Issuu

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

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

INDUSTRY

INSIGHT

Just add

A unique ability to adapt

ERWAT

Shane Henry, Mercedes-Benz South Africa

Best in SA Roads Developing our road network

Go George

Perfecting low-density public transport

Optimising water utilities

Smart supply solutions

IN THE HOT SEAT

We are extremely excited to be the exclusive South African licensee of Nereda technology. We are currently installing the first Nereda plant in Gauteng.” Graham Hartlett Sales director, WEC Projects ISSN 0257 1978

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CONTENTS www.infrastruc

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

INFRA STRU CTUR

IND US TR Y

VOLUME 41 NO. 2 FEBRUARY 2016

• E DEVE LOPM ENT

MAIN TENA

ERY NCE • SERVI CE DELIV

INDUSTRY PERSPECTIVE Optimising SA’s water utilities

MUNICIPAL PROJECTS Go George

Just add

ERWAT

A unique ability to

t HT adapAfrica INSIG Mercedes-Benz South Shane Henry,

Best in SA Roads Developing our road network

Go George

Optimising water utilitiess

Perfecting low-densit public transport

tion Smart supply solu

IN THE HOT SEA

n licensee exclusive South Africa excited to be the Nereda We are extremely installing the first . We are currently Projects of Nereda technology Sales director, WEC Graham Hartlett • R50.00 February 2016 plant in Gauteng.” • 2 0 . o N 1 4 e 8 ISSN 0257 197

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Vo l u m

ERWAT currently delivers its highly technical and proficient wastewater treatment and bulk wastewater conveyance services to some 2 000 industries, and more than 3.5 million people who have access to sanitation services. P6

Regulars

Bricks, Mortar & ABTs

Editor’s comment

President’s comment

Africa round-up

Cover Story 6

Just add ERWAT

Municipal Projects | Western Cape

Graham Hartlett, sales director at WEC Projects, take this month’s Hot Seat, telling the unique story of WEC Project’s evolution into an innovation dynamo. P10

BEST IN SA ROADS Development of roads in SA

The future is now

Unlocking social value

Public-private possibilities

Cement & Concrete

Cape flats aquifer

Using fly ash in cement

Go George

Quality wins the day

Construction Vehicles, Equipment & Logistics

Industry Insight

HOT SEAT

Wastewater Treatment

Infrastructure Finance

Industry Perspective Optimising SA’s water utilities

Shared Infrastructure & SLPs

Hot Seat WEC Projects – Natural selection

New-school construction

Mercedes-Benz

Caution: Market growth ahead 72

Best in SA Roads

Heavy lifting

Divisional Cover Story –

The art of moving man and materials 76

Repair Cold Asphalt

Development of roads in SA

Panel Discussion

Technology

Developing a local HiMA

Municipal apps

BRICKS, MORTAR & ABTs New-school construction

CONSTRUCTION VEHICLES & EQUIPMENT The art of moving man and materials

World Class Manufactured in South Africa

The GRID What is it? 5 x 1 600 kVA 11 kV/433 V and 1 x 2 000 kVA 11 kV/720 V Transformers Export to Ghana

Local Manufacturer of Transformers and Mini-Substations • Custom Designed Oil Filled Transformers Distribution 100 kVA to 3 150 kVA Power 3 150 kVA to 40 MVA up to 132 kV Windings: Copper or Aluminium

• Mini-Substations Enclosure Type A, B and C Up to and including 2 000 kVA 22 kV (specials up to 33 kV for the African market)

The GRID is a graphic ZEST indentity. Deriva it is based on a propo 3. The distance betwe WEG Global Manufacturing Operations height of an element. • Custom Designed Oil Filled Transformers • Power 40 MVA to 350 MVA up to 550 kV

• Transformer Repairs and Maintenance Up to 100 MVA 132 kV

100 MVA 132 kV Testing Bay

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Newly Commissioned Vacuum Drying Oven

Mini-Substations

EDITOR’S COMMENT

Good news for

PUBLISHER Elizabeth Shorten EDITOR & ASSOCIATE PUBLISHER Nicholas McDiarmid SENIOR JOURNALIST Beatrix Knopjes JOURNALISTS Liesl Frankson, Frances Ringwood HEAD OF DESIGN Beren Bauermeister CHIEF SUB-EDITOR Tristan Snijders SUB-EDITOR Morgan Carter CONTRIBUTORS D Daries, A Singh, B Hornsey, D Lawrence, D McGibbon, D Ross, E Kearsley, F Botha, J Shekhovtsova, JP Labuschagne, K Riemann, M Kovtun, M Townshend, N Morris, R Hay, S Bell, S FrémontLacante, Piet Agema CLIENT SERVICES & PRODUCTION MANAGER Antois-Leigh Botma PRODUCTION COORDINATOR Jacqueline Modise FINANCIAL MANAGER Andrew Lobban MARKETING & DIGITAL MANAGER Esther Le Roux MARKETING SPECIALIST 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 ___________________________________________________

municipal infrastructure

HILE SIGNIFICANT development at municipal level is often overlooked, municipalities represent a much closer relationship between South Africans and their government, particularly in terms of infrastructure and the economy. Some developments provide a more buoyant picture of South Africa than recent news might suggest. The City of Johannesburg is a significant case in point, when its stable BBB credit rating was affirmed by ratings agency Fitch’s upgrading of its long-term outlook from AA- to AA. This was in contrast to the national outlook, which took a serious knock. The city’s infrastructure investments were cited as one of the fundamental reasons for the upgrade, and signify a major turnaround in its financial management. Speaking to the media recently, city mayor Cllr Parks Tau noted that the metro is on track to realising its R100 billion infrastructure investment programme by 2021. IMIESA is also working with the city to report on its Engineering Excellence programme.

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

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 that helps to create the Email: admin@imesa.org.za Website: www.imesa.org.za

The GRID What is it?

c element ative of the proportions of the logo, BORDER ortion of width and height of 2-toCeleste Vosloo een the GRIDSecretary: elements 1/3 of the Tel: +27 (0)43 705is2433 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

Nicholas McDiarmid

WESTERN CAPE Secretary: Erica Albertse Tel: +27 (0)21 444 7114 Fax: +27 (0)21 444 9470 Email: Erica.albertse@capetown.gov.za

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.

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IMESA

The official magaz ine e of the Institut pal of Munici

Infrastructure News

Engine ering www.infrastructurene.ws rn Africa of Southe

INFRASTRUC

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.

Awarding municipal achievements

The City of Johannesburg and the City of Cape Town recently received awards from Salga for significant achievements – in both cases, for programmes that are truly world class. The City of Johannesburg won an award for the first-ever listed green bond in South Africa, while the City of Cape Town won its award for its successful water conservation and water demand management programme aimed at minimising water lossThe GRID is a graphic element that helps to create the A more robust municipal economy es and promoting the efficient use of water. ZEST indentity. Derivative of the proportions of the logo, In light of the national economic picture, IMIESA’s focus on achievement in municiit is based on a proportion of width and height of 2-tothe consensus is that the impact on the3. The paldistance infrastructure development continues, between the GRID elements is 1/3 of the municipal share of the national budget willheight with of aanMunicipal element. Projects section on the be negligible from a funding point of view, Western Cape’s infrastructure projects with no actual reduction in forward budgets. while the featured Panel Discussion preNot ignoring the impact on the costs of infrasents multiple views from the road constructure components and construction, the struction industry on best practice. moves by several major metros over recent The next edition of IMIESA is all about years to improve their capacity to self-fund water, in celebration and suppor t of infrastructure is also a positive contributor National Water Week, which runs from 16 to the municipal sector as a whole, and part to 22 March, and its importance has never of the reason its outlook is as robust as it is. been greater. The work of the Municipal Infrastructure Suppor t Agent, which falls under the Cooperative Governance and Traditional

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

Affairs’ municipal oversight programme, is finding active ways of building municipalities’ capacity to manage their own projects. It will soon appoint service providers of professional services to its Project Management Office for 27 priority districts. The impact of this programme should result in the increase of projects and maintenance programmes, and the attendant increase in job opportunities. This could go a long way in converting the potential of the economic contribution that infrastructure programmes hold for the national economy into quantifiable results.

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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.

Go George

Perfecting low-density public transport 78 257 19 ISSN 0

Vo l u m

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Optimising water utilities

Smart supply solutions

IN THE HOT SEAT

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IMIESA February 2016

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PRESIDENT’S COMMENT

IMESA

Duncan Daries, IMESA president

Defeating drought together The current drought being experienced in South Africa reinforces the fact that we live in a waterscarce countr y. Three quar ters of the countr y receives less than 500 mm of rainfall per annum.

HE SOUTH AFRICAN climate is completely variable as a result of its geographical location. Situated at the tip of Africa, it is influenced by both warm and cold ocean currents and its topography. The major portion of the countr y receives summer rainfall; the highest annual rainfall occurs in the east and reduces as you move across to the west. One of the manifestations of this variable climate is drought, which occurs frequently in terms of data collected since 1950. The predictability and duration of these drought cycles is, however, lacking and the WRC (Water Research Commission) has suggested that a hydrological institute needs to be established to play an important role in drought monitoring and research. The intensity of the droughts seems to be increasing and could be attributed to climate change. Droughts are natural disasters that have huge socio-economic impacts in regions that receive less than 500 mm of rainfall per annum. South Africa’s average rainfall is 450 mm per annum. It is, therefore, imperative that we use water judiciously at all times, not just during droughts.

Water resource management In many areas, water demand for the growing water population and socio-economic development is already exceeding the supply. As nonconventional and conventional resources are being explored, water conservation and water demand management needs to be actioned as a priority. The most immediate additional water available is that which is already stored, treated and put into supply systems, but which was previously wasted, lost from the system or inefficiently used. Water conservation, therefore, happens in two areas: • Supply management, which refers to the improvement in the efficiency of the water system through: active leak detection and repair; pressure management; distribution system maintenance; and meter maintenance. • Demand management, which refers to the reduction of non-essential water use by all consumers and involves, among others: education and public awareness; water regulations; consumer plumbing system maintenance; retrofitting water-saving devices; garden watering regulations. The first part of water conservation falls squarely on the shoulders of the municipal

water services departments and water services authorities. Current statistics indicate that the vacancy rates in municipal water services departments averages 13% across South Africa. However, the Free State, with a vacancy rate of 24.4% in water-related positions (the worst municipality has a 70.8% vacancy rate), is also experiencing the worst effects of the current drought. This is, therefore, a good indicator that not filling these essential positions is affecting the ability to deal effectively with leak detection and repair as well as distribution system maintenance. Of all the water supplied to municipalities, 37% is lost. A significant effort to reduce this percentage will go a long way in lessening the impact of the droughts. With respect to water demand management, we need to double our efforts in educating the population in the value of water. Tariffs need to reflect this value and encourage savings, with punitive tariffs for high non-essential users. The eradication of illegal water connections resulting in theft of water needs to be actively pursued. Customers can also reduce wastage by fixing plumbing leaks. One of the important additional aspects of water demand is the introduction of bylaws governing garden reticulation. Restricted hours and days on which watering can occur are crucial to attaining the required savings in water use. This should eventually lead to customers introducing more drought-resistant plants into their gardens. All in all, IMESA encourages an inclusive approach, where customers need to be actively engaged in managing a very essential resource on which the country depends greatly for its socio-economic well-being. For more information, please refer to the WRC’s new drought web portal at www.droughtsa.org.za. * This month’s comments are based on data found on the Water Research Commission (WRC) website as well as a speech by Minister Nomvula Mokonyane.

IMIESA February 2016

COVER STORY

Just add ERWAT

Instant water capacity IMIESA met with the executive manager of ERWAT’s Commercial Business Division, Mikgane Tsotetsi, and explored the entity's unique ability to put technical and operational skills at the disposal of the municipalities in urgent need of them.

RWAT CURRENTLY DELIVERS its highly technical and proficient wastewater treatment and bulk wastewater conveyance ser vices to some 2 000 industries, and more than 3.5 million people who have access to sanitation ser vices.

Plug-and-play partners “We established the Commercial Business Division to leverage our capacity to the benefit of other municipalities and industr y,” explains Tsotetsi. “As the department was formed, the labs and the industrial ser vices were already in place. We recognised the need for ser vices like this for the municipal market. “The model is now proven and, with so many municipalities unable to meet the critical demands facing them, ERWAT’s priority is to reach out to them in partnership.”

IMIESA February 2016

EXPERTISE AND SERVICES

• Complete wastewater management • Industrial wastewater quality management • SANAS 17025 accredited lab services • Consultation, specification, sourcing and facilitation of services at municipal and industrial level With two metropolitan municipalities and a district municipality as its sole shareholders, ERWAT is a municipal entity and, thus, is strategically positioned to put its well-managed skills and services at the disposal of South Africa’s severely stressed public water sector.

The legislation enabling the public-public partnership South Africa began the transfer of wastewater and water treatment assets from central to municipal government custodianship when the Municipal Act (No. 32 of 2000) was passed. The drought has now revealed how mismatched this constitutional requirement was to the practical requirements of the assets themselves. “The

Mikgane Tsotetsi, executive manager, ERWAT

legislation accommodates this challenge,” Tsotetsi adamantly states. “The Public Finance Management Act (PFMA) and the Municipal Finance Management Act (MFMA) are clearly intended to enable total collaboration between public entities, and encourage a distribution of skills from public entities with high concentrations of technical capacity to those with low concentrations.” Tsotetsi’s rallying cry to municipalities needing help is this: “The provisions for engaging ERWAT in public to public partnership are present and clear in the MFMA and the PFMA. There is no cause to doubt that as a public entity, we are prequalified as a service provider, and ERWAT has everything in place to fast-track audit-compliant service level agreements appropriate to the urgency of today’s conditions.”

Partnered approach to the scope ERWAT sees its role in the water sector developing through building strategic partnerships

ERWAT adheres to strict standards by the Department of Water and Sanitation when discharging final treated water back into rivers, streams and dams

COVER STORY

CLOCKWISE FROM TOP LEFT ERWAT plants are operated according to scientific methods and proven technology ERWAT treats municipal and industrial wastewater to the highest quality standards An example of an industrial effluent plant operated by ERWAT A SANAS-accredited laboratory supports ERWAT’s operations

with state-owned entities and water boards that don’t specialise in wastewater. The advantages, from a technical point of view, include a better calibration between the wastewater treatment and water treatment plants, contributing to better asset management and smoother operations. The economic benefits are particularly engaging, with the promise of reducing ERWAT’s municipal customers’ dependence on the municipal grant system.

Developing municipal/ industrial cooperation Municipalities are both the suppliers and the compliance authorities of industrial water users, and ERWAT works with both to ensure municipal capacity, and to optimise industries’ ability to match their outputs with municipal capacity. “In a nutshell, we group our ser vices into operations, technical and compliance issues in one bundle, and monitoring, maintenance and refurbishment in another bundle. We also assist municipalities to better leverage their ser vices by compiling and implementing by-laws governing industrial operations within the wastewater sector,” he says. “These typically determine the type and volumes of waste discharged by industr y. The municipal treatment plant has optimal operating volumes, processing specific types of

TECHNICAL SERVICES

• Wastewater reticulation (pump stations) • Instrumentation • Computerised maintenance information management system • Mechanical and electrical technical consulting • Predictive and preventative maintenance • Asset life-cycle analysis • Plant refurbishment and upgrading

industrial waste. We then take samples and apply a formula that accounts for the capacities of the treatment plant and set optimal thresholds.”

Water treatment reducing water demand As a direct ser vice provider to industr y, ERWAT’s Commercial Business Division focuses on the management of industrial wastewater from the source point. At some plants, it manages and operates the effluent treatment plants to ensure that the quality of wastewater complies with applicable standards before it is discharged into the sewer networks. A recent addition to the industrial impact on water demand is the use of treated mine water in operations, with some industries achieving 100% use of this recycled commodity.

CURRENT CAPACITY

• Operates 19 wastewater treatment works • Treatment services and conveyance of bulk wastewater to more than 2 000 industries and reaching over 3.5 million people • Geographic reach: national potential “Wastewater treatment can radically reduce demand on natural water resources. The relief on water transfer schemes and aquifers that ERWAT alone could achieve, by providing industry, agriculture and mining with the alternative of reused water, is inestimable. It's uptake is inevitable,” Tsotetsi concludes.

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.

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IMIESA February 2016

AFRICA ROUND-UP

INFRASTRUCTURE NEWS FROM AROUND THE CONTINENT EAST AFRICA AfDB approves $138m for Ruzizi III hydro project The African Development Bank (AfDB) has approved $138 million in loans and grants to finance the Ruzizi III hydropower plant project. A statement from the AfDB indicates that the implementation of the project will be carried out at a total cost of $625.19 million. At least $138.88 million will be borne by the AfDB's public sector window and $50.22 million by the private sector window. The Ruzizi III hydropower plant is part of the Programme for Infrastructure Development in Africa and involves Burundi, the DRC and Rwanda. The financing will enable the construction of a run-of-river dam straddling the Ruzizi River between the DRC and Rwanda, as well as a 147 MW power plant and distribution station. These new facilities will provide an independent source of green energy, helping the DRC, Rwanda and Burundi to meet their growing energy needs. The Ruzizi III hydropower plant project is the first regional power project in East Africa to be built under a public-private partnership. Under this framework, the project's implementation has been entrusted to the Great Lakes Energy Organisation, a subregional body that coordinates energy development in East Africa.

KENYA Kenya praised for timely implementation of World Bank-funded projects The World Bank has commended Kenya for effective and timely implementation of a portfolio of multibillion-shilling projects funded under its watch. In the ‘Taking Stock 2015’

IMIESA February 2016

The Mozambican state's official engineering laboratory warns that inappropriate material is being used in the construction of Julius Nyerere Avenue

report released late last year, the global lender states that the countr y has, for the first time in histor y, taken serious steps in accelerating implementation of initiatives deemed important to the economy. Reconstruction of the Jomo Kenyatta International Airport, after the 2013 fire, is among those recognised. Repairs on the Northern Corridor road between Mombasa and Nairobi, which will cut transit time by a third, has also received praise. As at June 2015, the bank had extended $4.3 billion to Kenya to fund 27 projects in various sectors. Out of these, 18 across the energy, water, transport and agriculture sectors are per forming well. The survey, however, says the

The Ruzizi III hydropower plant is part of the Programme for Infrastructure Development in Africa, and involves Burundi, the DRC and Rwanda

country still needs to work on releasing government funds on time to match up the bank's financing. These are in projects shared in a public-private partnership model.

MOZAMBIQUE Same mistakes repeated in rebuilding Maputo road The Mozambican state's official engineering laboratory (LEM) has warned the Maputo Municipal Council that, despite the change in contractor, inappropriate material is still being used in the reconstruction of Julius Nyerere Avenue, one of the city's main thoroughfares. The council initially awarded the $11 million contract to a consortium headed by Portuguese company Britalar but, before the road could be

delivered to the council, it began to disintegrate, as huge cracks and potholes opened. Samples of the materials used by Britalar were collected and sent to three laboratories, which all agreed that the road had started to crumble away because of the poor quality of the materials. A new tender was held and another Portuguese company, Construções Gabriel Couto, won the contract. According to a report, LEM took samples of the materials used by Gabriel Couto, and found that they too were inadequate and did not meet the specifications listed in the tender documents. The municipal council, however, claims it is doing everything to ensure good quality and to avoid repeating the errors of the past. The city councillor for infrastructure, Vitor Fonseca, stressed that the council is working with the contractor and the supervisor to ensure that any mistakes that might occur are corrected in good time.

NIGERIA NARTO seeks revival of infrastructure to boost transport The Nigerian Association of Road Transport Owners (NARTO) is urging the federal government to prioritise the revitalisation of collapsed roads, refineries

AFRICA ROUND-UP

and other critical infrastructure in Nigeria. The president of NARTO, Kassim Bataiya, specifically appealed to the ministers of Power, Works and Housing, Petroleum Resources, and Labour and Employment to quickly address the rots in railways, pipeline vandalism and revival of refineries, which, he said, are critical to the transport sector. Bataiya is also urging government to go into public-private partnerships in order to ensure proper funding and maintenance of the roads, saying government budgetary allocation alone has proven to be inadequate.

TANZANIA Construction of $10 billion Bagamoyo Port to continue The government says the processes for the construction of the Bagamoyo Port will not be halted and will continue. Reacting to reports about the suspension of the construction of the $10 billion port, the Ministry of Works, Transport and Communications says that the construction of the port will start in July 2016, upon conclusion of financing negotiations with key partners. According to a statement, the government is currently in discussions with China Merchant Holding International (CMHI) and Oman. The talks are expected to be concluded by March. The Bagamoyo project will occupy 800 hectares and another 1 700 hectares of portside industrial zone, which will be developed. The new port, to be the largest in Africa, will be able to handle 20 times more cargo than the Dar es Salaam Port.

UGANDA Government tasked to explain suspended road projects A coalition of civil society groups advocating reform in

creation in Zambia were being seen in construction ventures.

ZIMBABWE The Tanzanian government has denied reports that construction on the Bagamoyo Port has been suspended so that it can focus on improving the capacity, performance and efficiency of the Dar es Salaam and Mtwara ports

the transport sector have challenged government to come up with an official position on the fate of road projects recently suspended by the World Bank. "Government should issue a public statement informing citizens exactly what caused the suspension of these two projects. The contractors involved should also take responsibility and be prosecuted for their actions,” Patrick Kayemba, chairperson for the Civil Society Coalition on TransportUganda, said during a media briefing in Kampala. The World Bank has suspended funding on key roadworks in the oil region and eastern Uganda to force government to act on accusations of abuse of young girls in the area and sexual abuse of female employees levelled against Chinese Railway Seventh Group – hired to work on the 66.2 km Kamwenge-Fort Portal road project. The road works include the 100 km Kyenjojo-Kabwoya under the Albertine Region Sustainable Development Project and the 340 km TororoMbale-Soroti-Lira-Kamdini stretch under the NorthEastern Road-Corridor Asset Management Project. In a statement, Uganda National Roads Authority executive director Allen Kagina said government had put in place a contingency plan to ensure that the projects continue to be implemented and the beneficiaries do not suffer any adverse effects from this decision.

ZAMBIA Slow contractors warned Government has warned contractors engaged to build various structures in Siavonga that they risk losing contracts if they don't expedite the works. Deputy Minister of Works and Supply Mutaba Mwali, who was in Siavonga to check on the progress of various projects, said government would terminate contracts for contractors who had delayed completion of the projects in the district. The projects, which include the civic centre – low-, mediumand high-cost housing units for civil servants – were still at slab level while the police station and administration block were at window level. The development of infrastructure is meant to change the living standards of Siavonga residents and enhance tourism. The deputy minister said the dynamics of wealth and job

Government to float infrastructure bond Government will, this year, float an infrastructure development bond with a view to mobilising resources for various capital projects. The Minister of Finance and Economic Development, Patrick Chinamasa, has already sounded insurance and pension houses to prepare to subscribe to the infrastructure development bond. He said domestic resource mobilisation is not an end to financing development needs but is a must born out of necessity. “As we try to ease pressure on the budget and meet financing requirements for our infrastructure, Treasury will be issuing longer-term instruments such as bonds.” The government debt instruments will be tradable on the Zimbabwe Stock Exchange (ZSE) just like other stocks. The ZSE has said that it is readying for trade in such instruments. Overall requirements for infrastructural development for 2016 amount to $2.7 billion.

Zambia's government has warned contractors delaying on construction projects in Siavonga that it would terminate contracts if projects were not accelerated

IMIESA February 2016

HOT SEAT

WEC PROJECTS

From humble beginnings servicing the mining industry, WEC Projects has evolved into an innovative dynamo, at the forefront of sustainable municipal bulk water treatment in South Africa. Sales director Graham Hartlett takes this month’s Hot Seat to tell the story.

Natural selection When was WEC Projects established? GH WEC Projects was established in 2002, with Karl Juncker as managing director. We started with a small staff compliment and a smallish workshop. We dealt primarily with packaged and modular sewage treatment plants for mines. As a result of our experience working with mines, we learned to build robust plants. I joined WEC Projects in 2007 and, around that time, we started our foray into process water treatment and potable water treatment for mines. We were able to provide more value as a one-stop shop for mining clients.

How did WEC Projects grow from mining to include the municipal sector? We made some ver y clever, strategically impor tant decisions and acquisitions. Mining predominantly requires a design and build solution,

IMIESA February 2016

which is rewarding because ever y element of the final solution is completed in-house. From the preliminar y design to commissioning the plant, we are able to oversee it all. Normally, a packaged/modular or containerised treatment plant needs to be small enough to transport but big enough to provide for the needs of the mine, and have the capability to expand or contract alongside the mine – it needs to be flexible. The municipal environment provided us with a different and equally rewarding challenge. The bulk water treatment plant, in most instances, is designed by the client or their engineer, and we had to quickly adapt our thinking and strategic approach to gain traction in this market. We have excellent leadership at WEC; before long, we were executing projects in the municipal space, acquiring a host of new skills and continuously looking ahead for new opportunities.

ABOVE LEFT Graham Hartlett, sales director, WEC Projects ABOVE RIGHT Welgedacht WWTW

What is WEC Projects’ capacity in terms of providing O&M services for municipalities and water utilities? We have a specialist, separate Operation and Maintenance division, which has been operating for a number of years now. We are able to provide O&M ser vices for small and large treatment works on a customised scope that takes into account the needs and budgets of our various clients. We feel that, in the South African context, O&M is critical on so many levels. Clients in all sectors struggle with the correct operation of plants. To assist with this, we may specify a “phase-out” period of between 6 and 12 months, during which

HOT SEAT

ABOVE Biogas-to-CHP (combined heat and power) plant ABOVE RIGHT MBR plant

intensive training is provided for the incumbent operator and the necessary skills are transferred. While this skills transfer is important for job creation, it also ensures that the discharge requirements of the plant continue to be met. Effective plant operation ensures that the client’s investment in an important asset is protected. We also offer ad hoc repairs of all makes and sizes of treatment plants, and act as a conduit for the procurement of spare parts.

I have been to a number of biogas-to-energy sites in Europe and our installations here in Johannesburg are world class. The timing is also perfect if we consider our current energy crisis. The business case for biogas-toenergy is strong and, with WEC being able to provide a total turnkey solution, we are excited to see what the future holds. It is very important to properly purify the raw gas from the digesters before it goes to the biogas engines. Fortunately, we hold the exclusive agency for a gas scrubbing system called BioGasclean, and have included siloxane removal from the gas stream, too – another first for South Africa.

WEC Projects has expanded from purifying water to also purifying gas. Can you tell us about your biogas-toenergy project?

WEC Projects has acquired a number of firsts among its complement of services, acting as the sole agent for a number of innovate products. What are these?

We naturally progressed into biogas-to-energy as a result of the numerous projects we had completed on anaerobic sludge digesters, which spanned from complete heating and mixing solutions to total digester refurbishments. Today, WEC Projects is the only company in South Africa with an operational biogas-to-energy plant on a bulk sewage treatment works. We are immensely proud of this achievement.

In addition to the first siloxane removal system, WEC is the sole agent for AirPrex® in South Africa. This unique, patented system is the only system in the world that is able to remove struvite from the sludge stream. Uncontrolled struvite precipitation is problematic as it leads to pipe blockages, costly repairs and treatment units being offline due to breakages. Other advantages of the AirPrex® system include a considerable reduction in poly

consumption at the dewatering facility and an acceleration in the rate of sludge drying. Again, if you look at the South African context, sludge handling and disposal is currently a major challenge for bulk sewage treatment plants, and AirPrex® has an important role to play in providing a viable solution. This technology is exclusively available in South Africa from WEC Projects under license from CNP.

What other technologies do you have in the WEC basket? We are extremely excited to be the exclusive South African licensee of Nereda® technology. We are currently installing the first Nereda® plant in Gauteng. Nereda® is the innovative, sustainable and cost-effective biological wastewater treatment technology that purifies water using the unique features of aerobic granular biomass. This purifies bacteria, which creates compact granules with superb settling properties. The technology was invented by the Delft University of Technology, in the Netherlands, and developed in a unique public-private partnership between the university, the Dutch Foundation for Applied Water Research (STOWA), the Dutch water boards and Royal HaskoningDHV. After 20 years of research and development, this innovative biological solution

is now proving itself to be a leap forward in wastewater treatment technology.

How does Nereda® fit in with existing infrastructure? Nereda® is ideal retrofit technology. We are able to, in some instances, use existing, redundant infrastructure, which gives us the opportunity to provide a solution that is truly cost-effective.

What does this technology represent to WEC Projects? Nereda® is taking off globally. It represents an evolution in the treatment of sewage, and we are excited to be part of this global development. I believe it will add a lot of value to the South African wastewater treatment industry.

What does the future hold for WEC ? This is an exciting time for WEC Projects. Wayne Taljaard has been appointed managing director of WEC and, with the exceptionally talented individuals I get to work with ever y day, we will continue to go from strength to strength.

www.wecprojects.co.za

IMIESA February 2016

UTILITY INFRASTRUCTURE

Smart supply solutions

for utilities

With drought, heatwaves and dropping water levels, efficient water management and a reduction of non-revenue water has never been more critical to South African water utilities. BEATRIX KNOPJES looks at some technologies and ser vices that assist in meeting this critical goal.

ERSISTING DROUGHT conditions and relentless heatwaves have put pressure on our limited water resources. Each component in the water distribution system plays a vital role in the ability of water utilities to deliver quality potable water to consumers. The technologies and services that make up the water utility supply chain each contribute to building more efficient, robust and resilient utilities.

IMIESA February 2016

Formwork Formwork plays an important role in constructing water tight reser voirs. Riaan Brits, technical director, Peri Formwork and Scaffolding, explains, “The formwork used in the construction of a concrete reser voir will impact the finished sur face. While steel is commonly used for formwork, plywood creates a smoother finish that enhances water quality by retarding algae growth.”

Waterproofing a concrete reser voir is traditionally unreliable. While dr ying, cracks form in the concrete, which run through the thickness of the wall along the tie points. “By using fewer ties or construction joints, the likelihood of developing leaks is significantly reduced,” says Brits. “Construction sequences often make it necessar y to strike just one day after concreting. In the process, the tie rod nut is released by means of several hammer blows. Tie rods and mounting parts can, therefore, be shaken through the vibrations. Furthermore, the tension force of the tie rod acts in one direction after the release of one formwork half.” He explains that this results in the formation of hairline cracks around the mounting

The formwork used in the construction of a concrete reservoir will impact the finished surface

UTILITY INFRASTRUCTURE Supporting structures are used to shape and support the concrete until it attains sufficient strength to carry its own weight

“Ver y critical is the per version of thermal cracking on concrete for water-retaining structures. When the concrete is better isolated during the placing process, the possibility of thermal cracking is reduced. This can be achieved, especially for thicker walls of greater than 300 mm, through using resin-faced plywood.”

Building and maintaining reservoirs

parts. “One ver y common error is working with spacer tubes on the two tie rods on either side of the mounting part. These permeable tubes allow the water to penetrate right into the middle of the wall, making the expensive water-stop centrepiece ineffective. The biggest disadvantage is that the tubes can split. One hammer blow too many or slight overtightening of the nuts leads to cracking or splitting of the tubes.”

Specialists in the manufacturing of domestic and industrial water storage

High water demand causes reser voirs to operate at dangerously low levels, which leads to dried out concrete and cracking. “Reser voirs are specifically designed to hold water, not to stand dr y,” emphasises Anton Liebenberg, operational director, Aquadam. Compounding this problem is a lack of maintenance on ageing existing infrastructure. “The delay in construction of new infrastructure contributes to the problem,” adds Liebenberg. Fluctuations in the site conditions during this long construction period can hamper the quality of the concrete. “It is critical to maintain the quality of concrete through meticulous quality control during this construction process.” In precasting, the concrete quality is also closely monitored and easily checked. If there is a problem, the panels in question are discarded without influencing the rest of the structure, explains Liebenberg. “Quality control is made easy, as there are a lot of panels cast in exactly the same way.” Liebenberg stresses that it is important for infrastructure to be monitored and for leaks to be addressed as soon as they appear. “Planning ahead is essential. Many structures are old and require upgrading. Also, more reser voirs need to be built. It is better to build two smaller reser voirs instead of one big one. This way, they can be isolated, cleaned, checked and maintained more frequently, without totally disrupting the water supply.”

Bulk water mixing systems

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

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Maintaining the water quality in reser voirs is one of the most important issues facing water utilities today. Low turnover, poor mixing and short-circuiting within distribution storage tanks can result in water-quality problems such as: • loss of disinfectant residual • bacterial regrowth • disinfection by-product formation • nitrification in chlorinated systems • algae and biofilm growth • taste and odour complaints. To prevent water stratification within a reser voir, Shaun Hoare, sales manager, SureSeal SA, recommends utilising a Tideflex Mixing System (TMS). “Dropping water levels in reser voirs mean that the poor-quality water that has risen to the top gets pumped into the reticulation system, affecting water quality. By mixing the water during the fill cycle, the water quality remains consistent throughout.” Bulk water mixer systems can be retrofitted into a reser voir. “We have successfully installed the TMS in a reser voir in

IMIESA February 2016

UTILITY INFRASTRUCTURE

TOP Promontory water tank ABOVE A horizontal split-case pump

Roodepoort. The advantage of this mixing system is that it is passive and requires no additional energy to operate, and the design is adaptable to any size tank or reservoir. “A reservoir mixing system prevents shortcircuiting, stagnation and ‘dead zones’ in the reservoir,” explains Hoare.

Optimising pump efficiency Maintaining pressure in pipes reduces the risk of pipe bursting, a major cause of non-revenue water. Horizontal split-case pumps use less power and, as such, are hydraulically efficient. Thomas Plasket,

product manager, Wilo South Africa, explains, “Horizontal split-case pumps maintain pressure by using an impeller to force water to the side of the pipe and create negative pressure. Optimal performance is achieved with a variable-frequency drive.” Horizontal split-case pumps are particularly effective in municipal applications for pressure-boosting tasks and transporting potable water. An effective alternative is a vertical turbine pump. This is a columntype pump with extremely high efficiencies. “It has a smaller footprint, fitting vertically into the water, which makes it ideal for smaller spaces,” says

Plasket. “Furthermore, it is one of the most important jobs of technological progress to use and produce energy more efficiently. The maximum hydraulic efficiency lowers energy costs.” By using advanced materials and technologies, an extraordinary hydraulic efficiency of around 90% is reached with the pumps, which reduces energy costs considerably.

Conclusion It is vital, now more than ever, that utilities manage precious water resources prudently and the best way to do this is to optimise each component of the water distribution system. This is done by utilising the innovative technologies available, coupled with the foresight and ingenuity of the water utilities, water boards and municipalities entrusted with the custodianship of our most precious resource.

Maintaining water quality in reservoirs is one of the most important issues facing water utilities today

IMIESA February 2016

MUNICIPAL PROJECTS | WESTERN CAPE

Curing Cape Town's

pipelines

In 2013, the City of Cape Town enlisted one of South Africa's leading consulting engineering firms to assist with the implementation of various water and sewer pipe replacement projects in the Cape Flats, southern suburbs and peninsula areas.

NUMBER OF projects, scheduled to replace ageing infrastructure prone to bursts, were completed in 2014 and 2015 and additional projects are now in the planning and construction stages. Various pipe replacement methods are being used, including pipe-cracking, open-trench pipe replacements and cured-in-place pipe (CIPP) technology, depending on site conditions. The number and frequency of pipe bursts in areas are tracked in order to identify and prioritise pipe replacement projects. Scheduled pipe replacement is essential to reduce service delivery disruptions and expensive emergency repairs.

Pipe-cracking Eight pipe-cracking projects to replace old asbestos cement water pipes with high-density polyethylene (HDPE) pipes were completed in Fish Hoek, Ottery, Bergvliet, Heathfield and

IMIESA February 2016

ABOVE LEFT Open-trench pipe replacement: 110 mm ND uPVC water main installation in Louw Road, Hout Bay ABOVE Trenchless sewer rehabilitation (CIPP): 150 mm ND pipe replacement in 2nd Avenue, Fish Hoek LEFT Trenchless sewer rehabilitation (CIPP): 150 mm ND pipe replacement along Victoria Road, Hout Bay

Hout Bay during 2014 and 2015. The total length of pipe replaced was about 13.5 km, at an overall approximate cost of R13 million. Pipe diameters ranged from 110 mm to 160 mm nominal diameter. A new sewer pipe-cracking project will commence in Murdock Valley, Simon’s Town, in Februar y 2016, under UWP’s super vision. Pipe-cracking, also known as pipebursting, is the trenchless replacement of buried pipelines. “Excavations are only required

MUNICIPAL PROJECTS | WESTERN CAPE

ABOVE Trenchless sewer rehabilitation (CIPP): high-pressure jet cleaning in Main Road, Fish Hoek

at launch pits, retrieval pits and reconnection pits, and not along the entire pipe length,â€? explains Ehrane Holderness, associate, UWP. This significantly reduces inconvenience to neighbouring properties, in terms of access, and minimises the cost of various construction activities such as overhaul, excavation and reinstatement. Depending on the type of reinstatement required, pipe-cracking can cost as little as half the price of open-trench pipe replacement per linear meter. Pipe-cracking can also be used to up-size pipes when increased capacity is required. It is also used for sewer pipe replacement where cured-in-place pipe lining is not possible due to the condition of the existing pipe.

CIPP lining For CIPP lining, a resin-saturated felt tube is inserted into the existing sewer pipe with water or air pressure and then cured in place. Curing can be by means of steam, water or ultraviolet light. Access for CIPP lining is via manholes and excavation is not required. The flow in the existing pipe must be bypassed by means of over-pumping during CIPP installation. Prior to CIPP lining, a CCTV assessment is carried out to establish the condition of the host pipe, followed by a cleaning operation, which is conducted with high-velocity jet equipment. The CIPP is joint-free, minimising the chance of infiltration, leaks and root ingress.

Connections are restored after curing by means of robotic cutters. During 2015 and 2016 CIPP technology was, and continues to be, utilised for sewer replacement projects in Fish Hoek as well as Llandudno and Hout Bay, the latter two in a single project due for completion in February 2016. Lined diameters vary from 100 mm to 225 mm. The CIPP lining in Fish Hoek required access to the centre of Fish Hoekâ€™s Main Road, where the manholes are located, for access to the pipes. A pipe collapse in the centre of the road necessitated a shored excavation, 8 m long, 3 m wide and 2.5 m deep, along the road median. Traffic accommodation was challenging due to the high traffic volumes on the narrow roadway and site staff paid specific attention to ensuring adherence to the necessary standards. The replacement of sewer pipes in Llandudno became critical, as potential sewer spills due to ageing infrastructure and blockages in the pipes could cause contamination in this environmentally sensitive area. The total of CIPP lining to date in these contracts is 4.5 km, at an approximate cost of R6 million. UWP has recently been appointed for additional CIPP projects in Grassy Park, Lotus River and Constantia. These projects are in the planning phase and contractors are still to be appointed.

replacement of ageing asbestos cement and cast iron pipes that were causing flooding in low-lying properties, due to frequent pipe bursts. Strict compliance with the Asbestos Regulations is enforced when working with asbestos cement pipes. In 2015 some 4.5 km of new uPVC pipe, with diameters of 110 mm and 160 mm, was installed at a cost of R6 million. A new open-trench project is currently under way to replace a water pipe on Kommetjie Road near Fish Hoek. Open-trench pipe replacement is commonly used in areas where limited reinstatement will be required, such as unpaved and unsur faced areas, and where low traffic volumes are experienced. Where other ser vices are in ver y close proximity to the existing water pipe, pipe-cracking can cause damage to these ser vices and open-trench replacement is thus required. Six different contractors have been appointed for the various projects since commencement of this programme for the replacement of water and sewer reticulation pipes in 2013. Replacement and lining of a total 23 km of pipes have been completed at a cost of about R25 million.

Pipe-cracking is the trenchless replacement of buried pipelines

Open-trench pipe replacement Five open-trench pipe replacement projects in Lotus River and Hout Bay involved the

www.uwp.co.za

IMIESA February 2016

MUNICIPAL PROJECTS | WESTERN CAPE

Opportunities to change The Western Cape Water Supply System Reconciliation Strategy was completed in 2007. The latest complete update of the scenario planning was done in October 2014, with further data and preliminary analysis carried out in April 2015. The current situation is discussed below. BY R HAY, D MCGIBBON, F BOTHA & K RIEMANN*

HE STRATEGY OBJECTIVES are to reconcile future water requirements with supply for a 25-year planning horizon, and to provide a framework for decision-making with regard to both securing supply and managing demand. The strategy is updated regularly to keep within this time horizon, adapting to the changing situation and incorporating new information as this becomes available. For this, a Strategy Steering Committee has been established. The study began by meeting with all the relevant departments within the City of Cape Town to find out how they could potentially utilise the Cape Flats Aquifer. During the meetings, hydrochemical data, maps and relevant strategies, policy documents and mandates were gathered. This data forms the basis of a recommended strategy, developed using the DPSIR (Drivers, Pressures, States, Impacts and Responses)Â framework. Owing to the dense human settlements, and industrial and agricultural

IMIESA February 2016

activities in the area, primar y aquifer groundwater is particularly sensitive to their associated contaminants. As with land use and water quality in the aquifer, there is an intimate relationship between the aquifer, open water bodies, shoreline and nearshore environmental issues. For example, discharge from the aquifer and from the rivers results in periodic phytoplankton blooms along the False Bay coastline that, over time, have been observed to be worsening (see Figure 1). These impacts on the marine and beach ecosystems, as well as the recreational risks, must be considered in development and management of the Cape FlatsÂ Aquifer.

Regional geology and hydrogeology Groundwater generally flows in a semi-radial fashion from the higher lying basement in the north-east near Durbanville, towards Table Bay to the north-west and the False Bay coast to the south. The hydrogeology of the Cape Flats Aquifer is considered to be dominated by

preferred flow paths arising from palaeochannels of the present day Kuils (Kuils River Palaeochannel), Lotus and Elsieskraal rivers (Elsieskraal Palaeochannel). At the broadest scale, the aquifer is predominantly unconfined (with groundwater within a few metres below the surface), and rivers and wetlands are likely to be hydraulically connected to the relatively shallow groundwater. Where the aquifer is semi-confined (e.g. within the deep gravels in the palaeochannels), or at small local scale where the aquifer is semi-confined by laterally discontinuous calcrete or clay lenses, rivers and wetlands are only likely to be in hydraulic connection with the shallow groundwater in the uppermost unconfined sand unit.

Problem statement A characteristic of the CFA is that it recharges quickly and has an estimated residence time of approximately 20 years. The nature of urban expansion has increased the threat of anthropogenic contamination to the sustainability of the Cape Flats Aquifer for potable use and, over the past decade, it has deteriorated so much that it is non-potable in certain areas. The Cape Flats area is characterised by dense human settlements along with industrial and agricultural activities. Direct and indirect recharge to the aquifer from these areas poses a threat since a primary aquifer is particularly sensitive to contaminants. Potential contamination sources within the Cape Flats area are waste sites, wastewater

MUNICIPAL PROJECTS | WESTERN CAPE

RIGHT The aquifer discharges into False Bay OPPOSITE PAGE Elsieskraal Palaeochannel

treatment works, industrial areas, cemeteries, informal settlements, inadequate infrastructure and agricultural areas. Overall, the Cape Flats Aquifer has a high to very high aquifer-contamination hazard, especially with regard to salinity, agrochemicals and heavy metals. This impacts False Bay, into which the aquifer discharges. In this sense, the Cape Flats area and aquifer are the headwaters of False Bay.

Brief and expected outcome The brief from the DWS was to develop an urban aquifer management approach for the City of Cape Town (CoCT) by designing a strategy to: 1) Remediate the current state of the CFA; 2) Restore ecosystem functionality; 3) Maintain and expand small-scale community supply; and 4) Utilise the CFA for bulk supply.

Methodology Data was collected during the interviews and meetings with the relevant departments and people in the CoCT. The DPSIR Framework was used to develop a strategy for the sustainable, coordinated, cooperative aquifer management of the CFA for the CoCT. First, a concept map was developed using the DPSIR Framework for each department in the CoCT. This was done to ensure that all possible outcomes were analysed and none overlooked. These conceptual maps were then grouped together for departments that have similar impacts or uses of the CFA. These groupings are as follows: sanitation (solid waste, wastewater, stormwater), large-scale supply (bulk supply, WCDM, spatial planning), small-scale

uses (city parks, communities, private analysed individually. Rainfall, evaporation, uses, agriculture and industry) and environuse, storage, etc. are simulated per hour mental resources (biodiversity and coastal and recorded per month. Using Excel, it can management). On the basis of the identified drivers and pressures to the CFA, an approach could be formulated to respond to the negative impacts on the CFA. FIGURE 1 The basis of the DPSIR framework used to develop Different scenarios the strategy. The DPSIR framework is used by the European EnvironmentalÂ Agency and sequencing of actions will be considered using discrete event simulation easily be viewed once the model run is commodels (Arena and DES software). The pleted. The front end depicts a geographimodel consists of flows, storages, uses and cally linked flow diagram using the Google losses, with hourly calculation and monthly image as a background, which enables the outputs recorded to Excel. Flows and storusers to relate easily to the model and ages are uniquely numbered and can be give inputs. The flows are all numbered, with losses in red and inter ventions in yellow. A numerical groundwater flow model provides input to the Arena model. Current research being undertaken by the Water Research Commission (WRC) will allow improved local-scale data on stormwater run-off and recharge to the aquifer.

Solutions

FIGURE 2 Conceptual image of how artificial recharge and abstraction could be used in an urban area. This would enhance the water quality and contribute to the bulk supply of the City of Cape Town

The outcome from the DPSIR study was that there are multiple solutions that have different time lines (immediate, short term, and medium to long term). This, however, does not mean that the solutions are

IMIESA February 2016

MUNICIPAL PROJECTS | WESTERN CAPE

TABLE 1 Mass balance of water through the CFA

Input (Mm3/a) WWTW (CoCT, 2012) Run-off (stormwater and natural) (2012 rainfall of 782 mm and run-off coefficient of 0.1936) Recharge (DWAF, 2008)

177.3 150.2

Output (Mm3/a) Groundwater abstraction (DWAF, 2008) Flow into False Bay Recharge (DWAF, 2008)

9.1

0.29/0.1

11.3

responders to fires and possible local-scale sanitation by optimisation of dual reticulation and supply at proposed large-scale propertyÂ developments. While small-scale users can benefit from utilising the CFA for non-potable water, the most important solution is to improve the state of the current CFA, which is becoming more contaminated as time goes on. Bioremediation is a potential method to remediate the CFA by using natural or man-made wetlands and vleis to cleanse theÂ water.

Medium to long term

independent of each other; they can, in fact, all run in simultaneously.

Immediate The immediate solution is to systematically reduce and limit contamination to the CFA.

View across the Klein Zeekoevlei, the area beyond the dam

IMIESA February 2016

This is critical to any of the other solutions in that they rely on the water being of a sufficient standard to be utilised. The approach would be to confirm and stop all point and non-point sources of contamination such as stormwater, leaking canals, informal settlements and leaking sewage.

Medium- to long-term solutions involve the continued aquifer and wetland restoration with large-scale supply. Large-scale bulk supply can be done by combining artificial recharge and abstraction. Many towns, worldwide, use this technique to supply their water, such as Berlin (Germany) and Orange County (California). It involves artificial recharging/injecting water (the most commonly treated effluent) into the aquifer through infiltration basins/ponds or injection wells and then abstracting the water at another location, hence using the aquifer as a subsurface storage facility. An additional benefit of artificial recharge and abstraction is the remediation of the aquifer. By recharging the aquifer with good-quality water, it is circulated and ultimately dilutes and cleans the initially contaminated water.

Short term

Conclusions

This will involve supplying non-potable groundwater to small-scale users for irrigation, such as schools, sports fields, parks and community gardens. Schools and community gardens in the Mitchells Plain and Khayelitsha areas have great potential for non-potable groundwater, which will also benefit in uplifting the community. Other examples to be explored are to reopen considerations of using boreholes in cemeteries for aesthetic improvement and high-water-table management, liaison with disaster management for local-scale community-first

There are multiple solutions to the current state of the CFA, but these all rely on the immediate reduction of the point and non-point sources of contamination. The short-term solutions can immediately benefit the poorer communities and help with upliftment by creating better sports fields, more attractive parks, food sources and job creation through the community gardens. Bioremediation will enable greater use of the CFA and lower potential health risks that currently exist. Bioremediation, in association with urban development, will create natural areas of wetlands and vleis that will have a biodiversity benefit to the ever-shrinking natural environment. The medium- to long-term solution will not only help with bulk supply and the remediation of the aquifer, but it will also help with the disposal of treated effluent, which is already a problem in Cape Town. * R Hay, D McGibbon, F Botha and K Riemann are employees of Umvoto Africa in Cape Town.

MUNICIPAL PROJECTS | WESTERN CAPE

Go, George!

Now this is public transport Go George, George Municipality’s integrated public transport network (IPTN), is the first of its kind outside of the major metros and cities in South Africa. BEATRIX KNOPJES looks at the salient features of the project, particularly the universal accessibility of the buses themselves.

O GEORGE IS A scheduled public transport service, serviced by a remarkable mixed fleet of buses that are reliable, scheduled, accessible, safe, and affordable. The project is the result of a partnership between George Municipality, the Western Cape provincial government, the national Department of Transport (DoT) and local minibus/taxi and bus operators from the George area. According to James Robb, manager of George Integrated Public Transport Network (GIPTN) for the Western Cape DoT, “Initial planning was for the public transport service in George to be rolled out by the end of 2015. Due to several factors, this was not possible and phases Four, Five and Six still need to be rolled out. However, the first three phases of Go George have been operating successfully for almost a year.” “All phases start out with trial routes and schedules during roll-out, which are being amended and improved according to passengers’ usage patterns and needs as analysed after activation. This leads to a changing

scenario, which is crucial to the success of the bus system, since passenger usage is constantly influenced by new developments in town. There will be a point, though, when the system will stabilise and only essential changes will be considered,” explains Robb. Go George has received an overwhelmingly positive response from the community, owing, in part, to the universally accessible standards of the mixed fleet. During August 2015, the accessible minibuses, which had been specially designed and built for Go George, were introduced. “These minibuses are unique in their accessibility features – accommodating people with different categories of special needs – and were the first accessible public transport minibuses in South Africa. Accessibility is a core element in the design of the Go George public transport system” says Robb.

deputy director of Civil Engineering Ser vices at George Municipality, the successful grant application was mainly due to George’s progress to date and the relationship between the municipality and Department of Transpor t and Public Works (DTPW). “Central to acquiring DoT funding was that George approach national government, having already made extensive strides in the development of its IPTN. Key to this was the unique par tnership between George Municipality (GM) and the Western Cape provincial government’s DTPW,” she says. Without grant funding and support from provincial government, and without national grant funding, George would not have had the resources to implement the project. The project is now a collaborative effort between all three spheres of government – local, provincial and national. George Municipality aims to achieve full universal accessibility in the long term, but the municipal area includes a wide range of conditions, ranging from highly urbanised through to deep rural. “The accessible minibuses enable the GIPTN to operate in a number of places where large buses cannot go due to infrastructure and/or geographical constraints, or in areas of low demand that still necessitate ser vices while ensuring that the goal of universal access

Funding George is the first municipality in South Africa to receive national DoT grant funding. According to Lindsay Mooiman,

ABOVE Go George has been successfully adopted by the community

IMIESA February 2016

MUNICIPAL PROJECTS | WESTERN CAPE

is achieved, as promoted by the DoT,” says Mooiman. She continues, “The key elements to a successful project are that the public transport service must be accessible, scheduled, affordable, safe and reliable in order to significantly improve access to economic, social, educational, recreational and other facilities to meet the needs of all. It also needs to be adaptable to changing needs and urban development.”

KEY CONSIDERATIONS FOR UNIVERSALLY ACCESSIBLE BUSES •D oor and entry widths to allow for wheelchair access • Installation of a deployable ramp or lift to allow for wheelchair access • Boarding ramp gradient compliant to best practice • Priority seating • Wheelchair bay – rear facing • Manoeuvring space for wheelchair • Seat belt restraint system • Grab rails • Stop buttons • Required signage • Flip-down seats for additional seating • Contrasting floor colours

IMIESA February 2016

Creating a mixed fleet George’s IPTN is unique in that it incorporates a mixed fleet of mini/midi/standard buses. “The mixed rural-urban environment has a wide range of operating conditions and demand levels. From the infrastructural perspective, smaller vehicles are often necessary to access certain areas in order to provide a service” says Mooiman. “The universally accessible (UA) minibus was a huge challenge. However, it was one that required a solution and the GIPTN project has given rise to not one, but two accessible (almost UA) minibuses. One is in operation as part of the fleet and the other, a low-entr y model, only in demonstration format at present. The challenge lays in acquiring an appropriate minibus vehicle, as they are not currently commercially available in South Africa.” Safiyyah Aboo, civil engineer at Aurecon, explains, “One of the fundamental underlying elements of a quality IPTN is the establishment of a minimum policy level of service specification that is appropriate to the environment, and that will be sustained. These policies include both spatial and temporal coverage, as well as fare levels and overall cost, and may be thought of as a social contract between government and the community.” The Go George system uses a mixed fleet of buses to cater for the varying demand levels at different times of the day. Aboo adds, “The mix of urban and rural environments and mixed topography plays a significant role in ensuring overall system cost is reduced. This, in turn, reduces the subsidy required from government for the operation of the service.”

GO GEORGE FAST FACTS

• Sells about 11 000 tickets per day • Current estimate of total cost of compensation to the local minibus taxi industry and bus companies by government, based on affected operating license numbers and operator selections: R135 million • The project has been rolled out in geographical phases: Phase 1: Rosemoor, Loerie Park and Denneoord – December 2014 Phase 2: Blanco, Heatherlands, Heather Park and city loop – February 2015 Phase 3: Pacaltsdorp – May 2015

Universal access According to Aboo, the national DoT requires all public transport networks, regardless of mode, to provide an inclusive service that accommodates passengers with special categories of need. “The approach required is one of universal design, which South Africa committed itself to by signing the United Nations Convention on the Rights of People with Disabilities in 2007.”

Vehicle availability and selection In order to maximise the accessibility of the Go George buses, and cater for the varying requirements of low-density areas and rural areas serviced by the network, a mixed fleet of mini, midi and standard buses was needed. Says Aboo, “The tender, issued by the George Municipality, requested low-entry, UA vehicles for all vehicle classes. However, high-floor alternatives were permitted for consideration where the desired designed option was not available.” The tender was awarded to MercedesBenz South Africa (MBSA) and, since no minibuses that met the tender requirements were commercially available in South Africa, it was tasked with modifying buses to suit these needs. Aboo explains, “The tender offer did not provide any low-entry minibus for consideration and, so, further investigation was conducted to source a suitable vehicle that was both affordable and met the requirements for universal accessibility.”

MUNICIPAL PROJECTS | WESTERN CAPE

BELOW All operations can be done from the driver’s position, eliminating the need for the driver to leave his seat

Development of UA minibus TFM Conversions was contracted by MBSA to convert the buses to meet the requirements for universal accessibility as set out by the DoT. Hayden McLaren, director at TFM Conversions, explains, “The brief was simple, in theory. Create a bus that will accommodate all members of society.” TFM Conversions was approached by MBSA to convert its popular Sprinter panel van into a UA bus for the Go George project. Says McLaren, “With bus conversions being our primary business, we jumped at the opportunity to get on board with this exciting venture. And so began one of the most interesting developments we have been involved in. The scope of the project grew quickly as the ideas of what would be suitable, comfortable, practical and within budget were thrashed out in meetings in East London, George and Johannesburg.” It soon became evident that the standard 23-seater bus was not going to meet

the requirements. After many hours of development and consultation with the client and various suppliers, a new type of bus was born. “The end result was a very practical vehicle that can be called a truly UA minibus. Able to accommodate 15 seated passengers or 13 walk-on passengers and one wheel chair passenger in relative comfort, all of the criteria were met by TFM and TFM CONVERSIONS MBSA in order to deliver a TFM Conversions is based in East London and has a country first for this size proud history of building buses and ambulances for the bus in an IPTN-type applicaSouthern African region. tion,” he says. The combination of TFM’s in-house engineering, design Added to the passenger and project management capabilities together with requirements, all operaa close working relationship with professional design houses, allows it to take on development contracts tions from door opening and and execute them from development and prototyping closing to the deployment of through industrialisation to series production. the wheelchair ramp can be done from the driver’s position, thus eliminating the need for the driver improving the turnaround time at each stop. to leave his seat. “Bus stops were purposely built to ensure Using front door access to load and offthat passengers are able to easily step into load passengers was a positive step to or out of the buses. Push-to-stop buttons were fitted throughout the buses as well as a large-format digital display indicating the next stop on the route. On the front of each bus, a large display was fitted detailing the route information to waiting passengers,” says McLaren. The Mercedes-Benz Sprinter bus complies with all of the SABS safety requirements without the need for adding additional structural support, making it one of the safest buses of its type on the road. Further emphasis was placed on passenger safety by using ISRI seats and European-specification imported hydraulic wheelchair ramps. These ramps incorporated all the latest safety standards. TFM also arranged for the drivers to receive suitable training on the use of the ramps as well as dealing with and assisting passengers with disabilities. It was extremely important to the client that the passengers using the service were safe, comfortable and in good hands. “TFM Conversions was a proud partner in this project,” concludes McLaren.

www.tfm.co.za +27 (0)11 316 4161

IMIESA February 2016

INDUSTRY INSIGHT

Universal appeal Shane Henry, head of Mercedes-Benz Bus & Coach South Africa (MBSA), speaks to IMIESA about MBSA’s ability to adapt to unique situations and requirements in the local public transport sector, as illustrated by the company’s constructive approach to providing universally accessible buses for the Go George IRPTN.

How does MBSA meet the complex operational and manufacturing requirements needed to cater for the broad variety of markets it serves? SH Success initially lies with good planning but execution is fully dependant on an exceptional team, which is what we have here at MBSA. It may appear to be smooth sailing but, as in any business, there are numerous challenges. This is when experience and team suppor t can Shane Henry, head, Mercedes-Benz Bus & Coach South Africa

IMIESA February 2016

create a positive outcome from a difficult situation.

How has MBSA approached the challenges in the South African market, which is itself characterised by unique social and geographic features? There’s nowhere else that I’d rather live and do business. Despite the challenges we face in South Africa, it remains extremely exciting and rewarding – but more so for the bus business. We don’t follow the norm;

when other markets are down, bus volumes are up, so you will not find any predictable trends for buses.

What distinguishes MBSA buses in the South African public transport sector? Besides great products and services, I believe we are good listeners. In this ever-changing environment, we will never pretend to know it all. We listen to our customers, partners and stakeholders, exploring even the most radical ideas and concepts.

INDUSTRY INSIGHT

MBSA has been very successful in its ability to meet the public sector’s constitutional obligation to universal access. What has been essential when considering the variety of different communities in South Africa? The first step is to buy into the requirements. We spent a lot of time in understanding the need for the requirements in South Africa; we wanted to be a partner in the drive for universal access and not just tick a box. As you know, we have successfully achieved this, together with our body-builder partners.

MBSA prioritises the ongoing development of its bus and coach technologies, especially with regard to making the buses peoplecentric. How do you ensure that the buses are comfortable, safe and economical? It comes down to experience. We have been successfully building buses for 120 years and, with every new year, we continually learn how to do it better. We have several experts at our disposal, including locals, Brazilians and Germans. With all this experience on tap, we are able to produce a South African bus with Brazilian flair and German engineering – products that our customers are most fond of.

Low-entry buses have been widely available internationally for a while, but not in South Africa. How were available buses adapted to meet the tendered requirements for the

Go George IRPTN, in a timeous and affordable way? Even though they were not readily available, as MBSA, we were in the fortunate position after gathering good local experience in delivering the 125 low-entry Gautrain buses, which took place back in 2009/10. Although there were new requirements, we were mostly prepared and could provide the customer exactly what they needed in a very short space of time.

What are the considerations that need to be taken into account for providing universally accessible public transport in lowdensity urban and rural areas, as opposed to high-density urban areas? Most importantly, service disruption should be kept to a minimum. The idea of an IRPTN (integrated rapid public transport network) is speed. Boarding and alighting times should be minimal. Universally accessible buses always existed, but the previous concept was a lift in the same door, resulting in much slower boarding and alighting times. The new, widely accepted system works with a boarding ramp, together with the kerb, thereby reducing waiting time. Of course, the city has to cater for kerbs of the correct height.

What driver training services does MBSA provide? We have our Daimler in-house FleetBoard Driver Training, which enables us to customise training requirements according to customer requirements. We offer

assistance from basic licence acquisition to advanced driver training. It does not quite end there, as we fully understand the importance of highly skilled and healthy drivers. There is also an emphasis on a wellness programme, which focuses on issues such as HIV and other conditions.

In what ways does MBSA assist municipalities with fleet management? MBSA, through our dealer network, is in a strong position to offer maintenance plans and maintenance management. We can do this either at the customer’s depot or at any one of our Mercedes-Benz Commercial Vehicle dealers. Generally, the customer will make the decision on where to maintain their fleet.

What has guided MBSA in aligning its core

business with the socioeconomic realities of South Africa today? MBSA is a responsible corporate citizen and this has guided us in realising that we are not just about our products. This means we reach out to those in need, through our Corporate Social Responsibility division. As part of Daimler Trucks & Buses, we are involved with a community programme in the south of Johannesburg, providing muchneeded assistance to crèches in the area. We also have “Ubuntu Friday”, once a quarter, which is a day dedicated to making a meaningful impact on society. We realise that we also need to give generously of our time.

www.mercedes-benz.co.za

IMIESA February 2016

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Best in SA roads Panel Discussion

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BEST IN SA ROADS | INTRODUCTION

Roads to prosperity According to the World Bank, “There is a very strong positive correlation between a country's economic development and the quality of its road network.” In the current uncertain global and local economic climates, it has never been more pertinent to invest in our country’s road network.

OAD BUILDING IS a complex business of many elements. In this special divisional feature, IMIESA brings you the best in South Africa’s roads, from planning and design to project management and construction. Optimising the complete life cycle of roads and highways is multidisciplinary and requires specialist technical services, such as geotechnics, environmental consulting and transport planning. Roads and highways are built to exacting standards to ensure that they are capable of carrying heavy, modern traffic loads. They also need to be built in consideration of user comfort and safety, while preserving the environment around them.

Materials The correct production, transpor tation and storage of bitumen and asphalt is a complex business and involves different formulations for different applications, allowing for a variation in storage temperatures for different environments and road-making techniques. The addition of aggregates in both bitumen and cement roads is also highly specialised, and calls for accurate selection, sizing and blending according to the specification of the road in question and the life-cycle design. Aggregates make up 95% of the volume of asphalt mixture, but are also used as road bases, coverings and for stabilisation.

Advanced Polymers P37

Concrete Manufacturers Association P39

Osborn P41

Tosas P43

IMIESA February 2016

BEST IN SA ROADS | COVER STORY

Cold Asphalt –

Yes, you can

Mention the words cold and asphalt in the same breath and there is a good chance that you will need to apply CPR to any engineer within earshot. But, using Cold Asphalt need not be a ‘chilling’ experience.

ABOVE Manual pothole patching

IMIESA February 2016

NCE REVIVED, HOWEVER, they will be pleased to note that there is a cold asphalt available on the market that emulates its hot cousin in ever y respect and more, and which lasts in the ground – as proof, repairs of over 10 years can be seen in ever y province. It is unfortunate that, while hot asphalt is available to a specification, from large manufacturers, cold asphalt from a variety of sources, big and small, could mean anything that looks similar to bitumen with a few stones mixed in, put in a bag and marketed as asphalt. No wonder it sends shivers down the spine. Repair Cold Asphalt (previously Tarfix) has been used in South Africa for the past 17 years and for those familiar with our material, it is both the first material of choice and their supplier of choice, due to the constant support and training we provide

to our contractors, as well as capacity building within municipalities. Our material is produced with graded and dried aggregates, combined with a heavily fortified bitumen binder, and falls within the Fuller's Curve envelope for a finegrade hot asphalt. Our product is also sold under the Builders Pride brand, which we pack and distribute to all Builders Warehouse stores nationally. Several municipalities, par ticularly in the Eastern Cape (Buffalo City, etc.) use Builders Pride material.

road base failure with road base material and surface with a graded asphalt, hot or cold. The surface of any road is only as good as its base layers allow, and we heavily promote to our customers the importance of correctly reinstating the road base before surfacing. For this purpose, we suggest using an ETB (emulsiontreated base), which comprises a G1 together with a percentage of cement and a 60/40 bitumen emulsion. Using a bagged base material and a bagged sur facing material allows for a small contractor or municipal roads team to be very effective in carr ying out lasting repairs – good for five to seven years and not five minutes to seven days. Repair is extremely versatile, is normally used without a tack coat (self-priming) and can be laid in very thin sections on existing asphalt or concrete. Overlays as thin as 10 mm have been carried out on both surfaces successfully. This opens opportunities for resurfacing, with asphalt giving a far longer lifespan than other rejuvenation methods.

Repair Cold Asphalt has been used in South Africa for the past 17 years

Back to basics Over the years, we have seen all sorts of materials, fancy machines and new- fangled ideas on road maintenance and pothole patching. The reality is simple, really; replace

BEST IN SA ROADS | COVER STORY

FROM THE HORSE’S MOUTH – Comments from Repair clients: “From CIDB 1 to CIDB 5, this company has supported me all the way. What a great material.” Nontombi Peleha, Amohela Trading (Free State) “I can show you a repair that was carried out in the rain over 10 years ago. Amazing!” Herman Bezuidenhout, Msukaligwa Local Municipality “Repairs carried out at the Bulawayo airport in 2010 look as good as the day they were laid.” Charles Mudimu, Nyika Thermomark & Maintenance “Before we switched to Repair Cold Asphalt, we were fixing the same holes over and over. Repair has allowed us to make a big impact on our roads maintenance, and go forward in our efforts to eradicate potholes.” Maluti a Phofung Municipality “Easy to use under any conditions and won’t let me down.” Mishack Gaba, Penny Farthing “Nothing compares to this product.” Patrick Mzukwa, Buffalo City Metro

the preparation and surfacing of 20 000 m2 of roadway in the town. This comprised utilising existing “Always available to assist me with any equipment owned by the municipalchallenges on-site, Repair has never let me ity, and subcontracting to a paving down.” Modisane Mekwa, SFC Engineer team for the surfacing. Sipmad Construction & Projetcs The mechanical paving of these “The material evaluated shows good roads was carried out in May 2014, resistance to rutting with acceptable at temperatures from 0°C to 5°C. stability, test results and field performance.” The road base was well compacted DMV Baeletsi Consulting Engineers and prepared, but no tack coat was used. Repair Cold Asphalt was then In addition, weather is not a factor – roads mechanically paved on to this road base. were mechanically paved in Harrismith at It is interesting to note that, on starting 5°C. In remote areas or areas some dis- the project, we had every expert in the town tance from a hot asphalt plant, Repair cominforming us that our material and method petes very favourably for surface overlays. would fail within days (then it was weeks, In other areas of inclement weather, Repair then the rainy season). However, nearly can be used throughout the winter months or two years on, these roads remain among rainy season. some of the best in the town. Our involvement in Harrismith not only Capacity building created viable road maintenance teams, it Those municipalities that have requestshowed the municipality what they could ed our assistance, either in training inaccomplish in-house, while subcontracting house and EPWP teams or small con- out a small portion of the work. Cold asphalt tractors working for them, have achieved should emulate its hot cousin in every respect, huge success in tackling their road otherwise we fail to understand how it can be maintenance issues. called asphalt. There is not a single manufacA good example of this was in Harrismith, turer, big or small, in this country that could where both municipal and EPWP teams were mechanically pave complete road surfaces trained and formed into efficient road mainwith their cold asphalt material, nor, for that tenance teams, taking on large repairs manu- matter, carry this out by hand, without the ally as well as a larger project, which included material failing dismally.

TOP Road base preparation using municipal equipment ABOVE Mechanical paving with Repair Cold Asphalt

Empowerment opportunities Repair has offered exclusive manufacturing licences to black-owned companies in several provinces, and we are expanding this in the near future. Licences are granted, along with comprehensive training on all aspects of the business. These licensees manufacture the same material, using our bitumen binder, under our guidance. To date, we have a licensee in the Free State – Tandibrite, based in Qwa Qwa – as well as Tshete Asphalt, based in Polokwane. Plants in the Eastern Cape and Zimbabwe are under construction – extensive work at both Bulawayo and Harare airports has lasted since 2010. It is a shame that so much substandard material is used to supposedly maintain our roads. It is something that affects all of us, and provincial and municipal roads departments should play a bigger role in the materials selected for use.

+27 (0)10 590 3329 www.repairroads.com

IMIESA February 2016

BEST IN SA ROADS

Photograph by Henry du Preez

Many paths, one direction

South African road authorities are constitutionally obligated to provide all citizens with access to basic services. BY DON ROSS AND MATTHEW TOWNSHEND, SCHOOL OF ECONOMICS, UNIVERSITY OF CAPE TOWN

HE IMPORTANCE OF economic growth must be considered in a deep normative context. Because governments borrow against future growth, excessive spending on basic access roads that choked off growth would erode the ability of the state to borrow. The amount of redistributive tax revenue that government is able to collect also progressively falls if growth stalls. Economic growth is, therefore, essential if government is to maintain the fiscal capacity to sustain and grow expenditure on key public services that target the least well-off.

Definition of basic access roads Access norms and standards are legal documents, drawn up by the relevant departments, to stipulate accepted travel times or walking distances to reach essential public services. Every public primary and secondary school is required to have a feeder zone with a radius of 5 km. The unofficial target set by the Department of Health is that 90% of the population served by primary, mobile, and satellite clinics must also be within a 5 km radius of at least one of these facilities. Basic access roads provide households that fall outside these feeder zones with the means for

effective access to basic education and healthcare facilities. Without the option of walking or alternative access routes, households are reliant on authorities to ensure these roads are maintained and remain open. The demand elasticity for basic access roads under varying economic conditions is, thus, zero. Regardless of cyclical fluctuations in the economy, children must attend school and people who require medical attention need access to healthcare facilities. The next characteristic of basic access roads we consider, which is linked to traffic volume and length criteria, is that they should serve only one function: to provide communities with their constitutionally protected access to healthcare and basic education facilities. As a result, not all of the roads required by households to reach schools and clinics are classified as basic access roads. Traffic volumes should be low, typically less than 50 vehicles per day. Traffic volumes in excess of 50 vehicles per day are an indication of additional activity, such as the transfer of freight. Similarly, basic access roads should be shorter than 3 km in distance, as

longer roads tend to be associated with a range of other users. The demand for basic access roads is, therefore, only present in rural areas – those defined as sparsely populated regions that contain 5 000 people or less in villages and scattered or dispersed settlements. Schools and clinics that serve urban areas, and even peri-urban areas, are often in relatively close proximity – considering the spatial inequities inherited from the apartheid regime – to the intended beneficiaries. Where this is not the case, economically motivated urban road networks typically present a variety of alternative routes. The lower population densities in rural areas, however, mean that it is often impossible to include all beneficiaries within the catchment areas of service facilities or to connect households to these facilities via roads that have additional justification. The final characteristic of basic access roads is that the justification for their prioritisation stems from the specific needs of lowerincome households. Although distance poses barriers to low-income and affluent rural households alike, the latter – often wealthy farmers – have the ability to privately fund the maintenance of their own access roads. But, lower-income households, which comprise the majority of the isolated rural population, are

Population density is an indicator of potential demand for basic access roads

IMIESA February 2016

Photograph by Mike Potter

BEST IN SA ROADS

TABLE 1 Access distance to primary schools by province

Enumeration area centre point to primary schools (km) Mean distance Max distance Max (99 percentile) Max (95 percentile) Eastern Cape 1.4 49.4 9.5 3.1 Free State Gauteng KwaZulu-Natal Limpopo

1.7 0.9 1.3 1.6

32.5 14.0 16.3 50.3

16.1 4.9 5.5 15.2

7.5 2.3 3.4 5.6

Mpumalanga Northern Cape

1.5 8.1

61.2 101.1

10.6 63.3

5.1 41.2

North West

1.8

50.7

13.6

6.3

Western Cape

1.5

67.1

20.7

5.5

completely reliant on the state to maintain basic access roads. Population density is an indicator of potential demand for basic access roads. Lower population densities, in the absence of more facilities, result in longer travel distances to access government services and, therefore, increase the demand for basic access roads. The Northern Cape’s low population density of less than 3 people per km2, signals the potentially high demand for basic access roads in the province. The population densities in the Free State, North West, Eastern Cape, Limpopo and the Western Cape all hover around the national average of 44 people per km2. The Northern Cape is paired with a sparse coverage of facilities. In addition, the noticeably low facility coverage in parts of other provinces with low population densities – the Free State, North West, Eastern Cape, Limpopo, Western Cape and Mpumalanga – are also likely to give rise to transport pressures and, therefore, an increased demand for basic access roads in these regions. If the demand for basic access roads falls, this affects road maintenance and upgrading requirements. In order for the demand for basic access roads to at least remain constant, the birth rates for a specific rural area need to keep pace with the combined associated death rates, urbanisation rates, and out-migration rates. With the exception of B3 municipalities in the Free State and B4 municipalities in the Eastern Cape, Northern Cape and KwaZulu-Natal, high birth rates have meant that all of the B3 and B4 municipalities have, in fact, experienced population growth.

IMIESA February 2016

Gauteng and KwaZulu-Natal to provide basic access roads. An outer perimeter, in the form of a buffer zone, is set for each school, according to the distance within which 99% of students in that province are from the nearest primar y and secondar y school. The details of the specific buffer zones are recorded in Table 1. All roads that fall outside these perimeter buffer zones are removed from the analysis. All roads within 5 km of each school, which is the prescribed maximum walking distance, are also removed from the analysis.

Extent of basic access roads In order to determine the extent of the required basic access road network, access issues must first be identified. In the absence of healthcare data, the GPS coordinates for all education institutions, analysed into primar y and secondar y schools to account for differences in number of facilities and distribution, are used to capture ser vice centres. This information is combined with population data at the enumeration area level – enumeration areas being the lowest levels at which data were collected during the 2011 Census. It is important to note that the existence of more primar y than secondar y schools leads to further travel distances for high school students. In line with the regional demand profile outlined in Section V, access conditions can be seen to var y across provinces. While distance is a significant constraint to access in most provinces, there is visibly less pressure on road authorities in

Conclusion One might worr y, in advance of research, that South Africa faces a paralyzing problem, an unthinkable trade-off between basic rights and economic growth. This turns out not to be the case, as much of the demand for basic access can be addressed through multifunctional roads. The remainder of the demand, although significant, is manageable within the current budgetar y constraints. Engineers, policymakers and citizens, who fear that taking fully seriously the constitutional obligation to provide basic access roads would consume the entire road budget, need not leave this consideration to lawyers and activists, and can incorporate it within a unified prioritisation framework that is otherwise driven by economic principles. * For a list of references and the paper in full, contact liesl@3smedia.co.za.

TABLE 2 Access distance to secondary schools by province

Enumeration area centre point to secondary schools (km) Mean distance Max distance Max (99 percentile) Max (95 percentile) Eastern Cape 1.9 65.6 15.1 4.3 Free State Gauteng KwaZulu-Natal Limpopo

2.6 1.2 1.8 2.3

Mpumalanga 2.2 Northern Cape 11.5

37.9 19.2 29.2 55.7

23.4 7.0 8.3 21.3

13.4 2.9 5.2 8.0

61.8 122.1

17.9 73.3

9.2 52.5

North West

3.0

69.5

20.3

10.9

Western Cape

2.5

74.1

30.3

12.9

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BEST IN SA ROADS | PANEL DISCUSSION

ADVANCED POLYMERS Darius Agenbag | Technical Sales Director

What makes Advanced Polymers the best in additive supply into the bitumen modification industry? DA Advanced Polymers has been a successful polymer distribution business since its inception in 1992, focused on supplying leading brands to the South African market. We are an owner-managed business where the executive team consists entirely of directors and shareholders. All our products are imported from large, quality producers overseas. We have strong relationships with these suppliers who are all committed to us and the South African market. We have warehouses in Johannesburg, Durban and Cape Town, and can deliver promptly to customers throughout the country, giving us an unrivalled logistical benefit. The company’s highly experienced, professional team is dedicated to developing mutually beneficial working relationships with its customers. We do this by understanding every aspect of the client’s business and needs, tailoring our product and service offering to meet every client’s specific needs. We are extremely focused on all aspects of service delivery. We offer a full range of additives for bitumen modification, to truly make us a one-stop shop for all the industr y’s requirements. We are continuously adding to this basket as the need in the market arises. All of the above has earned us a place as the leading additive supplier in South African market.

What is Advanced Polymers’ capacity in terms of supply and lead times? The key is to understand the needs of the client and the manufacturer’s lead times and capacity, as well as shipping and clearing times. We would match the demand of the client and the lead times involved to deliver product from the manufacturer to ensure it arrives in time at our customer. We manage this very successfully by communicating with the client on a regular basis, from taking the order to final delivery at their premises. Forecasting is key with our suppliers to ensure that we are part of their manufacturing plan. Lead times do vary from 6 to 10 weeks, depending on manufacturing and shipping lead times.

How do your products contribute to sustainability? Striving for sustainability through the prudent use of

Advanced Polymers supplies a full range of bitumen additive products to suit all its clients’ needs

limiting natural resources and restraint in emissions is the order of the day. It is said, “Nations don’t build roads. Roads build a nation.” As such, it is very important to develop road infrastructure at a brisk pace, if we want to attain and sustain high economic growth. At the same time, it is equally important to ensure that such infrastructure development is sustainable. Prudently limiting the use of natural resources, therefore, becomes our responsibility now, more than ever before. There may be many ways of bringing sustainability into building roads. Here are some of the ways in which our products contribute to sustainable road construction: • reducing the usage of resources like bitumen, aggregates, etc.

A COMPLETE PRODUCT OFFERING

Advanced Polymers represents various manufacturers, all market leaders in their fields: Arkema • EVA • Reactive ethylene terpolymers • Co-polymers CECA • Cationic emulsion additives • Viscosity modifiers • WMA additives • Antistrip additives Kumho • SBS - Linear - Radial • SBR (latex) - Anionic - Cationic Zydex • Coating/compaction aid, anti-strip additive • Waterproofing additive • Tack coat additive • extending the life cycles of the roads, so as to defer the demand for such resources • reducing fuel consumption when building roads, leading to emission reductions • increasing the ability to recycle materials in higher quantities.

IMIESA February 2016

PRECAST CONCRETE SOLUTIONS DRAINAGE

ENVIRONMENTAL

ENERGY

RETAINING

SECURITY

HOUSING

ROADS

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CONCRETE FOR LIFE CONCRETE MANUFACTURERS ASSOCIATION (NPC) Office 0400, Standard Plaza Building, 440 Hilda Street, Hatfield, Pretoria, 0083 PostNet Suite 334, Private Bag X15, Menlo Park, 0102 Tel +27 11 805 6742 • Fax +27 86 524 9216 • E-mail: admin@cma.org.za

www.cma.org.za

BEST IN SA ROADS | PANEL DISCUSSION

CONCRETE MANUFACTURERS ASSOCIATION Frans Minnaar | Director

What is the role of the CMA in road building in South Africa? FM Producers of precast concrete products utilised during road building that want to become members of the CMA are required to comply with certain requirements, such as the implementation of quality assurance systems and compliance with national standards, resulting in the provision of good-quality products to the road building industr y.

The CMA has played a significant role in refining standards in the concrete industry. Can you give an example of where this has made a difference in road building? Members of the CMA ser ve on the technical committees responsible for the development, upgrading and review of South African National Standards,

such as SANS 986:2012 Precast Reinforced Concrete Culverts, SANS 1294:2012 Precast Concrete Manhole Sections and Components, and SANS 927 Precast Concrete Kerbs, Edgings and Channels. By developing, upgrading and reviewing these standards, it is ensured that the highest-quality products of the newest designs are manufactured for use in road building.

What are the requirements for membership? Producer membership is granted on the following bases: • production takes place in a purpose-built manufacturing facility • a quality assurance system is in place • occupational, health and safety procedures are in use • technical and engineering competence • financial stability • environmental compliance.

BENEFITS OF CMA MEMBERSHIP

• Accreditation and CMA mark programme • Brand exposure on the ‘World of Precast’ • Being part of an association that is widely recognised and respected for setting and maintaining best practice standards • Access to industry-specific statistical information • Listing on the CMA website and posting the CMA logo on company stationery, website, packaging and products • Participation in the prestigious Awards for Excellence competition • Inclusion in the CMA mailing list • A framed membership plaque •M embership discounts on seminars and educational courses • Participation in setting national standards for the industry •A ccess to best product design and manufacturing processes • Opportunities to feature innovative precast concrete projects in the CMA’s magazine, Precast • Client referrals • Networking opportunities • Participation in, and product displays at, exhibitions

RIGHT FROM TOP TO BOTTOM Concrete poles used for street lights Concrete stormwater pipes Concrete stormwater culverts

What uses does precast concrete have in road building? Concrete pipes and portal culverts are the most frequently used and accepted products for stormwater drainage, culverts and outfall sewers. Other concrete components used in road building include: bridge beams, bridge balustrades, road barriers, kerb inlets, roadway furniture, noise barriers, water channels, channel covers, channel gratings, embankment protection, retaining walls, concrete masts for lighting, mast bases, stormwater wing walls, road paving, toll gate elements, precast walling and fencing, water channels, stormwater chutes, spillways and bollards.

What is the CMA’s contribution to social responsibility? The CMA has made a significant contribution to the development and provision of literature on the use and installation of precast concrete components. These publications developed by the CMA are commonly used in the training and guidance of upcoming contractors and students in the correct application and use of precast concrete components in the building and infrastructure industr y.

IMIESA February 2016

BEST IN SA ROADS | PANEL DISCUSSION

OSBORN John Rutherford | Product Sales Manager Philip Saunders | Technical Sales Representative How does thermal segregation contribute to the premature failure of asphalt pavement surfaces? JR & PS Segregation in asphalt pavements will compromise their surface and structure. Cracking, ravelling, stripping and rutting are all pavement failures linked to segregation. Temperature and material segregation have also been known to hinder the compaction of the asphalt mat, and non-uniform density will result in pavement failure.

The Shuttle Buggy is a mobile silo and on-site mixer for hot-mix asphalt paving material. How does it offer a solution to thermal segregation? The triple-pitch auger flighting design used in Roadtec Shuttle Buggy MTVs (material transfer vehicles) provides uniform remixing across the width of the entire hopper. The triple-pitch auger located in the bottom of the hopper remixes the contents of the storage hopper. The mixing action equalises temperatures and evenly mixes large and small particles. A slat conveyor runs from the bottom of the hopper and feeds the discharge conveyor.

What are its capabilities? The Shuttle Buggy MTV is designed to “shuttle” between the asphalt haul truck and paver. Thermal and/or material segregation problems are eliminated thanks to the machine’s remixing action. The Roadtec Shuttle Buggy MTV also allows continuous paving, which leads to a much smoother surface.

How does the Shuttle Buggy increase road

life and reduce maintenance costs? The more uniform the temperature, the lower the maintenance cost over the service life of the road. The temperature of the mat at compaction is not as important as the uniformity of temperature during compaction. By eliminating cold joints and all thermal segregation, ensuring consistent temperature and consistent density, the Shuttle Buggy ensures flawless performance of the asphalt pavement.

What makes the Shuttle Buggy ideal for South African conditions? Truck handling, temperature and material segregation all contribute to poor pavement quality. The Roadtec Shuttle Buggy MTV remixes material on-site while allowing the paver to operate at a constant speed without stopping.

How does the Shuttle Buggy ensure flawless performance of the asphalt pavement? Control over segregation It is extremely difficult to eliminate all the potential causes of segregation in asphalt mixes. However, the presence of thermal and/or material segregation can be corrected before the new surface is paved. This Roadtec innovation is key for achieving the best mixing results, and will help you meet the tightest temperature segregation specifications. Thermal imaging achieves superior results Infrared images show the quality of remixing that takes place with

different devices. Time after time, Roadtec machines have consistently performed better than others. Roadtec mixing technology is better engineered and achieves superior results. Infrared images have been taken behind numerous machines to ensure uniform density, which cannot be achieved when mix temperatures vary. Cold spots become potholes.

What features does the Shuttle Buggy have? •P ivoting discharge conveyors as standard – the discharge conveyor swings 50 degrees right or left, allowing you to do offset paving and save significant time and money when adding lanes, or working with string lines or barriers. •O perator station – dual operator stations allow the operator to occupy the left or right side. •B etter maintenance access – maintenance access is a major goal in all our designs. Engine access is gained by hydraulically lifting the onepiece hood. •S afety and convenience – the Shuttle Buggy

is equipped with a telescopic flashing amber beacon and a mirror package. • Improved control panels – the SB-2500e features ergonomic control panels that increase operator safety and comfort. • Full-width clean-out doors – tlean-out and maintenance accessibility are made quick and convenient with a full-length hydraulic door on the C1 conveyor. Full-length bomb-bay-style clean-out doors are also located on the storage hopper.

Can you give a proven example of the potential savings of the Shuttle Buggy? By eliminating the effect of “end of load” segregation, the Shuttle Buggy doubles the road life and dramatically reduces maintenance costs. This claim by the supplier has been supported by studies undertaken by the Washington State Department of Transport in the USA.

The Roadtec SB-2500

IMIESA February 2016

Head Office: 12 Commercial Road, Wadeville, Germiston, 1422 Tel: 011 323 2000 / Fax: 011 902 1112 / Web: www.tosas.co.za Email: quotes@tosas.co.za / Branches: Spartan: 011 974 1971 Worcester: 023 342 0609 / Namibia: 0026 (46) 722 1942 Botswana: 00267 391 4957 / Bloemfontein: 051 435 0214 East London: 043 745 0595 / Hammersdale (KZN) â€“ 082 492 3833

Binder Excellence

BEST IN SA ROADS | PANEL DISCUSSION

TOSAS Werner Tessendorf | Business Development Manager

What makes Tosas the best supplier in the black top industry? WT Tosas has been providing quality bituminous products to the road industry for 44 years. After acquisition by new shareholders, a lot of reshuffling and re-invigorating under new leadership was done and we are very pleased to say that we are now better and stronger than ever before. No one else equals our geographical footprint and manufacturing capacity, and this, combined with the wealth of knowledge that sits within our exceptionally committed people, is what poises us to offer the best possible complete service package to our customers.

What do you do differently from other suppliers? To us, our customers are number one and the relationships we build with them are based on trust, good service and quality products. We look at building long-term, permanent relationships with our clients, and focus on how Tosas can add value to their business. It is important that we help them to best serve their contracts and grow their businesses while, in the process, growing alongside them. This all happens automatically because of the mindset of all of the employees at Tosas and is something that forms part of the new culture of the company.

Tosas has been on a successful journey of rebuilding relationships with clients. What are the next steps you are taking in this regard? This is something we work very hard at and constantly pursue. We are committed to restoring faith in Tosas as a supplier with any and all customers, including

those who were perhaps let down or disappointed during the time when the company was struggling under the previous shareholders. This takes time, but will be achieved through continuous good service, pricing and communication with our customers. There is no problem that cannot be solved and Tosas will pursue each and every customer in order to supply the products and services needed.

How does a braai fit into all of this? We brought back a long-lost tradition to the industry, namely the “prime braai”. This is an occasion where, on the first day or as soon as possible after the first black product is sprayed on the road, a braai is held. It was commonly said that, if this was not done, the contract would not run smoothly. We have our own braaier now, fondly known as Dries Braai, who goes to the site and ensures that the prime

braai is successful, all the while building relationships with the customer in the process.

The annual Tosas charity golf day is making a comeback this year; what can your customers expect? The Tosas golf day has a great and successful histor y and was one never to be missed. This year will be no different and we look for ward to, once again, having a top-quality golf day for the roads industr y, with the added goal of raising funds for charity.

Adding value is not all play and no work though; can you tell us about Tosas’ plans for knowledge transfer? Tosas has presented quite a few information sessions for contractors, consultants and emerging contractors over the last two years, and will continue to do so this year. We must share information and

train people to encourage more young people to get involved in the roads industry. There are so many new innovations and products within Tosas and in our industry, all of which must be shared with the customers and engineers.

Market conditions in the construction industry are quite difficult. How are you adapting? We are constantly having to evolve and adapt to difficult market conditions and the changing needs of our customers. A continuous mind shift needs to be made in order to operate in the construction industry and serve our customers as best we can. We no longer act and think of Tosas as a rigid supplier, because the industry calls for innovation, flexibility and open-minded thinking. We are, at the same time, continuously investing in cutting-edge technology to help us to remain a leader in the bituminous products industr y.

IMIESA February 2016

BEST IN SA ROADS

Developing a local HiMA mixture

In this paper, a case study is presented on the laboratory testing of a high-modulus asphalt mixture, AC-EME 2, using aggregates, reclaimed asphalt pavement and 10/20 penetration-grade bitumen – all materials from South Africa. The testing was carried out at the Shell European Solution Centre in Strasbourg, France. BY DAVID LAWRENCE*, SONIA FRÉMONT* & BOB HORNSEY** * of Société des Pétroles Shell

HE DESIGN OF asphalt roads requires information on the traffic, the expected growth in traffic, the local climate and asphalt mixture characteristics to determine the expected performance of the road. Furthermore, there is a need for the sustainable use of resources by considering the type of materials and the type of structures. Enrobé à Module Elevé (EME), or highmodulus asphalt (HiMA), was developed

The aim of this study was to characterise an EME Class 2, using aggregate materials and a 10/20 penetration-grade binder from SA

30 years ago in France. EME is a bituminous material with a high stiffness modulus, high resistance to rutting, good fatigue resistance and good durability. These material mixtures will allow either the same design life to be achieved by reducing the

TABLE 1 EME Class 1 and EME Class 2 specifications Minimum characteristics of EME according to the European Standard EN 13108-1

Performance

Class 1

Class 2

Route length (km) Percentage of voids with the gyratory compactor pressa (%) Duriez test, i/C (%) Percentage of rutting, 30 000 cycles at 60°C (%) Stiffness modulus at 15°C, 10 Hz (MPa) Fatigue test at 106 cycles, 10°C, 25 Hz (μstrain)

25.3 ≤ 10

27.5 ≤6

≥ 70 ≤ 7.5 ≥ 14 000 ≥ 100

≥ 130

** of Shell South Africa IMIESA February 2016

80TH IMESA CONFERENCE

EAST LONDON 26 - 28 October 2016

CALL FOR PAPERS THEME:

Siyaphambili | Engineering the Future • Political, Legal and Regulatory • Ecological and Environmental • Financial and Social

• Transport and Traffic • Water and Sanitation • Roads and Stormwater

A B S T R AC T S S U B M I T T E D BY Friday 1st April 2016 Melanie Matroos | marketing@imesa.org.za | tel +27 (31) 266 3263 Call Melanie Matroos for an entry form or download from the website. www.imesa.org.za

IMESA t +27 (31) 266 3263 email marketing@imesa.org.za

BEST IN SA ROADS

TABLE 2 Properties of 10/20 bitumen sample

Tests

Unit

Penetration at 25°C Softening point (ring & ball) Penetration index Fraass Solubility Flash point RTFOT (change of mass) Retained penetration Increase in Softening point Softening point

dmm °C °C % °C % % % °C °C

10/20 bitumen from South Africa 18 61.2 -0.85 -1 99.8 > 310 +0.01 72 72 7.8 7.8

EN 13924 specification 10–20 58–78 ≥ -1.5 ≤ +3 ≥ 99.0 > 245 ≤ 0.5 ≥ 55 ≥ 55 ≤8 ≤8

thickness of the asphalt layers or a longer life to be obtained when using the same thickness determined by the conventional asphalt mixtures.

Asphalt mixture composition and characteristics The aggregate composition of EME asphalt mixtures is generally 0/20, 0/14 or 0/10 and of the semi-coarse, continuous type. The 0/14 cur ves are the most frequently used. The crushed stones and sand must have good resistance to wear and fragmentation. In the Los Angeles abrasion test, for example, the loss value must be less than 30%. The particle size distribution and aggregate packing must be such that a rather low void content can be obtained with sufficient bitumen film thickness to obtain a durable mixture with good resistance to fatigue and cracking. A good water resistance, as indicated by the Duriez test, should exhibit a compression ratio above 70% for EME. Often, higher levels have been found, although this ratio also depends on the nature of the aggregates. The workability and compactability of the mixtures are assessed using a gyrator y compactor press. A good resistance to deformation should see, in the wheel rutting test at 60 °C and 30 000 cycles, a rut depth of generally less than 5%. The stiffness is higher than for traditional materials, and the stiffness modulus at 15°C and 10 Hz is generally between 14 000 MPa and 23 000 MPa. The good fatigue characteristics are derived from a two-point bending fatigue test on trapezoidal specimens at 10 °C and 25 Hz, without rest times, that gives values, at one million cycles, of 130 μstrain and above. The richness modulus, K, is a number that is related to the thickness of the

There is a need for the sustainable use of resources by considering the types of materials and structures

TABLE 3 Viscosity and BBR results of 10/20 bitumen sample

Tests Dynamic viscosity BBR

Unit

10/20 bitumen from South Africa 200 cP °C 2 000 cP °C T at which S = 300 MPa °C T at which m = 0.300 °C

173 133 -7.24 -9.4

IMIESA February 2016

BEST IN SA ROADS

least 250 g of residudistresses would often involve reconstrucal bitumen per square tion of the whole pavement section. As input metre, is used. By takare the properties of the materials, material ing cores from the road, variability, seasonal variations, traffic and the layer thicknesses and the limiting values against which the pavebonding can be assessed. ment responses are compared. In a probabilAs there is the possibility istic approach, the designer can evaluate the to reduce the thickness percentage of time that critical design values of the asphalt base layer with EME, it is are below the threshold values. important to take into account, in the It has been observed that significant pavement design, the variations in the load reductions in the total thickness of the bearing capacity of the foundation/subasphalt layers can be achieved with EME grade layer. Also, the average layer thick– up to about 25% to 30%. As a result, ness must be respected and the variations much less material is necessary and the in the layer thickness must be limited. In amount of aggregates transported and used design calculations, this can be taken into can be considerably reduced. Because of account using a reliability factor. It is, therefore, essential for the roadbed to be prepared with great care. The average layer thickness, as well as the minimal layer thickness, must be respected for good strucFIGURE 1 Rut depth as a function of number of wheel passes tural functioning. Furthermore, par ticular attention has to be paid the performance properties, a significant reduction in the pavement thickness or a to joints. substantial increase in the service life of EME is produced with high-quality matethe pavement for the same thickness can rials, giving high per formance when applied with sufficient layer thickness, be obtained. The option of strengthening an existing distressed pavement is espelaid and compacted with respect to the asphalt mixture design, and with ver y cially of interest in cases where there are height restrictions. regular characteristics.

TABLE 4 g* and phase angle of 10/20 bitumen sample

10/20 bitumen from South Africa g* (0.4 Hz) 5°C 25°C 60°C

Phase angle 94 100 4 050 5.7

29 55 85.7

bitumen layer around the aggregates. To calculate the richness modulus, the binder content, aggregate density and the percentage of aggregates measured at the different sieve sizes – 0.063 mm, 0.250 mm and 6.3 mm – must be known to estimate the specific sur face area of the aggregate grading cur ve. K is set at 3.4 minimum for EME Class 2. From the analysis of many asphalt mixture design studies, it is known that the combination of a high-stiffness modulus and a good fatigue resistance can sometimes be difficult to achieve. It is a combination of good aggregate quality and skeleton, together with the binder content and the quality of hard-grade bitumen, that provides the desired properties.

Applications The applications in which EME has been used include lanes for slow and channelled heavy traffic, container terminals, maintenance of city roads, slow lanes on highways after milling with a limit of 8 cm to 12 cm milling depth. EME asphalt mixtures display the advantages of high stiffness and fatigue performance, which, for a given structure, enable longer pavement life or, for a given lifetime, allow thickness reductions in the order of 25% to 30% compared to traditional flexible pavement. The reduction in thickness still needs to be compatible with the summer and winter cycles (freeze/ thaw) and frost protection. In order to obtain a good bonding between the layers, a tack coat, which contains at

IMIESA February 2016

Pavement design considerations and sustainability The approach is to avoid fatigue cracking that propagates from the bottom to the top of the pavement and to avoid structural rutting. The maintenance for these types of

Transfer of EME technology Case study: EME formulation study carried out in 2014 for South Africa The aim of this study was to characterise an EME Class 2 using aggregate materials and a 10/20 penetration-grade binder from

BEST IN SA ROADS

South Africa. The whole testing sequence was carried out as defined in Level 4 of the French mixture design methodology.

TABLE 5 Asphalt mixture formulation

Constituents

Hydrated lime

C/dust

10 mm

14 mm

RAP

(%)

0.9

32.2

8.5

34.0

20.0

10/20 binder 4.4

Materials and methods The virgin aggregates, filler and RAP used for this study were sent from South Africa, by the company National Asphalt. The 10/20 hard-grade bitumen was supplied from Sapref refinery in Durban. The bitumen properties have been determined and they were compared with the EN 13924 specifications (Table 2). The penetration is close to the 20 dmm and the softening point is above 60°C. The Fraass breaking point is -1°C. After rolling thin-film oven test (RTFOT), the increase in softening point is 7.8°C. The viscosity of the bitumen at temperatures above 130°C was determined. The temperatures at which the dynamic viscosity is 200 cP and 2 000 cP are given in Table 3. The viscosity of 200 cP provides guidance for the temperature for mixing and coating of the aggregates in the asphalt mixing plant. The low temperature properties, as measured in the bending beam rheometer (BBR), are also shown in Table 3. Temperatures are shown at which the stiffness modulus is 300 MPa and the m value is 0.300. Table 4 shows the g* and phase angle results from the DSR measurements at three different temperatures, at a frequency of 0.4 Hz.

asphalt mixture. A subsample was taken from the mixture in order to determine the binder content by solvent extraction and binder recovery. The extraction of the binder was carried out with an automatic bitumen extractor. A binder content of 5.4% was measured for the asphalt mixture studied in the laboratory.

Asphalt mixture testing

The asphalt mixture was first assessed in terms of workability and compaction. The temperature during compaction was 180°C and the voids determined at 100 gyrations were 6%. The asphalt mixture was then assessed in terms of water sensitivity. Two sets of specimens were made from the same mixture and tested for compressive strength in a compression testing machine and the ratio of the averaged strength of both sets was determined (i/C). The results are presented in Table 6. In order to assess the resistance to permanent deformation of the EME Class 2 asphalt mixture, the wheel tracking test was carried out on two slabs of 100 mm TABLE 6 Duriez results thick. The repeatProperties Results ed wheel loading was carried out for Hydrostatic voids (%) 6.0 30 000 cycles at a 2.333 Bulk density (g/cm3) test temperature of Strength after conditioning in air at 18°C (MPa) 20.6 60°C. The results Strength after water immersion at 18°C (MPa) 18.0 are presented in Ratio i/C (%) 87.3 Figure 1. The stiffness modulus and the resistance to fatigue Regarding the asphalt mixture formulation, were both measured on a two-point the percentages of the different constitubending machine. For the preparaents were added according to the mixture tion of the slabs, the hot material recipe as given in Table 5. from the laborator y mixer was poured The total binder content of the EME was in the preheated mould, which was defined at 5.3%, with a calculated richness fixed to the slab compactor. Two days modulus, K, of 3.50, which is 0.1 point later, the slab was removed from the above the French requirement for EME 2. mould. The slab was then cut with The binder content from the RAP was deteran automated sawing machine to get mined and contributed 0.9% of the overall 18 trapezoidal specimens. They were asphalt mixture binder content. Therefore, dried to constant mass and then the 4.4% of virgin binder was added to the EME

size and weight of each specimen were determined. The specimens were fixed to the twopoint bending apparatus. An eccentric motor allowed a sinusoidal displacement of the top of the specimens fixed to the apparatus. The amplitude could be adjusted on the motor. For stiffness modulus, the displacement applied to the top of the trapezoidal specimen was 30 microns, to avoid damaging the specimen. For the fatigue test, which is a destructive test, the displacement ranged from 100 μ to 180 μ for the EME Class 2. The resulting force and displacement were measured during both tests.

Conclusion The results obtained in the asphalt mixture design using the French methodology show that the stiffness modulus of the asphalt mixture is much higher than the specification value and that the fatigue is just meeting the specified strain value. It has to be noted that, given this high stiffness value and the presence of 20% RAP, the fatigue resistance value still meets the EME specifications. In order to optimise the asphalt mixture proper ties one could increase the total binder content by adding a little more virgin binder material, which would reduce the stiffness and increase the value for the fatigue above the specification level of 130 μstrain at one million cycles. This will also ensure that, with the inherent asphalt mixture control variability on bitumen content, it will still result in a suitable mixture. In this asphalt formulation, the contribution of the aged binder from the RAP has not really been studied and this should be a path to investigate in future formulations, to balance the impact of the aged binder on stiffness and fatigue resistance.

IMIESA February 2016

011 238 7154

BEST IN SA ROADS | PROFILE

Groundbreaking engineering Uretek Ground Engineering’s systems are able to raise, re-level and suppor t rocking road slabs as well as subsided roads quickly and economically. The process requires no excavation. As a result, roads can be rehabilitated with the bare minimum of disruptions.

HANGES IN UNDERLYING soil conditions cause subsidence – the downward movement of the foundations of a building or structure. It manifests as cracks and unexpected damage to a structure. Uretek’s unique solution is able to repair foundations and reverse subsidence easily and effectively.

Award-winning technology Uretek has been part of the groundbreaking team involved in the third and final phase of the prestigious Main Road rehabilitation project, contributing, in no small part, to making this an award-winning project in Cape Town. To complete the project efficiently, and with as little disruption to traffic on the busy road as possible, innovative methods were needed. One of these was Uretek’s state-ofthe-art soil stabilisation system, which was employed to form the foundation of the retaining wall at Clovelly. The 600 m long retaining wall between Kalk Bay Harbour and Clovelly was built close to the main Cape Town-Simonstown railway line to serve as a support structure for Main Road above and for all the services running under the road. This design will make it possible to provide pedestrian footways on both the mountain- and seasides of Main Road, as well as provide extra embayed parking in

LEFT In the confined space between the road and railway line, no excavation for foundation stabilisation purposes was allowed below rail level ABOVE A second grouting operation was carried out below the foundations

certain areas. The other big advantage is that it will enable work to proceed on the services and Main Road behind the retaining wall while traffic runs on the existing Main Road, alleviating the need for disruptive stop-go traffic control on this section. In the confined space between the road and railway line, no excavation for foundation stabilisation purposes was allowed below rail level. The variable nature of the soil and depths to the underlying rock and boulders below rail

HOW IT WORKS

• The Uretek system works by injecting expanding geopolymeric structural resins deep into the ground, through small holes. • This is done to improve the quality of the foundation soils to the required bearing capacity. • It can also be used to raise the level of the retaining wall, should this be required, in order to correct for any settlement. • The injected resin reaches 90% strength within 15 minutes of injection.

level indicated a grouting alternative to be worthy of serious consideration over more conventional foundation methods like piles.

Stabilisation After verification through field testing, it was decided that URETEK would inject a slowreaction resin to stabilise the variable material below rail level. It was agreed, with the appointed geotechnical engineer, that the injection process would commence after the construction of the foundations of the retaining wall and prior to the construction of the superstructure. In this manner, the geo-polymer would be confined to the material contained between the underside of the concrete foundation and the underlying impenetrable layers. The resin was injected through evenly spaced injection tubes drilled through sleeves inserted in the concrete. The whole process was monitored with laser levels to prevent any possible heaving of the concrete base. The use of Uretek 0685, under independently controlled conditions, was considered to be the preferred option for stabilising material below rail level for the following main reasons: • ease of application • effectiveness • speed of application (around three weeks) • relatively low design bearing pressure requirement of 500 kPa.

IMIESA February 2016

BRICKS, MORTARS & ABTs

Reliable, accurate materials planning

A key benefit of brick masonry in South Africa is fast access to experienced bricklayers and quality products. The local clay brick industry has both the capacity and the right products to deliver the ideal solution for residential and commercial walling.

OMPETITIVELY PRICED, accredited brick suppliers can be found in every region to provide consistent quality, stock in hand and short transport distances. Brick products and manufacturing technologies are not imported – every brick is made in South Africa to well-regulated quality standards. All brick products must meet SABS 227 requirements, so the construction manager can have peace of mind that his structure meets national building standards.

Modular materials are adaptable One of the reasons why clay brick has been the walling material of choice since Roman times is due to its inherent flexibility. As a modular material, it isn’t preconfigured or assembled based on a building plan created six months before construction starts.

When bricks arrive on-site, they will never be 20 cm too long, or 5 cm too thin. Brick dimensions are literally set in clay. There is a rough arithmetical relationship of length to width of 2:1 and length to height of 3:1 in the standard brick. This gives a lot of flexibility as to how bricks can be laid. Modular clay brick walling allows construction teams to quickly adapt to the client’s variation requests, respond to unexpected site conditions, implement complex architectural designs and deal with logistics or on-site damage and errors. Bricks have known parameters for use with different foundations, soils and climate zones, ensuring consistent strength, timing and costs.

Cutting costs The brick industr y has developed an innovative solution that allows walls to be built faster – but with all the benefits of clay brick. Superbricks come in a range of non-standard, large sizes that lower material costs, use less mor tar and have fewer joins per square metre. With 140 mm wide bricks, contractors can build a single-leaf wall that meets SABS 10400XA requirements. For winter-rainfall coastal regions, manufacturers have developed brick

TOP Chief Albert Luthuli Primary School in Daveyton, with its safe, energy-efficient, low-noise clay brick walling, is the future of school infrastructure in South Africa (Source: Corobrik) ABOVE This 8-star clay brick house uses just 15% of the heating and cooling energy of the average pre1990s home (Source: CSR Limited, Australia)

formats that are narrower and taller than an imperial brick. This reduces labour and costs during the construction phase, while the property owner still enjoys a lifetime of benefits, including: • improved thermal comfort, which results in reduced energy use • excellent acoustic insulation to cope with high-density living •m aximum fire ratings • s ecurity and impact resistance. Clay bricks never rot, puncture, tear, dent, fade, decay, corrode, tarnish or become brittle. They are also quick and easy to repair – or to take down and recycle for use in another structure.

www.claybrick.org

IMIESA February 2016

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New-school construction The built environment is always on the lookout for new and improved ways to construct the world around us. In this ever-evolving market, it’s hard to stay up to date. We take a look at some of the alternative materials and techniques showing up around the world. BY LIESL FRANKSON

HEN IT COMES to construction, there will always be some materials that are more trusted and respected than others. So how does one continue to use a trusted favourite while adhering to the concept of green building taking over the built environment? One simply has to use the recycled form of course.

Recycled steel Steel has long been a favourite in construction for the strength and stability it provides in reinforcing structures. According to the Steel Recycling Institute (SRI), steel is one of the most sustainable building materials in the world. “More than 95% of the water used in the steel making process is recycled and returned – often cleaner than when it was taken from the source,” says Jim Woods, spokesperson for the SRI. He also notes that every piece of steel used in construction contains recycled content and all steel can be recovered and recycled continually. In

construction, steel takes three main forms, according to the SRI, namely light steel framing, structural steel and steel roofing. A popular choice for green building projects for residential and light commercial construction is cold-formed steel used as light steel framing, according to Woods. “This steel provides the highest strength-to-weight ratio of any building material, providing material efficiency.” In South Africa, the use of light steel framing has grown tremendously in recent years, with a number of well-known franchises and organisations turning to the material in the construction of their new premises. Some of these include McDonalds, Burger King, General Motors and even the South African Army Foundation Conference Centre.

Structural insulated panels Structural insulated panels (SIPs) are a 21st centur y building material that boasts the quality of being cost-effective, energy efficient and extremely strong. The Structural Insulated Panel Association describes SIPs as a high-per formance building system for residential and light commercial construction. According to the association website, sips.org, the panels consist of an insulating foam core sandwiched between two structural facings, typically oriented strand boards. SIPs are manufactured under factor y-controlled conditions and can be fabricated to fit nearly any building design. Motlekar Construction technologies is one of a number of companies promoting the use of

More than 95% of the water used in the steel making process is recycled and returned – often cleaner than when it was taken from the source

ABOVE The first house in Africa to be constructed using plastic bottles

IMIESA February 2016

IMESA/CESA BIENNIAL PROJECT EXCELLENCE AWARDS

IMESA CALL FOR ENTRIES Tuesday, 25 October 2016 – East London ICC

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 (Only completed projects as at 30 June 2016 will be accepted for the Awards) ENTRY FORMS / AND AWARD CRITERIA will be available for download in early December 2015 on 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

BRICKS, MORTARS & ABTs

ABOVE Ecobricking involves stuffing plastic bottles with non-biodegradables BELOW RIGHT Structural insulated panels are high-performance building systems used in residential and light commercial construction

Ecobricks are laid horizontally in the cob mortar. The result is almost three times as thick as regular cement block walls alternative building technologies (ABTs), including SIPs, in South Africa. The company’s Modular Build System is based on the internationally recognised SIPs system; however, according to the company, there is a ver y distinct difference: “The differentiating factor between the international SIPs system and our modular panels is that we have introduced a steel frame into the panel to enhance its structural integrity.”

Response to urbanisation In a document released by the company about its ABTs, Motlekar Construction describes this system as an innovative response to the rapid rate of urbanisation. The company’s technologies were used in

the construction of Delft Symphony, South Africa’s first ABT housing development. Delft Symphony precincts 3 and 5 in Cape Town have seen the construction of 2 000 homes using ABTs. “One of the primar y reasons this has worked so well is because our systems are ideally suited to government-financed housing projects. This has a positive, knock-on outcome, which results in competitive costing and avoiding the shortage of skilled workers. It also addresses the challenge of having no access to building materials in remotely located areas while maintaining construction integrity.”

Ecobricks Houses made from plastic bottles are not an entirely new concept; however, the need for environmentally and financially sustainable building practices has seen this concept broadened to create the ecobrick. The concept of the ecobrick was born in Guatemala as a solution to overcome the problem of plastic pollution in the rivers and forests near villages. The concept then travelled to the Philippines, where a group of teachers, principals, administrators and artists sought to create platforms to promote the idea and guide citizens on how to participate in this alternative form of construction. Ecobricking involves stuffing plastic bottles with non-biodegradables like plastics,

foams, packaging and cellophanes. These bottles can then be used to build structures including walls, gardens and playground equipment. The ecobricks are held in place using cob or adobe mortar instead of traditional cement as part of the organisations drive to ensure sustainability. According to the ‘Vision Ecobrick Guide’, “Ecobricks are laid horizontally in the cob mortar. The result is almost three times as thick as regular cement block walls. The mor tar must cover all of the ecobrick with the optional exception of the cap’s surface and bottom flower of the ecobrick.” Building structures made out of ecobricks has just taking off in South Africa with the construction of the first outdoor classroom in Greyton, in the Eastern Cape. South Africans may be hesitant to adopt the idea of constructing houses out of plastic bottles but other countries in Africa, including Nigeria, have already made headlines by venturing into this territor y.

IMIESA February 2016

WASTEWATER TREATMENT

The future is now Nereda wastewater treatment technology has been widely hailed for its efficiency and sustainability, boasting the added benefit of lowering treatment operating costs. LIESL FRANKSON finds out more about this technology and its introduction to the South African market.

EREDA WAS INVENTED by the Delft University of Technology in the Netherlands and developed in a unique public-private partnership between the university, the Dutch Foundation for Applied Water Research, the Dutch water boards, and international engineering and project management consultancy Royal HaskoningDHV (RHDHV). Late last year, WEC Projects signed an agreement with RHDHV to deliver Nereda wastewater treatment technology in South Africa. What this means, according to Karl Juncker, managing director, WEC Projects, is that his firm is the only company in South Africa licensed to supply and install this technology.

South Africa is home to two Nereda wastewater treatment plants, namely the Gansbaai WWTW and the Wemmershoek WWTW

IMIESA February 2016

But, what exactly is Nereda and how does it differ from conventional methods used to treat wastewater? According to Bert Bakker, director: South African Water Advisory, RHDHV, Nereda has unlocked a new technology that enables specific organisms, which behave differently to those used in conventional wastewater treatment for the last 100 years, to grow. “Traditional bio-treatment methods use organisms that grow in a flock-like way – they look almost like balls of spaghetti. These organisms feed off the waste in the water and need to be settled out of the water in order to separate the clean water from the sludge. “This process of settling takes a lot of time, with sludge settling at around one metre per hour. It also requires large tanks and this is where the primary difference comes in. Nereda is a biological purification method that uses granular biomass, with a granule settling speed many times faster than these conventional flocks,” explains Bakker.

Due to the extremely short settling time, this technology eliminates the need for large clarifier tanks. “In order to settle out the sludge with this technology, one simply has to turn off the aeration process and the granules will sink to the bottom of the tank almost instantly, the clean water above will then be released and the dirty water is introduced into the same tank for the process to start over again. We are seeing a whole cycle happening in one tank.”

Good news for the planet and your pocket There are many advantages to almost an entire cycle of wastewater treatment taking place in one tank. The biggest advantage, according to Bakker, is that you can reduce the footprint of your wastewater treatment plant by up to 75%. “Nereda can help increase the capacity of your plant without increasing the footprint.”

WASTEWATER TREATMENT

The Aquasuite range provides solid model-based forecasting and controlling software to enhance the operational performance of water systems and maximise the potential of assets

A key feature of the Nereda Controller software is its predictive ability. “This software is constantly gathering data from the operations to make predictions and tell the operator when to adjust the system for various changes in flow. This means your plant will always be running at its most efficient. You always know what to expect, so you can prepare well in advance. “The Aquasuite range of software can be installed in almost any wastewater treatment plant and, through Nereda’s resultant energy savings, you will earn back the money you spent rather quickly – within a few years, or less” says Bakker. By installing this technology, wastewater treatment plants show a reduction in energy consumption of 30% to 35% (in some cases, even much more). Because Nereda plants use less energy and have fewer moving parts as a result of the need for only one tank, they are easier to operate and maintain. “A smaller plant allows for lower capital costs. By using technology like this, you can expect up to 10% or even 20% savings on capital expenditure. You no longer have to budget for the repairs of pumps, motors and other moving parts for multiple tanks,” notes Juncker.

One of the key drivers of efficiency with this technology is the accompanying Nereda Controller software from RHDHV’s Aquasuite control software range. Aquasuite brings intelligent solutions for the entire water chain and solid model-based forecasting and controlling software to enhance the operational performance of water systems and maximise the potential of assets. “Our Aquasuite control software offers solutions to all the processes throughout the water cycle. From wastewater treatment to reticulation and so on, these programs allow you to have more intelligence in controlling your systems,” explains Bakker.

Entering a new market The South African wastewater sector is facing numerous challenges at the moment and the need for upgrades to the country’s wastewater infrastructure is the most urgent. “Close to 80% of plants in South Africa are not doing what they should and municipalities are just not financially equipped to deal with these issues right away,” says Bakker. “It is no secret that we are a water-scarce country and, therefore, we cannot afford to pollute the resource we so desperately need. We are working hard to innovate and provide effective solutions for the treatment of wastewater so that the final effluent discharged back into our rivers is of the best quality,” he explains. When it comes to introducing a new technology into the market, Juncker says there is some reservation. “There is some scepticism regarding change in the local market, but we are making progress. We are currently building a new wastewater treatment plant for the East Rand Water Care Company (ERWAT) and that will be the third Nereda facility in the country.” The other two plants are both in the Western Cape and include the Gansbaai WWTW, which has been operating faultlessly since 2009, and the Wemmershoek WWTW, which was commissioned in December 2014. The value-add for these plants is their advanced performance ability, complying with “Special Limit” standards and far

IMIESA February 2016

WASTEWATER TREATMENT

ABOVE Because Nereda plants use less energy and have fewer moving parts, as a result of the need for only one tank, they are easier to operate and maintain BELOW RHDHV and WEC Projects are cooperating to implement Nereda wastewater treatment technology in the Hartebeestfontein WWTW, currently under construction for ERWAT in Gauteng

exceeding “General Limit” standards set by the Department of Water and Sanitation. Juncker believes the uptake of this technology will snowball because the positive results cannot be ignored. “Both plants are operating without any issues and because the effluent quality speaks for itself, more and more people will see the value in this technology and adopt it. With this technology, you have a solid, robust and reliable

IMIESA February 2016

system – something we desperately need locally,” he notes.

Picking the right partner Picking the right partner to deliver Nereda wastewater treatment technology in South Africa was critical. According to Juncker, potential par tners had to go through a lengthy selection process. “I like to think that WEC was selected because we are innovative and boast a full range of in-house engineering, construction and operations skills,” he says. Juncker is right, according to Bakker: “We needed a niche partner with all these skills and WEC provided just that. RHDHV has a

lot of knowledge to share and we needed a partner that could understand the processes and share their in-house knowledge with us.” RHDHV is a consultancy that is now also moving towards being a technology provider because of Nereda. As a result, the firm needed a strong partner that could design and build these plants to assist municipalities in overcoming the upgrade backlog. “We need someone who can offer our clients the most cost-effective solution – WEC fits all these requirements,” notes Bakker. In South Africa, municipalities face huge maintenance backlogs on their water infrastructure. Procurement legislation is making it difficult to allow for innovation. This is why RHDHV, as a consultancy and a water technology provider, needs a strong partner to bring Nereda to clients in a design and construct way. “WEC fits all these requirements,” notes Bakker. The firms will cooperate to implement this technology in the Hartebeestfontein WWTW currently under construction for ERWAT in Gauteng. The project aims to improve the capacity of the plant by five megalitres per day, using existing infrastructure. “What we are doing here is not rocket science; we are simply offering wastewater treatment plants an efficient, reliable technology that is cost-effective, both in capital expenditure and operational costs,” says Juncker.

“Nereda can help increase the capacity of your wastewater treatment plant without increasing the footprint.”

SHARED INFRASTRUCTURE & SLPs

Unlocking social value Companies often direct their social investments into infrastructure. This is particularly true for the mining industry. Infrastructure projects are central to the social and labour plans to which mining companies need to adhere in order to secure their right to mine. BY NEIL MORRIS, SARAH BELL & AKHIL SINGH

MPLEMENTING infrastructure projects is, therefore, necessary in order to secure a licence to operate, from a regulatory point of view. However, there is a much more subtle, unwritten contract – that held with labour, labourers’ families, the local community and other important stakeholders, which needs to be upheld in order to maintain a social license to operate. If the “what” of infrastructure speaks to the regulatory licence to operate, it is the “how” that speaks to its social counterpart. It is this “how” that ultimately determines the value created for the community and stakeholders in question, and also the period over which that impact will be sustained. Often, despite the best efforts on the part of companies, strategy and delivery of infrastructure programmes (and SED programmes more generally) are not achieving the desired impact and do not adequately mitigate the licence-to-operate risks. This is evident in the regular disruption to construction and operations due to labour or community unrest experienced at various project and operational sites across the

country. In 2013, South Africa lost over 13 million workdays due to industrial action. According to the Department of Labour, the number of strikes recorded in 2013 was more than the total number of strikes recorded in the previous five years. This situation was exacerbated in 2014 due to the strikes in the platinum mining industry and continued through 2015.

Understanding the impact Social return on investment (SROI), which quantifies the impact of your social investments and determines the socioeconomic returns it creates, is one way of understanding the value being creating by an investment, rather than just the value invested. An SROI analysis provides a ratio and a narrative – the narrative being the story of how a project, programme, organisation, or policy creates and destroys value in the course of making a change in the world; the ratio being how much socio-economic value is created per rand of investment. This

RIGHT FROM TOP TO BOTTOM KPMG Climate Change and Sustainability Services team members Neil Morris, director; Sarah Bell, manager; and Akhil Singh, manager

provides critical insights into where value is being created or eroded. If the ratio is low, it helps in identifying the critical areas causing this and what needs to change in order to increase the returns. If the ratio is high, it provides insights on the main value drivers and how to make sure that these are sustainable in the future. This allows a company to see not just whether they are meeting regulatory requirements by making the required investment, but also whether their social licence to operate is in place or at risk by exploring the degree to which target stakeholders are benefiting from value generated by the project.

SROI as a tool When embarking on a development project of any kind – with

IMIESA February 2016

SHARED INFRASTRUCTURE & SLPs

In walking this journey with Exxaro and other companies, KPMG has come to understand some of the key considerations that need to take place in the implementation and ongoing management of infrastructure projects: Accurate needs/assets assessment: Focusing not only on what the community may need, but also what assets already exist and could be leveraged or upgraded rather than duplicated. This requires close engagement with key stakeholders in the target community and their meaningful involvement in project design. Cost containment and links with other projects: Leveraging local procurement and enterprise development programmes to deliver savings to the supply chain through reducing costs of production and transport. Skills development: Concentrating on skills development of not only employees but the local community members as well, in order to increase their capacity to actively participate in the economy, access opportunities in viable economic sectors and reduce their dependence on the mine. This also improves the pipeline of talent that the mines can have access to in the future. Capacity building and partnerships: Contributing to increasing the capacity of local government to enhance public service delivery by using the strength of business to access and create partnerships with development banks and other funders. This also helps in reducing the dependence on the mine to deliver basic public services like education, health and infrastructure. Location: The location of infrastructure is of critical importance. It needs to be convenient, safe and easily accessible to the target beneficiary group. Ideally, it is also positioned in close proximity to strategic partners for the project in order to maximise interaction and leverage the partnerships most effectively. Maintenance: Failure to maintain infrastructure, or ensure that it is maintained, decreases its value to target beneficiaries and creates a potential reputational risk for the company. By taking these considerations into account, a company is able to meet its regulatory requirements and also maximise the social value created by its investments, securing its social licence to operate and making a deep, sustainable impact in communities.

IMIESA February 2016

Photograph by Ross Dold

LESSONS FROM EXXARO

infrastructure being no exception – one makes certain assumptions regarding factors not directly related to the implementation of the project, but which will fundamentally affect the impact it is able to achieve, and which stakeholders will feel this impact to the greatest degree. Often, at the time of embarking on a project, these assumptions are true, or the variables are in place. For example, an understanding may have been reached between the company and the municipality regarding the municipal government running the activities in the building and ensuring that the building is maintained after construction. At the time of making this agreement, the company may have particularly close relationships with the municipal representatives and be confident in its ability and intentions to fulfil its agreed upon role going forward. However, a risk emerges here, in that it is assumed that this variable (the person at the municipality, and the company’s relationship with them) will remain constant. If this variable proves not to be constant, a significant portion of the value created by the building for target beneficiaries is placed at risk. An SROI analysis is able to break down some of these assumptions and recalculate the ratio based on a scenario in which the assumptions are no longer true. This quantifies the value at risk, and gives an indication of where effort is required in order to mitigate or prevent that risk, achieving the full potential value of the project.

Examples from Exxaro An example of a mining company that has embarked on the journey of understanding

these SED impacts (including those of their infrastructure projects) through an SROI analysis is Exxaro Resources. Exxaro sees itself as the tenant of its host communities, not the landlord; the successful relationship with communities and the maintenance of its social licence to operate is, therefore, key to the business’s success and growth. KPMG has worked with Exxaro, since 2013, in developing strategies to create shared value between the business and the mine host communities. The first step in this journey was to evaluate the social returns on its SED investments, the results of which were openly reported to stakeholders, illustrating which programmes were working and which were not. Exxaro achieved an overall weighted average SROI of R1.32 for ever y R1 invested. The ratios for the individual projects brought to the fore some key assumptions that were made in the implementation of the projects in question, some of which meant that the SROI ratios were lower than would have been expected. Some examples, based on infrastructure investments, include: • poor condition of the asset (due to lack of maintenance or poor construction), which led to shor ter than expected useful life • insufficient linkages with other infrastructure and SED endeavours, meaning that it was not optimally used • expenditure on some projects that significantly exceeded budget, meaning that capital investment could not be covered • limited distance travelled due to the fact that the infrastructure was not an urgent need for the target beneficiar y group.

INFRASTRUCTURE FINANCE

Public-private possibilities Government is under immense pressure to improve public services and roll out more infrastructure. Increasingly, the private sector is asked to provide capital and resources through public-private partnerships (PPPs), which can take on many forms. BY JEAN-PIERRE LABUSCHAGNE*

HEN THE CHALLENGES of PPPs are successfully overcome, there is potential for significant growth for the private sector. In order to identify the opportunities and challenges for private sector involvement in infrastructure PPPs, it is important to understand the context and structure of a PPP. Generally, in a PPP project, the public sector invites the private sector, via a tender process, to design, build, finance and operate an asset in order to provide a service to or on behalf of the public sector. In addition, the project must be affordable, provide value for money, and obtain optimal risk transfer between the public and private sectors. The payment for this service can either come directly from the public sector or from the end users. Variations occur in the role the private sector can play, including build operate transfer and build operate own transfer, but, in all PPPs, a right or concession is granted to the private sector to perform an obligation, and to meet service standards, for which payment is received.

Opening up opportunities The most significant advantage for the public sector to undertake a PPP is the funding (government funds) and financing (private sector money) of the project. A PPP creates a legal structure and mechanism in which a project can be conceptualised and have legal standing, which allows the project to raise the funds required to construct the asset from which a service is provided. Without a PPP structure, the public sector is unable to

borrow and allocate funds to a specific project. For example, if a municipality wished to expand its bulk water network, traditionally, a lender would be required to lend to the municipality, and hopefully all the funds flowing into

cashflow into a defined annual amount, usually increasing by inflation, which ties into the public sector budgeting processes. The public sector repayment would include repayment of construction financing, operations and, most

the municipal treasury would be allocated solely to the project under consideration; the reverse is also true in terms of the repayment of the funds, which would have to come from general revenue. However, if the municipality chose to undertake a PPP, the project could be ring-fenced: essentially, the project could borrow the money and would be responsible for paying back the loans. One of the key factors of a PPP is that the public sector only pays once the service is provided and, therefore, does not need the large amounts of capital required for construction, which is financed from the private sector. This alters the timing of the funds required by the public sector and smooths the

Final finishing to the new N2 overpass bridge (Photograph by Hendrik Postma)

importantly, the life-cycle costs of the underlying asset providing the service over the term of the PPP.

The South African context Within the South African context, PPPs can be undertaken on national, provincial and municipal levels. National and provincial PPPs are regulated by the Public Finance Management Act (No. 2 of 1999) and, in particular, Treasury Regulation 16. National Treasury has also issued a detailed PPP manual, which sets out the roles, tasks, and

IMIESA February 2016

INFRASTRUCTURE FINANCE

activities needed to be undertaken by both the public sector and potential private sector bidders. On a municipal level, while the process is largely similar, the legislation and role of National Treasury is different. The two main pieces of legislation in this context are the Municipal Finance Management Act (No. 56 of 2003) and the Municipal Systems Act (No. 32 of 2000), which also lays out the required municipal council approvals and public participation process. National Treasury has issued a Municipal Service Delivery and PPP guideline, which helps to outline the process and navigate between these two acts. Essentially, the PPP process begins with the public sector, in conjunction with a team of transaction advisers, undertaking a feasibility study, the focus of which is to define the project under consideration in terms of the legal, technical and financial implications, and procurement methods. The transaction advisors are a multidisciplinary team, roughly divided into four main disciplines: project management, financial, legal and technical (including

a variety of engineering and built environment professionals). If the feasibility study obtains the necessary approvals and, ultimately, is seen to be affordable, providing value for money, and offering optimal risk transfer, the project would move to the procurement phase. It is important to realise that not every public sector project investigated via a PPP feasibility study will result in a PPP; some should rather be undertaken via the traditional public sector procurement or tender process.

REIPPP is widely acknowledged as one of the better-managed bidding programmes to date, and serves as a blueprint for the rest of the continent

Secondary sedimentation system at a WWTW (Photograph by Heidi Waberski)

Procurement

The procurement phase involves a tender process, whereby private sector bidders present their fully financed response, design and operational plan that would meet the needs expressed by the public sector. The significant difference between a PPP and traditional tender process is twofold. First, the project needs to be financed by the private sector and, second, the solution design is developed by the private sector as opposed to responding to a public sector design and bill of quantities. This is one of the fundamental risk transfers, where the private sector takes on the design of the solution risk. After procurement, the winning bidder is responsible for the detailed design,

construction, financing and commissioning of the asset. Once the service is ready to be provided, the private sector team gets paid by the public sector over the life of the PPP. One of the criticisms of PPPs is the time it takes to conclude a transaction. Given the complexity and size of the projects, procurement of PPPs (or, for that matter, any large-scale infrastructure project) can be a lengthy process – it takes time to conceptualise, develop, procure, construct and implement. A longer process increases transaction costs, which need to be accounted for when opting for a PPP. However, if one looks at an infrastructure project life cycle, there are different opportunities for different players across that life cycle. The private sector has the opportunity to be involved as advisors to the public sector, advisors to bidders, advisors to lenders, or as lenders, contractors and operators. Unfortunately, the challenge faced by both the public and private sectors is to get projects rolling. The Strategic Integrated Projects (SIPs) and the NDP outline what needs to be done. There does seem to be an increasing lag in getting projects to the market, irrespective of where one is in the infrastructure project life cycle. What is needed for each project is somewhat cliched, but still important – i.e. a project champion who has the passion, drive and seniority to take a project forward. Once this person and commitment is in place, the rest follows; as the advisors get appointed, the feasibility study begins and procurement follows.

Lessons learned Much has been learned from South Africa’s experience of PPPs. In fact, PPPs have been around in South Africa for almost 25 years, some of the first projects including Chapman’s Peak Drive, the Mbombela (Nelspruit) Water and Sanitation Concession, and numerous toll roads. There are currently about 25 signed PPP projects and 72 in various stages listed on National Treasury’s PPP database, which exclude the approximately 57 renewable energy projects over the fourbid rounds. Historically, PPPs in South Africa have had somewhat mixed success, and there has been some degree of mistrust from both the public and the private sectors of each other’s motives and

IMIESA February 2016

Matla Power Station (Photograph by Christiaan Kellerman)

processes. Government, while broadly supportive of PPPs, especially in renewable energy, has been less committed and coordinated in recent years, even though PPPs have been mentioned in almost every State of the Nation and budget speech. Trade unions are somewhat sceptical of PPPs and sometimes conflate them with privatisation of government assets and potential job losses. This is a particular concern in the municipal environment, where the private party to a PPP interacts directly with the public or end user: this was true of labour in both the Dolphin Coast and Mbombela Water concessions. The private sector also has its share of sceptics, with some of the major contractors, who traditionally lead PPP bids, becoming wary of the process due to either the length of time taken to close deals or having been unnerved by the sudden cancellation of some tenders. Still, the biggest challenge for South African PPPs remains the broader macroeconomic and political volatility, including labour unrest. The current budget climate has, however, created a renewed focus within the public sector as to the need for PPPs in leveraging private financing to maintain the infrastructure roll-out as envisaged in the NDP. The Renewable Energy Independent Power Producer Programme (REIPPP) has generated a lot of faith in PPP-type processes. The programme is now widely acknowledged as one of the better-managed bidding programmes to date, and serves as a blueprint for the rest of the continent and other emerging markets, with a number of lessons learned from REIPPP being applied to other PPPs.

Conclusion The growing need for the delivery of infrastructure projects, whether refurbishments, upgrades or new projects, remains. PPPs offer advantages to both public and private sectors; there are opportunities for both greater private sector involvement and the provision of muchneeded financing to enable projects that have been shelved due to lack of capital to get under way faster. Ongoing debate and interaction between the public and private sectors is essential to help both parties reduce mistrust and understand the roles that each should play. This will allow infrastructure projects to come to market so that all South Africans can benefit from infrastructure projects. * Jean-Pierre Labuschagne is the associate director: Corporate Finance and Africa lead: Infrastructure & Capital Projects, DeloitteÂ &Â Touche.

IMIESA February 2016

SAVE THE DATE 26-28 OCTOBER 2016

THEME

“Siyaphambili - Engineering the future”

CONFERENCE VENUE

East London International Convention Centre (ELICC)

DATE

26 - 28 October 2016

CONTACT

Debbie Anderson Contact number: 031 266 3263 Email: conference@imesa.org.za Website: www.imesa.org.za

IMESA ORGANISER

THE INSTITUTE OF MUNICIPAL ENGINEERING OF SOUTHERN AFRICA (IMESA)

CEMENT & CONCRETE

Using fly ash in cement solves the problem of the abundance of a waste substance not otherwise utilised. At the same time, it reduces the high energy requirements of cement without compromising its compressive strength. BY J SHEKHOVTSOVA, EP KEARSLEY & M KOVTUN

Using fly ash in cement present in fly ash being released into the soil and groundwater.

Alternative application Developing an alternative application for fly ash, as a raw material to produce an environmentally friendly construction material, contributes towards finding a solution for fly ash utilisation. This would expand the raw-material base of the building industr y without using natural mineral resources. Although a considerable amount of literature exists on alkali-activation of fly ash, little is known about the activation of South African coal fly ash, in particular. The research of Swanepoel and Str ydom on geopolymerisation of fly ash and kaolinite mixtures yielded conflicting results. They reported the potential suitability of South African fly ash for geopolymerisation, despite achieving quite a low strength (8 MPa) at highenergy efforts (elevated temperature curing at 60°C for 48 hours). The suitability of South African fly ash for use in alkaliactivated binders was studied. This paper presents the results of an investigation into the effects of alkali content, waterto-binder-solids ratio, as well as the temperature and duration of elevated temperature curing on the compressive strength of alkali-activated fly ash cement pastes containing low-calcium fly ash and sodium hydroxide solution as an aluminosilicate source and activator, respectively. The study was per formed on pastes in order to eliminate the effect of additional variables,

URING THE PRODUCTION of one tonne of cement, between 0.73 and 0.99 tonnes of CO2 are released into the atmosphere. One of the major cement manufacturers in South Africa, Pretoria Portland Cement (PPC), reported that, in 2011, its carbon footprint for cement was 892 kg CO2 per tonne of cement, which is an increase of 2.6% compared to 2010. Various ways of reducing CO2 emissions by using alternative binders are being investigated all over the world. Partial replacement of plain Portland cement with fly ash or slag was found to reduce concrete CO2 emissions by between 13% and 22%. Utilisation of ash is a serious problem for South Africa, as energy production relies mostly on coal. Sasol (petrochemical) and Eskom (power utility) are the largest coal processing companies in South Africa. More than 30 million tonnes of coal are consumed annually by Sasol, and about 8 million tonnes of gasification ash are produced. Eskom consumes more than 100 million tonnes of coal per annum, and more than 35 million tonnes of ash (fly and bottom) were produced in 2011. Almost 90% of the ash produced by Eskom is fly ash. The morphological features of fly ash result in improved workability of cement systems, while the pozzolanic activity makes fly ash suitable for use as a cement extender. However, in South Africa, only about 5% of all fly ash produced by Eskom is beneficially used and millions of tonnes of ash are being stored and disposed of in TABLE 1 Chemical composition of Lethabo fly ash (wt %) ash dams and landfills SiO2 TiO2 Al2O3 Fe2O3 MnO MgO CaO Na2O annually, creating the 55.22 1.57 31.93 3.36 0.02 0.73 4.57 0.01 risk of toxic elements

such as aggregate, with the aim to obtain main trends that would also be relevant for alkali-activated fly ash cement concretes. The trends obser ved for the alkali-activated fly ash cement pastes should be relevant for concretes containing alkaliactivated fly ash cement. The alkali content plays an important role in the development of the compressive strength of alkaliactivated fly ash cement pastes and their microstructure. The recommended alkali concentration is 9% Na2O of fly ash mass, which provides the highest compressive strength and low standard deviation at 28 days. Excessive alkali content (>9% Na2O) results in a decrease in strength, high standard deviation, and a high coefficient of strength variation between different batches.

Utilisation of ash is a serious problem for South Africa, as energy production relies mostly on coal

Temperature and duration

Alkali content higher than 9% Na2O also causes efflorescence formation and, possibly, the formation of microcracks in the microstructure of the pastes. Therefore, the amount of alkali must be strictly controlled during the production of alkaliactivated fly ash cement. The temperature and duration of curing of alkali-activated fly ash cement pastes affect the compressive strength significantly. Curing at 25°C is possible, but it is not practical, due to delayed setting, intensive efflorescence formation, ver y slow strength development, relatively low strength at 28 days, and large strength deviation. Therefore, it is important to provide elevated temperature curing, thus accelerating the strength

K2O 0.87

P2O5 0.42

SO3 0.23

SrO 0.12

LOI 0.80

other 0.15

IMIESA February 2016

CEMENT & CONCRETE TABLE 2 Compressive strength and standard deviation of alkali-activated fly ash cement pastes with different Na2O content

Paste

Na2o, wt %

Na3 Na6 Na9 Na12 Na15

3 6 9 12 15

Average compressive strength and standard deviation (in brackets) at different testing ages, MPa 7 days 28 days 91 days 182 days 364 days After elevated temperature curing 17.7 (1.15) 19.8 (0.87) 26.1 (0.98) 25.4 (1.45) 23.7 (1.43) 25.7 (2.07) 36.0 (1.23) 36.6 (1.37) 43.7 (2.01) 49.1 (2.01) 44.4 (1.90) 51.7 (2.86) 43.1 (1.24) 41.6 (2.76) 50.8 (2.00) 60.0 (2.90) 63.6 (1.52) 67.9 (5.19) 36.1 (1.07) 39.8 (1.96) 48.6 (1.77) 62.8 (3.96) 68.9 (3.85) 64.9 (1.39) 36.6 (2.75) 38.8 (3.98) 49.8 (2.36) 55.4 (6.06)* 60.8 (8.62) 62.7 (4.48)

*These values include more than one statistical outlier, which varied by more than +/- 10% from the mean and would normally be excluded according to SANS 50196-1 development of the alkali-activated fly ash cement pastes. An increase in temperature over 60째C did not noticeably affect the 28-day and 91-day compressive strength of alkali-activated fly ash cement pastes cured for 4 hours and 24 hours. The duration of elevated temperature curing has a more prominent effect on the early strength. The 28-day and 91-day compressive strengths are less affected by the duration of elevated temperature curing. There is no significant increase in the early compressive strength when the duration of elevated temperature curing exceeds 16 hours.

IMIESA February 2016

Elevated temperature curing at 60째C for 16 hours is recommended for curing of alkaliactivated fly ash cement pastes.

Compressive strength The compressive strength of alkali-activated fly ash cement pastes is significantly affected by the water-to-binder-solids ratio. The compressive strength decreases with an increase in water-to-binder-solids ratio. Therefore, alkali-activated fly ash cement concretes should be designed to achieve required workability at the lowest possible water-to-binder-solids ratio. Alkali-activated

fly ash cement pastes were produced with a compressive strength between 10 MPa and 60 MPa at 28 days. These results indicate that the Lethabo fly ash can be used as a source of aluminosilicates in alkaliactivated fly ash cement formulation to produce a concrete with good mechanical properties. The short- and long-term properties of alkali-activated fly ash cement concrete are currently under investigation at the University of Pretoria. * For a list of references and the paper in full, contact liesl@3smedia.co.za.

CEMENT & CONCRETE

Quality wins the day It is no secret that the readymix industry is growing in leaps and bounds, and that more and more organisations are insisting on Sarmaapproved concrete for their construction sites.

UT A LESSER-KNOWN fact is the behind-the-scenes work that is constantly being undertaken by the Southern Africa Readymix Association (Sarma) to ensure that international standards are adopted and used by its members, while simultaneously educating industr y bodies and users about the need to insist on accredited readymix. “If South Africa is to progress as a modern society, we need to uphold standards and constantly push the boundaries to ensure we are among the world leaders. We must be able to construct any type of structure with locally obtained skills and materials whenever it is required. We cannot ever settle for anything but the best when it comes to building our nation,” says Johan van Wyk, general manager, Sarma.

Quality over cost He continues, “It is inconceivable that anybody would use a product that is not bound by any standards, whatsoever, when there are accredited members that have to comply to all manner of internationally accepted standards before they are allowed to sell a single cubic metre of readymix concrete. “That is why we never stop working to engage with colleagues representing professional industries in civil engineering, architecture, quantity sur veying, project managing, as well as consulting, municipal and other technical disciplines that are required to specify concrete. Also, roads

ABOVE Johan van Wyk of Sarma LEFT Quality readymix concrete from Sarma-accredited suppliers is increasingly being insisted on

IMIESA February 2016

CEMENT & CONCRETE

agencies and all tiers of government need to be educated about the correct use of readymix concrete. “This year, alone, we have scored major success with Sanral, several metropolitan municipalities, large civil engineering companies and a variety of other significant organisations all specifying that only Sarmaaccredited readymix is to be used on their sites,” lauds Van Wyk.

Working with the best He explains that, so far, the Construction Industry Development Board (cidb), Consulting Engineers SA (CESA), National Home Builders Registration Council (NHBRC), SA Institute of Civil Engineers (SAICE), National Laboratory Association (NLA) and many others have committed

to working with the company to encourage members to specify Sarmaaccredited concrete. CESA has also inserted a readymix-concreteaccreditation module into its training courses. Furthermore, more than 680 students across the country have been lectured on the importance of accredited concrete; 490 specifiers across all industries have been enlightened and the Master Builders Association has worked with its members to highlight the importance of standards adopted by Sarma members. To crown what has been a busy year so far, the association is also cleaning up readymix’s act by establishing a task team to clear concrete spills on Gauteng’s roadways, regardless of whether they were caused by members or non-members. The programme will be evaluated for the next six months. If successful, it will be rolled out across the country.

More to come Other ongoing initiatives involve working with standards authorities to modernise SANS codes relating to readymix concrete, laying the groundwork for various courses to be offered by affiliated industry bodies and Sarma. This includes concrete batching courses, laboratory courses and concrete technology courses. The association has also arranged that high-tech mixer truck cleaning equipment be brought to South Africa to help safely clean truck mixing drums, in order to boost members’ profitability and contribute to lower fuel consumption of the affiliated fleet, due to less ‘carry back’ of dry concrete in the drums. In other parts of the world, more than 90% of concrete used for all construction projects is readymix concrete. “The figure is considerably less in South Africa and it is our duty to bring our construction industry in line with those nations to improve the quality of construction in South Africa, as well as speed up delivery times and work towards a more sustainable construction industry. “Through these and many other similar programmes, we continue to play a pivotal role in the development of the industry, and the latest developments and partnerships we have established with important role players highlight the importance of using readymix concrete from an accredited supplier. It also highlights the need to brand quality readymix with the Sarma logo,” Van Wyk concludes.

“We need to uphold standards and constantly push the boundaries to ensure we are among the world leaders.”

IMIESA February 2016

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CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS

Caution:

market growth ahead Despite leading earthmoving equipment, pipe and electrical equipment manufacturers, together with suppliers, all reporting a significant reduction in sales over the past year, all is not doom and gloom, comments Quintin Booysen, sales and marketing manager, Pan Mixers South Africa (PMSA).

OOYSEN SAYS THAT the negative economic trends experienced in early 2015 abated somewhat by August, which was followed by a positive year end. “In the precast sector, we were fortunate to have had a good 2015 and expect a positive star t to 2016, with significant orders already placed for deliver y this year,” reveals Booysen. “Clients that have always done well are still investing, but are looking for new technology and added features, especially for improving plant efficiency by increasing output with the same human resource compliment.” Walter Ebeling, managing director, PMSA, notes, “2016 will no doubt have challenges. Companies need to ensure they retain sufficient cash for any continued downturn next year. Companies also need to look at more efficient ways of doing business – from marketing to production methods. “The global fundamentals are still shaky and the stability of the rand, along with other emerging

IMIESA February 2016

ABOVE (left to right) Sanjay Panoya, ESL; Nunzio Putifarri, Fiori; Quintin Booysen, sales and marketing manager, PMSA BELOW MD Walter Ebeling says PMSA had a good 2015 and expects a positive start to 2016

market currencies, remains questionable. This instability makes planning difficult,” Ebeling remarks. “We are, therefore, fortunate to be opening 2016 with significant plant orders for existing and new clients.”

Using innovation to stay ahead Through innovative plant configurations and new engineering techniques and designs, the equipment manufacturer is able to offer fully automated, large-capacity plants that can compete with imported plants,

ABOVE PMSA is the market leader in Africa in concrete machinery and equipment

while offering a better technology and quality over imported plants, at a more cost-effective price. The company is celebrating its 40th anniversar y in 2016, a significant period that has seen extensive development of optimal and cost-effective solutions for African operating conditions. “We have spent the last five years consolidating our industr yleading position and ensuring that we are able to offer the best value for money, customisation and ser vice and support backup,” highlights Booysen. “Our plants are built to last, with no compromise in terms of quality of plant build. This enables us to offer more costeffective plants to the market. In 2016, we expect to grow and continue to dominate the market. “This is because we are the only concrete equipment producer and supplier able to provide leading technology, full support, training, commissioning, backup and spare parts across a range of concrete equipment and brick and block plants, from start-up to high-capacity 190 000 bricks-per-shift, fully automated plants,” stresses Booysen.

Getting in on infrastructure projects in Africa Looking at the ample opportunities offered by Africa, Booysen adds, “Companies need to broaden their marketing and sales focus to ensure they capture their share of the expansion and infrastructure projects on the continent.” As cement costs continue to rise, precast producers are seeking ways of saving on input costs. “One of the easiest methods in this regard is effective curing solutions, whereby manufacturers can maximise cement usage by increasing cement hydration and, thereby, maximise the strength of the end products,” elaborates Booysen. “More effective curing of concrete products also means lowering a company’s carbon dioxide footprint by effectively maximising cement usage. Customers using full curing solutions have reduced their cement usage by up to 30%. With cement being the single biggest cost factor for most concrete producers, this results in significant savings for their operations,” asserts Booysen. Ebeling concludes, “We are proud to be celebrating so many decades of successful business in Africa, with 2016 anticipated to be another great year of providing solutions and technology to the concrete equipment sector.” IMIESA February 2016

CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS

Heavy lifting J The Vestas wind farm projects at Grahamstown, Saldanha, Great Kei, Tsitsikamma and Grassridge will see a substantial amount of renewable energy filtered into the national grid, with a subsequent reduction in carbon emissions.

OHNSON CRANE HIRE has completed heavy lifts for three of these wind farm projects and is currently busy with the Tsitsikamma wind farm heavy lift. The wind farms are located in areas that experience high winds, and this poses a challenge when per forming the lifts.

Skilled team in action Leveraging many years of experience on a wide variety of projects, across a number of industries, the team of skilled engineers and operators has overcome the inclement weather conditions and difficult logistics. There are seven 3 MW V-112 turbines on the Chaba Wind Farm, which will feed 21 MW of power back into the grid, once energised and commissioned – this will power 14 000 South African homes. Waainek Wind Farm will have eight turbines capable of producing 3 MW of power each and a combined installed capacity of 24.6 MW. This represents 1.3% of the national target for onshore wind energy and is sufficient energy to power 16 000 South African households. The lifts at Chaba took a month, while those at Waainek took six weeks.

Smart design for easy relocation Prior to the erection of the Liebherr 750 tonne LG 1750 lattice-boom truck mount on the hard stand on-site, all the wind turbine components were preplaced on a laydown area. The placement of the components is a critical element of the lift itself, as it is necessary that they be located within the crane’s safe working load area. Brandon Grange, project manager, Johnson Crane Hire, says that the design of the Liebherr LG 1750 allows for easy relocation between sites, with increased mobility on sites with varying terrain. Each turbine comprises a base tower, a mid tower and a top tower section, as well as a nacelle, a drive train, a hub and three rotor blades. With the exception of the base tower section, which is pre-installed, all other components needed to be lifted into position for final installation and commissioning. Each turbine has an 84 m hub height and a 112 m rotor diameter.

IMIESA February 2016

LEFT The ability to overcome inclement weather and difficult logistics is testament to Johnson Crane Hire's vast experience and expertise BELOW Johnson Crane Hire was responsible for lifting all turbines and associated componentry for the Chaba and Waainek wind farms

The second tower has a length of 28.8 m, a 3.9 m rotor diameter and weighs 58 tonnes. The top tower has a length of 30 m, 3.3 m rotor diameter and a 42 tonne weight. The nacelle, excluding the drive train, weighs 70 tonnes and is 12 m in length, with a 4 m width and a height of 3.1 m. The drive train is 7 m long, 3.5 m wide and 3.2 m high, with a weight of 58 tonnes. The three blades, which were individually lifted into position, each have a length of 55 m, a width of 3.9 m and a height of 2.6 m, with a weight of 12.3 tonnes. The LG 1750 was stripped after completion of the Waainek project and was immediately relocated to the next wind farm project at Tsitsikamma Wind Farm, which is 40 km outside Jeffreys Bay.

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CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS

One of the primary challenges on any construction site is the need to move both people and materials in a manner that maximises productivity while ensuring optimum safety.

ITSUBISHI HITACHI POWER Systems Africa (MHPS) found the ideal solution in Orbit personnel and material hoists, which will enable the contractor to provide safe, effective and efficient services at its contract at Kusile Power Station. The Orbit hoists will be installed at two of the boiler sites on the project. This is according to Awie Esterhuizen, scaffolding discipline manager, MHPS, who explains that, while heavy loads are moved using tower cranes, this mode of materials handling cannot be justified for smaller components such as scaffolding material. Moving such components manually was not an option, as construction tasks can be unnecessarily delayed and moving people without the required materials would have resulted in avoidable standing time and a loss of productivity.

Overcoming a challenge “Our challenge was to find equipment that would transport both men and materials to

IMIESA February 2016

The art of moving man and materials various levels of the 110 m tall construction, thereby reducing manual handling of equipment and subsequent risk of injury while improving productivity. And, we needed to be able to do this at a speed that would be both safe and effective,” Esterhuizen explains. He says that the complexity of lifting men and materials vertically to levels on such a high construction is seldom appreciated. “In a nutshell, the challenge is to effect this movement on to a building site in order to complete construction.” Torre Lifting Solutions was able to respond to this need and provide a best-fit turnkey solution using the Orbit personnel and material hoist. The scope of supply included procurement, transport, importation, installation and commission of the hoists. Esterhuizen says that, by Torre Lifting Solutions assuming the role of a business partner rather than a single-focus supplier, MHPS was able to focus on the work at hand.

Killing two birds with one hoist This purpose-engineered, single-mast hoist has two separate cages: one with a 2 tonne capacity to carry people and the other capable of carrying 2.3 tonnes of materials.

Both cages operate simultaneously and, most importantly, the configuration of the hoist allows for materials to be loaded by forklift, speeding up the operation. The design of most material hoists does not facilitate this type of mechanical materials handling, which means that some 5 000 pieces of material need to be manually moved to the hoist for up- and offloading. “The Orbit equipment is able to accept materials mechanically and, being able to load 5 000 pieces per lift, with a round-trip cycle time of 15 minutes, we can move all the material required per day within two to three hours. This feature is critical to productivity on-site,” Esterhuizen says. The material hoist operates at a speed of 22 m per minute, while the personnel cage travels at 96 m per minute. The equipment is engineered with all the requisite safety features, including integral lock-out mechanisms to prevent accidental operation or personal injury. Esterhuizen says that, while a technical support service is being provided by Torre Lifting Solutions to ensure continuous availability, MHPS’s preprocurement research indicated that this specific model is both reliable and robust under a range of operating conditions.

TECHNOLOGY

Municipalities get smart No longer a futuristic dream, smart cities are fast becoming a reality in many countries across the world. Smart cities are founded on the interconnectedness of devices, which communicate and provide information that leads to intelligent automation and decision-making. BY LIESL FRANKSON

OBILE IS FAST becoming the standard method for people to access technology, and this is seen with the ever-increasing uptake of smartphones. According to Pep Stores cellular executive John Edwards, in 2013, 1% of phones sold at Pep Stores were smartphones and, by 2014, 30% of phones sold at Pep Stores were smartphones (a 3 000% increase). These statistics prove that South Africans are more mobile than ever before. As the population is toting a cell phone or smartphone, it is now the quickest way to connect with local residents when it comes to anything from crime alerts to voting reminders. Herein lays the value and opportunity for developing and rolling out apps at municipal level, according to Mpumi Nhlapo, director, Intervate – a company that provides enterprise information management solutions. “There is a huge opportunity for municipalities, because there is an audience and a technology-ready market. You can get a good, feature-rich smartphone for as little as R160, so there is no excuse not to take advantage of that market,” he says. Another area that could help accelerate the implementation of municipal apps is the current drive to roll out broadband infrastructure

Mpumi Nhlapo, director, Intervate

around the country. The roll-out, however, also presents a challenge, because it is not being implemented in previously disadvantaged communities at the moment. Nhlapo sees this as another opportunity: “There is a gap in the market to deliver this communication infrastructure to these communities.” One of the challenges facing the rollout of municipal apps, according to Nhlapo, is the lack of companies developing enough enterprise-centric apps. “At the moment, there is great potential to bridge a big gap between the people and the municipality’s ability to address their concerns. The focus is on enterprise-centric mobility.”

reliable back end in place. The second mode involves introducing more innovation and engagement, and this involves taking more risks, which may not be immediately appealing to municipalities. “The problem we have here is that municipalities are still focused on records-based systems with little risks. We need to introduce new ways of engagement and more thought leadership,” says Nhlapo. “Why? Because people are experiencing this new form of engagement and connectivity through apps in their everyday lives, with their banks, and other service providers; so why should they not have that level of engagement with their municipality, especially since the municipality plays a big role in their lives. So, the balance lies in looking after the back end, but you need to create a platform for that engagement. This is very important,” he continues. “A cell phone is the most personal way to engage with someone outside of an actual relationship, and municipalities can

A cell phone is the most personal way to engage with someone outside of an actual relationship, and municipalities can leverage that

Adopting a hybrid approach In recent consultations with the municipal sector, Nhlapo spent a lot of time talking about digital transformation and the concept of bimodal information technology (IT). In the context of identifying the most effective service delivery and infrastructure areas for app development, the first mode in a bimodal IT approach involves having a predictable,

IMIESA February 2016

TECHNOLOGY

leverage that. Just look at the recently launched Find&Fix app.”

Integrating app technology with asset management The Find&Fix app allows citizens to report problems such as potholes to the Johannesburg Road Agency (JRA). The app utilises geotagging to identify the location of the pothole, which initiates a series of processes that result in the pothole being repaired far more quickly than a call to the contact centre. While traditional contact centre communication provides communities with the opportunity to report a problem, incident or an event, they are often regarded as challenging and inconvenient due to long waiting queues, redirects, dropped calls and more. With nearly 200 smart city apps around the world, a citizen-reporting app allows the public to report an incident in the moment, without any hassles and the unpleasantness associated with contact centres. “The amazing thing is that, when we were first approached by the roads agency, they were looking for a back-end road asset management system, but they lacked sufficient data on what was actually happening out there on the roads. To do meaningful asset management, they needed actual people on the ground,” explains Nhlapo. “That’s where engaging with the people comes in. Through the app, the municipality is now able to understand the infrastructure challenges and collate the data in order to manage its assets accordingly, thanks to the pictures, locations and other information people supply through the app. Pulling citizens in creates meaning for municipal departments.” The beauty of citizen reporting is that the underlying technology has already been developed for existing local apps. This technology and knowledge can be reused in many scenarios and instances within municipalities and governments. There are many cities around the word that are currently making use of apps to enhance services such as tourism, licensing and registration, and recreation.

regard to the country’s Integrated Development Plans (IDP), Nhlapo is calling on government to consider some flexibility. Cloud technology, mobility and smart technology have ensured that the Internet is now everywhere and things are moving more rapidly; therefore, we are going to encounter problems if a municipality is still operating its systems in terms of a plan that was developed five years ago, which may no longer be relevant. “For example, the idea to put laptops in classrooms may have been relevant a few years ago, but we now have tablets, which make more sense. So, we are suggesting more flexibility in the IDP to respond to the economy and markets, particularly with regard to technology,” Nhlapo notes. “If we do not move at the same pace as technology, we will always be behind and missing an opportunity.”

Training and skill The idea of introducing apps to municipal and government institutions always raises the question of training and, at times, this may be viewed as a stumbling block. However, Nhlapo points out that this shouldn’t be the case. “The reality is that apps are intuitive. You may find that staff say they don’t know how to use the technology once it’s installed and they need training, but they have the latest cell phone, which they taught themselves how to use. So, we are saying, ‘Here are the apps and technology’ – but training can’t be an inhibitor.” Nhlapo asserts that specific functional enterprise training regarding how things work will always be required; however, many companies and staff members don’t realise that they already have the skills that need to be leveraged. “We have learned all of these things along the way, as we try to develop new apps and evaluate thinking. We need to make a decision, as a country, to lead with technology in everything we do. We have so much potential and skills here.” South Africans are innovators when it comes to technology that addresses emerging market challenges. “The concept of prepaid air time was developed in South Africa – that concept is now showing up all over the world. The idea of the ‘please call me’ was also a home-grown innovation, so we are quite skilled in taking technology and adapting it to our conditions. We need to tap into this and use that innovation in our municipalities to leap-frog some of our developed counterpar ts. We constantly need to be thinking in terms of the next big thing that will come out of our countr y.”

South Africans are innovators when it comes to technology that addresses emerging market challenges

Leading with technology When we look at how technology fits into the greater scheme of things in South Africa, particularly with

Mobile is fast becoming the standard method for people to access technology and this is seen with the ever-increasing uptake of smartphones. The Find&Fix app allows citizens to report problems such as potholes to the JRA

IMIESA February 2016

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

IMESA

Deep and active INDEX TO ADVERTISERS Advanced Polymers

Afrisam 44 Ammann 28 A-OSH Expo

Aveng Infraset

IFC

Babcock 71 Claybrick 26

KROHNE WATERFLUX meets SANS1529-1:2006 fit for trade metrology – exceeds class D Specifications

Concrete Manufacturers Association 38 Elster Kent Metering

Envirosan 13 ERWAT OFC

Direct subsurface installation of water meters? Now it’s possible with the WATERFLUX from KROHNE.

IMESA Save the Date

IMESA Call for Papers

IMESA Call for Entries

Kaytech 4 Krohne 80 Lafarge 52

WATERFLUX – the new electromagnetic water meter – enormously simplifies the integration of measurement technology in drinking water networks. Thanks to its permanent maintenance-free operation, an above-average service life of 25 years and the special subsurface installation coating, the WATERFLUX can be installed directly in the ground for applications not subject to custody transfer – and all this without a measuring chamber.

Model Maker Systems

Mercedes-Benz

National Asphalt

Osborn Engineering Products SA

Quality Filtration Systems

PPC 32

The precisely acquired measurement and totaliser values can be conveniently read aboveground on the batteryoperated converter. Optionally, the data can be transmitted cyclically via any number of GSM mobile communications networks to a control system – even from remote areas.

Robust Road Repair

Structa Group

TFM Industries

With minimum effort, you can set up an autonomous and fully remotely monitored metering point installed underground – one that is deep and active!

Tosas 42

KROHNE – Water is our world.

Wampex 73

Uretek Geo Systems

UWP Consulting

Water & Sanitation Services

Please see our website for more information www.za.krohne.com/waterflux-series KROHNE South Africa 8 Bushbuck Close Corporate Park South Randtjiespark, Midrand Tel.: +27 113141391 Fax: +27 113141681 Cell: +27 825563934 John Alexander j.alexander@krohne.com www.za.krohne.com

WEC Projects

WRP Consulting Engineering

IBC

Zest WEG Group

OBC

IMIESA January 2016

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