienced team of engineering professionals who work together to deliver complex projects involving many aspects. Rofhiwa Rudolph Ravele, senior engineering technician, describes the advantages of Lekwa. “We have professional engineers in the form of our directors and professional technicians who provide a wide range of expertise, which allows us to give the best quality advice. At Lekwa, we stay on top of new technologies and follow all industry standards and best practice to provide economical and sustainable service delivery.”

This industry-leading quality is exemplified in all of the projects Lekwa undertakes, particularly at Mmesi Park in Soweto. “There was flooding downstream, which created a major problem. We were appointed by the Johannesburg Roads Agency (JRA) to implement a stormwater improvement project. We investigated and cordoned off the affected area so as not to inconvenience the residents,” he explains. Lekwa rooted out the cause of the problem and provided a permanent solution rather than simply dealing with the symptoms.

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IMIESA April 2016

Timeous delivery To deliver projects on time, Ravele adds, “We provide timeous delivery through stringent project management, principles and tools. We have an early warning system for contractors to remedy situations as soon as they arise.”

This is especially important as managing projects effectively is of the utmost importance; the longer the project takes, the more it costs the client. “We follow technical and contractual specifications and have strict procedures to ensure projects are delivered on time and at cost,” says Ravele.

Social engagement “Our commitment to our clients, and to the communities in which we operate, ensures that solutions are safe and that we empower the communities through job creation. We work hand in hand with local communities, to achieve local economic revitalisation by bringing the economy back into the townships. We achieve this by buying local materials whenever possible,” explains Ravele.

Maduduzo Sibanda, civil engineer and project manager, concurs: “Lekwa works in the built Project Name Nellmapius Ext. 22 Project Location City of Tshwane Project Size 1 880 units Project Description Construction of low-cost houses, military veteran houses and walk-up rental units, as well as the construction of roads and stormwater and electrification of units

environment in vulnerable communities. We put in infrastructure, uplift communities and develop the poor. Having been in business for 14 years, Lekwa has a lot of experience and institutional memory. We have learnt to avoid project mishaps to finish projects faster and more efficiently.”

Sibanda is responsible for infrastructure projects. Her speciality is the planning and coordination of township establishment processes, urban design and overall project management.

Describing the nature of her team, she says, “We are a dynamic and diverse team, and this complements our social interactions with the communities in which we work.”

Planning projects Planning is crucial to the success of a project, says Sibanda. “Timeous delivery relies on planning, planning and more planning.

Comprehensive planning of resources, finances, time and skills is crucial for meeting deadlines.

We also put the right person at the forefront of the project, based on their experience and expertise. We are diligent in doing our research beforehand; this way, we do not go into projects blindly. You can avoid a lot of unnecessary delays this way.

“My role is predominantly client and stakeholder engagement. Again, this requires careful planning. I draw up a detailed programme to ensure effective communication. I arrange technical and site meetings to keep track of progress and solve any issues as soon as they arise.

“In the process, we create a number of job opportunities and a lot of skills transfer takes place. We employ from local communities, wherever possible, and oversee training and development for the duration of the project.

HUMAN SETTLEMENTS | DIVISIONAL COVER STORY

Project Name Construction of Sontonga Road Project Location Ekurhuleni Metropolitan Municipality Date Completed June 2011 Length of the road 1 km Project Description Upgrade of gravel road to dual surfaced road FROM LEFT TO RIGHT Madudzo Sibanda, civil engineer and project manager Rofhiwa Ravele, senior engineering technician Nthabiseng Mahlalela, civil engineering technician

We also transfer skills to our clients, as we work with them – not in isolation. Our reports are made readily available so as improve the knowledge and experience of everyone involved. We strongly encourage reinvesting into the community by purchasing local materials and supporting local businesses as much as possible. We work with SMMEs and provide them with training and support.”

First choice “Through our dedication, integrity, consistency and professionalism, we offer quality, valueadding consulting engineering services; a high level of technical expertise and professionalism; economically sound engineering and project management processes, according to world-class standards and specifications; and skills transfer and job creation initiatives within a local, South African context,” says Nthabiseng Mahlalela, civil engineering technician, Lekwa. It is this offering that makes Lekwa a first-choice engineering firm.

Achieving project deliverables and service delivery excellence involves balancing the competing demand of scope, time, cost and quality against the requirements of all project stakeholders. “Our approach combines highlevel technical expertise and integrated project management services to ensure excellence in terms of service delivery,” says Mahlalela. As a medium-scale consultancy, Lekwa offers the advantage of providing a more individualised service to our clients.

Skills transfer Lekwa continuously develops and nurtures the technical skills of its staff members and every effort is made to appoint suitably qualified professionals, particularly from previously disadvantaged groups. Lekwa strives to introduce creative solutions to support government initiatives for job creation and improved

service delivery. “Whenever possible, we strive to adopt labour-intensive project alternatives and other job creation solutions through the implementation of the EPWP,” she says.

Partnering for growth Lekwa places a strong emphasis on the importance of partnerships for prosperity and growth. “We believe that, through this partnership approach, we can be instrumental in unlocking skills development and job creation in South Africa, in support of government’s economic initiatives,” says Mahlalela.

Meaningful partnerships are the foundation for success; by partnering with others, Lekwa is able to direct resources and capabilities to projects more efficiently.

“Partnering with other professional companies within the built environment gives us access to new markets and distribution networks, and we can share risks and costs with our partners. Partnering with other companies for growth enables us to increase our capacity and also access greater resources at all times,” says Mahlalela.

Project Name Mamello Ext. 1 Project Location Midvaal Local Municipality Project Size 565 units Project Description Planning for the development of a township and installation of civil services (roads, stormwater, sewerage and water)

Township establishment Lekwa specialises in township establishment, a complex process of converting land into mixed-used residential, commercial and industrial properties. “We work with various specialists and professionals, and each brings their expertise to the table to ensure that safety, sustainability, and socio-economic and environmental aspects are taken into account, and development is done in compliance with the relevant regulations,” explains Mahlalela.

This township establishment process is relevant to any type of township development and is done in compliance with the regulations and provisions of the town planning and township ordinance of particular municipalities and provinces.

Project Name Sicelo Shiceka Ext. 5 Project Location Midvaal Local Municipality Project Size 408 units Project Description Construction of low-cost housing units for the Gauteng Department of Human Settlements

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IMIESA April 2016

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HUMAN SETTLEMENTS

Municipal infrastructure

for human settlements Human settlements must be liveable, safe, resource-efficient, socially integrated, economically inclusive and globally competitive – a place where residents actively participate in urban life. But, what does this entail? BY TONY STONE

H

UMAN SETTLEMENTS should, by definition, be places of convenience and solace. And, regardless of whether a human settlement is of suburban standard or of township standard, its inhabitants should be able to carry out their daily activities conveniently, consistently and affordably.

Inconvenient environments, such as informal settlements, restrict lifestyles, reduce choices and build frustration, resulting in service delivery protests. This means, to sustain progress, urban planners and engineers should ensure the necessary infrastructure be put in place regardless of environment, with the only differentiator being the size, cost and quality of houses and other improvements (e.g. gardens, swimming pools, etc.).

While the development of settlements requires the use of a wide range of resources – including land, money, building materials, manpower, energy and water – cutting corners to save costs, which may benefit the developer in the short term, will negatively impact the community in the long

36

IMIESA April 2016

term. As a general principle, it is essential that resources be used as efficiently and effectively as possible.

In looking at movement networks, factors such as public transport, hard and soft open spaces, public facilities, land subdivision, public utilities and cross-cutting issues (environmental design for safer communities, ecologically sound urban development and fire safety) all come to the fore. Planning should also address the broader concepts in which the various links to the street network are defined. This includes the sum of all human activity, be it economic, recreational or social/educational, healthcare, worship and other activities.

Planning When planning a human settlement, an integrated, structural approach should be followed, with each structural element reinforcing/complementing/facilitating other structural elements – for example, the interconnected modes of movement (pedestrian, bicycle, train, tax, bus and car) should all converge onto a single main corridor, thereby creating a range of structural opportunities along that central corridor. This should be achieved within the parameters of the four spatial principles, which are central to creating positive settlements: 1. Definition (using buildings, walls, open spaces, plants, etc.)

2. Scale (size, distance and height) 3.

Flexibility (can accommodate orderly growth over time) 4. Intensity of space usage (its maximum, sensible utilisation).

Stormwater management The development of human settlements is a process of growth and change. Any new settlement will impact the environment in one way or another. Given this, stormwater has to be the first and foremost consideration. The right focus on this issue will prevent loss of life, as well as damage to property and infrastructure. Understanding the hydraulic properties of the land area being developed is critical, as is taking into account the worst possible flood impacts within a 50-year period. One death is one too many, meaning natural water flows should never be blocked or restricted.

For example, pervious layers should not be rendered less permeable or even impermeable. Depressions should be raised to prevent ponding. Surfaces and conduits should be constructed to drain runoff more efficiently. Natural vegetation, which is

HUMAN SETTLEMENTS

TABLE 1.1 Classification of roads and traffic for structural design purposes

Road class

ES0.003 ES0.01 ES0.03 ES0.1 ES0.3

often removed, but which allows reduced interception and transpiration, should be carefully considered before removal – as it exposes soil to the impact of rain and wind.

Natural meandering watercourses should be canalised, where necessary, to more effectively route water flows through the development. In all, this translates into limiting the negative impacts of human interference with natural water and its flows.

Roads The importance of roads in a human settlement cannot be overstated. As already mentioned, an integrated, structural approach should be adopted because the ultimate layout of the street system effectively defines the urban area in terms of its functionality and, hence, its attractiveness to the inhabitants. Reference should be made to the ‘Guidelines for the transportation system management process’ (1991), Pretoria: Committee of Urban Transport Authorities (Draft Urban Transport Guidelines: UTG 9). This document is available from the national Department of Transport.

Two vehicles are recommended for use in the design of urban roads. The passenger car should be used for speed-related standards and the bus for maneuverability standards, typically at intersections. The bus also dictates the maximum permissible gradient. Designs must, however, be checked to ensure that larger vehicles, such as articulated vehicles, can be accommodated within the total width of the travelled way, even though they may encroach on adjacent or even opposing lanes. Should these

Bearing capacity (million 80 kN axles/lane) <0.003 0.003–0.01 0.01–0.03 0.03–0.1 0.1–0.3

Typical traffic volumes and description of traffic and vehicle types

<75 75–220

ES1

0.3–1

220–700

ES3

1–3

>700

ES10

3–10

>700

ES30

10–30

>2 200

ES100

30–100

>6 500

larger vehicles comprise more than 10% of the traffic stream, it will be necessary to use one as the design vehicle.

Axle loading and the frequency of travel, of the different axle loads, determines the composition of traffic on an arterial or access road. These roads are designed for a number of standard 80 kN axles (SA standard axles). The total number of standard axles that a road’s structure will be able to carry over its design life is referred to as the bearing capacity of the road. The design bearing capacity of a road is, therefore, considered to be constant for a particular road structure (ignoring environmental effects). It is customary to design roads for a bearing capacity interval rather than a specific value. These intervals are referred to as road classes and Table 1.1 summarises road design classes based on pavement bearing capacity. This is done because of the large variation associated with real pavement performance and the associated difficulty in predicting pavement life.

Very light traffic; very few heavy vehicles. These roads include the transition from gravel to paved roads Light traffic; mainly cars and light delivery vehicles; very few heavy vehicles Medium volume; few heavy vehicles High volume and/or many heavy vehicles Very high volume of traffic and/ or a high proportion of fully laden heavy vehicles

which must be adhered to by a water services provider in its area of jurisdiction.

Water demand, in the immediate-, shortand long-term should be determined as accurately as possible. This, in turn, will determine the design and implementation of the bulk water storage (reser voirs) requirement and the water reticulation (distribution) system – which should be adequate in meeting demand, and appropriate in terms of cost, complexity and operating requirements for the area.

Water supply The supply of potable water in South Africa is controlled by the Water Services Act (No. 108 of 1997) and the National Water Act (No. 36 of 1998). The Water Services Development Plan defines the minimum as well as the desired level of water service for communities,

IMIESA April 2016

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HUMAN SETTLEMENTS

Sanitation

If the new settlement is located alongside an already developed area, it may be possible to connect directly to an existing pipeline, if the authority supplying the water is agreeable and is able to support the additional requirement of the new settlement in the immediate, short and long term. An additional storage reservoir may be required to ensure a continuous supply, for various demand and supply reasons.

The process of treating water, to produce potable water, is a specialised subject and is not dealt with in this article.

38

The South African Constitution enforces human dignity and guarantees health as a human right.

Bucket systems and long-drop toilets, while better than nothing, impose on the dignity of people. As such, and in developing a new settlement, water-borne sewerage is the best solution. While this is a more expensive option, which requires residents to maintain their toilet installation, it is the most cost-effective and efficient system over the long term, and more controllable from a health perspective. This type of toilet system requires a sewer reticulation system that is connected to a wastewater treatment works.

The construction of a sewer system should be in accordance with the relevant

sections of SABS 1200:1996. The depth of the sewer is normally determined by its position on-site. Sewers in midblock positions and on sidewalks can normally be laid at shallower depths. The laying of sewer and water pipes in the same trench should be avoided, but, if there is no alternative, workmanship should be of a high standard.

As off-site wastewater treatment is a specialised subject, it will not be dealt with in this article.

Electricity Electricity supplies more than power; it empowers, fights crime and sustains life.

For a new area that has never had grid electricity before, bulk infrastructure is required. This will include substations, switchgear, transformers, underground or aerial distribution lines, prepaid meters, and a plethora of other electrical components. The South African statutor y limits for the supply of voltage to residential consumers implies that all new networks

IMIESA April 2016

East Coast Asphalt (Much Asphalt is majority shareholder)

Much Asphalt is southern Africa’s largest supplier of an extensive range of hot and cold asphalt products.

Our products are supported by world class technology and expertise, extensive laboratory services and specialist advice.

With 17 branches and state-of-the-art mobile plants, Much Asphalt offers services anywhere, any time, no matter how big or small the project.

ANYWHERE. ANY TIME. ANY PROJECT. T: +27 21 900 4400 F: +27 21 900 4468 E: info@muchasphalt.com www.muchasphalt.com

YEARS

1965 – 2015

HUMAN SETTLEMENTS

must conform to the standard voltage of 230 V, ± 10% at the point of supply. By aiming for an approximate 8% voltage drop on the LV distributor, including ser vice connections, this can be achieved economically. If appropriate, this figure can be increased to 9% or even a bit higher, provided the regulated busbar is close to the electrification area and steps can be taken to make the LDC (load density classification) of the transformer respond only to the electrification area feeder’s loading.

Solid waste management In South Africa, the bulk of solid waste comes from residential areas. This waste is usually collected and taken to a solid waste dump on a weekly basis. But, as

concrete and other materials.

If mixed with household waste, it attracts rodents. While this does constitute a health risk, it is generally considered more of an aesthetic problem. Garden waste and building rubble are usually taken to designated public dump sites. The provision of this type of facility should be included if no similar facility is available within a short driving distance. simple as this may seem, it is vital that the local authority, including its representatives and community leaders as well as the ser vice provider or contractor, be familiar with all legislation regarding waste management.

This ensures that, regardless of the level of ser vice implemented, an affordable and environmentally acceptable standard is achieved. For example, building rubble generally consists of bricks, chunks of

In summary What has been shared here is not even the tip of the iceberg.

It is highly recommended that you acquire and read the publication ‘Guidelines for human settlement planning and design’, which was compiled under the patronage of the Department of Human Settlements by the CSIR’s Building and Construction Technology Department, and which is available from the department and the CSIR. IMIESA April 2016

39

Cost effective solutions for Waste-water Treatment Plants Engineered earth dams lined with a durable HDPE geomembrane.

Floating Baffle Curtains in the background and a Modular Insulating Floating Cover in the foreground.

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One of the most common problems encountered in waste-water treatment plants is that the effluent short-circuits between the inlet and outlet structures, resulting in decreased detention time.

The AQUATAN Modular Insulating Floating Cover provides a cost effective solution for insulation, algae- and odour-control on all types of liquid containing structures.

AQUATAN’S Floating Baffle Curtain can be installed in existing waste-water treatment works to increase detention time, which results in improved plant efficiency or increased capacity.

Panels are prefabricated in our factory according to the exact dimensions of the site and installed quickly and expertly by a small crew. The warranty on the covers starts at 10 years.

When new facilities are designed to include the Floating Baffle Curtain, it is possible to achieve major cost savings because the overall footprint of the facility is decreased.

Contact us for more information.

Tel: +27(0)11 974 5271 Fax: +27(0)11 974 4111 E-Mail: aqua@aquatan.com www.aquatan.com

Pressed Steel Sectional Water Tanks Specialists in the manufacturing of domestic and industrial water storage Prestank tank capacities range from 1 500 litres to 4.2 million litres designed to SANS 10329:2004 guidelines and SANS structural codes. Our Hot Dipped Galvanising units are easily transported and assembled on even the most remote sites.

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Structa Technologyâ&#x20AC;&#x2122;s Prestanks are hygienically safe, cost effective and a reliable way to store water for commercial sectors, private sectors and even for personalized storage. Choose from temporary or permanent erection at mines, powerstations, building sites, hospitals, water affairs,municipalities, rural communities and agriculture.

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Water Storage Solutions | Sustainable and Long Term Robust steel tanks specifically intended for rural, domestic, industrial and agriculutral water storage needs.

Roddy tank capacities range from 3900- 10,000 litres and stands 5m and 10m high.

Designs are based on SANS 10160 and our Hot Dipped Galvanised units are made according to SANS 121 (ISO 1461) standards.

RODDY TANK Structa Technology is a Level 3 BBBEE Contributor MEYERTON | 0861 STRUCT (787828) | Fax: (016) 362 3608 | watertanks@structatech.co.za | P.O Box 2538, Vereeniging, 1930

estank + Roddy A4 Volblad - Mei2015 (adjusted) - 2.indd 1

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HUMAN SETTLEMENTS

Partnering for

progress

Structa Technology partners with municipalities to improve service delivery and leads the way in manufacturing round and pressed-steel sectional water tanks, lighting masts and masts for electrical distribution.

M

EYERTON-BASED STRUCTA Technology, a member of the Structa Group of Companies, manufactures electrical masts, utility poles, lighting masts and pressed-steel water storage tanks known as Prestanks, as well as the newly patented round water storage tank known as the Roddy Tank.

Structa now offers our water utilities and municipalities two durable, cost-effective water storage products for differing volumes – the Roddy Tank for lower volumes and the Prestank for volumes above 10 000 ℓ.

Structa Technology is geared to assist government with its water infrastructure and maintenance programme. Due to Structa’s drive and continuous commitment to technological advancements, it is able to offer cost-effective and durable solutions for water storage.

Roddy Tank Structa Technology has improved its basket of service offerings to municipalities, through the introduction of its new, patented Roddy Water Storage Tank. Through this product, Structa has responded to the need for water storage solutions for lower volumes, up to 10 000 ℓ.

This provides alternative, more durable, robust and cost-effective water storage that requires minimal maintenance that is ideally suited to smaller rural villages, schools and clinics.

The Roddy Tank is a sectional, round, galvanised water storage tank that offers 3 900 ℓ, 7 200 ℓ and 10 000 ℓ capacities.

However, if the client requires more than 10 000 ℓ, this patented system can provide for an easy extension to increase storage capacity. There is, therefore, no need to replace the original water storage tank with a bigger one.

The Roddy Tank is ideal for applications such as rural, domestic or industrial water storage as well as agricultural water storage, up to 10 000 ℓ. It has a lifespan of up to 40 years (hot-dip galvanised according to SANS 121 and SABS 1461), is easily transported and erected, and requires minimal maintenance.

Prestank Structa’s 40-year-old brand, Prestank, has proved itself as a hygienically safe, cost-effective and reliable way to store water for communities, commercial sectors, private sectors and even for personalised storage. The Prestank is the ideal water storage solution for volumes of 10 000 ℓ and above.

Prestank may be used for various water storage applications, including temporary or permanent installations at mines, hospitals, muni-cipalities, rural communities and agriculture. Prestanks are fully customisable, high-quality water storage solutions that are manufactured according to SANS guidelines and meet South African hot-dipped galvanising requirements.

A major advantage of the Prestank sectional tank design is that it facilitates easier handling and transportation over long distances to remote areas. Furthermore, on-site assembly is quickly achieved without the need for sophisticated tooling methods. Minimal maintenance is required because the galvanised steel panels resist weathering from the elements and external contamination.

Prestanks and Roddy Tanks adhere to the following design codes: SANS 10160 and SANS 10162 for structural loading and structural steel design.

Electrical masts Structa also manufactures lighting masts

Where electrical masts are concerned, Structa Technology specialises in the design and supply of electrotower electrical distribution mono poles, for both single and double circuits, for 11 kV to 220 kV distribution lines. These include the 259 Range (patented eight-sided poles for efficient conductor loading), the 260 Range (tubular, cost-ef fective, stayed poles), as well as the 272 Range (12-sided masts for heavy-loaded double circuits), among others.

Leaders in lighting mast technology Structa manufactures street light poles, midbow lighting masts, standard high masts, and stadium masts that range between 6 m to 40 m. These masts are supplied for roads infrastructure and lighting infrastructure in townships and villages.

Roddy Tank on a 5 m stand

Structa EPCM The Structa EPCM, previously known as Structacom, is a subsidiar y of the Structa Group of Companies that star ted operations in 1998, offering project management and engineering ser vices expertise primarily to the telecoms infrastructure sector. The company has since expanded its horizons to offering engineering, procurement and construction management ser vices to a broad base of infrastructure and municipal projects, specifically relating to the structural steel infrastructure products the group manufactures. Through Structa EPCM, the Structa Group also provides the client with a onestop-shop turnkey solution.

Structa EPCM’s philosophy is to partner with local contractors from the area where the infrastructure is rolled out, to provide the foundations and installations, thereby supporting the respective municipality’s localisation policy and assisting with much-needed job creation for locals. Structa EPCM is a 62% black-owned, 34% black-women-owned, BBBEE Level 2 company.

Water Tanks: +27 (0)16 362 9100 watertanks@structa.co.za Masts: masts@structatech.co.za www.structatech.co.za Structa EPCM: adelaide@structa.co.za +27 (0)82 338 3545 | www structaepcm.co.za www.structa.co.za

IMIESA April 2016

41

HUMAN SETTLEMENTS

Caught in the middle

While it is often the case that people consider the have-nots to be the poorest sector of society, there are many people who are caught between the upper and lower extremes that find themselves homeless. BY MASEGO MALULEKE, NATIONAL HOUSING FINANCE CORPORATION

T

HE SOUTH AFRICAN Constitution entitles each citizen with the right to adequate housing. The state is responsible to take reasonable legislative and other measures to achieve progressive realisation of this right.

To this end, government, in terms of the Housing Act (No. 107 of 1997), introduced a variety of National Housing Subsidy Programmes to provide the poor and the low-to-middle-income households with access to adequate housing.

Among the many programmes, the Finance Linked Individual Subsidy Programme (Flisp) is specifically intended for those whose income is inadequate to qualify for a home loan, but which exceeds the maximum limit applicable to access government's “free basic house”

42

IMIESA April 2016

subsidy scheme. This market segment, generally known as the gap market, earns between R3 501 and R15 000 per month.

Households in this segment, if buying a home for the first time, may apply for a Flisp subsidy.

In September 2011, the Flisp implementation strategy was revised, and the National Housing Finance Corporation (NHFC) was tasked as its implementing agent responsible for facilitating the rollout of Flisp by centralising its administration and processing together with provincial departments.

Flisp In the affordable housing sector, the NHFC ensures that viable housing finance solutions are available to sustainable human

settlement growth and the engagement of relevant par tnerships. The National Department of Human Settlements tasked the NHFC to administer and facilitate deliver y and access to Flisp. The NHFC is expected to: • standardise, streamline, align and centralise all the processes around the planning and the administration of Flisp • introduce a one-stop shop with provincial Human Settlement departments, financial institutions, property developers and other role players in order to make Flisp accessible to targeted beneficiaries • undertake, together with relevant stakeholders, awareness campaigns, to make the public aware of Flisp.

How it works Flisp was developed to enable first-time home-ownership to households in the “gap” market. People in these salar y bands generally find it hard to qualify for TABLE 1 Flisp subsidy quantum bands

Subsidy rack Income band 1 R3 501 to R3 600 57 R9 101 to R9 200 115

Subsidy R87 000 R49 200

R14 901 to R15 000 R10 050

housing finance as their income is regarded as too low for mortgage finance, yet too high to qualify for the government’s “free-house” subsidy scheme.

Depending on the applicant's gross monthly income, their once-off Flisp subsidy qualifying amount may vary between R10 000 and R87 000, as defined in the Flisp subsidy quantum.

Table 1 reflects the highest, middle and lowest subsidies.

However, there are limitations. The Flisp subsidy is for residential properties in formal towns, where transfer of ownership and registration of mortgage bond is recordable in the Deeds Office. Any residential property acquired with a Flisp subsidy may not exceed the R300 000 price tag.

Once a person has been approved by the bond-granting institution and by Flisp, the house may be purchased. What Flisp does is reduce the mortgage loan amount to render the monthly loan repayment instalments affordable.

Who qualifies?

Applicants must produce a formal written or printed “approved in principle” home loan amount from a South African accredited financial institution, and they are required to meet all of the following Flisp qualification criteria. They must: • be a first-time home buyer • be a South African citizen with a valid barcoded identity document (ID), or, if a permanent resident, must have a valid barcoded permit • be over 18 years old and competent to legally contract • have financial dependents • never have benefited from any government housing subsidy scheme before.

Using a Flisp subsidy The subsidy may be used to: • buy a new or an old residential property • buy a vacant serviced residential stand, linked to an NHBRC registered homebuilder contract • build a house on a self-owned serviced residential stand, through an NHBRC registered homebuilder.

SUBMITTING AND ACCESSING

At the point of submitting a completed Flisp application form, a trained Flisp agent will: • conduct an assessment to determine if criteria are met • assist the applicant with completing application forms, if not yet completed • ask for certified copies of the following supporting documents: 1. S outh African barcoded ID book/barcoded permanent residence permit 2. B irth certificates/RSA IDs of all financial dependents (if applicable) 3. M arriage certificate, civil union certificate or cohabiting affidavit proof of partnership 4. D ivorce settlement (if applicable) 5. S pouse's death certificate (if applicable) 6. P roof of foster children guardianship (if applicable) 7. P roof of income/payslip 8. P roof of current residence (water and lights account, FICA requirement, etc.)

9. P roof of home loan or approval in principle 10. S ale (buyer/seller) agreement 11. B uilding contract and approved building plan (if applicable)

IMIESA April 2016

43

CIVILUTION CONGRESS CONGRESS CIVILUTION

ENGINEERING REVOLUTION Date: 9-10 9-10 May May 2016 2016 Date: Gallagher Estate, Estate, Midrand Midrand Gallagher www.civilutioncongress.com www.civilutioncongress.com

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What are engineers doing to ensure that skills and education remain on top of the agenda?

How do we create professionally registered and competent engineering capacity for South Africa?

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HUMAN SETTLEMENTS

Developing communities The Malibongwe Ridge project is a mixed-use, mixed-income development that will provide housing oppor tunities to 3 021 families.

T

HE PROJECT PROVIDES the opportunity for the development of parks and recreation areas, community facilities such as libraries, municipal uses, markets, clinics, a school and crèches as well as transport transfer areas. According to Lynette Groenewald, town planner, Urban Dynamics, “Areas for three market/ retail nodes were approved via formal establishment processes. The project aim was to create a formal, enjoyable, sustainable and integrated living environment on the project site, which would include the upgrading of the Itsoseng community – and adding value to the broader area – in a coordinated manner. Our role was to interpret this brief and marry the vision and the actual site conditions/characteristics.”

For the sake of expedience, two processes ran concurrently – the interaction with the resident community, both the beneficiary and the host community, and the technical process.

Survey and analysis A detailed survey and analysis of the beneficiary community provided data relating to the number of families included in the project – their place of work, modes of transport, family size/composition, age, income, etc.

Development principles, like unit types and densities, linkages, integration mechanisms and provision of area for urban supportive facilities, were discussed with community representatives, the client (CoDevCo) and the local authority. The Itsoseng Community Development Trust and the City of Johannesburg Metropolitan Municipality were the owners of the development area and the principle role players. The development concept was derived within the context of the strategic framework of the council and the internal layout was the result of workshops with various affected groups. The legislated town planning and environmental processes added another layer to the consultation process, with opportunities given to interested and affected parties (including the public, resident community and relevant departments and utilities) to comment on all aspects of the proposed development.

There were a number of challenges faced in the project, explains Groenewald, “The timeous availability of funding, coordinated provision of bulk infrastructure and the relocation of beneficiaries were aspects that the project team had to resolve.” Among a few other challenges, three main contentions arose in the design of the Malibongwe Ridge project.

“First, two-thirds of the beneficiary community did not qualify for subsidy – therefore, the developmental concept had to include affordable rental

IMIESA April 2016

45

units. Second, the incorporation of marketable bonded and financelinked housing units had to be planned in a coordinated and integrated manner and, third, the incorporation of an environmentally sensitive area had to be done in an affordable, effective and sustainable manner,” she explains.

Various rental options were considered and the provision of rental rooms, linked to the subsidy unit (within the subsidy erf), was suggested as the best solution. The limited space available for the accommodation of the envisaged project, the site conditions and the advantageous locality of the project area favoured a higher density, fully designed approach. These blocks are all accessible from roads linking to a central boulevard, which connects to the external main road networks and to the areas provided for supportive facilities. Groenewald says, “Areas of open space, be they active park areas or areas for

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community use (such as urban agriculture/market/recreation), were placed at a neighbourhood level.”

WATER

Proper integration Integration means linkage to adjacent areas, joint use of resources/ facilities and spreading of opportunities – and does not only relate to mixing unit typologies and income levels. Furthermore, there should be no distinction between the design approach – aiming to create liveable urban environments – between subsidised and bonded areas.

“During the design process of Malibongwe Ridge, it was of the utmost importance to have a practical approach to environmental issues/ aspects. To leave passive space open in an urban context or to merely fence it off is not always the correct solution,” explains Groenewald. To justify the additional costs related to environmentally friendly engineering solutions, these open areas must be sustainable and should add value to the community – and vice versa. The north-eastern section of the project site is affected by specific subsoil drainage issues and a small drainage line and associated wetland. Although the area was delineated and no buildings may be built in such a space, it was integrated into the development by incorporating areas for walkways. Schools and erven for institutional purposes were placed in close proximity – to allow the opportunity for joint use/maintenance – and the main spine road was located adjacent to the open space to allow visual surveillance and access.

“The open space area is larger than the environmentally sensitive area.

Deriving an acceptable design solution took time and concerted input across the board.”

Although expediting the administration process and resolving all queries/blockages were important, it was imperative not to let any technical detail derail the cohesiveness and integrity of the development concept or the application of the principles of BNG. These are concepts worth fighting for. Once lost, it is difficult to retrofit the measures that enable a sustainable and enjoyable urban environment.

The team’s efforts are now focused on efficient implementation of the approved projects.

Timeous implementation of all project components must be managed continuously. The development of the erven set aside for supportive urban uses, high-density housing and open space usually lags behind the construction of the individual housing units. The retention of these spaces, to be used for the intended purpose, is crucial for the integrity of the project. Furthermore, in a recent comparison of a few mixed-income developments, it was established that the element that, in many cases, contributed to the successful marketing of the bonded-housing components was the quality of the public realm.

The development of parks, treatment of sidewalks, provision of adequate road infrastructure, construction of bus and taxi facilities and other visual, practical features of the public domain are of utmost importance.

“The coordinated project implementation structure and team have seen many successes, and our hearts are in this project. Again, the development must be a sought-after place to live in and not just an area to accommodate subsidy units,” says Groenewald.

“The pleasure of being involved in a successful upgrading project far outweighs the effort. Doing projects at scale, applying the BNG principles and actively enabling the creation of positive environments for people to prosper in is a good place to start.”

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IMIESA April 2016

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WATER & WASTEWATER

Upgrading SA’s water infrastructure

The aim of the Kathu Wastewater Treatment Works upgrade project was to improve the effluent quality and increase capacity, suppor ting the economic growth and development of the surrounding community.

W

ORK ON THE project commenced in 2012 and included the construction of a new 5 700 m3 reactor, two 24 m diameter clarifiers, a new RAS/WAS pump station, a new supernatant pump station and tanker discharge area, new sludge drying beds, renovation of the existing chlorination building, interconnecting pipework and general site works.

Situated in the Gamagara Local Municipality, in the north-east Northern Cape, the existing Kathu WWTW was the only such works servicing the Kathu area. It had a capacity of 3.5 Mℓ/day with a measured inflow of 4.5 Mℓ/day, which exceeded its aeration capacity – resulting in poor effluent quality. This factor, together with the poor condition of the existing equipment, further necessitated an upgrading of the works.

The project was managed by the (then) Depar tment of Water Affairs (DWA), jointly through the Regional Bulk Infrastructure Programme and the department’s Construction Unit. Coordination was handled by the DWA’s regional office in Kimberley.

48

IMIESA April 2016

Scope of works Civil contracting work was awarded to Civils 2000, and involved site clearance and excavations, including the demolition and removal of existing civil structures. The civil contractor was also responsible for altering the existing inlet works, including relocating the existing wash-water tank to the chlorination building, construction of a new biological reactor, and construction of two new settling tanks.

Civils 2000 also had the task of constructing a new return activated sludge (RAS) and waste activated sludge (WAS) pump station, including ablution facilities, and an office and laboratory on the second floor.

Laying and bedding of interconnecting pipework, as well as construction of new sludge drying beds and a new supernatant pump station and tanker discharge area, was required.

The project required extensive mechanical work, which was carried out by Lektratek Water Technology.

Works included the installation of five off 4 kW vertical shaft mixers, five off 55 kW vertical shaft aerators, two off axial flow pumps, a tilting weir at the

The Kathu WWTW upgrade project was completed in October 2014

reactor outlet and an off 150 mm diameter knife gate valve, complete with a secondary electric actuator.

Key challenges According to the DWA’s bi-annual per formance evaluation report for the Kathu WWTW, the key challenges on the project included the water conditions, the tie-in to existing ser vices and the delays.

The water table at the site was found at about 2 m below ground level. As such, backfilling of over-break was done with a soil cement mixture instead of normal fill material. Pipes laid in pipe trenches had to be bedded in 19 mm aggregate, acting as a sacrificial layer, to overcome water conditions.

Tie-in to existing services With the inflow of water to the Kathu WWTW, the plant had to operate throughout the upgrade, which increased the difficulty of connecting to existing ser vices.

The most significant challenge was to

WATER & WASTEWATER

ABOVE FROM LEFT TO RIGHT Bioreactor running in normal operation Scum trap in operation on Secondary Settling Tank 1 A view from the inside of the RAS/WAS pump stationâ&#x20AC;&#x2122;s pump room

move the pipes at the inlet works division box while the plant was still in operation.

This was done by closing one sluice at a time inside the box and moving the pipes one by one. Water inside the reactor basins was controlled by pumping water from one to the other. To accommodate the tie-in of the new works to the existing chlorination sump,

the chlorination layout was revised to minimise the time needed to do the actual tie-in.

A new inlet and outlet chamber was designed to allow effluent water from the new works and the existing works to flow together over a newly created, sharp-crested weir. By doing this, optimal chlorine dosing is applied to the effluent water.

New sluices were added to the inlet and outlet chambers so that water can either be directed to the chlorination sump or the retention pond. The pipe connecting the outlet chamber to the retention pond also has a dual purpose â&#x20AC;&#x201C; in periods of low flow, water can be returned from the retention

pond to the chlorination sump. Provision was also made for a suction point for water to be used as irrigation water across the site after installation of an irrigation system. The actual tie-in was done from 5 to 9 May 2014.

Delays Due to the fact that Kathu is situated in a mineral-rich mining area, suppliers of material and plant often give preference to the mines instead of commercial or private entities, which resulted in delays with delivery and availability. The project was successfully completed in October 2014.

IMIESA April 2016

49

IMESA/CESA BIENNIAL PROJECT EXCELLENCE AWARDS Tuesday, 25 October 2016 – East London ICC

IMESA CALL FOR ENTRIES

CATEGORIES 1. STRUCTURES AND BUILDINGS 2. WATER/WASTEWATER 3. ROADS/STORMWATER 4. ENVIRONMENTAL 5. COMMUNITY UPLIFTMENT EXPLANATION Give recognition to well-engineered civil engineering projects for infrastructure.

Portray the art and science of civil engineering for infrastructure to the general public and indicate how the profession finds answers to challenges. The project must be in Southern Africa.

CLOSING DATE 10 JUNE 2016 (Projects completed by 30 June 2016 will be accepted for the Awards) ENTRY FORMS / AND AWARD CRITERIA are available for download www.imesa.org.za QUESTIONS Debbie Anderson – IMESA – 031 266 3263 • conference@imesa.org.za

IMESA t +27 (011) 463 2022 f +27 (011) 463 7383 www.cesa.co.za

t +27 (031) 266 3263 f (031) 266 5094 www.imesa.org.za

TRENCHLESS TECHNOLOGY

Securing a century of sewerage service The City of Cape Town (CCT) recently completed the second, and final, phase of the Nor thern Areas Sewer upgrade, which featured a R30 million component of trenchless work. IMIESA sat down with Anic Smit, head: Planning, Design and Projects, CCT, to find out more.

W

ORK ON THIS phase of the project began in 2009 when the CCT appointed AECOM SA for the professional ser vices related to the design of the new sewer and the subsequent tender compilation and contract administration.

The scope of works entailed the replacement of the remaining por tion of the original sewer built in the 1950s. The project, which was successfully completed in the latter part of 2015, had a limited impact on the public and featured uninterrupted road, rail and electricity ser vices, thanks to three main methods of trenchless technology.

“The trenchless technologies consisted of nine pipe jacks, two horizontal directional drilling (HDD) operations, and a 1 040 m length of cured-in-place pipe (CIPP),” says Smit.

Pipe jacking The Nor thern Areas Sewer Phase 2 (NAS 2) route traverses a number of busy roads and railway lines, which could not be taken out of operation. Therefore, eight pipe jacks were under taken at

RIGHT View from within HDPE-lined pipeline during pipe jacking installation (Photo: Henk Aartsma)

road and rail crossings – five 1 460 mm diameter pipe jacks and three 1 680 mm diameter pipe jacks. A total jacked length of 330 m was completed successfully by the appointed subcontractor, Wepex.

In the two cases where pipe jacking was undertaken beneath the railway lines, the tracks were structurally supported and strapped in order to mitigate the risk of train derailment, should there be any ground subsidence.

“In addition to the abovementioned jacks, Franki was appointed to under take a 1 117 mm diameter pipe jack beneath a group of impor tant 132 kV and 66 kV cables, near the Epping Substation, in order to connect the two bulk sewers from Epping 1 and 2 to the new NAS 2,”explains Smit.

“Although this pipe jack was not included in the original scope of works, the decision to install the sewer using pipe jacking followed various communications and on-site investigations with the CCT’s

IMIESA April 2016

51

TRENCHLESS TECHNOLOGY

Electricity Depar tment, which ultimately indicated that conventional, open-cut excavation pipe laying would be too risky in the

52

vicinity of the live cables that could not be taken out of operation,” he notes.

Pipe jacking was, therefore, effectively used for the construction of the NAS 2 in order to limit any interruptions to road, rail and electricity services.

ABOVE Final pull-in of 630 mm diameter HDPE product pipe following horizontal directional drilling reaming process (Photo: Terry February)

Horizontal directional drilling

ABOVE RIGHT Typical pipe jacking launch pit (Photo: Henk Aartsma)

TT Innovations was appointed as a subcontractor to install a 65 m length of 630 mm

diameter HDPE pipe, traversing Jan Smuts Drive, by means of HDD. “Upon encountering unusual lignite thinners in the groundwater, which affected the bentonite mud mix, TT Innovations needed to use a specially formulated, high-yield bentonite additive, as well as a highly dispersible, low-viscosity, polyanionic cellulosic (PAC) polymer in order to successfully install the pipe,” says Smit.

IMIESA April 2016

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TRENCHLESS TECHNOLOGY

ABOVE Insertion of CIPP liner into the old 762 mm internal diameter Northern Areas Sewer (Photo: Timothy Hotchkiss) ABOVE RIGHT Insertion of CIPP liner into the old 762 mm internal diameter Northern Areas Sewer passing underneath the Jan Smuts Drive/Viking Way interchange (Photo: Timothy Hotchkiss)

The company also installed a 35 m length of 160 mm diameter HDPE pipe by means of HDD in very close proximity to a residential boundary wall. Unforeseen rock material in the ground again provided a challenge. However, with the assistance of CSV Construction, this HDD was successfully completed without impacting on the nearby residents.

Cured-in-place pipe Since the new NAS 2 does not follow the same route as the old NAS, a portion of the sewer catchment area will still be serviced by a 1 040

m section of the old 762 mm internal diameter NAS. This sewer is still in relatively good condition, despite its age; however, in order to provide for another 50-year service life, Tuboseal was appointed as a subcontractor to rehabilitate the sewer using the CIPP trenchless technology method.

This rehabilitation work comprised cleaning the sewer, isolating the sewer and over-pumping the existing effluent, CCTV inspections, installing the CIPP liner, and repairing and rehabilitating the manholes.

“The sewer runs through the backyards of more than 30 residential properties, the parking areas and access roads of various businesses, crosses a triple-track railway line, and traverses the busy Jan Smuts Drive/Viking Way interchange. Nevertheless,

CIPP technology was used to rehabilitate 1 040 m of sewer over a period of less than one month, with minimal impact on the nearby residents and business owners,” enthuses Smit.

Ultimately, the sewer was installed to a high quality, based on strictly enforced specifications. The aim was to provide the CCT with at least 50 years of lowmaintenance service.

“However, considering the high-durability materials used for the project and the quality of the construction work, it is anticipated that this sewer will continue offering uninterrupted service to the city for the next 80 to 100 years,” concludes Smit.

“It is anticipated that this sewer will continue offering uninterrupted service to the city for the next 80 to 100 years.”

*Look out for more on this project in upcoming editions of IMIESA. IMIESA April 2016

53

Trenchless Technology Specialist

Our range of services include: • Pipe Bursting • Horizontal Directional Drilling • Pipe Rehabilitation

• Pipe Ramming • CCTV Inspection • Dewatering

• HDPE Welding • Deep Excavation and Shoring • Underground Service Detection

• Slip Lining

• Industrial Pipe Cleaning

• Close-fit lining: COMPACT PIPE

For more information you can contact us: +27 (0)21 761 3474 F +27 (0)21 797 1151 E info@tt-innovations.co.za www.tt-innovations.co.za

TRENCHLESS TECHNOLOGY

World-class trenchless solutions Determined to stay on the cutting edge of technology, Tuboseal is driven to offer its clients the best and most cost-effective methods of pipe renovation.

Founder Jean-Louis Frey and operations manager Daniel Bruwer outline the company's ability to deliver turnkey trenchless solutions from start to finish.

Can you please provide readers with a little background about your company?

JF & DB Tuboseal was established in 1987 by Jean-Louis Frey, when it became apparent that the municipal pipeline infrastructure in South Africa was starting to deteriorate to such an extent that there was an urgent need to start rehabilitating these valuable assets for water, sewer and stormwater systems.

Following an in-depth study of the trenchless rehabilitation market overseas and locally, Tuboseal was able to select and offer the most suitable techniques as well as the best choice of imported and locally available materials to suit the burgeoning municipal and industrial pipeline rehabilitation market in South Africa.

The company comes from humble beginnings, based on marketing and introducing new but simple rehabilitation technologies to as many municipal officials and decisionmakers as possible. Since then, the range of services offered has grown to such an extent that Tuboseal can offer nearly all of the trenchless techniques available in developed countries. The core services offered are condition assessments, CCTV inspections, pipe cleaning, pipecracking and upsizing with HDPE and CIPP relining, using all available resincuring methods (ambient, hot water, steam and ultraviolet).

What are the current challenges in the South African water sector with regard to infrastructure and how is Tuboseal positioned to overcome them?

It has taken 30 years to reach a point where a reasonable proportion of officials and engineers involved in municipal pipeline maintenance know about trenchless rehabilitation work and accept it as the norm. However, it would appear that civil engineering students and technicians do not receive adequate exposure to trenchless pipeline rehabilitation techniques at academic institutions.

At Tuboseal, we are constantly engaging with officials within municipalities and government

54

IMIESA April 2016

structures, as well as consulting engineers, to share our knowledge and experience in the field of trenchless rehabilitation. It is a longterm approach that is appreciated by many of our clients and their engineers.

To date, Tuboseal has successfully completed a large number of rehabilitation projects of various sizes and technical complexities, and has a large body of satisfied clients. This goes a long way towards motivating and winning the confidence of new clients.

Much disruption is experienced in the market, usually caused by contractual disputes, appeals and other hostilities between tenderers and municipalities. Tuboseal strives to avoid these matters and prefers to facilitate smooth contract work to the satisfaction of all parties involved.

TOP Daniel Bruwer, operations manager and Jean-Louis Frey, founder ABOVE LEFT Curing of CIPP liner on the NAS project ABOVE RIGHT NAS sewer relining project

What are some of the benefits of trenchless technology when compared to open trench work, and what are the finer points of the economic benefits in the short, medium and long term?

Generally, the use of trenchless technologies offers less disruption to the public, residents and traffic flow. In most cases, trenchless work results in easier solutions, especially

TRENCHLESS TECHNOLOGY BEFORE

when the existing pipelines are either very deep or in difficult to access locations.

We are seeing greater uncertainty and inflexibility of budget allocations at municipalities. Funds are often released very close to the end-of-budget period, which then places enormous pressure on officials and contractors to complete projects at short notice. Because trenchless rehabilitation projects can often be completed in a fraction of conventional pipe replacement timelines, officials are offered far greater flexibility to rehabilitate pipelines while satisfying budgetary requirements. For instance, Tuboseal recently rehabilitated a water reticulation network of over 17 km for a municipality in only four and a half months – this equates to rehabilitating nearly 900 m of pipeline per week. In this case, Tuboseal was able to mobilise the necessary resources to make it possible to achieve such production.

What products and technological solutions do you offer for pipe rehabilitation?

• CCTV • cleaning • pipecracking • upsizing • CIPP (ambient, hot water, steam and UV cured) • patch lining • robotic cutting • injection grouting • technically difficult point repairs • lining of 90-degree bends.

What are the advantages for customers in choosing Tuboseal as their provider of pipe rehabilitation services?

Tuboseal is one of the most experienced trenchless rehabilitation companies in South Africa. We offer many different techniques and products; therefore, we are in a position to deliver what is best for the client.

We take pride in sharing our knowledge with clients and the other stakeholders involved

AFTER

in our projects. This is the key to future success. We place a high premium on developing our techniques and their combined applications and, in so doing, offer benefits to our clients and to the trenchless industry as a whole.

Tuboseal is a well-established company with a long-term focus. Our reputation means ever ything to us and we simply won’t take shortcuts or compromise on quality.

Which of the services you provide to municipalities are the most sought after?

Currently, CIPP has grown into the most sought-after rehabilitation technique due to it being fully trenchless, competitively priced and quicker than other, more traditional trenchless techniques.

What sets your offering apart from the rest?

Tuboseal’s depth of experience and installation success rate is unparalleled in South Africa.

Our volume of installations also enables us to keep a stock of imported materials and, therefore, we are often able to avoid shipping lead times during projects.

We have built some of the best CIPP equipment in South Africa, which provides a technological advantage and gives clients peace of mind.

How does Tuboseal ensure that the technical expertise it provides is always up to date?

Over the years, Tuboseal has continuously built and maintained an in-depth knowledge of the European, Australian and American trenchless rehabilitation markets. Key trade relationships, testing new methods and years of experience allow Tuboseal to select and offer the most robust and appropriate products for the municipal and industrial pipeline market in South Africa.

There is a wide range of materials,

FROM LEFT TO RIGHT Diameter 675 mm stormwater pipeline before and after CIPP lining Installation of CIPP liner in confined area UV light curing system

equipment and techniques available worldwide, yet some of these products are not well adapted for the unique South African climate and conditions. Tuboseal specialises in researching and adapting international technology to suit local conditions.

What typifies Tuboseal’s approach to dealing with challenges and finding solutions in consideration of client needs and desired outcomes?

At Tuboseal, we strive to find the best possible solution for each project in terms of feasibility, risks involved, pricing, duration, longevity of the rehabilitated pipeline and client satisfaction. It is also an approach where claims or disputes with clients are not part of our vocabulary. We always try to provide a full package, which provides the client with peace of mind and involves less time spent on project management. We are proud of the high level of satisfaction among our clients.

What defines Tuboseal’s customer service philosophy?

Tuboseal seeks to fully understand the problem, and to offer and realise a longterm, professional solution while making it a pleasure for customers to deal with the company. Creating an environment of trust where clients know they will be offered the best solutions for their particular set of circumstances is our goal.

www.tuboseal.co.za

IMIESA April 2016

55

TRENCHLESS TECHNOLOGY

Award-winning trenchless technology

M

EMBERS OF THE Southern African Society for Trenchless Technology (SASTT) once again competed for the coveted Joop van Wamelen Award of Excellence by nominating their best projects.

The PRASA Park Station Sewer and Stormwater Upgrade was selected as the winning project for 2015, at SASTTâ&#x20AC;&#x2122;s 25th AGM held at Johannesburg Waterâ&#x20AC;&#x2122;s Zandfontein Depot earlier this year.

Consulting engineering firm SMEC South Africa, in par tnership with contractor Trenchless Technologies, showcased some

56

groundbreaking work while completing the R37 million project on behalf of client PRASA Corporate Real Estate Solutions (Prasa CRES).

Conventional trenching techniques were not an option as the line that had to be replaced ran underneath the railway lines at Park Station; for this reason, horizontal directional drilling (HDD) was selected as the solution.

HDD was used to drill a new 250 mm HDPE pipeline diagonally underneath the train tracks at Park Station in order to connect existing manholes with the new main-line

IMIESA April 2016

+27 (0)86 006 6344 info@trenchless.co.za www.trenchless.co.za

manhole constructed on platforms PF11 and PF12. A new 250 mm HDPE line was also drilled from the new manhole on PF11 to PF12 to the municipal connection manhole under Harrison Avenue Bridge.

All sewage flowing from the aboveground shopping outlets and toilets between PF1 to PF10 is now collected by four 110 mm diameter uPVC pipelines, supported by a service tray for easy access and visible inspection.

Four 110 mm uPVC pipelines drop vertically and offload sewage into platform manholes, as well as a new manhole constructed on PF9 to PF10.

In order to prioritise effective maintenance, the new reticulation network was structured for easy accessibility that will ensure effective operation of the sewer network for years to come.

INFRASTRUCTURE FUNDING

Taking a leap

of faith

the range and scope of our co-funding par tnerships with private-sector investors. This requires an appropriate framework to govern concession agreements and associated debt and equity instruments, and appropriate regulation of the market structure.”

Underlying challenge

As was stated in Parliament during the 2016 Budget Speech, R870 billion is to be spent on infrastructure over the next three years. The question is, how will this be funded? BY TONY STONE

P

RAVIN GORDHAN COMING back as Minister of Finance brought hope to South Africa. Hope that was strengthened by his 2016 Budget Speech, in which he stated that R870 billion would be spent on infrastructure over the next three years. While this is a substantial amount of money, it is not nearly enough to meet South Africa’s

Even though it is eight years later, the world has not fully recovered from the 2008 financial tsunami that engulfed the global economy. In that turmoil, and subsequently, infrastructure was and is uniquely disadvantaged – more so today in South Africa, with its stop-start economic sputtering. The net result is that infrastructure and investment funding has been dramatically affected, and could remain so,

infrastructural needs, and, as we know from the fiscus, government will not be able to finance ever ything.

As Gordhan said in Parliament, “We need to accelerate infrastructure investment in the period ahead. We must broaden

Minister of Finance Pravin Gordhan

IMIESA April 2016

57

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INFRASTRUCTURE FUNDING

at least for the near term. On a more local basis, a lack of policy stability in South Africa is making investors war y.

This was underpinned by Gordhan in his budget speech when he said, “The recently released report of the ‘Presidential Review Commission on State-Owned Enterprises’ is a ver y welcome guide to the path ahead.

It rightly emphasises that effective leadership is central to progress. It notes that our infrastructure financing requirements are huge, and require effective co-funding arrangements between SOCs (state-owned companies) and other investors.”

Deloitte’s Michael Posener said, “Three trends are emerging. First, governments are attempting to use increased infrastructure spending as a tactic for economic stimulus. Second, tightened credit markets are posing an obstacle to raising debt finance for infrastructure deliver y models – public or private – that depend on high levels of upfront capital repaid over the long term through user fees or general taxation.

Third, government balance sheets are constrained, making it more difficult to fund infrastructure projects.”

This applies as much to South Africa as it does to any other present-day and similarly challenged economy. How then can the necessar y capital be raised? First and foremost, assuming more effective leadership, greater political certainty and stability – and investor-friendly policies – will emerge. This is vital. The private sector knows all too well what works and does not work.

experience in road funding concessions, in building the renewable energy market, and in promoting broadband telecommunications. Across these and other sectors, we have much to learn from each other, both nationally and through provincial and local initiatives.”

Tolling and payment for ser vices/product supplied is the only way that the private sector will get involved, as this is their guarantee of recovering capital plus a reasonable return. Joe Public will not have a problem with this so long as it is fair and equitable, which was not the case with the Gauteng Freeway Improvement Project (GFIP) where three serious mistakes were made. First, private-sector collusion and price fixing escalated costs. The second was Sanral’s bullying and lack of transparency. Third, the GFIP project was seen by government as a good way to raise additional funds to finance other road projects. Gauteng road users regarded this as an unfair tax burden and, after a huge protest, which is still ongoing, Deputy President Cyril Ramaphosa announced radical measures to reduce e-toll fees by half.

Lessons learned Elaborating, Gordhan said, “In taking this for ward, we are able to draw on our

BELOW The interrelationships of a special-purpose vehicle

ABOVE Katse Dam under construction

Bottlenecks According to Torsten Ehlers, economist at the Bank for International Settlements (BIC), “A major reason for the apparent mismatch between infrastructure investment demand and the supply of infrastructure finance is the lack of a pipeline of properly structured projects. Infrastructure investments entail complex legal and financial arrangements, requiring a lot of expertise. Building up the necessary expertise is costly, and investors will only be willing to incur these fixed costs if there is a sufficient and predictable pipeline of infrastructure investment opportunities. Otherwise, the costs can easily outweigh the potential benefits of investing in infrastructure over other, less complex, asset classes.

“Creating a pipeline of suitable projects requires a coherent and trusted legal framework for infrastructure projects. In some countries, these frameworks do not exist.

Political risk is among the greatest concerns of private investors. The arbitrary exercise of political power can take many forms, including sudden cuts in the prices private infrastructure operators are allowed

IMIESA April 2016

59

INFRASTRUCTURE FUNDING

to charge, new regulations and the unilateral renegotiation of existing contracts by new governments,” he said.

The Development Bank of Southern Africa, on a selective basis, makes minority equity investments into infrastructure projects directly, and to a lesser extent as an investor in specialist, high-development-impact infrastructure investment funds managed by third parties. It provides financing support to intermediary public and private sector organisations in order to advance the bank’s development mandate.

Such organisations include corporate companies, special project entities, state-owned companies (SOCs), municipalities, higher education institutions, as well as joint venture entities such as PPPs (public-private partnerships), SPVs (special-purpose vehicles), concessions and IPPs (independent power producers).

The Infrastructure Finance Corporation Limited (INCA) is a response to the South African government's call for increased privatesector involvement in infrastructure funding.

Since its establishment, INCA has built itself as a brand that is synonymous with municipal finance. INCA has become the primary privatesector investor in socio-economic infrastructure

Sources of funding New groups of direct-equity investors have emerged recently. Investors such as commercial banks, insurance companies or private equity funds are investing in unlisted infrastructure equity. Pension-fund participation is still very small – 0.5% in developed countries – but is expected to grow.

However, what the private sector needs from government, and which is a critical success factor, is political stability and certainty over the long term, for as much as 30 years.

Government policies need to be best practice, should build confidence and attract both foreign and domestic investment. A “deliver now, build for the future” strategy should be adopted in formulating policy in order to reduce the likelihood of a new government changing policy if and when it comes into power – such is democracy.

60

in South Africa, drawing on local and international marketing funds, raised through a series of INCA bond issues and long-term loans from international development finance institutions.

The Emerging Africa Infrastructure Fund is a PPP able to provide loans on commercial terms to finance the construction and development of infrastructure, mainly owned, managed and operated by private-sector businesses. The PPP is able to lend between $10 million to $50 million, typically over 15 years, with the possibility on a case-bycase basis to lend up to 20 years.

Garnering public support As the wider public is going to pay for private-sector participation in infrastructure developments, they need to be brought into the equation and heard. Generally speaking, people are reasonable. If they are consulted, and clearly understand the motivations for the charges, and what the implications are for their back pockets – even if they do not like it – they will be supportive.

IMIESA April 2016

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TECHNICAL PAPER

Township infrastructural development must take sustainability and eco-efficiency into consideration.

BY S SAROOP & D ALLOPI

I

N VIEW OF the inadequacy of tools to assess the environmental impacts of infrastructure design decisions, the aims of this paper are as follows: • to emphasis the influence of climate on sustainability and the changing role of engineers • to highlight the need for environmentally friendly, ecologically sensitive, innovative design, at the design stage of township infrastructure projects • to establish sustainability criteria on civil engineering projects • to define green infrastructure solutions among engineers by establishing a common language and standard of measurement • to raise awareness of green engineering benefits and the environmental impact of consultants' design decision, in order to reduce the environmental impact of development • to introduce environmentally conscious design decisions at inception stage, where they are influenced the most.

The changing role of engineers Climate change is introducing many uncertainties into the management and planning of township infrastructure projects. In the area of sustainability, there is an urgent need to apply technologies and methods that deliver better and more sustainable performance in a way that is cost-effective.

With the potential for disasters increasing dramatically, engineers are expected to highlight the potential events, assist in the development of mitigation initiatives, and ensure appropriate design and construction. Measures adopted will have to explore shifts in paradigms to find innovative solutions that allow man to work with nature rather than against it.

Engineers will have to be at the forefront of developments, finding ways to maximise water capture, ensuring conservation of the resource from supply through to distribution, and the issues of innovation, technology and design.

Eco-efficient

township infrastructure

TABLE 1 The Eco-efficient Infrastructure Performance Criteria

Criteria 1. Efficient layout planning 2. Resources 3. Environmental quality 4. Functional efficiency 5. Future maintenance

6. Economy 7. Safety 8. Social

Measure Placement of infrastructure in environmentally responsible, efficient ways, conserve land Encourages the efficient utilisation of materials/resources, selection of environmentally friendly materials Design features that mitigate environmental impacts of infrastructure, by reducing effects of pollutants Design of infrastructure that maximises functional efficiency of infrastructure Maximises the opportunities for integrating capital and operation of infrastructure, ensuring reliability of level of service Maximises the opportunities for integrated, cost-effective adoption of green infrastructure options Minimises the environmental impact of infrastructure by incorporating safety into the design Ensuring social sustainability of infrastructure, promoting convenience, social resources and public participation

It has been established that municipalities are not delivering infrastructure service in a sustainable manner. Most of the challenges are due to planning, implementation and monitoring systems failure. Further assessments revealed that municipalities do not comply with basic principles for sustainable service delivery.

Engineers urgently need to find innovative solutions that meet the required social and planning objectives while being energy efficient, sustainable, of high value in terms of quality and efficiency, and remaining cost-effective.

The lack of appropriate tools and skills for sustainable design was often quoted as a barrier to sustainable design.

Green technology As the custodians of existing infrastructure and the developers of future infrastructure, consulting engineers recognise a responsibility to innovate and improve the products of their efforts and to understand the importance of instituting a dialogue with the rest of society on these subjects. Relatively few designers have, as yet, explored the transformative potential

of ecological design and have preferred to remain apolitical and unconcerned with the distributional impacts of design as they affect humans and ecosystems.

Infrastructure elements such as roads and water, sewerage and stormwater systems can result in the loss of critical ecosystems and biodiversity. There is a need to create an eco-sensitive infrastructure design that encourages and promotes the use of “softer” design solutions.

By utilising improved, environmentally friendlier design methods, this study aims to introduce environmentally friendly design decisions prior to the infrastructure design approval process.

This increases overall competitiveness by bringing a whole new class of productive solutions to problems while adding a fresh perspective to the traditional infrastructure design process.

Declining influence of environmental interventions It is essential that the environmental issues be integrated into achieving the most appropriate solutions. A sustainable project is managed

IMIESA April 2016

61

Road Construction & Maintenance Equipment

Environmental degrees of freedom

Programme

Proposal

Design

Construction

phase

phase

phase

phase

Vibratory Rammers Single-direction Vibratory Plates The degrees of freedom is reduced with the

Reversible Vibratory Plates Pedestrian Rollers Ride-on Rollers Electric / Petrol Breakers Floor Saws

progress of the project FIGURE 1 The declining influence of environmental interventions on a project

by taking control of the client’s decision-making processes as early as possible, to provide the certainty of decision-making. This should be done by totally involving clients in the decision-making process. Diligent attention to greener infrastructure solutions from the very earliest phases of a project will help guarantee that quality design environmental solutions are "built-in" from the beginning. It is important to implement the environmental management from the early stages of the process, since the freedom to make decisions of importance for the environment decreases with the progress of the project.

Eco-efficient criteria

JHB:

011 672 0847 | KZN: 031 569 1200 | CPT: 021 981 2197 www.wackerneuson.co.za

Criteria on infrastructure projects are tools that can be used in the conceptualisation, implementation and monitoring of progress in sustainable township infrastructure projects. The criteria define the essential components of the proposed green infrastructure toolkit, against which sustainability may be assessed. Through the measurement and monitoring of these indicators, the overall effects of the proposed green infrastructure toolkit can be assessed and evaluated, and action can be adjusted to meet stated aims and objectives more effectively.

Each criterion relates to a key element of sustainability. Collectively, the criteria provide an implicit definition for the concept of eco-efficient infrastructure solutions.

The client’s vision, goals and objectives for eco-efficiency on a project can be translated into a core set of project criteria. While project goals set the direction, the project eco-efficiency categories provide the means to measure a project. They enable clients, engineers and stakeholders to gauge progress towards sustainable development by comparing the performance achieved on a project with the intended performance. Table 1 proposes eco-efficient infrastructure criteria. These were developed to: • determine the means by which eco-environmental efficiency can be assessed, monitored, quantified and verified at any stage of the project, to ensure a value-added, quality-driven, green approach to infrastructure design • provide a basis for the consultants and clients to work together on creating and evaluating sustainable infrastructure solutions, thereby ensuring comprehensive infrastructure planning with maximum stakeholder involvement • achieve the required balance of sustainability, expenditure, value for money and quality, between the various elements of the project.

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IMIESA April 2016

Greener design solutions Engineers must be prepared not only to react to changes in climate and resource availability, but also to help manage that change through sustainable engineering solutions.

Civil infrastructure has various opportunities to undertake innovative, efficient and sustainable design instead of conventional design, but this rarely happens in practice. Incorporating this perspective into civil engineering infrastructure design, planning and building stages can have significant effects on the outcome.

Innovative approaches to planning and design can greatly mitigate the negative impacts of infrastructure services on the environment. Various green technology concepts were researched and modified to suit township infrastructure projects, with the aim of reducing the impacts of civil engineering infrastructure on residential developments.

Green technology that can be used on infrastructure projects may include the utilisation of natural or engineered systems that mimic natural landscapes, in order to capture, cleanse and reduce stormwater run-off. Greener stormwater infrastructure solutions can include rain gardens, rain barrels, green roofs, wetlands and permeable pavements.

Roads present many opportunities for green infrastructure applications that incorporate a wide variety of design elements, including street trees, permeable pavements, bioretention and swales. Greener water infrastructure opportunities include a reticulated recycled water supply, water-efficient fittings and intermediate storage.

®

Aggregates Industrial Minerals Contracting International Concrete Products Readymix

Advantages of eco approach to infrastructure design Green township infrastructure technologies will contribute to greenways and green corridors, and provide linkages between habitats, and wetlands. Green technologies have a number of environmental, economic and community benefits, including: • conservation of natural resources • reduces the ecological footprints of roads, sewer, stormwater and water, allowing ecosystems to function more naturally • uses energy-efficiency systems and materials • minimises impervious surfaces, reducing soil erosion • enhances and protects ecosystems and biodiversity • conserves and reuses water and treats stormwater run-off on-site • recharged groundwater flow for streams, conserving water supplies.

Conclusions By using this green approach, the sustainable design of township infrastructure services can be achieved by enforcing the consideration of resources, environmental impacts of design decisions, ecological sensitivity, innovation, maintenance and materials at the design stage of a project.

This paper highlights the numerous opportunities for improving eco-efficiency in infrastructure design. A new paradigm for infrastructure design is required to maintain environmental sustainability and mitigate flooding or drought.

Engineers need to look at greener technologies rather than just using traditional engineering solutions. Green techniques provide adaptation benefits for a wide array of circumstances, by conserving and reusing water, promoting groundwater recharge, and reducing surface water discharges that could reduce flooding.

Taking a greener approach to infrastructure development not only mitigates the potential environmental impacts of development, but makes economic sense as well. By softening the environmental footprint, avoiding waste and finding efficiencies, clients and local governments can increase their long-term sustainability.

Investing in diversified growth A range of products built on the foundation of quality and durability Afrimat Limited is a leading black empowered open pit mining company providing an integrated product offering ranging from aggregates, industrial minerals, concrete products (bricks, blocks and pavers) to readymix concrete.

Afrimat has established a strong foothold in contracting services comprising mobile crushing, screening, drilling and blasting.

Backed by more than 45 years’ experience, Afrimat listed on the JSE Limited in 2006. As part of its continued diversification strategy, the group is expanding its footprint into Africa.

The group’s capabilities enable Afrimat to service projects of any scale from major infrastructure and construction projects for stateowned enterprises and parastatals through to small private sector contracts.

* For a full list of references, please contact liesl@3smedia.co.za.

IMIESA April 2016

63

Tel +27 21 917 8840

info@afrimat.co.za

Fax +27 21 914 1174

www.afrimat.co.za

METERS

The numbers of and money

power

The power of electricity and the money to pay for it are essential to both the consumer and local municipality, which manages this vital resource. Even so, there’s more to reading electricity meters than meets the eye. BY TONY STONE

E

VERY CITY AND TOWN in South Africa has a daily logistical challenge, of an order of magnitude that is at times quite mind-blowing. Besides the wide range of ser vices they provide, there is electricity, a fundamental resource that is so essential to keeping a city or town running all day, ever y day, in ever y month of ever y year. And the

BELOW The City of Joburg is divided into seven regions to facilitate more effective service delivery

64

IMIESA April 2016

demand is growing. At an average urbanisation growth rate of 2.4% per annum, this translates into 330 000 new households ever y year, or over 1 320 000 people who make cities and towns their home.

Looking at the bigger picture of the 14.5 million households in South Africa, 77.6% are formal dwellings and 22.4% are informal dwellings. Of these, a combined 85.4% have electricity. A remarkable achievement! But, what is more remarkable is the army of meter readers who diligently read the electricity meters on a daily basis – so that municipalities can bill and collect payments from consumers, pay Eskom, and make a profit to fund other municipal projects.

Johannesburg is by far the biggest city in South Africa. To read the city’s electricity meters, a number of companies have been appointed. Besides normal meter

reading, these companies handle the tough jobs, such as dealing with delinquent accounts. While this may appear to be a simple administrative process, it is not. In some instances, in high-risk areas like Westbur y, Rabie Ridge, Newclere and Finetown, meter readers have in the past been physically assaulted and robbed of the equipment and what little possessions they carr y. Now, meter readers are sent out in pairs, in cars. In high-risk areas, cars carr y no company branding, for fear of being targeted. Fortunately, ever y cloud has its silver lining. People are beginning to understand that the culture of nonpayment cannot be sustained, especially if they wish to enjoy a better life.

Nonetheless, come rain or shine, summer or winter, the life of meter readers is quite demanding. Besides some people giving them a hard time, and some dogs being quite vicious and a nuisance, the

Region A

Diepsloot, Kya Sands, Dainfern, Midrand, Lanseria, Fourways

Region B Region C

Randburg, Rosebank, Emmarentia, Greenside, Melville, Mayfair, Northcliff, Rosebank, Parktown, Parktown North Roodepoort, Constantia Kloof, Northgate, Florida, Bram Fisherville

Region D

Doornkop, Soweto, Dobsonville, Protea Glen

Region E

Alexandra, Wynberg, Sandton, Orange Grove, Houghton

Region F

Inner City, Johannesburg South

Region G

Orange Farm, Weilers Farm, Ennerdale, Lenasia, Eldorado Park, Protea South

Fast Low-Cost Meter Readings

physical distances over time can be quite challenging. In other instances, where building codes are not properly followed, with proper earthing not installed, the electricity box housing may be live and emit an electrical current when touched. For safety purposes, meter readers are equipped with voltage testers to enable them to test for this danger and prevent electrocution.

All in all, to deal with these stresses and strains, meter readers tend to be young, clever, street-smart and physically healthy.

How it all works So, how does it all work and how does the City of Joburg process all the meter readings ever y day? In meeting the minimum health and matric qualification criteria, and before a meter reader is put in the field, he or she should be thoroughly trained.

In Johannesburg, meter readers are sent to City Power where they go through electrical and safety training. Thereafter, they are put through intensive instrument and state-ofthe-art application software training. Any new electrician is given additional safety and product training by City Power.

The process begins with the city preparing a daily, online work order list, with a select number of readings allocated to the meter reading company, who in turn allocate

tion ion a v o Inn s Imitat p Trum

African Meter Readers staff reading and photographing a meter using a Wi-Fienabled, handheld instrument

these to their meter readers. All of this happens electronically, with meter readers receiving their reading lists via Wi-Fi on their cell phones. Information provided includes the consumer’s name, address and GPS location reference. Each entr y on the work order list has a unique number, a thread that links the consumer with the reading and subsequent processing.

Equipped with a built-for-purpose, hightech instrument – which has an integrated GPS unit, a digital camera, standard wireless capabilities that include builtin Bluetooth, giving cable-free connections to peripherals such as RFID readers and barcode scanners, and a built-in cellular modem to exchange data wirelessly utilising the city’s ForceLink software application – meter readers read each meter on their work order, taking the mandator y photo of the meter. The reading and photo are immediately transmitted to a database at head office and to the Trimble cloud data hub for disaster recover y purposes. The city is able, at any point in time, to follow progress against an allocated work order list. This technology enables the teams of two meter readers

Two-man meter reading teams are able to generate between 700 and 950 meter readings per day

IMIESA April 2016

65

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METERS

information so that the occupant can contact the meter reading company to arrange a date and time, usually over a weekend, for a reading to be done.

Most, if not all, meter reading companies believe in a policy of availing themselves to consumers and making it as convenient as possible for them to have their meters read and for them to pay their accounts, in time.

Cut-offs and reconnections

each to generate between 700 and 950 readings ever y day, and all from different, remote locations.

Exceptions There are two types of exceptions. At times, certain households are inaccessible because occupants are simply not at home. In other instances, people refuse to open their gates out of fear. To minimise such cases, meter readers wear a bib clearly identifying them as meter readers and they carr y identification cards, which they are required to present to the occupant. In both instances, if access is not possible, a letter is left providing contact RIGHT A smart meter

66

When people do not pay their accounts, despite receiving letters requesting them to do so, their connection is usually cut off. In cases where people are able to reconnect by breaking into a switch box or by illegally connecting to an alternate source of electricity, the cable to the household is physically cut by a qualified electrician. While this happens more often in high-risk areas, there have been occasions where drastic action was needed in more af fluent areas. In such instances, meter reading company staff are usually at personal risk.

In painting this picture, it is our hope that the next time you see a meter reader, you will have a

little more understanding of the challenges of his or her job and be accommodating by allowing them to do their job without fear or hindrance.

The alternative The alternative to a meter reader visiting your house once a month is to have a smart meter installed. This is an electronic device that records your consumption of electricity in inter vals of an hour or less and communicates that information at least daily back to Eskom for monitoring and billing. Smart meters enable two-way communication between the meter and the central system. Unlike home energy monitors, smart meters can gather data for remote reporting. Such an advanced metering infrastructure differs from traditional automatic meter reading in that it enables two-way communications with the meter.

This gives control of the meter to Eskom, who can switch a consumer off should they not pay their electricity bill. It will also enable Eskom to switch off and/or bypass municipalities, many of whom don’t pay their bulk electricity bills. This will hurt paying consumers who in all likelihood would want to deal with Eskom directly.

The choices will no doubt be interesting.

IMIESA April 2016

REALISE YOUR VISION POWERFUL, FAST AND EFFICIENT Sumitomo excavators showcase the best of Japanese engineering in a product that outperforms and outlasts its peers in all applications.

To achieve this, our engineers look beyond benchmarks and push the limits to make sure that every model in every range delivers best-in-class performance, speed, productivity and reliability.

In benchmark tests conducted in Japan, our machines were also proven to be considerably more fuel efficient than comparable Japanese machines, and nearly a third more efficient than other equivalents.

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CEMENT & CONCRETE

Readymix on the rise In recent years, the use of readymix concrete on large-scale building and construction sites has grown to more than 50% of all concrete used and the figures show that the trend is continuing.

I

N DEVELOPED COUNTRIES such as the USA, the UK and across Europe, readymix concrete comprises approximately 90% of all concrete used, indicating that there is still much more room for growth of readymix as a primary construction material in South Africa.

Johan van Wyk, GM, Southern Africa Readymix Association (Sarma), says the growth of readymix can be attributed to the requirement for faster construction times, the efficient deployment of labour, as well quality assurance of Sarma-accredited concrete.

Bagged cement stranglehold “In South Africa, it is difficult to break the bagged cement and site-mixing mentality as it has always been assumed that site mixing is a cheaper option. Also assumed is that concrete is concrete and it doesn’t matter how it is mixed and handled on-site, so long as the instructions on the bag are more or less followed.

“Thankfully, through our ongoing engagement with the market, as well as high-level meetings with government procurement

bodies, industry organisations representing professional engineers, civil engineering contractors, consulting and municipal engineers, architectural bodies and the quantity sur veying fraternity, we are pleased to see that perceptions are changing.

“When one looks deeper into site-mixed versus readymix on larger projects, the preconceived ideas of cheaper concrete can easily be refuted. On an outright cost basis, the price of sand, aggregates and concrete is far cheaper. However, add labour, time, wastage and spoilage as a result of rain/broken bags (etc.), and the price swings in favour of readymix,” says Van Wyk.

Professional approval Mix designs according to the above specifications may take up to 28 days to refine, test and approve in accordance with engineers’ requirements. On the other hand, readymix concrete mixes have been tested, approved and certified and Sarmaapproved readymix suppliers should be able to provide off-the-shelf mix designs to suit applications.

In addition, concrete is manufactured in factory conditions, which means it is easy to produce consistent concrete of the required quality and specifications for the duration of the project. Site-mixed concrete,

Johan van Wyk, general manager, Sarma

on the other hand, is usually more difficult to produce at consistent quality as the strength varies with the length of time the hosepipe is left in the mix or consistency with which the mixer adds the right quantities without stopping (break for lunch, toilet, etc.).

Van Wyk explains that Sarma has played an important role in the industry since 2007, when it began emphasising the need to improve the quality of readymix concrete to international standards.

Ongoing upliftment “Since then, the association’s members have adopted health, safety, environmental and quality standards that are comparable with the very best in the world. It also plays a leading role in promoting the use of readymix concrete and raising awareness of issues affecting the concrete and construction industries.

“The local readymix industry is in good shape and is getting better and smarter

IMIESA April 2016

67

every day. Our members are leading the way in terms of innovation and are constantly adding products to their offerings that are tailored to new building techniques and new requirements from the construction industry. Increased membership has also had another knock-on effect, as improved funding allows us to expand our reach and raise further awareness of the benefits of readymix concrete among professional associations,” says Van Wyk. “The adoption of stricter building practices on residential projects as well as the increasing incorporation of readymix to speed up delivery of affordable housing developments across the country will also drive the increased use of readymix. Most importantly, if a company uses a professional readymix supplier, it will be able to tap into specialist knowledge and have concrete made that exactly suits the workability and strength requirement for a particular project. Designer mixes can also be supplied, with special properties for high-tech building and architectural applications,” he adds.

Still the best Van Wyk concludes that Sarma-accredited readymix has the right properties to satisfy modern requirements for energy-efficient building, while providing designers with a material that is readily available and sustainable to uphold environmentally responsible building practices into the future.

“We, therefore, foresee a bright future for the use of readymix in South Africa and would recommend that companies that traditionally made use of site-mixing operations engage with our members or make contact with us to explore the potential benefits of using readymix concrete.”

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IMIESA April 2016

CEMENT & CONCRETE

Paving the way

to a greener SA Concrete is one of the most used building materials in the world. It gains strength over time; resists weathering, erosion and natural disasters; and needs few repairs and little maintenance.

Why, then, are we not using it to build our roads?

A

CCORDING TO BRYAN Perr y, managing director, The Concrete Institute, South Africa is not seriously considering concrete for road building eas either concrete or concrete block paving (CBP).

In a country where cost-effectiveness and sustainability are central to procurement decisions, authorities have yet to realise the benefits of using concrete in road building.

Perry, who authored the book Concrete Roads: A Sustainable Solution, will be tackling the subject at this year’s African Construction and Totally Concrete Expo. The publication covers the environmental, economic and social

aspects of concrete pavements and draws on international experience to demonstrate that concrete pavements are a sustainable solution for South Africa.

In the book, Perry gives the following definition of sustainability in roads and pavements: “Sustainable pavements make efficient use of natural resources and respect the environment during their entire life cycle; they improve transport facilities for the entire community, and provide services to society in terms of mobility, safety and comfort by means of judicious Concrete is an inert material that can be 100% recycled

choices regarding design, construction, maintenance and demolition.”

The concept of sustainability in road construction is gaining momentum as bodies such as Green Roads and LEED raise awareness in the same way the Green Building Council has for buildings.

According to greenroads.org, the Greenroads Rating System is an easy way to measure and manage sustainability on transportation projects. “The rating system challenges project teams to go above and beyond minimum environmental, social and economic practices with an independent, third-party review.”

According to the organisation, green roads help owners, designers, contractors and suppliers to do a number of things, including: • saving money through smart design and construction choices • clearly demonstrating sustainability as a value • connecting private practice with public owners that share green goals • creating professional connections in a new interdisciplinary community for sustainable transportation • educating professionals and students to keep pace with sustainability best practices.

Good for the environment Some of the greatest eco-friendly benefits of using concrete in roads include recyclability, pollution reduction and CO2 absorption.

According to Perry, the most significant pollutants caused by traffic include fine particulate matter, volatile organic compounds

IMIESA April 2016

69

“As much as 57% of the CO emitted due to the calcination process in the manufacture of the cement will be reabsorbed by the concrete over 100 years.”

(VOCs) and nitrous oxides.

When the latter are present concurrently with VOCs, 2 they lead to ozone formation and, thus, amplify the impact of the fine particulate matter.

“It is possible to achieve an air-purifying effect by using titanium dioxide (TiO2) on the pavement and or structure surface. When exposed to ultraviolet light, titanium dioxide acts as a catalyst, converting harmful compounds such as nitrogen monoxide and nitrogen dioxide (or NO2) into nitrates (NO3). These nitrates settle on the surface and are washed away by rainfall. The NO2, which can lead to ozone formation, acid rain and the formation of fine particulate matter, is captured from the air. Photocatalytic materials such as TiO2 can also capture harmful organic compounds from the air by causing them to dissociate. The TiO2 is added separately to the concrete mix, or alternatively specially formulated cements can be used that contain nanoparticles of TiO2.”

Perry also points out, in his book, that concrete carbonates during its life and absorbs CO2 from the environment. “Research from the Nordic Innovation Centre has indicated that as much as 57% of the CO2 emitted due to the calcination process in the manufacture of the cement (60% of the total) will be reabsorbed by the concrete over 100 years.”

Not only is concrete pollution-absorbing material, it can also be 100% recycled. The majority of concrete pavements overseas that are demolished are sent to a crushing and screening installation, according to Perry. Afterwards, the concrete rubble is recycled in pavement bases and sub-bases, either unbound or bound, lean concrete or rollercompacted concrete.

“Recycling concrete rubble for use in pavement-quality concrete is perfectly feasible when used as two-course concrete pavement and 60% or more of the coarse aggregate can be replaced by recycled pavement concrete.”

Financial benefits The initial investment cost is often and misguidedly used as a primary economic criterion, according to Perry. This approach can be erroneous in purely economic terms if the costs of maintaining the new structure are excessive. The useful lifetime of a pavement clearly plays an important role.

There are mathematical and probabilistic models that can provide support for decision-makers taking strategic long-term decisions of this kind in the context of short-term budgetary restrictions.

To find out the value of using concrete roads, Perry points to a life-cycle cost analysis, or LCCA, which is one example of a decisionsupport technique that helps in assessing the costs to both the road owner/manager and the road user, and all other relevant costs throughout the pavement’s lifetime for various pavement options.

Perry believes that, in order to assess whole-life costs, one needs to take into account pavement construction costs, pavement maintenance costs, vehicle operating costs and normal travel-time costs, road-user delay costs, pavement construction delay costs and pavement maintenance delay costs among other things.

When conducting an LCCA, a sensitivity analysis should be carried out using different analysis periods and real discount rates reflecting the actual monetary costs.

70

IMIESA April 2016

CONSTRUCTION VEHICLES & EQUIPMENT

Keep material

moving

T

HE LATEST GENERATION Cat D6R2 track-type tractor builds on the reputation of the legendary R-Series and features a new cab, an updated transmission, pilot hydraulic controls and a single-twist tiller bar for all directional and speed control.

“This model is designed specifically for customers who want a robust, productive machine that’s easy to service, combined with a proven drive-train system and fuel-efficient engine,” explains Desigen Naicker, product marketing manager at Barloworld Equipment – the Cat dealer for Southern Africa.

Engineered for demanding work, the D6R2 is purpose-built for applications ranging from heavy dozing and ripping, to land clearing, finish grading, trench backfilling, and landfill management.

Greater performance all round The D6R2 features a Tier II/Stage II equivalent Cat C9 ACERT engine, with different power rating configurations depending on the track system fitted. A Tier III engine is also available.

The standard Tier II powered unit achieves a rated net output (ISO 9249) of 133 kW, compared to 148 kW on the XL (extra-long) and LGP (low-ground-pressure) versions. A single-stage torque divider sends 70% of the engine torque

through a converter and the remainder through a planetar y gear set, which translates into more power to the ground.

New features to highlight include an electronic clutch pressure-controlled (ECPC) transmission with improved filtration. The Cat D6R2 also has a larger fuel primary filter/separator, which has an increased surface area for greater debris retention and filtration performance. A “water-in-fuel” sensor alerts the operator through the monitoring panel. There are also filter restriction warnings for hydraulic and power-train filters.

Independent variable displacement piston pumps have been installed to implement hydraulics and the differential steering motor, passing on higher levels of versatility and manoeuvrability.

Engine throttle speed is controlled by simply using a rotary dial. Setting this dial to Auto Shift activates two additional forward gear speeds and one in reverse.

“Auto Shift enables the machine to automatically down-shift to the most efficient gear based on load,” adds Naicker. “This contributes to improved fuel savings and increased productivity.”

Heavy-duty sealed and lubricated track will be available on all configurations, with SystemOne™ offered as an option for the XL and LGP variants.

IMIESA April 2016

71

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CONSTRUCTION VEHICLES & EQUIPMENT

Understanding AC

motor control models

T

O ACHIEVE CLARITY among the many designations and abbreviations, Norman Maleka, mechatronics engineer at SEW-Eurodive, explains the basic characteristics of control models based on the example of the company’s frequency inverters, which cover the entire power and application range – from basic standard, to the toughest technical requirements.

“Up until the 1970s, DC motors were just about the only option for the stepless adjustment of speed and torque in industrial applications. Traditional DC motors are prone to wear, which generates both mechanical loads and servicing costs. AC motors, on the other hand, are far more robust and virtually maintenance-free,” states Maleka.

They were, however, far less easy to control, especially when AC control engineering and power electronics were still in their infancy – at a time when there were no digital signal processors and both power MOSFETs and IGBTs were, at best, theoretical concepts.

TOP LEFT Movidrive B frequency inverters for installation in control cabinets

72

Impressive growth rates Maleka notes that open and closed-loop control of AC drives has become indispensable and is enjoying highly impressive growth rates in electrical drive engineering. “Inverters with voltage/frequency control are ideal for simple applications such as pumps, fans or basic materials handling technology,” he says.

They are used to drive moderately dynamic AC motors and are essentially based on the proportional adjustment of voltage and frequency. This keeps the flux in the machine constant and maintains the maximum torque.

Since the rated flux generates the highest torque per kilogram of machine, the raw materials used – steel, copper and insulating materials – are at their most effective.

Easy handling “From the motor perspective, the controlled inverter takes the form of an adjustable socket for mains voltage and mains frequency.

This means it is also possible, in principle, to operate several smaller motors simultaneously with one inverter.

“Thanks to their straightforward principle and easy handling, frequency inverters with V/f control are ready to use in a short

ABOVE Norman Maleka, mechatronics engineer, SEW-Eurodrive

time. This has, therefore, become the standard control mode, without speed feedback,” says Maleka.

SEW-Eurodrive uses a mode based on V/f control in its Movitrac LTE-B, Movitrac B and Movidrive B frequency inverters for installation in control cabinets, and also in Movimot, Movifit FC and Movipro SDC decentralised drive controls.

During project planning for an electric drive system, Maleka stresses that it is vital to identify the application’s control accuracy requirements. If these requirements are transparent and specified, the tailored drive system can be assembled from the necessary components – the gear unit, motor, encoder, inverter and controller.

“The key objective is to include the right components for the specific control quality requirements while also optimising costs. If the requirements are set too high or too low from the outset, unnecessary additional outlay could occur. The company regards itself as a specialist in helping customers select the ideal drive components,” Maleka concludes.

IMIESA April 2016

MACHINES TRUSTED BY THOSE WHO BUILD ROADS Unmatched Roadbuilding and Surfacing Equipment Since its inception in 1869, the Ammann Group has earned the respect and trust of the most prestigious and demanding companies throughout the world when it comes to supplying world-class roadbuilding and surfacing equipment.

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CONSTRUCTION VEHICLES & EQUIPMENT

Block-making machinery

leaves a legacy

T

HE MINISTER of Rural Development and Land Reform has officially handed over 27 affordable homes, built using Hydraform’s interlocking block-making technology. The handover represents the end of a long and difficult journey for the Radway Green Farm community, which has waited no less than eight years for a place to call home.

The department, which bought the 53 ha Radway Green Farm land some five years ago, resolved to use the space for new housing for the community. In pursuit of this mandate, the department contracted Hydraform to undertake the construction of this project for the benefit of the community.

Block making on the move “Our role in the Radway Green Farm project was a dynamic one. While we supplied the

block-making machinery to the project, we also engaged with the community, teaching them how to use the machinery and employing them for the duration of the project,” says Nazlie Dickson, sales and marketing director, Hydraform.

The block-making machinery was transported to site, offering the community full and direct access to the manufacturing technology. While the machinery’s mobility bodes well for convenience, the on-site set-up also means that the project doesn’t need to bear the cost of transporting bulk materials to site and the final product does not carry the

Mrs Zimase and Minister Gugile Nkwinti

Twenty-seven affordable homes were built, by the Department of Rural Development and Land Reform, using Hydraform's interlocking blockmaking technology IMIESA April 2016

Discuss relevant topics, explore innovative resources and grow your professional network as we conduct our concert of coordination

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73

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CONSTRUCTION VEHICLES & EQUIPMENT

Minister Gugile Nkwinti has officially handed over 27 affordable homes

additional embodied energy associated with heavy transport.

“Our blocks aren’t baked or fired, which saves on energy, construction time, cement costs and contributes to the overall sustainability of the project. These benefits really took centre stage on-site – a rural setting

74

without any formal water or power facilities or supply, and the machinery didn’t skip a beat,” notes Dickson.

Neither did the Radway Green Farm community members who readily embraced the opportunity to learn new skills and earn an income, all while contributing to the construction of their own homes.

“It was important to us to ensure that the community was trained in both block-making and construction as part of the project’s skills development drive as set out by the department. The community produced the 130 000 blocks that went into building the homes,” she explains.

Leaving a legacy The Radway Green Farm Agri-Village is a self-sustaining, independent development that will support its residents through a host of features, including solar geysers, solar power units, sanitation systems and rainwater harvesting tanks as well as access to borehole water. The company even left a brick-making machine on-site, giving the

community the agency to manufacture its own bricks and blocks, and to apply the skills learned during the project in future community projects.

Hydraform has not only helped to deliver a housing project, while training skills, during the heaviest rain season in years, but has also left a meaningful legacy at the Radway Green Farm Agri-Village: • 27 families each received a home of 64 m2 • one family member from each of these homes was employed for the duration of the project, earning in excess of R25 000 per household • 35 people from the local community were given employment opportunities, which translated into a total income in excess of R700 000 for the project’s duration.

“The Radway Green Farm Agri-Village is a community project that has made a real and immediate impact, but it also embodies both the department’s and Hydraform’s long-term vision for a housing project that is sustainable and that will give back to its inhabitants for years to come,” says Dickson.

IMIESA April 2016

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PROFESSIONAL AFFILIATES AECOM siphokuhle.dlamini@aecom.com Afri-Infra Group (Pty) Ltd banie@afri-infra.com AJ Broom Road Products ajbroom@icon.co.za Arup SA rob.lamb@arup.com Aurecon Fani.Xaba@aurecongroup.com Aveng Manufacturing Infraset cgroenewald@infraset.com Bigen Africa Group Holdings otto.scharfetter@bigenafrica.com BMK Consulting brian@bmkconsulting.co.za Bosch Munitech info@boschmunitech.co.za Bosch Stemele bsdbn@boschstemele.co.za Brubin Pumps sales@brubin.co.za BVI Consulting Engineers marketing@bviho.co.za Civilconsult Consulting Engineers mail@civilconsult.co.za Corrosion Institute of Southern Africa secretary@corrosioninstitute.org.za CSIR Built Environment rbapela@csir.co.za Development Bank of SA divb@dbsa.org.za DPI Plastics mgoodchild@dpiplastics.co.za EFG Engineers eric@efgeng.co.za Elster Kent Metering leon.basson@elster.com Engcor Engineers masham@engcorengineers.co.za Fibertex South Africa (Pty) Ltd rcl@fibertex.com GIBB yvanrooyen@gibb.co.za GLS Consulting nicky@gls.co.za Gudunkomo Investments & Consulting info@gudunkomo.co.za Hatch Goba (Pty) Ltd info@hatch.co.za Henwood & Nxumalo Consulting Engineers cc pmboffice@hn.co.za Herrenknecht schiewe.helene@herrenknecht.de Huber Technology cs@hubersa.com Hydro-comp Enterprises dan@edams.co.za I@Consulting louis_icon@mics.co.za ILISO Consulting hans@iliso.com INGEROP mravjee@ingerop.co.za Integrity Environment info@integrityafrica.co.za Jeffares and Green dennyc@jgi.co.za Johannesburg Water rtaljaard@jwater.co.za KABE Consulting Engineers info@kabe.co.za Kago Consulting Engineers kagocon@kago.co.za Kantey & Templer (K&T) Consulting Engineers info@kanteys.co.za Knowledge Base info@knowbase.co.za Lektratek Water general@lwt.co.za Makhaotse Narasimulu & Associates mmakhaotse@mna-sa.co.za Malani Padayachee & Associates (Pty) Ltd admin@mpa.co.za Maragela Consulting Engineers admin@maragelaconsulting.co.za

Marley Pipe Systems info@marleypipesystems.co.za Martin & East gbyron@martin-east.co.za Mhiduve adminpotch@mhiduve.co.za Mott Macdonald Africa (Pty) Ltd mahomed.soobader@mottmac.com Much Asphalt leon.alberts@muchasphalt.com Namela Consulting (Pty) Ltd melissa@namela.co.za Nyeleti Consulting ppienaar@nyeleti.co.za Odour Engineering Systems mathewc@oes.co.za Pumptron info@pumptron.co.za Pragma nicojobe.mabaso@pragmaworld.net francisg@rhdv.com Royal HaskoningDHV SABITA info@sabita.co.za SALGA info@salga.org.za SARF administrator@sarf.org.za.co.za SBS Water Systems desere@sbstanks.co.za Sektor Consulting cradock@sektor.co.za Sight Lines sales@sightlines.co.za SiVEST SA garths@sivest.co.za Siza Water Company tionette.bates@sizawater.co.za SMEC capetown@smec.com SNA stolz.j@sna.co.za Sobek Engineering gen@sobek.co.za Southern African Society for Trenchless Technology director@sasst.org.za SRK Consulting jomar@srk.co.za Sulzer Pumps Wastewater sales.abs.za@sulzer.com Syntell julia@syntell.co.za Thm Engineers East London thmel@mweb.co.za TPA Consulting roger@tpa.co.za UWP Consulting craign@uwp.co.za Vetasi south-africa@vetasi.com VIP Consulting Engineers esme@vipconsulting.co.za VOMM commerciale@vomm.it VUKA Africa Consulting Engineers info@vukaafrica.co.za Water Institute of Southern Africa wisa@wisa.org.za Water Solutions Southern Africa ecoetzer@wssa.co.za Wilo South Africa marketingsa@wilo.co.za WorleyParsons hans.karemaker@worleyparsons.com WRP ronniem@wrp.co.za WRNA washy@wrnyabeze.com WSP Group Africa dirk.hattingh@mbs-wsp.co.za

I M E S A A F F I L I AT E M E M B E R S

IMESA

INDEX TO ADVERTISERS Erwat IFC

Sanral 22

AECOM 52

IMESA Call for Entries

50

Sapics 73

African Utility Week

46

IMESA Conference 2016

44

Sarma 68

Afrimat

63

Jan Palm Consulting

76

SBS Water Systems

AfriSam 13

JG Afrika

10

Alive2Green Sustainability Week

Kaytech

4

2nd Annual Vision Summit

Lekwa Consulting Engineers

34

AOSH LI

Maccaferri Southern Africa

71

Armco Superlite

Model Maker Systems

45

Aquatan 39

Much Asphalt

38

Aveng Infraset

IBC

National Asphalt

28

Barloworld Equipment

OFC

National Cold Asphalt

27

31

2

SMEC 29 Structa Group

40

The Concrete Institute

24

Tosas 18 Trenchless Technologies

56

TT Innovations

53

Tuboseal 54 Wacker Neuson

62

Beka Schreder

32

Quality Filtration Systems

49

Civilution Congress

43

Roadlab

17

Wampex 70

SA Energy & Infrastructure Summit

58

Water & Sanitation Services SA

Sabita

23

WorleyParsons 47

Elster Kent Metering

Â

74

Ammann 16

ELB Equipment

76

60

66 & 72 65

OBC

IMIESA April 2016

Specialist Waste Management Consultants

JPCE

Tel: +27 21 982 6570

/

www.jpce.co.za

Jan Palm Consulting Engineers

Water and Sanitation Services South Africa (Pty) Ltd (WSSA) is a specialised provider of sustainable water services in Southern Africa