Imiesa February 2018

www.infrastructurene.ws

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

infrastructure development • Maintenance • service delivery

INDUSTRY INSIGHT Road construction and sustainability

Werner Tessendorf

Business Development Manager, Tosas

Municipal Voice

Tshwane: A city with vision

Labour-intensive Construction

Is the EPWP off track?

Barloworld SEM

Earthmoving quality at the best price IN THE HOT SEAT Our mission is to be the leading asphalt and road construction company in KwaZulu-Natal and neighbouring markets like the Eastern Cape.”

Deane Koekemoer General Manager, Shisalanga Construction ISSN 0257 1978

V o l u m e 4 3 N o . 2 • F e b r u a r y 2 0 1 8 • R 5 0 . 0 0 ( i n c l . VAT )

PERMANENT ROAD REPAIR

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www.infrastructurene.ws

IMESA

volume 43 no. 02 February 2018

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

INSIDE

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

INDUSTRY INSIGHT Road construction and sustainability

Werner Tessendorf

Business Development Manager, Tosas

Municipal Voice

Tshwane: A city with vision

Labour Intensive Construction

Is the EPWP off track?

Barloworld SEM

Earthmoving quality at the best price IN THE HOT SEAT Our mission is to be the leading asphalt and road construction company in KwaZulu-Natal and neighbouring markets like the Eastern Cape.”

Deane Koekemoer General Manager, Shisalanga Construction ISSN 0257 1978

V o l u m e 4 3 N o . 2 • F e b r u a r y 2 0 1 8 • R 5 0 . 0 0 ( i n c l . VAT )

Barloworld SEM is on an expansion drive, backed by a growing dealer network. IMIESA speaks to Barry Fang, business manager for Barloworld SEM, about the road ahead. P6

30

pipelines

Uncovering Joburg Water's big fix

Roads & Bridges Regulars Editor’s comment President’s comment Africa round-up Index to advertisers

3 5 9 60

Road funding in South Africa Cementing the way forward Zambian bridge analysis Combating black cotton soils

Geotechnical Engineering

Ways to minimise sinkholes Cover Story Layer works interventions Earthmoving quality at the best price 6

A team approach to paving

10

Road construction and sustainability

12

30

ROADS & BRIDGES Road funding in South Africa

14

Consulting to Local Government iX Engineers Services and dignity for Hammanskraal Capacity building needs infrastructure Delivering creative project solutions

27 19 20 23

Water Utilities Mastering portable desalination A proven solution Proven screen cleaning solutions

24 27 29

Pipelines Uncovering Joburg Water’s big fix

43

ENVIRONMENTAL ENGINEERING Tackling a steep gradient

43

Efficient buildings need bricks

45

Labour-intensive Construction

Municipal Voice Tshwane: A city with vision

Tackling a steep gradient

Social Housing

Industry Insight

Deane Koekemoer, general manager for Shisalanga Construction, talks to IMIESA about the company’s turnkey penetration strategy in the asphalt supply and flexible pavement markets, where its unique offerings are delivering results. P10

39 41

Environmental Engineering

Hot Seat

IN THE HOT SEAT

32 35 36 37

30

Is the EPWP off track?

46

Transport, Logistics, Vehicles & Equipment Market developments from Bell Powerful milling Record year for FAW SA Efficient excavation

49 51 53 54

Cement & Concrete New reservoir at Rundu Perfecting the mix

55 56

INDUSTRY INSIGHT

12 Building and maintaining South Africa’s road network is one of the key factors that will ensure the country’s future prosperity. IMIESA talks to Tosas’ business development manager, Werner Tessendorf, about how the company’s bitumen solutions and industry partnerships are making the difference.

Decades of Protection Protecting the ground water Build a barrier that provides effective containment of landfill waste and protect the environment.

The EnviroFix composite geosynthetic clay liner system has remarkable internal shear strength, low permeability and consistent high quality performance, making it the ideal liner for ash dumps, landfills and caps, tank impoundments and industrial ponds.

• Replace or reduce thick, compacted clay layers • Achieve stability on steep slopes • Reduce construction times and costs • Increase landfill containment volume

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For more information on reducing excavation and landfill construction times and costs with geosynthetic clay liners, visit kaytech.co.za or contact marketing@kaytech.co.za

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EDITOR’S COMMENT Publisher Elizabeth Shorten MANAGING EDITOR Alastair Currie SENIOR JOURNALIST Danielle Petterson JOURNALIST Liesl Frankson Head OF DESIGN Beren Bauermeister Chief SUB-EDITOR Tristan Snijders SUB-EDITOR Morgan Carter ContributorS Gavin Clunnie, SC Krygsman, Robert McCutcheon, Bryan Perrie GENERAL MANAGER Candice Landie CLIENT SERVICE & Production MANAGEr Antois-Leigh Botma financial Director Andrew Lobban DISTRIBUTION MANAGER Nomsa Masina Distribution coordinator Asha Pursotham SUBSCRIPTIONS subs@3smedia.co.za Printers United Litho Johannesburg +27 (0)11 402 0571 ___________________________________________________

A

s we head into 2018, one of our overriding priorities is to get the economy back on track and working. The time for talking is definitely over. As is, presumably, a future repeat of the state capture scenario – a term most people had never heard of before now. However, it’s not a term unique to South Africa, but one that has been used for a number of years by leading organisations like the World Bank to describe this particularly insidious form of systematic corruption.

We all know that the last two years have been really tough for South Africa, impacted of course by global trends, but also compounded by public sector challenges at home, whether at a departmental, SOE, provincial or municipal level.

If the judicial process is allowed to take its course in rooting out corruption, we’ll have an opportunity to ‘clear the decks’ and stop allocating blame by establishing a transparent assessment of the current situation. Then we can move forward, in the process reining in our public debt and ensuring that every rand invested in areas like social services, education and infrastructure is well spent and accounted for; because just achieving a clean audit is hardly sufficient if the monies spent don’t translate into measurable and sustainable outcomes. Plus, we still have many examples of budgeted funds not being used due to a lack of capacity within some organs of state.

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

No. 9, 3rd Avenue, Rivonia 2056 Publisher: PO Box 92026, Norwood 2117 Tel: +27 (0)11 233 2600 Fax: +27 (0)11 234 7274/5 www.3smedia.co.za Annual subscription: R550.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR. © Copyright 2018. All rights reserved. ___________________________________________________ IMESA CONTACTS HEAD OFFICE: Manager: Ingrid Botton P.O. Box 2190, Westville, 3630 Tel: +27 (0)31 266 3263 Fax: +27 (0)31 266 5094 Email: admin@imesa.org.za Website: www.imesa.org.za BORDER Secretary: Celeste Vosloo Tel: +27 (0)43 705 2433 Fax: +27 (0)43 743 5266 Email: celestev@buffalocity.gov.za EASTERN CAPE Secretary: Susan Canestra Tel: +27 (0)41 585 4142 ext. 7 Fax: +27 (0)41 585 1066 Email: imesaec@imesa.org.za KWAZULU-NATAL Secretary: Ingrid Botton 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: np@imesa.org.za

Tshwane gains Rather than reflect purely on the past, let’s put the historical data and experience to good use by refocusing our goals and setting achievable targets. Take the City of Tshwane as a prime example. Led by Executive Mayor Cllr Solly Msimanga, there’s been a major improvement in fiscal performance, with unauthorised expenditure reducing from R1.6 billion in 2015/16 to R634 million in 2016/17. It’s indicative of the way Tshwane is eradicating past inefficiencies and irregularities in its relentless pursuit of excellence. A fresh start can yield great things.

It’s sad to think that we’ve wasted outcomes that could have placed the country much further down the road in terms of its socio-economic

WESTERN CAPE Secretary: Michelle Ackerman Tel: +27 (0)21 444 7114 Email: imesawc@imesa.org.za

Alastair Currie 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.

@infrastructure4 struc www.infra

magazine The official of the Institute l Engineer ing of Municipa Africa of Southern

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Tessendorf

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Infrastructure News

IMESA

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Road constru

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 the authors do not necessarily reflect those of the Institute of Municipal Engineering of Southern Africa or the publishers.

development, especially for impoverished rural regions where SMME and employment opportunities are still very limited.

In this edition is a highly informative article

by Professor Robert McCutcheon – entitled ‘Is the EPWP off track?’ The article presents a concise analysis of the first 10 years of the Expanded Public Works Programme (EPWP) (2004 to 2014), focusing specifically on the infrastructure component and how it’s fallen short of creating jobs and transferring skills.

When you read it, you will see that only about 24% of the monies allocated for infrastructure were spent.

One of key drivers at the inception of the EPWP was a general commitment to promoting modern labour-intensive construction methodologies, with a minimum 30% target envisaged. However, the actual labour-intensity component was around 10.1%.

Foregone opportunities

SOUTHERN CAPE KAROO Secretary: Henrietta Olivier Tel: +27 (0)79 390 7536 Fax: +27 (0)86 629 7490 Email: imesasck@imesa.org.za

FREE STATE & NORTHERN CAPE Secretary: Wilma Van Der Walt Tel: +27 (0)83 457 4362 Fax: +27 (0)86 628 0468 Email: imesafsnc@imesa.org.za

Getting back to work

city

nsive Labour Inte Construction off track?

Is the EPWP

M worldbesSE Barlolity t price at the

Earthmovin

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 +27 (0)11 467 6223.

g qua

company SEAT construction t and road n Cape.”

IN THE HOT the Easter leading asphal markets like n is to be the ouring Our missio Construction al and neighb er, Shisalanga in KwaZulu-Nat General Manag

Deane

Koekemoer

7 1978 ISSN 025

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IMIESA February 2018

3

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President’s comment

IMESA

A time for change

T

he world over, the year leading up to a general election is always a tumultuous one and South Africa’s experience ahead of 2019 will be one of the most significant since the dawn of the country’s new democracy in 1994.

I believe most of the developments within the political arena during 2018 will lead to positive change. This view is also supported by the markets, with renewed levels of local and international business confidence evident and a strengthening rand.

One of South Africa’s greatest assets is its Constitution. It’s said to be one of the most progressive in the world. In fact, the Constitutional Court is the highest in the land, and the only entity with the authority to decide disputes between organs of state concerning areas like their powers or functions.

So, the Constitution provides checks and balances; however, its purpose is not to purely police policy and behaviour, but to establish the framework for a true democracy. The rest is up to us – whether public or private, entity or individual – to act correctly in accordance with the common law, industry legislation, and ethically accepted norms.

Unfortunately, we’ve all seen or experienced a few challenges, and there have been plenty of media reports about irregular practices that have hurt our economy, both financially as well as in terms of delayed or irregular infrastructure roll-outs. In some

areas, our infrastructure management has shifted to ‘crisis mode’. The upside is that in many instances, matters are now being brought to a head, perhaps because of recent changes in the ANC leadership, and the looming general election.

Energy debacle A prime example is the coverage unfolding on developments within Eskom, which has been severely compromised in terms of maladministration and corruption. The recent appointment of new board members and steps to appoint new group chief executive and group chief financial officers form part of a concerted drive to reverse declining revenues and governance failures.

Cyril Ramaphosa, South Africa’s deputy president, summed up the situation well during a recent media statement when he stated, “For South Africa to flourish, Eskom must work and work well.” He was speaking in his capacity as chair of the Interministerial Committee on SOE Reform.

I’m optimistic that, as a country, we’re now moving back on to the right path. South Africa has such potential, but as we’ve seen from recent experience, we need to ensure that the right people are in place to lead and grow our economy.

Infrastructure will always be a priority – energy being a case in point; water is another one, and more critical. Energy is renewable, but water is a finite resource and so its catchment, storage and distribution

IMESA president Gavin Clunnie

need to be very precisely planned. Of course weather variables, like the severe drought being experienced in Cape Town, add another factor, but one which should always have been included in the risk management equation.

The latter is underscored by the City of Cape Town’s much publicised drought crisis and the imminent threat of Day Zero in April 2018, when the taps are turned off and residents then have to queue for water. Arguably, something should have been done sooner since an analysis of the Western Cape dam level stats show that the problem of low water levels has been building for some years now.

The Department of Water and Sanitation and the City of Cape Town are working towards finding immediate solutions, like desalination plants. This needs to be followed by comprehensive contingency planning to ensure medium- to longerterm responses, like the Berg River – Voëlvlei Augmentation Scheme, and even water reuse.

Let’s remember, though, that the Cape Town water crisis has been compounded by an inexplicable resistance from some residents to comply with the imposed water restrictions. It’s our civic responsibility to preserve the infrastructure and resources that we have.

IMIESA February 2018

5

Cover story

Earthmoving quality at the best price Barloworld SEM is on an expansion drive, backed by a growing dealer network. IMIESA speaks to Barry Fang, business manager for Barloworld SEM, about the road ahead.

T

he recent launch of the second generation SEM 919 motor grader spearheads a series of new products planned for introduction during 2018. With the 919, Barloworld SEM has taken a novel approach that sets a new benchmark in the earthmoving industry, as this machine comes to market with an unprecedented three-year warranty, or 6 000 hours of utilisation.

“Our offering is significant because the standard new earthmoving machine warranty provided by most original equipment manufacturers (OEMs) is currently twelve months, so that clearly underscores our confidence in the SEM 919 to provide bestin-class availability,” says Fang. A Barloworld Limited group company, Barloworld SEM is the official South African dealer for the SEM product line.

A leading Chinese OEM since 1958, SEM has a well-established presence in the global earthmoving segment and was acquired by Caterpillar Inc as a wholly owned subsidiary in 2008. Prior to this acquisition, SEM traded as Shandong Engineering Machinery Co Ltd The company was subsequently renamed Caterpillar (Qingzhou) Ltd (CQL) in 2014. To further enhance the brand, Caterpillar approved the endorsement ‘SEM - A Caterpillar Brand’ in 2016. All units are manufactured at the Qingzhou facility in China.

Globally, SEM now has an extensive distribution network, and products are sold and supported via Cat-dealer-principal-owned SEM channels. This operates separately from Cat earthmoving and power systems dealers, which in the case of Southern Africa is

Barloworld Equipment, Barloworld SEM’s sister company.

“The second generation SEM 919 is a prime example of how Caterpillar and SEM are investing substantial research and development funding into new product rollouts, based on proven technologies,” Fang explains. “Caterpillar, for example, is widely regarded as the global class leader when it comes to motor graders.”

High productivity, reliability and operator comfort are key performance features of the SEM 919 grader, which has an approximate operating weight of 15 070 kg, a rated output of 140 kW and comes equipped with a new tandem drive system. Power is

provided by a Shanghai Diesel Engine, which is modelled on the legendary Cat 3306 power plant.

On the go, the 919’s load-sensing hydraulic system provides consistent and precise blade movement, while the A-frame-designed drawbar ensures optimal strength in all blade positions. In the cab, a world-class industry control layout with low lever effort ensures reduced operator fatigue.

“A feature operators particularly like on the SEM 919 is the machine’s tight turning circle, with a minimum radius of 7.8 m, which is convenient when manoeuvring in narrower road reserves,” says Fang. “The cab mounted on the front frame provides an unobstructed view of the blade and front axle, even during articulation.”

Growth strategy Within South Africa, Barloworld SEM is responsible for providing sales and aftersales support and has combined this with the appointment of dealer partners nationally, which is an ongoing focus. One of the landmark developments to date is the opening of the Barloworld SEM flagship Isando dealership in Johannesburg during the second half of 2017. Currently, there are six dealer partners, and Barloworld SEM plans to expand this to ten during the course of 2018.

“SEM is a popular choice, and not just because it’s a Caterpillar product, although that does instill major buyer confidence,” says Fang. “Simply put: the SEM value proposition targets customers who place a key emphasis on low initial cost of ownership, but still require a high-quality product that will consistently produce the goods, has a rebuild capability for a second life, and an eventual sound resale value. SEM products deliver in all these respects,” Fang explains.

Market segments targeted include agriculture, municipal services, construction, and material handling in quarrying, mining and general industry.

SMMEs “Given government’s official procurement policy directed at stimulating growth in the subcontacting sector, we anticipate strong demand from the SMME construction market.

For this reason, we’ve developed tailored financing packages with leading banks, which include Cat Financial (underwritten by WesBank) to help grow this important area of the industry,” he continues.

As Fang points out, SEM machines are approximately half the cost of comparable premium-priced OEM products.

That means SMME contractors can pay off their SEM units within a year, which maximises their downstream productivity.

“To assist SMMEs, SEM Barloworld will provide a letter of guarantee to subcontractors. This states that finance has been preapproved, so they can tender with confidence on projects,” adds Fang. Machines can be purchased on an installment sale or, alternatively, on a lease, with balloon payment.

Barloworld SEM also has a buy-back policy.

“Barloworld SEM’s objective is to maintain its dealer parts availability at a minimum of 85% and every customer is allocated a product support representative,” he continues.

SEM Isando team

is around 25% more fuel efficient than the previous generation. The machine also has a new and improved cab fitted with flat glass, which is more affordable to replace locally.

Machine population expansion The current active SEM machine population in South Africa now numbers close to 850, with a further 100-plus units forecast to be sold during 2018.

In addition to the 919 grader, Barloworld SEM’s present line-up comprises seven wheel loader derivatives in the small to medium class, ranging in payload capacity from approximately 1 t to 6 t. The 3 t, 5 t and 6 t payload machines form part of the new D-Series.

Advancements on the previous B-Series generation wheel loaders include improved fuel consumption, and an upgraded engine with the new E-fan. Like all SEM machines, these D-Series models are driven by mechanical engines, which are easy to maintain on-site. “Mechanical engines also tend to be far more tolerant of varying diesel quantities,” says Fang.

One of the best sellers locally is the SEM 656D wheel loader, with its 5 t rated load capacity. This machine was a winner in the Top 50 Products of China Construction Machinery Awards 2016 and is highly rated internationally for its overall performance.

Powered by a Weichai engine, the SEM 656D

Dozers Barloworld SEM’s product line-up has now also been joined by two new dozer models, namely the SEM 816 and 822, weighing in at approximately 18 t and 20 t, respectively. These machines feature a flat tracked undercarriage system equipped with hydrostatic drive. The first units, which have already been sold, arrived in December 2017.

In terms of future developments, Barloworld SEM is also planning to introduce an 8 t payload wheel loader during the second quarter of 2017, based on customer demand.

“We will continue to build on the product range as we identify new opportunities,” Fang concludes.

www.barloworld-sem.com

IMIESA February 2018

7

INFRASTRUCTURE NEWS

FROM AROUND THE CONTINENT

Egypt Essential WWTW upgrade Egypt will expand one of its essential wastewater treatment works at Abu Rawash in the Giza Governorate in an attempt to benefit over 8 million people.

The project, on the west side of the Nile, involves upgrading the primary treatment facility of 1.2 million m3/day to also include secondary treatment of wastewater, and expanding the treatment plant’s capacity to 1.6 million m3/day of both primary and secondary treatment.

The upgrade of the Abu Rawash Wastewater Treatment Plant is expected to reduce health risks through the depollution of the drains and canals, scale up water reuse for agriculture, and protect the Nile and the environment from pollution.

The Abu Rawash project is expected to create more than 1 200 direct jobs and 4 000 indirect jobs in tourism, agriculture, and fisheries.

Malawi

and associated pumping stations and storage reservoirs. It will also upgrade 142 km of existing distribution network and expand the distribution network by about 186 km to areas of the city not currently served by piped water.

Lilongwe’s water demand is expected to reach almost three times the current supply by 2035 and the capacity of Kamuzu Dam I will be simultaneously increased to assure supply.

Sanitation improvements will use about one fifth of the LWSP funds. Only about 5% of the population of Lilongwe city is served by a sewer system.

The project will rehabilitate and expand the 107 km sewerage network and the Kauma sewage treatment plant. Five thousand new sewer connections will be installed to benefit about 90 000 people. There will be further support to construct 8 000 improved sanitation facilities, benefitting about 160 000 people from poor and vulnerable households.

Mozambique

Advancing water & sanitation

Lighting things up

Half a million residents of Malawi’s capital city, Lilongwe, are set to benefit from improved water services and safely managed sanitation through the $100 million Lilongwe Water and Sanitation Project (LWSP).

Two thirds of the project funds will help rehabilitate and expand the water distribution network.

This will include the construction of 27 km of transmission mains

Mozambique will upgrade its Dondo substation to provide 80 000 households and businesses with access to electricity and improve the reliability and quality of power supply to more than a million people in the Sofala and Manica provinces in central Mozambique. The $45 million project includes the construction of

a 170 km, 220 kV overhead transmission line along the Beira Corridor.

Namibia Fast forward on transport Namibia will undertake two priority transportation projects to the tune of $153 million to speed up road and rail transport.

The first project will see a 210 km stretch of railway track between Walvis Bay and Kranzberg upgraded over three years to speed up both freight and passenger traffic.

The existing Cape-gauge standard railway line was last upgraded in the 1960s and is an infrastructure bottleneck, resulting in increased transport costs.

The upgrade will involve a direct linkage to Walvis Bay Port, where the container terminal is being upgraded. After improvement, freight trains will be able to travel at up to 80 km/h, while passenger trains will reach speeds of up to 100 km/h.

The second project will see the construction of a new dual carriageway between Windhoek and the international airport.

The carriageway will feature two lanes in each direction, and will incorporate an option for a third lane in the future. The existing road will be retained as an alternative to service local traffic.

fast facts 8 million

people will benefit from the Abu Rawash WWTW upgrade

Over

5%

Only of Lilongwe, Malawi, is served by a sewer system

210 km

of railway in Namibia will be upgraded

IMIESA February 2018

9

Hot Seat

A team approach

to paving

Deane Koekemoer, general manager for Shisalanga Construction, talks to IMIESA about the company’s turnkey penetration strategy in the asphalt supply and flexible pavement markets, where its unique offerings are delivering results.

What sets Shisalanga apart from the competition?

Deane Koekemoer, general manager, Shisalanga Construction

10

IMIESA February 2018

DK From the onset in 1998, we’ve always had a passion for innovation. In the beginning, this was often a necessity to gain a foothold into new markets, and to sustain ourselves in existing ones. However, our willingness to try new things has subsequently become a central focus. It’s also definitely been a key element of our success since it ensures that we stay relevant. Our dedicated team of specialists has extensive

Pongolaport dam, northern KwaZulu-Natal: the road across the dam wall was milled and replaced some 10 years ago and continues to offer an excellent riding surface

experience in rolling out turnkey projects. In fact, we cut our teeth on the N3.

In 2015, National Asphalt acquired 60% of Shisalanga (the remaining 40% is owned by Crossmoor Transport (Pty) Ltd, so we also support Raubex construction projects when they fall within our territorial scope.

Could you provide specific examples of innovation?

One of our most successful breakthroughs has been the introduction of Steel Flow

– a proprietary technology developed by Harsco in the UK. As the name implies, the product contains a high percentage of steel slag – a downstream industrial by-product.

Steel Flow is a highly costcompetitive solution when compared to conventional UTFC (ultra-thin friction coarse) asphalt applications, which have become a popular choice for Sanral projects.

Since Steel Flow was originally developed for UK and European applications, we

Hot Seat

needed to carry out some binder modifications to meet South African requirements. A series of trials enabled us to adapt the product to local conditions.

One of the key modifications was the eventual bitumen binders selected.

The use of modified bitumen gives the material greater flexibility and elasticity. While UTFC layers are typically 18 mm to 20 mm thick, Steel Flow only needs to be laid at a thickness of 15 mm, which results in faster installation times, reduced labour and greater surface coverage for the same equivalent amount of material. Plus you don’t require the expensive self-tacking pavers needed for UTFC projects. Like UTFC, Steel Flow also exhibits excellent skid resistance.

Steel Flow recently passed a major trial phase. Can you expand on this?

We’re proud to say that the trial section we paved in Jozini, KwaZulu-Natal, some two years ago, is still showing no signs of wear. For this construction project, we needed to haul the material some 380 km from Newcastle to site, but there wasn’t any loss in terms of quality. The final inspection was completed in November 2017 and passed all the requirements stipulated by the consulting engineers and local roads department.

A section of this road even turned out to be fireproof when subjected to burning tyres during a service delivery protest, which was an unexpected bonus.

In terms of recent projects, during 2017, we supplied 8 000 tonnes of Steel Flow modified asphalt for a project in Dundee on behalf of the KwaZulu-Natal Department of Transport (KZN DOT). The feedback has been very positive.

The KZN DOT now intends to run a series of trial sections in the Pietermaritzburg and Durban areas.

What’s the current and future territorial expansion strategy?

Our headquarters are in Glencoe, KwaZulu-Natal, and this province has historically been our main base of operations, but it’s a large area to cover. Our goal is to identify and set up new asphalt plants in key towns within KwaZuluNatal, alongside Shisalanga's hydro-cutting solutions restore the texture and broader national friction to pavement surfaces via high-pressure water blasting expansion plans.

Currently, we Where are you working have asphalt plants in Dundee, contractors wishing to grow their at the moment?

Newcastle, Estcourt, Ulundi, and penetration in the paving segment.

Recent and current projects Shakaskraal, all of which are What are your key include work in Escourt, situated in KwaZulu-Natal. market offerings?

Ladysmith, and Ulundi. These We will be setting up a new We offer the complete solution, entail a mix of supply and paving asphalt plant in East London ranging from hydro-cutting contracts. We’re also working on during the first quarter of 2018. technology to deep in situ a hydro-cutting project in Mossel We believe there’s extensive stabilisation, crack and slurry Bay. The scope here comprises scope within the Buffalo City sealing, and chip and spray approximately 100 000 m2. region for urban, provincial and applications. In addition to our Sanral-related projects.

Are you planning to compaction and paving machines, Another exciting development is tender on larger projects? we also have crack-sealing units, the establishment of an asphalt Definitely. With the knowledge and distributor trucks. plant in Hluhluwe to target and experience we have at When it comes to hydro-cutting, opportunities in the far northern Shisalanga, we are determined to we definitely believe we have region of KwaZulu-Natal. This plant challenge ourselves by targeting the competitive edge in the is scheduled for commissioning larger projects. local market. These machines around March 2018 and, once set fill a huge void in many facets up, will extend our footprint north What would you like of the road industry with regard to Kozi Bay, some 2 km from the to say in closing? to surface texturing, rubber and Mozambique border.

The industry experienced tough spillage removal. With hydroWhat are the trading conditions during 2017. cutting, you have so much key challenges for Despite this, Shisalanga had flexibility: you can wash the asphalt contractors? a good year and we are highly surface, or open up the pores.

The market is experiencing rapid optimistic about the prospects For example, chip and spray change in terms of infrastructure leading into 2018. Government surfaces can become flushed priorities, with a major emphasis remains committed to and hydro-cutting is a great on the maintenance of existing infrastructure investment, which and efficient way to retexture roads ahead of new construction is one of the most important these surfaces. projects. Given our business driving forces in revitalising Our recent contract at King model, we are perfectly positioned the economy.

Shaka International Airport is a to meet these opportunities. good example of how to retexture Our highly flexible and ‘lean an open grade using hydroteam’ approach, coupled with a cutting. Typically, the mastic on comprehensive paving fleet and open-grade asphalts is stone on our well-appointed asphalt plants, stone and, with time, the binders means we can rapidly mobilise can close the pores. The end and execute contracts in any part result is that the texture depth is of the country. no longer optimal. But with hydroWe are also seeking joint cutting, it’s a simple process to venture opportunities with SMME restore the surface. www.shisalanga.com

IMIESA February 2018

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industry insight

Road construction and sustainability Building and maintaining South Africa’s road network is one of the key factors that will ensure the country’s future prosperity. IMIESA talks to Werner Tessendorf, Business Development Manager at Tosas, about how the company’s bitumen solutions and industry partnerships are making the difference.

Please expand on Tosas’ strategy for 2018.

WT We’ve identified a number of focus areas for this year, with a major emphasis on working with key stakeholders to assist the industry in meeting its empowerment objectives. For Tosas, that means assisting black-owned companies to become fully fledged bitumen suppliers who will own their own delivery trucks.

In this respect, we are in the process of establishing a number of qualifying small enterprise (QSE) firms. These QSE developments are in line with the latest Sanral requirements.

Tosas we will be working closely with these QSEs to provide mentorship support. Initially, these QSEs will be subcontractors with

their own tankers and site support staff to transport and deliver products. However, they will subsequently become involved in the application of bitumen products on road construction projects during the second phase of their development. So they’ll be involved in the whole chain.

Should more emphasis be placed on labour-intensive construction?

Absolutely. We believe that the labourintensive construction market has huge BELOW Left to right: Johan Muller (technical manager), Deon Pagel (MD) and Klaas Masoma (laboratory technician) in the Tosas laboratory. Specific mix designs are being formulated for Ralumac microsurfacing and rut filling contracts

Tosas trucks applying NCRT on a section of Baden Powell Drive between the M9 and Strandfontein Road. Main contractor: Roadmac Surfacing Cape; client: City of Cape Town; consultant: SMEC SA

potential for job creation, skills development and the establishment of SMME contractors.

We feel there should be far more focus on this area in 2018 and we are committed to unlocking opportunities. We also feel that a new shift needs to be taken to ensure that those who benefit are not just employed on short-term, communitybased projects, but are transferred to other contracts on an ongoing basis. This will ensure the sustainability of labour-intensive construction, which is lacking at present.

Deon Pagel, our managing director, has

Ralumac Rut Filling operations under way in the Western Cape

Werner Tessendorf Business Development Manager, Tosas

always maintained that “the roads industry is the single biggest potential creator of sustainable jobs in the country.”

The Chippy employed on a labour-intensive project

Does the Chippy have a role to play?

We’ve developed a number of solutions that will positively contribute to initiatives like the Expanded Public Works Programme (EPWP) as well as certain Sanral initiatives.

A prime example is our Chippy machine – a manual chip spreader originally designed and patented by Mr Pagel. The Chippy has taken a bit of a back seat in recent years, but the time has now come for this innovative machine to shine.

The Chippy will form a huge part of our focus this year and we’ve prepared the groundwork with the development of a series of new emulsion products purpose-designed for this unit. These products enable the application of emulsions on any type of road, irrespective of steep gradients or steep crossfalls, and there’s no run-off.

The main product is known as Chipseal, which has already been successfully used on repair sections along Sanral’s Abel Erasmus pass (R36 route) in Mpumalanga.

There’s definitely a lot more potential for labour-intensive methodologies in the maintenance and resealing of roads.

Hopefully, the imminent introduction of the new South African Committee of Transport Officials document, developed under the auspices of Sanral, will help to accelerate the process, since one of the sections officially promotes labour-intensive construction.

How important is R&D and new product development?

It’s central to our business and defines our successes to date. Nanotechnology is a new focus. Tosas is also currently conducting further research on emulsions using performance-grade formulations.

Plus, we have other great new products that we’ll be launching in 2018, which will add tremendously to our range. For example, thanks to our new cold-mix binder, contractors will now be able to manufacture cold-mix asphalt via the combination of cold aggregates and a warm bitumen binder.

Once the binder temperature has reached 100°C, the aggregates are mixed cold.

Thereafter, you have a stockpile of high-quality cold-mix asphalt.

We’re also refining our New Crumbed Rubber Technology (NCRT), which will shortly be taken up into the TG1 specifications agreed by Sabita and Sanral.

Tosas recently invested in a fleet of microsurfacing slurry trucks. What are the advantages?

The microsurfacing business is an important one for us, so we need to ensure that we keep pace with the latest international practices when it comes to slurry sealing.

After extensively investigating options worldwide, we chose Bergkamp, a leading American OEM. Its systems are simple, robust and reliable. Our plan is to expand the fleet going forward.

During 2017, two Ralumac microsurfacing contracts were completed in the Northern and Western Cape, respectively. One was for overlay works, the other for rut filling.

What about general capex investments?

We are continuously expanding our capabilities. Our new in-house and jointly developed bitumen rubber distributor trucks are a good example and are a wholly African Tosas design. The first two units are now on-site and working extremely well.

The modernisation of our emulsion production facilities are also up to date and incorporate the latest energy-saving features.

We have also improved efficiencies in manufacturing and storage.

What are some of the recent road project highlights?

One of the projects we’re particularly proud of is the maintenance of Baden Powell Drive between the M9 and Strandfontein Road for Roadmac Surfacing Cape and the City of Cape Town, where our NCRT was sprayed.

This project was completed under extremely challenging conditions in terms of the environment and climate.

The road borders the coast and in Cape Town, as the saying goes, you can typically experience ‘four seasons in one day’ – in other words, constant variables in terms of

weather, with strong winds being a prime example. Our NCRT performed exceptionally well, with the city, consulting engineers, SMEC SA and the contractors reporting huge satisfaction with the end result. That’s all because of NCRT. With conventional rubber crumb technologies, it’s not possible to start and stop when unfavourable weather closes in; however, that’s not a problem with NCRT, and Tosas specifically designed the product to maximise flexibility for contractors.

We believe NCRT is an application that will become one of the products of choice for the roads industry, because you can hold back for a clear weather window, without having to reconstitute the material, which would be the case with standard bitumen rubber.

Going into 2018, we have a number of key Sanral, N3 and TRAC projects that we will be supplying.

And in closing, are there cross-border opportunities?

There are some major opportunities. Currently, we’re working in territories like Namibia and Botswana, as well as Zambia.

We’ll be attending the Argus Africa Roads 2018 conference in Dar es Salaam in March – an international gathering of experts in the bitumen supply and allied asphalt road construction sectors. This networking opportunity supports our strategy for deeper penetration into the African market where there’s growing recognition for South African expertise. At Argus Africa Roads, we will be presenting on topics that include our new emulsion products, and definitely on the Chippy, since labour-intensive construction is an absolute priority for positive socio-economic change across the continent.

www.tosas.co.za

IMIESA February 2018

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Cllr Solly Msimanga, executive mayor, City of Tshwane

IMIESA speaks to the City of Tshwane’s executive mayor, Solly Msimanga, about some of the concrete steps being taken to build capacity within Gauteng’s second largest metro. By Alastair Currie

Fiscal reform “Since taking over the running of the city, cash and cash equivalents at the end of the year improved from R1.1 billion in the 2015/16 financial year to R2.1 billion in the 2016/17 financial year. Unauthorised expenditure reduced from R1.6 billion in 2015/16 to R634 million in 2016/17.” Cllr Solly Msimanga, executive mayor, City of Tshwane.

A

A city with vision

key challenge for many of South Africa’s municipalities is effective fiscal management, both in terms of how money is spent, as well as how efficiently revenues are collected – the main sources of income being electricity and water tariffs.

For the DA-led government that took office in September 2016, that task has proved to be even more challenging, given the multibillion-rand revenue deficit that existed at the time, and still needs to be recovered. For the city’s executive team, the focus since then has been on putting the house in order, which includes rooting out corruption, cancelling unfavourable contracts and repositioning the infrastructure programme to ensure a coherent action plan that sustains and promotes local and foreign investment.

Tshwane has set a R10 billion target for investment inflows over the next five years, with R2.3 billion attracted in 2017.

Ford also recently announced its plans to invest a further R3 billion to expand its Rosslyn plant. Currently, the city’s executive team is reviewing the workings of the Tshwane Economic Development Agency to better position the organisation to leverage investment opportunities in terms of existing and future infrastructure and land availability.

“As a starting point, we won’t spend what we don’t have,” asserts Msimanga.

“This means ending bad debt and maladministration. The biggest challenge during 2017 was to improve the administration of government. We now need to ensure that the plans we’ve put in place are executed.”

In drawing up its current Medium Term Expenditure budget (2017/18 to 2019/20), Tshwane consulted with National Treasury to determine the most optimal framework.

“We now have what we call a funded budget, which is conservative but achievable. We could, for example, have gone out into the market and borrowed significantly more than the R1 billion that we decided on and successfully raised,” he continues.

Tshwane’s current capital expenditure budget is between R3 billion and R4 billion. “In certain instances, we will start partnering with others stakeholders, including public-public and public-private partnerships, to raise additional funding on a project by project basis.”

Plans are also in place to commercialise the city’s Wi-Fi network, but not to the detriment of end users. “We already have three million unique users, so that creates a major opportunity to generate advertising revenues that will help the

Municipal Voice

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network pay for itself. This will also help fund the roll-out to rural areas where there’s no coverage currently.”

Distinctive footprint Made up of seven regions, Tshwane covers an area of around 6 298 km2 that includes a distinctive mix of urban and rural settlements; the latter including tribalowned regions. For example, approximately half of Hammanskraal, which is situated to the north, is made up of tribal land.

The city has an almost R11 billion backlog when it comes to roads and related stormwater infrastructure roll-outs. That’s aside from similar figures for water and

15 MBPS average speed

sanitation, and electrification. The upside is that comprehensive plans are in place.

Tshwane also has major plans for the rejuvenation of the CBD and inner city, and is currently undertaking an audit of all state-owned land and property. The goal is to improve building utilisation, especially where government buildings are currently standing empty, and to look at revenuegeneration opportunities. Examples include property conversions into low-income housing and student accommodation.

Inner-city rejuvenation is a top priority, which includes placing more pressure on property owners to maintain and upgrade their buildings, a number of which have been

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abandoned. These properties are then soft targets for squatters, with the compounded challenges of illegal connections and illegal dumping. “We are reviewing certain bylaws so we can improve our enforcement power,” says Msimanga.

During 2018, designated city streets will be closed to make way for improved living spaces, with an allied focus on reducing traffic congestion and illegal parking.

“We’ve studied the model employed for Johannesburg’s Park Station precinct and would like to replicate a similar layout for Pretoria that promotes more efficient use of public transport. Potentially, this would also provide the local taxi industr y with IMIESA February 2018

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Municipal Voice

Ford recently announced plans to invest a further R3 billion to expand its Rosslyn plant

dedicated ‘park-and-ride’ facilities linked to commercial nodes for commuters.”

Pretoria’s world famous Church Square will also undergo a major revamp during 2018 as part of the city’s revitalisation plans.

“In the previous financial year, the city processed 10 250 building plans covering approximately 2 229 460 m2 throughout Tshwane. The aggregate construction value of the approved buildings is estimated at over R18 billion.”

Northern economic corridor To the north of Tshwane is Wonderboom Airport – the only municipal-owned facility of its kind in South Africa. Wonderboom is one of the city’s catalytic projects, with R34 million set aside for upgrades during 2017/18.

“Our Business Park initiative in Hammanskraal is an integral part of this northern corridor development, where we have earmarked an initial investment of R50 million,” he explains.

The City of Tshwane is engaging with the Minister of Transport with a view to reopening the train passenger line running from Pretoria through to Hammanskraal. If reopened, this would be a contributing factor towards the success of the park.

“We are also in discussions with the North West government to release the Babelegi industrial site. It’s currently under the books of the North West Corporation, but falls within Tshwane.”

In total, around R346 million has been set aside during 2017/18 for the revitalisation of the city’s industrial and economic nodes in Rosslyn, Babelegi, Ekandustria, and Ga-Rankuwa.

The upgraded Temba Wastewater Treatment Plant also forms part of the city’s northern corridor strategy.

Informal settlements Like most major metropolitan areas, Tshwane continues to experience an influx of new job seekers, a number of whom end up in one of

R34 million

is set aside for upgrades at Wonderboom airport during 2017/18

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IMIESA February 2018

the city’s many informal settlements, which subsequently poses challenges in terms of illegal water and electrical connections.

“We’re taking a realistic view. There’s a housing backlog of around 180 000 units in Tshwane alone. Then consider that province as a whole can only build approximately 30 000 homes a year. So, what can be done?

Well, we believe that the serviced stand approach is the most viable way to meet immediate requirements,” asserts Msimanga.

“This makes it possible for owners to build a formal dwelling on their own land at a future date. Having meters in place for water and electricity will also enable the city to account for its overall technical losses more efficiently.”

Tshwane is currently working on formalising services in informal settlements in areas that include Atteridgeville Ext 11 (where more than 430 people have already moved on to serviced stands) and Mamelodi.

For both formal and informal communities, major upgrades are ongoing to ensure adequate water and sanitation, and electrification. In terms of energy, this includes substation upgrades and an allied focus on renewable alternatives, like solar.

During 2018, Tshwane will start the process of converting one of its wastewater treatment plants into an energy generating plant with an envisaged capacity of around 12 MW. Phase 1 of the Rooiwal power station upgrade has also recently been completed.

“We understand the financial constraints: so let’s tackle the priorities – maintaining and constructing new infrastructure being one of them; restarting the economy is another.

Inevitably, that also means we’re going to attract more people into Tshwane; but, in the longer term, that can only benefit a working city,” Msimanga concludes.

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Consulting to Local Government

Services and dignity for Hammanskraal A series of infrastructure roll-outs will ensure sustained services for Tshwane’s outlying northern communities, and includes a dedicated pipeline connection for the Hammanskraal West reservoir.

R

ecently, the area of Hammanskraal just outside of Pretoria has become known for service delivery protests.

Looking at the hectares of temporary housing structures with no access to water and sanitation, it is easy to understand why.

The City of Tshwane Metropolitan Municipality has, however, embarked on a project to provide services and dignity to the residents of Hammanskraal West Extension 10. This location will be formalised into approximately 2 770 stands, which will be provided with water reticulation and metered yard connections, as well as waterborne sanitation and toilet top structures. To implement water and sanitation reticulation in Hammanskraal West Ext 10, a 5.2 km DN800 steel bulk water supply pipe and 3.4 km DN525/DN600 concrete outfall sewer are also on the cards.

Nyeleti Consulting was appointed by the City of Tshwane to perform the detailed design

of the water and sewer reticulation and bulk services.

Water supply

the Hammanskraal area. The DN800 steel bulk water supply pipe will serve numerous townships surrounding Hammanskraal West by providing the daily volumes of water as shown in Table 1.

Hammanskraal and its surrounding areas receive water from the Temba Water Treatment Plant, which is in the final stages Sanitation provision of being upgraded to 120 Mℓ/day. Currently, As with the bulk water supply pipeline, the water from the treatment plant is supplied planned 3.4 km DN525/DN600 concrete to the Hammanskraal West reservoir via outfall sewer will serve areas much wider a dual-purpose DN600 pumping main. All than just Hammanskraal West Ext 10. The the townships along the route are directly volumes of effluent that will be drained by connected to the pumping main via pressure- the new concrete outfall sewer from each of reducing valves: water scarcely reaches the the areas it will serve are given in Table 2.

The design of the concrete outfall sewer Hammanskraal West reservoir.

Once the new DN800 steel bulk water posed some design challenges as finding supply pipe is constructed, the existing a suitable route was not straightforward.

DN600 pumping line will become a dedicated There were numerous road crossings, supply pipeline to the Hammanskraal West powerline servitudes, stream crossings and reservoir and the DN800 steel bulk water floodlines to be negotiated.

The total construction cost to supply water supply pipe will supply Hammanskraal West and surrounds. The aim of the bulk water and sewer reticulation to Hammanskraal supply pipeline is to serve areas much wider West and bulk water and sewer services than Hammanskraal to surrounding areas is estimated to Table 1 Daily volumes of water supplied to areas West Ext 10 and amount to approximately R170 million. surrounding Hammanskraal West to alleviate operational Construction is planned to start in Area Water supply (Kℓ/day) problems currently 2018, allowing Hammanskraal to become a Inderminne B1 1 709 being experienced in flourishing community.

Hammanskraal West X4 2 140 Hammanskraal West X10 2 572 Table 2 Daily volumes of effluent to be drained from areas Rentview 81 surrounding Hammanskraal West Ext 10 Temba View 614 Area Effluent volumes drained (Kℓ/day) Temba View X01A 37 Hammanskraal West X10 1 783 New Temba CBD 3A 548 Inderminne 1 713 New Temba CBD 3B 93 Hammanskraal West X4 1 975 New Temba CBD 2 496 Sekampaneng 1 274 New Temba CBD 1 101 Sekampaneng 2 203 New Temba CBD 4 62 Rentview 103 Hammanskraal West X02 Informal 1 780 Temba View 460 Hammanskraal West 2C Informal 53 Temba View X01A 42 Hammanskraal West 2B Informal 110 New Temba CBD 3A 1 011 Schoongezicht 528 New Temba CBD 3B 85 Sekampaneng X01A Informal 202 Hammanskraal West Ext 1 and 2 8 159 Total 7 852 Total 19 082

IMIESA February 2018

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Consulting to Local Government

Capacity building needs infrastructure Nonkululeko Sindane, CEO, UWP Consulting, has been on both sides of the fence when it comes to the public and private sector arena. She shares her thoughts.

What prompted your move in 2016 from the public to the private sector, and consulting engineering in particular?

NS I worked in the public sector for a long time and was exposed to public infrastructure through my positions in the departments of Justice and Transport. What really drew me to the sector, though, is the human rights aspect. Providing infrastructure is about more than making money; it is also about changing lives and giving people access to opportunities.

UWP Consulting was appointed by the City of Cape Town to design and supervise the removal and replacement of a floating cover on the Neptune Reservoir above Simon’s Town. The project was completed in May 2017

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IMIESA February 2018

What are the most important lessons you’ve learned over the past two years?

It has not been an easy path.

On a personal level, getting to grips with being a service provider as opposed to a user of infrastructure has been a steep learning curve for me, as has being a lawyer in an engineering environment.

Coupled to this, a continued lack of economic growth has reduced the quantity and quality of projects needed to keep the consulting engineering sector sustainable. It takes a lot of effort to maintain all-important client relationships when clients are simply not awarding projects.

How has your public sector experience influenced your view of consulting engineering?

The importance of the consulting engineering sector as a service provider in public infrastructure development is undervalued.

Consulting engineers are having to work for a fraction of their real value, with the same expense base as other consulting professions, and the sector is experiencing low revenues and profitability.

This results in limited financial resources to employ and train young engineers, which impacts on the transformation and sustainability of the sector.

Does your participation in civil society and business organisations provide opportunities to influence policies affecting the sector?

Having formed good relationships in policy development in the public sector, I do understand

the policy positions on ‘the other side’. This puts me in a strong position to lobby through relevant organisations on behalf of the consulting sector.

UWP is a member of the Black Business Council in the Built Environment (BBCBE) and I participate on various subcommittees dealing with infrastructure.

I am also deputy general secretary of Sabtaco (South African Black Technical and Allied Careers Organisation), where the focus on improving technical career opportunities for young black professionals and providing business opportunities for members fits well with the consulting engineering sector.

In collaboration with CESA, UWP plays a strong role in the training and development of young

Consulting to Local Government

engineers. We need to address the impact of years of exclusion by bringing young black, and especially female, professionals into the system.

Looking back on 2017, what did the consulting engineering sector do well?

I think the consulting sector has done a great job in skills development and mentoring under the leadership of proactive organisations like CESA and Sabtaco. But it’s not enough. We will be able to do a whole lot more if the sector secures more work and can employ and develop more young people.

In addition to training, many consulting firms have been improving internal systems and processes in readiness to accept higher volumes of work and provide the professional outcomes expected. They are ready to provide quality infrastructure that creates jobs and enables growth.

The consulting sector also lobbies continuously for a more conducive regulatory environment that will enable businesses of all sizes to play a meaningful role in public infrastructure projects.

Sustainability and empowerment are interdependent. We cannot have one without the other, and we cannot have either without projects to work on.

What should we be doing in the future to build on this?

The channels of communication are very open between the consulting sector and government, but we need further engagement to start yielding fruit. We need less talk and more projects to improve the economy for the benefit of everyone.

We need open thinking beyond our own circumstances. How can

we resolve the water crisis in Cape Town and nationally? How can we redress poverty in the long term? How do we induce sustainable economic growth?

The National Development Plan is just ticking over. We can do better than that.

However, there is hope. The ANC’s conference in December has brought confidence to the markets and the rand has improved somewhat.

Nonkululeko Sindane, CEO, UWP Consulting

How can consulting engineers help us to improve infrastructure maintenance?

The government has acknowledged that maintenance is as important as building new infrastructure. The consulting sector can put its experts to work identifying the most urgent work to be done and quantifying what is needed.

While government departments need to have some level of internal engineering capacity, they must realise that we are all playing for the same team.

A positive development is the Standard Infrastructure and Procurement Delivery Management (SIPDM) regime that enables consultancy participation in the procurement of infrastructure projects. CESA is driving the training together with National Treasury and the Department of Public Works.

UWP, like many others, has been upskilling its professionals in SIPDM to meet demand.

What should consulting engineers be doing to give women equal status?

There are far too few women business owners and senior technical employees across the sector. UWP, among others, is putting a strong focus on the training of black women and going

to market to recruit women for critical positions.

Women in senior positions still feel the impact of exclusion because they are often alone surrounded by men. I strive to empower women and ensure they rise in the professional and support ranks in the company and the sector. This is my passion.

How does UWP’s ‘Nurture a Girl’ initiative fit into the company’s strategic planning?

‘Nurture a Girl’ provides an incentive for marginalised teenage girls to work towards a better future for themselves and their families. It involves a year of support for high school learners selected by their teachers. UWP provides basic necessities, mentoring, career counselling and access to opportunities.

The programme is integral to UWP’s strategy of investing in our communities, bringing more young black employees into the consulting sector, and growing our own professional team. It is also providing valuable mentoring and training experience for our employees.

Everyone at UWP has taken the programme to heart and is playing

a role in the lives of these girls.

Some employees are sponsoring girls in their personal capacities and our Young Professionals Forum is making it possible for the beneficiaries to experience the world of work in our environment.

Now that UWP has established the framework, our colleagues and clients in the consulting sector are invited to get on-board to enable more girls to join the programme.

Many other companies in the sector have been running their own initiatives around young people for many years. The more, the better. We need to assess their joint impact on our communities and our businesses.

We must compare notes with others in engineering and other professions, have conversations, and see where we can enrich one another’s experiences and programmes.

Poverty and abuse are huge in our society and even the smallest thing you do can make a difference.

www.uwp.co.za

IMIESA February 2018

21

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Water Utilities

Mastering portable

desalination

Founded in 1996, Quality Filtration Systems (QFS) is a specialist company focusing on advanced water treatment applications in the municipal and industrial markets in Southern Africa. The mainly membrane-based solutions offered

by QFS are starting to become a standard in South Africa for applications that include seawater desalination, wastewater reuse and brackish water treatment.

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F

rom its headquarters and manufacturing facility in the Strand, Western Cape, QFS provides complete design, manufacturing, installation, commissioning, as well as operations and maintenance capabilities for its water treatment equipment range.

Since 1999, QFS has been the South African partner for the globally recognised MEMCOR brand of ultrafiltration membranes, which is gaining rapid acceptance locally.

IMIESA February 2018

Suppliers of pumps and valves to the mining and industrial sectors for over 60 years.

Stockists of Tianjin small submersible, vertical multi-stage and close coupled water pumps.

Suppliers of the following: M+P Split Casing Pump

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26 Nagington Road, Wadeville, 1422, Gauteng mather&platt A5.indd 1

2015/07/17 11:08 AM

IMESA Conference

SW1000 CIP and chemical dosing system

QFS's collaboration with Osmoflo, based in Australia, also enables the company to provide equipment and support to the seawater desalination plants currently being erected in Cape Town. The preferred rental model specified for these projects provides the client with water security without needing to own or operate the desalination equipment.

QFS offers portable containerised reverse osmosis (RO) units producing up to 1 000 m3/day of desalinated water. RO provides effective removal of dissolved salts from seawater. A key benefit of these plants is that there are minimal infrastructure requirements, which facilitates fast and easy mobilisation. A further plus is that minimal site operator involvement is needed, with plant production controlled via a storage tank level switch.

Standard features comprise: Membrane modules n air-conditioned container A Cartridge filtration Chemical dosing (antiscalant and SMBS) A duplex high-pressure pump for RO VSD control of the HP pump An energy-recovery device PLC control with touch screen operator pad

Instrument air compressor Basic instrumentation A CIP and chemical dosing container Multimedia filtration Membrane filtration Additional pre- and posttreatment Operation and maintenance support, including 24/7 remote monitoring

RO plant technical specifications Operating parameters: TDS <45 000 mg/ℓ SDI <5 Recovery/rejection: 20% – 40%/98% pH: 4 – 10 Temperature: 20°C to 35°C

SW1000 containerised rental asset

Water Utilities

A proven solution South Africa’s oceans provide an almost unlimited potential water source that could provide relief for drought-stricken coastal regions and ensure the countr y’s long-term water security.

D

esalination has been around since 1960 and has been successfully implemented in several countries around the world.

Reference plants, skilled teams and established processes offer a guaranteed and well-proven technology that is safe for municipalities to adopt, explains Chris Braybrooke, GM: Marketing, Veolia Water Technologies South Africa.

Veolia has successfully designed and constructed seven desalination plants in South Africa, with the biggest being in Mossel Bay. Built in 2010 in response to the severe drought, the Mossel Bay plant is successfully producing 15 MLD for potable and industrial use. While plants like Mossel Bay can be replicated in other coastal regions on larger scales if necessary, cities like Cape Town are opting for modular solutions that can be deployed and redeployed as needed.

“Veolia can meet the requirements for all desalination plants – from portable package plants through to large design and build plants. Our modular plants offer a temporary, small-scale solution in an environmentally responsible manner. For larger plants, we work with consultants to provide the best design suited to the region and water composition. We will also assist councils in identifying the best technological solutions, particularly

for components says Braybrooke.

like

pretreatment,”

Overcoming challenges The downside to desalination is that it is not an immediate response. There is a responsibility to protect the environment and it is essential to acquire a water licence, marine report and environmental impact assessment before any work on a plant can begin. This is a lengthy process that requires planning far in advance, explains Braybrooke.

Furthermore, many of South Africa’s oceans, particularly in the Cape region, are very rough, which impacts the cost and timeframe associated with intake and outfall lines. The high organic matter content in these oceans also necessitates special attention to pretreatment processes.

However, building desalination into South Africa’s long-term water strategy would assist in preserving natural water resources, which could be called on in the case of a drought.

The high energy costs associated with desalination can also be a stumbling block, as energy makes up approximately half of the operation and maintenance costs of a desalination plant. However, all of Veolia’s designs include energy-saving systems and the company’s engineers and R&D Department are constantly looking for new

Chris Braybrooke, general manager: Marketing, Veolia Water Technologies South Africa

ways to lower costs, boost efficiencies, and reduce chemical consumption.

An unexplored cost-reduction opportunity in South Africa is to combine desalination with renewable energy to cover the plant’s operating needs. This has been successfully achieved in several places worldwide.

Most importantly, says Braybrooke, it is vital to keep a desalination plant operational at all times to reach optimal design capacity and cost-efficiency.

Desalination plants are not designed to be turned on and off and there are high costs associated with doing so.

Inland desalination Veolia’s desalination solutions are available for treatment of high-salinity brackish water inland as well as wastewater and even mine water. This wastewater treatment method has been successfully implemented across the country for decades and follows a similar principle to seawater desalination.

According to Braybrooke, this is probably the most efficient way for companies to achieve zero liquid discharge.

“All water is valuable, including that seen as waste. Instead, we need to start seeing these water streams as a valuable resource, and we are ready to engage with government and industry to make this happen,” he concludes.

IMIESA February 2018

27

The cycle of solutions – water technology by KSB Water is crucial for our survival – for every one of us, for all nations and peoples.

Clean water supplies and efficient sewage treatment have never been more important.

Prosperity and well-being depend on it, worldwide. KSB’s know-how and extensive pumps and valves product range help you meet all water supply and treatment requirements, efficiently and affordably. We are one of the few suppliers worldwide with end-to-end solutions addressing all stages of the water cycle – from water extraction to sewage treatment. www.ksb.com/cycle www.ksbpumps.co.za Tel: +27 11 876-5600

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Water Utilities A multipurpose Hydronic H-9500 BDV at a hydropower plant Keselstrasse, Germany, designed for the automated cleaning of a 23 m horizontal screen

Proven screen cleaning solutions Screening systems are an important factor in hydropower installations. Where screen cleaning is concerned, Bavarian industry specialist Erhard Muhr GmbH has a string of innovative, high-quality reference projects under its belt.

E

rhard Muhr GmbH has been designing, manufacturing and installing hydraulic screen cleaners for hydropower stations since 1983.

In the Southern African region, Vovani Water Products is the sole representative of Muhr. “We are able to supply its extensive range of products for wastewater screening, hydromechanical equipment, screens and trash rack cleaning systems for dams, and prescreening systems for desalination to the local market,” says Henk Smit, managing director, Vovani Water Products.

suitable primarily for long screens and/or greater cleaning depths. In some cases, gear racks are used, depending on the forces that the system has to withstand,” says Kufner.

Multipurpose screen cleaners Multipurpose screen cleaners for horizontal screen cleaning are built by equipping a movable rig with slewing gears, a grab rake and controls. In addition to cleaning screens, systems of this type can also be used for grabbing the collected debris and depositing it at a designated location for disposal.

Horizontal screen cleaning systems “A lot of our previous experience in hydraulic vertical cleaning went into the development of our horizontal cleaners,” says Florian Kufner, a trade journalist with specialist expertise in Muhr technology.

Static systems are the most basic type of horizontal screen cleaners. The name is not quite accurate, as the rake does move across the entire length of the screen; but since the entire unit is firmly attached to the building, it is, by definition, a statically installed screen cleaning device.

“An alternative to static systems are movable ones. Equipped with a travel carriage, these machines move along the screen on rail tracks. This type of system is

Screen drum systems With its RO-TEC screen drum units, Muhr offers a state-of-the-art alternative to the combination of horizontal racks and screen cleaners. A constant revolving motion generated by an integrated electric motor enables the drums to virtually ‘self-clean’, thus ensuring consistently high flow rates.

Screen drums are suitable for intakes of any width, with single- and multiple-drum arrangements possible. However, the intake must run parallel – or, at the most, at a slight angle – to the direction of the water flow to ensure that the collected debris can be properly flushed down the watercourse.

A Hydronic H-3500 static horizontal screen cleaner is used at the Holenstein power plant in Switzerland for cleaning a fine-grated rack measuring around 21 m in length

Each screen drum is completely preassembled at the factory, making this innovative guard grating system easy to install and maintain. Individual drum modules can also be removed for inspection if necessary and replaced by stop logs that can be placed on the guide rails.

Lastly, when it comes to environmental impact, the specific flow conditions around the drums have a naturally ‘repellent’ effect on aquatic animals and the installed drums are almost invisible.

www.vovani.co.za

IMIESA February 2018

29

Water Utilities

Uncovering Joburg Water’s

big fix

Residents living in the northern suburbs of Johannesburg were without water for several days late last year, when Johannesburg Water undertook the largest repair job in its history. The one thing everyone wanted to know was what went into an emergency repair job of this magnitude?

By Liesl Frankson

F

Joburg Water rented larger excavation machines to ensure technicians could reach the pipe

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IMIESA February 2018

Safety was a major challenge and Joburg Water had to ensure that all the water flooding the site was removed before it could start the repair

or Isaac Dhludhlu, manager: Communications and Marketing, Johannesburg Water (Joburg Water), the key ingredients in the recipe to the utility’s success were teamwork and constant communication with their customers.

Joburg Water discovered the leak in one of its critical water supply pipelines when residents noticed water running into the stormwater culvert across the N3 highway between Marlboro and London roads. On further investigation, the utility traced the leaks back to its 1.5 m and 0.6 m diameter water mains that run through the Linbro Park landfill site.

“Our team initially thought the leak was coming from one of our smaller pipes but once we started digging, we realised it was the main line with the problem and we were going to need bigger machinery to reach the pipe,” Dhludhlu explains.

Safety first One of the initial challenges the team had to face was managing safety during the large amount of excavation work required to reach the pipe. The pipe was encased in a concrete chamber and buried under 35 m of dirt in an area that was flooded as a result of the leak.

Before any repair work could be carried out, Joburg Water had to ensure that the area was completely dry and that workers could excavate and access the pipeline safely.

“Excavating at a 35 m depth required shoring, but we instead chose a V-cut of the embankment for safety reasons,” Dhludhlu notes.

Joburg Water’s 1.5 m and 0.6 m diameter water mains were situated at the foot of a landfill site

“The concrete chamber obstructed our initial plan to weld a strap across the affected section, which was one of our biggest challenges. We improvised by cutting a window on the side of the pipe and welding a boiler patch from the inside section, followed by welding back the window and overlapping this with another steel patch,” he adds.

The team, which comprised contractors, welders, minor plant teams and electricians, to name a few, also had to contend with heavy rains that delayed the latter part of the job as well as valves that were not sealing properly.

“We overcame this by welding in a socket at the base of the pipe to drain water. This was further assisted by placing sand bags inside the pipeline for carrying out welding,” says Dhludhlu.

Not only did the scope of works on the project include leak detection, excavation work, the breaking down of the concrete chamber on the 1.5 m diameter main and welding repairs, but the team also had to repair about eight minor leaks on the 0.6 m diameter main and one burst on the 1.5 m diameter main.

According to Dhludhlu, the immediate repair work cost approximately R700 000, which can be attributed to contractors and excludes Joburg Water’s own team costs.

“These costs exclude any additional repairs and modifications that we intend to carry out on this line to ensure the ease of future repairs and maintenance,” he explains.

BELOW One of the main challenges encountered on the project involved breaking open the concrete chamber for access to repair the pipeline

“Apart from capacity and age, some of the reasons why our infrastructure may fail include issues such as vandalism, misuse and illegal encroachment on to our pipe servitudes, such as in this case.

“We do have a pipe replacement programme in place, which addresses asset replacement as per our hydraulic model and could be accelerated going forward depending on the availability of the required funds,” he explains.

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Managing emotions With the repair work expected to take several days, Joburg Water had to work overtime to manage customer expectations. “As we worked through the excavations and ensuring the safety of the site, it was difficult for us to give a timeline to our customers over Twitter.

“That was when we decided to allow the media on-site so they could see the magnitude of the repair and communicate the full story to the public. Our customers were more understanding once they saw what we were dealing with, and we kept them updated throughout the process, which many people appreciated,” Dhludhlu notes.

While the project wasn’t the easiest to complete, Joburg Water still managed to get things done in record time thanks to the dedication of the teams on-site. “We had three teams of five people working in shifts on a rotational basis from the time repairs started. They started working on Monday evening and only left the site on Friday,” he adds.

Lessons learned Dhludhlu believes that the nature of the project meant there were several lessons to be learned but the most profound in, this instance, was the importance of monitoring servitudes.

“We learned that we need to closely monitor our servitudes, as this situation was caused by the landfill site encroaching over our servitude and burying our pipe. The weak acids and massive landfill boulders at the base are essentially what led to our steel pipelines being compromised.

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Roads & Bridges

Road in South Africa Spending on infrastructure needs to have a direct socio-economic benefit and this is dependent on accurate data, sound tax revenue policies, and proactive private and public sector input. But collating this information presents a real challenge. By Professor SC Krygsman, Stellenbosch University*

D

espite popular belief, South Africa allocates a reasonable share of its GDP to the roads sector. The effectiveness of this allocation, however, is not always clear. Notwithstanding this, the continuing reliance on the fuel levy as the principal income source may not be sustainable in the long term.

South Africa has, contrary to international trends, been very slow to respond to the challenges facing the fuel levy, which include the introduction of electrical vehicles, more fuel-efficient cars, rapid urbanisation and rising construction costs.

The current fuel levy is also found to fall short in covering the total expenditure required by the road transport sector, and will continue to do so in the foreseeable future. The reliance on general taxation will increase, and simply escalating the fuel levy is not a viable option given the regressive nature of the tax.

Funding for roads is controversial, faces many conflicting viewpoints and is notoriously complex. This situation is

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IMIESA February 2018

amplified in a developing country facing numerous developmental needs, limited revenue opportunities and a relatively small road user base. To compound the problem, road users seldom, if ever, know the full usage price and mostly underestimate the cost of their road use.

An overview of selected literature serves to illustrate current international roadfunding and -financing initiatives from different parts of the world. Four key developments have been identified: There has been a gradual realisation that the fuel levy is losing its effectiveness as a main income source, and that there is a need to move away from a general fuel tax to road user pricing that reflects actual road user costs such as marginal social cost (MSC). European countries are slowly exploring setting prices equal to MSC, but adapted to local conditions.

The problems associated with inaccurate road user charges is now well recognised in that they give rise to significant distortions of competition within

1

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and between modes, limit the incentives to cut environmental costs, and hold back the efficient provision of infrastructure.

Certain countries elsewhere are looking at technological solutions to implement a weight-distance road user charge. Pilot projects harnessing GPS vehicle tracking are in place.

Countries, typically from emerging and developing regions, that do not have effective road administrations, are attempting to establish institutionally sound road funding and administration regimes.

Such institutional structures are a prerequisite to implementing sound road user charging policies.

3 4

SA realities Few, if any, of the various road factions have access to all the information required to make informed statements on road funding and what users should pay. While the current situation represents a challenge for introducing a road funding policy, it does provide an opportunity to reform the South African road funding regime. In

some peculiar way, South Africa can benefit from and even leapfrog many of the past, expensive pitfalls related to road funding, using the latest international developments, thinking and trends to develop a new policy.

Such a road funding policy should address: • new technological trends, such as increased fuel efficiency, electrical vehicles, shared vehicle ownership, etc.

• setting road user charges at fair and efficient levels that represent the road user cost principle • ensuring a predictable and stable source of income from and for the road sector • obtaining public acceptance for the need to maintain and expand the road network and users’ fair contribution for such activities • setting the scene for harmonising road user charges in sub-Saharan Africa • ensuring competition and intermodal harmonisation between road and rail by setting tariffs at appropriate levels.

Underlying any policy, however, is the strength of sound road governance. It may work well for the road sector to establish a sound institutional framework before embarking on major, specific funding and road user charge policies.

Marginal social cost It is a complex and time-consuming task to derive the MSC of road use. Plus, estimates of MSC are scarce. Estimating MSC is a data-intensive exercise, which demands good-quality and extensive data and a rigorous methodological approach.

Two methodological approaches are often used: a bottom-up approach, which considers specific traffic studies to derive cost estimates and relies on case studies (i.e. individual-level calculations), and a top-down approach, using average national data typically obtained from national accounts. While the former is preferred, the unavailability of data and the costliness of the exercise prohibit this approach. The topdown approach requires less detail and less exact data, while still producing acceptable answers. Yet, the cost allocation to specific modes is often quite rough, according to Korzhenevych et al.

Desired outcomes and building blocks Given the current political inertia and public resistance to road use charges, it is recommended that general consensus is achieved on the road funding problem. A possible process could entail:

Funding for roads is controversial, faces many conflicting viewpoints and is notoriously complex.”

1

Establishing a common understanding of the problem through workshops with all stakeholders in order to gain general acceptance of the road funding problem.

Establishing institutional arrangements to oversee the implementation of the Roads Funding Policy: • a road fund administration that would be responsible for setting tariffs and road user charges, as well as determining the budgetary needs • a road fund that would ensure stable and predictable road funding and overcome the shortcomings of conventional budgeting (i.e. funding for roads that is dependent on the annual budget process) • a transport (economic) regulator could be established with the main task of controlling prices (charges) and service quality.

Other income sources could be considered, such as congestion charges to moderate traffic behaviour.

The solution to road funding in South Africa is, therefore, not only a monetary problem, but also a knowledge problem. It is thus vital that the institutional and policy framework be addressed before any funding issues are considered.

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*This article is an extract from Professor SC Krygsman’s report entitled ‘Funding for Roads in South Africa; understanding the principles of fair and efficient road user charges’. To read the full version, please go to the research section of the Sabita website at www.sabita.co.za.

IMIESA February 2018

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Cementing the way forward AfriSam offers a range of high-performance and eco-friendly cements, specialty aggregates and stabilisers. IMIESA talks to Avi Bhoora, Executive: Construction Materials, AfriSam, about the company’s plans for 2018 and the products it has to offer to the roads market.

What is the strategy for the roads market in 2018?

AB Our focus is to provide contractors and other customers with quality products and valueadded services to ensure the successful and timely completion of their projects. We produce fitfor-purpose products specifically engineered with the roads construction industry in mind.

One of AfriSam’s key advantages is our ability to provide our customers with a multi-product solution. We work closely with the contractors in the road construction space and are not only able to provide aggregates, but also cement and readymix concrete for ancillary roads infrastructure such as culverts, pavements and bridges.

SMME development has become a top government priority.

How can AfriSam assist?

Through our Enterprise Development Programme, AfriSam provides training and development to qualifying enterprises to grow and strengthen their businesses to a level where they can trade with AfriSam and other companies.

In the short term, our aim is to increase the capabilities of our current or potential communitybased SMMEs. In the long term, we will concentrate our efforts on the development of a training package for BBBEE suppliers that will include national, regional and community-based suppliers.

What are the benefits of AfriSam’s C-Tech composite technology?

AfriSam’s C-Tech cements are the result of an ongoing development process that began in 2000.

These products are pushing the limits of cement and concrete technology to produce products with exceptional performance characteristics that are also environmentally responsible.

The mineral components in these cements have been engineered to make the resultant composite cement superior to pure cement, offering a spectrum of functional benefits that provide our customers guaranteed quality performance. Benefits include improved workability, reduced heat of hydration, reduced susceptibility to chemical attack, and increased erosion resistance.

They are also less permeable, so

are more corrosion-resistant, and they continue to gain strength over time.

Does AfriSam offer specialty aggregates for layer works and asphalt designs?

Yes. This includes aggregates for the base and pavement (G1 – G3) as well as sub-base layers (G4 – G6). Roadstone and surfacing aggregate is also available for asphalt pavements and for the surface layers for road construction.

In addition, our Roadstab Cement, a product specially designed for road construction, fulfils the requirements of a stabilising agent. It modifies the engineering properties of soil by reducing soil plasticity and its longer setting times allow for adequate time to place and

The carbon footprint of our Eco Readymix has been reduced by between 46% and 51% compared to typical industry concrete.”

Roads & Bridges

Avi Bhoora, Executive: Construction Materials, AfriSam

compact material, even in soils with a plasticity index greater than 12.

For road stabilisation, we also offer cement-spreading services.

Our trucks are fitted with spreader bars and our drivers are trained to work with site managers to ensure an even application of cement during construction.

How ‘green’ is AfriSam’s Eco Readymix?

AfriSam’s Eco Readymix blends high-performance cement with carbon-neutral mineral components to achieve excellent cementitious properties. The carbon footprint of this concrete has been reduced by between 46% and 51% compared to typical industry concrete, depending on the compressive strength.

AfriSam’s Eco Readymix thus assists in reducing carbon emissions because of its lower clinker content and also reduces the use of limestone, which a non-renewable resource.

The Eco Readymix brands – Starmix, Foundation Mix and Retainer Mix – are developed to suit the particular construction application.

Despite their low carbon footprint, the performance of the Eco Readymix concretes is far superior to concrete made from pure cements. Further, AfriSam is able to produce ultrahigh-performance Eco Readymix concretes with compressive strengths of above 70 MPa.

IMIESA February 2018

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Roads & Bridges

Zambian bridge analysis

A

joint venture between Kiran & Musonda Associates and JG Afrika is currently working with Zambia’s Road Development Agency (RDA) to validate its inventory of bridges and related structures, as well as inspect and appraise their condition. The project commenced in June 2017 and is on track for completion by December 2018.

“This assignment involves about 4 000 structures, including rubble masonry

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IMIESA February 2018

The project encompasses Zambia’s entire core road network, counting all trunk, main, district, feeder and urban roads. The average life of the bridges serving the core road network is about 40 years

crossings that were constructed as early as the 1920s,” explains Kobus Burger, a technical director at JG Afrika. Burger is a South African National Roads Agency Limited (Sanral) registered senior bridge inspector who specialises in complex technical structural undertakings, including forensic structural investigations.

The RDA has adopted the Struman Bridge and Structures Management System for inventory and classification purposes.

Developed by the Council for Scientific and

Industrial Research, this software is used by leading South African road authorities for their bridge maintenance programmes. It was also a tool deployed by Sanral before the agency designed its own in-house system for bridge management purposes.

“The depth of information contained in the new database will allow the RDA to better motivate the funding it requires from the Zambian authorities to implement a proactive bridge maintenance programme,” Burger concludes.

Roads & Bridges

A purpose-designed geogrid solved the issue of swelling during a major road rehabilitation project in Tanzania.

Combating black cotton soils Presence of longitudinal cracks

T

he construction of a new highway from Bagamoyo (70 km north of Dar es Salaam) to Msata started in September 2010, providing a sur faced road for 64 km. The road is expected to advance road transport between Tanzania and Kenya. This venture will also guarantee easier cargo movement from Mombasa and the Tanga port to the landlocked countries of Uganda, Rwanda, Burundi and South Sudan.

After the first rainy season, however, longitudinal cracks developed on the shoulder due to the swelling of the in situ black cotton soil, with cracking occurring through the whole pavement, and an urgent inter vention was required.

Repair works began in November 2016 and were completed in March 2017, with 70 000 m2 of Maccaferriâ&#x20AC;&#x2122;s MacGrid WG 5S geogrid specified.

Project team Client: Tanroads Main contractor: Estim Construction Designer: M-Konsult Product used: MacGrid WG 5S (70 000 m2) Date of construction: November 2016 - March 2017

Black soil characteristics Tanzania is known for the presence of black cotton soil, which is characterised by high shrinkage and swelling properties. The black cotton soil is ver y hard when dr y, but loses its strength completely in wet conditions. Therefore, it presents a challenge to highway engineers since the cyclical wetting and dr ying of the soil causes movement, leading to failure of the pavement in the form of differential

RIGHT FROM TOP TO BOTTOM Longitudinal cracks developed on the shoulder due to the swelling of the black cotton soil Cracks developed throughout the whole pavement The MacGrid WG 5S was placed over the re-compacted CRR

IMIESA February 2018

37

LEFT Back-tipping of the material for spreading

settlement, heavy depression, cracking and unevenness.

The initial design for the embankment was as per the ‘Tanzania Road Manual 2000’: 150 mm G7; 150 mm G15; 200 mm cement stabilised sub base C1 (UCS min1.0 MPa); 150 mm CRR; and 50 mm asphalt.

BELOW LEFT Dozer spreading the CRR over the MacGrid WG 5S, ensuring a spread from the centre to the outside to prevent wrinkles

Repair solution The most cost-effective remediation was found using a geogrid to absorb the tensile strains in the granular layers, developed by the movement of the black cotton soil with the variation of moisture content. The cracked asphalt surface was removed and a geogridtype MacGrid WG 5S was then placed over the recompacted CRR layer and another 150 mm CRR layer was placed, finished by 50 mm asphalt.

Maccaferri’s engineers visited the site prior to commencement of the installation of the geogrid to ensure it complied with the installation guidelines. The MacGrid WG 5S was unrolled over the entire width of the road, ensuring 100 mm overlap between the rolls. Trucks backfilled the CRR over the geogrid, ensuring no direct contact was made between the tyres and the geogrid in order to avoid damaging it. A dozer spread the gravel layer, which was then shaped and compacted as per standard construction practice.

This is believed to be the first project in Tanzania where ground stabilisation techniques were used, and the end result provides a lasting solution.

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Geotechnical engineering

Ways to minimise sinkholes Although standards are in place to guide the repair of sinkholes in South Africa, local authorities can reduce the impact and cost of these events by keeping an accurate set of municipal records, and by acting promptly when signs are detected.

P

ast experience in designing remedial solutions for sinkholes in urban areas has enabled SRK Consulting to continually hone its expertise in this area. A past example is the work carried out for the City of Tshwane in November 2012, when a large sinkhole occurred on a suburban street in Centurion.

Areas underlain by dolomite – such as the Malmani Subgroup of the Transvaal Supergroup in the southern districts of Tshwane – are most susceptible to sinkhole activity. For this reason, SRK Consulting highlights the need for local authorities to devise contingency plans and set aside the necessar y funds to deal with these incidences, and put in place measures to prevent them where possible.

“Since 2012, development on dolomite land has been controlled by standards promulgated by the South African standards authority, but instability events will continue to occur,” says John Stiff, principal engineering geologist and associate partner at SRK Consulting. “This puts municipal infrastructure particularly at risk due to the vast network of bulk water-bearing ser vices.”

John Stiff, principal engineering geologist and associate partner, SRK Consulting

AFTER

Completion of the rehabilitation works

Tshwane sinkhole “The 2012 sinkhole was one of the largest to have occurred in the Centurion area over the last 25 years,” comments Ashika Sudu, deputy director: Roads and Transport Department, City of Tshwane. Early causes of the sinkhole included a leak in a domestic water connection, which began in April 2012, some seven months before the event.

By late November of that year, a widening of cracks in the surface was observed, and within a day this very large sinkhole had formed.

“The sinkhole measured 16 m by 35 m and up to 9 m deep – affecting the roadway, private property, and the sport facilities of the adjacent school,” Stiff continues. “It also disrupted municipal water, sewer and stormwater services to the area.”

Repairing the damage SRK’s solution began with a ser vices audit to establish the nature and location of municipal ser vices in the area. These ser vices could then be diverted to allow SRK’s investigation and repair work to commence.

“We conducted rotary percussion drilling to a depth of about 30 m, as well as dynamic

Backfilling and dynamic compaction operations in progress at the sinkhole project in Centurion

IN PROGRESS IMIESA February 2018

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Geotechnical engineering The sinkhole as it appeared after its initial formation

probe-heavy tests to establish the presence of near-surface voids and weak zones in soil horizons blanketing the bedrock,” he explains.

Through these investigations, the bedrock depth could be ascertained and the subsur face extent of the sinkhole established. Results from the probes also revealed the risk of ground instability to adjacent structures and facilities.

“It’s important to conduct an adequate investigation to guide the appropriate rehabilitation design,” Stiff stresses.

“Once the rehabilitation method is adopted, however, it may still require some adaptation to ensure the optimal result.”

In executing the rehabilitation process, SRK’s role involved super vising the contractor through the early stages of the

rehabilitation works and providing technical super vision and direction, particularly during excavation. Further responsibilities included quality-control super vision on the backfill and compaction of the excavation.

To prevent the continued migration of material down the throat of the sinkhole, an inverted filter method was applied, in line with SANS 2001 BE3. This was done by placing enough coarse rockfill to block the throat, followed by layers of progressively finer material.

The advantage of this method is that it limits infiltration of sur face and groundwater into the impaired area. Bulk earthworks were followed by dynamic compaction of underground layers and the reinstatement of ser vices to the satisfaction of the client and the residents.

The investigation and repair took about nine months and cost the municipality about R12 million.

Geotechnical engineering

U

Layer works interventions

rgent subgrade stabilisation for a construction site access road was recently economically and effectively solved by geotechnical specialist Kaytech during the building of a new distribution centre development in Roodepoort, Gauteng.

Kaytech’s eco-friendly bidim geotextile, in conjunction with TriAx – a revolutionary geogrid developed by Tensar International and supplied locally by Kaytech – were selected to provide a lasting solution.

The problem began following the discovery of weak and waterlogged subgrade materials beneath a proposed temporary access road intended for plant and heavy machinery. The road was to be used for approximately six months and although minimal groundwater was discovered in initial geotechnical reports, significant damage was anticipated. Pierre Badenhorst Engineers approached Kaytech for a solution.

A subsequent site inspection by Kaytech’s Byron de Cramer revealed that a crushed G5 material was available. But with limited information gleaned at the time, an allowable bearing capacity was determined from an assumed CBR of 3.

It was decided that two different proposals were required: a 30 mm premix surface for the future parking area, to be utilised mainly by light motor vehicles; and a concrete hardstand surface for the permanent access road used by delivery vehicles. Bulk earthworks contractor Zero Azania was contracted for the stabilisation of the project.

ABOVE Bidim separates TriAx TX160 in situ BELOW Layers of G5 placed over TriAx

TriAx also formed the base for the entire permanent road network and parking areas of the development.

The following layer works were specified: Phase 1 comprised a layer of bidim A2 to act as a separator between the subgrade below and a layer of TriAx TX160 above. Two 150 mm layers of G5 (300 mm) for the premix area and three 150 mm layers of G5 (450 mm) for the hardstand area followed.

Phase 2 commenced after the initial construction of the building structure was completed. This comprised a bidim

An innovative geotechnical design counters weak ground conditions and provides a cost-effective solution for temporar y and permanent structures.

Part of the earthworks required further stabilisation due to groundwater

A two-phased approach Due to concerns of damage to the access road during construction, it was decided to split this portion of the works into two phases.

Kaytech approached Tensar for an in-depth analysis, using software program TensarPave to determine the project requirements.

By using two advanced products, time and money were saved in rendering the access road suitable for plant and heavy machinery to reach the construction site. Bidim A2 and

IMIESA February 2018

41

Geotechnical engineering Typical top of layer works under bulk earthworks

A2 separator, and a layer of TriAx 130s covered with a layer of G2 material. A 170 mm 30 mPa concrete surface completed the hardstand.

Completion of the project in June 2017 saw a total of 8 500 m2 of both bidim A2 and TriAx TX160 used to reinforce and stabilise the access road. The same quantities applied for Phase 2.

Innovative materials Bidim is a continuous filament, nonwoven, needle-punched geotextile manufactured from 100% recycled material. During the last decade, Kaytech’s ISO 9001 registered facility has processed and converted almost 500 million discarded plastic cooldrink bottles into 26 million kilogrammes of high-grade

polyester to create eco-friendly, A-grade bidim that meets the most stringent civil engineering and industrial specifications.

As a separator, bidim maintains the integrity of selected fill material over very low CBR subgrades, thereby allowing dissipation of pore water pressure and resulting in accelerated consolidation. Up to 50% less fill material is required when using bidim as a separation layer. Highly versatile, bidim is also suitable for use in various other applications including erosion control, reinforcing earth retaining structures, subsoil drainage and as liner protection in raw water dams.

Major benefits are also associated with Tensar’s TriAx product. Compared to biaxial geogrids, the revolutionary triangular design of TriAx imparts several advantages including near-uniform stiffness through 360 degrees as well as high junction strength and efficiency. In trafficking applications, TriAx, combined with a suitable aggregate, is said to outperform all biaxial geogrids and creates a mechanically stabilised layer with near isotropic properties.

ENDING EROSION Technicrete Armorflex erosion control system provides an alternative for a wide variety of erosion control and drainage projects. When your project calls for protection that can withstand severe applications and climatic conditions, with quick installation with no in-situ concrete or even under water, Armorflex from Technicrete is the engineered solution.

Suitable for:

Specially designed:

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• • • •

Rivers, Estuaries, Dams, Reservoirs Areas subject to wave action Access roads Parking areas Stormwater drift crossings

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Compressed concrete blocks (solid or vertical holes

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Interlocking system Partial taper of each block Various sizes of blocks available

paving | mining | masonry | erosion protection retaining walls | drainage | kerbs | precast products www.technicrete.co.za Technicrete is a subsidiary of ISG, a leading supplier of innovative infrastructure products to the construction and mining markets in Southern Africa.

Tel: 011 674 6900 Maxi call: 0861 266 267

Environmental Engineering

Tackling a steep gradient An environmentally engineered solution provides a durable access route offering protection against flow velocities of up to 5.5 m/s.

F

aced with a rapidly deteriorating asphalt roadway leading up to one of its treatment plants in Pietermartizburg, KwaZulu-Natal, Umgeni Water needed to find a lasting and sustainable alternative. One of the key challenges was the steepness of the road gradient, where the poor and slippery surface conditions had historically made it particularly hazardous for trucks accessing the plant during wet conditions.

Umgeni Water’s engineering team researched various options before deciding to specify the Armorflex 180 erosion control system, which is manufactured and supplied by precast concrete specialist Technicrete – a subsidiary of Infrastructure Specialist Group (ISG) The Armorflex system meets the requirements for a wide variety of erosion control and drainage projects, with one of its chief advantages being its flexibility. The system comfortably conforms to ground contours and settles without cracking, plus limited ground preparation is required. In the Umgeni application, Armorflex provided good skid resistance and, therefore, enhanced traffic safety, while combating environmental degradation.

The first phase of the Umgeni project entailed the installation of 1377 m2 of Armorflex along a 274 m section of road measuring 5 m in width. This phase commenced in September 2017 and was completed in November 2017.

Technicrete provided design assistance and on-site consultation.

“The full width of the road was surfaced with Armorflex from where the original asphalt section had started to degrade near the bottom of the slope right up to where the grade tapered off,” comments Justin Kretzmar, sales engineer, ISG The second phase commenced in January 2017 and entailed a further 104 m, comprising 528 m2 of Armorflex for the lower end of the new road area. Alternative interventions that could have been considered included rebuilding the existing asphalt pavement, paving with traditional concrete block paving, or constructing a concrete hardstand. In the end, Armorflex offered the most costeffective, durable and quickest installation option, with only small-scale earthworks required and minimal in situ concrete.

“Replacing the asphalt surface would have required substantial earthworks,” explains Nwabisa Hina, the civil engineering at Umgeni Water that headed up the project. “Similarly, regular block paving also requires substantial layerworks and edge restraints, while forming a concrete hardstand would have been a lengthy process made very difficult by the road gradient.”

Installation technique As a starting point on the Umgeni project, the existing asphalt was removed, followed by levelling of the gravel surface. The installation of a 20 mm sand layer was then followed by the placement of the Armorflex blocks in a stretcher bond pattern to achieve mechanical interlock.

Flow resistance The Armorflex matrix of open cells and projections create a surface with an engineered roughness. This causes a loss of energy due to the formation of eddies within each open cell, which reduces the potential for erosion.

The Manning Roughness Coefficient (n) of Armorflex has a value ranging from 0.025 – 0.035, depending on the material filling the open cells and vegetation cover.

IN PROGRESS For additional system durability,Technicrete specified that the blocks be wired up across the direction of traffic, with these wires secured into the concrete edge beams. As Kretzmar points out, these beams are critical and serve two main purposes: firstly, to lock the system together; and secondly, as a stormwater erosion protection measure to avoid erosion on the sides of the Armorflex track road from undermining the road surface.

“An added plus of the Armorflex system is the highly effective way in which the system blends with the environment since the hollowed sections can be grassed to provide a natural look that is aesthetically appealing,” Kretzmar concludes.

IMIESA February 2018

43

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Social Housing

Efficient buildings need bricks A purpose-designed geogrid solved the issue of swelling during a major road rehabilitation project in Tanzania.

T

he Devland Social Housing Development in Soweto is a prime example of how face brick provides an aesthetically appealing finish, combined with exceptional structural integrity.

This development will consist of 588 residential units – 255 units within 46 blocks for Phase 1, which have been completed, and 333 units within 48 blocks for Phase 2. The project is being developed

by Akula Trading 211 for the Johannesburg Social Housing Company (Joshco).

Joshco provides affordable rental housing to citizens who earn between R3 500 and R7 500 – too much to qualify for RDP housing, yet insufficient to qualify for a bond. A government grant assists with the construction of the housing and the apartments are rented out at a subsidised monthly rental.

“The specification from the client called for the 100% use of face brick for the exterior,” explains Michael Hart of Michael Hart Architects Urban Designers. “The bricks chosen are red and sand coloured, which helps to highlight architectural elements.”

The development has been constructed using Corobrik’s Nebraska Travertine and Montana Travertine face bricks.

Low maintenance “Some of the most sought-after qualities in products used for social housing

Structural integrity Clay brick structures have impressively high load-bearing capacity, dimensional stability and compressive strength. These properties limit cracking and ensure structural integrity. Bricks vary in compressive strength ranging from a minimum of 7 MPa for NFP bricks, to greater than 50 MPa for Face Brick Extra and engineering products.

(Source: The Clay Brick Association of Southern Africa)

Maximum fire rating Clay brick is incombustible and, therefore, cannot contribute to the start or rapid spread of fire. During production, clay bricks are fired at temperatures of between 1 000°C and 1 200°C, so they are capable of resisting this level of heat without damage.

Depending on the construction and thickness of the wall, a brick wall can achieve a one- to four-hour fire resistance rating when tested in accordance to SANS 10177 Part Z ‘Fire Resistance Test for Building Elements’.

Single-leaf wall (90 mm – 140 mm) • Structural: 30 minutes • Non-structural: 60 minutes Double-leaf clay brick wall (140 mm – 280 mm) • Structural: 120 minutes • Non-structural: 240 minutes (maximum)

Corobrik Nebraska Travertine and Montana Travertine face bricks have been used to construct the exterior of the Devland Social Housing Development in Soweto

developments are durability and low maintenance,” comments Musa Shangase, commercial director, Corobrik. “Corobrik’s clay face brick meets those requirements every time, creating buildings that can withstand the natural elements, as well as regular day-to-day use for years to come. Face brick also negates any need for plastering and painting, which saves on costs for landlords.”

Since clay bricks are manufactured from a natural material, they absorb heat in winter, gradually releasing it into the building at night, which reduces heating costs and maintains a high level of human comfort.

Clay bricks also support the overall criteria of passive solar design and satisfy the regulatory criteria of SANS 10400 XA. The Devland development places a major emphasis on energy efficiency gains, with examples including the incorporation of solar water heating for all the units and an integrated rainwater harvesting system.

Rainwater is directed off the roofs and collected in tanks on the top floor of each building. The vegetation and landscaping is also indigenous to allow for a water-wise natural environment.

IMIESA February 2018

45

Labour-Intensive Construction

Is the EPWP off track?

H

A brief analysis of the first 10 years of South Africa’s Expanded Public Works Programme (EPWP) (2004/05 to 2013/14) indicates that the intended benefits were not achieved.

By Professor Robert McCutcheon*

istorically, there are a number of motivating factors for South Africa’s policy on labour-intensive construction.

One was the need for a large public works programme outlined in the African National Congress’s Reconstruction and Development Programme. Another was the fact that the use of modern labour-intensive methods could generate skills and a significant increase in employment per unit of construction. In South Africa, this had been thoroughly proven in relation to both rural and urban high-quality, high-standard infrastructure.

Since 1991, I have contributed to the formulation and implementation of public employment creation programmes in South Africa, the introduction being the Framework Agreement between Cosatu and the South African construction industry. In 1994, this agreement was incorporated into the National Public Works Programme. Then, in 2004, this morphed into the Expanded Public Works Programme (EPWP). An important result of the Framework Agreement was that the

construction industry agreed to promote modern labour-intensive methods. In turn, under certain conditions, Cosatu accepted the concept of payment for set tasks or, in International Labour Organisation terms, ‘output-based remuneration’ for decent work (and the corollary: “no work, no pay”).

Background to the EPWP The EPWP remains a strategic component of the South African government’s response to the triple challenge of poverty, unemployment and inequality during the provision of public goods and services. However, there was always meant to be an infrastructure component with a labour-intensive element.

It is important at the outset to emphasise that this article only deals with the infrastructure sector of the EPWP. Between 2004/05 and 2013/15, over R128 billion was spent in this area, which comprised nearly 80% of total EPWP, amounting to R163 billion (Figure 1).

The extent to which the infrastructure sector of the EPWP has failed to meet its own targets may be judged by the following: labour intensity

Table 1 EPWP 2004/05 to 2013/14. Allocation, expenditure, full-time equivalents and wages: total and infrastructure sector

Total Phase 2 Phase 1 2004/05 to 2009/10 to 2004/05 to 2013/14 2013/14 2008/09 Total allocation billion 99 657 756 Total expenditure billion 50 113 163 % expenditure/allocation 50 17 22 Infrastructure allocation billion 71 472 543 Infrastructure expenditure billion 42 87 129 % expenditure/allocation 60 18 24 % infrastructure expenditure/ 84 77 79 total expenditure Total FTEs 550 918 1 147 699 1 698 617 Total wages million 6 726 18 000.0 24 726 Infrastructure FTEs 312 227 469 206 781 433 Infrastructure wages million 4 507 8 500 13 007

46

IMIESA February 2018

N-s 0% E 0% CWP 1% Social 8% E&C 12%

has remained stubbornly around 10%, which is barely more than could be achieved using conventional equipment-intensive methods.

While my analysis concentrated upon labour intensity in the infrastructure sector, it also revealed that there was an enormous shortfall between the total allocations recorded in the EPWP quarterly reports and total expenditure.

The serious inability of the public sector authorities to spend the funds allocated to them has had a very negative impact upon employment and wages.

The first five-year phase of the EPWP commenced in April 2004 and the third phase in April 2014. Some have commented that the data recorded so far is unreliable and that double-counting exists. That may be the case, but this is the data officially available in the EPWP quarterly reports on its website: www.epwp.dpw.gov.za.

Summarised results of the first two phases Total employment created in the infrastructure sector, as measured in full-time equivalents, amounted to 781 433; wages amounted to R13 007 million.

Table 1 contains further data regarding allocation, expenditure, employment and wages for the whole EPWP and for the infrastructure sector itself.

Infrastructure 79%

FIGURE 1 EPWP expenditure by sector: 2004/05 to 2013/14

Labour-Intensive Construction

Over a 10-year period (2004 to 2014), the whole of the EPWP was allocated R756 billion. However, only R163 billion was spent.

Table 2 Infrastructure sector: Actual employment as measured in full-time equivalents and opportunities foregone

Labour intensity Labour intensity actually fell from 10.8% during Phase 1 to 9.8% during Phase 2. These percentages are far below both the minimum of 30% that should have been achieved and the 26% mooted for Phase 3.

Opportunities foregone

Infrastructure allocation billion Infrastructure expenditure billion % expenditure/allocation Actual labour-intensity Potential labour-intensity Actual infrastructure wages million Potential infrastructure wages million Actual infrastructure FTEs Potential infrastructure FTEs

Opportunities foregone: aggregated Phase 1 and Phase 2 The summary of the opportunities foregone during Phase 1 and 2 are seen in Table 2.

If a labour intensity of 30% had been achieved for actual expenditure, instead of 10.1%: - Employment in FTEs: 2 321 888 {(781 433/10.1) x 30 = 2 321 888}.

- Wages: R38 634 million {13 007 million/10.1) x 30 = 38 634 million}.

If allocated expenditure had been spent at the existing low level of intensity: - Actual employment, in FTEs, at the existing low level of labour intensity: 781 433 - Possible employment, at low level of labour intensity, if allocated expenditure had been achieved: 3 300 870 FTEs {781 433 x (542.8/128.5) = 3 300 870}.

- Wages: R54 943 million {13 007million x (542.8/128.5) = 54 943 million}.

Severe shortfalls While the above analysis has revealed serious inadequacies with regard to labour intensity, it has also revealed something more important: the serious inability of the current authorities to spend the funds allocated to them.

The funds allocated for Phases 1 and 2 amounted to R543 billion.

Expenditure amounted to R129 billion: 24%, or not quite a quarter of the total allocation.

Crudely speaking, four times more infrastructure could have been constructed and four times more training and employment opportunities generated even at the low levels of labour intensity recorded.

If allocated expenditure had been spent labour-intensively, the numbers would have been more along these lines: - Possible employment: 9 807 944 FTEs {(542.8/128.5) x 2 321 888 = 9 807 944. Almost 10 million FTEs - The infrastructure sector of the EPWP could have resulted in an average of almost one million FTEs per year, instead of less than 80 000 - Wages would have been R162 472.5 million ((542.8/128.5) x 38 463 million = 162 472.5 million}.

Lack of data on infrastructure constructed It is extremely disturbing that no attempt has been made to obtain the total amounts of the different asset types produced during the expenditure of the R129 billion; especially given the amount of time and effort focused upon the recording of the details related to the number of work opportunities.

In itself, this indicates that the infrastructure component of the EPWP was viewed as relief or social welfare. It thus diverged from the

Potential Totals employment 2004/05 to 2013/14 at existing low level of labour intensity 543 129 129

Potential employment: Allocation spent and 30% labour-intensity 543

23.7 10.1 30

30

38 634

164 273

2 321 888

9 807 944

13 007

781 433

original objective of serious engineering, which also addressed training, skills development, productive employment creation and development.

Skills development is an essential, precursory and preparatory component of productive employment. *Robert McCutcheon is a professor emeritus and honorary professor at the School of Civil and Environmental Engineering at the University of the Witswatersrand. He is also the head: Employment Creation and Development at Malani Padayachee and Associates (MPA Consulting and Structural Engineers) in Randburg.

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Transport, Logistics, Vehicles & Equipment

Market developments from Bell The year 2017 saw new additions to the Bomag line-up and Bell Equipment’s appointment as the dealer for the Kobelco excavator range and the Dakarwinning Kamaz truck series. The year 2018 will be another exciting one for Bell, as it further refines its comprehensive market offering. By Alastair Currie

W

ithin the Bell Equipment stable, the Bomag range includes tampers and small plate compactors, tandem rollers from 1.5 t to 12 t, singledrum rollers from 7 t to 32 t, pavers, and compactors. This offering was expanded during 2017 with the launch of a milling line-up, and the addition of selected Bomag recycler models, including the highperformance RS600 with its dual water and bitumen spray system and maximum cutting depth of 600 mm.

The Bomag Dash 5 Series single-drum roller range, featuring Bomag Variocontrol (BVC) with intelligent compaction, was introduced towards the end of 2017. The current offering includes the BW213 D-5 BVC single-drum roller (15.9 t operating weight) for medium- to heavy-duty earthworks and sub-base work, and the BW226 DI-5 polygon

roller. The latter is a 26 t machine that competes with conventional impact rollers, typically in mining rehabilitation applications, achieving compaction of up to 3 m.

“We are also achieving great success with our tandem asphalt and soil compactors, where specified models like the 9.5 t BW 161 ADO-50 and 12.5 t BW 202 ADO-50 come equipped with Bomag’s revolutionary TanGO tangential oscillation system,” explains Johan Hanekom, product marketing manager at Bell Equipment.

TanGO is an exciter system developed by Bomag using oscillating vibration technology and is well suited for low-vibration compaction work on bridges, next to buildings and on thin layers. Depending on the specification, vibratory compaction can be combined with oscillation, or used separately. TanGO has one amplitude setting, which is optimised for all applications and the oscillating drum

has a 6 000-hour warranty, which is an industry first.

Bell will continue to add to the Bomag range during 2018 with selected models, which will include the introduction of a new series of Bomag refuse compactors. This will further bolster Bell’s strong market share locally in the highly competitive landfill segment. Bell will now be able to field a range of compactors from 23 t to 56 t.

Electronic dosing In the road recycler market, Bell is a major player and one of only a few equipment suppliers locally that meet Sanral’s requirements for electronic dosing during

Bell Equipment added the Kamaz tipper truck range to its line-up during the third quarter of 2017

IMIESA February 2018

49

Transport, Logistics, Vehicles & Equipment

soil stabilisation operations. This ensures precise quality control.

Bomag has developed a fully automated water and bitumen injection system for permanent process monitoring. This system can be used to process bitumen emulsion and foamed hot bitumen. Locally, Bell fields the Bomag RS600 recycler, which comes equipped with this capability.

“The crucial factor in mix-in-place recycling is the mix quality. This smart bitumen additive system offers new levels of quality,” explains Hanekom.

Conventionally, the flow mix adjustment of water and/or emulsion is determined by litre per minute. In contrast, with electronic dosing, the operator precisely inputs the mod of material and the percentage of moisture or emulsion required.

In terms of other recycling news, Bell additionally has the Bomag MPH364 recycler, a 17 t machine equipped with a single spray bar and designed for road cement stabilisation. Mixing to depths between 300 mm and 400 mm, the MH364 is ideally suited for rural areas, parking areas, and general road works.

Kobelco and Kamaz Within the earthmoving business, Bell’s appointment as the dealer for the Kobelco range was a strategic move that adds another globally respected OEM brand to its arsenal. From March 2018, Bell will be

Bomag’s BW213 D-5 BVC single-drum roller

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IMIESA February 2018

launching Kobelco’s mini excavator series following market demand, with particularly strong uptake for this machine class evident in Cape Town and the broader Western Cape. So from Q2 2018, Bell will supply and support all Kobelco models, extending from the baseline 5.5 t mini to the range-topping 85 t unit.

The addition of the Kamaz tipper truck range during Q3 2017 adds a further dimension for customers. Kamaz is a worldrenowned Russian OEM and a 14-time Dakar Rally race winner.

Comments Stephen Jones, group marketing director, Bell Equipment: “Finding the right partner has been key because there have been a lot of new entrants trying to penetrate this hotly contested market.

We identified Kamaz, our preferred partner, some time ago due to the demonstrated per formance and product attribute fit, which we had experienced through mutual customers and applications where Bell trucks are working in Russia. Fur ther confidence was gained from other Bell partners, with a stake in Kamaz held by Daimler AG, which also has a stake in Mercedes-Benz, the engine supplier for the

range of Bell articulated dump trucks.”

Established in 1969, Kamaz manufactures out of Naberezhnye Chelny in Russia and, today, accounts for half the trucks sold in that country, as well as being represented in 80 countries across the world.

The first phase will consist of four models, which will be available as left- or right-hand drive. The models will include two 6x4 trucks with payloads of 15 t and 20 t, a 6x6 truck with a payload of 19.5 t and a 8x4 truck with a payload of 25.5 t. Plans are to assemble the trucks on a CKD (complete knockdown) assembly basis for Southern African distribution in line with Bell’s local content manufacturing policy.

Alongside new product developments, Bell Equipment is also focusing on the growing demand for quality used and reconditioned products, especially for recent market entrants that need an affordable but highperformance solution.

“For example, we are currently running a refurbishment programme on pavers and expect to showcase an example – alongside other machine highlights – at Bauma Africa 2018, being held between 13 and 16 March in Johannesburg,” Hanekom concludes.

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W

irtgen’s W 210 XP milling machine sets a new standard in its class and comes equipped with a powerful engine producing a maximum output of 571 kW. This latest-generation machine is designed to handle a wide range of applications – from surface course rehabilitation to complete pavement removal and fine milling jobs. A 2 m milling drum is fitted as standard equipment. However, units with milling widths of 1.5 m and 2.2 m are also available as options.

Wirtgen's Flexible Cutter System Light (FCS Light) ensures greater flexibility, as well as high machine utilisation – a key factor for the economic operation of large milling machines. Both the 2 m and the 2.2 m milling drum units are FCS Light-compatible. This allows milling drums of the same width, but

with different tool spacings, to be fitted without difficulty as required for the job at hand. All the milling drums are fitted with Wirtgen's HT22 quick-change toolholder system.

The ergonomically designed walkthrough operator platform is a further plus point. On the W 210 XP, the control elements are ideally arranged to provide a clear overview. Most functions can be controlled from the multifunctional joystick mounted in the armrest, which promotes low-effor t operations that translate into high daily production rates.

A selector switch enables the operator to choose one of three milling drum speeds, namely: low, medium and high.

Typically, low speed is employed for complete removal at full depth; medium for the milling of surfaces courses and thin pavements; and high speed for fine milling.

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Transport, Logistics, Vehicles & Equipment

Record year for FAW SA FAW SA enjoyed a record year of sales in 2017, with 1 200 units (including exports) finding new owners during the year. This is the highest ever sales achievement for FAW SA in what is a tough and highly competitive commercial vehicle market.

A

ccording to Jianyu Hao, CEO, FAW SA, the local market in 2017 has been the most competitive since FAW started operations in South Africa over 23 years ago; however, he states that FAW’s wide range of heavy and extra-heavy offerings are well tailored to local and Southern African customer needs, which contributes to their continued growth.

Through customer interaction and endorsements, FAW has ensured that it offers the appropriate model line-up to cater for the farming, mining, construction, distribution and long-haul sectors.

With the introduction of its modern 420 hp FAW 33.420FT 6X4 truck tractor in the third quarter of 2017, and the showing of future products – namely the long-haul JH6 truck tractor, 33-seater bus, and FAW 8.140 full automatic at the recent AutoMechanika/Futuroad commercial vehicle trade show – FAW is geared for a busy 2018.

Among many notable achievements in 2017, the Coega-based factory witnessed the 3 000th locally built truck roll off the production line.

The assembly plant, which was inaugurated in 2014, has maintained such high quality standards that the global corporation recognised and awarded FAW South Africa with the Global Distributer of the Year award in 2017.

Jianyu Hao, CEO, FAW SA

The 3 000th FAW truck to roll off the company’s Coega production line

2018 outlook Looking ahead to 2018, the commercial vehicle sector faces many challenges. Hao agrees with the sentiments and predictions of Naamsa (National Association of Automobile Manufacturers of South Africa) that the market could go up to 27 000 units, subject to certain provisos.

Hao also agrees that – provided South Africa manages to avoid a further credit downgrade and the economic growth rate in 2018 picks up to about 1.2% from the expected 0.7% in 2017 – sales of medium and heavy commercial vehicles could improve by between 2.5% to 3.0% in terms of volume.

“We at FAW SA are taking a longer-term view that upward movement in local and African vehicle sales is probable, albeit a bit slow over the next 18 to 24 months,” he says.

“FAW SA remains committed to building on its reputation of ‘Built in South Africa for Africa’ through the promise of product backup, the highest vehicle uptime, and the lowest total cost of ownership – with a duty-bound commitment for parts supply, service support and technical assistance wherever and whenever needed,” Hao concludes.

IMIESA February 2018

53

Transport, Logistics, Vehicles & Equipment

Doosan continues to break new ground on the R&D front with best-in-class hydraulic excavators.

Efficient excavation

D

esigned for dependable operation in tough conditions, Doosan’s DX520LCA crawler excavator comes to market with advanced features for higher productivity and lower operational costs. This robust machine copes efficiently in diverse applications, ranging from construction and pipe laying, to quarrying, mass excavation and general contracting.

“New features of this series include increased traction force, greater bucket digging forces and increased swing torque, which ensure improved performance and faster cycle times,” explains Darrel Holton, DISA Equipment Limited (trading as Doosan), part of Invicta Holdings Limited.

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IMIESA February 2018

Other design advancements include the large, sturdy undercarriage and counter weight, which provides extra stability, with power provided by a fuel-efficient Tier II Doosan mechanical injection engine delivering 238 kW at 2 000 rpm. The e-POS system (Electronic Power Optimising System) ensures economy and smoothness of operation by providing a synchronised communication link between the engine’s electronic control unit and the hydraulic system, to ensure power is delivered exactly as required.

Advantages of the new user-friendly e-POS system include the ease of operation and availability of power through three selectable user modes. This includes an auto-idle mode for maximum fuel savings.

Regulation and precise control of the flow rate is standard and a self-diagnosis function enables technical problems to be resolved quickly. Machine settings and maintenance data are clearly displayed on a

new, user-friendly LCD colour monitor. These machines have an advanced hydraulic circuit design, which separates the oil flows for the travel and boom function to ensure precise and safe operation when handling loads during travel. Circuits for the boom, arm and bucket are optimised for smooth control during combination work.

Undercarriage and digging force The DX520LCA has the widest standard variable undercarriage available: 3.90 m extended and 3.34 m retracted. This heavy-duty, X-shaped undercarriage has an integrated track spring and idler, as well as a durable box section track frame and selflubricating sealed links.

Additionally, the hydraulic track adjuster has a shock-absorbing tension mechanism.

All welded structures are designed to limit stresses.

A high-production machine, Doosan’s DX520LCA has a maximum bucket digging force of 30.8 t and a side lifting capacity of 17.7 t at 6 m reach and 3 m height. Traction force has also been improved with a drawbar pull of 37.6 t.

New reservoir at Rundu

T

he new 12 000 m³ reservoir and associated pipework is more than 60% complete, with construction expected to conclude well in advance of the contractual completion date of 12 April 2018.

The concrete reservoir, situated near the Ndama Water Treatment Plant in Rundu, is being built by the B&K Civils and Windhoekbased Rock Leigh Investments joint venture for the Namibia Water Corporation (NamWater).

According to Antoni Botes, project engineer, B&K Civils, the use of rapid impact compaction (RIC) to construct the reservoir foundation forms an interesting aspect of the project.

“This methodology entails the use of a specially designed compaction unit fitted to the front of an excavator. It compacts the raft foundation at a grid spacing of 4.5 m,” explains Botes. “The kinetic energy of this compaction technique is sufficient to densify the soil up to a depth of at least 5 m and will provide the necessary bearing capacity to

ensure the long-term durability and stability of the reservoir.”

The remote location of the town – over 700 km north of the capital Windhoek and just south of the Cubango River – presents a logistical challenge for the consistent supply of the necessary high-quality building materials used in the construction process.

“While this could be challenging for some contractors, our teams are well versed in operating in remote regions. Streamlined logistics processes and careful planning ensure that all materials reach the project site on time. Adding to this are our stringent quality control procedures and the diligence applied by our quality control team, which will ensure the final product is of high quality and will meet the client’s specifications,” says Botes.

The new facility has been designed to expand water storage capacity in the Kavango region, where the current capacity is insufficient, as well as to cater for increased future water storage demands for this arid region.

Erection of vertical formwork for roof ring beam

Finishing off a successful wall cast

Fixing of reinforcing bars for the roof slab

Panoramic view of the reservoir interior

Panoramic overview of the reservoir construction area

Cement & Concrete

Perfecting the mix The Concrete Institute’s managing director, Bryan Perrie, discusses the roles cementitious materials play in enhancing the performance and properties of concrete.

T

he vital ingredient of concrete is Portland cement – the basis of all common cements and of site blends that include a cement extender. The main raw materials used in the manufacture of Por tland cement are limestone and shale blended in specific proportions and fired at high temperatures to form cement clinker. A small quantity of gypsum is added to the cooled clinker, which is then ground to a fine powder: Portland cement.

All cement sold in South Africa must meet the requirements of SANS 50197 for Common Cement or SANS 50413 for Masonr y Cement and the National

56

IMIESA February 2018

Regulator for Compulsor y Standards (NRCS) specific requirements. Bags should be clearly marked with the strength class, notation indicating composition, and a Letter of Authority (LOA) number issued by the NRCS. An LOA is issued for each cement type from any source. Masonr y cement is not used in concrete.

When Portland cement is mixed with water to form a paste, an exothermic reaction called hydration takes place. As a result, the paste gradually changes from a plastic state into a strong rigid solid. The hardened cement paste acts as a binder in concrete and mortar. The hydration of Portland cement produces two main compounds: calcium silicate hydrate (CSH) and calcium hydroxide (lime). CSH provides most of the strength and impermeability of the hardened cement paste. Lime does not contribute to strength, but its presence helps to maintain a pH of about 12.5 in the pore water, which helps protect steel against corrosion.

Extenders and fillers Por tland cement extenders and fillers are materials used with Portland cement, and must never be used on their own.

Extenders and fillers can be incorporated in the production of cements complying with SANS 50197 or separately at concrete batch plants, while fillers such as limestone can only be incorporated in cement by the cement producer. The main reasons for the widespread use of Portland cement extenders are: • Cost saving: extenders are generally cheaper than Portland cement.

• Technical benefits: extenders can improve impermeability and durability of the hardened concrete; and some extenders improve the proper ties of concrete in the fresh state.

Portland cement extenders affect the rate of early-age strength gain, and the rate of heat development due to cementing reactions. Extremely fine extender particles can act as nuclei for the formation of CSH, which would other wise form only on the cement grains. This fine-filler effect brings about a denser and more homogeneous microstructure of the hardened cement paste and the aggregate-paste inter facial zones, resulting in improved strength and impermeability. The per formance of the fine-filler effect depends on the content of extremely fine particles in the extender.

Improvements to the proper ties of hardened concrete, brought about by the use of extenders, can be realised only if the concrete is properly compacted and cured.

Slag When fillers are added during the cement production process, their requirements are included in the cement specification of SANS 50197. When they are added to concrete at a batch plant, they must comply with the specifications noted below.

Ground granulated blast-furnace slag (GGBS) and ground granulated core slag

(GGCS) are by-products of the iron-making process. GGBS and GGCS must comply with SANS 55167: parts 1 and 2.

The hot slag is rapidly chilled or quenched (causing it to become glassy) and ground to a fine powder. When mixed with water, GGBS hydrates to form cementing compounds consisting of CSH. The rate of this hydration process is, however, too slow for practical construction work unless activated by an alkaline (high pH) environment.

When Portland cement and water are mixed, the pH of the water rapidly increases to about 12.5, which is sufficient to

activate the hydration of GGBS and GGCS. Even when activated by Portland cement, GGBS and GGCS hydrate more slowly than the former. The effect of GGBS and GGCS on the properties of concrete depends on the properties of the Portland cement, the reactivity of the slag, its content of the cementitious material, and fineness of the slag.

Fly ash Fly ash (FA) is collected from the exhaust flow of furnaces burning finely ground coal.

FA must comply with SANS 50450: parts 1 and 2. The finer fractions are used as a

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Portland cement extender while ultrafine FA is sold as a separate product.

FA reacts with calcium hydroxide, in the presence of water, to form cementing compounds consisting of CSH. This is a pozzolanic reaction and FA may be described as an industrial pozzolan. The hydration of PC produces significant amounts of calcium hydroxide, which does not contribute to the strength of the hardened cement paste.

By extending Portland cement with FA, the calcium hydroxide can be used to form additional CSH.

Silica fume Silica fume (SF) is the condensed vapour by-product of the ferro-silicon smelting process. SF must comply with SANS 53263:

58

parts 1 and 2. SF reacts with calcium hydroxide in the presence of water to form cementing compounds consisting of CSH. This reaction is also pozzolanic.

Because the hydration of Portland cement produces calcium hydroxide, the combination of SF and Portland cement is a practical means of using SF and improving the cementing efficiency of Portland cement.

In addition to the chemical role of SF, it is also an effective ‘fine-filler’. The extremely small SF particles in the mixing water act as nuclei for the formation of CSH, which would otherwise form only on the cement grains.

SF will also change the microstructure of the interfacial zone. The result is a more homogeneous microstructure that has greater strength and lower permeability.

For more information, download the TCI leaflet ‘Cementitious Materials for Concrete: standards, selection and properties’ at www.theconcreteinstitute.org.za

Limestone filler Limestone filler is limestone that is finely ground, but not chemically processed. There is no separate specification for limestone, as it can only be added during the production of cement. When mixed with Portland cement and water, finely ground limestone is chemically virtually inert. Depending on its fineness, limestone may act as a fine filler in fresh paste. Limestone may be used as a filler in common cement or as a workability improver in masonry cement. The effect of limestone on the properties of concrete or mortar depends on the specific limestone, whether a grinding aid is used in production, and the fineness of the limestone.

IMIESA February 2018

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