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I N F R A S T R U C T U R E D E V E LO P M E N T • B U I L D I N G • M A I N T E N A N C E • S E RV I C E D E L I V E RY
Roads Construction & Maintenance
Municipal Feature City of eThekwini
Solutions that work
AfriSam Infrastructure growth needs industry engagement Consulting Engineering De Lille promises big changes
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INSIDE
VOLUME 45 NO. 04 APRIL 2020 www.infrastructurenews.co.za
The official magazine of the Institute of Municipal Engineering of Southern Africa
I N F R A S T R U C T U R E D E V E LO P M E N T • B U I L D I N G • M A I N T E N A N C E • S E RV I C E D E L I V E RY
Municipal Feature
Roads Construction & Maintenance
City of eThekwini
Solutions that work
AfriSam Infrastructure growth needs industry engagement Consulting Engineering De Lille promises big changes
ISSN 0257 1978
V o l u m e 4 5 N o . 0 4 • A p r i l 2 0 2 0 • R 5 5 . 0 0 ( i n c l . VAT )
At AfriSam’s bi-annual National Budget post-analysis event, private and public sector leaders came together to review the current state of the economy and the outlook for construction. Richard Tomes, sales and marketing executive, AfriSam, discusses future scenarios. P6
FOCUS ON
eThekwini www.durban.gov.za
CONTENTS Shaping Durban
centre Africa’s leading convention Geosynthetic repairs follow pipeline excavation Together, providing proven engineering solutions
48 51 52 53
Durban 54 Point Precinct to transform
45 12
Regulars
Labour-intensive Construction
Editor’s comment President’s comment Index to advertisers
3 5 55
Cover Story
The economic powerhouse of KwaZulu-Natal, eThekwini Municipality aims to become Africa’s most caring and liveable city by 2030.
ROADS & BRIDGES Low-volume routes for rural communities
20
ROADS & BRIDGES Mastering retention and stabilisation
Infrastructure growth needs industry engagement
6
8 11 12 14
32
Trenchless Technology Trenchless pipeline rehabilitation: technical and practical considerations
MBR – packaged for success The socio-economic case for better water management
32
Global lining solutions for large infrastructure projects
Cement & Concrete
20
eThekwini
22 24
27
TRENCHLESS TECHNOLOGY Trenchless pipeline rehabilitation: technical and practical considerations
36 38
Geosynthetics
16 17 18
Governance De Lille promises big changes
30
Water & Wastewater
Roads & Bridges Rehabilitating Solomon Mahlangu Drive’s concrete pavement Forging a platinum link Low-volume routes for rural communities The road to success Panel Discussion South African Road Federation Afrimat Much Asphalt Mastering retention and stabilisation Kenzam Equipment to spearhead regional sales for Ammann plants Improving efficiencies through mechanisation
Employment is about dignity and life
43 44
WWTW integrity restored Green and compliant
Shaping Durban Africa’s leading convention centre Geosynthetic repairs follow pipeline excavation Together, providing proven engineering solutions Point Precinct to transform Durban
38
41
48 51 52 53 54
WATER & WASTEWATER The socio-economic case for better water management
IMIESA April 2020
1
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EDITOR’S COMMENT MANAGING EDITOR Alastair Currie SENIOR JOURNALIST Danielle Petterson HEAD OF DESIGN Beren Bauermeister CHIEF SUB-EDITOR Tristan Snijders CONTRIBUTORS Alaster Goyns, Muhammad Kader, Randeer Kasserchun, Robert McCutcheon, Annejan Visser PRODUCTION & CLIENT LIAISON MANAGER Antois-Leigh Nepgen PRODUCTION COORDINATOR Jacqueline Modise GROUP SALES MANAGER Chilomia Van Wijk FINANCIAL MANAGER Andrew Lobban BOOKKEEPER Tonya Hebenton DISTRIBUTION MANAGER Nomsa Masina DISTRIBUTION COORDINATOR Asha Pursotham SUBSCRIPTIONS subs@3smedia.co.za PRINTERS Novus Print KZN +27 (0)31 714 4700 ___________________________________________________ ADVERTISING SALES KEY ACCOUNT MANAGER Joanne Lawrie Tel: +27 (0)11 233 2600 / +27 (0)82 346 5338 Email: joanne@3smedia.co.za ___________________________________________________
PUBLISHER Jacques Breytenbach 3S Media 46 Milkyway Avenue, Frankenwald, 2090 PO Box 92026, Norwood 2117 Tel: +27 (0)11 233 2600 www.3smedia.co.za ANNUAL SUBSCRIPTION: R600.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR. © Copyright 2020. All rights reserved. ___________________________________________________ IMESA CONTACTS HEAD OFFICE: Manager: Ingrid Botton P.O. Box 2190, Westville, 3630 Tel: +27 (0)31 266 3263 Email: admin@imesa.org.za Website: www.imesa.org.za BORDER Secretary: Celeste Vosloo Tel: +27 (0)43 705 2433 Email: celestev@buffalocity.gov.za EASTERN CAPE Secretary: Susan Canestra Tel: +27 (0)41 585 4142 ext. 7 Email: imesaec@imesa.org.za KWAZULU-NATAL Secretary: Ingrid Botton Tel: +27 (0)31 266 3263 Email: imesakzn@imesa.org.za NORTHERN PROVINCES Secretary: Ollah Mthembu Tel: +27 (0)82 823 7104 Email: np@imesa.org.za SOUTHERN CAPE KAROO Secretary: Henrietta Olivier Tel: +27 (0)79 390 7536 Email: imesasck@imesa.org.za WESTERN CAPE Secretary: Michelle Ackerman Tel: +27 (0)21 444 7114 Email: imesawc@imesa.org.za FREE STATE & NORTHERN CAPE Secretary: Wilma Van Der Walt Tel: +27 (0)83 457 4362 Email: imesafsnc@imesa.org.za All material herein IMIESA is copyright protected and may not be reproduced either in whole or in part without the prior written permission of the publisher. The views of the authors do not necessarily reflect those of the Institute of Municipal Engineering of Southern Africa or the publishers. _____________________________________________
The way forward post Covid-19
T
he raging bush fires in Australia, melting icebergs, and extreme weather don’t come close to Covid19 in terms of its immediate local or global impact. It’s an unprecedented pandemic within the context of our modern-day experience. And it will certainly change the way we interact within our global community. An upside, hopefully, is that we will share and care more. Following the example of other countries worldwide, South Africa’s decision to go the lockdown route was a necessary and commendable one. How South Africa’s and the world’s economy will respond is yet to be determined. We’re already seeing a more unified and cooperative framework within our own political arena, and that’s excellent news. In a crisis, there’s no room for talk shops and posturing. Immediate action is required, and it’s happened on an impressive scale. Let’s apply the same ‘war room’ approach, energy and commitment in addressing service delivery backlogs in the aftermath of the virus by mobilising the Infrastructure Fund, rolling out the municipal District Delivery Model, and motivating and empowering the private sector.
The change agents Post Covid-19, we need a complete mindset shift and a new game plan. Major economic powerhouses like Germany, the UK and USA could face the prospect of short-term unemployment levels on par with South Africa’s. Since these countries are among our major investors and trading partners, the speed with which they bounce back will influence our own rate of recovery. As part of BRICS, perhaps China will also provide South Africa with financial assistance. With Moody’s now having joined the other leading ratings agencies in downgrading South Africa to junk status, the cost of borrowing will be even more prohibitive. Inevitably, we’ll need to look internally for our financial support and
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A New Deal for South Africa We need a New Deal like the one introduced by US president Franklin D Roosevelt to lift the USA out of the Great Depression during the 1930s. Within South Africa’s infrastructure space, vital vehicles for achieving this include the Department of Public Works and Infrastructure, the Department of Human Settlements, Water and Sanitation, and Sanral. Revitalisation plans also need to be in place for critical industries like agriculture, manufacturing and tourism. Government has referred to a Sovereign Wealth Fund and suggested that prescribed asset legislation be reintroduced. Realistically, though, tapping into privately held funds will depend on very clear policy certainty and absolute assurances that there’s a return on investment. Positively managed, billions of private-sector-held funds would then be injected. However, funding a build, own and operate project for a renewable off-grid power facility, a toll road or a wastewater treatment plant is only viable if investors get paid for services rendered. The vicious cycle of non-payment by consumers and municipalities must end. What this viral pandemic has reinforced is that actions have consequences. Going for ward, ever yone needs to take responsibility for the environment and society. Let’s get through Covid-19 and build a South Africa that’s sustainable for future generations. To do this, we must invest in infrastructure, upskill, reindustrialise and strengthen our export base.
Alastair To our avid readers, check out what we are talking about on our website, Facebook page or follow us on Twitter and have your say.
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funding. We also need to make sure that tax revenues are wisely spent.
AINTENANCE • BUILDING • M
NT R E D E V E LO P M E
Roads Const ructio & Mainte nance
n
V E RY • S E RV I C E D E L I
re Munic ipal Featuini City of eThekw
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Solution s that work
AfriSam growth needs Infrastructure t industry engagemen
Consul ting Engine ering
De Lille promises big changes
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IMIESA April 2020
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PRESIDENT’S COMMENT
IMESA
Let’s change for the better
W
e started the year facing the routine infrastructure challenges that have been on the municipal agenda for years. Now, on top of that, we have a completely unexpected one, following the arrival of Covid-19 at home and abroad. At the time of writing, the pandemic has escalated to levels that now need a massive intervention. Hopefully, the 21-day national lockdown that commenced from 23:59 on 26 March will stop the virus in its tracks. There are lessons to be learnt, and a hard price to pay going forward if we continue to ignore the obvious signs that nature sends us. The climate is fragile, and the way we interact with and depend on it for our future coexistence is in our hands. That includes the way we use and reuse water – our scarcest resource. In the light of Covid-19, that means exercising even more rigorous hygiene, but that’s problematic for the millions living in informal settlements. Some have access to community water points, and a lesser percentage have in-house supply. Additionally, very few have the luxury of conventional flushed sanitation, and so need to face the VIP toilets alongside their neighbours. It’s been like this for decades, compounded by the influx of South African migrants from rural areas in search of work in urban centres. We are also housing an increasing number of illegal migrants that continue to swell our burgeoning squatter camps. Government is addressing both issues, and on-the-ground municipal engineers are the critical change agents for effecting and
maintaining the infrastructure responses. As municipal engineers, our priority is to ensure that everyone has access to services. This crisis will certainly test our current and future preparedness.
Practical measures IMESA is committed to upskilling the engineering capabilities at all municipalities, since there are far too many gaps at present. We are achieving this through a range of cooperative initiatives, training courses and pilot studies. A recent example is a project jointly funded by IMESA and the Water Research Commission. Currently under way, its purpose is to develop a ‘Water Reclamation and Reuse Guide for Municipal Engineers’. Input is being invited from all relevant stakeholders. It’s critically important that there is a common understanding of the concepts and terminology used in the planning, implementation, operation, maintenance and management of water reuse schemes. During March 2020, we hosted an introductory workshop for the KwaZulu-Natal region at Durban University of Technology. This was led by Chris Swartz, the project leader, who presented on the need for reuse guidelines within the context of South Africa’s continued and widespread drought conditions. At the workshop, eThekwini Municipality also shared its own experiences on reuse projects, which include desalination. Providing an excellent platform for engagement, the workshop was attended by 23 water professionals. These comprised
municipal engineers, consulting engineers, Umgeni Water engineers, water reuse service providers, academia and researchers. We look forward to rolling out similar workshops in other parts of South Africa during the balance of 2020. Nothing in life should be taken for granted, which is why we need to be ready for all contingencies. Well-maintained infrastructure is the essential backbone of a well-functioning society. Covid-19 underscores this. Going forward in its aftermath, this will hopefully accelerate public and private sector investment in critical areas like health, public transport, housing, water and sanitation. Covid-19 certainly encourages far greater policy certainty. In the meantime, stay safe and well.
Randeer Kasserchun, president, IMESA
IMIESA April 2020
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Infrastructure growth needs industry engagement At AfriSam’s bi-annual National Budget postanalysis event, private and public sector leaders came together to review the current state of the economy and the outlook for construction. IMIESA speaks to Richard Tomes, sales and marketing executive, AfriSam, about future scenarios.
From a construction materials perspective, the industry also needs greater clarity on the unfolding implications of the Mining Charter,” he explains. “Eskom is also looking to impose high tariff increases on industry, which will put even more pressure on costs. So, as a major corporate citizen and employer, we need to make our voice heard,” he continues.
s the leading black-controlled construction materials group in Southern Africa, AfriSam plays a critical role in sustaining a vibrant building and civil engineering industry, both at home and within the broader African region. The latter includes operations in Lesotho, Swaziland and Tanzania. The current trading environment remains
SOEs and the cost of borrowing
A
Richard Tomes, sales and marketing executive, AfriSam, shares his views at AfriSam’s 2020 National Budget Breakfast
6
IMIESA April 2020
constrained, with South Africa slipping into a technical recession during Q1 2020. Year-onyear, the construction sector remains a negative contributor to GDP and trading conditions will continue to be impacted by a struggling global economy going forward. This has now been compounded by the unprecedented Covid-19 pandemic. “At times like these, focusing on common goals is imperative and AfriSam stands firm in its commitment to its customers, employees and communities to find workable solutions,” says Tomes. “As an executive team, we are engaging with government on key issues that affect us and our industry. These include fair and transparent legislation, protection from cheaper-priced cement imports, and measures to improve the ease of doing business in South Africa. “As a country, we urgently need to boost local and foreign direct investment. However, that will require far clearer policy certainty on pressing issues like the land reform debate.
At AfriSam’s 2020 National Budget Breakfast, two internationally renowned speakers provided their expert analysis. Dr Azar Jammine, director and chief economist, Econometrix, presented an overview of South Africa’s 2020 National Budget, with specific reference to the building and construction industry. In turn, Daniel Silke, political analyst and keynote speaker, presented on the topic, ‘South Africa 2020: Tipping or Turning Point’. “Presenting the economic data and reviewing our political landscape is essential in formulating current and future business strategies,” says Tomes. Silke’s comments on how the rest of Africa is dealing with its SOEs was particularly interesting. The chosen route was towards privatisation – a case in point being Angola’s recent decision to sell off more than 70 SOEs. As Silke points out, there’s evidence of a substantial change in thinking, which now needs to be fully embraced in South Africa.
COVER STORY
AFRISAM’S OPERATIONAL FOOTPRINT AND CAPACITY
AfriSam lives the value of inclusivity and creating opportunities for all citizens in South Africa
Dr Jammine’s presentation highlighted how public debt as a percentage of GDP is a deciding factor in the success or failure of a nation, citing Greece as a classic example. Borrowing at a faster rate than its economy, Greece eventually had to be rescued by the International Monetary Fund. South Africa could face a similar fate if it continues along its present path. According to National Treasury, public debt as a percentage of GDP is expected to hover around 67.8% by 2022/23. “Our takeaway is that government has presented a reasonable budget under very difficult circumstances. However, there wasn’t much to get excited about in the building and construction materials space,” he continues. “The budget’s primary focus was on social spending in areas like education, grants and healthcare. We are optimistic, though, that the imminent roll-out of government’s Infrastructure Fund will serve as a catalyst for a pipeline of much-needed projects,” he states. Over the next three years, the conservative estimate from economists is that cement sales will grow by 3%.
Housing market activity Based on the indicators, the fortunes for the civil engineering sector are looking more positive than the building segment. Building plan approvals (private commercial and residential) are on the decline; however, within the affordable housing market, some private developers remain reasonably positive of continued demand in the
- 7 cementitious manufacturing facilities - 17 quarries and 40 readymix operations - Capacity to produce in excess of 5 million tonnes of cement, 10 million tonnes of aggregate, 800 000 tonnes of slagment, and 4 million cubic metres of readymix concrete annually
R500 000 to R1.5 million range. As announced in the budget speech, the scrapping of transfer duties for properties below R1 million should also impact positively on property sales. “From a budget perspective, mention is made of a pipeline of social housing projects, as well as R64 billion earmarked for student accommodation,” says Tomes. “Should these materialise, that would be a welcome boost for the building market.”
Procurement Bill Another topic raised during the budget speech is the proposed Procurement Bill. The industry view is that while addressing past imbalances is essential, how the transformation process is handled must take cognisance of present economic realities. As a company, AfriSam has always maintained good levels of compliance in terms of Broadbased Black Economic Empowerment (BBBEE) and currently has a Level 4 BBBEE status. “As an executive team, we are looking at revising our transformation and inclusivity targets, and retaining scarce and critical skills,” he continues. “Additionally, it’s important to state that these objectives go well beyond compliance. As an organisation, we live the AfriSam values of inclusivity and creating opportunities for all citizens in South Africa.”
Protecting local producers The cement industry is a national asset and critical to government’s delivery mandate. For this reason, it needs to be protected against
lower-priced imports. During 2019, in excess of 1 million tonnes was imported from countries that include China and Vietnam, even though there is excess local capacity. As Tomes points out, these importers do not have to comply with requirements like BBBEE, the Mining Charter scorecard, or the Carbon Tax. Whether these cement imports consistently meet South African quality standards is also being questioned. A potential and uncontrolled escalation in cheap imports has the potential to undermine, or even destroy, the South African cement sector. Were it to fail, this would have a serious knock-on effect in advancing government’s transformation and macroeconomic agendas. “In response, the South African cement industry has approached the International Trade Administration Commission (ITAC) for an application to impose tariffs on all imports, regardless of source. Currently, Pakistan is the only country where an ITAC tariff ruling has been applied, and there’s a sunset review, which terminates at the end of 2020. So, we have also asked ITAC to reimpose this,” Tomes explains. The end goal is to have cement identified as a designated, key resource that needs to be sourced locally for all government projects. “Since environmental responsibility is a global concern, we have also asked government to impose a Carbon Tax on all cement importers,” he adds. In the interim, AfriSam – along with its fellow producers and the construction industry in general – has revised its forecasts to get through the bad weather ahead. “We saw this coming,” says Tomes. “In response, we’ve invested in operational efficiency improvements and right-sized the business to remain competitive.”
From a budget perspective, mention has been made of a pipeline of social housing projects
www.afrisam.co.za
IMIESA April 2020
7
ROADS & BRIDGES
Rehabilitating Solomon Mahlangu Drive’s concrete pavement Raubex KZN is in the process of successfully resurfacing one of South Africa’s most strategic commercial links. The scope entails the upgrading of the M7 (Solomon Mahlangu Drive) between South Coast Road and the N2 freeway, with labour-intensive techniques and SMME training forming core components. By Muhammad Kader*
T
he M7 is a major truck route extending from the Port of Durban to the N3, linking Gauteng and the Free State, and the N2 North and South. The road was not originally designed to handle the current volume of heavy motor vehicles, resulting in the rapid deterioration of the road surface. The road in question is currently undergoing structural failure through the concrete layer, as
ACKNOWLEDGEMENTS A word of thanks to the project team who proudly devoted their time to successfully deliver this project and prepare this article for our industry. • Contracts manager: Andrew Byrne • Construction manager: Wessie van der Westhuizen • Assistant construction manager: Muhammad Kader • Project manager: Sandile Khulu
well as the asphalt interlayer between the old (lower) concrete and new concrete slabs on the road surface. The design of the rehabilitation entails the removal of the concrete layer, as well as the asphalt interlayer, using the old concrete layer as a base on which to rebuild the road using EME 20 (High Modulus Asphalt with a 20 mm nominal stone size). Once awarded, Raubex KZN proceeded to compile a programme of works to encompass
PROJECT TEAM Contract No. 1R-35602 • Client: eThekwini Municipality • Client department: Road Provision, Road Rehabilitation branch • Main contractor: Raubex KZN (Pty) Ltd
ROADS & BRIDGES
not only the technical requirements for reconstruction, but also to provide consistent community development throughout the project duration.
Subcontractor selection Prior to the commencement of the project, we approached business support for the
selection of local subcontractors. Business support then approached the relevant ward councillors for their appointment. Once these subcontractors were selected, their company profiles were submitted for approval before we could establish on-site. We have a list of 60 subcontractors to appoint on this project, of which we have already employed 29 on-site.
Major failures on a section of the existing concrete surface
An aerial perspective of the M7
Removal of concrete We are implementing a labour-intensive approach in order to remove the existing concrete road. The first process involves the removal of the first layer of concrete above the steel, which is generally 70 mm below the surface. Where necessary, we are removing a further 20 mm of concrete to get as close as possible to the steel reinforcing. Beneath the steel, another 50 mm of concrete is milled off and thereafter a final asphalt layer of 50 mm. We currently have 11 subcontractors working to break and remove the steel, each employing four local labourers, contributing large amounts of the contract value to the CPG spend. These subcontractors are all at CIDB level 1. We are assisting them all with upgrading their CIDB grading to level 2. The goal is to uplift their status in the industry and teach them valuable skills to assist them in succeeding independently after the completion of the contract. We have assisted them with setting up a safety file and are constantly teaching them how to update it, complying with OHS rules and regulations. Furthermore, we have sent individuals from every subcontractor for health and safety training. We have assisted them in putting a quotation together at a marketrelated rate that they will get paid for the work they do on-site. They work directly under our supervision on-site so that we can teach them the most efficient and safe way to utilise the equipment. They take measurements on-site of their work done and compile a monthly Payment
IMIESA April 2020
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ROADS & BRIDGES
Major failures on a section of the existing concrete surface
Certificate for their invoices. This is all done under our supervision and guidance. Our goal is to assist small business owners in getting a solid foothold in the industry and providing them with all the necessary training and skills for them to progress in the future.
Paving
Conclusion
EME 20 exhibits superior load spreading characteristics, which is ideal for the M7, being a heavily trafficked truck route. We are replacing an average of 210 mm of concrete with three layers of EME 20 (approximately 70 mm thick), in order to ensure adequate compaction of the asphalt during the construction process. Once the EME base has been reconstructed, a wearing course of UTFC and SMA will follow, providing the final road surface.
The project will be completed within the allocated budget and project time. It is getting nearer to its final stages of completion, with a friction course still to be constructed and minor auxiliary works to be addressed. Our aim of arresting the utter collapse of this corridor and bringing its condition to a functional state has substantial benefits to the local and national economy. Based on the requirements of this project, the noted trajectory indicates that it will be a tremendous success, with all aspects such as contractor participation goals, enterprise development, community upliftment, sustainability and expenditure being met. In addition to that, the final high-standard pavement delivered by the municipality will greatly benefit commuters.
Milling in progress
*Muhammad Kader is an assistant construction manager at Raubex KZN.
www.raubex.co.za Resurfacing with EME 20
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IMIESA April 2020
A completed section
Forging a platinum link TRACKPACTOR 260 SR
260 SR
Distribution and Product Support by:
The 52 high-quality M2 bridge beams were manufactured and installed by Coreslab
W
ork is now well advanced on a new Categor y C access road for Marula Platinum Mine in Burgersfor t, Limpopo. Jointly funded by the mine and Roads Agency Limpopo, the contract was awarded to Matlokwa Transpor t & Construction. In addition to the establishment of the 12.5 km long and 14 m wide road, the scope includes a 60 m long bridge crossing the Moopetsi River. Lesila Moloka, a site agent at Matlokwa Transport & Construction, says the original engineering design incorporated cast-in-
place concrete beams; however, a decision was taken by Risimati Consulting Engineers to use precast beams when a flash flood washed away the earthworks in 2019. This approach proved to be a faster and more cost-effective means of constructing the superstructure. The 52 M2 beams – 13 per 15.43 m long span – were manufactured and installed by Coreslab, working closely with Risimati Consulting Engineers to optimise the bridge design. The installation was completed within four days. Coreslab was also tasked with the manufacture and installation of the 104 precast concrete bridge bearings.
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ROADS & BRIDGES
Low-volume routes for rural communities
Satisfactory aggregates for use in low-volume concrete roads and streets are those that comply generally with SANS 1083: Aggregates for Concrete
With poor rural gravel routes causing horrific accidents, The Concrete Institute (TCI) feels there is substantial scope for more lowvolume concrete roads to increase safety in South Africa.
B
ryan Perrie, managing director of TCI, says jointed in situ (poured in place) concrete can be used to construct economical and durable low-volume roads. These are essentially used as access roads or farm-to-market pavements designed to handle speeds of up to 90 km/h in unpopulated areas and up to 65 km/h speeds as low-volume city roads.
“But the mixes for use in concrete roads should be designed by an approved concrete testing laboratory or TCI should be approached for advice on materials and mix proportions,” Perrie cautions. Perrie says economic, ease of construction and maintenance considerations make unreinforced jointed pavements ideal for lowvolume roads and streets. “In jointed lowvolume pavements, load transfer by aggregate
Bryan Perrie, managing director, TCI
interlock is generally adequate. When close joint spacings are used, reinforcing steel is not needed, but reinforcing mesh should be used in odd-shaped panels and for those with manholes and other openings,” he explains.
The role of joints
Experience has shown that inadequate drainage is probably responsible for more pavement distress in Southern Africa than inadequate structural or material design." 12
IMIESA April 2020
Joints are provided in concrete pavements to: - limit stresses and control cracking resulting from restrained contraction and the effects of restrained warping and traffic loads - facilitate construction and level control - accommodate movements.
ROADS & BRIDGES
Low-volume concrete road under construction
Joints must provide sufficient load transfer to ensure adequate performance of the pavement. This can be achieved by employing sawed construction joints at relatively close spacings and keyways at construction joints.
Importance of material selection Perrie says the correct choice of materials is vital for the construction of durable lowvolume concrete roads. Cement should be CEM I or CEM Il A 42.5 or higher, complying with the requirements of SANS 50197. Where extenders (ground granulated blast furnace slag or fly ash) are used, these should comply with the requirements of SANS 50450 and SANS 55167. When extenders are used, allowances should be made in the concrete mix design, particularly regarding early strength under field conditions, to ensure the timely cutting
of joints. Curing methods and regimes may also have to be improved, especially in inclement weather. “Satisfactory aggregates for use in lowvolume concrete roads and streets are those that comply generally with SANS 1083: Aggregates for Concrete. In addition, the fine aggregate should possess an acid insolubility of at least 40% for skid resistance. This requirement is satisfied when quartzose sand is used. Calcareous sands, such as dolomite, are acceptable if blended with at least 40% of a suitable quartzose sand,” he continues. Perrie says the mixing water should be clean potable water or other water free of substances that may impair the strength, setting time or durability of the concrete, or the strength and durability of any reinforcement.
When extenders are used, allowances should be made in the concrete mix design, particularly regarding early strength under field conditions, to ensure the timely cutting of joints
Under certain circumstances, the properties of the concrete may be improved by the proper use of chemical admixtures, such as water-reducing ones. Their use should be based on an evaluation of their effects on specific materials and combinations of materials, including strength development, particularly within the first 24 hours after concrete placing. This is because certain admixtures may retard the setting and strength development of the concrete, thus delaying joint sawing and increasing the risk of random cracking. The concrete should be strong enough to ensure a hard, durable, skid-resistant sur face and to accommodate the tensile stresses resulting from shrinkage, warping and loading. This requirement is satisfied by specifying a target flexural strength or modulus of rupture (third-point loading, determined in accordance with SANS 864) of not less than 4.5 MPa at 28 days.
Drainage control Proper drainage is also essential to prolong the lifespan of low-volume concrete pavements. Experience has shown that inadequate drainage is probably responsible for more pavement distress in Southern Africa than inadequate structural or material design. The design philosophy is to provide effective drainage so that the pavement structure is prevented from becoming saturated. Both the discharge of sur face run-off and the control of subsur face water need to be considered. Consequently, effective drainage is essential for good pavement per formance, and is assumed in structural design. Sur face run-off can be controlled in the rural environment by constructing sufficiently wide side drains that discharge at frequent inter vals into the adjacent land, or into culverts that carr y the water to suitable discharge points. In the urban environment, it can be controlled with the use of kerb and channel systems discharging into inlets and then into a stormwater pipe system. “In order to reduce costs for low-volume roads, consideration should be given to dishing the road sur face and carr ying the stormwater on the road sur face to suitable discharge points,” adds Perrie. A detailed publication, Low-volume Concrete Roads, is available for free download from TCI's website, at www.theconcreteinstitute.org.za, or, for more information, phone The Concrete Institute on +27 (0)11 315 0300.
IMIESA April 2020
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ROADS & BRIDGES
The road to success Building on the accomplishments of previous years, the 2019 Asphalt Briquette Competition again served as an excellent opportunity for Stellenbosch University’s civil engineering students to put theory into practice, and with excellent results.
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uided by Sabita’s vision of promoting asphalt technology, this event is considered a key element in stimulating pavement engineering. The competition, sponsored in 2019 by BVi Consulting Engineers and Much Asphalt, exposes students to the mix design process at a practical level, while instilling fundamental principles. The fourth-year students at Stellenbosch University (SU) who benefit from this exposure are the next generation of civil engineers about
Winners of the 4th National Asphalt Briquette Competition – 2019. From left to right (front) are Colin Brooks (Much Asphalt), Chantal Rudman (SU lecturer), Simone Gertse (student), Zenzile Mhlangu (student), Melissa Leonards (student), Lotte Kgasago (student), Olwethu Maphumolo (student), Andre Greyling (BVi) and Marais Nel (BVi). At the back is Saied Solomons (Sabita)
to enter the market. The asphalt competition motivates them to turn practical sessions into real experiences. This is stimulated through awards kindly sponsored by industry. The event fosters competitiveness while making it exciting for the students. In this environment, understanding of technology becomes easier and effective learning takes place. Students must provide an optimal asphalt mix design based on the highest ITS achieved while within target voids of between 3.5% to 4.5%. The curve ball: if the specimens fall
outside of these boundaries, a penalty is applied to the highest ITS in the form of a 20% reduction in score. They are provided with two opportunities to optimise their mix design, guided by the performance indicators. They are expected to produce a sample with a ‘Standard’ grading (with variable bitumen content) and the ‘Joker’ (varied grading and composition), with each aiming to attain optimal points for performance.
The road ahead is winding As the journey progresses, students are introduced to fundamental concepts of asphalt design. In practical sessions, they are provided with data regarding the given grading, the specific gravity of the different aggregate sizes and the respective BRD and RICE for a mix of different binder contents. The students are expected to carry out the necessary calculations to plot binder content versus resulting voids percentage. For the Joker mixes, the students are left to their own devices and allowed to change gradings in order to increase the VMA,
FIGURE 1 ITS results for Standard and Joker mixes after applying 0.8 factor
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ROADS & BRIDGES
The students are expected to carry out the necessary calculations to plot binder content versus resulting voids percentage
thereby creating space to accommodate bitumen optimally while still observing the target void limitations. Activities include laboratory mixing by hand to obtain a first-hand feel of the mixes. The only limitation is that the additions must not be flammable.
The crowning champs for 2019 Before the closing function, each group’s specimens are stored under lock and key, and conditioned before testing. The closing
day begins with anticipation, with the students taken through the final curtain of the learning experience. Groups are given an opportunity to perform the ITS on their specimens under the guidance of SU experience. The winning combinations for 1st, 2nd and 3rd prize were a blend of many variables, but finesse in the mix was certainly a large component. Margins for error are what could break it or make it. The winning team in 2019 succeeded in achieving the highest performance properties by less than 5%, with
Students are expected to produce a sample with a Standard grading (with variable bitumen content) and the Joker (varied grading and composition), with each aiming to attain optimal points for performance
a Standard mix. Unfortunately, it appears that the artistic flair did not prevail, with only 3rd place boasting a Joker design (Figure 1). Thanks to this competition, a new generation of young engineers have mastered another level of technical competency and will be able to use the knowledge to the benefit of South Africa’s infrastructure.
Southern African Bitumen Association After 40 years Sabita continues to provide a valuable service to the roads industry, both local and international. Every success this Association enjoys is driven by member companies and other stakeholders equally dedicated in creating quality black top road in southern Africa. • • • • • •
Continued development of bituminous material technology Production of world class technical guidelines and manuals Transfer of technology & knowledge with global partners Promotion of sustainable health & safety practices Provision of quality training that meets industry requirements Engagement of stakeholders on all issues relevant to a sustainable road network.
5 Lonsdale Building Tel: +27 21 531 2718 Fax: +27 21 531 2606
Lonsdale Way
Pinelands
7450
email: info@sabita.co.za website: www.sabita.co.za
ROADS | PANEL DISCUSSION
Philip Hendricks President | South African Road Federation (SARF)
Building better, safer roads What are the biggest challenges facing our roads sector? PH First, the lack of work. We are currently hampered by lack of progress by Sanral and the provincial roads departments in awarding contracts for the design, construction and maintenance of roads. Capacity in evaluating and awarding contracts seems to be at the heart of this issue. Second, skills and capacity shortages are concerning. Covid-19 will also have an impact, affecting both new construction as well as maintenance contracts. Third, disruptions on construction sites. These include the ‘construction mafia’, community disruptions, and attacks on contractors, site staff and client bodies. South Africa’s road network requires significant funding. What are your views on the maintenance backlog and related funding shortfalls? The country’s road network comprises 606 978 km of proclaimed national, provincial and municipal roads, with a replacement value of more than R3 trillion. Preservation of this asset should be a national priority. To neglect it is something South Africa call ill-afford. Insufficient spending, including on maintenance and upkeep, is leading to a rapidly deteriorating road network, increasing transport costs, and placing time and financial pressure on businesses and citizens. The costs of poor road management and inadequate road financing are borne
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primarily by road users through increased vehicle operating costs. Without maintenance, roads deteriorate to a point where the cost of their restoration is three to five times more than if timely and effective maintenance had taken place. Should government be prioritising spending on roads? Yes. The fuel levy is South Africa’s main income from road users, supplemented by vehicle- and user-based charges, such as licence and toll fees. The magnitude of the fuel levy is mainly determined by the revenue requirements for investments, for example, in infrastructure, social policy, etc. Neglecting to fund our road network will only cost road users, who ultimately pay for poor maintenance because of increased vehicle operating costs. Poor maintenance has significant impacts on our economy, especially in rural areas – where there is a direct cost in terms of lost production (e.g. spoiled produce). In urban areas, road users are also paying in time due to congestion. Government needs to play a fine balancing act in providing for infrastructure investment and rehabilitation versus other pressing social demands. Road safety is a major issue in South Africa. How can we address the problem and what is SARF doing? SARF has been instrumental in forming a National Road Safety Committee, which comprises engineers from national, provincial and local roads authorities as
well as entities such as the Road Traffic Management Corporation, CSIR, National Department of Transport, Road Traffic Infringement Agency, Road Accident Fund, consulting engineers, as well as suppliers of road furniture, road signs and road markings. We work with road stakeholders to better maintain road networks, to reduce road safety incidents, and to promote actions like visible policing and increased law enforcement. SARF has also developed several road safety-related courses. SARF recently joined forces with Mogale City Local Municipality and 3M South Africa to develop a Road Safety Risk Assessment Model. Using this Road Safety Risk Index, we can prioritise schools with high accident risks and measure the impact of the Index. Our work here has been made possible by funding from the Fondation Botnar Child Safety Challenge in Switzerland. You recently took on the role of president of SARF. What will your focus be during your term? SARF has a rich history of working with its members to benefit roads and road users in South Africa. We aspire to positively impact all road users in this country, both economically and socio-economically. As president of SARF, I will continue what former president Saied Solomons began, which was raising awareness in the public domain, and among ordinary South Africans, about the importance of roads and why it is critical to fund and manage them properly. This year, SARF celebrates its 70th anniversary and I will work with our current exco and the regions to promote the organisation and attract new members. One specific focus will be on the development of the future of our industry, the SMMEs and QSEs and their associated training needs. Central to the organisation are SARF’s training programmes. Last year, we ran over 50 courses for 1 500 people, upskilling and building capacity across the sector. It is vital that SARF’s training continues to meet the industry’s technical requirements and demands, especially given the loss of skills from South Africa to more attractive destinations abroad.
ROADS | PANEL DISCUSSION
Anton Barnard Managing Director Afrimat Southern Cluster
Consistently delivering What is Afrimat’s take on the road construction market? AB We are encouraged by signs of renewed movement in the roads sector following almost two years of limited activity. Contracts out to tender and awarded by Sanral have increased and we expect more to follow. Leading metros and municipalities also remain good providers of infrastructure work. For example, the Overberg Municipality is upgrading roads in the Pringle Bay district. We also see good activity in the private investment sectors, where industrial warehousing parks provide us with good aggregate and readymix work. These kinds of developments are good signs of confidence in the current economy. Examples include industrial property developers like Redefine, who are developing massive warehouses. Their projects include Brackengate Industrial Park in Cape Town – home to warehouses like Massmart, Shoprite DC and Plumblink. In addition, the high-density residential market is buoyant, especially in Cape Town, where our head office is based. We are experiencing sustained demand for road aggregates and readymix for internal roads and stormwater services , as well as building structures. The decision to proceed with sustainable energy projects, recently announced by the president in his SONA 2020, is a positive announcement for Afrimat. We see this as a great contributing factor for work for multiple Afrimat divisions. Concor just finished one of the Perdekraal windfarms, plus the Excelsior Windfarm near Swellendam, where Afrimat was involved. Is readymix a growth sector? Naturally, this is dependent on sustained public and private investment. Within the Cape region, for example, the planned runway and terminal upgrades at Cape Town International Airport are certain to act as a catalyst for the development of industrial parks. These will be interconnected with upgraded roads feeding main arterials. They will also, in turn, spur demand for housing. Commercial expansion on Cape Town’s Foreshore, bordering the V&A Waterfront and
harbour, is another good example of positive trajectory. As with any business, it is about margin management and ensuring we deliver the goods as promised to our customers. As a group, we operate several licensed quarries that supply road aggregates to the external market and internally produce concrete aggregates for our vertically integrated Readymix Division. All our operations comply with South African mining, environmental and health and safety regulations. We have been monitoring cement imports for a number of years; these are a definite contributor to eroding margins. We cannot blame import quality, as we have not seen any claims due to quality issues with imported cement in the industry as yet. However, we are not prepared to gamble with import quality, as we are dependent on a consistent quality cement to help improve our readymix quality performance so that we can reduce raw material costs. How do your drill and blast services benefit the roads sector? Our expertise extends across the value chain, encompassing drilling and blasting, load and haul, crushing and screening, and aggregate transport for opencast mining. Alongside this, Afrimat has a contract mobile crushing, screening, and drilling fleet, which can be deployed just about anywhere. A recent example was a drilling, blasting, crushing and screening service we provided for a windfarm project in Cookhouse, Eastern Cape. Road, solar and wind energy projects in remote areas far from commercial quarries present good opportunities for Afrimat’s contracting services. We also have the capability to set up a mobile readymix batch plant, depending on the project scope. We will only establish our equipment on sites where projects have been issued with mining rights or permits. The contractor must provide proof of this. Sadly, we still see evidence of illegal mining taking place, a lower-scale example being that of a farmer selling sand to a road contractor. As a member of Aspasa (the Aggregate and Sand Producers Association of Southern Africa), we support its mandate of ensuring that everyone conforms to the same standards.
Within Afrimat, we have a dedicated Sustainability Department that ensures absolute compliance with legislation. How do you see the balance of 2020 unfolding? The impact of Covid-19 has been unexpected and swift, but we have all responded well as a nation. As a company, we have taken this seriously and we will ensure that we play our role to fight this together as a team. Our staff are well informed and we communicate with them on a frequent basis during this period. Following the end of the national lockdown, we are well positioned and ready to meet contractor demand thanks to our geographical footprint and our ability to execute. However, our people are our best asset. IMIESA April 2020
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ROADS | PANEL DISCUSSION
Focusing on key deliverables Brian Mchunu Managing Director | East Coast Asphalt
Various classes of asphalt products can be designed to client specifications using Much Asphalt’s Gauteng and Cape Town laboratories. Who are your clients? Our clients include the private sector, national, provincial and local government roads departments, as well as Airports Company South Africa for runways. Our products are also used for driveways and parking lots, tank bases and sidewalks, and we sell bagged cold mix asphalt for use by small contractors.
Please provide a brief background on East Coast Asphalt. BM East Coast Asphalt (ECA) was established in 2007 as a joint venture between the East London-based Independent Group and Much Asphalt, and is the leading commercial producer
The East London plant produces 150 tonnes per hour
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of hot and cold mix asphalt in the Eastern Cape. The company’s two branches are strategically located in East London and Mthatha, supplying products to sites within a radius of around 250 km from each centre. East London has the capability to produce 150 tonnes per hour (tph) and 360 tonnes of hot storage capacity, while Mthatha produces up to 100 tph and can store 250 tonnes of hot mix asphalt.
What is the single most important aspect of your client offering? The capability to always deliver the required quantities of product on time and within specification. This includes the full range of conventional asphalt products, as well as specialised solutions such as bitumen rubber asphalt, SMA, Micropave and warm mix asphalt. How does ECA gain a competitive edge in its markets? We pride ourselves on open and honest relationships with our clients, and we understand the difficult economic and contractual conditions under which they work. We continually strive to excel in our core manufacturing and supply capabilities to enable our clients to focus on their contractual commitments and maximise their project timelines.
ROADS | PANEL DISCUSSION
East Coast Asphalt practises the philosophy of Zero Harm to people, plant and the environment
How does ECA use technology to improve its products and efficiencies? Our products are specifically designed and manufactured to meet tight durability specifications required for the increasingly harsher road conditions due to higher traffic volumes, more heavy vehicles on the road, lower budgets for maintenance and other factors. Our aim is to use technology developed together with Much Asphalt to design and manufacture fit-for-purpose products so that clients get value for money, which is good for return business.
How do you manage risk for yourselves and your clients? One of the most common risks for us and our clients is costly product failures. As a business, we mitigate this by recruiting suitably qualified staff in all departments, together with continuous training and motivational interventions. We also offer free training for client employees and SMMEs involved in the placement of our products to ensure that the entire supply chain contributes to the sustainability of the solution.
How are you positioned to capitalise on future opportunities? The existing old and underdeveloped Eastern Cape road network provides medium- to long-term market opportunities, most of which we are well positioned to meet from our existing plants. A second and exciting opportunity is the N2 Wild Coast Toll Road planned as a coastal route between Eastern Cape and KwaZulu-Natal. This project will be best suited to the use of mobile asphalt plants on-site and we are well equipped to play a role in that space. Health and safety have come into sharp focus due to Covid-19. How are you responding to this? As a group, we are all committed to the philosophy of Zero Harm to people, plant and the environment. This strategy has made a significant difference throughout the company since its introduction about two years ago. The Covid-19 outbreak has further heightened our awareness.
QUALITY
ACCOUNTABLE FOR QUALITY East Coast Asphalt is the leading manufacturer of hot and cold asphalt products in the Eastern Cape.
We don’t just promise quality. We hold ourselves accountable for it. Process control laboratories at every plant and on site continually monitor and test our processes and products. Our customers can rest assured they are placing and compacting quality asphalt. Static plants in East London and Mthatha • mobile plants • extensive product range • stringent quality control • bitumen storage • industry training In association with T: +27 43 745 2016 (East london) T: +27 76 982 6366 (Mthatha) E: info@muchasphalt.com www.eastcoastasphalt.com A B-BBEE Level 1 Contributor
ROADS & BRIDGES
Mastering reinforcement and stabilisation Even in the most challenging of ground conditions, the application of environmentally engineered systems will consistently deliver a cost-effective solution.
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he box-shaped gabion basket design now so commonplace on infrastructure projects worldwide was invented by Maccaferri around 1907. Prior to that, this Italian multinational was the innovator of the sack gabion, widely applied to this day for a variety of environmentally engineered projects. Maccaferri’s gabion and allied reno mattresses remain a core part of the product mix, alongside a host of evolving solutions that include geosynthetics, steel mesh composites, and integrated retaining systems. Maccaferri has also expanded its Engineering Services Division, providing expert design and installation supervision to the market. Over the past five years, the provision of engineering services has been a key focus for Maccaferri Africa as it evolves its range of solutions for the South African and subSaharan roads sector. Low- and high-tech proposals are provided, depending on the project requirements and available budget.
Road Mesh application in asphalt reinforcement A recent, more low-tech example is a road rehabilitation project in Kathu, Northern Cape, where the asphalt surface had experienced
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major deterioration. One of the options was to mill and resurface. In the end, the client opted for Maccaferri’s design proposal. This entailed the overlaying of Maccaferri’s RoadMesh steel grid system across the full width and length of the section being remediated. Installed by hand using labour-intensive methods, with training provided by Maccaferri, this grid was then topped with a 60 mm asphalt layer. The result is a reinforced surface durable for an estimated 10 years. “We have effectively employed RoadMesh on a number of projects in South Africa and believe that this is a highly viable solution for extending road maintenance life-cycle costs,” says Edoardo Zannoni, head of sales: South Africa at Maccaferri.
The project entails the construction of around 7 km of single carriageway designed to provide improved access to Mamelodi township. Included in the scope are two 9 m high roadover-rail bridges. Work commenced at the beginning of 2018 for scheduled completion in late 2020.
K54 extension – Gauteng At the other end of the scale, the K54 project currently under way in the City of Tshwane showcases how a combination of low- and high-tech interventions achieves the end goal. The Atterbury Interchange incorporates a stormwater attenuation pond. Terramesh gabion retaining wall sections tie in with the MacRes wall sections
MacRes panels forming part of the retaining system on the Atterbury Interchange upgrade
ROADS & BRIDGES
Green Terramesh installed on the K54
The Gauteng Department of Roads and Transport appointed GMH Consulting as the main consultant. GMH in turn approached Maccaferri Africa for input on the environmentally engineered phases. A key challenge was that most of the route had to be founded on soil with an extremely low bearing capacity. The geology comprises a mixture of shale, sand and clay strata with CBR values ranging between 1.3 and 3.4 in certain areas. The worst case of poor founding soil exists at the interface between a 2.5 m to 3 m deep clay layer, and a 9 m high embankment for one of the bridges. “The challenge here was to create a stable enough base for safe construction and everyday use while trying to reduce long-term embankment settlement – a necessary alignment consideration since the bridges are founded on piles and are expected to have minimal settlement,” says Zannoni. “Having been asked to assist with the technical design, we subsequently specified segments of basal reinforcement in the form of Paralink 600, road stabilisation using MacTex W2 20S, and the building of four separate retaining wall systems using our Terramesh system and Green Terramesh,” he continues. Poor foundation challenges were solved using Paralink under all segments of road higher than 3.5 m. Under 3.5 m, a pioneer layer was established underpinned by MacTex W2 20S reinforcing geotextile. A total of 3 020 m² (620 lm) of Green Terramesh and 840 m² (200 lm) of Terramesh were implemented to replace the originally planned 8 m high mass gravity gabion walls. The latter would have required an inordinate amount of gabion rock to construct, and the alternative proposal proved far more viable from a time and cost perspective.
Atterbury Interchange Another example of a creative solution is the recently completed Atterbury Interchange upgrade in Pretoria to accommodate a BRT lane. Here, Maccaferri supplied the design and materials for a series of intricate retaining systems, plus associated hydraulic infrastructure. These walls needed to accommodate a stormwater attenuation pond forming part of the revised interchange layout. “One of the key advantages of gabion systems is that their rockfilled composition makes them permeable, allowing for the controlled seepage of water. That made the Terramesh system well-suited for the retaining wall section bordering the attenuation pond,” Zannoni explains. Maccaferri’s MacRes precast panel system was employed for the remainder of the interchange, at points tying in with the Terramesh wall layout. The MacRes system was developed to create vertical concrete-faced soil reinforcement structures. “These project examples illustrate the endless flexibility of environmental engineering. Our goal as Maccaferri is to inform
Geosynthetics stabilisation using Maccaferri’s MacTex W2 20S geosynthetic liner on the K54 project
consulting engineers and contractors so that they can also develop a greater appreciation for and understanding of the advantages,” he adds. Maccaferri forms part of various industry working groups developing or upgrading engineering guidelines, such as those led by the SABS, Sabita and Gigsa. Internally, the company has replicated the Maccaferri Academy model applied at its global head office in Bologna, Italy, albeit on a smaller scale. For 2020, Maccaferri Africa has taken on two fresh engineering graduates on an internship basis to expose them to this specialised field. “Once you combine theory with practice, you immediately see the benefits for urban and rural projects, where in situ materials combined with specifically engineered products can employ the community in addressing infrastructure backlogs,” Zannoni concludes.
From left to right: John Lansdell, managing director, Kenzam; Rocco Lehman, area manager: Southern Africa, Ammann Dubai; and Richard Hurst, director, Kenzam
Ammann Dubai has appointed a South African dealer to sell and suppor t its mobile and static asphalt and concrete plant range. IMIESA speaks to Rocco Lehman, area manager: Southern Africa, Ammann Dubai, about this strategic development.
Kenzam Equipment to spearhead regional sales for Ammann plants
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stablished some 151 years ago, Ammann has stood the test of time. Today, this Swiss OEM is represented on every continent, with a progressively expanding footprint. Within the African region, Ammann South Africa was established in 2010 to grow the local and cross-border market. This mandate has broadened to include the Southern African region, with Ammann’s South African office now forming part of the OEM’s Africa Middle East hub, based in Dubai. To date, sales and technical support for Ammann’s asphalt range has been managed via a direct OEM and customer interface. This
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is now transitioning globally to a agentship model. The appointment process is a rigorous one and agents must meet strict competency standards.
The typical set-up for an Ammann CounterFlow plant
“Worldwide, sales and after-sales for Ammann’s paving, compaction and allied road construction equipment lines are already handled via appointed agents,” explains Lehman. ELB Equipment is Ammann’s South African agent for its ‘yellow metal’ machine line-up, with Hydraulic Heavy Equipment Zambia recently appointed as a construction machine agent for the Zambian and DRC markets. Ammann is currently investigating similar arrangements for Angola and Mozambique. “It’s a business model that works very well, since it enables a far greater coverage and service
ROADS & BRIDGES support network on the ground, combined with local agent knowledge. Therefore, it made sense for Ammann to follow the same approach for its asphalt and concrete plant range,” he continues. “Effective 1 May 2020, we are pleased to announce that Kenzam Equipment has been appointed as our sole asphalt and concrete plant agent for the South African and Southern African markets, including Madagascar and the Indian Ocean Islands,” says Lehman. “This was a logical move, as we’ve already had a long and successful working association stretching back more than eight years. This agent agreement formalises the relationship." Ammann will relocate its personnel, parts inventory and equipment to Kenzam Equipment’s facility in Brakpan, Gauteng. From there, Ammann’s technical team will work alongside Kenzam Equipment’s specialists, with machine and plant orders channelled through the Dubai hub.
logistics company supplying bituminous products to road contractors in South Africa, as well as across the SADC region. In addition, Kenzam provides custom design, build and retrofit solutions for asphalt plants, as well as plant installation and commissioning services. “We are excited about this new agent appointment, which serves as an excellent platform for both the Kenzam Group of companies and Ammann to increase their penetration of the asphalt market,” says John Lansdell, managing director, Kenzam. “We can now offer clients a turnkey solution that incorporates the worldfamous Ammann plant range.” Ammann and Kenzam Equipment’s twopronged approach is to target new sales, as well as refurbishment opportunities for Ammann and competitor OEM equipment. Across the board, South Africa has an estimated asphalt plant population of around 60. A number of these will need to be upgraded to comply with future environmental requirements. Similar opportunities exist in the rest of Africa.
Concrete line Sales and support for the OEM’s concrete plant range is a new venture for Ammann Dubai and Kenzam Equipment. Ammann manufactures a series of wet mix concrete plants. “Wet mix plants are ideal for job-based batching and pouring,” says Lehman. “It’s a process that’s commonplace in Europe, but one that still needs to be explored in South Africa and parts of Africa, where dry mix plants are still seen as the preferred route.”
Turnkey approach Kenzam Equipment forms part of Kenzam Bitumen & Asphalt Products, a bitumen trading and specialist
Ammann’s Prime 140 unit is designed to process high-percentage recycled asphalt mixes
high recycling technologies and targeting high volume tonnage markets.
CounterFlow & ValueTec The CounterFlow and ValueTec series offer exceptional value and are ideal for emerging contractors looking for a cost-effective solution. With capacities of 90 and 120 tonnes per hour (tph), respectively, Ammann’s CounterFlow 90 and 120 units combine the simplicity of continuous drum-mix plants with exceptional fuel efficiency, thanks to counterflow technology. These plants can also be set up for recycled asphalt. Meanwhile, ValueTec batch plants meet the requirements for cold or hot reclaimed asphalt feeds, together with either liquid or solid additives. On the ValueTec series, outputs range from approximately 100 to 240 tph. Ammann has many other options suited to the specialised needs of their customers’ specific requirements.
Ammann continuous mixing units Asphalt plant range Ammann’s plant solutions meet the requirements for both emerging and developed markets. For price-sensitive countries like South Africa, Ammann offers its value-added range manufactured at its facility in Ahmedabad, India, which recently underwent an €85 million (R1.6 billion) revamp. Here, continuous mix and batch plants are manufactured in a range of sizes to suit product and output requirements. Key Ammann asphalt plants sold into the African market include: - Prime 100 and Prime 140 hot mix plants - CounterFlow 90 and CounterFlow 120 - ValueTec 100 and ValueTec 140 - Contimix range - other specialised options on client request. The full range is available on request, including Ammann’s flagship plants equipped with
Ammann Prime 100 (100 tph) and 140 (140 tph) units are designed to be semi-mobile. Like all mixer-box-type continuous asphalt mixing plants from Ammann, they are equipped with a continuously running two-shaft paddle mixer. Their powerful, intense mixing makes the process nearly twice as fast when compared to single-shaft mixers. “Ammann’s ability to consistently deliver flexible solutions has made it a market leader, thanks to many years of pioneering research. To sustain growth, we need to keep refining our channels to market. Appointing expert agents is a part of this strategy,” adds Lehman. “With Kenzam Equipment, we have broadened our reach significantly and are proud to welcome them to the Ammann agent family,” Lehman concludes.
www.ammann.com An Ammann wet mix concrete plant
IMIESA April 2020
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ROADS & BRIDGES | EQUIPMENT
Improving efficiencies through mechanisation Ahead of the long-anticipated upturn in the roads sector, Wirtgen South Africa is introducing new models and technologies, plus internal financing options, to help contractors secure work and execute projects more efficiently. By Alastair Currie
STREUMASTER SPREADING TECHNOLOGY - Proven spreading performance in soil stabilisation and cold recycling applications - The precise spreading mechanism consists of three metering feeders, which can be individually selected under load. These can easily be controlled from the operator's cab by remote control - Patent-registered spreading mechanism with self-cleaning metering feeders - Serially equipped with an automatic spreading quantity control feature Key data: - Container volume: 12 m³ (2 axle truck) or 16 m³ (3 or 4 axle truck) or 20 m³ (4 axle truck) - Filling connector: 3 or 4 inch - Spreading quantity: 3–60 ℓ/m² at 2 km/h
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s a leader in its field, Wirtgen continues to engage with industry on alternative mechanised solutions that meet the requirements of SMME and toptier contractors. These globally proven technologies add a new perspective on how local road projects can be constructed. Recent examples include the local introduction of Streumaster spreading technology, and latest-generation slipform paving models. A Wirgten System Partner, Streumaster is a German OEM specialising in truck-mounted binding agent spreader systems. The first model launched locally is the Streumaster SW 16 MC, a 16 m3 cement spreader that runs in
A Wirtgen road train in action
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A Streumaster SW 16 MC unit at Wirtgen South Africa’s Kempton Park facility
front of a cold recycler as part of a road train, and it’s an exciting development. Other models in this series are the 12 m3 SW 12 MC and the 20 m3 SW 20 MC. “Streumaster’s systems are well established globally, and in parts of Africa, but are a new approach for South Africa,” says Waylon Kukard, sales manager, Wirtgen South Africa. In preparation for a cement stabilisation project, the conventional approach locally is to establish a grid layout, setting down cement bags at set intervals. These are then subsequently opened and their contents spread manually in accordance with the design specification. For example, the design might call for a 2% cement content for the subbase layer works.
- Max working width: 2 460 mm
“Using a manual approach does not guarantee that contractors achieve the required cement coverage across the full width of the road, especially if there is evidence of rutting,” says Kukard. “However, with the Streumaster, this is guaranteed, since spreading is a fully controlled process. The spreading rate is independent of the truck speed and will adjust automatically.” The spreader is imported as a stand-alone unit for fitment on a truck chassis according to specifications provided by Wirtgen. “We believe that this technology is an essential component in ensuring that our roads are built to the highest standards and achieve the life-cycle return on investment specified in the original design,” he continues.
ROADS & BRIDGES | EQUIPMENT
Wirtgen fields the widest slipform paver range in the industry
“Some may argue that it takes away manual jobs and challenges labour-based construction practices. However, that’s a separate issue that needs to be redefined and refined by key stakeholders like the Department of Public Works and Infrastructure in terms of its EPWP mandate. Either way, increasing construction efficiencies translates into the better utilisation of funds, which creates and sustains employment.” The application of the Streumaster has been included in the practical cold recycling courses run by Wirtgen South Africa on behalf of industry. These are presented by Dave Collins and Kim Jenkins, both internationally respected road construction experts. Wirtgen plans to take the Streumaster to actual job sites and run a side-by-side comparison with manual cement spreading over a measured test section. “South Africa tends to be resistant when it comes to the application of new machines in certain areas,” Kukard points out. “And yet, South Africa is at the forefront globally when it comes to cold recycling. The closest comparable market, in terms of machine population, is the USA. Our industry therefore tends to be either very innovative, or ultraconservative. Our commitment is to inform the local industry on what works best around the world and present the business case.”
Slipform opportunities Globally, India and the USA are two of Wirtgen’s largest slipform paving markets, underscoring
the fact that this technology is popular in both developed and developing markets. Slipform pavers deliver unmatched precision for a diverse range of applications. These include airport runways, kerbing, concrete roads, crash barriers, stormwater systems, container storage areas and railway tracks for high-speed lines. Models identified for the South African market comprise the SP15, SP25 and the SP64. These are off-set as well as in-set machines well suited for applications like kerbing, V-drains and concrete roads. Wirtgen is currently focused on creating more awareness for slipform paving ahead of the planned N2 and N3 upgrade projects in KwaZulu-Natal, which include major concrete components. One of the applications could include the construction of concrete climbing lanes. To date, Wirtgen has hosted two slipform paving seminars, attended by government engineers, consulting engineers and contractors. “We are a 90% asphalt business. However, we are saying there’s place for both technologies,” says Kukard.
Lowering barriers for SMMEs Wirtgen’s strategy for 2020 is twofold: the need to structure solutions for South Africa’s emerging contractor field, while meeting the more high-tech requirements of top-tier construction companies. In 2019, Wirtgen signed a memorandum of understanding with Sanral. The objective is to assist in tailoring mechanisation solutions,
Wirtgen’s W200 F milling machine, which was unveiled at bauma 2019
together with technical training support, for upcoming SMMEs who have been awarded Sanral tenders. To meet SMME demand, Wirtgen launched its Hamm Classic Line soil compactor series and a Vogele Classic Line paver. Without compromising on Wirtgen’s legendary built quality and performance standards, the Classic Line specification is more competitively priced; however, baseline machines, which are produced in Germany, are equipped with all the features needed to successfully complete projects. For example, Vogele Classic Line pavers share common and essential features, such as the same sensors found on top-end machines. Unveiled at bauma 2019, the local Classic line-up will soon be joined by the Hamm HP pneumatic-tyred roller. A Classic Line unit and a more specialised unit will be available. Another new addition to the South African market is Wirtgen’s W200 F milling machine, which also saw its worldwide launch at bauma. The first unit arrived in South Africa in Q4 2019 and was sold to a KwaZulu-Natal-based contractor. Wirtgen South Africa also recently teamed up with John Deere Financial, underwritten by ABSA. This will enable Wirtgen to offer internal financing solutions to qualifying customers. “Wirtgen will continue to showcase technologies where there’s a better way of doing things. In this way, we can contribute meaningfully in addressing our infrastructure backlog with the most value-added solutions,” Kukard concludes.
IMIESA April 2020
25
IMESA
Joint Conference with IMESA & IAWEES
(The Institute of Municipal Engineering of Southern Africa & International Association of Water, Environment, Energy and Society) In Cooperation with RNTU & CVRU, India
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Earn 2.5 CPD points by attending
Registration has opened EVENT: 84TH IMESA Conference in collaboration with IAWEES VENUE: Cape Town International Convention Centre DATE: 28-30 October 2020 THEME: Synergy through Engineering CONFERENCE ENDORSED BY
t: +27 (031)266 3263 e: conference@imesa.org.za marketing@imesa.org.za www.imesa.org.za
IMESA ORGANISER
THE INSTITUTE OF MUNICIPAL ENGINEERING OF SOUTHERN AFRICA (IMESA) TEL: 031 266 3263 DEBBIE OR MELANIE
GOVERNANCE
Patricia de Lille, Minister of Public Works and Infrastructure
De Lille promises big changes Minister of Public Works and Infrastructure Patricia de Lille has promised big changes from her department, including prompt payment, legislative changes and a recalibrated mandate. By Danielle Petterson
A
ddressing delegates at the 2020 CESA Infrastructure Indaba, Minister Patricia de Lille said that consulting engineers have a critical role to play in partnering with government to speed up the implementation of infrastructure delivery.
Restructuring the department De Lille believes that the addition of infrastructure in the Department of Public Works shows government’s seriousness about giving infrastructure the attention it deserves. To help deliver infrastructure, the minister says she has recalibrated that mandate of the department to align it with the seven key priorities of government, the Mediumterm Strategic Framework and the National Development Plan. President Cyril Ramaphosa has also gazetted that the Presidential Infrastructure
Coordinating Committee (PICC) as well as the Infrastructure Delivery Management System will form part of the newly restructured department.
Improved planning According to De Lille, the Department of Public Works and Infrastructure (DPWI) has identified many problems pertaining to infrastructure roll-out and management, including poor spatial alignment and coordination across the three spheres of government and between the various sectors within infrastructure. To address this, the DPWI has developed a Draft National Spatial Development Framework, which is currently available for public comment. There are currently stalled infrastructure projects across the country as a result of poor pre-project planning that serves to de-risk projects. A major focus is building capacity for pre-project planning within
the DPWI, which will soon be advertising for positions. She also points to the disjointed governance of the infrastructure life cycle. To this end, the DPWI will be looking at new methodologies, including the build, operate and transfer model. Planning methodologies will be changed, and budgets will increasingly focus on maintenance. “The maintenance backlog in municipalities is frightening,� she said. An MoU with the British government will provide funding for project pre-preparation and the DPWI has prepared several bankable projects, having relooked the criteria for solid bankable projects. To date, National Treasury has been the entry point for major infrastructure projects, which has caused an imbalance, resulting in financial criteria taking precedence over the sustainability and viability of infrastructure, explained De Lille. Going forward, there will
IMIESA April 2020
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GOVERNANCE
so far, 54 officials have been charged in terms of consequence management. Within a month and a half, her department injected R1.5 billion into the economy by paying outstanding invoices. “We must be held accountable,” she said. To this end, De Lille announced that she would publish her performance agreement with the president on her department’s website to promote transparency and accountability. She believes that only through transparency and accountability will we see an improvement in service delivery.
be a single entry point for all infrastructure projects so that the project pipeline can be tracked. “We will now define the infrastructure pipeline, including the hierarchy of projects and programmes, and also the financial mechanisms,” said De Lille. “We will have oversight over the various infrastructure investment mechanisms, including the Infrastructure Fund and budget facility for infrastructure. We will also have oversight over implementing agencies that are being used by government.”
Improved governance In line with her department’s new role of overseeing contracted implementing agencies, De Lille will ensure clear contractual deliverables and associated penalties. According to the minister, the Auditor General advised that she investigate the contractual obligations between government and implementing agencies. She said these often do not completely adhere to the Public Management Finance Amendment Act (No. 29 of 1999), allowing the opportunity for corruption.
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De Lille said there has also been resistance to technology in government because paper-based systems offer more space for corruption. Addressing this, she will launch the first national digital immovable asset register in June 2020. The need to build a capable and ethical state was highlighted by De Lille, who lamented how deep state capture runs. “In our fifth administration, we did not meet a single target that we had set for the term... but in terms of our spend, we claim to have spent 93% of our budget.... It doesn’t correlate. I suspect what is included in that 93% is also the corruption and the money that was stolen. It never added towards the actual performance,” she said. To address this in her department, project pre-preparation must be completed before any project can be put on the budget. “Corruption steals from the poor. Corruption takes away from the people who are most vulnerable in society,” she stressed. The minister believes her department has finally turned the tide on 30-day payments, insisting that all payments are paid on time within the prescribed law. This was achieved by introducing contract and consequence management in her department and,
Regulation and legislation changes As the minister of the DPWI, De Lille is responsible for the implementation of the Infrastructure Development Act (No. 23 of 2014) – an important piece of legislation that she stated a lot of infrastructure development in South Africa has ignored. Despite the Act coming into effect in 2014, no regulations have been developed to give effect to it. Section 21 of the Act instructs the minister, in consultation with the PICC, to develop these regulations. De Lille has, therefore, asked the president to convene the PICC before the end of May, where she will present the proposed new regulations to give effect to the Act. “We can now design the regulations that begin to make the delivery of infrastructure more efficient and effective, and to also speed up infrastructure delivery,” said De Lille. The regulations will, among others, enable the workings of the Act and the criteria that must be applied in the implementation of strategic infrastructure projects. These criteria include skills development, the green economy, employment creation and rural development. The regulations will also elaborate on various mechanisms and
GOVERNANCE
legislative tools that can be used in each of the stages of the infrastructure life cycle. The DPWI is also in the process of reviewing the CIDB Act (No. 38 of 2000), especially as it relates to grading. De Lille has undertaken to engage with the CIDB on the register of service providers and provide feedback. Furthermore, the department has identified many old pieces of legislation that must be repealed. De Lille hopes to repeal all pieces of legislation in conflict with our new Constitution during the current parliamentary year. She is also
spearheading the development of an Infrastructure Public Works Bill that will bring together infrastructure and public works legislation.
The way forward A key factor for De Lille is addressing the trust deficit between the public and private sector. She believes that South Africa is currently on the edge of a cliff, and it is up to both sectors to bring it back. “If we sink, we all sink together,” she stressed. “We have to work together as partners. I can tell you that government cannot do it alone.”
De Lille also noted the need for increased investment in infrastructure, stating that government needs to create the conditions conducive for the private sector to create jobs and crowd in funding. Therefore, government has made R100 billion available in the Infrastructure Investment Fund, which includes private funding. De Lille has been tasked with finalising and having oversight over the fund, which is kept by the Development Bank of Southern Africa. That being said, De Lille does not believe that funding alone is the problem, but rather underspending on infrastructure. A recent CESA survey revealed that one in five engineers in all consulting firms is not gainfully employed and could be used to help recapacitate the state. De Lille called for CESA to present her with a list of available engineers before the end of May so that they can become involved in recapacitating the department and effectively delivering infrastructure. “I challenge you to challenge me,” said De Lille. “When we are more up front with each other, we can save this beautiful country of ours.”
LABOUR-INTENSIVE CONSTRUCTION
Employment is about dignity and life Skills development and employment generation were among the priority messages delivered during President Cyril Ramaphosa’s 2020 State of the Nation Address (SONA). Developments within the Expanded Public Works Programme and at Sanral have committed to addressing this via a renewed focus on labour-intensive construction (LIC) techniques. By Professor Robert McCutcheon*
T
he author is only too aware that this is being published during the midst of the current Covid19 pandemic; however, when it passes, and it will, South Africa will still be confronted by the continued and pressing reality to develop skills and generate employment. During the SONA, the president was quoted as saying: “We will be piloting an alternative rural roads programme during which four experimental road stretches of 50 km each will be constructed. This initiative will ensure costeffective solutions for the state, meaningful skills transfer and higher potential for labourintensive job creation than conventional roads construction methods.” These pronouncements are encouraging. However, we have heard variations on these themes many times before. Is this time different? I hope so. The dire situation regarding unemployment has worsened since 2018. The ‘narrow’ definition of unemployment (those actively looking for
work) has risen to 29%. The ‘broad’ definition, which includes those who have given up looking for work, now stands at 39%. For those aged between 15 and 35, unemployment is over 70%. While the need for exploring ways and means of generating employment is becoming increasingly urgent, it is unreasonable to expect that a small component of activity within 3% to 10 % of the economy can ‘solve’ the unemployment problem. And discontent has increased at the local municipal level, which complicates action on that plane.
Immediate action required In my previous articles for IMIESA, I expressed my continued advocacy of the widespread use of ‘modern labour-intensive methods’ for the construction and maintenance of infrastructure. I provided reasons for my disappointment regarding implementation in South Africa, particularly my reservations concerning the Expanded Public Works Programme (EPWP), which began in 2004.
So much for cautionary notes. The president’s policy statements are certainly positive regarding skills development and the LIC potential by comparison with ‘conventional roads construction methods’ (i.e. fuel-powered heavy equipment). At the highest level, there is an understanding of the potential, but this must now be translated into action.
Sanral objectives Sanral is at the forefront of LIC employment generation. In 2017, Sanral released Horizon 2030. It stated that South Africa’s “high unemployment rate exerts pressure on Sanral to maximise the number of jobs created”. To date, Sanral’s most important action has been the publication, in August 2019, of the Committee Draft Final Revision: Standard Specifications for Road and Bridge Works for State Road Authorities. Each chapter contains a section addressing labour enhancement. It is extremely important that Sanral – South Africa’s premier roads authority – has published draft specifications related to the formal use of ‘labour enhanced’ methods across the entire spectrum of its activities. This is a great step forward. In the long term, it will be the bedrock for future expansion of LIC; however, I strongly disagree with the use of the term labour enhancement. The draft specifications provide definitions for both labour enhancement and labour-intensive approaches. Labour enhancement is the process of improving the scope for the use of manual labour as an alternative to using machines to increase employment opportunities on a project. In turn, labour-intensive processes, to a large extent, exclude the use of machines.
Labour enhancement vs labour intensive definitions I do not understand the essential difference between the two definitions since they both aim to use less ‘machinery’. The latter should be
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IMIESA April 2020
LABOUR-INTENSIVE CONSTRUCTION
termed ‘fuel-powered heavy equipment’; a hand pump is a ‘machine’. I recommend that government bodies use the term labour-intensive, which has been defined and in use in South Africa since the establishment of the National Public Works Programme in 1994. It is the term used in the president’s SONA. It is the term used in legislation and regulation, and, most importantly, in the Ministerial Determination (2002 renewed annually) and subsequently linked, through the Division of Revenue Act (No. 2 of 2013), to the mandatory LIC of certain categories of municipal infrastructure. It was the term used for most of the detailed research and experimentation into modern LIC and maintenance, which was carried out by the International Bank for Reconstruction and Development (World Bank) and the International Labour Organization. Furthermore, as mentioned above, Sanral has committed itself to “maximising job opportunities” (Horizon 2030).
Industry resistance nonsensical Many engineers condemn the consideration of LIC for serious engineering. In a nutshell, they are concerned that employment will be generated at the expense of ‘time, cost and quality’. The underlying lack of knowledge leads to rejection by clients, consultants and contractors. But, please remember, the fact that Sanral has produced draft specifications for “improving the scope for the use of manual labour as an alternative to using machines” is far more important than my objections regarding terminology. It will be interesting to see whether the new specifications are used in relation to the projected four experimental road stretches. Other than testing the use of the draft specifications, I consider it unnecessary to use the term ‘experimental’, with all its implications of technical uncertainty and high overhead costs. There is sufficient local knowledge and expertise to use normal procedures regarding planning, design, tender award and construction. Given current dissatisfaction at the local level, there will be much more difficulty with the ‘bun fight’ over the allocation to small/ local contractors and eligibility for employment. In order to preserve the momentum of the
president’s intentions, it would be sensible to carry out a complementary lower-profile, but broader approach, which is already contained in Sanral’s Horizon 2030. It emphasises ‘community development’.
EPWP outcomes so far In 2004, South Africa’s government initiated the EPWP. It was one of its strategic responses to the triple challenge of poverty, unemployment and inequality. Between April 2004 and March 2019, the EPWP generated over 1 260 000 years of employment. That amounts to lowering the unemployment rate by about 1.2%. During the EPWP’s first 10 years, labour intensity was only 10% (compared with the planned minimum of 30%). Labour intensity rose to 25% during the Phase 3 (2014/15 to 2018/19). This is a step in the right direction. While not much in national terms, it matters to the individuals who earn an income. For example, some 40 000 people in KwaZuluNatal. Many more people could have been employed if the mandatory conditions regarding the use of discretionary funds had been enforced. People could have done the work executed by heavy equipment. While the EPWP has been less successful than it should have been, the president’s statements might raise the level of awareness about the potential of LIC. Indeed, the president’s intervention might lead to enforcement of the existing mandatory conditions contained in the Division of Revenue Act. On the grapevine, it has been suggested that there will be more support from the Attorney General regarding enforcement. We will see. Importantly, the EPWP should have trained thousands of ‘hands-on’ site supervisors by now – the more enterprising of whom might have become independent contractors. They could have been recruited from the hundreds of thousands of matriculants sitting at home and given 18 months of specific LIC NQF 4 level training.
National labour-intensive training centre In this respect, the EPWP is investigating the establishment of a National Labour-intensive Training Centre. This was supposed to have
been established during Phase 1 (2004/5 to 2008/9). Better late than never. This endeavour should make conscious efforts to complement other SONA statements that include a fundamental shift in focus towards more vocational and technical education. Certainly, the annual SAICE Awards for community-based projects show that significant progress has been made on EPWP initiatives. The Hilton Water Reticulation Replacement (HWRR) project is a particularly noteworthy example1. Task-based work peaked at 550 from 14 wards, with 80 km of the 89 km done using LIC, which sent R18 million into the local community. The details regarding training are worthy of attention: 80 local young people were selected. Initial training was facilitated by MTL Training College, funded by the Department of Public Works and Infrastructure. The HWRR project itself paid each student a stipend of R100 for each day attended. WK Construction took 40 students on to its payroll in order for them to obtain their National Certificate in first-level plumbing and concrete. Why do I quote this example in such detail? I consider it an excellent example of the type of collaboration between client/ community/professional team and contractor required across the whole range of municipal infrastructure. In many respects, it mirrors the collaborative approach recommended and adopted by my friend and colleague James Croswell at Ilinge in the Eastern Cape during the late 1980s. In closing, I want to stress that labour employment opportunities are endless, and this extends to include fibre-optic trenching and the evolving way that street collectors are contributing to our circular economy. I invite you to contact me on robert.mccutcheon@hotmail.com to share your thoughts. Together, we can build a much better world. Reference: SAICE December 2017: 41-42. Client: uMgungundlovu District Municipality; Professional Team: Naidu Consulting; Subconsultant: JTN Consulting; Main Contractor: WK Construction. The author has no affiliation with any of these parties.
1
*Robert McCutcheon is a professor emeritus and honorary professor at the School of Civil and Environmental Engineering, University of the Witwatersrand. He works as an employment creation and development specialist at Malani Padayachee and Associates.
IMIESA April 2020
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SAST T TRENCHLESS TECHNOLOGY
Trenchless pipeline rehabilitation: technical and practical considerations South Africa’s urban population is growing at about 150% of the national rate and has doubled over the past 26 years. This has placed enormous strain on the existing urban water services and increased the need for installing new ones. By Alaster Goyns*
S
outh Africa’s pipelines are the arteries and veins of our communities, delivering clean and removing dirty water. If they are not healthy, then the population’s health will suffer the consequences. There are two components to this: first, the densification of the established urban areas where these pipelines have deteriorated with age and in many cases have inadequate capacity; and second, the mushrooming of informal and semiformal settlements, which are only partly ser viced or not ser viced at all.
The challenge In both situations, the problem of installing new or rehabilitating existing buried pipelines is compounded by the fact that there is generally insufficient space for effectively doing this using the traditional
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way of digging trenches causing social and business disruption and environmental damage, plus the associated costs and inconvenience. What is usually not appreciated is the interdependence of these factors. Our
communities are not just people and their businesses; they include the environment within which we live and operate. If the environmental resources are damaged, the people and the economy on which they depend will suffer the consequences. There
SAST T TRENCHLESS TECHNOLOGY
the particular site are ascertained and understood, along with how these are going to be technically addressed using the technology available.
Technical and practical considerations
needs to be a change in the way these services are provided, which takes a holistic view of the long-term health of society and the environment in which we live.
Benefits of trenchless rehabilitation Many of the existing water ser vices that are malfunctioning can be rehabilitated at a direct cost that is significantly less than their replacement cost, without even considering the social, commercial and environmental inconveniences, disruption and associated costs. Once rehabilitated, these ser vices can provide a vir tually
South Africa
trouble-free useful life of between 50 and 100 years, or longer, provided the correct design parameters are used. The basic reason for this is that the route for these ser vices has already been established and little or no excavation is needed for their rehabilitation. This means that the footprint during rehabilitation is only a fraction of what is needed for open trench replacement, where space is needed for the trench, excavated material and the movement of construction equipment. Before making any decisions about how to rehabilitate an existing pipeline, it is essential that practical constraints on
Once the social needs and environmental constraints for a particular pipeline are established (whether a new or existing pipeline in need of rehabilitation), the technical means of meeting these requirements can be addressed. For water pipelines, the primary requirement will always be the hydraulic capacity to meet the specified demand at the end of a given period. There are, however, the secondary support functions of strength, water-tightness and durability, which are needed to ensure that the primary requirement is efficiently and effectively met. These are all interrelated, especially when the long-term serviceability is considered in terms of the pipe/soil system, whether this is a full flowing pressure or a partly full flowing gravity pipeline and the pipe material that was or is going to be used.
Hydraulic requirements There are significant differences between the way that full flowing pressure systems and par tly full flowing gravity systems operate. For a full flowing pipeline, such as a water supply pipeline, the velocity through the whole pipeline will be the same, provided the pipe diameter and discharge are constant. The velocity and discharge will be directly related to and
SAST T TRENCHLESS TECHNOLOGY
determined by the slope of the total energy line, excluding transition losses. This means that if the discharge drops by a certain percentage, the velocity will drop by the same percentage. A reduction in velocity is no problem if there are no solids being carried in suspension; however, if there are solids in suspension, a drop in velocity can cause them to settle out and gather in any low sections along the pipeline. These deposits can consolidate and, in so doing, reduce the flow area. This means that when the discharge through the system increases
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IMIESA April 2020
at a later stage, the velocity through this section with a smaller cross section will increase even more. For a pipeline flowing partly full, such as a sewer or stormwater drain, the velocity and hence the discharge along the pipeline will depend upon the inver t gradient, even though the pipe diameter remains constant. The velocity and discharge have a relationship dependent upon the geometric properties of the flow area, the wetted perimeter of the pipeline and the flow depth, which is in turn dictated by the
invert gradient. At low flow depths, the discharge is only a small percentage of the full flow value, so the velocity will not reduce by the same amount. This means that if the discharge drops by a certain percentage, the velocity will drop by the same percentage. By way of example, at a flow depth that is 20% of the pipe diameter, the discharge will only be 10% of the full flow discharge, but the velocity will be 62% of the full flow value. Hence the advantage of using a conduit with a circular, rather than flat, invert. When dealing with the rehabilitation of sewers, nothing can be done to rectify any problems with existing gradient; however, close-fit liners – such as cured-in-place pipe, spirally wound liners and others – where the reduction of internal diameter is minimal, usually result in a slight increase in flow velocity and capacity. This is because they are continuous from manhole to manhole, there are no joints and they have a smooth surface. This reduces the siltation problem, as the velocities are slightly higher and the washing of fines through leaking joints is eliminated. For smaller-diameter reticulation and collector sewers (up to about 450 mm in diameter) not placed at depth, any seriously damaged pipes or pipes that have settled seriously relative to adjacent pipes can be replaced as point repairs by excavating from the surface. The whole line can then be relined and replacing the whole pipeline is avoided. In urban areas where densification has taken place, the existing pipelines may need upgrading to improve capacity. This can be done by using on-line replacement techniques, such as pipe bursting, splitting
or reaming. With these techniques depending on ground conditions, it is possible to upsize an existing pipeline by twice its diameter, which will increase its capacity by over six times. Although this could significantly upgrade the water services in those parts of South Africa where densification is taking place, the benefits of this feature are seldom implemented.
Structural requirements When considering the rehabilitation of pipelines, the structural requirements will depend upon whether the host pipe still has the strength to carry the loads imposed on it or not, and is on the brink of collapse. In the former case, the host pipe is classified as being partially deteriorated and the liner is placed to make the pipeline watertight and protect it from corrosion. In the latter case, the host pipe is classified as being fully deteriorated (or more appropriately as being at the point of collapse) and the liner is designed as if it has to carry all of the imposed load. If a pressure pipeline is to be rehabilitated, the liner must be designed for two different loading cases: first, when the pipeline is empty, where the critical condition is the external groundwater pressure that develops between the liner and the host pipe; and second, when the pipeline is flowing full under maximum capacity. For the former condition, the liner needs to have the required stiffness to prevent it buckling under this external pressure. Under the latter condition, the liner needs to have the required tensile strength to resist the internal pressure. For a sewer lining, the loading that must be considered is the external groundwater pressure, which develops between the liner and the host pipe, assuming the pipeline is empty. Pipelines, and sewers in particular, are frequently installed in low-lying areas below the floodplains of rivers. This means that the external water pressure could at times be above ground level and the liner must be designed to handle this.
Concluding comment Trenchless techniques provide cost-effective ways of rehabilitating pipelines and avoid the inconvenience and disruption of the conventional open trench replacement of pipelines in densely populated urban and environmentally sensitive areas. The Southern African Society for Trenchless Technology (SASTT) is a small voluntary association that is committed to contributing towards solving the country’s problems with the provision and upgrading of water and other buried services. The challenge to all parties involved in providing water services is to change their mindset to help them realise that the technical and practical means of providing quality water pipelines are available – and that the long-term social, environmental and economic benefits far outweigh the short-term savings obtained by reducing the pre-construction costs of assessing the social needs and environmental constraints required as the input into the planning, design and construction of these essential services. In reality, the provision of these water services is a form of primary healthcare and their quality is essential. *Alaster Goyns is the owner of PIPES cc and a board member of SASTT.
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WATER & WASTEWATER
MBR – packaged for success Containerised membrane bioreactor (MBR) package plants enable municipal and industrial wastewater treatment plant owners and operators to achieve high-quality effluent while reducing energy and maintenance costs. By Annejan Visser*
FEATURES AND BENEFITS • Pre-assembled, skid-mounted system reducing installation time and costs • Space-saving compact design • Advanced nitrogen and phosphate removal • Pre-programmed, user-friendly controls for reliable operation and minimal operation attention • High-quality effluent water at <0.2 NTU
APPLICATIONS
C
ontainerised MBR package plants offer a compact, robust design that can be factory pre-assembled, tested, and skid-mounted, providing easy installation for the treatment of applications ranging from 19 000 ℓ/day to 757 100 ℓ/day.
Containerised MBR process QFS’s pre-designed and skid-mounted system can be offloaded quickly and efficiently at wastewater treatment or greenfield sites. The prefabricated steel tanks include pre-installed internals, pumps and blowers to reduce time and on-site labour for installation. The treatment process begins with influent entering a 2 mm rotary drum screen, with rescreening for improved membrane life, before entering the tank where the biological treatment process takes place. Aeration within the aerobic reactor zone provides oxygen for the biological respiration and maintains solids in suspension. To retain the active biomass in the process, the containerised MBR system relies upon the proven Memcor B40N hollow-fibre membrane technology eliminating sludge settleability
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IMIESA April 2020
• Water reuse and recycling
issues. This enables the biological process to operate at long sludge ages of typically 20 to 100 days, and increases mixed liquor suspended solids (MLSS) concentrations to typically 8 000 mg/ℓ to 14 000 mg/ℓ. High MLSS concentrations promote numerous process benefits, including stable operation, complete nitrification, and reduced biosolids production – reducing biological volume requirements (and the associated footprint) to only 20% to 30% of conventional biological processes. Further, the membrane tanks provide extremely space-efficient solids separation and do not require a clarifier in the system. The low turbidity of the treated water from an MBR makes it ideal as a feed to reverse osmosis (RO) systems, as well as to provide irrigation water for agricultural and horticultural applications. Parameter BOD TSS TN* Turbidity * Dissolved oxygen control option required
Value (mg/ℓ) <5 <5 <10 <0.2
• Groundwater and surface water discharges requiring advanced treatment • Pre-treatment for reverse osmosis or advanced filtration processes • Satellite reclamation • Industrial wastewater • Residential and commercial development • Remote installations • Emergency response wastewater treatment • Sports facilities, schools, office parks, etc.
The submerged membranes are located in a separate tank and combine a compact modular rack design with the Memcor B40N hollow-fibre membranes, delivering greater filtration performance and reducing aeration energy by up to 60%. The hollow fibres are bound together in modules, using a unique dual-potting system. Mixed liquor is drawn into the bottom of the fibre bundles with air. The filtrate pump then draws the water through the fibre wall, thus filtering the water from the solids, and the filtrate is pumped away for use elsewhere. The containerised MBR system uniquely uses pulsed, plug flow aeration to greatly
WATER & WASTEWATER
ease of maintenance and operation, power consumption, future expansion, and initial capital costs.
Advantages in water reuse
increase process efficiency and reduce energy usage. A continuous air flow is evenly distributed to each module in the form of large bubbles, which increase in size as they move up the membrane fibres. The size and the random nature of the large bubbles or slugs of air prevent trash and solids build-up by pushing debris away from the membrane fibres at the surface. There are many equipment variations, configurations, and options that can be used
with MBR systems, all of which are designed to provide the necessary treatment for each wastewater project. The equipment selection is dependent on the effluent requirements,
Especially when it comes to water reclamation from current wastewater treatment plants, the containerised MBR can provide a unique advantage. When reclaiming water from conventional water treatment plants, the water usually has to be pre-treated with additional treatment steps before the RO influent is treated. This often increases the cost of reuse implementation. The use of containerised MBR systems presents a unique advantage: because it already contains all pre-treatment steps until the influent RO, it decreases implementation costs. With the pre-installed pre-treatment steps, the containerised MBR also decreases installation and implementation time. This makes containerised (and conventional) MBR a very attractive solution for water reclamation. *Annejan Visser is a process engineer at QFS.
WATER & WASTEWATER
The socio-economic case for better water management Research has demonstrated that investment into water supply, including non-revenue water, translates into economic growth, job creation and social benefits.
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recent report, prepared by the International Water Stewardship Programme, UK Aid and GIZ, aims to develop a business case for bankable and socially sustainable investments in water supply management, with the focus on the reduction of non-revenue water (NRW) and water resources conservation. The report examines three case studies that demonstrate the socioeconomic benefits of water conservation and water demand management (WC/ WDM), including NRW reduction, economic growth, job creation, potential improvement to livelihoods, as well as training and capacity building. One of the studies, namely the City of Ekurhuleni Consumer Meter Consolidation Project, highlights how effective metering can reduce losses and increase billing while creating sustainable jobs.
Ekurhuleni metering project Ekurhuleni Metropolitan Municipality supplies water to a population of 3 379 104, with an annual water demand of 341.5 million m3. The municipality accommodates some of the largest industrial areas in Africa, large academic and medical institutions, retail and residential complexes, as well as municipal facilities, where approximately 20% of consumers use 80% of the water supply.
Connections to bulk consumers had been constructed over many years and were in a poor condition, not operational, lost and/or buried. Subsurface meter chambers were often full of rubbish and meters were not being read. Many fire supply connections are not metered or are tapped for domestic or other use, and some fire reticulation had leakage. In 2008, a top consumers’ metering programme was initiated, with knowledge that water security and cost are important to businesses. The primary objective of the project was to enhance revenue by addressing metering and billing problems, which entailed the following tasks: • Identify top consumers and problem meters. • Identify all supplies to each top consumer through a zero pressure test. • Consolidate consumer supply meters to a single meter per consumer. • Test the hydraulic capabilities of the municipal supply network by conducting drawdown tests at all bulk consumers. • Size consumer meters based on rational fire design, consumer demands and network capabilities. • Comprehensively document current and future meter supplies to bulk consumers. • Update the municipal billing system by closing removed meters on final meter readings and loading new meters accurately.
• Improve customer relations with the top water consumers in Ekurhuleni.
Project outcomes The various WC/WDM projects between 2008 and 2017 reduced NRW from 39% to 33.6%. Although the overall volume of water used in the municipality increased with time, the billed metered consumption also increased, while NRW decreased by 5.4%. The actual cost savings related to an increased revenue of R2.55 million per month for 244 properties. The total project expenditure of R19.5 million to improve the billing system was paid back in less than one year, with R30.56 million in increased revenue gained directly from the improved billing. The project involved 30 full-time job opportunities for two years. These jobs were created for the consultants and contractors who managed and implemented the programme. The contractors employed local labourers to perform most of the tasks and the consultants employed engineering technicians to oversee some of the construction activities as part of their experiential training. Both the municipality and consumers benefited from accurate metering and billing systems. The municipality was able to bill consumers based on actual consumption, which increased
WATER & WASTEWATER
revenue from accurate metering and unmetered connections. Accurate consumer meter reading increased, and meter maintenance decreased. The hydraulic condition of the network was assessed, and the network valves identified and documented. Large industries became aware of their consumption, which motivated consumers to repair leaks and operate more efficiently. The relationship between the municipality and bulk consumers greatly improved and consumers were informed of the hydraulic limitations of the network. The project has proven sustainable and the municipality is continuously rolling out the programme. Key success factors for the project included the development of standard methodology and templates for project implementation, continuous involvement and input from the municipality, proper monitoring and auditing of the savings, and the appointment of suitably qualified consultants and contractors.
Other case studies The two other case studies examined in the report are Project Boloka Metsi in South Africa and Project Somarela Thothi in Botswana. Project Boloka Metsi was conducted in Emfuleni Local Municipality, which faced potential severe water shortages. A water loss reduction project was implemented through a partnership model between the municipality, Sasol and GIZ.
The focus was on reducing internal plumbing leakages, and increasing community awareness around conservation, pressure management interventions and leakage reduction to ultimately achieve water savings in the Integrated Vaal River System to improve water security. The project created 145 jobs, many of which included training, and ultimately saved R36.98 million (6 840 373 m3 of water) over a two-year period. Unfortunately, the project was not sustained by the municipality once completed, but it did prove that public-private partnerships to reduce water losses are possible in the water sector. The objective of Project Somarela Thothi was to replicate the structure of Project Boloka Metsi in Gaborone, Botswana â&#x20AC;&#x201C; a country susceptible to water scarcity and water management challenges. A partnership between GIZ, Water Utilities Corporation and the FNB Foundation aimed to reduce water losses and improve water use efficiency in the Greater Gaborone water supply area. This nine-month project focused on reducing water demand through the implementation of social and technical water loss reduction initiatives.
Pressure management was identified as one of the most cost-effective measures to reduce water losses, burst frequencies and inefficient water use, and prolongs the design life of the distribution network. Based on the savings calculations, it was estimated that the project has yielded a saving of 1 060 444 m3. Implementing the project with the client to ensure the transfer of skills, training and capacity building contributed significantly to the sustainability of the project. The client has managed to continue the pressure management, sectorisation, logging and bulk metering initiatives in other areas in order to reduce water losses and NRW. A total of 543 508 community members benefited indirectly from Project Somarela Thothi through awareness activities.
Socio-economic benefits of WC/WDM Ultimately, the report concludes that the three case studies show that WC/WDM produces the following outcomes: job creation, sustainable interventions (Ekurhuleni and Gaborone), social learning and an informed community, sustainable municipal and water services, improved levels of service, improved efficiency, reduced water losses and NRW, and climate change mitigation and adaptation. Key considerations for building a business case for bankable and socially sustainable investments in water supply management include the consideration of how to ensure the sustainability of projects and maximising the subsequent effect of investment. Implemented strategies such as ring-fencing project savings and adopting performancebased contracting will assist in ensuring the sustainability of jobs created during projects. It is also important to consider how to prioritise and spend budgets and ensure project execution that promotes local job opportunities. Lastly, it is important to encourage private sector participation where government benefits from the necessary initial investment to ensure more effective resource management while the private investor gains long-term water security.
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GEOSYNTHETICS
Global lining solutions for large infrastructure projects Designed specifically for use in chemically aggressive environments, AKS Lining Systems supplies a range of lining solutions utilised extensively in infrastructure containment projects.
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ince its inception in 2002, AKS Lining Systems has grown to become a competitive global producer of thermoplastic lining products. Its products are exported to more than 30 countries worldwide, where they are used in diverse applications such as mining, environmental conservation, water treatment and general infrastructure. Situated in Cape Town, AKS Lining Systems also offers strong support to the local South African and SADC regions.
Containment and corrosionresistant solutions
“The resins we use are imported and are tried and tested to comply with the requirements of GRI-GM13 and GRIGM17, along with our own SANS 1526 requirements,” he says. AKS Lining Systems is also ISO 9001:2015 certified, ensuring that management system and quality procedures are maintained and reviewed at the highest possible levels. These systems and procedures follow through right from resin suppliers, shipping and logistics, to the finished product, testing and delivery.
The latest technology AKS Lining Systems uses state-of-the-art, European-manufactured extrusion lines. These large extruders are designed to utilise the latest technology and operate continuously and faultlessly. “We can achieve extrusion accuracies close to 5%, while the current market trend is within a 10% range,” says Hardie.
AKS Lining Systems also utilises Low-Carbon Emission Technology to power its plants. The Cape Town-based production plant has installed a 500kW solar facility, with plans to upgrade to 1MW over the next two years. The company also makes use of Equipment Cooling Facilities that utilise nonpotable groundwater.
Guaranteed quality “Our logistical team ensures the expert handling and loading of trucks and containers, along with all required export documentation. For identification, tracking and traceability, all AKS™ and Geoliner rolls are individually labelled and numbered. Our Manufacturing Quality Control System ensures that we can trace each roll and its components right through from incoming resin, in-line production testing and QC testing, to final MQC Certification,” explains Hardie. AKS Lining Systems has an open-door policy, allowing customers to inspect and review their product during manufacturing and testing, giving them peace of mind when materials start arriving on their sites.
Textured Geoliner roll being coiled
According to Peter Hardie, Technical & International Sales Manager of AKS Lining Systems, the company’s geomembrane range of products, Geoliner, is manufactured from HDPE or LLDPE resins that are considered chemically inert. This makes them the ideal choice as the primary and secondary lining systems in landfill sites. Geoliner is supplied in 7 m wide rolls, with various surface finishes, such as smooth, textured or mega textured. In addition to the Geoliner range, AKS Lining Systems has its flagship product, AKS™ Corrosion Protection Liner. AKS™ (Anchor Knob Sheet) is a liner extruded with a matrix of anchors. It is used extensively in acid-proofing concrete structures, by being cast into the concrete. The mechanical bond into the concrete means the product can be used in a vast range of applications, from mining to sewage treatment and large outfall sewers, to name but a few.
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BIENNIAL PROJECT EXCELLENCE AWARDS
TUESDAY 27TH OCTOBER 2020 CAPE TOWN
CALL FOR ENTRIES To recognise outstanding achievements in municipal infrastructure, we are calling for entries
Planning and design Construction methods Innovation and originality
that showcase projects that demonstrate the best of civil engineering as a science and how engineering
Meeting social and technical challenges
enhances the lives of the local communities, through excellence in:
Contributing to the well-being of communities
CATEGORIES
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ENGINEERING EXCELLENCE IN STRUCTURES & CIVILS E.g. Projects demonstrating engineering science, use of alternate materials, innovative construction processes, etc.
2
COMMUNITY UPLIFTMENT & JOB CREATION E.g. Projects demonstrating labour-intensive construction, skills development, community awareness/participation, etc.
3
ENVIRONMENT & CLIMATE CHANGE E.g. Environmental rehabilitation, renewable energy, drought solutions, coastal initiatives for rising sea levels, pollution control, educational/ technical initiatives, etc.
CLOSING DATE FOR SUBMISSIONS 13 JULY 2020
Only projects that have reached practical or substantive completion by 30 June 2020 will be accepted for the Excellence Awards. Adjudicators reserve the right to reallocate entries in the 3 categories. ENTRY FORMS AND AWARD CRITERIA Available for download on the website: www.imesa.org.za
IMESA THE INSTITUTE OF MUNICIPAL ENGINEERING OF SOUTHERNÂ AFRICA (IMESA)
QUESTIONS Contact Debbie Anderson on +27 (0)31 266 3263 or email conference@imesa.org.za
CEMENT & CONCRETE
WWTW integrity restored
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ong overdue for an upgrade, Kwanobuhle’s wastewater treatment works (WWTW) is now undergoing extensive refurbishment. This will ensure sustained sanitation services for this large township, situated on the outskirts of Uitenhage, Eastern Cape. The works, which are being carried out by Ibhayi Contracting, commenced in January 2019 and are scheduled for completion in July 2020. Sika products formed a key component of the rehabilitation process. The concrete spall repairs on the plant were conducted using SikaTop Armatec-110 EpoCem reinforcing protective coating, and Sika MonoTop-615HB high build repair mortar. The latter is a repair and reprofiling mortar for structural concrete. The aerators and digesters were also lined with Sika MonoTop-612 by trowel
Kwanobuhle’s wastewater treatment works
A repaired concrete section
application to reprofile the concrete surfaces. Sikagard-720 EpoCem, a protective coating, was subsequently applied as a 2 mm thick layer to the Sika MonoTop-612. Sikagard-720 EpoCem is a thin film sealer, made from epoxy and cement-based fillers, used on vertical and horizontal surfaces. It is a unique product that provides concrete
protection and acts as a moisture barrier to allow for the rapid application of an epoxy coating on to surfaces with high moisture contents. Sikagard-63N epoxy, a highly chemicalresistant coating with a long track record in wastewater treatment plants, was applied to complete the build-up. Finally, all joints in the structures were sealed with Sikaflex Pro 3i and Sikadur Combiflex. IMIESA April 2020
Find our branches at www.technicrete.co.za
p a vi n g | mini ng | m as on r y
PRODUCT LINE: • Pre-bagged Concrete products (TechniMix, DryCrete) • VentaBlock (interlocking blocks) • Composite Packs (Conmixer, Blokpak Grout) • Liquid Polymer (TSL, TSL-L) • Rock support
| k er bs | erosi o
n prot e c ti o
APPLICATIONS: • Sealing of dams, drains and sumps • Sealing sensitive rock structures • Support structures • Abrasion resistant applications
n | re t ai n i
ng w alls | d ra inag e
Technicrete is a subsidiary of ISG, a leading supplier of innovative infrastructure products to the construction and mining markets in Southern Africa.
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CEMENT & CONCRETE
Green and compliant
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y volume, sand and stone make up by far the biggest percentage of the dr y mix in concrete. For this reason, it is vitally important that a paper trail be followed to ensure the materials are obtained from legal mining operations. Sand and stone suppliers, as well as readymix or prefabricated concrete suppliers, should be able to prove the supplying mine is operating with a valid mining licence from the Department of Mineral Resources and Energy (DMRE). Suppliers must also prove that they have land-use rights from local, provincial and national authorities, and must comply with all relevant environmental protection requirements. “It is an unfortunate fact that illegal mining practices continue to scar our landscapes and diminish the lives of surrounding communities and others that are affected
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by the practice,” says Nico Pienaar, director of sur face mining industr y association Aspasa (the Aggregate and Sand Producers Association of Southern Africa). “That is why we urgently call upon all involved in sustainable and green building projects to make use of materials from legal and environmentally conscious companies that are active Aspasa members,” he asserts.
Keep it green
Nico Pienaar, director, Aspasa
“Building professionals should also remember that unscrupulously operated pits and quarries scar the environment and contaminate water courses. Damage in these cases is often left for future generations to clean up,” Pienaar continues. “Increasing environmental awareness has prompted our members to lead by example
and adopt a comprehensive programme, which ser ves to ensure compliance with regional and national by-laws and legislation, and requires all member sites to be audited on an annual basis to confirm compliance. The DMRE may also use the information for future mining licence decisions,” Pienaar concludes.
IMIESA April 2020
18 - 20 AUGUST
GALLAGHER CONVENTION CENTRE
Africa’s largest occupational health and safety show turns 10 years old! The 360° expo for the safety, security and built environment, offering tomorrow’s solutions today!
Three co-located shows = triple the value! Official media partner: Platinum sponsor:
www.aosh.co.za
Gold sponsor: Silver sponsor:
Supporting media partners:
Supported by:
Radio partners:
For more information, please contact: Ross Dyer - Tel: +27 010 003 3049 Email: rossd@specialised.com
Brought to you by:
eThekwini www.durban.gov.za
CONTENTS Shaping Durban
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Africaâ&#x20AC;&#x2122;s leading convention centre
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Geosynthetic repairs follow pipeline excavation
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Together, providing proven engineering solutions
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Point Precinct to transform Durban 54
ETHEKWINI
Where the World meets Africa Durban International Convention Centre (ICC) prides itself on being a leading venue for meetings, business events, conferences and exhibitions on the African continent.
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IMIESA April 2020
ETHEKWINI
D
urban ICC is a versatile venue of enormous dimensions, flexible enough to meet any need, no matter how extraordinary. The centre offers the largest column-free, multipurpose event space on the African continent. International and national conventions, exhibitions, sporting events, concerts and special occasions of every kind can be accommodated. Flexibility and versatility are key factors in the design of this stateof-the-art, technology-driven ICC. The centre is rated as a five-star venue by the Tourism Grading Council of South Africa.
Meeting needs for every event Durban ICC’s track record of successfully staging prestigious international events speaks for itself. Durban ICC’s successful staging of both the largest (International AIDS Conference 2016 – attended by 22 000 delegates) and second largest (COP17 in 2011 – attended by 15 000 delegates) conferences ever held on the African continent is testament to the centre's service excellence. The 27th World Economic Forum on Africa (WEFA) was hosted in May 2017 and attracted over a 1 000 delegates from over 100 different countries, including several African leaders and an impressive list of global speakers. Durban ICC also hosted the International Telecommunication Union (ITU) Telecom World 2018, which was attended by approximately
8 000 delegates including tech SMEs, policymakers, investors, corporates and digital innovators. Most recently, the centre hosted the Forbes Woman Africa – Leading Women Summit 2019, which brought together influential women from across industries and professions. Durban ICC’s highly experienced and friendly team will ensure that your event is seamlessly executed, giving you complete peace of mind. Providing exceptional customer service remains the heartbeat of Durban ICC, which strives to ensure that every delegate who walks through the fivestar facility has a memorable experience. Delegates visiting the centre can look forward to superb standards of culinary excellence and hospitality. As part of Durban ICC’s gourmet evolution over the past 21 years in the industry, the centre is completely reinventing its culinary offering in order to showcase some of Durban’s authentic African cuisines. Furthermore a wide range of new innovative packages have been designed to meet the unique needs of each target market, at the best possible rates. Durban ICC offers you first-world convenience and a proudly African meetings experience. The centre is fully Wi-Fi enabled and connectivity is complimentary to its delegates and guests. The centre is located 30 minutes from King Shaka International Airport and more than 3 600
hotel rooms are within a 10-minute walk of the centre.
Durban ICC fast facts • Located in Durban, known as South Africa’s entertainment playground. • Durban International Convention Centre comprises the Durban ICC Arena and the Durban Exhibition Centre. • Voted ‘Africa’s Leading Meetings and Conference Centre’ by the World Travel Awards no fewer than 17 times in 19 years and continuously strives to deliver excellent service. • Largest flat-floor, column-free multipurpose event space in Africa. • Maximum capacity at the complex: 22 000 delegates, 112 000 m2 of flexible event space. • Ranked in the world’s Top 17 Convention Centres by the International Association of Congress Centres (AIPC). • The Centre is located 30-minutes from the King Shaka International Airport and over 3,600 hotel rooms are within a 10-minute walk of the Centre.
www.icc.co.za
IMIESA April 2020
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ETHEKWINI
Shaping Durban The economic powerhouse of KwaZuluNatal, eThekwini Municipality aims to become Africa’s most caring and liveable city by 2030.
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Thekwini Municipality has several major investment projects under way in partnership with the private sector in a bid to ensure that Durban continues to be a global city and a leading tourism and investment destination. As part of its efforts to be Africa’s most caring and liveable city by 2030, the municipality has partnered with key economic stakeholders to innovatively identify and address the economic challenges that face the city. To this end, the municipality has adopted an inclusive economic growth plan, called Shape Durban, to build a stronger and more inclusive economy through concrete interventions. The municipality has also appointed Team Durban to provide strategic foreign direct investment advice and support to the city by acting as a sounding board for council leadership and the new Invest Durban Unit on business and investment promotion matters. Further, eThekwini Municipality's Investment Promotion Strategy and Implementation Plan has been rolled out. The plan aims to facilitate sustainable investment in Durban through the expansion, retention and aftercare of the existing multinational investors as well as targeted attractions for significant new foreign direct investment.
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IMIESA April 2020
Catalytic projects Council believes that the city is poised for massive growth from several major catalytic projects over the next few years, which will create investment and employment opportunities. These projects are expected to have a huge economic and social impact that will be measured by the number of jobs created and how they support mixed-use development by integrating commercial and housing needs. The city has established a Catalytic Projects Office, tasked with accelerating the implementation of catalytic projects and providing a one-stop shop for project prioritisation, planning, scheduling, coordination and implementation. The significant projects that are beginning to take shape include the Point Waterfront Development, Cornubia Development, Dube TradePort, Ntshongweni Development, and Dumisani Makhaye Node (Westrich Mall) Development. Importantly, growth opportunities over the next 20 years will focus on capitalising on the role of the port, international airport and modern rail, road, infrastructure, information and communication technologies. This includes promoting the city as a centre for trade between Africa and the world, as well as A GO! Durban station under construction
promoting the city as the best location for manufacturing activities.
Cornubia The Cornubia Development is regarded as a catalytic intervention to establish the first fully integrated human settlement in the country. The multimillion-rand mixed-use project has the potential to yield 28 000 units and is transforming the physical and social landscape of the city. The development is being constructed in phases over a 20-year period covering 1 300 ha and includes industrial, commercial and retail development. When complete, the area will create an estimated 48 000 permanent retail and industrial jobs. A 100 000 m² logistics park is to be developed at the N2 Business Estate located on the northern edge of Cornubia. Once completed, the estate could create 2 400 permanent jobs and generate R45 million a year in rates income for the city.
Dube TradePort This 2 840 ha development near King Shaka International Airport will become an airfreight hub comprising Cargo Terminal, Trade, Agri and Support Zones. To date, Dube TradePort has secured R3.2 billion in private sector investment. With a great deal of development completed and more currently under way, current projections point to the expanded zone attracting in excess of R10 billion in private sector investment in coming years. The TradePort will eventually provide 150 000 permanent jobs with a total annual rates contribution of R180 million.
Centrum site The development of the Durban Centrum entails a mixed-use precinct of integrated rapid
ETHEKWINI
public transport network (IRPTN) bus stations, a new super basement parking garage with public service buildings, integrated with highdensity residential, hotel, retail and commercial development. The 28 ha site comprises the largest single area of the central city and offers the potential for comprehensive redevelopment. The site will complement the adjoining central business district while trying to preserve the city’s historic buildings and heritage. The project is projected to provide 3 350 construction and 1 350 permanent jobs, with an annual rates contribution of R67 million. The investment value of the development is estimated at R4 billion, to be developed over eight years starting in 2020/21.
GO! Durban eThekwini’s IRPTN, GO! Durban, is the biggest infrastructure project the city has ever undertaken. Set to revolutionise public transport in the city, GO! Durban integrates several different modes of transport and innovations. By 2030, the new transport network will have eight dedicated bus
lane routes and one rail route, which will link eThekwini Municipality from north to south and east to west, with the first route nearing completion. The R280 million interchange to link the Cornubia Development and the uMhlanga Precinct also forms part of the project.
The Cornubia Interchange
Durban Film City With a projected capital cost of more than R7.5 billion, Durban Film City is a landmark project for the city. Located on the beachfront, the development is set to change the face of Durban, its tourism offering and local lifestyle – entrenching world-class standards by integrating film studios and related film industry elements with tourism, lifestyle and entertainment components, thereby creating a must-see, must-do attraction for Durban.
Dumisani Makhaye The Dumisani Makhaye Node (Westrich Mall) Development (Midway Crossing) is strategically located on the city’s C3 IPTN Corridor connecting Bridge City to Pinetown CBD.
The project will benefit the communities of Lindelani, KwaMashu and Newlands West. It entails the commercial development of a shopping centre, which will be integrated with the GO! Durban feeder facility, safety and security centre, Sizakala Centre, Municipal Services Centre and Newlands Expressway. Dumisani Makhaye is a public-private partnership, with a total investment value of R750 million, of which the city contributed roughly R340 million towards the provision of the bulk infrastructure.
2030 vision
Growth opportunities will capitalise on the role of the Port of Durban and other transport infrastructure
The above-mentioned projects, together with several other key infrastructure investments are expected to change the landscape of the city and create a true global destination that will be a gateway to the African content. The aim is to create significant socio-economic benefits to ensure that eThekwini becomes a truly caring and liveable city by 2030.
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ETHEKWINI
Africa’s Leading Convention Centre Durban ICC has received overwhelming feedback from clients, who have voted it in the top 1% of convention centres worldwide, as well as ‘Africa’s Leading Meetings and Convention Centre’ no fewer than 17 times!
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his world-class facility, renowned for its high standards of service excellence and has successfully staged some the world’s most prestigious and complex events. The centre’s track record includes the hosting of both the largest and secondlargest conferences ever held on the African continent (International AIDS Conference 2016 – attended by 22 000 delegates and the UN Climate Change Conference COP-17 held in 2011 – attended by 15 000 delegates).
Flexibility and versatility Durban ICC is a versatile venue of enormous dimensions, flexible enough to meet any
need, no matter how extraordinary. The centre offers the largest column-free, multipurpose event space on the African continent. International and national conventions, exhibitions, sporting events, concerts and special occasions of every kind can be accommodated. Flexibility and versatility are key factors in the design of this state-of-theart, technology-driven centre. Durban ICC’s highly experienced and friendly team will ensure that your event is seamlessly executed giving you complete peace of mind. Providing exceptional customer service remains the heartbeat of the Durban ICC, which strives to ensure that every delegate who walks through the five-star facility has a memorable experience.
Authentic culinary excellence Delegates visiting the Centre can look forward to superb standards of culinary excellence and hospitality. As part of Durban ICC’s gourmet evolution over the past 22 years in the industry, the centre is completely reinventing its culinary offering in order to showcase some of Durban’s authentic African cuisines. Furthermore, a wide range of new innovative packages has been designed to meet the unique needs of each target market, at the best possible rates. Located in the City of Durban, affectionately known as South Africa’s entertainment playground, Durban ICC offers you firstworld convenience and a proudly African meetings experience. When one considers the centre’s impeccable track record, uncompromising commitment to service excellence and stunning destination, it is clear to see why it is recognised as Africa’s leading convention centre.
www.icc.co.za
IMIESA April 2020
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ETHEKWINI
Geosynthetic repairs follow pipeline excavation Excavations for a major pipeline bisecting a section of Nor thbur y Road in Phoenix, Durban, caused severe damage to the existing sur face. After an on-site inspection, Naidu Consulting determined Kaytech’s SealGrid 50 to be the ideal geosynthetic interlay for the rehabilitation project.
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SealGrid 50 fabric being overlaid with a 30 mm asphalt layer
After waiting for the tack coat to break, 300 m2 of SealGrid 50 (50 x 50 kN/m) was laid out on to the tacked surface and then rolled with a pneumatic tyre roller to prevent pick-up
Preparing the next section
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IMIESA April 2020
nce Durban’s existing Northern Aqueduct system had reached maximum flow capacity, construction of the Northern Aqueduct Augmentation system commenced in 2014. This massive project, undertaken in phases by eThekwini Municipality, has increased bulk water infrastructure for the city’s rapidly developing northern areas. The pipeline crossing Northbur y Road formed part of Phase Five of the project in progress during 2019. Once excavation for the pipeline was completed, contractor Masakhane Project Managers cleaned the sur face area of all dirt, dust and vegetation. Thereafter, all large cracks were filled and covered with a levelling course of asphalt. A cold pave tack coat was then applied by hand to the asphalt at a rate of one litre per square metre. After waiting for the tack coat to break, 300 m2 of SealGrid 50 (50 x 50 kN/m) was laid out on to the tacked sur face, in the process ensuring that it was free of wrinkles and folds. It was then rolled with a pneumatic tyre roller to prevent pick-up. To complete the four-week project, SealGrid 50 was overlaid with a 30 mm layer of asphalt. By bonding the existing sur face to the new one, SealGrid will ensure a strong interlock between the two.
Reinforced composite SealGrid is a reinforced composite paving fabric manufactured from high-strength glass-fibre roving, knitted in a grid pattern on to a paving fabric. The reinforcing effect of the low-strain glass filaments – in combination with the waterproofing, stress-relieving and bonding proper ties of the paving fabric – leads to a dramatic reduction in reflective cracking under asphalt overlays. SealGrid is unaffected by high temperatures and most chemicals. A highly versatile product, SealGrid can be installed under or between asphalt layers in many situations, such as where high stresses may occur, on road-widening schemes with differential settlement or where stress cracking is possible over expansive clay subgrades. Impor tantly, by reducing traffic-induced crack propagation by a factor greater than seven, SealGrid provides a significantly increased life cycle, which in turn equates to great economic benefits. The end results have been put to the test on Nor thbur y Road.
ETHEKWINI
Together, providing proven engineering solutions A 100% black-female-owned company, M & C Consulting Engineers prides itself on a total dedication to quality and on-time delivery within budget, says managing director Sinenhlahla Chamane*.
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ounded in 2011, M & C Consulting Engineers has established an exceptional track record within its home base of KwaZulu-Natal for the execution of strategic infrastructure projects that impact positively on communities. These extend from schools and community buildings, to sports fields, private and social housing, treatment works, and the design and construction management of gravel and paved roads. “We achieve this through innovative and economical services and maintaining state-ofthe-art design technology,” says Sinenhlahla. “We also assist in client investigation, including assessing the integrity of contractors and other relevant service providers to get the best results.” Sinenhlahla has worked for a variety of government departments and municipalities and, prior to launching M & C, she honed her skills with various consulting firms. One of M & C’s first projects was the delivery of the bulk earthworks design for Sigisi Primary School in Empangeni, completed in October 2011. M & C returned to commission the school’s sports field in June 2014. “Thanks to our focus on excellence, we continue to secure new work from municipalities across KwaZulu-Natal, as well as provincial government. We have also branched out to include consulting services for private sector clients,” Sinenhlahla continues. M & C’s project management services include defining client needs, preparing bid documents, assisting clients with adjudication processes, construction supervision/project management, and contract administration.
Milestone projects Notable projects that have successfully been executed by M & C include:
KEY SERVICES - construction of Nibela Access Road for Big 5 Hlabisa Municipality, completed in October 2015 - construction of Mfofolozi Causeway and 5.2 km road at Ward 1 for uMlalazi Municipality in December 2017 - construction of Ward 9 Access Road and Box Culvert in December 2017 - construction of Hloniphani Community Development Centre for Ndwedwe Local Municipality in October 2017 - construction of the Madondo Community Hall for Big 5 Hlabisa Municipality in April 2019 - non-revenue reduction intervention for Beyond Water, completed in May 2019.
Current projects Going into 2020, M & C has a strong pipeline of work in progress, which includes a series of road projects, in addition to building contracts. These include various projects for Jozini Municipality, namely: - the Nyamane sports field development - a high-mast lighting installation - the Magwenya gravel access road - the Mandonya gravel access road. M & C has also been awarded a three-year contract by Mpofana Local Municipality for its Project Management Support Unit, in addition to carrying out the refurbishment and upgrading of wastewater works and sewer pipelines in Mtubatuba Local Municipality on behalf of the uMkhanyakude District Municipality for this turnkey project. Running in parallel with the above projects, work for the year entails the: - Inhlabamkhosi Community Development Centre for Ndwedwe Local Municipality - Development Plan for Alkanstrand (Bay Hall Area) for the City of Umhlathuze.
- Bridges, roads and stormwater - Water and wastewater plants - Community facilities for sports and recreation - Housing infrastructure planning, design and construction monitoring - Water supply, treatment and distribution - Structural engineering and building works - Parking and traffic studies - Municipality support systems, including MIG projects - Project management and contract administration - Technical support to emerging contractors
“Our dedicated team of construction professionals work together to find the best client outcomes. It’s an exciting road ahead,” Sinenhlahla concludes. *Sinenhlahla Chamane is a professional technologist (Pr Tech Eng and member of the following bodies: SACPCMP, SAICE, IMESA and SAT). She is registered with the NHBRC as an Engineer and Builder.
+27 (0)35 550 0231 info@mcconsulting.co.za www.mcconsulting.co.za
IMIESA April 2020
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ETHEKWINI
Currently under way, the public-private sector project to revitalise Durban’s Point Waterfront forms an essential part of eThekwini Municipality’s initiative to redevelop and regenerate the inner city.
Point Precinct to transform Durban
D
urban Point Water front has long been identified as critical to both the retention and growth of Durban’s tourism industr y. To this end, eThekwini Municipality, in partnership with the Durban Point Development Company, is working to revitalise the Water front. The R35 billion investment located on the South Point of the central beachfront is set to include several mixed-use developments, including upmarket residential and commercial developments, a retail mall, a hotel and leisure facilities. This will be undertaken in three phases over 10 to 15 years. “This initiative must be seen in the context of a city-wide development process, indicating that Durban is on the brink of change, that there is significant interest in the revitalisation of the CBD and the Point Precinct,” explains Nasreen Arabi, senior programme manager: Catalytic Projects Unit, eThekwini Municipality.
Critical projects In order to establish the Point Precinct development as a world-class facility and plan for increased development in this area, the city has committed to upgrading the bulk infrastructure watermain as well as the public realms in order to support
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IMIESA April 2020
future development. The Promenade extension, completed in November 2019, unlocked phase one of the Point Water front Development. At a cost of around R300 million, the Promenade was extended by 750 m. This is followed by the upgrade of Point Watermain, which got under way in Februar y 2020. This will see the construction of a 4.1 km long DN800 steel pipe along Anton Lembede Street and Mahatma Gandhi Road. Expected to create numerous job opportunities, the R190 million project is planned for completion in June 2021. Included in these projects are public realm upgrades intended to improve pedestrian connectivity and the urban environment to ensure that the total user experience is enhanced and aligned with the Inner-City Regeneration Strategy.
Point Watermain upgrade According to Arabi, the Point Watermain upgrade project forms part of a response to the Inner-City Regeneration Strategy based on the Inner-City Local Area Plan (LAP). It is also a response to the dilapidating infrastructure that requires upgrading for future growth of the area. The current water demand for the Durban Inner-City is 28 Mℓ/day. Future flow from the Point development will add another
3.5 Mℓ/day. The Point development is also considered a high-risk area with respect to the provision of water for firefighting due to the proposed high-rise buildings, thereby exaggerating the peak flow. The 2040 future demand allowing for the planned Inner-City Regeneration is 50 Mℓ/day. The City understands that it is unlikely that the Montille Reser voir and lower Umgeni system will meet this future demand, so alternative and innovative supplies are being considered by eThekwini Municipality, including a Remix Plant (recycling plant) situated at the Central Wastewater Treatment Plant across the harbour entrance on the Bluff. Potable water can be reverse-fed from this Remix Plant across the harbour tunnel and into the bulk supply main along Mahatma Gandhi Road and into the Durban inner city. In order to accommodate this alternative, a marginal increase in the optimal pipe size for the bulk main along Mahatma Gandhi Road has been made. The pipeline is situated within the water table in an aggressive saltwater environment. Special protection to the pipe coating, together with cathodic protection, is required to prevent corrosion of the steel pipeline. Furthermore, the pipeline is constructed within a roadway that comprises numerous
ETHEKWINI
existing ser vices (sewer, stormwater, electrical), requiring both a challenging horizontal and vertical design to avoid relocation of these ser vices. This has resulted in deep concrete chambers for valves that will all have to be constructed with the roadway. The deep ver tical alignment will, in places, require dewatering and shoring of trenches in excess of 3 m deep during construction.
Uplifting the city “Although the economic factor is the main driver of the Point Precinct project due to the anticipated increase in rates revenue and private investment, there is also a substantial benefit to the municipality by the anticipated jobs to be generated from this development in terms of construction and increasing tourism in the city,” explains Arabi. A socio-economic assessment of the new proposals concluded that “there is no doubt that the proposed development plan will yield a range of measurable positive impacts, in the immediate area of the development, in the CBD, in respect of job creation, rates revenue as a contribution to the overall quality of the City of Durban.” Approximately 11 000 construction phase jobs are likely to be created per annum during the Point Precinct project, as well as 6 750 permanent jobs. However, Arabi notes that the impact of Point Precinct must be considered not
only on the immediate environment, but rather as a long-term development strategy integrated with concepts contained in the eThekwini Inner-City LAP of 2016/17. The rationale behind the LAP is to create a vision and framework to direct the regeneration of the inner city of eThekwini, inclusive of a primar y spatial vision for the inner city area as a guide for the future growth. Local existing proper ty values are likely to increase by some 10% while central Durban property values are likely to increase by 5%. Rates revenues of
approximately R200 million per annum are expected to be generated for eThekwini Municipality, along with an anticipated GDP/GVA contribution of around of R700 million once the development is completed. Point Precinct is just one of many catalytic projects on the cards for eThekwini. Other projects, such as the Ntshongweni Precinct Development, Midway Crossing, Rivertown Precinct, Cornubia, Brickworks, Auto Supply Park and Dube TradePort are expected to change the landscape of the city and create a true global destination that will be a gateway into the African content.
INDEX TO ADVERTISERS
Afrimat
IFC
AfriSam
OFC
AKS Lining Systems
40
Circuit Water Engineering Durban ICC
46, 47, 51
Much Asphalt
19
Quality Filtration Systems
29
Raubex KZN
ELB Equipment (Powerscreen)
Ammann Construction
OBC
11
8–10
Rocla 35
Machinery
2, 22, 23
A-Osh Expo
44
Lafarge
APE Pumps
37
Key Truck & Car Pinetown
50
SMEC
33
ASPASA
21
M & C Consulting Engineers
53
Technicrete
43
IMESA
26, 42, 56 4
SABITA Sizabantu Piping Systems
15 IBC
IMIESA April 2020
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I M E S A A F F I L I AT E M E M B E R S
IMESA
PROFESSIONAL AFFILIATES AECOM siphokuhle.dlamini@aecom.com AFI Consult banie@afri-infra.com Alake Consulting Engineers lunga@alakeconsulting.com ALULA (Pty) Ltd info@alulawater.co.za AQUADAM (Pty) Ltd sales@aquadam.co.za Asla Construction (Pty) Ltd johanv@asla.co.za Aurecon Fani.Xaba@aurecongroup.com Aveng Manufacturing Infraset werner.booyens@infraset.com Averda claude.marais@averda.com Bigen Africa Group Holdings otto.scharfetter@bigenafrica.com BMK Group brian@bmkgroup.co.za Bosch Munitech info@boschmunitech.co.za Bosch Projects (Pty) Ltd mail@boschprojects.co.za BVI Consulting Engineers marketing@bviho.co.za Civilconsult Consulting Engineers mail@civilconsult.co.za Corrosion Institute of Southern Africa secretary@corrosioninstitute.org.za Development Bank of SA divb@dbsa.org.za Dlamindlovu Consulting Engineers & Project Managers info@dlami-ndlovu.co.za DPI Plastics Farhana@dpiplastics.co.za EFG Engineers eric@efgeng.co.za Elster Kent Metering Mark.Shamley@Honeywell.com ERWAT mail@erwat.co.za GIBB marketing@gibb.co.za GIGSA secretary@gigsa.org GLS Consulting nicky@gls.co.za Gorman Rupp Cordeiro@gormanrupp.co.za Gudunkomo Investments & Consulting info@gudunkomo.co.za Hatch Africa (Pty) Ltd info@hatch.co.za Herrenknecht schiewe.helene@herrenknecht.de Huber Technology cs@hubersa.com Hydro-comp Enterprises info@edams.co.za I@Consulting info@iaconsulting.co.za INGEROP mravjee@ingerop.co.za Integrity Environment info@integrityafrica.co.za IQHINA Consulting Engineers & Project Managers info@iqhina.co.za iX engineers (Pty) Ltd hans.k@ixengineers.co.za JBFE Consulting (Pty) Ltd issie@jbfe.co.za JG Afrika DennyC@jgafrika.com KABE Consulting Engineers info@kabe.co.za Kago Consulting Engineers kagocon@kago.co.za Kantey & Templer (K&T) Consulting Engineers ccherry@ctokamteys.co.za Kitso Botlhale Consulting Engineers info@kitsobce.co.za Lektratek Water general@lwt.co.za Lithon Project Consultants (Pty) Ltd info@lithon.com Makhaotse Narasimulu & Associates mmakhaotse@mna-sa.co.za Malani Padayachee & Associates (Pty) Ltd admin@mpa.co.za M & C Consulting Engineers (Pty) Ltd info@mcconsulting.co.za Maragela Consulting Engineers admin@maragelaconsulting.co.za
Mariswe (Pty) Ltd neshniec@mariswe.com Martin & East gbyron@martin-east.co.za Mhiduve adminpotch@mhiduve.co.za Mogoba Maphuthi & Associates (Pty) Ltd admin@mmaholdings.co.za Moedi Wa Batho Consulting Engineers (Pty) Ltd info@wabatho.co.za Much Asphalt bennie.greyling@muchasphalt.com Mvubu Consulting & Project Managers miranda@mvubu.net NAKO ILISO lyn.adams@nakogroup.com Nyeleti Consulting merasmus@nyeleti.co.za Odour Engineering Systems mathewc@oes.co.za Ribicon Consulting Group (Pty) Ltd info@ribicon.co.za francisg@rhdv.com Royal HaskoningDHV SABITA info@sabita.co.za SAFRIPOL mberry@safripol.com SALGA info@salga.org.za SAPPMA admin@sappma.co.za / willem@sappma.co.za SARF administrator@sarf.org.za.co.za SBS Water Systems mava@sbstanks.co.za Sembcorp Siza Water info-sizawater@sembcorp.com Sigodi Marah Martin Management Support lansanam@sigodimarah.co.za SiVEST SA garths@sivest.co.za Sizabantu Piping Systems (Pty) Ltd gregl@sizabantupipingsystems.com SKYV Consulting Engineers (Pty) Ltd kamesh@skyv.co.za SMEC capetown@smec.com Sobek Engineering gen@sobek.co.za Southern African Society for Trenchless Technology director@sasst.org.za spc@vinci-construction.com Southern Pipeline Contractors (Pty) Ltd SRK Consulting jomar@srk.co.za Star Of Life Emergency Trading CC admin@staroflife.co.za Syntell julia@syntell.co.za TECROVEER (Pty) Ltd info@tecroveer.co.za TPA Consulting roger@tpa.co.za Ulozolo Engineers CC admin@ulozolo.co.za V3 Consulting Engineers (Pty) Ltd info@v3consulting.co.za south-africa@vetasi.com Vetasi VIP Consulting Engineers esme@vipconsulting.co.za VUKA Africa Consulting Engineers info@vukaafrica.co.za Water Institute of Southern Africa wisa@wisa.org.za Wam Technology CC support@wamsys.co.za Water Solutions Southern Africa ecoetzer@wssa.co.za Wilo South Africa marketingsa@wilo.co.za WRP ronniem@wrp.co.za WRNA washy@wrnyabeze.com WSP Group Africa ansia.meyer@wsp.com
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