Imiesa April 2012

e heiinnn th

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

SprayPave

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

Need we say more?

Winner of the 2011 PICA Non-professional writer of the year

HousingHolistic solutions

Mogale CityWWTW expansion

Insighte-Toll examination

I S S N 0 2 5 7 1 9 7 8 V o l u m e 3 7 N o . 4 • A p r i l 2 0 1 2 • R 4 0 . 0 0 ( i n c l V A T )

Peet Venter, product sales manager for Astec Equipment “The quality of our machines goes hand-in-hand with customer satisfaction.” p14

Road Longevity And Performance

40 years of better solutions

For more information, call us onJohannesburg 011 922 3300East London 043 727 1057Cape Town 021 531 8110Durban 031 717 2300Or contact us on-line at www.kaytech.co.za oc

tarin

e 34

93

Kaytech offers proven solutions that increase the life expectancy of asphalt overlays. With innovative products that provide cost effective solutions to road longevity, for both new construction and the rehabilitation of damaged asphalt overlays, Kaytech is the key to long term road maintenance.

GlasGrid and Sealgrid are just two of Kaytech’s sophisticated and innovative asphalt reinforcement solutions. Kaytech will also engineer specifi c solutions to your particular challenges.

For more information, call us TODAY.

IMIESA APRIL 2012 1

VOLUME 37 NO 4 APRIL 2012CONTENTS

16Road Road

defectsdefects

35Traffic Traffic

congestioncongestion

SprayPave is an innovative and fully integrated industry leader. Since its establishment over 30 years ago, it has become renowned for its dynamism and successful completion of a variety of exciting and chal-lenging contracts.

4318Sustainable Sustainable

housinghousingPiling Piling

challengechallenge

SASST65 No-Dig India Summit 2012

67 Popular pipeline technology

IMESA70 IMESA bursary student plans

his future

71 Reflections: A journey through IMESA

People and events72 An update on industry events

and appointments

Products and services73 Culverts for Sishen railway

73 Plug-in seals available

74 AfriSam now a level 2 BBBEE contributor

74 Skid steers and telescopic handlers

75 Valves for Qatar

75 New generation lubrication system

77 Pump range launched

77 PERI invests in SA

78 Shaping mobility

80 Fundamentals of concrete

80 Red-hot red dot design

81 Advanced composite cements

83 Bell welcomes Liebherr to the family

84 Drill rig with rollover feed system

Insight16 A bitter pill to swallow

Housing sustainability18 ‘Green Street’ retrofit

23 Towards greener infrastructure

Roads27 Low-cost machines for standard

applications

Mogale City35 Alleviating traffic congestion

36 WWTW expansion

39 Increasing load capacity

40 Integrated township development

41 Keeping up with water demand

Project news43 CFA piles address slippage

Panel discussion45 Introduction: quality road

construction

47 Fibertex South Africa: Rod Claus

49 Colas: Thierry Madelon

51 Jeffares & Green: Paul Olivier

53 C&CI: Bryan Perrie

55 Lafarge Industries: Reinhold Amtsbuchler

57 Much Asphalt: John Onraet

59 Zebra Surfacing: Jonathan Pearce

61 PPC: Steve Crosswell

63 Osborn: Peet Venter

Regulars3 Editor’s comment5 President’s comment

Cover article6 Covering the full road

construction value chain

Housing9 Gap market subsidies good

for some

Government perspective12 A good start to the year

Hot seat14 The quest for continuous

improvement

Domestic and Commercial

Often copied - never equalled

Elster Kent / Telbit Pre-Paid Metering Systems

6802/11/2011

The company's policy is one of continuousimprovement and the right is reserved tomodify the specifications without notice

JOHANNESBURGTel: (011) 470-4900Fax: (011) 474-0175

DURBANTel: (031) 266-4915Fax: (031) 266-9521

CAPE TOWNTel: (021) 511-8465/6Fax: (021) 511-8446

BLOEMFONTEINTel: (051) 430-2603Fax: (051) 430-6165

PORT ELIZABETHCell: 082 458-3439

Elster Kent Metering’s vast experience both locally andabroad make us the perfect partner for your pre-paidmetering programme.

Our range of FOUR prepaid metering options cover yourneeds from standpipe to individual unit metering.

Our pre-paid meters have:• excellent low-flow metering capabilities• secure software• lowest service-life cost• robust components• capacity to feed three bathrooms• different options for flats• reliability you can trust• superb after-sales service• SANS 1529-9:2008 approval• the name you can trust

For the best pre-paid metering advice and trusted, cost-effective metering solutions call:

Copyright © Elster Group. All Rights Reserved. Elster and its logo, are trademarks of Elster Group.

Elster Kent Meteringyour trusted partnerin Pre-Paid Metering

IMIESA APRIL 2012 3

EDITOR'S COMMENT

Richard Jansen Van Vuuren

A change they say…

PUBLISHER Elizabeth ShortenEDITOR Richard Jansen van VuurenCREATIVE CHIEF EXECUTIVE Frédérick DantonSENIOR DESIGNER Hayley Moore MendelowSENIOR SUB-EDITOR Claire NozaicSUB-EDITOR Patience GumboCONTRIBUTORS Candice Landie, Tony Stone, Nick Alcock, Shian Saroop, Dhiren Allopi, Mike ButcherPRODUCTION MANAGER Antois-Leigh BotmaPRODUCTION COORDINATOR Jaqueline ModiseFINANCIAL MANAGER Andrew Lobban (ACIS, FCIBM)ADMINISTRATION Tonya HebentonDISTRIBUTION MANAGER Nomsa MasinaDISTRIBUTION COORDINATOR Asha PursothamSUBSCRIPTION SALES Nomsa MasinaPRINTERS United Litho Johannesburg +27 (0)11 402 0571___________________________________________________

ADVERTISING SALESJenny Miller Tel: +27 (0)11 467 6223___________________________________________________

PUBLISHER: MEDIA No. 4, 5th Avenue, Rivonia 2056PO Box 92026, Norwood 2117 Tel: +27 (0)11 233 2600 Fax: +27 (0)11 234 7274/5 E-mail: [email protected] www.3smedia.co.za

ANNUAL SUBSCRIPTION: R480.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR.© Copyright 2012. All rights reserved.___________________________________________________

IMESA CONTACTSIMESA Administration Officer: Ingrid BottonP O Box 2190, Westville, 3630Tel: +27 (0)31 266 3263Fax: +27 (0)31 266 5094Email: [email protected]: www.imesa.org.za

BORDER BRANCHSecretary: Melanie MatroosTel: +27 (0)43 705 2401Fax: +27 (0)43 743 5266E-mail: [email protected]

EAST CAPE BRANCHElsabé KoenTel: +27 (0)41 505 8005Fax: +27 (0)41 581 2300E-mail: [email protected]

KWAZULU-NATAL BRANCHSecretary: Rita ZaaymanTel: +27(0)31 311 6382

NORTHERN PROVINCE BRANCHSecretary: Cornel TaljaardTel: +27 (0)82 899 8341Fax: +27 (0)11 675 1324E-mail: [email protected]

SOUTHERN CAPE KAROO BRANCHSecretary: Henrietta OliverTel: +27(0)79 390 7536Fax: 086 536 3725E-mail: [email protected]

WESTERN CAPE BRANCHSecretary: Erica van JaarsveldTel: +27 (0)21 938 8455Fax: +27 (0)21 938 8457E-mail: [email protected]

FREE STATE AND NORTHERN CAPE BRANCHSecretary: Wilma Van Der WaltTel: +27(0)83 457 4362Fax: 086 628 0468E-mail: [email protected]

REST OF SOUTHERN AFRICARepresentative: Andre MullerE-mail: [email protected]

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

Cover opportunityIn 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 adver-tiser the cover story on pages and maximum exposure. For more information on cover bookings contact Jenny Miller on tel: +27 (0)11 467 6223.IMESA

Supporting

water services

IMESA

MEDIAThe official magazine of the Institute

of Municipal Engineering of Southern Africa

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

Winner of the 2011 PICA

Non-professional writer of the year

Buffalo City

Water supply

scheme

InsightDecision

dilemma the nnn tnninn p16ppppppp

I S S N 0 2 5 7 1 9 7 8 V o l u m e 3 7 N o . 3 • M a r c h 2 0 1 2 • R 4 0 . 0 0 ( i n c l V A T )

CAT RM300

ROTARY MIXER

Key to road projectKey to road project

WinneNon-p

NANCENANCE •

Michael Gibbon, CE, Bosch Holdings “We want to be recognised as a world class

engineering and operations group”

IMESAIMESA

EDDDIAIAMME

YY

Cityysuppppllyy

e

InsightDecision

dilemma

p16ppppppp

. 0 0 ( ii nn cc ll VV AA TT )

aas aa wwwwwooorrrlldd ccclass

onnss gggrrrooouuuppp””uurooougggrronnss pppuurrooougggronnss pppp

I’M SURE IMIESA readers noticed that

our March edition looked subtly “differ-

ent”. You probably couldn’t pinpoint the

changes to our design and layout, but

that’s the point. Certain design elements have

been tweaked while other smaller ones have

been completely revised in a way to modernise

and keep our design identity aesthetically pleas-

ing to you.

On the front cover of our February edition we

featured our first “Hot Seat” interview. This

new aspect of IMIESA will be featured every

month as we believe the content is relevant and

newsworthy to you. Then

in March we rang in the

changes mentioned above.

Our page headers have

been redesigned, the mar-

gins have been increased

and we are using more pho-

tographs and illustrations

to make the page design

lighter and more reader

friendly. I’d to thank our

design team for the great

job they have done.

Regarding the content, we have made and

will continue to revise sections and features

in IMIESA. Last year we introduced a Panel

Discussion section where we analyse a topical

subject with industry experts. So far this year we

have we featured “Good cents for municipalities”

on page 61 of the January edition of IMIESA, in

the February edition “Integrated waste manage-

ment plans” was on page 67 and in the March

edition “The key to sustainable water resources”

on page 61. In this edition the Panel Discussion

conducted by contributor Candie Landie focuses

on “Quality road construction: concrete and bitu-

men” – a subject many in the road construction

and rehabilitation sector will find interesting due

the recent bitumen shortage.

In addition, last year we began publishing

Insight articles written by former IMIESA editor

Tony Stone.

With the public sentiment against e-tolling

reaching boiling point, Tony has taken a step

back from the aspects of the controversial open

road tolling plan and examines the construction

of a certain section of the N1 highway stretching

from Beyers Naude off-ramp to Rivonia. What he

found will surprise many. Tony’s Insight article is

on page 16 of this edition.

Plans for future editions include a new section

in IMIESA for public transport, low- and middle-

cost housing as well as

power reticulation (including

alternate power supply).

In this edition of IMIESA

we feature two articles in

our Housing Sustainability

section. The first, on page

18, outlines how 30 low-

income homes in Cato

Manor, Durban, were refur-

bished to be ‘green’ homes.

The project has been dubbed

the ‘Green Street’ retrofit

and involved the provision and installation of

solar water heaters, energy efficient lighting in

both the homes and the surrounding streets,

ceiling insulation, heat insulation cookers, rain-

water harvesting systems and food gardens.

The second article is a paper penned by

Shian Saroop, an associate at SSI Engineers

and Environmental Consultants, and Dr Dhiren

Allopi, associate director at Department of

Civil Engineering and Surveying, Faculty of

Engineering and the Built Environment: Durban

University of Technology.

Their paper examines the growing need to

for the coordination of design, sustainability,

economic and environmental requirements for

infrastructure projects.

Page 18: sustainable housing

24 - 26 October

In addition to informative extracts, delegates will experience:

• a broad selection of Exhibitors

• an exciting Technical Programme

• World Class Golf

• Unique Companions’ Programme

• Discounted Accommodation

The Southern Cape/Karoo Branch invites you to attend

the 2012 IMESA CONFERENCE | George

Book online TODAY to enjoy a dollop of Southern Cape Hospitality!

hosted at the Transnet Railway Museum, fascinating home of the Outeniqua Choo Choo

For information on exhibiting, sponsorship opportunities or general queries, contact the conference co-ordinator:Debbie Anderson on 031 266 3263 or via email: [email protected]

A N N U A L I M E S A C O N F E R E N C E

Book online TODAY!www.imesa.org.za

IMIESA APRIL 2012 5

THE NATIONAL PLANNING Commission

was established in 2009 and was man-

dated to draft a National Development

Plan, informed by the country’s

Constitution. The plan looks at where we want

to be as a nation in 20 years’ time and identified

higher growth and job creation as the solution

for reducing – and ultimately eradicating our

two national scourges of poverty and inequality.

In 2010, the government launched a New

Growth Path framework in which it identified

the most important job creation drivers as

infrastructure development, tourism, agriculture,

mining, manufacturing and the green economy. I

will be focusing on infrastructure development,

as this is an area where most IMESA members

can play a significant role.

President Zuma invited the nation “to join

government in a massive infrastructure develop-

ment drive”, building on the project management

expertise gained during the 2010 FIFA Soccer

World Cup. In the National Budget Review, the

Minister of Finance, Pravin Gordhan, dedicated

an entire chapter to infrastructure. The infra-

structure plan will be driven and overseen by the

Presidential Infrastructure Coordinating

Commission (PICC), which was estab-

lished in September 2011 and brings

together ministers, premiers and metro

mayors under the leadership of the

president and the deputy president. The

PICC has identified, clustered, sequenced and

prioritised a ‘pipeline’ of strategic integrated pro-

jects, five of which are geographically focused

programmes, while others are projects focusing

on health and basic education infrastructure,

information and communication technologies

and regional integration.

The five geographically focused projects in

particular provide major opportunities for IMESA

members. These projects are:

PRESIDENT ZUMA’S STATE OF THE NATION ADDRESS

How can IMESA contribute?This month, I will be looking at the State of the Nation Address (SONA) delivered by President Zuma – specifically at those aspects dealing with job creation through infrastructure development.

• The development and integration of rail, road

and water infrastructure around two main

areas in Limpopo: the Waterberg in the west-

ern part of the province and Steelpoort in

the eastern part. This will unlock the mineral

belt of coal, platinum, palladium, chrome and

other minerals, which will, in turn, facilitate

increased mining and the beneficiation of

minerals. In addition, rail transport will be

expanded in Mpumalanga, which

will connect coalfields to power

stations and provide a solution

to the breakdown of roads in

Mpumalanga caused by excess

freight. The eastern parts of

the North West province will

also benefit from the great-

er focus on infrastructure

connected to mining and

mineral beneficiation.

• The development of

a Durban-Free State-

Gauteng logistics and

industrial corridor, which

will connect the major eco-

nomic centres of Gauteng and Durban/Pinetown

with each other and improve export capac-

ity through KwaZulu-Natal’s sea-ports. Transnet

has announced a Market Demand Strategy,

which involves investing R300 billion in capital

projects over the next seven years; R200 billion

of this amount is destined for rail projects and

most of the remaining balance to projects in the

ports. Through the development of this corridor,

South Africa will be positioned as a regional

PRESIDENT'S COMMENT

trans-shipment hub for sub-Saharan Africa.

• The development of a major new south-east-

ern node to improve the industrial and agricul-

tural development and export capacity of the

Eastern Cape region; this will also expand the

province’s economic and logistics linkages

with the Northern Cape and KwaZulu-Natal.

A dam will be built in what was the former

Transkei area of the Eastern Cape, using the

Umzimvubu River as the source; this will help

expansion of agricultural production. The

implementation of the Mthatha revitalisa-

tion project (a presidential special project)

will continue, as well as the improve-

ment of water, sanitation, elec-

tricity, roads, human settle-

ments, airport development

and institutional and govern-

ance issues in the area.

• The expansion of the roll-

out of water, roads, rail and

electricity infrastructure in

the North West. Ten priority

roads will be upgraded.

• The improvement of infra-

structure along the west coast

of the country in order to unlock its

largely untapped potential. Plans

include the expansion of the iron-

ore rail line between Sishen in the

Northern Cape and Saldanha Bay

in the Western Cape, which will create large

numbers of jobs in both provinces.

The planning and implementation of all the

above key infrastructural projects will require

the input and expertise of the engineering

community, but we also need to find the right

balance between investing in new infrastructure

and spending on the management and main-

tenance of our assets to avoid disruption of

existing services.

We need to fi nd the balance between spending on new infrastructure and

on maintenance of our assets

6 IMIESA APRIL 2012

WATER AND WASTEWATER

Replicating successSprayPave is one of South Africa’s

leading manufacturers, suppliers

and applicators of bituminous road

binders and emulsions.

IN ITS QUEST to be the primary choice

for fulfilling all bituminous requirements

of the Southern African road construction

and waterproofing industries, the company

consistently supplies premium quality products,

professionally and reliably.

SprayPave is an innovative and fully integrated

industry leader. Since its establishment over 30

years ago, it has become renowned for its dyna-

mism and successful completion of a variety of

exciting and challenging contracts.

As a subsidiary of the Basil Read Holdings

group of companies, SprayPave forms an inte-

gral part of one of South Africa’s leading con-

struction companies. In 2006, Basil Read (Pty)

Ltd concluded a deal that would significantly

enhance the future capabilities of its roads

division when it acquired a controlling stake in

SprayPave, a strategic move that has proven to

have optimal results for both companies.

World-class manufacturingTo meet the high standards the company has

set for itself, all products are manufactured

at SprayPave’s world-class manufacturing facil-

ity located in Gauteng. In addition to its fully

calibrated weighbridge and a state-of-the-art

emulsion plant that facilitates the in-house pro-

duction of all anionic and cationic emulsions, it

is fully equipped to manufacture polymer modi-

fied binders (PMBs), as well as environmentally

friendly primes and pre-coats.

SprayPave’s drumming facility has been

designed to accurately fill the maximum num-

ber of drums in the shortest possible time.

Every pipe that makes up the product transport

system is colour-coded for easy identification.

The company also utilises an oil heating system

to ensure products are maintained at the ideal

temperature. The storage facility has a capac-

ity of over 500 000 ℓ, ensuring that sufficient

quantities of product are consistently and readily

available in order to facilitate the shortest turna-

round times possible.

Versatility and reachBy now it is a well-known fact that SprayPave

is continuously taking steps to secure its domi-

nance within the market, as seen with the

opening of its coastal branch in Botha’s Hill,

KwaZulu-Natal.

“Our ability to extend our reach through the

acquisition of our coastal branch has certainly

given us a competitive edge in our ability to sup-

ply a market that before was largely inaccessible

due to both price and time restrictions,” says

managing director, Steven Single.

Being in close proximity to two of South

Africa’s major oil refineries had already given

this little plant a substantial edge; however the

decision was made last year to give the facility a

complete upgrade that would be sure to engrave

SprayPave’s name firmly on the KwaZulu-Natal

market. To be relaunched mid-April, the facility

SprayPave

6 IMIESA APRIL 2012

COVER STORY

COVER STORY

will not only produce all of the world-class prod-

ucts that SprayPave has come to perfect, it

will also have the awe-inspiring aesthetics of

a proudly SprayPave plant. One addition that

is sure to please many of SprayPave Coastal’s

clients is its very own PMB plant that will allow it

to manufacture the very popular SE-1 and SE-2.

“In a region where the supply of PMBs has

been largely monopolised for some time, we are

extremely excited to offer the coastal market an

alternative option to procuring a very in-demand

product,” says Single.

“Furthermore, we are extremely proud of our

ability to not only replicate the impressive facil-

ity we have in Johannesburg but, through vision

and inspiration, take it one step further and

improve on it."

Extending its reach even further is the state-

of-the-art, mobile emulsion plant that allows

SprayPave to manufacture adequate quantities

of emulsion on distant sites for lengthy periods

of time, such as in Gobabis, Namibia, where it

has been situated for the past 15 months.

In addition, the company’s close association

with all refineries in Southern Africa enables it

to provide fit for purpose products to any des-

tination in Southern Africa. Using world-class

plant and equipment, SprayPave has the ability

to successfully take on any project regardless of

form or magnitude. From the smallest of rural

roads to the largest of national routes, no job is

too big or too small.

Last, but certainly not least, is SprayPave’s

pride: its ever-growing fleet of haulers and

world-class bitumen distributors. The company

currently has nine distributors, five of which are

powered by modern and sought-after Scanias,

and all are fitted with the technically advanced

Etnyre Spray-Bar system – the impressive site

of a red and white sprayer working on a road

construction site is becoming ever more com-

mon. Then there are the haulers, an indication

of SprayPave’s commitment to servicing their

valued clients as effectively as possible.

“Where many other companies focus primarily

on their distributors, they are forced to rely on

subcontracted haulers to transport their client’s

bulk products. Naturally this creates the need to

possibly charge less competitive haulage rates,

as well as opens the door to potential logistical

problems that are somewhat out of their con-

trol,” says Commercial Manager Phil Chirnside.

Operations manager Quentin de Ridder adds:

“Although we still make use of external haulers,

by not relying on them 100% we are able plan

more effectively and decrease lead times for

urgent deliveries. This also allows us to mitigate

any unforeseeable delays far more readily and

effectively”.

SprayPave’s current hauler fleet consists

of six vehicles dedicated to supplying cli-

ents, as well as distributors on site, and

two brand-new haulers that will be solely

dedicated to transporting bitumen from the

refinery to SprayPave’s manufacturing facility

in Alrode South, Johannesburg. These impres-

sive machines are powered by the latest R500

Scania horses and coupled with the most mod-

ern and technically advanced tankers. These

tanks have 34 000 ℓ capacities and come fitted

with EBS (electronic braking system), Weweler

air suspension and axle lifting device, as well

as a computer management system that com-

municates pertinent information to the cab

while in transit.

“We are very proud of these vehicles and

are confident that they will go a long way in

facilitating our requirements to achieve both

logistical optimisation as well as ‘market-

leading’ customer service and satisfaction,”

says De Ridder.

An enviable range of quality productsSprayPave has a wide range of bituminous

products with vari-

ous grades, but

some of its leading

products include:

• CAT60, 65 and 70: cationic emulsions with

60%, 65% and 70% binder content, as well

as diluted variants

• SS60: anionic emulsion with 60% binder

content, as well as its diluted variant SS30

• Opti-Prime: SprayPave’s very popular and

environmentally friendly cold prime

• SP1i: SprayPave’s invert cold prime

• Opti-Cote: SprayPave’s answer to quality and

effective pre-coating

• SE-1 and SE-2: effective and reliable polymer

modified binders

• SC-E1 and SC-E2: effective and reliable modi-

fied emulsions.

Over and above these manufacturing products,

SprayPave also supplies all-penetration grade

and cutback bitumen.

“All these products are manufactured accord-

ing to very specific industry specifications, but

what sets us apart from our competitors are

our extremely high standards and exceptional

housekeeping,” says Chirnside.

“We are very proud of SprayPave’s growth, as

well as extremely impressed with the innovative

IMIESA APRIL 2012 7IMIESAIMIESA offers advertisers an ideal platform to ensure maximum exposure of their brand. Companies are offers advertisers an ideal platform to ensure maximum exposure of their brand. Companies are afforded the opportunity of publishing a two-page cover story and a cover picture to promote their products afforded the opportunity of publishing a two-page cover story and a cover picture to promote their products to an appropriate audience. to an appropriate audience. Please call Jenny Miller on +27(0)11 467 6223 to secure your booking.Please call Jenny Miller on +27(0)11 467 6223 to secure your booking.

The state-of-the-art, mobile emulsion plant allows SprayPave to manufacture adequate quantities of emulsion on distant sites for lengthy periods of time

SprayPave Tel: +27 (0)11 868 5451 • www.spraypave.co.za

Above A glimpse of the upgraded emulsion plant at SprayPave CoastalOpposite page Not just a name, but a brand to be proud of

IME

SA

AFF

ILIA

TE M

EM

BE

RS

ABS [email protected] [email protected] Broom Road Products [email protected] Arup SA [email protected] [email protected] Group Africa [email protected] Consulting Engineers [email protected] Consulting [email protected] Bosch Stemele [email protected] Bosch Munitech [email protected] Consulting Engineers [email protected] Consulting Engineers [email protected] Consulting Engineers [email protected] Civil & Blasting Solutions [email protected] Manufacturers [email protected] Built Environment [email protected] Lynn & Partners [email protected] Bank of SA [email protected] Plastics [email protected] Engineers [email protected] Kent Metering [email protected] Waste Management [email protected] [email protected] Consulting [email protected] [email protected] SA [email protected] Technology [email protected] Enterprises [email protected]@Consulting [email protected] Consulting [email protected] [email protected] and Green [email protected] Water [email protected] Consulting [email protected] Base [email protected]

KV3 Engineers [email protected]

Lektratek Water [email protected]

Makhaotse Narasimulu & Associates [email protected]

Maragela Consulting Engineers [email protected]

Much Asphalt [email protected]

Nyeleti Consulting [email protected]

Odour Engineering Systems [email protected]

Power Construction [email protected]

Pumptron [email protected]

Pragma Africa [email protected]

Rocla [email protected]

SBS Water Systems [email protected]

Sektor Consulting [email protected]

Sight Lines Pipe Survery Services [email protected]

SiVEST SA [email protected]

SNA Inc [email protected]

Siza Water Company [email protected]

SRK Consulting [email protected]

SSI [email protected]

Syntell [email protected]

Thm Engineers East London [email protected]

TPA Consulting [email protected]

UWP Consulting [email protected]

Vela VKE [email protected]

WSP Group Africa [email protected]

WSSA [email protected]

WRP [email protected]

Zebra Surfacing [email protected]

IMESAIMESA

IMIESA APRIL 2012 9

HOUSING

I WELCOME THE government’s initiative to

provide a housing subsidy of up to R83 000

for people earning between R3 501 and

R15 000 a month, so that they may be able

to buy a property.

I have been calling for years for measures to

assist the people in the so-called gap market to

become land and home owners, for these are

the hard-working people, often nurses, teach-

ers and policemen, who are able to contribute

towards our economy and pay for services, yet

find it difficult to afford a house. However, the

subsidy will need to be drawn from the Western

Cape government’s budget allocation and we will

not be given any extra funding for this.

As such, the amount of subsidies we will

be able to offer will be limited and offered

on a first come, first served basis. I would

Gap market subsidies good for some

welcome an increase in the Western Cape

Human Settlements budget in order to better

serve the gap market.

The statement of R83 000 for everyone must

be clarified. Those earning R3 501 per month

will qualify for the full subsidy of R83 000,

which will be decreased on a sliding scale as

the income of the applicant increases, with the

possible result of those earning R15 000 receiv-

ing around R4 000.

My view is that through stabilising the property

market and transferring assets into the hands of

more people who can pay for and maintain these

HOUSING FINANCE

assets, and lowering the costs of their mortgag-

es, we will avoid a financial crisis bought upon

by the collapse of the middle-income property

market, as was recently seen in the sub-prime

mortgage crisis in the Unites States.

As such, I would like to see a much greater

amount made available for this fund, so that the

hundreds of thousands of earners in this cate-

gory in our province can be assisted and people

can be quickly empowered with asset ownership.

I also welcome the president’s initiative to

provide a R1 billion fund to help people with poor

credit history get mortgage approvals. However,

I doubt that the program will begin in April,

because in order to implement this program, we

need to be ready with the policy and administra-

tive structures to implement the initiative and as

of yet, we have received no clarity or guidance

from the National Housing Fund Corporation

The subsidy specified within the National Budget to help people earning between R3 501 and R15 000 a month will not benefit everyone, only a limited few – and on a first come, first served basis.

We have received no clarity or guidance from the National Housing Fund regarding implementation

The Department of Human Settlements has a massive housing backlog that it needs to address

Municipal Engineering in a Changing Environment• Political and Legislation

• Ecological / Environmental

• Financial

• Transport and Traffic

• Water and Sanitation

• Roads and Storm Water

Submissions by 31 May 2012 to Harold [email protected]

The Southern Cape/Karoo Branch hereby issues

THE CALL FORPAPERS 2012

24 - 26 October 2012

G E O R G E

031 2663263

[email protected]

IMIESA APRIL 2012 11

regarding implementation. The sooner we clar-

ify this, the better as this will raise unrealistic

expectations from the public.

I visited several municipalities earlier this

year to ensure the accelerated delivery of hous-

ing opportunities to the people who most need

them, with a strategic focus on the provision

of basic services. I am very concerned about

the slow pace of housing delivery at the

municipal level and am committed to visiting

and working with the municipalities to ensure

effective delivery in this regard. The munici-

palities to be visited are Oudsthoorn, Bitou,

George, Mossel Bay, Swartland, Breede Valley,

Drakenstein and Stellenbosch.

The department is on track to spend 100 % of

its budget of R1.638 billion by the end of this

financial year and has approved and allocated

funding to municipalities to implement their

housing plans. The department has a target

of delivering 12 652 houses and is on track to

deliver 12 050, or 95%, of the houses. However,

it also has a target of delivering 13 059 serviced

sites, yet with the current rate of delivery, only

8 555 sites will be completed.

Housing delivery is interdependent on efficient

and well-functioning municipalities, which submit

their housing plans to the provincial government

for approval and funding, and upon approval,

are expected to implement their housing plans

with immediate effect. The department has

an oversight role to ensure that the sites and

houses are delivered, whereas local govern-

ment, or municipalities, are responsible for the

on-the-ground work.

Reasons for lack of housing delivery at a

municipal level include lack of professional

capacity and poor forward planning of housing

needs. My department has recently created

Professional Resource Teams, consisting of

professional personnel, to assist municipalities

in the planning and technical aspects of hous-

ing delivery.

The department is also placing a greater

emphasis on project pipelines so that if any

housing projects become blocked or stalled,

there are back-up projects ready to go. These

interventions will ensure the accelerated deliv-

ery of housing opportunities. It is expected

that through ministerial intervention, housing

delivery can be accelerated and the targets can

be met.

Right An ambitious plan to eradicate all informal settlements by 2014 is realistically not going to be accomplished

Below Reasons for lack of housing delivery at a municipal level include lack of professional capacity and poor forward planning of housing needs

MPUMALANGA’S LONG-TERM MASTER PLAN

Extensive consultations on the development of a long-term Human Settlements Master Plan are under way at the three districts in Mpumalanga. The consultation of municipalities is

aimed at obtaining information on the state of human settlements delivery, backlog and plans for consolidation to deliver improved human settlements in the province.

The consultations form part of the resolution of the recently held Human Settlements Indaba at Nkangala municipal offices. The plan is envisaged to assist in the development of sustainable human settlements and the development of a multi-year master plan.

The department is responsible for promoting sustainable integrated and supporting municipalities to optimally deliver improved quality of household life. The indaba, held under the theme ‘From Housing to Human Settlements’, was aimed at sharing ideas on how to deliver on the redefined mandate.

The broadened order requires the department to deliver not only houses, but engage all social partners to provide the required social amenities that qualifies a human settlement. In order to meet these objectives, the department has to take on board all municipalities, professional structures and institutions within the built environment.

The envisaged master-plan will have to assist the department not only to deliver houses, but involves other services such as schools, clinics, water, sanitation, roads and other infrastructure. The department is requesting all municipalities to provide information which include:• Land audit report: to assist in checking availability of land that can be developed to replace

informal settlements, develop rental stock and promote mixed-income grouping covering low- and middle-income earners and other challenges on land issue.

• Availability of social amenities: a critical element of an adequate shelter in access to basic services such as: community halls, child care centres and other such services.

• Spatial development framework: promotion of local development, economic opportunities in the municipalities.

The objectives of these consultations are expected to give a sense of current human settlements delivery status for proper for Human Settlements development and in accelerating delivery of housing opportunities. The first phase of the engagements took place between 10 and 20 January 2012 and the second round was concluded in February 2012.

HOUSING

12 IMIESA APRIL 20121121212121212121111121221221212122122222122222222112121121121111112112212121222222222211212121212111111221221221222212222211112111112121222121212222222212111121212121212122222212111211111112121222222222121111112111112122112222222222221111112111112122121222222222211211222222222222112111212222222222111111222212222221121122122222211212121222111121122121222111111222122211121222111121222211111121111221212212111222111211221112221121221121211122211111122221111221111221222111 IMIIIMIIIIIMIMMMMMMMMMMMMMMIMIIMMIMIMMMMMMMMMMMIMIMMMMMIMMMMMMIMMIMMMMMMMIIMIMMMMIMIMIMMMMMMMIIMMMMMMMMMMMIIMMMIIMMMIIIMMMMIMMIMMMIIMIMIMMMMIMMMIMMMMMMMMMMIMMIMIMMMMMMMMMMMMMIMMIMMMMMIMMMMIMMIEIESIEIESEEEESEESEEESIEIEESESESIESSESSSESESEI SIEEEIEEESSESESESSSSESIEESEEIEEEEEEEIESESIESESSSSESIESESIESEESEEEEEEESIEIESIESESSIESIESESSIESESIESEIEEIEEEEEEEEIEESESIESSIESSSESESEEEESIEEEESSSIESSIEEEESESEEESIIEIEIEIESEEEIESIESEEEEEEEEESSSSIIEEEEEESEESSSESSIIEEESEEEEEESESESSESIEEEEEEESSIEEEEEEESESESEEESEEESIESEEEEEESESIEEEESIESESEEEESESSEEEESIESSSSIESIESEEEEESEEESSESESEESIEESSSSESSII SSSSSIESSSIESSSAAAA AAAAA AA AA AA AA AA AAAAAAAAA AA AAAAA AA AA AA AAAAAA AAAAAAA AA AA AAAAA A AAA AAAAAAAA AAA AAA A AA AAAA AA AAA AAAAA AA AAA AAAA AAAAAAA AAAAAAA AA AAAA AAAAAAAAAAAAAAA AA AAAA AA AA AAAAAAAAA AA AAAAAA AAAAAAAA AAAAA AAAAA AA AAAAAA AAAAAAAAAAA AAAAA AAAAAAAAAAA A AAAAAAA AAAAAA AAAA AAAAAAAAAAAA AAAAAA PRPRPRPRPRPRIPPRPRRIRRPRPRPRPRRRRIPPRPRPRRRPRPRPRPRRIRIRIIPPPRPRPRPPRRIRPRPRPPRRRRIIIPRPRRRIIPRPRRRIIPRPRRRRRIIRRRRRRIIPRRRRRRRRIIPRPRRRRRIIIPRRRRRRRRRIIIPRPRPRRRRRRIIIPRPRRRRRRIIIPPPRRRRRRRRIIPRRRRIIIPRRRIIIRRRIIIRRRIIIIIIIIIIIIPRP IIIPP ILLLL 2LLLL L 2L 2L 2L 2222222222222222LLLLLLLLLL 2L 22222222LLLL 2L 2LLLLLLL 22L 22L 2L 22222LLL 2LLL 2L L 2L 2L 2LL 2LLL 2L L 2222222LL 2L 2LLLLLL 2L 22L 2L 2222L 2LL 2L 2L LLLLL 2LL 2L 2LLL 2L 2LLL 2L 2222222L 22222222LLLLL 2LLLLL 2L L 22L 2L 2LLLLLLLLLL LL L 2L 2L 2222L 2L 2LLL 2LL 2L 2L 222L 2LLLLLLL 2L 2L 222LLL 22LLL 2L 222LLLLLL 222222LLLL 222LLLLLLLL 2222LL 2LLLLL 2222222L 2LLLL 2LL 222L 222LLLLLL 222222222LLLLLLLL 222222222LLL 2222222LLLLL 2 L 222222LLLL 222222201201012012012012010000120120100111110120122012120120122012012000010120120000101001111110101201201201201201201012012000000012012120111110120120120120121201200000010120121101012012012000000001012120120121010112012012001200001201011101200120000000001212012012121010001200000011012012011012012000010120012012010112012012012012012222000000120012012112121201010122212122220000001012111112201201212012012000100011101222221201222012201200012111112222220122201200000001112012220122220120000000012000001122221200100120 2220120001100120000112001110000120000011111220000011222

GOVERNMENT PERSPECTIVE

THE R3,5 BILLION mixed housing

project will produce 12 000 houses

over the medium- to long term and is

a par tnership between the National

Department of Human Settlements, its pro-

vincial counterpar t, the Department of Energy,

ABSA and the eMalahleni Local Municipality.

“My job is to follow the money,” Sexwale told

those present.

“Please make sure that you report any kind

of corruption that takes place because it is

the poor whose dignity gets eroded when such

activities occur.”

Mpumalanga MEC for Human Settlements

Siphosezwe Masango appealed to the more

than 400 beneficiaries not to sell their

houses and then go back and register in

HUMAN SETTLEMENTS

A good start to the year Corruption robs the poor of their dignity, Minister of Human Settlements Tokyo Sexwale stated at the recent launch of Klarinet Integrated Housing Project.

the housing queue in the squatter camps,

which creates problems for government.

The Klarinet Integrated Housing Project will

comprise of more than 11 969 housing units

that include 5 699 subsidised housing units,

2 322 institutional housing units and 3 948

bonded units. The settlement will also have

a clinic, schools and a library, among other

facilities. eMalahleni Local Municipality execu-

tive mayor Salome Sithole said Witbank was

experiencing an economic boom and this was

putting pressure on the city’s housing pro-

gramme as it had to find shelter for the people

flocking to the city in search of opportunities.

“Our municipality has to star t planning for

another new city because the construction

of the Kusile power station is going to add

pressure on our housing and infrastructure

development programme,” said Sithole.

General manager for ABSA Development

Company Luthando Vuthula told the gathering

that the bank was committed in par tnering

with government to contribute in the devel-

opment of the country. “We don’t intend

to deliver just houses. We want to build

schools, clinics and other social amenities to

create sustainable human settle-

ments,” explained Vuthula.

Sexwale previously stated that

the primary aim of his department

is to deracialise South African

urban areas and create new ones.

This was said at the Leadership

Development Programme, which is

offered by the University of Cape Town (UCT) for

the executive mayors and municipal managers

of the country’s metropolitan municipalities.

“That is what we are doing here, it’s a huge

“Government has a responsibility to provide human settlements as much as tenants have a responsibility to pay rent” Tokyo Sexwale Minister of Human Settlements

The Department of Human Settlements has adopted a more holistic approach to the provision of housing


GOVERNMENT PERSPECTIVE

for DOHSrectification of what we call the correction of

the apartheid spatial development waste,” he

told the local government leadership.

President Jacob Zuma’s announcement of a

massive infrastructure programme, announced

during the State of the Nation Address in

February, provides an opportunity to build

new towns and cities that will not have town-

ships, but rather integrated and sustainable

human settlements.

Sexwale said it did not make sense to

recognise the Western Cape area of

Franschhoek with 3 000 houses as a town,

while Cornubia in KwaZulu-Natal, with over

50 000 houses, was not. The countr y’s

massive infrastructure project is breaking

new ground, especially in the mineral belt

of Limpopo where massive investments are

to be seen in roads, railway, telecommunica-

tions and massive electrification programme.

“That is going to bring a new impetus to the

economy and new cities are going to come up.

The first one we identified is Lephalale. It’s a

new city and it’s going to be a city without a

township,” said Sexwale.

Turning to the UCT pro-

gramme, he said it offered

an important opportunity for

the senior leadership teams

in each city to grapple with

the socioeconomic challeng-

es facing the country. “One

of the things I would like to

urge, perhaps coming from

this gathering, is to join up

what we proposed as human

settlements to the Treasury and the Auditor-

General with courses in basic management for

those who get elected at local level.

“Our leadership has to have basic skills in

management, in how projects come about

and budgeting. It’s all about costs account-

ing. People have got to learn some basics

and acquire skills on cost accounting, cost

control, cost containment and cost reduction,”

said Sexwale.

He also believes the provision of medium- to

high-density housing projects is one of the

main solutions in dealing with the management

of spatial integration in urban areas.

At the launch of the Southernwood Square

Social Housing project in East London he stat-

ed that: “For us to make a difference in the

lives of people who fall within the GAP market

(those who earn too much to qualify for free

government subsidy, but also earn too little to

apply for housing finance from banks) we need

to have more of these projects.”

The project is spearheaded by the

Department of Human Settlements and is

managed by one of its housing entities, the

Social Housing Regulatory Authority (SHRA),

and is par tly funded by the National Housing

Finance Corporation (NHFC).

“Our mandate is to approve spaces with dig-

nity where people can feel safe and thrive. We

are afforded this function through an annual

capital grant that we receive from the Minister

of Human Settlements,” said SHRA chairper-

son Zhora Ibrahim.

This was echoed by Samson Moraba, the

CEO of the NHFC. “Affordability is key in these

establishments; our mandate is to ensure

that we fund the best possible projects that

will allow people to live in areas where they

can be productive. We are under the watchful

eye of the minister to deliver more projects of

this nature.”

Sexwale also touched on the State of

the Nation Address in reference to Mzukisi

Mali, a resident of Grahamstown and a pub-

lic servant, who was looking for a home.

“There are many Mali’s in our midst that feel

left out because they earn too little to qualify

for a bank mortgage loan and too much to get

a government-subsidised house. We are saying

to them that projects like these are for you. We

want you to know you deserve homes just like

the rest of South Africans,” said Sexwale.

During the launch, some residents dem-

onstrated their dissatisfaction on what they

called structural defects of some units.

Sexwale addressed this group explaining that

they had a right to voice their dissatisfaction.

“Clients must be satisfied. That is why we are

here, to listen and find out how they feel about

this development. You must also highlight the

positives, you must tell us about the good

things that are happening here as well.”

Sexwale also encouraged tenants to pay rent

for their units.

“Things don’t come for free. People must

keep paying rent. Government has a respon-

sibility to provide human settlements as much

as tenants have a responsibility to pay rent,”

he said.

Southernwood Square consists of 57 bach-

elor flats, 78 one-bedroom flats and 114

two-bedroom flats. The project caters for

households earning between R2 500 to

R7 500 per month. During construction, 140

jobs were created and 90 of these were from

the local community.

“Affordability is key. Our mandate is to ensure that we fund the best possible projects” Samson Moraba,

CEO of the National Housing

Finance Corporation

Top For government to make a difference in the lives of people who fall within the GAP market, more projects such as the Southernwood Square Social Housing project need to come on line

Above It is almost impossible to separate politics from the provision of housing

14 IMIESA APRIL 2012

HOT SEAT

TRENCHLESS TECHNOLOGY – REINFORCED DRILL STRENGTH

Osborn’s quest for continuous Osborn’s line-up of EarthPro horizontal directional drills (HDDs) offers reliable design, proven performance and serious security – and a whole lot more. Candice Landie chats to Osborn’s product sales manager for Astec Equipment, Peet Venter, on what makes this range tough as nails.

FOUNDED IN 1972, the vision of Astec Industries back then

was the same as it is today: apply creative thinking and state-

of-the-ar t technology with a strong emphasis on customer

service excellence.

It is through these principles that the Astec Industries group of com-

panies has become synonymous with the manufacture of renowned

equipment in the asphalt road building, aggregate processing and pipe-

line and utility trenching industries in the United States (US). Osborn, a

member of Astec Industries and the official dealer of American Augers’

HDDs in South Africa, applies the same exceptional level of commit-

ment to its local customers. Manufacturing operations are handled at

its head office in Elandsfontein, Gauteng, and the company boasts a

comprehensive distribution network with sales staff working out of well-

established branches in Cape Town, Durban and Witbank. Fur ther coun-

trywide and international distribution is handled by agents in Zimbabwe,

Zambia, Namibia and Ghana.

The DD-10 HDD at the Osborn Open Day in November last year


HOT SEAT

For more information, contact Peet Venter on +27(0)11 820 7600 or e-mail: [email protected] .

improvementWith regard to the American Augers line of underground construction equipment, what products are available from Osborn, and can you provide a brief overview of each one?PV All American Augers are man-

ufactured in the US and imported

to South Africa. Included in the

local range are:

• Auger boring machines, which

boast an enormous range of

thrust, torque and horsepower

to meet the demands of a

tough environment

• Maxi-rig HDDs – track machines

or trailer skid mounted configu-

rations; each drill is designed

with maximum horsepower for

an increased working life

• Mid-size HDDs – self-contained

drilling systems with a guar-

antee on performance and

durability for the toughest

trenchless jobs

• Oil and gas drilling rigs – a

vertically launched HDD,

namely the rack and pinion

designed VR-500

• Mud pump and cleaning sys-

tems – designed for jobs of

every size and includes stand-

alone mud pumps that can be

used to power the biggest

mud motor.

The Astec EarthPro C Series HDD represents commitment to quality and customer satisfaction. Has the company placed a guarantee or stamp of approval to substantiate this commitment?Yes, we have. Astec’s EarthPro

HDDs now come standard with the

Astec 357 Protection Plan. This

means that all new machines carry

a three-year warranty on workman-

ship, a five-year warranty on the

engine and a seven-year warranty

on the rack. As the protection plan

is a standard feature, there is no

additional cost to the client. This

is just one of the many ways that

Astec shows its commitment to

serving our customers, as well as

the belief in our equipment.

How important is quality control at Astec and what protocols are followed before a machine is delivered to the client?The quality of our machines goes

hand-in-hand with customer sat-

isfaction and it is therefore an

extremely important aspect to us.

Astec engineers regularly respond

to customer feedback and we are

always looking for new ways to

increase the durability, reliability,

performance and ergonomics of

our machines, such as by adding

grease fittings and pivot points

to enhance durability and per-

formance. Part of this quest for

continuous improvement includes

the sourcing of more reliable com-

ponents and the strengthening of

frames and hardware. Additional

checks and balances have been

added to the quality control pro-

cedure and, as a final step before

shipping, every machine undergoes

an intensive 37-point final check to

ensure that all areas meet certified

quality standards. This check cov-

ers everything from fluid levels and

hardware to systems verifications

and safety equipment.

What are the smaller compact models

introduced to the Astec EarthPro C Series HDD range?The smaller models, which were

introduced in 2004, kicked

off with the DD-3238 machine

and now include five models

ranging in thrust/pullback vari-

ants. These are the DD-65 Mini

Max, DD-1416, DD-2024 and

DD-3238. The DD-4045 is a new

design that boasts impressive

features, including a maximum

thrust/pullback of 18.14 t, a

rotary torque of 6 101 Nm,

cruise control, LCD multi-function

operating screen, a quad rack

and pinion carriage drive, and

the ability to carry 158.5 m of

drill pipe.

What are some of the impressive features that a client can enjoy on an American Auger HDD?As mentioned earlier, mechani-

cal and technological excellence

comes standard across all our

products, but the DD-10 HDD

also offers a state-of-the-art

operator’s cabin. The cabin is

climate controlled and features

a microprocessor con-

trol system, mud pres-

sure gauge, digital

mud flow meter and

rotary tachometer,

pressure control for

rotary/thrust, vari-

able rotary speed and

ergonomic joystick.

The quick disconnect

anchor plate on this

model allows for multiple drilling

angles while the Quiet Pak sys-

tem is the latest in

noise reduction.

DID YOU KNOW?American Augers • is committed to manufacturing

equipment that helps to preserve the sanctity of the global environment and has done so by reducing noise and/or emissions outputs. This emphasises the fact that its trenchless technology equipment requires little or no open cutting, which has very minimal impacts on natural surfaces, features or habitats.

• was the first HDD manufacturer to eliminate chains and utilise a rack and pinion carriage design, which is now the industry standard. The rack and pinion drive provides smoother carriage movement, more precise operating control, long system life and no complicated parts.

“Every machine undergoes an intensive 37-point fi nal check to ensure that all areas meet certifi ed quality standards” Peet Venter

INSIGHT

ROAD WARPING

A bitter pill to swallowSouth Africans, already taxed to the extreme, are furious. With widespread fraud and corruption in the public sector and price collusion in the private sector, anger is growing. e-Tolls have simply added fuel to the fire.


IN AUGUST last year it was widely reported in the press that stretches

of Johannesburg’s ring road freeway system, part of the Gauteng

Freeway Improvement Project (GFIP), was showing signs of defects,

especially the N1, north and south, between the 14th Avenue and

Rivonia interchanges.

Defects in the road construct In two spots along the north-bound N1, patches of asphalt on the left

shoulder had been stripped off right down to the old concrete road surface

by passing traffic. These have since been repaired. JJE Liebenberg, Dennis

Rossmann and Enrico Fletcher, in their paper “Asphalt mix design and

construction, a selection of possible pitfalls”, state that stripping occurs

when the bitumen loses its adhesion to aggregates in the asphalt mix or

the base course.

Shoving, as it is technically referred to, or warping as it was widely

reported in the media during August last year, has turned usually straight

yellow lines into squiggly yellow lines for varying distances along a 12 km

stretch. Sizeable wave-like deformations (corrugations) in the asphalt make

it a bumpy ride, especially at 120 km/h. Shoving is caused by instability in

the asphalt layers when the mixture is too rich in asphalt, has too high a pro-

portion of fine aggregate, has coarse or fine aggregate that is too rounded

or too smooth-textured, or has asphalt cement that is too soft. Corrugations

and shoving may also be caused by excessive moisture, contamination

caused by oil spillage or lack of curing time between placing seal treatments.

Along the N1 north and south there are patches of bleeding. As one

passes the Malibongwe Interchange and approaches the William Nicol

Interchange it becomes quite visible. This distress is caused by excess

asphalt in the surface layer. Other contributing factors include insufficient

or excess covering stone, lack of proper rolling during placement or failure

to protect a newly constructed surface from traffic until the asphalt has

cured sufficiently.

Fixing the problemsAs reported in The Star, a road engineer, who wished to remain anony-

mous, said that rectifying the problem would need much more work than

the South African National Roads Agency (SANRAL) had indicated and that

was being done. “The road is a big disaster. It’s over long sections and fix-

ing this problem will be more expensive than if it had been done it properly

in the first place. They are going to have to cut out and redo large sections

of the road.” This has already been done along the inside lane, straddling

the emergency lane, for a short distance on the N1 north-bound approach

to the Rivonia Interchange. These repairs were down to the base course

level; similar repairs will be needed elsewhere.

An angry publicDespite not knowing what the technical reasons for these defects are,

motorists nonetheless realise that something is wrong. Usually problems

like these would not concern motorists, but because GFIP is to be sub-

jected to tolling, and unreasonably so, the problem has added to the furore

raging around the e-toll plans. Motorists feel they are being ripped off.

Gauteng freeway tolling will go ahead in April this year, but at lower tar-

iffs made possible by the R5.75 billion handout to SANRAL announced by

the Minister of Finance Pravin Gordhan earlier this year. The new fees are

reflected in Table 1.

WARPED AND BLEEDING Road

warping and bleeding indicates a fault with

the asphalt used in the construction of a road,

and in some cases even the base construct of

a road


INSIGHT

With the construction industry exposed for collusion, price fixing, the

exchange of commercially sensitive information and rigging tenders, it is

no surprise that the Competition Commission described the industry as

‘corrupt’. According to evidence from informants and company affidavits

before the commission, construction bosses admitted that for more than

30 years ‘the party’, which included CEOs, executives and senior and jun-

ior managers from big and small construction firms, had operated as ‘one

big organisation’ – a ‘family’ as opposed to competitors. This, quite clearly,

is not acceptable and has left motorists feeling betrayed.

In March this year, the Congress of South African Trade Unions

declared a nationwide

strike and marched in

protest over the e-toll

system, labour broking

and job losses. Radio

702’s John Robbie and

Redi Thladi established

that more people would

have joined the march

if it had been purely

about the e-toll system.

The Democratic Alliance

announced that it would

be taking the matter

to court. The Freedom

Front Plus stated that it

would also be taking steps to oppose the e-toll system. The Automobile

Association and the Road Freight Association (RFA) have come out strongly

against e-tolling and, as the RFA’s Gavin Kelly recently said on radio, the

organisation would fight e-tolling in court.

Killing the goose that lays the golden eggsThe South African Institute of Professional Accountants stated earlier this

year that the government risks destroying South Africa’s tax compliance

culture with the amount. Many people are becoming angry with the increas-

ingly harsher tax regime and with more direct and indirect taxes, being

loaded onto the average taxpayers, they are inevitably going to look for

ways (legal and otherwise) to reduce and avoid tax. Why?

Unsustainable political promises and white collar crime in the public and

private sectors, as well as uncompetitive practices such as price collusion,

are draining the pockets of the tax-paying public.

According to Gordhan, endemic levels of fraud and wasteful expenditure

in government exceeded the R20 billion rand mark in 2011, enough to

pay the entire costs of the GFIP project. However, this has been going

on for years – back to the

days of the arms deal scan-

dal, and before. In December

2010, Vusi Pikoli, the former

National Prosecuting Authority Director said: “South Africans are not

‘angry’ enough about corruption. They are not doing enough to combat

fraud and corruption in the private and public sectors.” Perhaps the e-toll

saga will be the straw that breaks the camel’s back!

And, as reported in the Sowetan newspaper in November 2011, more

than 15 million of an estimated 50 million people in Africa’s biggest

economy receive some kind of state welfare. At the time, President Jacob

Zuma said: “We cannot be a welfare state. We cannot sustain a situation

where social grants are growing all the time and think it can be a perma-

nent feature.”

He is quite correct. What country in the world can afford to build and

give its people free houses, water, electricity, provide free education and

medical services, and sustain itself. At some point, it will implode. Even

so, politicians carry on making promises – the implications of which they

simply do not understand given their generally poor levels of education.

And when people flock to the cities demanding these freebies, and don’t

get them, they burn down and pillage what tax payers have already worked

hard to pay for.

There is a real danger that the middle-class and working taxpayer will

soon have no more to give. The goose that lays the golden eggs will be

able to lay no more. If we reach this point, history will repeat itself. Sadly

this will be a direct result of the actions of the arrogant and – and in some

instances incompetent – people pursuing misguided ideologies and our

inability to learn from the mistakes of others.

With the furore raging around the e-toll plans, motorists feel they are being ripped off

TABLE 1 SANRAL GFIP e-toll fees per km (with e-tag)Vehicle Class Original Tariff Adjusted August 11 Adjusted March 12

Motorcycles R0.30 R0.24 R0.20

Light motor vehicles R0.495 R0.40 R0.30

Small heavy vehicle R1.49 R1.00 R0.75

Large heavy vehicle R2.97 R2.00 R1.51

Additional fuel levy per litre - - R0.20

Maximum charge per month - - R550.00

Note: Vehicles without e-tags will pay roughly 92% more per km

IS THAT ENOUGH? Above left A road planer

Above right The squiggly yellow lines and corrugations removed

Finance Minister, Pravin Gordham

Cosatu protests e-toll


HOUSING SUSTAINABILITY

SOUTH AFRICA’S FIRST ‘Green Street’

retrofit was led by the Green Building

Council of South Africa (GBCSA)

in collaboration with the eThekwi-

ni Municipality and the World Green Building

Council (WGBC). It was endorsed by the South

African Department of Environment, and the

main funding for the project was provided by the

British High Commission.

The project involved adding solar water heaters,

energy-efficient lighting in homes and in the

street, insulated ceilings, heat insulation cook-

ers, rainwater harvesting systems and food gar-

dens. Project implementers Carbon Programmes

focused on energy efficiency interventions, and

Khanyisa Projects managed the rainwater-har-

vesting systems, food gardens and planting, and

overall local implementation and stakeholder

engagement. In the last 15 years, South Africa

has built up to 2,5 million low-income houses

with little consideration for ‘green’ issues. This

has resulted in people in low-cost housing spend-

ing a disproportionately high proportion of their

income on energy needs and having a number

of health and safety problems associated with

extreme temperatures and cooking and heating

using fuels such as paraffin. The project thus

addresses a number of pressing imperatives fac-

ing South Africa, including:

• improving the quality of life of the poor while

ensuring the least impact on the earth and

its resources

• adapting to climate change and mitigating

against its affects through reduced green-

house gasses

• improving water and food security

• creating work opportunities and skills training

• establishing more sustainable human settle-

ments with reduced energy costs.

Housing profileThe 30 RDP houses that were targeted were

built in 2006, mainly in the form of semi-

detached houses with fibre cement roofs. The

houses were built with flush toilets and show-

ers, but had no hot water systems or ceilings.

Electricity was prepaid with no reticulation,

which resulted in a number of dangerous home

electrical systems and fittings. Most people

were heating water with a kettle or two-plate

stove and some were cooling their houses with

fans. There is an average of five people living in

each formal unit.

Green retrofit elementsThese included the following:

• Solar water heaters and related plumbing.

These were affordable, SABS-approved

100 ℓ, low-pressure, evacuated tubes with

‘Green Street’ retrofi t for Cato ManorAhead of COP-17, thir ty low-income homes in a street in Cato Manor, Durban, underwent a ‘green’ refurbishment to demonstrate the range of possible social, economic and environmental benefits. Nick Alcock, project manager

at Khanyisa Projects. Photographs courtesy of the Green Building Council of South Africa

HAPPY AND GREEN A resident of the 'Green Street' in Cato Manor outside his retro-fitted house


no electrical backup. The product delivers

balanced cold/hot pressure, safe tempered

water at 50 to 60°C and has a lifetime guar-

antee against corrosion. More than 85% of the

components are South African made.

• Insulated ceilings were provided to reduce

temperature fluctuations.

• New electrical reticulation was provided to

replace dangerous wiring systems.

• Energy-efficient lighting was achieved through

the provision of four compact florescent light-

ing bulbs in each house.

• Heat retention cookers and training on how to

use them was provided.

• When installing the rainwater harvesting

systems, conventional gutters could not be

used on the houses so an adaptation using

flexible agricultural pipe was installed and con-

nected to 2 500 ℓ tanks. The tank base was

constructed out of recycled tyres and sand.

The systems provide water for food gardens

and washing.

• Several homes established food gardens

using the ‘double dig’ method of bed prepara-

tion as well as other permaculture practices.

• One hundred and twenty container gardens

were made out of recycled water containers

and tyres.

• One retaining wall was built with tyres, which

holds a mixture of bank stabilising grasses

and vegetables.

• Landscaping included the planting of 15

indigenous trees, 80 fruit trees and over 950

smaller plants.

• Thirteen light emitting diode (LED) fittings

replaced the conventional street lights in order

to improve energy efficiency.

Role of eThekwini MunicipalityeThekwini Municipality came on board during

the initial conceptualisation of the project,

represented by Derek Morgan of the Energy

Office. A planning meeting was held with rep-

resentatives of various eThekwini departments

and it was at this stage that commitments were

made. Without the input of these departments,

the project would not have achieved the success

it eventually did. The key inputs were as follows:

• Community engagement was achieved through

the effort of public participation, Councillor

Mngadi (Ward 29) and various local structures.

• The water department provided consumption

data in order to assess water usage behaviour

and payment levels.

• The electricity department assisted with pre-

paid meter consumption data to establish a

historical baseline for electricity consumption

and the installation of the LED streetlights.

• The solid waste department assisted with vari-

ous clean-up campaigns and a planned waste

recycling project.

• The Agricultural Management Unit established

food and container gardens.

• City Architects assisted with the installation of

the temperature and humidity recorders, and

with the evaluation of the results.

• Environmental Management helped with the

clearing of invasive alien plants through the

efforts of the Working for Fire project team.

Indigenous plants and trees were planted by

the Botanic Society.

• The Coastal, Stormwater and Catchment

Management Department investigated the

erosion of the river banks, which is threaten-

ing a sewer line and some of the houses. A

plan to stabilise the bank and outlet areas is

being rolled out at present.

Carbon savingsThe energy efficiency interventions in Cato

Manor are estimated to reduce carbon emis-

sions by 110.7 t of CO2 per year. This calculation

is based on the ‘suppressed demand‘ approach,

which looks at what upwardly mobile people

in low-cost housing would be spending if they

started using appliances such as traditional

electric geysers.

This might be a relatively small amount of

carbon savings compared with other high-income

housing or commercial/industrial/agricultural

interventions, but when the number of low-cost

houses is considered as a whole, the potential

gains become apparent. South Africa has built

more than 2.5 million low-income homes in the

past 15 years and is targeting a further three

million by 2025.

Carbon incomeThe carbon credits from the carbon emis-

sion reduction or avoided emissions are being

registered as a Voluntary Emission Reduction

(VER) project on the voluntary carbon mar-

ket, through Credible Carbon, an independently

audited registry.

It is a small-scale project and the sale of

credits will generate only a small level of carbon

revenue, but it has important symbolic value, as

the bulk of this carbon finance will be going back

into benefitting the community.

Below left A house retro-fitted with solar water heaters and a rainwater

harvesting tank

Below right The installation of ceiling insulation

South Africa has built more than 2.5 million low-income homes in the past 15 years




Thermal comfort improvedTemperature loggers were installed to meas-

ure the thermal comfort. The initial feed-

back indicates that during the recent sum-

mer months, the temperature in houses with

an insulated ceiling installed was about 3°C

cooler than houses without an insulated ceiling.

Further temperature results and analysis will be

forthcoming.

Energy consumption reductionWith the retrofit having just been completed

recently, there has not been sufficient time yet

to conduct comprehensive research into energy

savings. However this research is currently

under way and the case study for this project

will be available in April 2012 on the GBCSA’s

website: www.gbcsa.org.za

Water efficiency and conservationEnergy efficiency might be essential for climate

change mitigation, but water efficiency and

conservation is also very important for adapting

to climate change impacts, such as irregular

rainfall and droughts. A shower flow rate of over

10 ℓ/min is regarded as inefficient. Tests in

the houses revealed a rate of 5 to 6 ℓ/min for

these low-pressure systems. Residents have

been advised to be careful with their water use,

especially now that they have hot water for the

first time, so that they can keep their consump-

tion low.

The 2 500 ℓ rainwater harvesting tanks are

able to hold a total of over 29 000 ℓ of water

during the course of an average year of current-

level rainfall. This equates to over three months’

worth of free basic water allocation from the

municipality. A full tank of rainwater is equiva-

lent to almost R30 of municipal water in terms

of financial savings. The water will be primarily

used for gardens and washing, and will also

help with boosting water security and keeping

water costs down in periods of municipal water

shortages.

Food securityFuture research will reveal the impact of the new

Rainwater harvesting tanks can hold up to a total of 29000ℓ of water per year




Airports

Freight, logistics & infrastructure

Rural transport

Urban transport

Aurecon provides engineering, management and specialist technical services for government and private sector clients globally. The group has been involved in

We work collaboratively with our clients throughout the entire asset life cycle, from pre-feasibility and business case preparation through to the operation and maintenance phases.

to support excellence in the planning, design, construction, management and delivery of transportation systems, including roads and highways, rail, tunnels, bridges and structures, airports and ports.

For more information contact us at tel: +27 12 427 2000 or email: [email protected]

Expertise:

food gardens in terms of:

• reducing each household’s current expendi-

ture on food

• people eating more nutritious, locally grown

fresh fruit and vegetables.

Job creationResidents from the ‘Green Street’ and surround-

ing areas are employed for a range of roles,

including energy-efficiency installations, clean

ups and acting as marshals. There is about 615

‘person days’ worth of work generated by this

project, excluding project management.

In addition, a recycling initiative supported by

Durban Solid Waste will investigate the potential

to establish small businesses that would gener-

ate income from waste that has value.

The way forwardFunding has been committed by the Australian

government to support an extension to the pro-

ject during 2012. A case study is currently being

produced to document findings and lessons

learned during the project, including aspects

such as:

• energy and other savings

• changes to housing conditions and quality

of life

• behavioural changes.

This case study will be used as an advocacy tool

to demonstrate the multiple benefits possible

from greening new low-income housing, as well

as green retrofits of existing homes.

The Green Street, now named ‘Isimosezulu

COP17 Place’ by the community, is an ongoing

demonstration site established for people to see

multiple green interventions in one place.

At this stage, no other city in South

Africa has the equivalent of this project.

Several site tours have already been con-

ducted for officials, politicians, researchers

and media – and many more visits are sure

to follow.

The Green Street project also provides a

platform for the eThekwini departments to

work collaboratively and to test new approaches

and technologies.

Environmentally friendly solutions have enhanced the living standard of the

residents of Cato Manor


Nature will thank you


CONSTRUCTION

Towards greener infrastructure

It is globally acknowledged that there is a growing need for the coordination of design, sustainability, economic and environmental requirements on infrastructure projects. By Shian Saroop and Dr Dhiren Allopi

considered as much as they should have

been. Engineers need to look at greener tech-

nologies, rather than simply using traditional

engineering solutions.

This paper focuses on the concept of eco-

efficiency in infrastructure design that pro-

motes the use of the greener engineering

options, to enable a choice of the one likely

to yield the best per formance with the least

environmental impact. It looks at a number

of recommended green practices in infra-

structure services design that are environ-

mentally sound, placing fewer burdens on the

environment.

By using this green approach, the sustaina-

ble design of township infrastructure services

can be achieved by enforcing the considera-

tion of resources, environmental impacts of

design decisions, innovation, maintenance

and materials at the design stage of a project.

THE PROVISION of civil infrastructure

has a major effect on the natural

environment and on quality of life.

Improvement in the awareness of

eco-efficiency concepts is urgently needed

among policy makers, planners and decision

makers. However, the criteria applicable to,

and measures for developing, eco-efficient

and sustainable infrastructure are yet to be

fully identified (United Nations Economic and

Social Commission for Asia and the Pacific,

2006).

The lack of appropriate tools and skills for

sustainable infrastructure design is often

seen as a barrier to sustainable design.

Infrastructure development has been focused

mainly on financing issues and engineer-

ing aspects in the region. Mainstreaming

environmental aspects and incorporating the

eco-efficiency concept into various stages

of infrastructure development have not been

Consulting engineers have a responsibility to explore 'green' options

The need to implement green technologyAs the custodians of existing infrastructure

and the developers of future infrastructure,

consulting engineers recognise a responsibil-

ity to innovate, improve the products of their

effor ts and understand the importance of

instituting a dialogue with the rest of society

on these subjects (FIDIC, 2009: p.12).

In the area of sustainability, there is an

urgent need to apply technologies and meth-

ods that deliver better and more sustainable

per formance in a way that is cost-effective.

Sustainability and adaptive and mitigative

approaches to climate change in the design of

infrastructure are therefore important steering

elements (FIDIC, 2009: p.44). Relatively few

designers have as yet explored the trans-

formative potential of ecological design and

have preferred to remain apolitical and uncon-

cerned with the distributional impacts of

design as they affect the health of humans

and ecosystems (Van Wyk, 2009).

Infrastructure elements such as roads,

water and sewage and stormwater can result

in the loss of critical ecosystems and biodiver-

sity. There is a need to create an eco-sensitive

infrastructure design that encourages and

promotes the use of ‘softer’ design solutions.



SUSTAINABILITYTHROUGH ENGINEERING

Civil engineeringFacilities managementEnvironmental & EnergyM&E servicesStructural engineeringIndustrial engineering

www.wspgroup.co.za

In terms of utilising improved environmen-

tally friendly design methods, this study aims

to introduce environmentally friendly design

decisions prior to the infrastructure design

approval process. This increases overall com-

petitiveness by bringing a whole new class of

productive solutions to problems, while at the

same time adding a fresh perspective to the

traditional infrastructure design process.

Objectives In view of the inadequacy of tools to assess

the environmental impacts of infrastructure

design decisions, the aims of this paper are

as follows:

• to ensure greener infrastructure with mini-

mal impact on the environment

• to incorporate environmentally friendly, ecologi-

cally sensitive, innovative design at the design

stage of township infrastructure projects

• to define green infrastructure solutions

among engineers by establishing a common

language and standard of measurement

• to raise awareness of green engineer-

ing benefits and the environmental impact

of consultants’ design decisions, in order

to reduce the environmental impact of

development

• to introduce environmentally conscious

design decisions at the inception stage,

where they are influenced the most.

The influence of early design decisionsA sustainable project is managed by taking con-

trol of the client’s decision-making processes

as early as possible to provide the certainty of

decision-making. This should be done by involv-

ing clients completely in the process. Diligent

attention to greener infrastructure solutions

from the very earliest phases of a project will

help guarantee that quality design environmen-

tal solutions are ‘built in’ from the beginning.

It is essential that the environmental issues

be integrated into achie ving the most appro-

priate solutions. It is important to implement

the environmental management from the early

stages of the process, since the ‘freedom’ to

make de cisions that are of importance for the

environment decreases with the progress of

the project.

Green design elementsInnovative approaches to planning and design

can greatly mitigate the negative impacts of

Ecological design has yet to be fully explored



Our engineering and architectural skills are world-class and we

have the people, systems and structures to make your project

world-class too.

Call us, or visit www.twp.co.za

TWP South Africa

T 0861 TWP TWP (SA) / +27 11 218 3000

E [email protected]

Agile, Powerful, Prepared And Determined.

infrastructure services on the environment. Various green technology

concepts were researched and modified to suit township infrastructure pro-

jects, with the aim of reducing the impact of civil engineering infrastructure

on residential developments.

Green technology that can be used on infrastructure projects may

include the utilisation of natural or engineered systems that mimic

natural landscapes in order to capture, cleanse and reduce stormwater

runoff. Greener stormwater infrastructure solutions can include rain

gardens, rain barrels, green roofs, wetlands, permeable pavements

and other methods intended to reduce the amount of stormwater runoff

entering the sewer system and our waterways significantly.

Roads present many opportunities for green infrastructure application

that incorporates a wide variety of design elements, including street

trees, permeable pavements, bioretention and swales. Eco-efficent

water infrastructure opportunities include a reticulated recycled water

supply, water-efficient fittings, intermediate storage, etc.

Advantages of the eco approach to infrastructure designGreen township infrastructure technologies will contribute to greenways

and green corridors and provide linkages between habitats and wet-

lands. Green technologies have a number of environmental, economic

and community benefits. The benefits of this approach are:

• conserving natural resources

• reducing the ecological footprints of roads, sewer, stormwater and

water, allowing ecosystems to function more naturally

• using energy-efficiency systems and materials

• minimising impervious sur faces, reducing soil erosion

• enhancing and protecting ecosystems and biodiversity

• conserving and reusing water and treating stormwater runoff on site

• recharging groundwater flow for streams, conserving water supplies.

ConclusionsAs can be seen in this paper, there are numerous opportunities for improv-

ing eco-efficiency in infrastructure design. A new paradigm for infrastruc-

ture design is required in order to maintain envi-

ronmental sustainability and mitigate flooding or

drought. Green techniques provide adaptation

benefits for a wide array of circumstances,

by conserving and reusing water, promoting

groundwater recharge and reducing surface

water discharges that could lead to flooding.

Taking a greener approach to infrastructure

development not only mitigates the poten-

tial environmental impacts of development,

but makes economic sense as well. By sof-

tening the environmental footprint, avoiding

waste and finding efficiencies, clients and

local governments can increase their long-

term sustainability.

References:

[1] FIDIC, 2009. FIDIC State of the World Infrastructure

Report 2009.

[2] United Nations Economic and Social Commission for

Asia and the Pacific. 2006. Sustainable Infrastructure

in Asia [online].

[3] Van Wyk, L. 2009. EcoBuilding: Towards an

Appropriate Architectonic Expression, In Green Building

Handbook for South Africa [online].


ABOUT THE AUTHORS

Dr Dhiren Allopi, associate director, Department of Civil Engineering and Surveying, Faculty of Engineering and the Built Environment: Durban University of Technology

Shian Saroop, associate at SSI


ROADS

AUSTRALIAN GYRATORY COMPACTORS

IT WAS RECOGNISED that to be widely

accepted, a low-cost, portable unit was

desirable and the first Australian gyratory

compactor, the Gyropac, was produced in

that year to meet these requirements. Following

a period of investigation and development,

Australian Standard AS1289.2.2 for preparing

asphalt specimens by gyratory compaction was

published in 1995, and a number of state road

authorities have now replaced the Marshall

compaction method in their standard asphalt

specification documents.

GyropacAustralian experiments in the early 90s (Kadar,

1992) showed that, although fairly wide varia-

tions in vertical stress and the speed of gyration

could be tolerated, the gyratory angle was criti-

cal. To enable specimens to be produced quickly

and reduce the effect of cooling, a gyratory

speed of 60 cpm for the Gyropac was selected.

It was found that by using lower vertical stress

and higher gyratory angles, the load on the

machine’s components could be reduced. A ver-

tical stress of 240 kPa and a gyratory angle of

two degrees for the 100 mm diameter specimen

and three degrees for the 150 mm diameter

were selected and this allowed for lighter con-

struction of the machine, thereby achieving the

goal of portability and low cost.

Description and operationThe Gyropac uses a pneumatic actuator to apply

the vertical stress and achieves the gyratory

action of the mould mechanically. The gyratory

shear action on a specimen is generated by the

combined movement of the mould and both top

and bottom platens. The mechanical geometry

is such that the mould applies 70% of the shear

while the top and bottom platens contribute the

remaining 30%. The machine is fully automatic

and can compact to a given density or for a

selected number of cycles.

Asphalt mix designGyratory compaction is an integral component of

the Australian Draft Asphalt Mix Design Guide.

Three levels are incorporated into the design,

corresponding to light (level one), medium (level

two) and heavy (level three) traffic. An evaluation

by ARRB Transport Research related 35, 50 and

75 Marshall compaction blows to 50, 80 and

120 Gyropac cycles respectively (Oliver, 1993).

These cycle levels match the design levels and

subsequently 350 cycles has also been selected

to represent an effective refusal density.

An optional compaction index calculated from

the early slope of the voids versus cycles com-

paction curve is included in the design guide.

This index or workability indicator is thought

Low-cost machines for standard applications

Aft er considering a number of investi gati ve reports on asphalt compacti on

devices, Australia adopted the gyratory compactor as an agreed industry standard in 1992.

By Mike Butcher, supervising asphalt scientist at the South African Department of Transport

The world is changing around us – everyday. Technological advances demand ongoing upgrades and solutions, upkeep and maintenance, but not ROCLA pipes. Because superb design and leading-edge manufacturing processes ensure that ROCLA provides the truly permanent piping solution.

ROCLA pipes are maintenance-free and never need upgrading – if it’s not broken, why fix it? ROCLA pipes are ready for the future.

ROCLA is ISO 9001:2008 certified and has the SABS mark of approval on all applicable products.

A Murray & Roberts Company

For technical expertise and unmatched experience, contact ROCLA now on Tel: (011) 670-7600 or Fax: (011) 472-2141Web: www.roclaproducts.co.za

Pipes that last for more than a lifetime

ROCLAOUR DIFFERENCE IS CONCRETE

3191

Wet

pain

t Adv

ertis

ing


to indicate the likely ease of compaction in

the field.

DOT investigationsMix design experimentation (Butcher, 1994) with

dense mixes by changing aggregate proportions

and sand ratios indicated gyratory compaction

curve shape was essentially dependant on

the proportion of filler (percentage passing the

75 micron sieve). Change of binder content

and other variables, except percentage filler,

appeared to only displace the curve vertically on

a voids cycles plot.

Further investigations (Butcher, 1996) showed

that the percentage of filler appeared to have

a strong influence on the compaction index.

This did not appear to be the only factor and

mastic (binder and fines) lubrication appeared

to have a significant contribution to the change

of workability.

ServopacWhen attempting to operate the Gyropac at

the lower gyratory angle and higher vertical

stress specified by Strategic Highway Research

Programme (1.25 degrees and 600 kPa respec-

tively), it was found that with stiff mixes, the

machine components flexed under load, causing

the gyratory angle to reduce during compaction.

Although the SHRP specification on tolerance for

gyratory angle (±0.02 degrees) is a static set-

ting, the fact that the angle can change during

compaction with some mixes may be a signifi-

cant source of error.

It was recognised that more work is necessary

to properly evaluate the optimum settings of the

critical gyratory compactor parameters, and it

may be advisable to change the settings when

compacting different mixes. Early work had also

indicated that the setting of gyratory angle is

more sensitive at the lower gyratory angles used

by some European groups and as specified by

SHRP (1.0 to 1.25 degrees).

Although some of the gyratory compactors

currently available are of heavy construction, it

is possible that the components of these might

also flex when compacting stiff mixes, causing

the gyratory angle to reduce while operating

under load. Although most of the machines pro-

vide a means for adjusting the gyratory angle,

this is usually a process requiring mechanical

adjustment and it can be time consuming to

achieve accurate settings.

The Servopac was designed to automatically

compensate (under servo-feedback control) to

maintain the gyratory angle constant during com-

paction and to provide a means to simply and

quickly adjust the critical parameters. This ena-

bles it to provide more accurate and consistent

results, as well as provide a powerful tool to

evaluate optimum parameter settings, and will

allow for ready adjustment should future work

indicate that settings be changed.

The Servopac is a servo-controlled gyratory

compactor designed to apply a static compres-

sive vertical force to an asphalt specimen, while

simultaneously applying a gyratory motion to a

cylindrical mould containing the asphalt.

The vertical compressive force is applied using

a digital servo-controlled pneumatic actuator,

and a load cell measures the applied force for

feedback control of the vertical stress during

compaction. The mechanism connecting the

actuator to the top platen allows it to move free-

ly in two dimensions and follow the circle scribed

by the top of the specimen, with minimal friction.

The loading platens remain perpendicular to the

vertical axis of the machine at all times.

The gyratory motion is implemented with three

digital servo-controlled pneumatic actuators,

each operating under displacement feedback

control. The actuators are connected, via preci-

sion ball joints, to the periphery of the mould

carrier, at a spacing of 120 degrees. The actua-

tors move with a sinusoidal vertical action of

controlled amplitude, and by driving them with

a phase difference of 120 degrees, they force

the centre line of the mould carrier to scribe a

conical motion. The amplitude and frequency of

the sinusoidal displacement create a gyratory

motion at the prescribed angle and speed.

Individual displacement transducers connect-

ed to the mould carrier at each actuator connec-

tion point are used to measure and control the

gyratory motion. This mechanism enables the

gyratory angle to be accurately controlled during

compaction, irrespective of load and of minor

flexing of the machine’s components.

A number of ergonomic features have been

included in the design of the machine that

ensure operator safety and minimal manual

exertion in handling the hot and heavy asphalt-

filled moulds. The mould may be slid from a

bench (at the same height) directly into the

compaction chamber and against two stop pins,

which locate the mould on the centre of the

mould carrier.

Operation of a ‘mould lower’ button pneumati-

cally lowers the mould onto a base plate, and

this is followed by the operation of a ‘mould

lock’ button, which securely clamps the mould

to the mould carrier with pneumatic actuators.

Activating the ‘start button’ on either the

control pendant or the PC automatically closes

the chamber door, lowers the vertical shaft to

apply the controlled stress and then starts the

controlled gyratory action. This continues until

one of the termination criteria (cycles, height

or density) is reached, when the actuators

move the mould so that it is parallel with the

machine axis and normal to the platens, and

motion stops. The mould is then unclamped,

the vertical shaft is raised and the mould is

raised to the chamber floor. The safety door is

then opened ready for the operator to slide it to

a pneumatically operated specimen extraction

device. An emergency stop button can be acti-

vated at any time.

An integral, high-speed data acquisition and

control system is accessed through a ‘control

pendant’ or via an optional PC. The LCD display

and keypad of the ‘control pendant’ allow basic

functions such as vertical stress, gyratory angle

and speed to be accessed and altered. The

servo control operation of the machine allows

The Servopac was designed to automatically compensate to maintain the gyratory angle constant

ROADS


these basic functions to be selectable over the

full range and also to be altered quickly when

required. Termination criteria such as cycles or

height may also be input through this device.

Test data for the last 12 tests may also be

retrieved via the pendant.

The optional PC Windows interface provides

a screen to input test parameters and allows

the user to display and plot in real time either

height, density or angle against gyratory cycles.

Test data may be stored as ASCII files, which

may be retrieved or transferred to other analy-

sis-type packages.

Effect of angleIt is widely acknowledged that gyratory angle

has a significant effect on compaction and

therefore this aspect was investigated in some

detail. The angle effect was examined for a

Department of Transport (DOT) AC14 dense

mix and an AC40 dense mix used by the South

African DOT in its construction works. In an

effort to align with other work carried out in this

area, a variety of mixes essentially complying

with European specifications were also tested.

Two major sets of testing parameters were

adopted for these investigations. These were

essentially the European/SHRP set and the

Standards Australia set.

A large quantity of 2 ℓ tins were filled with

either the DOT AC14 or the AC40 asphalt

sampled from an asphalt delivery vehicle con-

taining the appropriate asphalt mix. The tins

were filled to approximately the same level so

as to contain a similar mass and allowed to cool

to room temperature.

Previously, tins that contained similar masses

were monitored for temperature increase from

room temperature in the laboratory oven. It

was found that after two hours, at the par-

ticular oven setting, the samples reached 150°C

ROADS


at the centre of the tin. A test program was

therefore adopted where each sample was

heated for two hours and then the test mass

weighed into the mould and tested immediately.

This was in lieu of monitoring the temperature

of each sample, which tends to lead to delays

through sensor reaction times and associated

complications.

The DOT AC14 was tested in the 100 mm

mould and the AC40 in the 150 mm mould.

DensityThe voids shown above are determined through

‘mensuration’ density. This density is calculated

on the basis of asphalt specimen mass, a vol-

ume from the gyratory mould internal diameter

and the height of the specimen as it is com-

pacted in the mould.

The actual final voids of the specimens were

determined and correlated against the ‘mensu-

ration’ voids.

A consistent relationship was found for a

variety of test situations, in that between high

mensuration voids to approximately 5% mensu-

ration voids, a linear relationship was obtained.

Below 5% mensuration voids a new region

occurs where it is assumed that a progressive

exudation of binder from the specimen occurs.

The excess binder fills the surface voids in this

region and hence the change in relationship.

Two 150 mm specimens, 140 mm high,

were also examined for density variation. Both

specimens were vertically sub-cored to give

100 mm diameter specimens and then one of

these specimens was ‘sliced’ vertically into four

equally thick slices, while the other was further

sub-cored to give a 50 mm diameter specimen.

These results confirm the results of previous

investigations in this regard that gyratory com-

paction compacts specimens from the centre,

both radially and vertically.

European mixesMixes were prepared to what were assumed to

be gradations for mixes referred to in Europe as

Road Base Mixture (Grave Bitume), hot rolled

asphalt (HRA), stone mastic asphalt (SMA),

porous asphalt (PA), a low gyratory resistance

mix (Le Mans) and a Bétons Bitumineux Semi-

grenus 0/14 (BBSG 0/14).

The mixes are, in effect, a good cross section

of the different asphalt mixes available. It should

be noted Grave Bitume and PA have previously

been referred to as high shear resistant mixes.

With all of these mixes, a similar response to

angle was found as with the DOT mixes, i.e. a

plateau of response was obtained between two

and three degrees. The following ranking was

determined in terms of cycles to reach a specific

voids value (least cycles is ranked lowest):

• Le Mans

• BBSG 0/14

• Grave Bitume

• PA.

Both the SMA and the HRA mixes are initially

Gyratory compaction compacts specimens from the centre, both radially and vertically

ROADS

MANUFACTURER & SUPPLIER OF MASTS, POLES & TOWERS 1

SECTION

028SECTION

028EXP

LeBlanc CTH Lighting Structures (Pty) LtdReg. No. 2005/002613/07

18 Johnson Rd, Pretoriastad, Nigel PO Box 1592, Nigel, 1490, South AfricaTel: +27 (0)11 814-1404 Fax: +27 (0)11 814-1444email: [email protected] site: www.leblancgroup.com, www.lightingstructures.edx.co.za

LeBLANC CIH Lighting Structures is a leading supplier ofMasts, Towers and associated equipment for High Mast Lightingin South Africa and other African Countries and has been inoperation since 1976.

The company designs, fabricates and erects Monople Type Mastsand Towers in seven basic product ranges

• Railow Masts• Midhinge Masts• Hydro Masts• Internal and External Access Masts• Monopole Transmission Masts• Electricity transmission Masts• Street Lighting Poles

Manufacturing FacilityThe Facility comprises of a 3500 square meter covered factorywith extensive loading facilities and stacking space as well as 500square meters of office space.The faciluty is well equiped with extensive plant and machinery forthe handling and processing of steel plate as well as all othersteel work required for the production of Monopole typestructures.The production facility employs some fifty persons includingqualified boiler makers, coded welders and machine operators.

QualityThe production facility is EN ISO 9001:2008 certified by DekraInternational

EngineeringAll monopoles and structures fabricated by the company aredesigned by a professional structural engineer, and detailing forfabrication is done by our own experienced staff, making use ofthe latest CAD drawing facilities

Track RecordLighting Structures has designed and fabricated Masts fornumerous customers in the Ligthting and Electrical sectors bothin South Africa as well as many other countries in Africa.

Services• Design and fabrication of masts from a standard range or

special design to suit client specifications• Erection of Masts• Design and construction of Mast foundation• Inspection and maintenance of existing Masts and foundations• Turnkey capabilities for full site build• Technical support and as built documentation

LIGHTING STRUCTURES

JascoLeBlanc Jasco Lighting Structures (pty)ltdLLeBLANC Jasco Lighting Structures.co.za

87 310 1000 86 699 6999

LIGHTING STRUCTURESLIGHTING STRUCTURES

(0)87 310 1000 (0)86 699 6999 (0)87 310 1000 (0)86 699 6999

Lighting StructuresLeBLANC Jasco Lighting Structures


stiffer than Grave Bitume but the slope of the

void cycle trace of these two mixes is such that

after less than 10 cycles they cross the Grave

Bitume void cycle plot. The HRA mix terminates

at a position above the Le Mans and BBSG

mixes while the SMA eventually crosses these

mixes as well. The DOT AC14 mix in comparison

has a similar slope to the PA mix, but the trace

is displaced such that it initially begins its void

cycle trace fairly close to Grave Bitume but ter-

minates in a position above the HRA, BBSG and

Le Mans mixes.

Effect of pressureTo investigate the effect of pressure, the angle

was varied between 0.1 and 3 degrees for pres-

sure values of 400, 200 and 100 kPa (all at

30 cpm) for the DOT AC14 asphalt mix. Data for

the 600 kPa level was available from the previ-

ous angle investigation.

Again, the voids at selected cycles as well as

the cycles were determined to reach a specific

void percentage. While a voids pressure rela-

tionship appears to be linear and not of con-

cern, when this is viewed from a cycles versus

pressure relationship a different perspective

is obtained.

It can be seen that for high voids, when the

vertical pressure is above 200 kPa a fairly flat

response is obtained. As the voids decrease,

however, the response changes so that for,

say, 5% voids, a 1% change in pressure around

600 kPa would cause a 7% change in cycles.

For lower angles this effect increases and it is

estimated that for around one degree gyratory

angle a 1% change would at least double the

effect to be over 14% change in cycles. The

precision implications are covered more fully

later in Section 6 but again, the effect points

to the need for gyratory angles to be above two

degrees to keep variations to a minimum.

The Australian selection of 240 kPa appears

to be in a highly variable area and an increase

in pressure probably to 600 kPa is warranted.

Effect of rate of rotationThe effect of the rate of rotation was evaluated

with a series of tests on the DOT AC14 mix

where all other parameters were held constant

with the exception of speed of rotation which

was varied. The speeds of rotation per minute

selected were 60, 40, 30, 20 and 10 cycles

per minute.

The tests were all carried through to 200

cycles and the variation in time was just over

three minutes for 60 cpm to 20 minutes for

10 cpm. The longer-term tests tended to make

specimen extrusion more difficult, indicating

some heat loss during the test, which made

comparison between the different speed set-

tings difficult.

The results confirmed previous SHRP work

(Cominsky et al, 1994) that little variation in

response was obtained through different rates

of rotation and this appeared to be applicable

at any angle.

The Australian selection of 60 cpm appears

to be advantageous in that less heat is lost

during a test and a better production of sample

quantity can be achieved. The need to insulate

or have a temperature-controlled chamber is

also obviated.

Gyratory angle and pressure stabilityThe Servopac uses displacement transducers

to measure the positions of the individual pneu-

matic actuator shafts and computes from these

the gyratory angle applied to the mould carrier.

To optimise these measurements, the dis-

placement transducers measure directly on

the polished spherical steel ball joints at the

point of connection of the actuators with the

mould carrier. Each actuator operates under

continuous displacement feedback control to

ensure that the amplitude of its sinusoidal

displacement waveform remains constant. A

second adaptive level control operates to adjust

the amplitude on a cycle by cycle basis, should

the loading conditions change radically. The

gyratory angle displayed on the PC screen

is computed from the mean of the three actuator

displacements.

The vertical stress measured with a load cell,

is similarly under continuous feedback control.

Three or four cycles are required for the

adaptive level control to stabilise the gyratory

angle to the desired target level. A maximum

divergence from the target angle over the range

of angle tested (0.01 to 3 degrees) was 0.01

degree and after the three or four initial cycles,

a standard deviation less than 0.004 degrees

is achieved.

This excellent accuracy and precision, how-

ever, was not achieved with vertical stress. The

divergence from the target of 600 kPa ranged

from an excess of 1.4 kPa at 0.1 degrees gyra-

tory angle to an excess of 11.2 kPa at three

degrees. The standard deviation ranged from

0.81 kPa at 0.5 degrees gyratory angle to

5.32 kPa at three degrees.

There are indications that as more stress is

generated through an increase in gyratory angle,

the reactive forces affect the vertical stress

values. The manufacturer was unaware of the

magnitude of this variation and has indicated

that a simple software modification will sig-

nificantly improve the accuracy and precision for

vertical pressure.

PrecisionCurve fitting techniques allow the development

of mathematical equations representing the

discrete data points and, in turn, these equa-

tions can be utilised to represent the possible

variation in either cycles or voids for a variation

in either angle or pressure.

A further variation of 0.05 degrees is included

in the table as a proposed tolerance in gyra-

tory angle. If the SHRP tolerance setting of 0.02

degrees at 1.25 angle is interpreted as the desir-

able target, it can be seen that the proposed

Little variation in response was obtained through different rates of rotation

ROADS


ROADS


tolerance of 0.05 degrees at two degrees angle

is equivalent. The current Australian tolerance is

equivalent to SHRP at three degrees.

Except for the value at 10 cycles, the proposed

angle tolerance is equivalent or better than the

SHRP tolerance at 1.25 degrees and the current

Australian tolerance is equivalent at a value

between two and three degrees.

Using the SHRP angle tolerance setting of

0.02 at 1.25 degrees as a guide, a variation in

voids through machine variation is assessed as

±0.1%, and a variation in cycles as ±2 cycles.

The SHRP tolerance of 18 kPa with a vertical

pressure setting of 600 kPa is estimated to

exceed the acceptable cycle’s value by four to

five times at lower voids values.

The Australian tolerance value similarly would

exceed the target value by a large amount. The

proposed tolerance value of 5 kPa at 600 kPa

and at gyratory angle value of two degrees would

fall inside the target value. The SHRP tolerance

of 18 kPa with a vertical pressure setting of

600 kPa is estimated to exceed the acceptable

voids value by three to four times at all values.

The Australian tolerance value would meet the

target value at 240 kPa. The proposed tolerance

value of 5 kPa at 600 kPa and at gyratory angle

value of two degrees would be half the target

value. It should be noted that the tight setting

of angle tolerance in SHRP and draft European

specifications would be masked by the variation

from the pressure contribution. Also shown is

the variation computed from the tolerances pro-

posed as a result of these investigations.

While a proposal is made for angle and pres-

sure settings and tolerances, it is in the choice

of tolerance on cycles and voids that is the

true determinant for the machine requirements.

The work here has used ±0.1% voids and ±2

cycles as the machine tolerances. While these

may seem tight, if the machine tolerances

can be eliminated from the manufacture of

specimens, the possibility of consistent test

results is significantly increased. It can also be

seen from the tables that there is not a unique

choice of parameters to satisfy the cycles and

voids tolerances. A choice of small angle would

require tight tolerance on angle, which could be

matched by larger angles with wider tolerances.

The same applies to vertical stress.

Acknowledgments: Acknowledgments: The author thanks the chief execu-

tive of the South Australian Department of Transport,

Rod Payze, for permission to publish this paper. In addi-

tion, the author wishes to thank the laboratory staff for

their assistance and cooperation in the various phases

of the investigations.

The views expressed are those of the author and not

necessarily those of the Department of Transport.

* This paper has been edited and shortened, please

contact the editor should you wish to read the

full version.

it is the choice of tolerance on cycles and voids that is the true determinant for the machine requirements


MOGALE CITY

AS A RESULT of increased traffic

headed towards the North West and

Lanseria Airport, this roads project

involves the construction of a four-

lane dual carriageway along the Provincial Road

P103-2 (K29) between the Provincial Freeway

N14 and Road K31 (Lanseria Airport). Phase 1

of the project, which included the construction

of single carriageway, bridge and related ramps

over the N14, was completed in May 2010 – in

time for the FIFA World Cup – and construction

of phases 2 and 3 are currently under way.

Phase 2 involves the construction of approxi-

mately 3.8 km of dual carriageway road from

Sandspruit to Provincial Freeway P-158 (N14),

including the construction of a new bridge

5 552 over Sandspruit. Phase 3 of the project

involves the upgrade of Malibongwe Drive (K29),

including the construction of 5.8 km of dual car-

riageway and the construction of a bridge over

the N14 freeway.

Project detailsServicing Lanseria Airport and surrounding

areas, such as the gateway to the North West

province including Sun City, the scope of works

on phases 2 and 3 is as follows:

• The construction of an additional bridge over

the N14 and related access ramps between

N14 and K29

• The construction of five intersections for

access roads along K29, which include

two surfaced access roads and nine gravel

access roads

• The construction of eight taxi lay-byes (bus

stops), i.e. two per intersection along K29 and

also located at Hertford Shopping Centre, the

K33 intersection with Lanseria extensions 26

and 27 Development, and the K31 intersec-

tion (Lanseria Airport).

• The construction of a 5 km-long concrete pave-

ment using mesh and 25 MPa concrete for the

pedestrian/cyclist walkway along K29.

Dominant materials used in the construction

include hot-mix asphalt concrete, crushed stone

base, cemented sub-bases, self-compacting

concrete for the bridge decks, ordinary concrete

and steel reinforcement.

Ringing in at a cost of R307.5 million, phases

2 and 3 of the dual carriageway construc-

tion project are scheduled for completion in

September 2012.

Right and below Aerial views of project elements

FOUR-LANE DUAL CARRIAGEWAY UNDER CONSTRUCTION

Alleviating traffi c congestion around Lanseria AirportCommissioned by the Gauteng Department of Roads and Transport, phases 2 and 3 of the dual carriageway project from Sandspruit to Provincial Freeway (N14) are currently under way. IMIESA takes a look at this road construction project.

PROJECT DETAILS• Employer: Gauteng Department of

Roads and Transport• Consulting engineer: Aphane

Consulting Cc• Contractor: Roadcrete Africa (Pty) Ltd• Tender amount (CPA and VAT Inclusive):

R375 383 215.11• Final Amount (CPA and VAT Inclusive):

R307 499 606.50• Contract commencement date:

23 February 2009• Original contract period: 87 weeks • Original contract completion date:

29 October 2010• Revised contract completion date:

30 September 2011• Delays to date: 54 days inclement

weather, 71 days for restricted access to site

• Extension of time granted: 139 Days (restricted access, strike, abnormal rain and public holidays)

• Practical completion date: 14 May 2011• Expiry of defects liability period:

29 September 2012


EXPANSION OF DRIEFONTEIN WWTW

Making provision for 25 000

Commissioned by Johannesburg Water, the Driefontein WWTW is currently undergoing a capacity increase that will support future development within the Driefontein Drainage Basin. IMIESA takes a look at this project.

MOGALE CITY

IN ORDER to cope with future growth,

Johannesburg Water decided in 2007 to

proceed with plans to extend the capacity

of the Driefontein Wastewater Treatment

Works (WWTW). The scope of the project entails

the construction of the first of two 25 Mℓ/d

treatment modules, which includes the com-

plete process chain to final effluent disinfec-

tion. The major features of the new module are

as follows:

• inlet works

• screening and degritting facilities

• two primary clarifiers

• flow balancing tank

• two primary sedimentation tanks

• 25 Mℓ/d biological nutrient removal reactor

• chlorine contact channel

• two secondary clarifiers

• disinfection contact tank

• one sludge belt press

• four control buildings, waste activated sludge,

• return activated sludge, raw sludge

• final effluent and thickened sludge

pump stations

• all associated pumps, pipelines, conveyors,

control and ancillary equipment

• access road and fencing.

Process designThe design of the new Module 2 and future

Module 3 has been based on the well-estab-

lished Johannesburg Process. The design

was pioneered by engineers of the City of

Johannesburg and developed to its current state

over the last three decades.

The advantage of this process is that a high-

quality effluent is produced without the addition

of iron salt – as demonstrated by the recent

extension of Johannesburg Water Northern

Works Unit 5.

Features of the capacity upgrade of the

Driefontein WWTW are:

• A new inlet works to cater for Module 1 (exist-

ing), Module 2 (new 25 Mℓ/d Module) and the

future 25 Mℓ/d Module 3

• Two primary sedimentation tanks to cater for

Modules 1 and 2, with provision for one future

primary sedimentation tank

• Conversion of the two existing Module 1 pri-

mary sedimentation tanks to covered volatile

fatty acid fermenters, including odour control

• One balancing tank consisting of two compart-

ments sized to serve the ultimate 80 Mℓ/d

capacity of the WWTW

• One 25 Mℓ/d biological nutrient remover

(BNR) activated sludge reactor. The process

configuration is a four-stage BNR process

and includes pre-anoxic, anaerobic, anoxic

and aerobic zones. Aeration is provided by

electrically driven mechanical surface aera-

tors, while the solids in the non-aerated zones

are maintained in suspension by mechani-

cal mixers. Provision has been made in the

design for a second future 25 Mℓ/d activated

sludge reactor

• Two secondary clarifiers with provision for two

future secondary clarifiers

• Two chlorine contact channels to cater for

modules 1 and 2 with provision for a future

chlorine contact channel

• Final effluent discharge to the river

• Chlorine (disinfection) dosing installation

• Installation for standby supplemental chemical

addition of metal salts

• Waste-activated sludge screening installation

• Two gravity waste-activated sludge thickeners

• Primary sludge, fermented sludge, waste

activated sludge, return activated sludge, final

effluent and thickened waste activated sludge

pump stations

• Various other buildings and structures, includ-

ing a substation/motor control centre rooms,

effluent monitoring room, workshop and stores


additional households

MATERIALS USED • Earthworks: 290 000 m³• Concrete: 19 900 m³• Formwork: 65 000 m³• Reinforcing: 2 550 t• Paving: 35 500 m²• Roads: 4 400 m

PROJECT DETAILS• CONTRACTS AWARDED

Demolition of old structures: VF Munisi Civils was awarded the contract in June 2010 at an amount of R2 300 121 (incl. VAT)Civil works: Concor Holdings was awarded the civil works contract in May 2011 at an amount of R223 935 589.24 (incl. VAT)

• MECHANICAL WORKSTender 1 (JW 9018): SAME was awarded the first mechanical works contract in May 2011 at an amount of R10 966 914 (incl. VAT)Tender 2 (JW 9019): Eigenbau was awarded the second mechanical works contract in June 2011 at an amount of R18 868 505.19 (incl. VAT)

• ESTIMATED START AND COMPLETION DATESConstruction work started on 30 June 2010 and the anticipated completion date of the project is 27 March 2014

• DEMOLITION WORK CONTRACT JW9022Commencement date: 30 June 2010Completion date: 29 September 2010

• CIVIL WORKS CONTRACT JW10005Commencement date: 16 May 2011 Anticipated completion: 28 October 2013

• MECHANICAL WORKS CONTRACT JW9018Commencement date: 3 June 2011Anticipated completion: 30 November 2013

• MECHANICAL WORKS CONTRACT JW9019Commencement date: 7 July 2011Anticipated completion: 30 November 2013

• ELECTRICAL AND INSTRUMENTATION (TO BE APPOINTED)Commencement date: 30 July 2012Anticipated completion: 27 March 2014

• FENCING CONTRACT (TO BE APPOINTED)Anticipated completion: 27 March 2014

• Process control via PLC (programmable logic

controller)/PC-based supervisory control and

data acquisition system.

Civil worksThe new inlet works will be constructed adjacent

and to the east of the existing inlet works. The

existing inlet works will be demolished once the

new inlet works is commissioned. The primary

sedimentation tanks will be situated on a new

terrace adjacent and to the west of the existing

balancing tank. Two primary sedimentation tanks

will be constructed and sufficient space will be

made available on the terrace to accommodate

one future primary sedimentation tank. The exist-

ing Module 1 primary sedimentation tanks will

be converted to covered and odour-controlled

volatile fatty acid fermenters, which will have

sufficient capacity to serve the ultimate 80 Mℓ/d

capacity of the Driefontein WWTW.

The new balancing tank will be positioned on

a new terrace adjacent and to the west of the

primary sedimentation tank terrace. The exist-

ing Module 1 balancing tank will be connected

to the existing stormwater attenuation dam to

increase the stormwater attenuation capacity of

the WWTW. The new 25 Mℓ/d bioreactor will be

constructed to the west of the administration

building on the site of an old, decommissioned

module, which will be demolished.

The secondary clarifiers will be situated on a

new terrace located adjacent and to the west

of the existing Module 1 secondary clarifica-

tion tank. Two secondary clarifiers will be con-

structed, with sufficient space allowed on the

new terrace for two future secondary clarifiers.

The chlorine contact channels will be positioned

to the north of the new secondary clarification

tank terrace.

The treatment plant includes connecting pipe-

lines, site services, borehole/potable water,

effluent reticulation, a new paved access road to

the works from the north as well as a new inter-

nal road network and paving, and stormwater

drainage including culverts for electrical, control

and instrumentation cables. Various pipelines

and upgraded bulk electrical power are also

required. To reduce maintenance costs, the plant

will be paved where possible. The architectural

style of the buildings will match that of the exist-

ing buildings of the Driefontein WWTW.

Mechanical worksAll equipment is specified and selected for ener-

gy efficiency and low, long-term maintenance of

the plant and equipment. Special attention is

paid to corrosion protection of all mechanical

equipment. Included in the mechanical equip-

ment are:

• mechanical screens

• actuated valves, penstocks, hand stops and

adjustable weirs

• compressors

• mixers and aerators

• centre drive scraper bridges, scum baffles and

V-notch weirs

• centrifugal pumps, positive displacement

pumps, dosing pumps, axial and Archimedean

screw pumps

• macerators

• HDPE, UPVC and stainless steel piping.

Monitoring and instrumentationThe philosophy used in the design is to reduce

operating requirements through the utilisation of

automated PLC systems, together with super-

visory control and data acquisition systems

(SCADA) as provided on the existing WWTW

controls, and will be incorporated into the exist-

ing WWTW SCADA system. Cost-effective nutrient

removal demands that the biological process is

exploited to its maximum. To achieve this, the

instrumentation (including online monitors for

selected parameters of the final effluent) will be

installed in a new monitor room. Dissolved oxy-

gen (DO) probes will be installed at in the aerobic

zone to continuously measure DO levels in order

to automatically control the aeration.

Meters for measuring mixed liquor suspended

solids and a composite sampler on the final

effluent will also be installed.

ElectricalThe existing Eskom bulk power supply to the

Driefontein WWTW will not be able to cater for

the expansion of the works. An up-rated supply

has been applied for and will be provided by

Eskom, and a new incoming switchgear building

to provide bulk power to both the existing and

new feeds will be built as part of the expansion.

New ring feeds will be provided to provide bulk

power for the expansion. The medium-voltage

system is an 11 kV system and the low-voltage

system is rated a 400/230 V, three-phase four-

wire system. The motor control centres will be

able to facilitate manual and automatic modes of

operation, while the automatic modes of opera-

tion will be controlled by PLCs.

The R394 million Driefontein WWTW expan-

sion project, scheduled for completion in March

2014, will support the equivalent of approxi-

mately 25 000 additional households.

MOGALE CITY


WITH A PROJECT value of R40

million, the scope of works

on the Krugersdorp substation

project includes the installa-

tion of two new transformers, a 5.5 km-long

cable and construction of a new building for

the substation. Completion of the substation

upgrade is scheduled for May 2012.

SSI Engineers and Environmental Consultants

completed the design work on the substation

in July 2010 and the tender was awarded to

Roshqott in November 2010. The laying of an

underground cable rather than overhead sup-

ply was the desired option as a job creation

initiative by Mogale City Municipality, which

although providing a secure environment, pre-

sented challenges in the traversing of existing

services over the 5.5 km route.

A separate civils contract was awarded to

BEE contractor, KP Civils, for the construction

of this building, assisted by Roshqott and SSI

site personnel.

Scope of upgradeThe work entails the installation of two new

transformers: 33 kV to 11 kV, and 33 kV to

6.6 kV (Delpor ton).

A 5.5 km-long cable feeds a completely new

substation at Delpor ton, which is the main

feed for the Percy Stewart Wastewater treat-

ment Works (WWTW). The contract makes

provision for the supply, delivery, off-loading,

installation, erection, commissioning and

handing-over in a proper working condition of

the following:

• upgrading at the Krugersdorp Nor th

33/11 kV substation

• extension of 33 kV bus bars

• two additional 33 kV line feeder bays

• one complete additional 20 MVA 33/11 kV

transformer bay (transformer excluded)

• control and protection panels for the new

1 x 20 MVA transformer

• 11 kV switchgear extend an existing switch-

gear panel

• new 110 V DC battery charger and batteries

• extension of the existing switchgear building

• new ripple control unit for the third 20 MVA

transformer including the 11 kV feeder

panel for the supply

• 6.6 kV (rated 11 kV) switchgear to extend an

existing switchgear panel, including a trans-

former breaker for the additional 11/6.6 kV,

7.5 MVA transformer

• new 220/380 V chop-over supply in new

control building

• all single core and multi-core (low-voltage

cabling)

• extension of the ear thing and ear th mat

• decommissioning and repositioning of the

existing 20 MVA 33/11 kV transformer No.1

• all related civil works at the Krugersdorp

North 33/11 kV substation

• Substation quality of supply metering at

Krugersdorp North 33/11 kV substation

– the metering must meter the quality of

supply from all three 20 MVA transformers

• Integration into the substation of one 20

MVA, 33/11 kV and one 7.5 MVA 11/6.6 kV

THE KRUGERSDORP SUBSTATION UPGRADE

Increasing load capacityPopulation growth in Kagiso and Munsieville, as well as increased power requirements for the recently refurbished Percy Stewart WWTW, motivated the need for an upgrade of the 20-year-old Krugersdorp substation. IMIESA takes a brief look at this project.

transformers that will be supplied and

installed under separate contracts.

Muldersdrift 33/11 kV substation• Supply and installation of two new ripple

control units for the two existing 20 MVA

TRFs, including the two 11 kV feeder panels

for the supply.

Metering (quality of supply)Supply, installation, test and commissioning

of new substation quality of supply metering

at the following 33 kV substations:

• Condale substation

• Krugersdorp North substation

• Liber tas substation

• Muldersdrift substation

• Chamdor substation

• Boltonia substation

• Spruit substation

• Factoria substation

• Jackson substation.

Network upgrading: 11 kV• Supply and installation of 11 kV switchgear,

battery charger and batteries for the new

Delpor ton 11 kV substation. Construction

of a new switch room for the Delpor ton

substation will be done under a separate

contract.

• Supply and installation of 2 x 185 mm² cop-

per core PILC 11 kV cables, plus a 12-core

pilot cable between the Krugersdorp North

substation and the Delpor ton substation.

• Supply and installation of 11 x 95 mm²

copper core PILC 11 kV cables between

the APF substation and the Percy Stewart

WWTW.

PROJECT TEAM• Consultants: SSI Engineers and

Environmental Consultants • Contractors: Roshqott and KP Civils• Supplier of transformers: Powertech

The Krugersdorp substation is being upgraded due to

increased demand

MOGALE CITY

CHIEF MOGALE, the integrated human

settlement in Mogale City Local

Municipality (MCLM), is a joint initia-

tive between the MCLM, the Gauteng

Department of Human Settlements and ABSA

DevCo. Chief Mogale’s development concept

gives impetus to government’s Breaking New

Ground development strategy and is fast emerg-

ing as a pulsating neighbourhood in which

infrastructure provision, economic growth and

social enrichment are in balance and result in

sustainable development and equity.

ABSA DevCo, the implementing agent, is sup-

ported by a dynamic team of specialists headed

by infrastructure development company, Bigen

Africa Services, which fulfils the role of project

and development manager and civil and electri-

cal engineer.

Project overviewWith an overall project value of R1.2 billion, the

Chief Mogale housing project will yield 9 315

residential units, of which 4 244 are subsidised,

2 539 are institutional and 2 532 are affordable

free market (bonded) housing units – all of which

seamlessly blend into the social and commer-

cial facilities such as schools, clinics, crèches,

parks, sports precincts, shopping centres and

public open spaces. As such, this development

transcends the traditional concept of just provid-

ing shelter and aspires to reduce the housing

backlog by more than a third within the MCLM,

by virtue of the variety of housing options and

tenure opportunities. Complementarily, Chief

Mogale offers the opportunity for integration

with the neighbouring communities, providing for

economic, service and social linkages.

Progress to dateThus far, 725 families have already been allo-

cated subsidy homes and have access to all

municipal services. In addition, the development

boasts a community centre donated by ABSA

Bank that comprises a hall seating 500 peo-

ple, facilities for social workers, a boardroom,

an amphitheatre, an industrial kitchen able to

house a catering school, a computer room and

two lecture rooms. The Chief Mogale Integrated

Development project provides employment and

skills training for approximately 2 000 people,

90% of which will be local. The total project

development will be completed over a period

of five years and will be funded through various

sources of public and private financing.

The development provides variety, flexibility

and visual excitement, while at the same time

being ecologically sound. Chief Mogale trans-

forms the existing fragmented framework inher-

ited by the apartheid regime and manifests

into a safe, spirited, pulsating community that

is socially, economically and fiscally affordable

and sustainable.

INTEGRATED TOWNSHIP DEVELOPMENT

Sustainability, economic growth and social enrichment

Chief Mogale settlement sets a benchmark for service delivery with the municipality. The total development yields 9 315 residential units and the priority phase has already been completed and allocated.

PROJECT TEAM• Client: Joint initiative between the Mogale City

Local municipality, the Gauteng Department of Human Settlements and ABSA DevCo

• Project manager: Bigen Africa Services• Engineers: Bigen Africa Services• Civil contractors: Mivami and Moseme

Construction/Lonerock• Electrical contractors: Tshepang• House builders: Uvuko Civils and Kgoni Trading• Community centre contractor: BP Masanabo

MOGALE CITY


PRO-PLAN Consulting Engineers was

initially appointed by the Mogale

City Local Municipality (MCLM) to

provide full engineering services for

the design and construction of the required

extension at the Magaliesburg WWTW from 3

to 4 Mℓ/d. Since the Municipal Infrastructure

Grant registration, the additional flow has been

identified and it is estimated that the extension

required will be two 3 Mℓ/d modules, i.e. an

additional 6 Mℓ/d in two phases. The following

processes are under way:

• Environmental Impact Assessment (EIA)

scoping report: the EIA is being conducted by

external environmental consultants

• Geotechnical investigation: a geotechnical

investigation will be carried out and a final

report will be compiled and submitted

• Topographical survey: a topographical survey

of the existing WWTW, as well as the area

available for the new module has been car-

ried out

• Licensing of the WWTW: the licensing pro-

cess will be done in conjunction with the EIA and

will be submitted to the Department of Water

Affairs by the environmental consultants.

Existing infrastructure

The existing Magaliesburg WWTW was construct-

ed in 2002 by the Western Gauteng Services

Council. The works was constructed to have a

capacity of 1 100 m³/d and utilises an activated

sludge process. The biological treatment system

comprises of the following components:

• inlet works consisting of a mechanical screen

and degritting system

• flow measurement chamber

• racetrack-type biological reactor

• Dortmund-type clarifier

• sludge lagoons

• sludge recycling

• constructed wetlands/reed beds

• disinfection (chlorine).

The majority of the flow entering the works is

pumped with three transferring pumping stations

(graphically presented in Figure 1). Tankers are

also used to transfer sewage to the works with

a makeshift drop-off point provided outside the

boundaries of the WWTW. Flow measurements

taken downstream of the inlet works indicate

that the plant has not been operating close to its

capacity yet. Figure 2 represents flow measure-

ments taken since the plant has been operation-

al in 2002. The poor performance of the WWTW

is thus not a result of the inflow exceeding its

capacity. The dire situation that the WWTW is

in, however, can be attributed to the poor condi-

tion of the mechanical equipment. A site visit

INCREASED CAPACITY FLOW FOR MAGALIESBURG WWTW

Keeping up with demandsTo accommodate the additional sewage flow from the Ga-Mohale and Magaliesburg areas, Mogale City Local Municipality is extending the Magaliesburg Wastewater Treatment Works (WWTW).

conducted in September 2009 revealed that

most of the mechanical equipment was non-

operational and in need of maintenance/refur-

bishment, which Mogale City has addressed.

Infrastructure development goalsThe existing Magaliesburg WWTW is a relatively

small facility with limited redundancy and back-

up, and the plant upgrade and expansion will

create additional infrastructure redundancy and

the necessary back-up facilities. The aim of

the project will be to improve the reliability of

the plant operation and performance. The flow

arriving at the treatment plant emanates from

properties in Magaliesburg and Ga-Mohale, and

is predominantly domestic in nature, although a

few small industries contribute to the hydraulic

and organic load.

The project will aim to utilise robust, efficient

and reliable treatment technologies, which have

a proven record of accomplishment with MCLM.

At the same time, new technologies, which

can serve the works facilities for the next few

decades, will be considered. The MCLM sup-

ports the initiatives being rolled out to provide

infrastructure that addresses the efficient use

of electrical energy and the selection of treat-

ment technologies will be influenced by energy

FIGURE 1 Chemical composition of raw water

FIGURE 2 Flow measurements at the plant since 2002

0.0

200.0

400.0

600.0

800.0

1000.0

1200.0

Sep-

02

Feb-

03

Jul-0

3

Dec

-03

May

-04

Oct

-04

Mar

-05

Aug

-05

Jan-

06

Jun-

06

Nov

-06

Apr

-07

Sep-

07

Feb-

08

Jul-0

8

Dec

-08

May

-09

kl

AVERAGE DAILY FLOW (kl) WCW CAPACITY

MOGALE CITY



efficiency. The municipality plans to reduce energy usage per unit of waste-

water treated with the plant expansion project. In addition, the project will

consider the environmental footprint and will mitigate the potentially nega-

tive impacts, including treated wastewater discharge quality, uncontrolled

wastewater discharges during unusual WWTW operating conditions (such

as during electrical power interruptions) and the release of foul odours,

which is mainly related to the sludge handling process.

Project designThe expected flow for the developments is 5.4 Mℓ/d. It is therefore rec-

ommended that that plant be extended by 6 Mℓ/day, with two 3 Mℓ/d

treatment trains.

MCLM is monitoring the effluent at various stage of the process on a

weekly basis. Water quality data was received from MCLM and analysed to

obtain a clear picture of the qual-

ity of the incoming flow, as well

as the performance of the treatment process. The data received spans the

period October 2002 to July 2009. Table 1 indicates the weekly minimum,

maximum, average and 95th percentile of key constituents measured.

For the size of the developments that will be served, the peak factors and

resulting peak flows as indicated in Table 2 will be accommodated in the

design of the extension of the WWTW. The design will thus accommodate

the attenuation of these flows as they vary throughout the day.

The flow will continue to be predominately domestic in nature. It was

noticed that the organic loading in the incoming flow was excessively high.

After investigating, the cause of the spikes in data was pinpointed as

‘honeysuckers’ were dumping their loads right at the entrance to the plant.

This has since been slightly improved by insisting that the dumping be

done further upstream of the plant. However, it is recommended that water

be provided to dilute this flow in order to minimise the organic loading on

the treatment works. Another option is to discontinue the practice as the

minimum level of service for the area is waterborne sewage reticulation.

Process overviewRaw sewage entering the works will be split ahead of the existing inlet

works where 1 Mℓ/d will be routed to the existing works and 6 Mℓ/d will

be routed to the new works. The 6 Mℓ/d inlet works will be built in Phase 1

A new 2 Mℓ balancing tank will attenuate flows entering the new

extensions

Internal recycles will comprise of the following:

• from aerobic to anoxic (a-recycle) – 1:6 (average)

• from anoxic to anaerobic (b-recycle) – 1:1 (average)

• underflow from the clarifier will be recycled back to the anaerobic zone

1:1 ratio (average) (s-recycle) via the recycle PS

• Effluent (MLSS) from the activated sludge reactors will flow to the

clarifiers

• Overflow from the new clarifiers will be collected and transferred to the

chlorine contact channels

• Waste sludge from the aerobic zone and clarifier will be wasted into a

sludge collection box and thickened in two sludge thickeners, before

entering the existing sludge lagoons.

pHTAlk

(mg/ℓ of CaCO3)

Cl (mg/ℓ)

EC (mS/m)

TDS (mg/ℓ)

NH3-N (mg/ℓ)

NO3-N (mg/ℓ)

O-PO4 (mg/ℓ as P)

T-PO4 (mg/ℓ as P)

COD (mg/ℓ)

SS (mg/ℓ)

TKN (mg/ℓ)

TKN/COD

Ave 8.23 361.89 74.58 103.93 401.13 64.63 20.99 10.03 14.03 919.35 580.43 81.80 0.12

Min 6.87 67.49 10.80 22.40 145.00 0.07 0.16 0.17 0.21 24.00 10.00 1.75 0.01

Max 9.47 1236.68 330.52 308.00 1286.00 391.48 3233.11 26.97 593.00 7979.0 24730.0 318.06 0.70

95th percentile

9.08 771.94 155.37 207.90 672.20 164.32 51.43 19.79 22.74 2285.8 1023.50 186.36 0.23

70th percentile

8.60 399.83 83.70 117.25 437.60 76.40 3.10 12.09 14.36 988.80 388.00 97.72 0.13

Flow rate Peak factorExisting1.1 Mℓ/d

Extension of 6 Mℓ/d

Ultimate capacity

(7.1 Mℓ/d)

Average dry weather flow

N/A 1.1 6.0 7.1

Peak dry weather flow

1.7 1.87 10.2 11.97

Peak hourly flow 2.5 2.75 15.0 17.25

T ABLE 1 Chemical composition of raw water

T ABLE 2 Expected flows

MOGALE CITY

PROJECT NEWS

THE RAILWAY LINE passing through Mahalumbe is part of

Transnet’s strategic 580 km CoalLink that collects coal from

Mpumalanga’s 44 coal-rich mines and descends from the

Highveld through rural KwaZulu-Natal, terminating at Richards

Bay. The line supports coal-carrying trains of up to 23 000 t gross weight.

Esorfranki Geotechnical’s Byron Field explains that the bank on one side

of the railway line at the Mahalumbe cutting had started to slip due to an

abundance of ground water. Slippage of the bank was causing the railway

line to lift.

“Various methods had been attempted to address this problem, includ-

ing removing the railway line at this section, levelling the ground and

then re-establishing the line,” says Field. “However, because this did

not address the underlying cause, the bank soon began slipping again.

CFA piles to address slippage

Esorfranki Geotechnical has completed a project for Transnet Capital Projects that required the design and construction of a contiguous piled wall at a railway cutting at Mahalumbe.

Transnet recognised that a more permanent solution was required and put

the project out to tender.”

Esorfranki Geotechnical was awarded the contract in February 2011 and

Field says he believes the project went his company’s way because theirs

was the most technically appropriate solution.

“Our solution involved installing a 200 metre-long contiguous piled wall

along the full length of the slip,” he explains.

“We installed 600 diameter Continuous Flight Auger (CFA) piles at

1.5 m intervals, from ground level down to bedrock, which varied from 12

PILING SOLUTIONS

Piling six metres away from an active railway line can be hazardous. Every precaution must be taken to ensure that work continues safely




to 15 m. We then cast an 800 mm by 800 mm capping beam across the

top of the piles at ground level to ensure that all the piles would act in

unison if a further slip occurred.”

In this event, the ground behind the piles would move only as far as

the piles and be firmly retained as this type of pile can withstand

immense loads.

“As a further safeguard against the unpredictable ground movement, we

left recesses in the capping beam at 1.5 m intervals to make allowance

for the possibility of installing anchors at a later stage,” continues Field.

“If the bank should continue to slip, we would be able to install anchors

through these sockets for further reinforcement.”

CFA piling is an Esorfranki Geotechnical speciality and offers the

benefits of high productivity and economy in certain soil conditions as

well as being vibration-free. There is limited noise levels and there are

no requirements for the casings or drilling fluids required with conven-

tional bored piles. The CFA process ensures that during the drilling

stage, the drilled walls remain supported by either the drill auger or the

fill material.

PROJECT NEWS

FROM ABOVE LEFT High-voltage power lines were operational 24/7 and in some cases were as close as three metres from the crane The top section of each pile must be carefully trimmed to the correct level so that the capping beam can be constructed over the top

A continuously reinforced 0.8 m by 0.8 m capping beam connects all of the piles so that the entire wall works together. Recessed sockets were installed at 1.5 m intervals to make allowance for anchors to be installed at a later date should they be necessary

MULEBY SYSTEM TANK

FUTURE TANK

Your water storageproblems. Solved.

Pretoria Tel: 012 - 810 0940 021 - 905 7943Contact www.aquadam.co.za

meets the highest classification of water tightness.

Ideal solution for biogas storage.

Uniquely engineered construction methodsCommercial and Industrial applications Applicable to a wide range of industriesEffective and economically efficientRapid factory productionExtended life expectancy, minimal maintenanceDurability and value for money

are highly versatile and can be used to store anything from potable liquid to municipal sludge.

PP

PPPP

P

Our network of Distributors extends throughout South Africa and beyond its borders.

PANEL INTRO

WHEN IT COMES to road construc-

tion, the durability and sustain-

ability of bitumen and concrete

make them the two most popular

choices of material. Even though it was a costly

exercise to import bitumen toward the end of

2011 (due to the recent shortage at local refin-

eries resulting mainly from maintenance compli-

cations), clients were just happy that the product

was available locally, proving its popularity.

Concrete, on the other hand, has been hailed as

a sustainable and economically viable material

With ageing infrastructure and increased road

maintenance costs being such a costly affair,

Candice Landie facilitates this panel discussion,

which addresses the issue of quality road con-

struction. The discussion looks at the preferred

choice in road construction material, the latest

advances in cement and bitumen, the issues

surrounding sustainability and durability of both

road construction materials, the environmental

impact in the manufacturing processes, and the

stabilisers, seals and pavement polymers cur-

rently available in the marketplace.

QUALITY ROAD CONSTRUCTION

Concrete and bitumen By Candice Landie

for use in construction. But while there’s no

denying that concrete is the most commonly

used building material on the planet, its initial

high manufacturing cost could be cause for

concern. And although concrete is such a widely

used product globally, bitumen has dominated in

the construction of many national roads through-

out South Africa. Despite this, numerous durabil-

ity tests have been performed on both products,

so there’s no denying the strength in asphalt

and concrete, ultimately leaving the decision up

to the consultant/contractor of the project.


To advertise on the e-newsletter contact Tania MilicT:+27 (0)12 331 5168 | C: +27 (0)82 829 9285 | E-m: [email protected] MEDIA

Since its inception at the beginning of July, the new IMIESA weekly e-newsletter is proving to be hugely popular, with a total of 5 640 subscribers already receiving their copy directly every week.

Suubsscribe now to the wweekly IMIESA e-newwsle er foor the most up-to-daate news in the induustry!

To subscribe e-mail [email protected] | Send your press releases & event information to [email protected]



pre-treatment and sealing

of the existing road prior to

the overlay. The use of geotextile

stress-relieving and waterproofing

interlayers would eliminate this

problem. The use of alternative

methods and labour-based initia-

tives are continually being looked

at for construction and rehabilita-

tion, where geosynthetics are

ideally suited, becoming more

accepted

and have

a greater

role to

play.

Fibertex is

continually

striving to

improve

existing

products offered and create new

solutions. One area pertinent to

the road sector is subsoil drain-

age where conventional subsoil

drains are replaced with compos-

ite fin drains or geocomposite

drainage systems. The second

is the range of ‘road rehabilita-

tion’ products and solutions that

directly address potholing, crack-

sealing and full-width sealing prior

to resurfacing. On more stressed

road pavements, the use of the

reinforcing geosynthetic systems

and products can also be used.

A third area is the use of cellular

systems, which are used in con-

struction of a concrete, flexible,

cast in-situ paving system. This is

an ideal labour-based system.

Your top two biggest municipal projects undertaken by Fibretex?Fibertex does not undertake

Q What is your core business function?RC Fibertex South Africa

is an ISO 9001 accredited

company that manufactures the

international range of Fibertex

geotextiles and is a supplier of

geosynthetic products. These

are used in construction, road

rehabilitation, waste disposal

sites, erosion control and

hydraulic applications. Fibertex

works closely with Geotextiles

Africa cc as our national

distributor of Fibertex geotextiles,

which in turn collectively

markets and sells the range of

geosynthetic products.

Bitumen and asphalt continue to dominate the construction of national roads in South Africa. Why so?National, provincial and munici-

pal sur faced road systems are

designed and constructed to

a set of minimum engineering

standards to withstand traffic vol-

ume and loading. Roads have a

projected life cycle before a deter-

mined minimum rehabilitation

is undertaken. The rural gravel

roads system is constructed

utilising the best locally available

gravel material. Maintenance is

assessed and undertaken on an

annual basis by means of rein-

stating the existing material to a

suitable ride and quality. There is

an increased requirement for the

upgrading of gravel road

systems to a surfaced quality.

This is, once again, undertaken

to the prescribed design stand-

ards, requiring engineered lay-

ers and surfacing, be it asphalt

or concrete. There is ongoing

research into usage of alterna-

tive materials and techniques in

road construction and surfacing,

particularly in low-volume roads.

Road rehabilitation geotextiles

have been successfully used for

ROD CLAUS – Technical marketing manager – FIBERTEX SOUTH AFRICA

the past 25 years internation-

ally and locally in the upgrading

of these gravel roads. However,

acceptance has been limited

locally due to ‘conservatism’ and

also bound by regulatory engi-

neering practice.

What are the challenges facing the road industry, and what new developments are currently under way?Challenges facing the road indus-

try are the ageing road infrastruc-

ture and high volumes, together

with a lack of maintenance and

funds. Poor drainage is another

root cause. The funds being

allocated by national, provincial

and municipal treasuries on an

annual basis will never reduce the

backlog in the rehabilitation of our

road system. We are still awaiting

the full roll-out of the promised

‘multi-billion rand pot hole repair

initiative’ by national government.

Maintaining our surfaced roads

system is generally undertaken by

repairing potholes, which invari-

ably have to be repaired again in

short succession. There are also

crack-sealing techniques, which

have limited effect and longevity.

The more substantial rehabilitation

is by means of use of different

types of surface seals and over-

lays. These are also constructed

to certain national, provincial and

municipal standards using mecha-

nised construction techniques. On

more deteriorated roads, milling

of the existing surface and then

reconstruction are undertaken.

However, the rehabilitation is often

short-lived due to inadequate

projects

itself, but

supplies materials to contractors

undertaking projects for munici-

palities and government depart-

ments. One project was the new

interchange at the intersection of

the N2 at Ballito on the KwaZulu-

Natal North Coast. A geotextile

was used as a separation and

filter layer for the new on- and off-

ramps at the

interchange.

Our vast

international

experience,

professional

advice and

forthcoming

assistance

ensured our

involvement with the Polokwane

airport road project rehabilitation.

A stress-relieving and waterproof-

ing geotextile was placed below

the new asphalt concrete overlay.

With regard to road construction, what solutions can you offer municipalities?Fibertex and its distributor

Geotextiles Africa offer a cost-

effective and proven range of

products, which meet internation-

al specifications for road recon-

struction and rehabilitation. This

is backed up with experienced

and qualified personnel who offer

full technical advice. The products

are based on the most cost-effec-

tive solutions and international

best practice.

We are still awaiting the full roll-out of

the promised ‘multi-billion rand pot hole repair initiative’ by

national government

Far left Ballito Interchange KNS construction From left Polokwane Airport road rehabilitation

PANEL DISCUSSION

Branches South Africa Cape Town Durban Johannesburg Port Elizabeth

Kenya Nairobi Namibia Okahandja Zambia Ndola

Depots Bloemfontein East London Hectorspruit

www.colas.co.za

The Colas cold microsurfacing paving system is the most economical way to repair and waterproof paved road surfaces.

COLAS PAVING THE WAY FORWARD

with Colmat, a cold microsurfacing paving system


technology are currently under way? We have to match the bitumen

supply available in South Africa

to the increasing demand. We

are working with many other

industry members on this and

are confident that solutions are

being worked out and imple-

mented. We also have to focus

on attracting and training young

people. Infrastructure construc-

tion and maintenance is one of

the sectors

where there

can be sig-

nificant and

broad-based

growth of

employment

that can

benefit soci-

ety at large. Recruiting and train-

ing is a must for our companies

as our skilled workforce is ageing;

this should be an opportunity

for young people who are eager

to learn and contribute. The cur-

rent debate about funding is also

critical for our industry. Should

infrastructure be paid for through

taxes or user fees, or a mix of

both? The only thing I would say

is that infrastructure cannot be

taken for granted and that dedi-

cated source of funding must be

allocated to its construction and

maintenance. If not, it decays

(potholes, cracks in bridges) and

then dies (bridges fall, roads are

Q What is your core business function?TM Colas in South Africa is a

nationwide supplier and applica-

tor of binders, including bitumen

emulsions, modified bitumen,

bitumen rubber and cut backs.

We are engaged with our partners

on the entire bitumen supply

chain to find reliable solutions for

our customers’ bitumen supply.

Our core values are safety, ubun-

tu, quality, continuous innovation

and customer focus. We strive to

reflect them in our actions inside

and outside our company.

There is much talk about the sustainability of concrete, but how does bitumen fair on the ‘green’ marker?The bitumen industry has worked

for a long time to make our

products more environmentally

friendly. Our company’s name

comes from ‘Cold asphalt’ and

came about in the late 1920s

with the advent of bitumen

emulsions which made road

maintenance cleaner and safer.

Emulsions today are the basis

of many environmentally friendly

construction and maintenance

techniques; seals, stabilisation

and resurfacing can be carried

out at ambient temperatures

in a safe manner. Bituminous

pavements are also very easy

to recycle: an ageing premix

pavement can be milled and the

material reused to manufacture

new material, which eliminates

waste and saves aggregates and

bitumen. Modern premix plants

can incorporate 30% of recycled

material on a routine basis and

up to 50% for some mixes. Those

are rates which compare very

favourably to any other industry.

There is also a push across the

industry to lower application

temperatures, reduce emissions

and increase worker safety with

THIERRY MADELON – Managing director – COLAS

warm-mix techniques for premix

and emulsions for seals. There is

always work to do, but bitumen is

getting greener.

Bitumen and asphalt continue to dominate the construction of roads in South Africa? Why so?Cost: bitumen-based techniques

like thin premix or seals are still

the solutions requiring smaller

cash outlays for many types of

roads. It is hard to think of a

technique that can compete with

a single seal

for the surfac-

ing of a sec-

ondary road,

for instance.

Ease of main-

tenance: bitu-

minous pave-

ments are easy

to maintain in terms of cost and

minimal inconvenience to users.

An existing premix road can be

milled, patched and resurfaced in

the course of one or two shifts,

with traffic being allowed on the

construction area during peak

travel times. As we mentioned

above, bituminous pavements are

also 100% recyclable, a definite

plus for the environment and own-

ers’ budgets.

Quality and performance for

drivers: bituminous pavements

are flexible, allowing projects

to proceed successfully, even

if there is some settling of the

sub-grade (there are limits of

course). Premix pavements give

an unmatched comfort to the

users in terms of noise and

overall ride quality. Seals and

premix overlays can be designed

to guarantee long-lasting rugged-

ness, texture for shorter braking

distances and increased safety.

What challenges is the road industry facing, and what new developments/

impassable). I would also add the

industry does have an excellent

asset in many of its people; from

South Africa National Roads

Agency Limited to the smallest

municipality, from the biggest

contractor to the smallest SMME

firm, you can find hardworking

and dedicated people who really

care about what they do and who

come up with sensible and crea-

tive ideas in the best interest of

the public. They will find solutions

to these challenges.

What is your marketshare and what does the major plant and equipment owned by Colas include? We operate in Namibia, Zambia

and Kenya through subsidiaries

there, all focused on the supply,

logistics and application of bind-

ers. We have major emulsion and

modified binder plants in Cape

Town, Durban and Johannesburg,

which are all ISO 9001 cer tified.

Our plant in Cape Town is ISO

14001 cer tified – another proof

that bitumen can be environ-

mentally friendly. We also have

depots in Por t Elizabeth, East

London, Bloemfontein

and Hectorspruit that give us a

true nationwide coverage. We

operate a fleet of state-of-the-

ar t sprayers, bitumen rubber

blenders and micro-sur facing

machines throughout South

Africa, supported by haulers

and mobile storages.

Premix pavements give unmatched

comfort to the users in terms of noise and overall ride quality

PANEL DISCUSSION


oror

From heavy-volume freeways to low-cost gravel roads, we have a



Dynatest is a leading internation-

al company which develops road

condition measuring equipment

and systems. It is my view that

the latest and exciting develop-

ments in laser imaging of the

road surface will dominate for the

next decade.

What are your top two roads projects since 2010 and the materials chosen for each one?

The first pro-

ject is most

cer tainly the

80 km dual

carriageway

rehabilitation

design of

the National

Route 1 (N1)

from Pretoria

going nor th

to Bela Bela.

The road was built in the 70s

and had to undergo extensive

rehabilitation in the 80s as a

result of the damage caused by

the extensive clay sub-grades

present. Various rehabilitation

Q With regard to road construction/rehabilitation, what services do you offer?PO Jeffares & Green offers the

full spectrum of consulting servic-

es for new or greenfields roads,

as well as for the rehabilitation

and upgrading of existing roads.

The services include feasibility

studies, route determination, pre-

liminary design, initial and detail

assessment for rehabilitation

purposes, detail design, tender

documentation, construction

administration and supervision,

road and pavement management

systems, as well as expert wit-

ness services. Jeffares & Green

has experience in all types of

urban and rural roads such as

gravel, upgrading from gravel to

surfaced, local township net-

works, major urban arterials, rural

single carriageways and urban

and rural highways.

There is much debate over the use of concrete versus bitumen in road. What are your thoughts on the use of these two materials?We will probably continue to have

this debate for many years to

come. They both provide excel-

lent road building materials and

sur faces, as long as they are

used in the correct application.

Each has its advantages and

disadvantages, and it is impor-

tant to ensure the correct specifi-

cation for a particular application.

I believe that we will continue

to see them both being used for

the foreseeable future. Bitumen

is an excellent waterproofing

binder and also improves mate-

rial strengthening to create

asphalt, the flexible properties of

which ensure our ability to build

cost-effective roads. Cement,

on the other hand, is a marvel-

lous product from which we can

PAUL OLIVIER – Director – JEFFARES & GREEN

manufacture the concrete used

to construct pavements, and

it’s hard-standing, hard-wearing

and durable, and it requires

less maintenance.

Bitumen and asphalt continue to dominate the construction of national roads in South Africa? Why so?They continue to provide us with

the two of the best road construc-

tion materials we have for both

bases and surfacing. Our national

road network cov-

ers many climatic

regions, rainfall

areas, geological

formations and,

hence, subgrade

conditions, as well

as traffic inten-

sity and types of

heavy vehicles. As

a result of this,

there will continu-

ously be the need for implement-

ing two pavement types, namely,

flexible and rigid.

What challenges is the road industry facing, and what new developments/technology are currently under way? Given the backlog we now

have with maintaining our road

network asset, the immediate

challenge is to ensure that the

current condition of our road

networks is well captured and

documented so that the optimum

benefit is obtained from the

funds we have to spend across

the network. Since the early

90s, we have collaborated with

Dynatest International, through

our joint venture company, in

pavement data collection and

processing through management

systems to provide optimal fund

allocation for maintenance and

rehabilitation of road networks.

actions have been carried out

since then. We have recently

completed an intensive design

process and are currently super-

vising construction through a

number of phased contracts.

The rehabilitation actions are

typically heavy rehabilitation of

the slow lane and resur facing

of the fast lane and shoulders.

Asphalt has been chosen for the

base and sur facing for the fol-

lowing main reasons: moisture

sensitivity, flexibility and load

carrying capacity. Our second

project is the elimination of the

block paving at three toll plazas

on the National Route 2 (N2) in

KwaZulu-Natal. The specifics of

the plazas were such that we

have designed a different type

of concrete pavement at each of

the three plazas, namely a ‘typi-

cal’ jointed pavement, a ‘typical’

continuously reinforced pavement

and the latest new developing

technology of an ultra-thin contin-

uously reinforced concrete pave-

ment. Concrete was chosen due

to its ability to withstand slow

moving and braking, or accelerat-

ing heavy vehicles, as well as its

hard wearing sur face and its

low maintenance over a long

design period.

There will continuously

be the need for implementing two pavement types, namely,

fl exible and rigid

N1 road rehabilitation

PANEL DISCUSSION

Choosing a concrete road is choosing a sustainable solution

marketing sustainable concrete through advice, education & information

www.cnci.org.za

BRYAN PERRIE – Managing director – CEMENT AND CONCRETE INSTITUTE


construction of concrete pave-

ments, which includes the use of

the software. In addition, a num-

ber of free publications are avail-

able. More recently, sustainability

has become a

hot topic and in

addition to a gen-

eral publication

on concrete sus-

tainability, a new

book on sustain-

ability of con-

crete pavements

was recently

launched.

What challenges is the road industry facing, and what new developments/technology are currently under way? One of the biggest challenges

is convincing roads authorities

and their political masters of the

huge financial benefits of timeous

maintenance and rehabilitation

of road infrastructure and not

waiting until serious distress is

apparent. Another challenge is

the lack of capacity within most

road authorities and their ability

to spend their allocated budgets.

It is critical that the large amount

of money budgeted for infrastruc-

ture is actually spent. Concrete

pavements have a crucial role

to play in the provision of new

infrastructure because of all the

sustainable benefits mentioned

previously and even more so in

Q What is the Cement and Concrete Institute’s core business function?BP The Cement and Concrete

Institute’s (C&CI) core business

function is to grow the market for

concrete. It does so by providing

information, technical, education

and research services to poten-

tial and existing users, decision

makers and influencers in South

Africa. Information is available

from a very well-equipped infor-

mation centre or via the free

advisory service offered. The

School of Concrete Technology

offers a wide range of courses at

all levels.

Although concrete has been hailed as a sustainable construction material due to its long lifespan, its initial manufacturing cost is still cause for concern. How true is this statement?The initial investment cost is

often and misguidedly used as

a primary economic criterion.

This approach can be erroneous

in purely economic terms if the

costs of maintaining the new

structure are excessive. The use-

ful lifetime of a pavement clearly

plays an important role. There are

mathematical and probabilistic

models that can provide support

for decision-makers taking stra-

tegic long-term decisions of this

kind in the context of short-term

budgetary restrictions.

The life cycle cost analysis

(LCCA) is an example of a deci-

sion-support technique that helps

in assessing the long-term return

of alternative investment options.

One of the main problems with a

deterministic approach to LCCA

is that it uses single values for

the inputs and calculates a single

value for the output. An approach

is to use a probabilistic-based

risk analysis in pavement design

utilising the Monte Carlo simula-

tion technique. This takes into

account the variability of each

input by combining the variability

the individual

inputs to gener-

ate a probability

distribution for

the LCCA cost.

The results

then are not

just one value,

but a whole

distribution on

what possible

values could be.

This approach has been used in

cncPave, the mechanistic design

procedure for concrete pavements

developed by C&CI.

Concrete is a widely-used building material, but its dominance seems to lack in the South African road construction industry. Why is this?Despite all the benefits and

advantages that concrete roads

have, consultants and contractors

are resistant to change and tend

to stay with what they are com-

fortable doing.

There is also a perception that

concrete is only suitable for heav-

ily loaded roads, such as those

on the national routes. This is not

the case and there are a large

number of projects to prove that

concrete pavements are suit-

able for all types of roads. The

C&CI has a focus area dealing

with the promotion of concrete

roads to change perceptions of

clients, consultants and contrac-

tors. In support of these efforts,

C&CI has developed easy-to-use

software called cncPave. This

software is available for free

download at www.cnci.org.za/

EN/Content/Pages/Roads-and-

Paving/cncPave. The Institute

also runs a course on design and

the upgrading of existing pave-

ment infrastructure. Concrete

overlays and inlays provide an

ideal solution for the upgrading of

existing asphalt and unsurfaced

pavements for all categories of

traffic. The development of ultra-

thin concrete pavements has

added to the various types of

concrete pavements available to

the design engineer. The C&CI

believes there is an extremely

important role for concrete pave-

ments in conjunction with other

pavement types to utilise the

best qualities of each material.

In this regard, the Institute is

promoting the use of composite

pavements as opposed to an ‘all

or nothing’ approach.

This approach allows for a

transverse, longitudinal or vertical

combination of pavement materi-

als. In the transverse case, con-

crete can be used in the slower

lanes carrying heavier traffic with

asphalt in the fast lanes; in the

longitudinal case, concrete can

be used in the area of steep

grades where rutting of asphalt is

a problem. In the vertical option,

concrete can be used to provide a

long-life supporting structure with

an asphalt overlay to address

serviceability issues.

There are a large number of projects to prove

that concrete pavements are suitable for all types of roads


PANEL DISCUSSION



IMIESA APRIL 2012 55IMIESA APRIL 2012 55

DR REINHOLD AMTSBÜCHLER – Head of the Quality Department of

Southern Africa – LAFARGE INDUSTRIES SOUTH AFRICA


purposes. Roadcem is a

specially designed road binder

that controls the plasticity and

enhances the strength of various

road making materials to ensure

even road travelling.

What are the challenges that the road industry is facing, and what new developments/technology are currently under way? The major challenges are centred

around costs and sourcing short-

term cost-effective solutions to

meet the increasing traffic in

South Africa. The mindset of the

road industry needs to change to

better understand the long-term

benefits of concrete with its known

long-term durability properties. A

Q What is your core business function?Dr RA Lafarge is the world leader

in building materials and is at the

forefront of building innovation in

the cement, concrete, aggregates

and gypsum markets. The com-

pany offers its customers state-

of-the-art products at exceptional

prices and with excellent service.

Innovation is the cornerstone of

the Lafarge business with the

company continually inventing

socially responsible products,

which promote sustainable con-

struction to enhance the preserva-

tion of the planet.

Although concrete has been hailed as a sustainable construction material due to its long lifespan, its initial manufacturing cost is still cause for concern. How true is this statement?It is important to note that con-

crete has long-term benefits.

So despite the fact that it is

initially more expensive, the main-

tenance costs associated with

concrete roads are much more

affordable when compared to

other road surfaces.

Well-designed and constructed

concrete offers exceptional dura-

bility and long life in any structure.

The sustainability of concrete can

be linked to the use of Lafarge’s

extended cement range which

decreases CO2 emissions, result-

ing in positive environmental,

social and economic impacts. The

industry is also looking into ways

of recycling concrete.

Concrete is a widely used building material, but its

dominance seems to lack in the South African road construction industry. Why is this?This is mostly cost dependent.

The growing infrastructure in South

Africa requires many more kilo-

metres of roads. Since decisions

are often made based on finances

available, tar roads are often

the preferred choice as they are

more affordable. Unfortunately,

the maintenance of the road then

becomes expensive in the long

term. Lafarge has supported

the Concrete and

Cement Institute

in undertaking

various concrete

road studies.

The result of one

of these studies

was the use of ultra-

thin, high-strength

overlays that strengthen the top

surface of the road, which has

been highly successful. Ultra-

thin concrete overlays have an

extended life expectancy of about

40 years, which is aided by the

fact that it is resistant to oils,

chemicals and high temperatures.

It requires resurfacing once or

twice in its lifetime, whereas a

typical asphalt road needs a strict

maintenance programme to keep

it in good condition, starting within

two years of placement.

In order to improve on the

quality of the tar road network in

South Africa, Lafarge launched a

specialised cementitious binder

called Roadcem, which enhances

soil stabilisation in the base of

the road. Stabilisation is used to

overcome deficiencies in available

material by enhancing the material

properties for pavement design

good start would be to use the

ultra-thin concrete overlays and

soil stabilisation, which offer

a much more sustainable and

long-term cost saving in terms

of maintenance.

Based on internal and external analysis in 2010, Lafarge was the world’s third largest producer of aggregates and second largest producer of ready-mix concrete. To what does the company owe its dominance and success in the marketplace? The core of Lafarge’s success

can be attributed to its innova-

tive culture, which results in

technical expertise generating

solution-based products to suit

our customers’ needs. Our world-

renowned Research Centre in

Lyon, France, has engineered and

patented many successful prod-

ucts to support the demands of

our markets.

The result of one of these studies was the use of

ultra-thin, high-strength overlays that strengthen

the top surface of the road

Upgrading Section 19 of the N12 Freeway on the eastern side of Johannesburg: The interesting aspect of this project is the use of ultra-thin continuously reinforced concrete paving (CRCP). Lafarge Cement supplied the Powercrete Plus for the CRCP mix and Rapidcem, its innovative CEM II, for the ultra-thin CRCP

PANEL DISCUSSION

A Level 3 BBBEE Contributor

Tel: +27 21 900-4400 Fax: +27 21 900-4468 E-mail: [email protected] Web: www. m u c h a s p h a l t . c o . z a

TOGETHERWE CAN

It takes committed teamwork toachieve a balance between

sustainability and progress in producing quality asphalt products

that keep our clients comingback for more.

That’s our ethos atMuch Asphalt.

A Murray & Roberts company


JOHN ONRAET – Director: Marketing – MUCH ASPHALT


asphalt, particularly when

recycling is factored into the life

cycle costing.

What are the challenges facing the road industry and what new developments/technology are currently under way? Challenges include the availability

of bitumen, which has become

an enormous problem in South

Africa in recent years, as well as

the ability of

government to

unlock infrastruc-

ture spend and

the shortage of

skilled road con-

struction people.

New develop-

ments include

low-energy-use

products (warm

mix asphalt) and

more durable,

longer-lasting asphalt mixes.

Who makes up Much Asphalt’s customer base and does the company have any accreditations?

What is your core business function?JO Much Asphalt is Southern

Africa’s largest commercial sup-

plier of hot and cold asphalt

products to the road construction

industry. The company strives to

achieve sustainable growth by

forming tactical alliances and part-

nerships, and by strategically posi-

tioning static and mobile mixing

plants in the developing regions of

sub-Saharan Africa.

There is much talk about the sustainability of concrete but how does asphalt fare on the ‘green’ market?Great strides in asphalt manufac-

turing technology have resulted

in lower emissions during the

production process, reduced

temperature mixes, lower energy

usage, high modulus (stif fer) and

longer-lasting products, the inclu-

sion of high volumes of recycled

asphalt, warm and half-warm

asphalt mixes using foamed

bitumen and sophisticated,

efficient dust collection and gas

management systems.

Why does bitumen dominate the local road construction industry?(1) The ratio of ‘greenfields con-

struction of new roads’ to ‘mainte-

nance, rehabilitation and upgrad-

ing of existing roads’ is approxi-

mately 15%:85%, and asphalt is

by far the quickest and easiest

option in the

maintenance

and rehabilita-

tion context.

(2) In the

rehabilitation

context, recy-

cling and reuse

of asphalt that

has exceeded

its design life

is now the

norm and com-

prises up to 50% of the new mix

in some cases.

This saves cost and makes a

valuable contribution to saving our

natural resources.

(3) The cost-effectiveness of

In terms of the marketplace, Much

Asphalt is positioned to supply a

large variety of asphalt products

for all types of roads, from short

access roads to commercial park-

ing areas, tennis courts, private

developments and factory yards,

as well as pedestrian walkways

and domestic driveways, municipal

streets, provincial proclaimed

roads and national freeways and

highways. Much Asphalt also

has the capacity and capability

to design and supply complex

asphalt mixtures to airports and

runways of all sizes.

The company applies special-

ist technologies to provide

high-stress resistant asphalt for

industrial flooring, including fac-

tory flooring, road transport stor-

age depots, military bases for

tanks and cable yards for electri-

cal equipment.

With regard to accreditations,

Much Asphalt is SABS ISO 9001

(2008) Quality Management

Systems listed and a SANS

17025 (2005) accredited test-

ing facility, as well as a Level 3

B-BBEE contributor.

Recycling and reuse of asphalt

that has exceeded its design life is

now the norm and comprises up to 50% of the new

mix in some cases

PANEL DISCUSSION

Gauteng Freeway Improvement

Project

The long and winding road

Almost three decades of experience in road projects lays testament to a solid reputation for innovation and effectiveness. It proves that Zebra Surfacing is a sought after provider of black top surfacing, road rehabilitation and road maintenance services to the public and private sector. For more information contact us at: T +27 (0)21 761 3474 E [email protected] www.zebrasurfacing.co.za

DECADES OF GREAT HITSSince 1984

PANEL DISCUSSION


Cite the top two biggest municipal projects undertaken by Zebra Surfacing?In terms of complexity and the

sheer scale and visibility of work,

the two projects that spring to

mind are the sur faced routes

associated with the new Cape

Town Stadium and associated

works, and the sur facing works

on the Integrated Rapid Transit

corridors, which is still ongoing.

The sur facing around the new

stadium was per formed under

immense pressure in terms of

deadlines

and at a

time when

previously

unheard-of

volumes of

construction

work were

taking place

simultane-

ously. The

IRT system was subject to simi-

lar deadlines linked to the 2010

World Cup tournament and some

innovative products were called

for and supplied, including a vari-

ety of texture treatments

and colours.

With regard to road/pavement construction,

Q What is your core business function?JP Zebra Surfacing provides black

top surfacing, road rehabilitation

and road maintenance services to

the public and private sector.

What are the main reasons for bitumen's dominance in the local road industry?The adhesive and waterproof-

ing properties of bitumen have

reportedly been used since the

third millennium BC. What makes

bitumen unique is its viscoelas-

tic properties, which enable it

to operate in some ways like a

thick liquid and in some ways

like an elastic. To date, we have

been able to use bitumen in

combination with graded aggre-

gates and other components to

produce asphalt layers and seals

that are able to cope with almost

any traffic loadings. It is impor-

tant to note that sur face seals

are designed purely to protect

the underlying granular layers

and do not provide any structural

strength. Asphalt, on the other

hand, can provide the structural

strength to replace failed layers

in a pavement structure, which

makes it ideal for rehabilitation

and maintenance.

The inconvenience to road

users resulting from an asphalt

maintenance or rehabilitation

operation is a fraction of what

could be expected from the

replacement of granular layers.

The only other sur facing material

that provides a significant chal-

lenge to asphalt is concrete and

there have been recent attempts

to develop thinner, stronger con-

crete layers to try and compete

with the cost of asphalt sur fac-

ing while providing a more dura-

ble sur face. The asphalt industry

is watching these developments

with keen interest, but does not

expect to see significant changes

JONATHAN PEARCE – Technical manager – ZEBRA SURFACING

in the volume of bitumen and

asphalt used.

What are the challenges facing the road industry and what new developments are currently under way? The high cost and tenuous

availability of aggregates and

bitumen have featured in the

media recently and there is

still no real consensus on the

long-term solution for these

issues. Rapidly increasing traffic

volumes and vehicle loads are

placing ever-increasing strain on

road networks

and sur faces

that were never

designed to cope

with them. There

has also been

a significant

loss of skills

and expertise

in the construc-

tion industry in

general. With the road construc-

tion industry possibly being the

least attractive of all construc-

tion disciplines, this has hit hard

right where the rubber meets

the road! Zebra Sur facing has

worked hard at retaining and

developing skills, and I believe

we are uniquely placed as an

experienced sur facing contractor

with the right mix of experience

and innovation.

Keeping up with international

best practice and new products

and processes has always been

important to us, and a strong

focus on research and develop-

ment continues to be one of our

strengths. This includes continu-

ing interest in the development

of warm-mix asphalt, high modu-

lus asphalt and the increased

use of reclaimed asphalt.

what solutions can you offer

municipalities in terms of cost-effective and quality service?Some municipalities are com-

pletely overwhelmed by the

backlog in road maintenance.

Coupled with a serious skills

shortage at construction and

management level, this can lead

to a situation where infrastruc-

ture managers find it hard to

quantify the problem and budget

requests are hard to justify.

Zebra Sur facing provides a

comprehensive service that can

include any or all of the follow-

ing: preparation of a tender docu-

ment suitable for maintenance

and reseal operations, physical

assessment of roads and pro-

duction of budget estimates, the

engagement and development of

emerging contractors, and pro-

fessional application of proven

sur facing materials by skilled

and experienced personnel. In

addition, Zebra Sur facing has

developed a range of sur facing

products specifically to address

the issues that have become

common in our experience, such

as the cost-effective resur fac-

ing of lightly trafficked roads

and restoring skid resistance to

higher-speed routes.

Surface seals are designed to protect

the underlying granular layers

and do not provide structural strength


Municipal roads –

MicroPave operation

You

can

now

mak

e 15

% m

ore

bric

ks w

hen

you

buy

impr

oved

PPC

Sur

eBui

ld 4

2,5

N c

emen

t. Su

reB

uild

42,

5 N

Cem

ent

has

impr

oved

stre

ngth

pro

pert

ies

whi

ch a

llow

you

to

mak

e at

leas

t 15

% m

ore

bric

ks o

r bl

ocks

of

the

sam

e st

reng

th, c

ompa

red

wit

h th

e sa

me

amou

nt o

f re

gula

r 32,

5 N

gen

eral

-pur

pose

cem

ent.

Imag

ine

how

muc

h fu

rthe

r you

r vis

ion

coul

d go

wit

h 15

% e

xtra

.

For m

ore

info

rmat

ion

call

our t

oll-f

ree

line

on 0

800

023

470

or v

isit

ww

w.p

pc.c

o.za

TJDR48741

PANEL DISCUSSION


the most economical option.

Historically, South Africa has fol-

lowed British design practice in

many fields of engineering and

‘modern’ concrete pavements

only developed in Britain after

World War II. In Germany and the

United States, however, there is a

much longer history of successful

use of concrete pavements. The

first concrete

freeway in

South Africa

was only con-

structed in the

late 1960s,

and one can

see that since

then there

has been

quite extensive use of concrete

for heavily trafficked routes in

KwaZulu-Natal and Gauteng. The

credit for this must go to the work

done by the C&CI, by Louis Marais

and Bryan Perrie in particular.

PPC encourages the promotion of

concrete paving – and concrete

block paving – through its support

of the C&CI and the Concrete

Manufacturers’ Association.

What are the challenges facing industry, and what

Q What is your core business function?SC PPC’s core business function

is the manufacture of cement,

lime and aggregates. The company

manufactures Portland cement,

CEM I 52.5 N, under the trade

name OPC; Portland composite

cement, CEM II B 42.5 N, under

the trade name SureBuild; various

lime products; ground-granulated

corex slag in the Western Cape;

and aggregates in the Gauteng

area. It also manufactures cement

in Zimbabwe and Botswana, and

supplies aggregates in Botswana.

PPC is the largest cement manu-

facturer in Southern Africa.

Although concrete has been hailed as a sustainable construction material due to its long lifespan, its initial manufacturing cost is still cause of concern. How true is this statement?I don’t think the initial manufac-

turing cost of concrete is too

much of a cause for concern. One

has to cost a pavement over its

STEVE CROSSWELL – Technical support manager (Coastal) – PPC CEMENT

lifetime, including all maintenance

costs and salvage value, if any.

Depending on traffic loadings, soil

conditions and location, concrete

pavements will be either the most

economical option or they won’t

be. I think a greater cause for

concern at the moment is the

shortage of bitumen, which is

causing serious delays and cost

overruns on many

current projects.

As far as the sus-

tainability of con-

crete is concerned,

the Cement and

Concrete Institute

(C&CI) has recently

published a book

called Sustainable

Concrete, which is available for

download at no cost on its web-

site: www.cnci.org.za.

Concrete seems to lack dominance in the South African road construction industry. Why is this so?The reasons are partly his-

torical and partly practical in that

concrete paving is not always

new developments are currently under way?I believe the main challenges will

be skills and project manage-

ment issues rather than materi-

als issues. The main problem, in

my opinion, will be finding suit-

ably qualified and experienced

people to manage projects, both

from the contracting side and,

probably more critically, on the

clients’ (mostly government)

side. As far as PPC is concerned,

the company is investing heavily

in training and details can be

found on our website at www.

ppc.co.za and in our annual

report, which is also available on

the website.

Briefly outline PPC’s involvement in the Western Cape Expansion (Riebeeck Project).It is solely a PPC project to

replace old capacity. This is to

ensure that there is modern,

efficient and environmentally

friendly capacity to ensure sup-

ply for all development in the

Western Cape.

The project is on track and

details can be found on our web-

site and in our annual report.

I don’t think the manufacturing

cost of concrete is too much

of a cause for concern

PPC’s De Hoek factory where kiln 6 is being upgraded as part of PPC’s Western Cape capacity expansion plan




comes into play: aiding in alleviat-

ing the problems associated with

temperature differentials.

What other products are available in the Roadtec range?Roadtec offers an extensive line

of pavers that we consider to be

the most reliable and maintenance-

free pavers in the industry. They

are simply

designed and

well balanced for

maximum trac-

tive effort and

can be equipped

with a variety of

screeds, all with

electric heat as

standard equip-

ment. Products

include asphalt

pavers, asphalt

screeds, transfer

vehicles, milling machines, in-place

recycling and brooms. Each prod-

uct features different machines

designed to specification. Full

product information, descriptions

and specifications are available on

www.roadtec.com.

With regard to parts and services, what support is

Q What is your core business function?PV Osborn provides the world

mining and quarry markets with

a full range of crushers, feeders,

screens and conveyors. We are

reputed to be one of South Africa’s

foremost materials handling con-

tractors, and we also specialise in

skid-mounted crushing and screen-

ing plants. In addition, Osborn is

the official South African original

equipment manufacturer (OEM)

dealer for Roadtec – supplier of

the Shuttle Buggy materials trans-

fer vehicle (MTV). Roadtec is a

part of Astec Industries, a corpora-

tion known as a world leader in

asphalt technology.

Ageing road infrastructure is a huge cause for concern. What developments/technologies can assist with this problem?The SB-2500 Shuttle Buggy MTV,

the biggest in its range, can store

and transfer hot-mixed asphalt

material from a truck to a paver

for continuous paving. A patented

anti-segregation auger remixes

materials just before they are deliv-

ered to the asphalt paver. The 25 t

surge capacity of the Shuttle Buggy

MTV allows trucks to unload mate-

rial immediately and return to the

PEET VENTER – Product sales manager – OSBORN*

asphalt plant – adding that extra

convenience and time-saving factor,

which is essential in road construc-

tion. According to a case study

documented with the Washington

State Department of Transportation

(USA), “The detrimental effects of

low compaction temperatures or

aggregate segregation have been

documented for at least 40 years.

Lower compaction temperatures

are directly related to an increase

in air void content, which decreas-

es the strength

of the paved road

surface. Even

with a perfect

mix design, if the

mix is not prop-

erly compacted

in the field, the

final product will

not last for its

intended length

of time.”

The study

also found that

although no one single piece of

equipment or operation will guaran-

tee that temperature differentials

will not occur, techniques can

be utilised to offset the effects

of the temperature differentials.

This is where the intelligent store

and immediate transfer of hot-mix

asphalt and anti-segregation mix-

ers on the SB-2500 Shuttle Buggy

"If the mix is not properly

compacted in the fi eld, the

fi nal product will not last for its

intended length of time”

Right The infrared photographic evidence of paving with and without a Shuttle Buggy MTV. The photo at the top is without a Shuttle Buggy, the bottom with a Shuttle BuggyBelow Another successful commissioning of the Shuttle Buggy MTV in South Africa

offered by Roadtec?Full support is provided by Osborn

for all Roadtec units sold in

RSA and neighbouring African

Countries. In addition, service

procedure documents for the

Shuttle Buggy are available for

download on the Roadtec website.

These include hydraulic pressure

settings, engine fault code diag-

nostics, brake release procedure,

lower procedure and manual

hood raise procedure. In addition,

Roadtec also maintains a com-

plete supply of replacement parts

for Roadtec and competitive brand

equipment, as well as a parts

catalogue for competitive branded

parts. Even more impressive is

the Roadtec Rebuild service, which

offers the following:

• rebuild all major brands of

pavers, MTVs, cold planers

and stabilisers

• rebuild components of all

equipment

• rebuild equipment

• technical training programmes

to help staff assess wear and

performance

• complete component exchange

programmes for conveyors,

hydraulics and more

• machine updates and aftermar-

ket upgrades.

*Official OEM dealers for Roadtec

in South Africa

PANEL DISCUSSION

SASTT contact details:

Web: www.sastt.org.za

President: Andries Lötz

Tel: (011) 688 1483Fax: (011) 688 1524

E-mail: [email protected]

Honorary director: Joop van Wamelen

Tel: (012) 567 4026 Fax: 086 668 4026

E-mail: [email protected]


- Asset management data collection - Conditional pipe assessment - GIS mapping - CCTV pipe inspections - Sonar pipe Inspections - High pressure Jetting - Intrusion Cutting

Call :

Web : www.camjet.co.za Email : [email protected]

For those who want to see what lies beneath….

Durban: 031 579 2240

Cape Town: 021 680 0676076 403 7320

SASTT

No-Dig India Summit 2012

THE EVENT is one of a series of regional

education and training events organised

by ISTT. The conference features the

ISTT Trenchless Masterclass – a programme

of presentations by international experts Dr

Samuel Ariaratnam and Dr Dec Downey, who

will share their expertise on a broad range of

trenchless installation and repair techniques.

The programme will also include practical

examples of case studies to complement the

masterclass topics.

“India’s programmes to modernise its

underground utility systems present exciting

opportunities for the trenchless industry to

introduce new products and techniques in

this rapidly expanding market,” comments

Ariaratnam, chairman of ISTT. “The master-

class programmes have been extremely well

received in other countries and we are look-

ing forward to presenting to a new audi-

ence in India where early indications suggest

that a top-quality educational programme will

be welcomed.”

No-dig India Summit 2012 is organised

on behalf of ISTT by UK-based Westrade

Group Ltd.

For more information visit www.no-digindia.com.

The International Society for Trenchless Technology (ISTT) has announced that No-Dig India Summit 2012 is to be held in Bangalore, 14 to 15 May this year.


SWAG LININGTM

Swagelining is an interactive tight fitting HDPE liner

extending the service life of pressure pipes and is suitable

for the rehabilitation of:

Sewer Pumping Mains

Water Distribution Mains

Petrochemical & Gas pipelines

Mine Tailings pipelines

Tel: 011 906 8000 [email protected] www.rare.co.za

EXTENDING THE FRONTIERS IN POLYMER LINING APPLICATIONS IN CHALLENGING ENVIRONMENTS

SASTT

Over the past couple of years, the Rare Group has undertaken numerous Swagelining projects for the mining sector across the continent.

MINES IN AFRICA have limited

resources in terms of reliable local

service companies, so they often

make use of South African companies that hap-

pen to be on site and have the necessary skills

and equipment to help out with engineering

problems beyond the scope of the work they’re

there to do in the first place.

“Our involvement in Africa began when we

installed a new Swagelining slurry pipeline at a

mine near Kolwezi just over a year ago,” says

Rare operations director Wally van Coller.

“Mine management was so satisfied with

the service they got from us that they asked

us to do a couple of other small jobs since we

had the people and equipment on site. This

rapidly escalated into bigger projects and

today we have over 100 people employed at

SWAGELINING

Rare Congo, our affiliate company at Kolwezi,”

explains Van Coller.

Swagelining technology is used for corrosion

prevention and life extension of new and exist-

ing pipelines used in a range of industry applica-

tions, such as mining slurry, gas, potable water,

sewage, water injection, crude oil, cement

and chemicals.

The Swagelining system is the insertion of

liners into pipelines of up to 60” (1.52 m)

in diameter for structural and non-structural

applications.

It works by installing a tight-fitting polymer

liner into new or existing pipelines by design-

ing and constructing a liner that has an out-

side diameter slightly larger than the inside

diameter of the pipe to be lined. The aim is

to maximise pulling lengths, which in turn

leads to reduced numbers of connections and

excavations. The Swagelining technique uses a

naturally reverting recovery system after instal-

lation. The liner is installed into a host pipe by

pulling it through a reduction die using a winch,

which temporarily reduces its diameter, allow-

ing for easy installation.

Once it is pulled completely through the

pipe, the pulling force is removed and the liner

returns to its original diameter, pressing tightly

The aim is to maximise pulling lengths, which leads to reduced numbers of connections and excavations

Looking down a 870 m section of rehabilitated pipeline

Pipeline technology popular in Africa


Our range of services include:

• Pipe Bursting

• Horizontal Directional Drilling

• Pipe Rehabilitation

• Slip Lining

• Pipe R ming

• CCTV Inspection

• Dewatering

• Industrial Pipe Cleaning

• HDPE Welding

• Deep Excavation and Shoring

• Underground Service Detection

• Close-fi t lining: COMPACT PIPE

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

Trenchless Technology Specialists

against the inside wall of the host pipe. The

tight-fitting polymer liner results in a flow capac-

ity close to that of the original pipeline.

The Swagelining system uses high-density

polyethylene liners (HDPE), which offer a range

of benefits to the mining industry with regard to

asset integrity. The polymer is highly resistant

to abrasion, which increases the lifespan of

the pipeline. The smooth surface of the poly-

mer liner decreases resistance, which reduces

the overall power consumption required to run

the pipe. By rehabilitating existing corroded

pipelines with structural liners, the liner can

take the working pressure off the pipe. This

can result in significant cost savings and opera-

tional efficiencies for the pipeline operator.

“Naturally, these projects are more than just

pipes and pipelines,” adds Van Coller. “Besides

partnering with a local company which does

the civil work, we had to tap from our in-house

experience or employ people who could do the

work required. For example, we’ve just com-

pleted a large ore-pass 500 m underground

for this opencast copper mine, which also

has an underground shaft. Although this was

outside the scope of our usual work, we simply

employed people who could design and install

the civils, wear linings and conveyors systems

to complete the job in seven months – a third

of the time that a previous contractor took to

build an ore pass.

New pipeline work, installed above or below

sur face, as well as pipe rehabilitation, is

mostly undertaken with Swagelining technol-

ogy, a method of lining steel pipe with a HDPE

liner to extend pipe life far beyond steel pipe’s

normal life expectancy, especially in the case

of slurries.

“We have the sole right in Africa to this British

technology,” says Van Coller. “Originally, it was

developed to rehabilitate leaking cast iron gas

piping in England. Today we use Swagelining

technology on all types of applications where

corrosion and abrasion impacts dramatically

on pipe life.” The traditional method of rehabili-

tating a pipeline is to dig it up and replace it,

which incurs a major expense and is extremely

difficult in the case of old pipe that may now

run under built-up areas.

“Depending on the condition of the pipeline

we can either use the Swagelining process or

the CIPP (cured in place pipe) process to re-line

the inside of the pipe to extend the pipeline life

another lifetime,” explains Van Coller.

“The Swagelining process applies tight fit or

inter ference fit HDPE liner inside the pipe in

situ to protect it from further corrosion while

cathodic protection will protect the outside.

This lining with its lower friction improves flow,

which in turn reduces the power requirement

from the pumping side.

“We’ve just completed a 900 mm diameter

concrete sewerage pipeline in Port Elizabeth,

but CIPP technology can also be used to fix

leaking steel, asbestos and fibreglass water

pipelines,” adds Van Coller.

“The CIPP process is mainly for larger diam-

eter pipe and consists of a process where a

‘sock’ of special needle-punched polyester

material soaked with tailor-made resins is

pulled through the pipe, followed by either hot

water or steam to cure the resin in the sock to

form a new liner.” These liners can also struc-

turally restore the original pipe.

All these technologies are brought to custom-

ers through a total cost of ownership scheme,

which the Rare Group calls the Xtender man-

agement programme.

“Our business model is unique in that we not

only supply all the equipment you need to get

water from the dam to the tap in your home,

but we’ve introduced several technologies to

rehabilitate systems cost-effectively,” states

Van Coller.

This lining with its lower friction improves fl ow, which in turn reduces the power requirement

SASTT

Pipeling rehabilitation under way

NEWS

We take this opportunity to invite you to purchase this collectors item:

ORDER FORM

For Invoicing purposes:Name:_ _____________________

Address: ______________________

______________________

______________________

Postal Code: ______________________ VAT Number:_________________

Contact No:_ _____________________E mail ________:_ ______________

Number of Hard Copies @ R455.00 Including VAT _________

Number of Soft Copies @ R200.00 Including VAT _________

Please complete and return to IMESA at fax - 0312 66-5094 or email – [email protected]

An journey through time RefelectionsContact IMESA at 0312 66-3263f or more info.

IMESAIMESA

VAT Number:


Please outline your studies in detailI initially started my studies at the

University of the Witwatersrand

where I was offered a full bursary

from the university for my first

year as a result of my academic

achievements at high school and

completed my first year there.

I completed my studies at

University of Johannesburg. I

ended last year having achieved

IMESA bursary student plans his futureScylagh Clunie received an award for achieving the highest overall marks for five major fields in his final year. IMIESA catches up with him.

the highest overall marks for

the five major fields of study-

ing in my final year. These were

urban hydraulics, geotechnical

engineering, project management,

structural engineering as well as

urban management.

When did you receive the IMESA bursary? I received the IMESA bursary for

the last three years of my studies.

Are you currently employed? I am currently working for Klunene

cc. We specialise in stormwater,

road, sewer and water design .

What are your professional ambitions over the next five years?I want to stay with Klunene cc

for at least five years and to regis-

ter professionally.

What, in your opinion, are great engineering feats accomplished in the last decade? The Water Wheel in Falkirk,

Scotland, is one of my favourite

engineering feats. It’s a rotational,

boat-moving structure that links

two canals that are on two

different levels. The principles

used in balancing the two arms of

the structure are exquisite.

IMESAIMESA


NEWS

IMESA’s coffee table book, Reflections, was launched at last year’s conference to coincide with the institute’s Golden Jubilee celebrations.

IMESAIMESA

THE BOOK PROVIDES a comprehen-

sive history of IMESA from its found-

ing through to its standing today. The

author, Professor Johannes Haarhoff, has

combined his 35 years of experience in

engineering and his passion as a historian to

outline in great detail various insights into the

history of municipal engineering.

This ar ticle is the first of a series outlining

the content of the book.

The need for municipal engineeringThe fate of the municipal engineer is inextrica-

bly linked to the efficiency of local government

and the public recognition of its authority.

The 19th century in England provides an

ideal example of how the structures of local

government first had to be established before

the engineers could tackle the unprecedented

overcrowding and unsanitary conditions in

the cities.

The South African War (1899-1902) was a

catalyst for the orderly evolution of local gov-

ernment in South Africa. During reconstruction

effor ts after the war, engineers from England

were called on for assistance and a large num-

ber decided to stay on – making South Africa

their new home.

Consequently, at the turn of the 20th century

the majority of municipal engineers in South

Africa were originally of English descent. By

1905, there were enough members of the

Association of Municipal Engineers in the

country to warrant the formation of an African

District within the association.

The formation of the AMSEIn 1873, the Association of Municipal and

Sanitary Engineers (AMSE) held its inaugural

meeting at the Institution for Civil Engineers

in London. By 1898 the association had a

membership of 877 and by 1922 this number

had ballooned to 3 202. This remarkable

growth was as a result of England recognising

that specialised disciplines had risen from

parent institutions. By this stage the Sanitary

Refl ections A journey through IMESA

Institute had been formed in addition to the

likes of:

• Institute of Sanitary Engineers

• British Association of Water Engineers

• Association of Managers of Sewage

Disposal Works.

Municipal progress in South AfricaThe urbanisation of England began in the

middle of the 18th century; in South Africa

it began around 100 years later. The urban

centres outside of Cape Town were small and

few amid the largely rural and agricultural

economy.

However this changed rapidly with the dis-

covery of diamonds in Kimberley (1876) and

gold on the Witwatersrand (1886). Large

communities sprang up overnight and there

is a plethora of evidence that unsanitary and

chaotic conditions in these mining towns pre-

vailed. The development of local government

under these conditions was impeded and

proved to be a long and painful process. The

development of water supply and sanitation in

most urban centres in South Africa followed a

consistent pattern of bitter political rivalry and

fierce resistance by inhabitants to sanitary

reforms that would be considered self-evident

today.

The role of the municipal engineer during

these formative years has only recently been

studied in some detail. The early municipal

engineers often seemed to have borne the

brunt of public frustration with urban prob-

lems not necessarily related to the provision

of proper municipal services. Anecdotal exam-

ples include:

• Emil Lutz, the first town engineer of Pretoria,

was accused in 1897 of exceeding his

powers in the awarding of tenders. When

his conduct was investigated it was found

that to be an unclear definition of his

responsibility.

• The first town engineer of Johannesburg,

WH Miles, had his salary reduced by 50%

through no fault of his own – the city expe-

rienced financial problems in 1890. He

was then forced to take on the additional

duties of health inspector for no extra remu-

neration. When it was pointed out that Miles

could not possibly cope with this workload,

President Kruger himself suggested he be

fined if he did not cope. Unsurprisingly,

Miles was fired in July 1892 for not properly

discharging his duties.

• Miles’ successor, GR Grey, was fired one

year later for recommending a tender that

was not the lowest, but motivated by other

reasons.

Despite these political problems there is

evidence of an informal network among the

technical officers of the different cities. In

1891 the health committee of Johannesburg

engaged other large cities about their sani-

tation systems for comparison. In 1898,

Durban’s town engineer visited Pretoria to give

advice on the selection of road-building materi-

als, the best method to construct sidewalks

and to give an opinion on an effective drainage

system for the city.

A year later, a deputation from Pretoria

visited Cape Town and Bloemfontein to gain

municipal experience from their peers.

Professor Johannes Haarhoff, author of Reflections, signs a copy of the book for

Debbie Anderson of IMESA head office at the 75th IMESA Conference and Exhibition



SAPPMA hosts 3rd annual golf day

A TOTAL OF 72 players took to the field

on a warm and sunny Friday morning

– happy to be out of the office and to

spend a perfect summer’s day with friends and

colleagues in the plastic pipe industry.

“Our golf day grows in numbers, popular-

ity and enthusiastic support each year,” says

SAPPMA chairman, Jan Venter.

Above left The winning team were from Global Plastic Welding. Seen here with Louise Muller of SAPPMA are Meyndert de Klerk, Gary Enslin, Craig Hanekom and Eugene Greyling

Above right The Protea Polymers team finished in 2nd place and included Jehiel Lawrence, Pieter Swart, Simon Morgan and Ken Morgan

Above Nyami Mandindi, the new CEO of SSI Engineers and Environ-mental Consultants

“This year we had 18 teams consist-

ing of SAPPMA members and their clients

socialising and networking with each other.

New CEO for SSI Engineers and Environmental Consultants

SSI IS A member of the DHV Group

– an engineering group with global

influence, operating in 30 countries

through 75 offices. Mandindi succeeds Naren

Bhojaram, who has been promoted to the

position of regional director Africa for the

DHV Group. Mandindi intends to entrench the

economic, environmental and social relevance

of infrastructure projects that SSI Engineering

and Environmental Consultants u ndertakes.

These get-togethers have proven their worth

in boosting industry morale and forming last-

ing partnerships.”

CHARLENE LAMB joined Lafarge late last year. She studied communica-

tion in South Africa and public relations at the University of California, Los Angeles, in the United States.

New communications manager for Lafarge Cement

The Southern African Plastic Pipe Manufacturers Association (SAPPMA) recently hosted its third annual golf day at the Irene Country Club.

SSI Engineers and Environmental Consultants (SSI) has officially announced Nyami Mandindi to be the new CEO of the company.

Her desire is not only for SSI to implement hard-

core engineering, but to ensure that the execution

of projects speaks to the dreams and aspiration

of the people of South Africa. Engineering excel-

lence needs to address social and community

needs if the challenge of increasing urbanisation

is to be addressed intelligently.

PEOPLE & EVENTS


PRODUCTS & SERVICES

Culverts for Sishen South railway

WITH ITS national footprint of fac-

tories, Rocla’s ability to produce

high volumes met the customer’s

demand for 100 t of SATS culver ts per day

required for stormwater drainage beneath the

railway line. This contract was challenging for

Rocla, specifically during the winter months,

when temperatures reach below 0°C and long-

er curing periods are required. The company

added a nightshift team at its Karoo factory to

meet the tight deadlines of the contract.

A view of culverts being positioned “The contract specified for culverts with a fill

height of 5 to 10 m and thicker deck and leg

requirements. During the contract, there was

an adjustment that influenced our planning in

that different moulds had to be utilised. Due

to Rocla’s flexibility to customise our products

to suit customer’s needs, our various facilities

were able to adjust the production schedule in

order to meet the delivery demands,” explains

Andre Pienaar, business manager at Rocla.

Rocla has been awarded the contract to supply SATS culverts for the Khumani Mine Key Expansion Project and Postmasburg siding of the Sishen South railway upgrade project.

Plug-in seals now available

UNLIKE WITH dry installed

equipment, any fluid that

manages to leak through

the seals will accumulate in the

pump or mixer and cannot be

drained in operation. The result-

ant seal leakage will always cause

numerous problems.

Flygt Plug-in seals are thorough-

ly pretested for tightness before

deliver y. All double-seal compo-

nents are supplied and assembled

in a tandem arrangement incorpo-

rated into one single-unit assembly.

These seals feature robust seal rings and

are solid, with faces formed of the same

Both the seal faces and springs remain protected

The reliability of a submersible pump or mixer will always be as good as the reliability of its seal system.

material as the rest of the ring. The seals will

not warp as a result of temperature changes

and there is no risk of bi-metallic effect,

ensuring that seal faces do not lose shape

or separate from the ring.

The seal face is also protected from other

deformations caused by expansion or shrink-

age. This one-material design maintains a

high-quality seal over time, since the faces

cannot slip, become detached from the seal

ring or warp to a non-sealing shape.

The Flygt Plug-in seal is available from ITT.



PRODUCTS & SERVICES


and medium businesses, improve the qual-

ity of their own lives and contribute towards

uplifting the standard of living of their commu-

nities. Becoming a Level 2 B-BBEE contributor

falls naturally within the ambit of that phi-

losophy and becomes neatly aligned with our

corporate policies.”

AfriSam becomes Level 2 B-BBEE contributor

COMMENTING ON this significant

achievement, AfriSam chief executive

of ficer, Stephan Olivier, expressed

his satisfaction, pointing out that it was a

demonstration of AfriSam’s commitment to

being a responsible corporate citizen, intent

on contributing positively to the country’s

socio-economic development.

“Two of our main corporate values revolve

around ‘people’ and ‘planet’,” Olivier contin-

ues. “In obtaining B-BBEE accreditation, we

AfriSam places a high value on its people, based on the conviction that the company, its performance and successes are ultimately driven by people

focused substantial resources on the ‘people’

element as the company, its per formance and

success are, ultimately, driven by people.”

“It is this conviction that led us to develop

an intense corporate social responsibility pro-

gramme, with a primary focus on education

and conservation. Projects within this por tfolio

aim to empower and equip communities with

the knowledge, skills, tools and facilities nec-

essary to become self-reliant and sustainable.

This enables communities to develop small

AfriSam has been accredited by the National Empowerment Rating Agency (NERA) as a Level 2 B-BBEE contributor.

New skid steers and telescopic handlers

THE BOBCAT M-Series loaders feature

numerous improvements, including

more power ful hydraulics, improved dig-

ging and pushing power, increased hydraulic

horsepower, increased rollback angle and

increased fuel capacity for improved endur-

ance and productivity.

Refined hydraulics and the toughest, larg-

est drive chains deliver exceptional drive train

The new skid steers feature more powerful hydraulics and improved digging and pushing power, as well as increased hydraulic horsepower

durability, allowing the drive system to provide

a lot more tractive effort. The new Bobcat TL

range of telescopic loaders offers the best

possible performance in terms of engine power

and hydraulic pump capacities, while innovative

features deliver maximum productivity.

A full selection of attachments is available

for the new range of Telescopic Handlers,

offering the flexibility to do more with one

Bobcat Equipment South Africa recently launched the Bobcat M-Series skid steer loaders and the latest generation of telescopic handlers.

machine. Bobcat TL360 and TL 470 tel-

escopic loaders incorporate high-per formance

and fuel-ef ficient engines, combined with

refined and power ful, but smooth, hydraulic

systems.




DFC WATER has completed a R9.5 million valve supply order for

Qatar’s public works authority, Ashghal, which involves ship-

ping a second batch of 30 stainless steel Vent-O-Mat sewage

air release and vacuum valves to the Doha North sewage treatment

and pumping works.

The valves are identical to an initial batch of 30 valves shipped in

late 2010. All 60 Vent-O-Mats are being installed for pipeline protec-

tion. The Doha North sewage treatment and pumping works is the

largest greenfield wastewater treatment, water reuse and sludge

treatment project in Qatar. Designed to treat up to 439 000 m3 of

wastewater each day, the works will receive sludge from treatment

plants across northern Qatar, meeting the demand of West Bay, Al

Dafna, Al Khorayat and Umm Salal for the next 30 years and benefiting

an estimated 800 000 people. Treated water from the plant will be

used for industrial purposes, while by-products will be used as organic

fertilisers and as a supplementary green source of energy.

Lubrication system launched

PRODUCTS & SERVICES

HYDRAULIC HAMMERS require

a different lubricant to other

lubrication points on an excava-

tor, and are often disconnected

for use on other machines.

Even though hydraulic hammers are

mainly used for ‘rough’ work, they are

in fact sensitive devices that must be

handled very carefully when lubricated.

When a hydraulic hammer fails due to

inadequate or insufficient lubrication, the

outcome is, in most instances, very costly

as failures frequently take place during

a planned or scheduled operation and

cause interruptions at critical times.

Automatic lubrication systems on

hydraulic hammers are of vital importance to meet the exact stand-

ards and narrow time windows typically encountered in demolition

work. SKF has developed a new hydraulic lubrication pump, HS04,

specifically for hydraulic hammers.

New generation lubrication system solutions for hydraulic hammers from SKF

Valves for Qatar

ABOVE A batch of Vent-O-Mat valves for Doha North


High-effi ciency pump range launchedA new range of high-efficiency end-suction pumps for the agricultural and industrial markets, the FPS S-Series, has been launched by Franklin Electric South Africa.

THE FPS S-Series features sev-

eral upgrades and changes,

which include some industr y

firsts that will benefit the consumer in

South Africa.

“Our major focus is on high efficiency,

in line with our continuous improvement

programme, which will also have a positive

spin-off on cost of operation and total cost of

ownership,” explains Bryan Storrier, product

,

t

tive

cost of

product

manager at Franklin Electric South Africa

(FESA). By incorporating manufacturing

methods and materials that are used

throughout the world, FESA has been able

to raise the efficiency levels of the new

range significantly.

The PERI Group has successfully negotiated the takeover of Wiehahn Formwork and Scaffolding.

WIEHAHN has been one of the mar-

ket leaders in the South African

formwork and scaffolding industry

for over 40 years and the sole PERI distributor

for more than 10 years. Consequently, PERI

is already an established brand in the South

African market.

The know-how of PERI specialists and their

experience gained from projects worldwide will

give additional impetus for fur ther develop-

ment of solutions, systems and products for

the local market.

With the acquisition of Wiehahn Formwork

and Scaffolding, PERI is showing a great

deal of confidence in South Africa and Africa

given the depressed nature of global mar-

kets. The company does not only view this

acquisition as an opportunity to invest in

South Africa, but also to expand its presence

and business activities in additional African

regions. “The local management of Wiehahn

The FPS S-Series of pumps is now available

PERI is providing innovative formwork solutions to a large commercial building in the middle of Rosebank, Johannesburg. Slab tables provide edge protection with integrated soffit profile forming the architectural finish to the upturned soffit at the edge, and SKYDECK, the lightweight aluminium panel formwork system, was used for efficient production of the rest of the slab area

Formwork and Scaffolding has welcomed the

acquisition as a vote of confidence and a posi-

tive investment in the construction industry

in Africa. Wiehahn’s employees are excited

about joining the ‘PERI family’ and bringing

additional service offerings to their market

and customers,” says South African managing

director, Johan Cilliers.

PERI invests in Southern Africa

PRODUCTS & SERVICES


Integrated Waste Management PlansWaste Disposal StrategiesIdentification and permitting of landfill sitesDesign of General and Hazardous Waste sitesDesign of Solid Waste Transfer StationsDesign of Material Recovery FacilitiesOptimisation of Waste Collection SystemsAuditing of Waste Management FacilitiesDevelopment of Operational PlansClosure and Rehabilitation of LandfillsQuality Assurance on Synthetic LinersWaste Recycling Plans

Specialist Waste Management ConsultantsSustainable and appropriate engineering solutions with integrity and professionalism.

Jan Palm Consulting EngineersTel +27 21 982 6570 / Fax +27 21 981 0868 / E-mail [email protected] / www.jpce.co.za

Gansbaai Recycling Centre

Velddrif Transfer Station

Botrivier Drop-off

Hermanus Materials Recovery Facility

Vissershok Waste Management Facility

Stanford Drop-off

Shaping the future of mobilityWith its development of alternative drive systems, Daimler is investing in three technologies – hybrid drive, electric motors and fuel cells – with the goal of achieving emission-free mobility.

FOUR VEHICLE brands are concentrat-

ed under the Mercedes-Benz South

Africa Commercial vehicle stable.

These include:

• Mercedes-Benz trucks, which are synony-

mous with first-class product and service


PRODUCTS & SERVICES



INNOVATIVE AND COSTEFFECTIVE METHODS

FOR SOLVING YOURPIPING PROBLEMS

TODAY!CAPE TOWN- 021 380 4740

JOHANNESBURG- 011 975 2369/71

TOLL FREE- 0800 225 466

www.jetvac.co.za

S O U T H A F R I C A ®

DRAIN CLEANING - LIQUID WASTE SOLUTIONS - CCTV PIPE INSPECTIONS - PIPE REHABILITATION - PUMP HIRE

quality, cost-effectiveness, reliability and sus-

tainability. Whether the vehicle required is

for long-haul distribution or construction site

operation, Mercedes-Benz provides individual

and reliable solutions in the medium and

heavy-duty truck segments.

• Mercedes-Benz vans consistently invest in

new products and technologies. The Vito and

Viano range have been satisfying customers

for several years and new models, equipped

with BlueEFFICIENCY technology, meet the

highest standards of efficiency, economy, and

environmental friendliness. Another vehicle,

the Vito E-CELL, is the first series-produced

electric van on the market, making it the lead-

ing exponent of ‘green mobility.’

• Mercedes-Benz bus and coach. Offering bus

chassis and the Multego semi-luxury coach,

the OF1730 commuter bus, these buses are

specifically designed to meet South Africa’s

tough road conditions and play an integral part

in providing world-class transport services in

both the public and private sectors.

• In South Africa, Argosy is the vehicle of choice

for long-distance haulage. The Western Star

brand offers abnormal heavy-duty trucks,

which are primarily for use by owner-oper-

ators or small fleets. Western Star serves

market niches such as special and construc-

tion site applications as well as on-highway

long-haul transport.

• The Mitsubishi FUSO brand has made a name

Opposite page Fleet management is available through Charterway

Above left Daimler is exploring alternative drive systems as illustrated by the Vito E-Cell

Above An Axor application for the construction industry

for itself worldwide as a quality conscious

manufacturer. The vehicles developed and

produced by FUSO are not only of high quality,

they are also cost-effective and tailored to the

requirements of their application areas.

• Mercedes-Benz South Africa provides its

customers with a full range of automotive

financial services including financing, leasing,

insurance and fleet management.



PRODUCTS & SERVICES


Updated Fundamentals of Concrete available

THE BOOK is intended for students

of engineering, building management,

quantity surveying, architecture and

other practitioners who require a working

knowledge of the subject.

The new 308-page edition has been updated

and extensively expanded, and now covers

sustainability, concrete’s constituent materi-

als, the properties of fresh and hardened

concrete, mix design and proportioning, qual-

ity control and statistics, formwork, reinforce-

ment, manufacture and handling of concrete,

sand-cement mixes, appearance of concrete

and special concretes.

The updated, second edition of the Cement & Concrete Institute’s acclaimed reference book, Fundamentals of Concrete, is now available.

Red-hot red dot design THE AWARD SERVES as a seal of high

design quality from the world’s largest

and most distinguished design competi-

tion. The red dot product design awards 2011

honoured outstanding industrial design and

celebrated the team behind the concept. Only

the very best products, from 15 categories,

managed to convince the jury and this year

4 433 products were entered by designers

and companies from 60 countries worldwide.

The Volvo L220G was entered into the vehicle

category, where it was awarded a red dot prize.

The L220G wheel loader is part of Volvo’s new

G-Series range and stood out from the crowd

because of its fuel-efficient and productive

design, with 20% increased lifting force, 10%

improved breakout force and stronger hydrau-

lics. Entirely Volvo-designed, the machine works

in perfect, productive, fuel-efficient harmony.

The L220G wheel loader from Volvo Construction Equipment wowed a panel of design experts in Essen, Germany, to win a red dot award


PRODUCTS & SERVICES

Africa’s

leader in

natural

resource

and

development

solutions

Tel: +27(0) 11 441 1111 www.srk.co.za

Advanced composite cementsThe 20th century concept of so-called ‘pure’ Portland cement is rapidly becoming obsolete with the development of technologically advanced composite cements far more suited to visionary 21st century needs.

WE ARE CHALLENGED with balancing

the increasing demands of ever-

more sophisticated business and

industry needs with a fragile environment under

growing pressure,” Grant Neser, AfriSam’s

commercial executive, points out.

“We cannot afford to keep producing cement

with conventional technologies that generate

large quantities of CO2 emissions while we

have the option of using more technologically

advanced composite cements.”

AfriSam has become a globally recognised

leader in the production of these advanced

composite cements, which use by-products

from the steel manufacturing and coal-fired

power station industries, together with chemi-

cal activators, to improve the characteris-

tics and performance of traditional Portland

cement.

“For the past two decades, we have been con-

ducting extensive research and development

into the production of these advanced cements,

replacing the environmentally unfriendly clinker

and reducing our carbon footprint dramatically,”

Neser continues. “AfriSam has poured consid-

erable capital investment into upgrading its

production facilities to produce advanced com-

posite cements. As a result, we have been able

to reduce our clinker factor from a world aver-

age of some 90% to an average of 60%, with

reductions to as low as 35% for Eco Building

Cement, which is very environmentally friendly.”

According to Neser, using by-products such as

silica fume, pulverised fly ash and ground gran-

ulated blast furnace slag produces cements

which generate concrete with improved heat of

hydration, reduced porosity, improved strength,

durability and resistance to chemical attack.

“The slag, for instance, binds with chlorides

in coastal environments, protecting reinforcing

steel from corrosion. Lower heat of hydration

means that heat generation can be far better

controlled with bulk pours, reducing thermal

cracking and resultant porosity. In other words,

producing advanced composite cements ena-

bles us to control and improve the consistency

in the performance of cement to a greater

degree” he points out.

Top left Afrisam has reduced the clinker factor in its Eco Building Cement to 35% making it very environmentally friendlyTop right Afrisam has poured considerable capital investment into upgrading its production facilities to produce advanced composite cementsBelow For the past two decades, Afrisam has been conducting extensive research and development into the production of advanced composite cements

The Blue Drop Guide in partnership with the Department of Water Affairs will publish in July an in-depth look at the various municipalities that have been awarded Blue Drop Status for 2012. As a service provider, who has assisted in helping these municipalities achieve Blue Drop Status, this publication is a platform for you to showcase your products and services that were used to improve the quality of the drinking water of the municipalities.

Take advantage of this unique opportunity and showcase your product and services that has helped municipalities achieve Blue Drop status.

Drinking Water Quality (DWQ) Management Information Visit the Blue Drop System (BDS) at www.dwa.gov.za/bluedrop

bl eeeeeeeeeeeeeeeeeue ananandddddddddddddddddd g nnnnnnnnnnnnnnnnnnn pppppppppppppppppop 2 0 1 1

bblblblblblblblblblblblblblblblblblblblueueueueueueueueueueueueueueueueueuebbbluuueeblblblblblblblblblblblblblblblblblblueueueueueueueueueueueueueueueueueuebbluuee a dananananananananananananananananandddddddddddddddddaaannddddanananananananananananananananandddddddddddddddddaaand gggrreeeenngrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgreeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeennnnnnnnnnnnnnnnnnnggrrreeeennngrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgrgreeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeeennnnnnnnnnnnnnnnnnngggrreeeenn dddrdrdrdrdrdrdrdrdrdrdrdrdrdrdrdrdrdropopopopopopopopopopopopopopopopopopdddddrroooppppdrdrdrdrdrdrdrdrdrdrdrdrdrdrdrdrdrdropopopopopopopopopopopopopopopopopopdddrroopp

The quality of your Drinking Water and

Wastewater Service is our concern

MEDIA

The quality of your Drinking Water is our concern

MEDIA

BOOK YOUR ADSPACE

BY 30 APRIL 2012 AND RECIEVE

A 10% DISCOUNT

TO ADVERTISE MEDIA

What impact has the Blue Drop Status had on the quality of drinking water in South Africa?


Bell welcomes Liebherr to the familyBell Equipment customers gathered at the Bell Equipment Sales Southern Africa head offices at Jet Park on 17 November last year for the official welcoming of Liebherr excavators to the Bell product offering.

THE SOUTH AFRICAN manufacturer

signed a distribution agreement in May

2011 with Liebherr, which will see Bell

distributing Liebherr’s tracked hydraulic exca-

vators ranging from 20 t to 85 t – the R906C

to the R974C – in the Southern African and

African markets.

At the launch, Bell Equipment chief executive

Gary Bell said the company was proud and

privileged to welcome Liebherr to its family of

alliance par tners.

“Our alliance par tners are strong interna-

tional companies the likes of John Deere,

with whom we have been closely affiliated

with for over 12 years, and Bomag, which is

recognised worldwide as a leader in compac-

tion equipment. One of the reasons that we

have been able to collaborate so well with

these par tners is because we are all like-

minded family businesses with the same fam-

ily values. I therefore have no doubt that we

will be able to develop a strong alliance with

Liebherr,” stated Bell.

“For many years we have been strategically

working towards offering a one-stop shop for

equipment solutions for our customers. By

having Liebherr as a par tner, we have fitted

the final piece into the puzzle. While our previ-

ous range of excavators per formed exception-

ally well for us, we were limited because there

wasn’t anything suitable to match our large

Bell ADTs, which are used in mining and large

construction projects. Now we are finally able

to offer our customer larger-sized excavators

that are ideal matches to the B35D through to

the B50D,” continued Bell. The display area at the event

PRODUCTS & SERVICES


INDEX TO ADVERTISERS

Aquadam 44

Aurecon 21

Aveng Manufacturing Infraset 66

Bell Equipment 83

Camjet 65

Cement & Concrete Institute 52

Colas 48

Corobrick 22

Dick King Lab Supplies 26

Dynamic Fluid Control 75

ELB Equipment 76

Elster Kent Metering 2

Eskom Holdings 38

Fibertex 47

Jan Palm Consulting 78

Jeffares & Greens 50

Jetvac SA 79

Kaytech IFC

Lafarge Industries SA 54

Le Blanc Jasco 32

Model Maker Systems 42

MPA Consulting Engineers 43

Much Asphalt 56

National Asphalt 34

Osborn Engineered Products 14, 15 & 62

PPC 60

Rare 67

Rocla 28

Sabita 30

SBS Water Systems 80

Spraypave OFC

SRK Consulting 81

SSI 31

Trenchless Technologies OBC

TT Innovations 69

TWP South Africa 25

UWP Consulting 20

Vermeer 68

WRP Consulting Engineers IBC

WSP Group 24

Zebra Surfacing 58

ATLAS COPCO’S FlexiROC T15 R drill

rig, which is used for a wide variety

of small-scale drilling jobs such as

preparing building sites and trench-

ing, has now considerably expanded its field

of application.

The reason is a completely new boom con-

cept that enables the rig to switch from down-

wards drilling to upwards drilling in one easy

Drill rig with rollover feed system

One of the smallest radio-controlled drill rigs in the Atlas Copco range has now become one of the most versatile thanks to an innovative rollover feed system.

operation. This procedure, called re-pinning,

takes just a few minutes and enables the rig

to be used in eight different configurations,

including toe-hole drilling at various angles,

upwards or downwards. The switch is also

safe to carry out as the feed beam is in a rest-

ing position while the re-pinning is being done.

“The FlexiROC T15 R is now even more valu-

able to have in the fleet,” says Erik Ahlström,

product responsible service engineer at Atlas

Copco Surface Drilling Equipment. “With a great

vertical coverage area of 18 m2, it can go from

drilling vertical holes to horizontal toe-holes and

then to upward drilling, for rock reinforcement

for example, all from the same setup.”

Atlas Copco FlexiROC T15 R drill is used for a wide variety of small-scale drilling jobs

PRODUCTS & SERVICES

300 000 metres of

TRENCHLESS PIPESuccessfully Installed

RENOVATE EXISTING PIPES BY:

INSTALLATION OF NEW PIPES BY:

Countrywide 08600 66 344

Documents

Imiesa April 2012