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Where the rubber meets the road
CAPSA 2015 The road ahead
Panel Discussion
Road construction, maintenance, and equipment
Municipal Focus Nelson Mandela Bay Metropolitan Municipality
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CONTENTS www.infrastruc
turene.ws
VOLUME 40 NO. 8 AUGUST 2015
16
IMESA The officia l magaz ine of the Institu te of Munici pal Engine ering of Southe rn Africa
INFRASTRUCTURE
MAIN DEVELOPMENT •
TOSAS
TENANCE • SERVI
PUBLIC TRANSPORT The rise of the integrated transport network
CE DELIVERY
r Where the rubbe meets the road
Power Struggleseering
10
African energy engin
Panel Discussion
Road construction, equipment maintenance, and
Municipal Focus
MUNICIPAL FEATURE Nelson Mandela Bay
Regulars
Bay Nelson Mandela cipality Metropolitan Muni
T IN THE HOT SEA
lt products that are of cost-effective aspha “We have a number cing labour-intensive t roads, without sacrifi Technical, Much Asphal ideally suited to these Director: Plant & ( i n c l . VAT ) ds.” Herman Marais 15 • R50.00 construction metho .8 • August 20 Vo l u m e 4 0 N o 1978 ISSN 0257
New crumbed rubber technology is offered exclusively by Tosas. Deon Pagel, Tosas managing director, explains what the binder technology is, what it is capable of, and why it is a game changer in the road construction industry. P6
3 5 8 84
Editor’s comment President’s comment Africa round-up Index to advertisers
Cover Story Tosas – Where the rubber meets the road
6
10
Nelson Mandela Bay
Hot Seat Much Asphalt – The right mix
12
Public Transport The rise of the integrated transport network
65
16
Infrastructure Finance Planning and funding megaprojects 18
CAPSA 2015 National Asphalt: The innovators Performance-grade specification for bituminous binders Building on the successes of South Africa’s roads industry
CEMENT & CONCRETE Unlocking the value of readymix concrete
80
22 25 27
54
Asset Management Optimising your water and sanitation assets
Municipal Feature
Honouring excellence in engineering 15
Herman Marais, director: Plant & Technical at Much Asphalt, takes the IMIESA Hot Seat to discuss the secret to the company’s sustainability in the market after 50 years. P12
Energy African energy engineering
CESA Aon Awards
HOT SEAT
SANRAL: More than just roads 29 Ammann SA: The road less travelled 32 Objecting to mooted new traffic regulations 34 Panel Discussion: Roads construction 37
56
Cement & Concrete Challenging the performance of IBTs Unlocking the value of readymix concrete A solid commitment to human settlements Providing an all-round offering Springboarding into Africa Concrete roof tiles boast best green credentials How 'equivalent' is your product, really?
63 65 66 68 69 70 71
Construction Vehicles, Equipment & Logistics Moving up North Giving the African market a lift Mini excavator adds a new dimension Counting on Case for quality Quality meets affordability
73 74 75 76 79
Women in Engineering Inspiring young girls
80
WOMEN IN ENGINEERING Inspiring young girls
IMIESA August 2015
1
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EDITOR’S COMMENT
PUBLISHER Elizabeth Shorten EDITOR & ASSOCIATE PUBLISHER Nicholas McDiarmid SENIOR JOURNALIST Beatrix Knopjes JOURNALISTS Liesl Frankson, Frances Ringwood HEAD OF DESIGN Beren Bauermeister DESIGNER Ramon Chinian CHIEF SUB-EDITOR Tristan Snijders SUB-EDITOR Morgan Carter CONTRIBUTORS Ian Gray, Andrew McDonald, Andrew Shaw, Trevor Taylor CLIENT SERVICES & PRODUCTION MANAGER Antois-Leigh Botma PRODUCTION COORDINATOR Jacqueline Modise FINANCIAL MANAGER Andrew Lobban MARKETING & DIGITAL MANAGER Esther Le Roux MARKETING SPECIALIST Philip Rosenberg ADMINISTRATION Tonya Hebenton DISTRIBUTION MANAGER Nomsa Masina DISTRIBUTION COORDINATOR Asha Pursotham SUBSCRIPTIONS subs@3smedia.co.za PRINTERS United Litho Johannesburg +27 (0)11 402 0571 ___________________________________________________
Supportive environments
A
S WE NEAR the last quarter of 2015, the numerous sectors that comprise the built environment invest a lot of time, energy, and capital in initiatives that seek to strengthen their professions and the broader operational environment. From awards to events, this time of year is a reminder of the interdependence that drives the success of infrastructure development, across the public and private sectors.
ADVERTISING SALES Jenny Miller Tel: +27 (0)11 467 6223 ___________________________________________________
The CESA Aon Excellence Awards
PUBLISHER: MEDIA No. 9, 3rd Avenue, Rivonia 2056 PO Box 92026, Norwood 2117 Tel: +27 (0)11 233 2600 Fax: +27 (0)11 234 7274/5 E-mail: nicholas@3smedia.co.za www.3smedia.co.za
The CESA Aon Engineering Excellence Awards, taking place this month, has become an industry benchmark. This showcase of projects around South Africa, and beyond, has the ability to raise our awareness beyond our daily challenges and the plethora of negative information we are habitually exposed to. This year, we are informed, has seen a significant increase in entries and a level of innovation, quality, and workmanship that is of a global standard. The CESA Aon Engineering Excellence Awards has also applied a sustained focus on supporting young consulting engineers and the mentors who inspire and guide them, and this year is no different. IMIESA also seeks to play its part in strengthening the intergenerational bridge so critical to the preservation of centuries of skills, experience, and learning, and will be paying special attention to the entrants and winners of the Young Engineer of the Year Award and the Mentor of the Year Award categories, to identify what strategies are achieving the best results and share those with you.
ANNUAL SUBSCRIPTION: R550.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR. © Copyright 2015. All rights reserved. ___________________________________________________ IMESA CONTACTS HEAD OFFICE: Manager: King Singh P.O. Box 2190, Westville, 3630 Tel: +27 (0)31 266 3263 Fax: +27 (0)31 266 5094 Email: admin@imesa.org.za Website: www.imesa.org.za BORDER Secretary: Celeste Vosloo Tel: +27 (0)43 705 2433 Fax: +27 (0)43 743 5266 Email: celestev@buffalocity.gov.za EASTERN CAPE Secretary: Susan Canestra Tel: +27 (0)41 585 4142 ext. 7 Fax: +27 (0)41 585 1066 Email: imesa.easterncape@gmail.com KWAZULU-NATAL Secretary: Penny Pietersen Tel: +27 (0)31 266 3263 Fax: +27 (0)31 266 5094 Email: imesakzn@imesa.org.za NORTHERN PROVINCE Secretary: Rona Fourie Tel: +27 (0)82 742 6364 Fax: +27 (0)86 634 5644 Email: imesanorth@vodamail.co.za
CAPSA 2015 The biennial Conference on Asphalt Pavements for Southern Africa follows a few days later, and is an unmissable event for all stakeholders in the roads construction industry. Some of this year’s focus areas include design innovations and optimisation; best practise in procurement, asphalt layer, and seal design; and method and material assessments
SOUTHERN CAPE KAROO Secretary: Henrietta Olivier Tel: +27 (0)79 390 7536 Fax: +27 (0)86 629 7490 Email: imesa.southcape@gmail.com WESTERN CAPE Secretary: Erica Albertse Tel: +27 (0)21 444 7114 Fax: +27 (0)21 444 9470 Email: Erica.albertse@capetown.gov.za FREE STATE & NORTHERN CAPE Secretary: Wilma Van Der Walt Tel: +27 (0)83 457 4362 Fax: +27 (0)86 628 0468 Email: imesa.fsnc@gmail.com All material herein IMIESA is copyright protected and may not be reproduced either in whole or in part without the prior written permission of the publisher. The views of contributors do not necessarily reflect those of the Institute of Municipal Engineering of Southern Africa or the publishers.
for optimal efficiency. We have produced a special CAPSA division in this edition of IMIESA and, much like the conference, you will find some of South Africa’s leading experts sharing their practical knowledge and insights into this continually evolving industry. The capital expenditure to investment in research and development – in this particularly high-stakes industry – and the challenge of introducing innovations in asphalt products and plants emerged as a central theme this year. It is heartening to see that public sector agencies, like Sanral and some of the provincial roads agencies, are creating an environment that supports the development and introduction of new technologies – stories that don’t often make the news. Equally, the private companies willing to take on the innovation challenge should receive as much support from the entire industry as possible. The technical insights, experience, and knowledge that result from these endeavours represent major contributions to the industry, and come at significant risk to the companies involved. And, while the value is shared, the risk is not. IMIESA would like to thank this year’s participants in our CAPSA division for the incredible work they are doing. CAPSA 2015 has an incredible programme and is set to be an ideal environment for the industry’s ongoing development.
IMESA Conference 2015 And finally, IMESA will be hosting its annual conference in Cape Town, with the theme: ‘Changing the face of the Municipal Engineer’. Setting the benchmark for all stakeholders in public infrastructure and service delivery, IMESA’s annual conference is indispensable; make sure you are registered by 31 August 2015. All booking information can be found at www.conference.imesa.org.za, where you will find information about the side events, which include the golf day, ILISO Consulting’s opening function, and the legendary gala function.
Nicholas McDiarmid
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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frastruc
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INFRASTRUC
IMESA
s
OPMENT TURE DEVEL
• MAINT
ENANCE
S M CIVIL
• SERVIC
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The official magazine of the Institute of Municipal Engineering of Southern Africa
INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY
TOSAS
Where the rubber meets the road
the Creating pid urg Ra Rustenb system ort Transp
sport rated Public ofTran the integ
Power Struggles
African energy engineering
The rise network transport
Panel Discussion
l Focus Municipa Local
Road construction, maintenance, and equipment
Overstrand Municipality than more – Much ing
Infrastructure News
IMESA
The official magaz ine e of the Institut pal of Munici Engine ering rn Africa of Southe
Cover opportunity In each issue, IMIESA offers advertisers the opportunity to get to the front of the line by placing a company, product or service on the front cover of the journal. Buying this position will afford the advertiser the cover story and maximum exposure. For more information on cover bookings contact Jenny Miller on tel: +27 (0)11 467 6223.
Municipal Focus Nelson Mandela Bay Metropolitan Municipality
whale watch
s Smart Citie ng our future Safeguardi
IN THE HOT SEAT
r, we and morta er “We have a number of cost-effective asphalt products that are T from brick be made Mi Panels are strong ideally suited to these roads, without sacrificing labour-intensive of g that can a buildin properties ) methods.” Herman Marais Director: Plant & Technical, Much Asphalt construction MIBT imagine ( i n c l VAT structural managing director, 50.00 If you can 5 • R physical ne 201 ISSN 0257 1978 V o l u m e 4 0 N o . 8 • A u g u s t 2 0 1 5 • R 5 0 . 0 0 ( i n c l . VAT ) an Chetty, too. The 6 • Ju 40 No. r.” Pragas can do it olume 78 V and morta 257 19 ISSN 0 than brick
IN THE
HOT SEA
IMIESA August 2015
3
PRESIDENT’S COMMENT
IMESA
IFME engagement a rewarding experience Duncan Daries, IMESA president
My first IFME (International Federation of Municipal Engineers) engagement and contact with the Institute of Public Works Engineering Australasia in Rotorua, New Zealand, has been a rewarding experience.
T
HIS HAS PUT me in contact with fellow municipal engineering practitioners who share the same enthusiasm, as well as frustrations, for their goal of providing quality, affordable, and efficient infrastructure services to their communities. This international conference attracted in the region of 800 delegates from 17 countries, with a strong international contingent, mainly from the Nordic countries (Norway, Sweden, Finland, and Iceland), whose municipal associations, as well as cities, supported approximately 33 delegates. I was most impressed with the Swedish Association of Municipal Engineers who sponsored a contingent of four young engineers. I ended up being the only delegate from South Africa but came across a number of exSouth African municipal engineers who have successfully continued their careers in Australia and New Zealand. Two of these engineers, Kevin Ketterer and Alex Finn, are actually former colleagues of mine. The president of IFME, Ross Vincent, commented that New Zealand has benefited tremendously from these South African municipal engineers as their training was of such a high standard that they were easily assimilated
into their new environment and in a position to add value immediately. The theme of the conference was ‘Sustainable Communities, Sharing Knowledge’ and 174 papers were presented in eight parallel sessions comprising: • Strategic Asset Management • Asset Management Practice • Engineering Management • Sustainable Communities • Sustainable Practices • Roads & Transport • Three Waters (Potable Water, Stormwater, and Wastewater) • Building Infrastructure After Earthquakes • Managing Roads and Bridges • Roads Efficiency. As New Zealand and Australia are the leaders in asset management strategy and practice, I mostly followed these sessions. However, the highlights of the conference, for me, were the following sessions/presentations:
Fiji’s infrastructure overhaul Fiji’s road infrastructure had virtually collapsed, as a result of neglecting to maintain these assets. A bold decision from government was taken, in 2012, to reform the roads authorities by dissolving the Department of National Roads and establishing the Fijian Roads Authority (FRA). This change
was not an easy one for the new CEO of the FRA, as roads were regarded as a powerful political tool. Among the challenges was the lack of skills and equipment, as well as corruption. The local Fijians did not trust the expats (hired for their skills and mostly from New Zealand), who they thought were taking over. Part of the brief for the FRA was, however, to upskill local workers as well as contractors. Training was arranged over weekends and a culture of safety in the workplace was embedded. These workers are now on par where safety standards are concerned and can rival their developed world counterparts with respect to the quality of work. This ambitious plan of the Fijian government comprises a $1.5 billion investment over a three-year period, and has already reshaped the lives of ordinary citizens, in terms of their ability to get produce to the markets.
The next generation of public works engineers From this session, great importance was attached to knowing what drives young professionals before recruiting them into the public works space. This is in order to get the most out of their
TOP LEFT Outgoing IFME president Ross Vincent TOP RIGHT Fijian presenters BOTTOM LEFT Incoming IFME president Doug Drever BOTTOM RIGHT Young engineers from Sweden RIGHT Maori dancer at the opening ceremony
energy and commitment. Mentorship and continuous professional development remain the cornerstone of developing the management and specialist technical skills of these young professionals. A 25-year-old presenter, in talking about the intrinsic and extrinsic motivators for his generation, characterised his peers as having a keen appreciation for technology and an interest in the consequence of their actions. He personally has placed great emphasis on volunteering and pro bono work. “To be part of something bigger than ourselves is something we really value,” he says. Does this apply to our South African young professionals as well? I would be very pleased is this were the case. For those who have the time, I suggest visiting the website of IPWEA and, under their events tab, access the Rotorua conference.
IMIESA August 2015
5
COVER STORY
Where the rubber
meets the road Tosas’ record in the development and supply of bituminous products to Southern Africa represents a collective of unmatched skills, experience, and know-how. Deon Pagel, managing director, reveals Tosas’ new crumbed rubber technology (NCRT), which is set change the way roads are made.
6
IMIESA August 2015
NCRT was first developed in Germany by the Wax Division of Sasol, in collaboration with asphalt technology company Storimpex and a professor from Hamburg University. “Tosas was selected to be involved in the joint R&D project and was instrumental in modifying and adapting the total process for South African conditions, not only for asphalt applications but also for sprayed seal applications. With positive results being achieved through a number of trials and full-scale applications across the country over more than four years, the product is now beginning to find significant favour in the industry,” explains Pagel.
Viscosity, cPoise
BELOW New crumbed rubber Technology versus conventional bitumen rubber
time, hours Conventional A-R1 @ 200°C NCRT @ 180°C
Softening, Poise, °C
T
HE VALUE OF bitumen rubber, from a quality and cost perspective, is well established in the road construction market because of beneficial visco-elastic properties. However, it is the very visco-elastic properties that make it so attractive that sadly also account for its greatest drawback; namely, a very short shelf-life of only four to six hours at application temperatures between 200°C and 210°C. NCRT solves this problem. The development of NCRT was spurred, in 2010, by a desire to make a bitumen rubber product that was acceptable to the European market, which has traditionally been resistant to bitumen rubber due to the high operating temperatures and less-attractive odours and smoke during construction, especially in close proximity to people. As for other reusable products, recycling of scrap rubber tyres for use in road building was obviously attractive from an environmental point of view. Road owners and authorities such as Sanral, therefore, also appreciate and find the environmental advantages of products like NCRT attractive, as this enhances the sustainability status of road networks. “The European experience commenced in Hamburg in 2010 and ultimately resulted in NCRT being used with high percentages of reclaimed asphalt. NCRT allowed the use of reclaimed asphalt instead of virgin aggregate and binder from non-renewable resources, and it is now regularly used. The main ingredient of NCRT is the specialised rubber compound, comprising almost solely of rubber extracted from waste tyres. This utilisation, therefore, ‘removes’ old tyres as potential environmental waste hazards, in a very responsible and sustainable manner, by incorporation into road building materials of exceptional quality,” Pagel emphasises.
time, hours Conventional A-R1 @ 200°C NCRT @ 180°C
Technicalities Several advantages arise from using the technology; most pleasing has been the findings that the visco-elastic nature of NCRT is being proven to be at least similar to, but mostly better than, conventional bitumen rubber. First, the NCRT process results in modification and improvement of the bitumen rubber concept, which actually results in an enhanced softening point. It can, therefore, be used in asphalt mixes to assist with deformation resistance. Second, the significantly reduced viscosity allows the product to be handled at approximately 25°C to 30°C lower asphalt mixing temperatures. It also allows longer workability of tough bitumen rubber asphalt mixes, which were traditionally difficult to compact. By reducing the compaction effort and, thus, increasing the compaction window, it is possible to ensure a better consolidation of the asphalt surface during construction. The trial sections paved on the Misgund section of the N1 northbound, just south of Soweto, were extensively reported on in IMIESA, Construction World, and Sabita’s Asphalt News. The reduced handling temperature, furthermore, protects the base bitumens from rapid ageing during production and application, and this adds to the increased durability of the highly modified binder and the in-service binder performance, over time. Variations of NCRT have been tested and – depending on the road conditions, type of application (asphalt or sprayed seal application), and environmental conditions – the modified binder’s viscosity and tenacity can be adjusted to produce binder types that are suitable for thin applications such as grit seals, thicker applications such as single and double seals, and, ultimately, in much thicker modified asphalt layers. In the Netherlands, keen efforts
COVER STORY
are currently underway to incorporate the NCRT technology in porous asphalt mixes. In these open-graded asphalt designs, the thicker binder film is protected from air oxidation of the bituminous binders by the antioxidants present in the NCRT binder technology.
Extended shelf-life “Normal bitumen rubber is a preferred road surfacing product; it extends the lifespan of the road and offers high resistance to crack reflection. With its now easily attainable shelf-life in excess of seven days, NCRT is going to change the way we build roads in South Africa.” Extending the shelf-life of bitumen rubber from four to six hours to up to seven days and beyond has a profound impact on its viability, by increasing flexibility related to logistics and supply quantities. Eliminating the need to erect a bitumen rubber blending plant on site, it opens the doors to a myriad of customers and applications for whom it was prohibitive, due to high plant establishment costs, minimum volume requirements, space constraints, and the like. Many road projects, especially in urban environments, require only small quantities of binder and it was not economical or practical to supply conventional bitumen rubber, with a limited shelf-life, for such road rehabilitation contracts. The NCRT concept now also makes it easier and safer to work with, due to reduced emissions of volatile organic compounds. “Tosas produces NCRT at our plant in Wadeville, in a stable and controlled manufacturing environment. We are able to deliver it over long distances, well within its window of usability, with all the benefits (and more) of traditional rubber bitumen,” explains Pagel.
Proven results “Apart from numerous other applications, we recently also conducted a very successful trial in conjunction with Sanral. The
road selected was a portion of the R22 at Manguzi, near Kosi Bay in northern KwaZuluNatal, where conventional bitumen rubber was being applied,” says Pagel. “We sprayed the section of road with NCRT that was manufactured in Wadeville, 650 km away. This is unheard of when conventional bitumen rubber is used, as the shelf-life constraints would never allow for this to be possible. The NCRT compound technology has enormous benefits for road construction, not least of which is that it provides a long-lasting road binder, excellent quality, and durable roads.” In previous construction industry publications, the 2012 trials performed near Upington for Sanral, to maximise seal work, have also been previously publicised and mentioned. These seals have now been evaluated and monitored over a three-year period, and it is expected that some of the associated successes will also be reported on at CAPSA 15. Over and above those previously reported on in trials, Tosas recently inspected some of the NCRT seals on streets that were constructed for Mangaung Municipality. “One year down the road, the results are looking extremely good with binder that was manufactured in Wadeville and transported to Bloemfontein, where it was applied over three days,” says Pagel. “The superiority of the product – over and above an already superior product – together with the environmental and safety benefits of not having to establish bitumen plants in remote conditions, contributes to its success. Not having to establish a mobile bitumen rubber plant is majorly significant,” explains Pagel. With Tosas manufacturing a finished product and delivering the product to site, customers no longer require fuel on site. The energy source at the fixed manufacturing facility in Wadeville, for example, is the cleaner-burning natural gas alternative and, where possible, such benefits can be looked
ABOVE LEFT Relative differences in asphalt applications ABOVE Gerrie van Zyl, from Mycube Asset Management Systems, performing a texture test on the Maximising Seal Work Trials near Upington
at when more fixed installations are rolled out. Currently, mobile units can be utilised to manufacture NCRT, should this be required; however, the goal is to have a few fixed plants to supply the national footprint.
Technical expertise Tosas is backed by solid, in-house technical support, R&D specialists, and technical staff. “Most of the Tosas technical team members are well-known to the industry and most of them have, in one way or another, contributed to industry bodies involved in setting industry standards. Tosas’ fully equipped, state-of-the-art laboratories allow for very high-end technical research and testing, including what is often called bitumen ‘fingerprinting’. “We are able to determine rheological behaviour, as well as the chemical balance of the complex organic composition of the bituminous products that we work with, and this facilitates our ongoing R&D,” notes Pagel. The Tosas technical team members are held in high regard not only within Tosas, but the industry as a whole, and regularly present papers at conferences, including the imminent CAPSA conference. “We have the practical expertise to back up what we are bringing to market. We are at the forefront of fundamental technological advancements in the industry, and this is something we are exceptionally proud of,” concludes Pagel.
Binder Exceeeence
New Crumb Rubber Technooogy
IMIESA offers advertisers an ideal platform to ensure maximum exposure of their brand. Companies are afforded the opportunity of publishing a two-page cover story and a cover picture to promote their products to an appropriate audience. Please call Jenny Miller on +27 (0)11 467 6223 to secure your booking.
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IMIESA August 2015
7
AFRICA ROUND-UP
INFRASTRUCTURE NEWS FROM AROUND THE CONTINENT ANGOLA Programme envisages building of over 200 000 houses by 2017 The Angolan government, through the National Programme of Urbanisation and Housing, aims to provide approximately 213 000 houses and 14 new city centres across the country, to reduce the huge housing deficit in the country. According to government, the planning, financing, and construction of these centres present a viable opportunity for families, and particularly young people, to buy houses and live in these projects with dignity. The cabinet official acknowledges that they have learned a lot from the shortcomings of other developments in Kilamba and Nova Vida. He says that citizens dwelling in these city centres want a modern, affordable, fast, and close administrative service, well managed and with an adequate service provision in the areas of education, health, and medical care.
EAST AFRICA
The Kilamba housing development is 30 km from Luanda, the capital city of Angola
developments, and mega government infrastructure projects – such as ports, railways, and road cement manufacturers – in East Africa,” he explains. Most countries from this group have had political instability, which has curtailed the development of the infrastructure and construction sectors. The implementation of sustainable cost-optimisation strategies focusing on alternate fuels, low-cost technology, and valueadding models is expected to reinforce the local producers' presence and competitive positioning in the East African cement industry.
ETHIOPIA Deal signed for construction of high-voltage transmission line to Kenya Ethiopia has signed a $20 million agreement with China Electric Power Equipment and Technology for the construction of a high-voltage transmission line connected to Kenya, as part of plans to boost regional power exports. The 433 km project will stretch from Wolayta, in southern Ethiopia, to the border, constituting half of a planned 1 045 km link with Kenya. The project is jointly financed by the African Development
Regional demand for cement remains strong Demand for cement in the East African region is expected to remain strong in the medium term, supported by the resurgence in the infrastructure and housing sectors. Tanga Cement managing director Reinhardt Swart says there is huge investment potential in the cement industry, due to rising demand for the commodity in the region. “The increasing demand is fuelled by an upsurge in commercial projects, housing
8
IMIESA August 2015
Demand for cement in the East African region is expected to remain strong
Bank (AfDB), the World Bank, and the French Development Agency, with the AfDB financing the Ethiopian part of the project. Speaking at the ceremony, Water, Irrigation and Energy Minister Alemayehu Tegenu said that the Ethiopia-Kenya Power interconnection project will help to utilise power resources together and the national network expansion will facilitate power trade in the region.
GAMBIA Trans-Gambia Corridor project launched The Trans-Gambia Corridor project, which is being implemented by the Gambia Family Planning Association (GFPA), has officially been launched. According to officials, the project will last for three years and forms part of the ongoing construction of a multimillion dalasi Trans-Gambia Bridge project aimed at phasing out the traditional ferr y crossing at Bamba Tenda/Yelli Tenda, linking the Lower River (LLR) and North Bank regions (NBR). Speaking at the launch, Alhaji Abu Njie, the deputy governor of the Lower River Region, described the coming of the Trans-Gambia Bridge project as not only timely, but also very important, in the sense that the project will create employment opportunities for many people at the construction stage and the completion of the project will also ease and facilitate movement for the people of LRR and NBR. It will also benefit other nationals in the subregion who use this route on a daily basis.
AFRICA ROUND-UP
A Zambian worker digs a ditch in the Zambia-China Economic and Trade Cooperation Zone Photo: Thomas Lekfeldt
NAMIBIA Namport expansion on track for 2017 opening The construction of the $250 million container terminal at Walvis Bay is well on track, according to Namport CEO Bisey Uirab. “Construction is currently 25% completed. Commissioning of the project is expected to occur in September 2017,” he says. The funding for the project is being provided by the African Development Bank ($23 million) and the government ($60 million), along with $43 million from Namport’s cash reser ves. Uirab says, so far, about 2.9 million m3 have been dredged and used for land reclamation. A total of 3.9 million m3 will have been dredged at the end of the project. On completion, Walvis Bay will have 750 000 twenty-foot equivalent units (TEUs*) per annum, from 350 000 TEUs at the moment. The TEU is an inexact unit of cargo capacity often used to describe the capacity of container ships and container terminals.
*
The construction of the N$3 billion container terminal at Walvis Bay is well on track
NIGERIA Construction industry owed over $3 billion Construction companies in Nigeria, with the support of the Federation of Construction Industry (FOCI), have expressed concern over the growing debt of federal, state, and local governments to the construction industry, now running over $3 billion. According FOCI, which is the umbrella group for building and civil engineering contractors, subcontractors, and plant and equipment suppliers, the federal government owes its members over $3 billion. FOCI president Solomon Ogunbusola, who raised the alarm at 59th Annual General Meeting in Abuja, said former president Goodluck Jonathan gave the construction industry excessive work to do without the money to execute the projects. Ogunbusola expressed his concern about the present state
of the association's members, stating that FOCI's 126 registered member companies are utilising less than 30% of their staff strength, due to mass retrenchment.
TANZANIA
its consultant engineer, Cheil Engineering Company (Korea), is the leading contractor on behalf of the Tanzanian government. The firms will be assisted by Tanzanian construction firm Doch Limited. Nearly a year ago, the African Development Bank released the funds for the project, in which a total of $223.5 million is to be spent. Compensation issues have, however, delayed implementation.
ZAMBIA
Work takes off on KenyaTanzania highway
$29 million Chinese loan for infrastructure
Work has started on the longawaited direct road link between Arusha, in northern Tanzania, and the Kenyan town of Taveta. The project, which aims to improve road connectivity between Kenya and Tanzania, as part of the East African road network, will be implemented in two phases on the Tanzanian side. The first phase starts from Sakina suburb in Arusha and is projected to be finished in 16 months. Sources say this will cost nearly $70 million. Hanil-Jiangsu JV, a South Koreabased construction firm, and
The China Development Bank (CDB) and the ZambiaChina Economic and Trade Cooperation Zone (ZCCZ) have signed a loan of $29 million for the improvement of infrastructure at ZCCZ Lusaka Park, a senior Chinese bank official has said. In August 2014, CDB signed the first loan agreement with ZCCZ and the Bank of China (Zambia). Zhu Liqun, the president of CDB's Jiangxi branch, hopes that, through two loans – totalling $59 million – it could further accelerate the development of infrastructure in ZCCZ Lusaka Park and attract more Chinese enterprises to invest in Zambia and promote local economic development. The ZCCZ is the first multifacility economic zone declared by the Zambian government. It is also the first Chinese overseas economic and cooperation zone established in Africa. CDB has, so far, provided loans amounting to $410 million to Zambia in areas such as metallurgy, roads, and real estate.
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MUNICIPAL FEATURE
Service (delivery) with a smile
– Infrastructure development in the Friendly City
To redirect a history of poor service delivery, on 28 May, Dr Danny Jordaan was elected executive mayor of Nelson Mandela Bay Metro (NMBM). Having made considerable investment into its water schemes, housing developments, and public spaces, NMBM aims to provide a better life for its residents and support its manufacturing and tourism industries. BY BEATRIX KNOPJES
I
N A STATEMENT to the Nelson Mandela Bay Metropolitan Council in June 2015, newly appointed executive mayor of Nelson Mandela Bay Metropolitan Municipality Dr Danny Jordaan emphasised the importance of prioritising projects that expedite service delivery, such as the provision of clean water, sanitation, regular waste collection, proper housing, electricity, and pothole-free roads. He also stated that he was concerned about big infrastructure projects in the city. The mayor also stated that the municipality would be prioritising projects that “can ensure that people see immediate and visible improvements”. He identified these areas of immediate improvement as: • temporary electrification of informal areas • public street lighting in townships to increase safety and security • addressing the blockages in moving people to existing serviced sites at Khayamnandi • developing housing to include waterborne sanitation at the greenfield Joe Slovo housing project and Walmer informal settlement • increasing provision of temporary ablution facilities in informal settlements • i ncreasing the frequency of waste collection • repairing potholes and cleaning stormwater drains.
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Curbing water shortages NMBM experienced a severe drought from 2009 to 2011. This put pressure on the region’s water supply. Additionally, the municipality has seen an increase in water demand since the drought broke, which has caused further strain. Dam levels have considerably dropped and NMBM has been working with the Department of Water to rectify the situation. According to a press release issued by the then Department of Water Affairs, a number of interventions were put in place to tackle the water shortages. In his statement, Jordaan said, “The Nooitgedacht water transfer scheme is absolutely essential to prevent this city from running out of bulk water supply.” The Department of Water and Sanitation has committed R128 million to this project and, according to this statement, NMBM hopes to make up the deficit. The Nooitgedacht Low-Level Scheme was constructed as an extension to the existing High-Level Scheme, which treats Orange River water, delivered through the OrangeFish-Sundays transfer system, to increase drinking water standards for supply into the metro’s water supply system. Water conservation and water demand management are cornerstone strategies for this area, according to the release. NMBM was set a target to reduce water losses by
37 Mℓ per day over a five-year period, and the municipality has achieved 61% of this target over the past two years. NMBM has sought out as many interventions as possible to deal with the water shortages in the area. These include: • The possibility of raising the Kouga Dam was evaluated. • Consultants were appointed by NMBM to investigate possible new locations for a desalination plant. The project’s feasibility stage and concept design were expected to be completed by June 2015. • A study was done by NMBM to determine the feasibility of the large-scale use of treated water from the Fishwater Flats Wastewater Treatment Works (WWTW) to supply industries in Port Elizabeth and the Coega Industrial Development Zone (IDZ). The natural dune sands to the south and north of Ngqura Harbour were investigated for their suitability for filtering surplus wastewater from the Fishwater Flats WWTW. However, it was found that the dune sands south of the harbour are too thin and, thus, unsuitable. • Drilling sites for groundwater sources for NMBM have been identified.
Wastewater treatment All WWTWs in NMBM are being upgraded to meet future development and capacity demands, including effluent compliance. In
MUNICIPAL FEATURE
GIBB is a leading multi-disciplinary engineering firm Leaders in engineering consulting
this area, the upgrade of the Fishwater Flats WWTW is significant, at a cost of R1 billion. However, Jordaan said in his statement, “I am not sure whether we can afford, or even need, the more expensive Fishwater Flats WWTW at this stage.”
Housing development According to the Built Environment Per formance Plan (BEPP) 2014/15 submission, NMBM has a total housing backlog of 72 411. The BEPP also identifies a lack of spatial restructuring and integrated human settlements as problem areas that the municipality needs to address. In 2012, the council adopted the Human Settlements Strategic Framework, recommending spatial restructuring in the following areas: • Urban renewal precincts: Port Elizabeth inner city and water front, North End coastal development, Uitenhage and Despatch CBD, Mother well hub, Happy Valley and Lower Baakens Valley, Walmer Gqebera, Korsten and Helenvale precincts, and Greater Ibhayi-Northern areas hub. • Spatial transformation precincts: Parsonsvlei mixed developments and reinforcing Coega IDZ through a number of strategic projects, including supporting Project Mthombo, relocation of Port Elizabeth International Airport, Greater Motherwell Hub, and Bay West and N2 development hubs. Through this, Jordaan hopes to “finally tackle the apartheid spatial form of the city through the development of a truly transformational BEPP, and integration zones between township and town.”
Operating in:
Dams, Hydropower and Tunnelling Environmental Integrated Infrastructure - Water Cycle - Housing
Power and Energy Transportation -
Airport and Aviation Railway Engineering Roads and Highways Traffic and Transportation
Architecture
Mandela Bay Development Agency The Mandela Bay Development Agency (MBDA) was established, in 2003, by NMBM, with the support of the Industrial Development Corporation, in order to spearhead urban regeneration and promote tourism to the area. The MBDA has completed a number of projects to date, including: • upgrading Govan Mbeki and Parliament Street • upgrading the Uitenhage Market Square • upgrading Donkin Reser ve environmentally • redeveloping Strand Street. The upgrade of these public spaces aimed to increase pedestrian mobility, because the coastal city of Port Elizabeth is a favoured tourist destination, and, thereby, stimulate economic growth by capitalising on this tourism.
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+27 11 519 4600 marketing@gibb.co.za | www.gibb.co.za GIBB is a Level 2 BBBEE contributor
HOT SEAT
MUCH ASPHALT
The right mix Herman Marais, director: Plant & Technical at Much Asphalt, takes the IMIESA Hot Seat to discuss the secret to the company’s sustainability in the market after 50 years. Much Asphalt turns 50 this year. What are the main reasons for the company’s sustainability through several changes of ownership over a half century? HM Being customer-focused with a high regard for product quality, together with commitment and capacity to supply. Value creation for both our customers and shareholders has been key in getting us where we are today. Let’s not forget the ongoing investment in our people and plants, as well as the known fact that we do not walk away from problems.
Much Asphalt states its purpose as being “to enable the creation of safe and convenient transport infrastructure, resulting in sustainable wealth creation and community upliftment”. To what extent are you achieving this? Infrastructure drives economic growth. This is not only true for industrial development but also
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for our communities. Various attempts to build roads to serve our growing middle-class communities on a shoestring budget have resulted in rapid failure. While these projects generally involve labour-intensive methods, creating jobs, communities are often left with roads that have poor riding quality and are expensive and difficult to repair. We have a number of costeffective asphalt products that are ideally suited to these roads, without sacrificing labourintensive construction methods. We have many successful projects that prove our product design capabilities.
What have been some of the innovation highlights of the past 50 years? Innovation has always been an integral part of our business; it differentiates us from our competitors. From the start, we have continually improved our products and processes to remain competitive. This is true for both our products and processes. As Much Asphalt grew into the
biggest local supplier of asphalt, we embraced the accompanying responsibility – ensuring that South Africa remains at the forefront of technology in the asphalt industry. This entails frequent tours to asphalt-producing countries in Europe and the USA to identify technologies – both asphalt mixes and manufacturing equipment and processes – that can benefit the local industry and then transferring these technologies to South Africa. Just a few technologies we have successfully introduced over the years are bitumen rubber asphalt from the USA, stone mastic asphalt from Germany, and ultra-thin friction course from France. The use of reclaimed asphalt (RA) in the manufacture of asphalt was started in the late 1970s and Much Asphalt was actively involved in the introduction of RA to asphalt mixes, as well as the introduction of various warm-mix asphalt technologies more recently. Both have significant environmental benefits.
ABOVE Crushing and screening of RA at the Benoni plant using a Rubble Master RM80 crusher and a newly acquired Finlay 649 triple-deck screen
Increased traffic volumes and axle loads have necessitated modifying normal penetration grade binder to improve the rutting resistance of our asphalt and this resulted in the development of modified binders. Much Asphalt also participated in the 2006 Rutmix Challenge to the asphalt industry, by the Gauteng Department of Roads, which laid the groundwork for the rutting specification to be included in the new Asphalt Mix Design Manual for South Africa (AMDMSA). We have upgraded all our asphalt plants with state-of-the-art control systems, and fitted filter baghouses to ensure our emissions are well below legal limits. As a responsible manufacturing company, we closely monitor our carbon footprint and our branches
HOT SEAT
are measured against world best practice guidelines.
we now offer the GB5 as a highstiffness, high-fatigue mix in KZN.
What innovative products set Much Asphalt apart today?
How about innovation in testing procedures and equipment?
In the current local asphalt market, it is difficult to be very innovative, as supplied asphalt is specified in every detail. The current project specifications prescribe the aggregate grading, binder type and content, as well as the asphalt properties, leaving little room for innovation. Our focus is on optimising processes and ensuring we have tight control over our process variables and waste. There has been a move towards performance specification for asphalt mixes, but the aggregate grading and binder type are still specified; therefore we are forced to optimise the mix while staying within the specified grading envelope. The imminent publishing of the AMDMSA will bring about changes and this will enable us to be much more innovative. The AMDMSA focuses on the development of asphalt mixes tested for certain performance parameters. Although aggregate quality properties will still be specified, the aggregate grading will be left to the asphalt designer. The binder properties will also be checked for performance parameters. Once the design is completed, the asphalt mix will be certified for use in certain traffic and temperature regimes. All said, however, we have a number of exciting new products, such as a French asphalt base course technology called GB5, which we manufacture under licence in KZN. This mix is aimed at very highly trafficked roads and special applications, such as harbours and container depots. It has been successfully implemented on a project for the eThekwini Municipality, which is renowned for its willingness to use innovative products on projects. Subsequent to this trial,
As mentioned above, the AMDMSA will require the asphalt mixes to be performancetested and we have majorly invested in upgrading our SANASaccredited Central Laboratory in Cape Town, to undertake all the binder tests and prepare asphalt samples for asphalt performance testing. In our binder laboratory, we have installed a dynamic shear rheometer, pressure-ageing vessel, and a vacuum degassing oven required for the tests prescribed in the AMDMSA, as well as future binder specifications. In the asphalt laboratory, we acquired a highly advanced laboratory mixer and gyratory compactor capable of manufacturing briquettes for dynamic modulus testing. We also installed a state-of-the-art asphalt slab compactor to compact asphalt slabs for fatigue testing.
What progress are you making in the use of RA? The use of RA in new asphalt has been around for quite some time and was extensively practiced in the early 80s. It was only after some premature failures that the use of RA was ‘suspended’ for a few decades. During this time, RA was downcycled into lower pavement layers, which is an environmental sin as the aggregate in asphalt is of high quality and the binder can also make a valuable contribution to new asphalt. The aggregate and bitumen are both non-renewable resources and, with subsequent advances in asphalt plant technologies and mix design understanding, the renewed use of RA was inevitable. We believe it is our obligation to reuse RA in asphalt to reduce our impact on the environment. One should, however, do it sensibly, as RA is not freely available in all
areas and it is not viable to use high RA contents everywhere. Upgrades at all but two of our static plants, which are located in remote areas, have enabled RA handling capacities between 10% and 50%. For high RA mixes, it is imperative to process the RA through selective crushing and screening into different fractions, and we have invested in several crushing and screening plants around the country for this purpose.
In the South African environment, SMMEs are a large and critical part of the employment chain. How does Much Asphalt partner with smaller construction companies to ensure sustainability and mutual success? SMMEs are a vital part of our business and are essential to our future, and we want them to grow with us. The biggest challenges for SMMEs are the knowledge of how to use our products, how to quote, and credit access. For the first two, we provide courses on hand-laid asphalt to SMMEs and local authorities at no charge. Delegates are also provided with a handy booklet that explains the course material for easy future reference. They are also introduced to our teams and can call on us for further technical assistance.
ABOVE LEFT Senior lab technician Firyaal Moos operates the dynamic shear rheometer (DSR) at Cenlab, Eerste River ABOVE RIGHT Much Asphalt’s new Ammann mobile plant – capable of handling 40% RA – on an N1 contract near Bloemfontein
Local authorities are welcome to contact us to schedule these training courses in their areas.
Fifty years is a milestone worth celebrating. How do you plan to keep ahead of the game in the next 50? With a changing climate and diminishing natural resources, we will have to be at the forefront of the search for alternative aggregates and binders to remain relevant in tomorrow’s world. We are involved in a number of exciting projects on this front and are working hard to come up with some answers for our changing environment. In the short term, we are excited about the new AMDMSA and are investing in R&D to give our clients the highest-quality products at competitive prices.
www.muchasphalt.co.za
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POLYCOL X Colas is confident that this new emulsion will revolutionise surfacing operations in Southern Africa, especially during the colder winter months. Colas has recently produced and applied the first SBS polymer modified bitumen emulsion in Southern Africa. The product, which is called Polycol X, was finally realised following extensive developments in the Research and Development department in Cape Town. Until recently, the only modifier that could be used to modify bitumen emulsions was Styrene Butadiene Rubber (SBR) latex. The first Polycol X, emulsion was recently applied on a trial section on the R57 between Kestell and Reitz. A 19,0 + 9,5 mm double seal section was successfully constructed. Initial observations are that the emulsion is considerably quicker curing than the SBR latex emulsion that is currently used on the project during the winter months. No problems were experienced in transporting and applying the product. Contact us for more information on this exciting new product.
Branches South Africa Cape Town Durban Johannesburg Depots Bloemfontein East London Hectorspruit Port Elizabeth Also in Kenya Mozambique Namibia Uganda Zambia
www.colas.co.za
CESA AON ENGINEERING EXCELLENCE AWARDS
Honouring
excellence
in engineering
C
ONSULTING ENGINEERS bridge the gap between South Africa’s aspirations and the infrastructure essential to realising them. By drawing on the skills and resources of these professionals to assist government in implementing the institutional mechanisms to coordinate, design, finance, operate, and maintain infrastructure networks, their contribution is increasingly complex. Risk advisor and insurance broker Aon has been the proud main sponsor of the event for a number of years and it’s a relationship that Consulting Engineers South Africa (CESA) values highly. Aon was established in South Africa in 1996 and forms part of Aon plc (NYSE: AON), the leading global provider of risk management ser vices, insurance and reinsurance brokerage, and human resources solutions and outsourcing ser vices. Together, Aon and CESA seek to honour the outstanding achievements of CESA’s member organisations, and to encourage and celebrate the men and women who work hard to build our society. “The basis of infrastructure development and ser vice deliver y lies with the engineering profession,” says Wallace Mayne, CEO of CESA Consulting. “When you talk about developing the countr y, you’re talking about developing roads, water infrastructure, sewers, power lines, and power stations – that is how we contribute to development. The engineer is at the heart of it.” The CESA Aon Engineering Excellence Awards ser ve as a platform to showcase the impor tant role that infrastructure plays in the sustainable development of
This year’s CESA Aon Engineering Excellence Awards will honour the profession at a time when consulting engineers’ contributions are increasingly pivotal.
our countr y. It is also the per fect opportunity to celebrate the innovation, quality, outstanding workmanship, and professionalism of the engineering industr y.
Valuing mentorship and young engineers The awards are structured to exemplify the diversity of the profession, from both technical and developmental perspectives. The project-based categories include Engineering Excellence for: Projects under R50 million, Projects between R50 million and R250 million, and Projects over R250 million. The last project-based category is Best International Project. The remaining categories are developmental in nature and include: Visionar y Client of the Year, Mentor of the Year, Business Excellence, Mentoring Company of the Year, and Young Engineer of the Year. South Africa’s future depends on the development of young consulting engineers, and this is dependent not only on their passion and dedication, but that of the generations that precede them. Bridging the generations effectively mitigates the risk of losing the unquantifiable value of centuries of personal engineering experience, something that CESA and Aon pay special attention to. For engineers of a certain age, realising their deep engineering skills and facilitating their contribution as engineers to society would not have been possible without mentors. Few professions have a greater culture of intergenerational guidance and suppor t than engineering. While engineering skills are learned academically, and are quantifiable, mature engineers
acknowledge that the practical challenges of the profession are not always measurable and demand ingenuity, creativity, and some calculated risk. No qualification can replace the role of the mentor when young engineers face their own challenges. For the engineering profession, mentoring is a rich tradition, benefiting the mentor, mentoree and, ultimately, society. The Mentor of the Year Award is awarded in consideration of the passion and ability to support and guide young engineers to develop and grow holistically: technical competence, personal support, and career guidance, among other criteria. The Young Engineer of the Year Award is another categor y that highlights the crucial role of supporting young consulting engineers. Entrants younger than 35, who are registered as professional or trainee engineers/technologists, are assessed against their technical accomplishments, educational achievements, community involvement, and leadership qualities, among others. CESA aims to be the ‘voice of consulting engineering in South Africa’. It represents its members, promotes joint interests and, because of its standing, provides quality assurance for clients. Over 520 firms, employing just over 23 550 staff, who collectively earn a total fee income of R23.4 billion per annum, are members of CESA. CESA is committed to the principles of sustainability and the promotion of engineering excellence.
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15
PUBLIC TRANSPORT
The rise of
the integrated transport network Public transport in South Africa has undergone some major changes in recent years. The most important change has been government’s decision to adopt an integrated approach to developing the country’s transport system. BY LIESL FRANKSON
T
HE BIGGEST COMPONENT of government’s strategy to achieve a world-class transport network has been the development of bus rapid transit systems in all major cities throughout the country. This strategy has now seen the development of South Africa’s first non-metro integrated public transport network. Government is also drawing more attention to non-motorised forms of transport and the renewal of the country’s passenger rail transport.
Go, George! The city of George in the Western Cape is one of the most recent recipients of an integrated public transport network. This system is quite different from anything the country has seen up until now, for a number of reasons. The Go George bus system forms part of the larger George integrated public transport network (GIPTN), which is aimed at providing a reliable, updated public transport system for the city of George and its surrounding areas. What makes the system unique is that it is the first project that will cover the full geographic area of a municipality. It is also South Africa’s first non-metro IPTN. The project is operated by the city’s existing public transport operators, who participate as shareholders in the new operating company. The Go George bus system was officially launched in December
FROM TOP TO BOTTOM The City of Johannesburg is trying to encourage cycling throughout the metropolitan The Johannesburg Development Agency earmarked R120 million to create cycle lanes connecting the University of Johannesburg and Park Station What makes the Go George bus system unique is that it is the first project that will cover the full geographic area of a municipality
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IMIESA August 2015
PUBLIC TRANSPORT
2014, with the first buses operating on four routes in the first trial phase of the system. One of the areas where this system differs from others is that there will be a range of buses used on the routes, suited to the type of area and levels of passenger demand. The buses include standard large buses, midi buses, and mini buses. Initially, large buses will be used on the first routes, which may be replaced on some routes with smaller buses once they arrive from the manufacturers in the first half of 2015. Before the launch of the buses last year, the project achieved a monumental national milestone with a first-of-its-kind innovative approach to ensuring that all buses used are fully accessible to persons with special needs. One of the biggest challenges for the system was that South Africa currently has no manufacturers that produce mini buses that offer this feature. George municipal officials with the Civil Engineering Directorate (Jacques Quinot, senior manager: Streets and Stormwater and Lionel Daniels, manager: Infrastructure and Project Management) were instrumental in developing an acceptable solution. Two prototypes were produced: one with a manual ramp and the other with a hydraulic lift, which can lower to street level and lift up to 200 kg while being operated by the bus driver. The official inspection by the Department of Transport on the two proposed prototype mini buses led to the acceptance of the hydraulic lift design option and, ultimately, the approval of the accessibility functionality for the Go George mini buses. The hydraulic lift design option involves the redesign of the minibus vehicle to provide
Prasa’s new Afro 4000 4003 Photo: John Middleton
access to the vehicle from the front passenger door, while incorporating the hydraulic lift next to the automated side sliding door. A wheelchair bay, with flip-up seats, is provided on the bus. This solution has now been incorporated into the manufacturing process by Mercedes-Benz.
The new fast lane In addition to extending the bus services, government is changing the way we view transport by bringing non-motorised forms of transport into the spotlight. Earlier this year, the Johannesburg Development Agency (JDA) earmarked R120 million to create cycle lanes connecting the University of Johannesburg and Park Station, in one of many moves to make Johannesburg a bike-friendly city. The agency also revealed that there are plans to build cycling routes between the station and Ellis Park, as well as Alexandra and Sandton. The JDA says it worked with local cycling groups to identify the small, but important, changes to the city's cycle infrastructure that will make a positive difference to cyclists. “The city is trying to encourage cycling throughout the metropolitan. One of our target markets is the students,” says Siyabonga Genu, JDA's project manager. Construction of the cycling lane started in September 2014, and is expected to be completed in November this year. Genu points out that cycling lanes would help to reduce traffic congestion and travel times, as well as add to quiet streets and cleaner air with lower emissions. “The new routes will make it even easier for cyclists to get around the CBD and
the surrounding areas. Hopefully [they] will encourage some to leave the car at home and get on a bike as an alternative,” said Genu. The route will connect areas such as the inner city, Westbury, Auckland Park, and parts of Brixton. All the lanes will be painted green, the universal demarcation colour for a cycling network.
Resuscitating the passenger rail industry Earlier this year, the first batch of the country’s new high-powered locomotives arrived in Cape Town. The locomotives form part of a recapitalisation project, by the Passenger Rail Agency of South Africa (Prasa), which aims to resuscitate the country’s ailing passenger rail industry. “The Afro 4000 series of trains is expected to replace the country’s ageing locomotives and usher in an era of high performance,” says Prasa group CEO Lucky Montana. The locomotives were designed in Spain by rail industry manufacturer Vossloh, according to Prasa’s specifications, and come fitted with the latest technology. The new trains have a driver display unit with route management systems and train management systems for the driver to detect and reset any faults while in section. It is also the first diesel locomotive in the country to have two driving cabs, meaning it can be driven in both directions without turning. All in all, 70 high-tech locomotives are expected to be delivered over the next few months, and they will be made up of 50 Euro Dual electro-diesel and 20 Euro 4000 diesel locomotives. Minister of Transport Dipuo Peters says government is investing R172.3 billion in the next 10 years to fast-track the modernisation of public passenger transport to rail, from which R3.5 billion has gone into the manufacturing of the 70 locomotives. About R51 billion will go towards the manufacturing of 600 new trains for Metrorail, the minister added. “One of the key things the government is focusing on, between 2014 and 2019, is to improve on public transport – in particular, our drive to move people from road to rail. This is part of the initiative because, in that way, we will be able to deal with the carnage on the roads. We will be able to reduce the number of people who actually die,” Peters concludes.
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INFRASTRUCTURE FINANCE
Planning and funding
megaprojects
In this adapted presentation, DR ANDREW SHAW examines the state of mega-infrastructure projects in subSaharan Africa, the challenges faced and the different models of funding available for them.
5%
6% 8% 10%
31%
P
UBLIC SECTOR FUNDING is constrained by an ability of a respective public sector entity to repay debt, National Treasury processes for unbudgeted or large-scale funding requirements, and restrictions on state-owned entities for fund raising. The willingness to pay principle is often applied, but there are restrictions in both the willingness and ability to pay for infrastructure and/or related services. The question is, can access to capital be extended by institutions such as the DBSA, IDC, and the World Bank support funding from other countries? Are there other innovative funding mechanisms for infrastructure?
Where are we today in sub-Saharan Africa? Globally, infrastructure spend is set to grow by 10% each year – and spend is estimated to reach $180 billion per annum, by 2025, from $60 billion, in 2013. Worldwide investment will reach $9 trillion per annum by 2025 and the total spend between 2014 and 2025 is estimated at $78 trillion. The forecast annual GDP growth for sub-Saharan Africa is expected to continue at a rate of around 5% per annum, while the subSaharan population makes up 13% of the global population. The sub-Saharan African population is forecast to nearly double, to over 1.75 billion, by 2040. Every dollar spent on capital projects generates an economic return of 5% to 25% per annum. Across Africa, the cost of fuel for backup power was $1 billion in 2013. Less than 8% of Africa’s trade is internal (this figure is between 30% to 60% in other regions). Of the global oil and gas discoveries made over the last five years, 30% have been
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IMIESA August 2015
in sub-Saharan Africa. Only 290 million out of 940 million people (31%) have access to electricity in sub-Saharan Africa, and a mere 10% of hydropower potential is being used across the region. Poor transport and logistics infrastructure increases the cost of goods by 60% for landlocked African countries. By 2025, subSaharan Africa will represent 2.7% of the global infrastructure market – double 2013’s figure. Robust growth in the region is likely to drive investment in the infrastructure market, which is dominated by two major regional economies – South Africa and Nigeria. These two account for over two thirds of infrastructure investment. The upcoming 2015 version of the ‘Outlook to 2025’ may indicate moderation in short-term growth, driven by recent political and economic shifts. Prospects in other countries remain strong, as the robust growth in the region will fuel infrastructure spending. Nearly 70% to 80% of expenditure is expected to be in the transport and utilities sector, while electricity production and distribution will experience substantial growth in annual spending – from $15 billion, in 2012, to $55 billion, by 2025. Social infrastructure spending is expected to increase for both health-care and educational facilities because of public health problems – notably HIV/Aids – and growth in the school-age population. Debt burdens are lower, as a proportion of GDP, in most African economies than in advanced economies or even middle-income countries. This would seem to imply that governments have more room to support social and transportation investment. But, with a lower tax take relative to GDP, as well as a poorer credit history than richer countries, financial market perceptions of sustainable debt loads
3%
37% Ethiopia FIGURE 1 Composition of SSA infrastructure market, 2013 percentage of regional infrastructure spend
Ghana Kenya Mozambique Nigeria South Africa Tanzania
in African economies tend to be much lower. When combined with sizeable fiscal deficits, this undermines government resources for investment in many countries in the subSaharan African region.
Infrastructure finance procurement methods Project bonds – which are still largely unexplored in South Africa and the African continent – are a debt instrument usually issued by government to raise funds from capital markets for infrastructure projects. Infrastructure bonds can also be issued by private companies without assistance from the government. In South Africa, local currency infrastructure bonds have not been issued to date, as the government is of the view that such bonds are far removed from infrastructure projects. Instead, parastatal bonds have been issued and the government has tended to provide guarantees for certain projects. The implementation of Basel III and a growing pipeline of projects are expected to spur greater demand for capital markets financing.
INFRASTRUCTURE FINANCE
A decline in available long-term debt (from non-government banks) has coincided with declining global deal flow since the Global Financial Crisis. New banking regulations make long-tenor project finance loans even less attractive, and sovereigns are only likely to face continued fiscal pressure. Governments are looking to increase infrastructure investment to support economic growth. To keep infrastructure programmes on track, the gap has been filled by multilaterals and stateowned banks, although these institutions have their own capital and liquidity constraints. This gap will be filled by capital markets products – directly or indirectly – continuing the recent evolution of the project finance market.
22%
Delays
19%
Change of requirement
19%
Economic factors
16%
Lack of internal capacity/skills
14%
Unforseen events (force majeure)
14%
What is the way forward? Public sector funding constraints are likely to intensify because: • The economy is slowing. • The national debt-level ceiling could be breached. • Returns on SOE spend have seldom materialised as planned. • Constraints are emerging in consumers’ ‘willingness to pay’. Government-backed guarantees may be impossible to access in future, and there may need to be a return to project finance (such as PPPs), even if it is more expensive than traditional funding. Development banks, multilaterals, and institutional funders of infrastructure bonds or similar schemes may be the only way to sustain high levels of infrastructure funding going forward.
Project management
35%
Changing global funding scenarios for infrastructure
Procurement related
11%
0
Contractor/service provide related
5%
Quality and cost of materials
5%
Poor budgeting/costing estimating 5
10
15
20
25
30
35
FIGURE 2 37 respondents operating in the transport sector
(Source: PwC Analysis)
IMIESA August 2015
19
DRIVING YOU TOWARDS A GREENER FUTURE.
SABITA SUPPORTS A SUSTAINABLE ROAD INDUSTRY THROUGH THE USE OF BITUMINOUS PRODUCTS
SOUND ENVIRONMENTAL ROAD DESIGN • Optimised route planning • Use of eco-friendly construction material • Mitigate against water pollution • Quiet and durable roads DESIGNED TO BE MORE SUSTAINABLE • Warm mix asphalt • High modulus asphalt
REDUCING ENERGY AT PRODUCTION REDUCES CO2 • Dry aggregates • Low temperature products • Recycling • Optimised operational processes
IT’S THE RIGHT THING TO DO
Southern African Bitumen Association Tel: + 27 (0)21 531 2718 Fax:+ 27 (0)21 531 2606 e-mail: info@sabita .co.za www.sabita.co.za
INSIGHT
CAPSA 2015 NATIONAL ASPHALT Moving beyond today to meet the demands of tomorrow
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PERFORMANCE-GRADE SPECIFICATION FOR BITUMINOUS BINDERS
32
IN THE HOT SEAT: AMMANN SA'S ROCCO LEHMAN
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PANEL DISCUSSION: ROADS CONSTRUCTION
IMIESA August 2015
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CAPSA 2015
National Asphalt
National Asphalt remains at the forefront of asphalt technology by making significant advances in a number of areas. Recent developments and innovations, particularly in the use of reclaimed asphalt, warm mix, modified binders, and high modulus asphalt bases, allow practitioners to utilise their skills to push the envelope of pavement design.
delivering cutting-edge innovations
to South Africa’s road construction market
N
ATIONAL ASPHALT MD Sean Pretorius says, “Innovation is impacting on all fields of engineering and, in the asphalt arena, we are able to piggyback on a number of the technologies that are being used in the international markets. The European, US, and Australian markets are becoming increasingly environmentally conscious as they strive to comply with the latest environmental concerns.” As a member of the Raubex Group, National Asphalt continues to push the boundaries in the development of asphalt plant technology together with its sister company Comar, who are leading the field in the production of locally manufactured asphalt plants.
Reclaimed asphalt In line with National Asphalt’s vision to be part of a sustainable roads industry, the company, together with Comar, has made significant investment in the development of a locally manufactured twin-drum mobile asphalt plant capable of handling 40% reclaimed asphalt (RA). Five years ago, National embarked on an aggressive strategy to invest in RA technology. At the time, this was a very bold step, as the technology was very much in its infant stages in the South African market. In the development of this technology, one of the key strategies adopted by National and Comar was to develop a plant that aligned itself with local conditions. Local materials and components were used, which
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IMIESA August 2015
removed a reliance on imported parts, thus eliminating unnecessary downtime. The result was the development of a world-class twin-drum 120 to 150 tonne per hour mobile Comar RA plant that is currently being used, with positive results, by National Asphalt. Early success with trials using RA and warm mix, conducted for the eThekwini Municipality in Durban, provided the foundation for the further development of the technology. “We carried out a lot of development work, together with the Road Rehabilitation Team of the eThekwini Metropolitan Municipality, who were very supportive of the new technologies,” Pretorius says. To date, National Asphalt has completed a number of key projects for the South African Roads Agency (Sanral), using its reclaimed technology. These include the manufacture of an AP 1 Modified continuously graded base with a 40% RA component for: • the upgrade of the National Route 1 between the Vaal River and the Kroondal Plaza in the Free State region • the maintenance of 57 km of the National Route 2 from New Guelderland to the Mtunzini Toll Plaza • the asphalt mix for the rehabilitation of the National Route 2 between Murchison and Marburg outside Port Shepstone in the KZN region. Together with this, a National Asphalt twin-drum RA plant was used for the manufacture of a 40% RA base mix used for the maintenance
and rehabilitation of sections of the National Route 2 from Umkomaas to Hibberdene in KwaZulu-Natal.
Rejuvenator National Asphalt has also developed a unique, dual-purpose environmentally friendly additive manufactured from renewable raw materials. Termed EcoNat, it can be used in the manufacture of warm, low-temperature, and cold asphalt mixes. In addition, its use as a powerful asphaltene dispersant means it is ideal for the manufacture of RA mixes, where it rejuvenates the properties of age-hardened bitumen. This product is extensively used in the local markets, with enquiries now being received from as far afield as Asia. To support these developments, National Asphalt has a number of licence agreements in place with leading technology developers in the US. “We always try to secure new technologies upfront to maintain our competitive edge in the market,” Pretorius says.
High modulus asphalt With the ever-increasing demands on the South African road network, with traffic, and particularly heavy vehicle, volumes growing exponentially, innovative pavement designs, capable of carrying these loads, are very much in the forefront for any road practitioner. National Asphalt recognised this, a number of years back, and took a very active role in
CAPSA 2015
the first officially recognised South African trials using high modulus asphalt (HiMA) on a section of South Coast road that services the container terminal of Durban Harbour in the Jacobs area. This formed part of the Southern African Bitumen Association’s sponsored research to develop locally appropriate HiMA specifications. The manufacturing of HiMA and paving of these trial areas were the culmination of lengthy research and laboratory mix design work carried out by the CSIR and National Asphalt. After five years, the performance of this trial section has met and exceeded all expectations. Following the success of these trials, National Asphalt promoted the use of low penetration 10/20 (hard) grade bitumen as an alternative to the use of HiMA . Once again, National took the initiative and was the first supplier to complete a major project for Sanral using this technology. The upgrade of the National Route 2 from Paradise Valley to Candella Road, between Pinetown and Durban, involved the manufacture of 74 000 tonnes of EME Class 2 using a 20% RA component. This project enabled National to combine its expertise and knowledge, using both its low-grade bitumen together with its RA technologies. At time of completion of this project, the 10/20 grade bitumen was not available in the South African market and had to be imported in drums and decanted for use at National’s Cliffdale plant in Shongweni. A requirement becoming increasingly important to road owners is the availability of pavement technologies that will limit interventions on heavily trafficked routes, thereby reducing disruptions through congestion and minimising road-user delay costs. The EME technology is well suited to this and it is an ideal solution. “We are not scared of tackling innovation, and we have the skills and the right quality of people to do so in an effective manner,” says Pretorius. “In the case of RA, there was a lot of trial and error, and we worked our way from 10% RA up to 40% RA, using our skills and enabling eThekwini to push the envelope.” National Asphalt has finetuned the technologies for the local environment, and the projects they have completed have set the benchmark for the local industry.
Hydrotexturising Raubex’s acquisition of a major shareholding in the KwaZulu-Natal-based Shisalanga Construction has opened up even more opportunities for the group, with National Asphalt playing a leading role in increasing the footprint of Shisalanga’s offerings. Shisalanga is the only company in South Africa delivering hydrocutting technology at the scale needed for sizeable projects. Hydrocutting has
particular advantages for use in airport runways and can extend the life of the seal dramatically. The hydrocutter can remove flushed seals including bitumen, all asphalts, and concrete, leading to a substantial improvement of the micro and macro texture of the seal and/or surface. This results in a safer runway or road surface, as well as extended lifespan of the asset. Once the excess bitumen is removed, for example, the stone chip matrix remains. Since acquiring Shisalanga, Raubex has extended the footprint of its technology. “We have done work with the units throughout South Africa and are in the position to offer any road owner or airport the potential to significantly improve their asset and extend its useful life. With this acquisition, National Asphalt is now able to build on the initial momentum created by Shisalanga Construction in the road maintenance and rehabilitation sector, by means of promoting hydrocutting technology,” Pretorius explains.
More product diversification Having achieved a solid reputation for its advancement in the reclaimed asphalt sector of the market using the Comar Twin Drum technology, together with success in the use of EME and its investment in hydrocutting technology, National Asphalt continues to supply the market with many other options. National Cold Mix Asphalt (NCA) is a pre-mixed, high-performance cold mix patching material, made under licence using Macfix technology from Macismo International. The product consists of a mixture of selected aggregates coated with a blend of bitumen and a unique additive. The additive has been specially formulated to enhance the workability during handling and to improve the adhesive properties of the binder during its service life. The aggregate grading creates optimal stone interlock after placement and, thus, ensures that the product will not deform under traffic. Together with this, the extended shelf life and the fact that it can be stockpiled in bulk for more than six months proves that it is a superiorquality product. Together with this, NCA recently introduced its LT 40 asphalt (also commonly referred to as ‘hot mix in a bag’) to the market. The application of this product has to be done using an oven on a trailer, which has also been developed by National’s think tank. This product is now attracting a lot of interest, both locally and in the international markets, with units being sold into Namibia, Zambia, Madagascar, and Angola. LT 40 asphalt is a continuously graded medium-grade asphalt contained in a sealed plastic bag, which is heated up to between 40°C to 60°C to achieve workability similar to traditional hot mix asphalt.
Incorporating an additive made from 100% natural and renewable resources, LT 40 asphalt not only reduces waste, time lost waiting in queues at hot mix asphalt plants, and product loss from inclement weather, but it also allows for higher productivity, due to maintenance teams being in a position to proceed directly to site with all the necessary tools to begin work immediately. NCA markets and supplies the oven and the trailers that are used in conjunction with the LT 40 product; the set-up is ideal for the promotion of a small business enterprise. In addition to the cold mix and the LT 40 Asphalt, National Asphalt markets the manually operated chip spreader – or Chippy, as it has become known – which can be used for labourbased chip sealing applications. This manual or labour-based method of road surfacing is now well proven and is being used very successfully in the upgrading of gravel roads to surfaced standard, as well as in the application of single and double seals for new roads and for maintenance of existing road networks. Depending on the nature of the project, up to 65 job opportunities are created around the surfacing process alone. The Chippy method is very suitable for use by local authorities for maintenance programmes, and in-house teams can be trained to use the equipment and methodologies. The Chippy, furthermore, creates opportunities for smaller contractors to participate in the road surfacing arena without having to lay out the large capital required for conventional equipment.
A powerful industry contributor National Asphalt’s position in the Raubex Group reflects the group’s recognition of the opportunities it presented for new investments and innovations. “Considering the many new products we have brought to the market, and the significant expansion of our acquisitions’ offerings in the market, National Asphalt finds itself in a unique position,” explains Pretorius. National Asphalt’s commitment to sustainability and innovations is backed by its research and development capabilities and the partnerships available to the company within the Raubex Group. “From a business perspective, we look at areas that can give us an edge in the market, and we also align ourselves with best business practice, to become as effective and efficient as possible in everything we do.”
www.nationalasphalt.co.za
IMIESA August 2015
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N O I T A R T
S I G E R E N I L ON N O I T A R T S I G RE D E N E P O HAS
ww
org.za . a s e w.im
28-30 OCTOBER 2015
THEME: Changing the face of the Municipal Engineer Earn 2.5 CPD points by attending The 2015 IMESA Conference will be hosted at the Grand West Hotel and Casino – Goodwood
Register and pay before 31 July 2015
Register and pay before 31 August 2015
Register and pay AFTER 31 August 2015
• Early Bird for IMESA Members – R4900.00 • Early Bird for Non IMESA Members – R5400.00
• Late Registration for IMESA Members – R5100.00 • Late Registration for Non IMESA Members – R5700.00
• Last Minute Registration for IMESA Members – R5650.00 • Last Minute Registration for Non IMESA Members – R6250.00
IMESA ORGANISER THE INSTITUTE OF MUNICIPAL ENGINEERING OF SOUTHERN AFRICA (IMESA) 24
IMIESA August 2015
t +27 (031) 266 3263 email conference@imesa.org.za
CAPSA 2015 | INDUSTRY PERSPECTIVE
Performance-grade specification for bituminous binders
To give impetus to the implementation of a performance-grade (PG) specification for bituminous binders in South Africa, Sabita is sponsoring a master class on bitumen rheology at the 10th Conference on Asphalt Pavements for Southern Africa (Capsa), taking place at Sun City from 16 to 19 August this year.
T
HIS MASTER CLASS will comprise two components – a lecture by an internationally recognised expert, followed by a Q&A session with a panel of international experts. Since November 2012, steady progress has been made in the transition from a ‘penetration grade’ specification system to one that will assess the performance characteristics of bituminous binders in terms of their resistance to: • viscous flow • fatigue distress • low temperature fracture. It is also envisaged that the specification would be ‘binder-blind’, in that the compliance for a set of environmental conditions could be met by either a straight or a modified binder, especially in lower traffic, moderate climate situations. Consequently, the specification framework is aimed at advancing rational decisions on the selection of binders, in terms of the operating environment, i.e. traffic loading and prevailing upper and lower temperature ranges. The process of developing the PG specification in South Africa is guided by a working group of the road pavements forum task groups on bituminous binders. To provide a scientific platform for the implementation
of such a specification, more sophisticated measurement of the properties of bituminous binders is necessary. For this reason, it has been decided that fixed measurements of the rheological properties of binders must be taken with the Dynamic Shear Rheometer (DSR), before and after both short- and longterm ageing. A number of research projects have already been carried out by the CSIR, some of which were sponsored by Sabita, to advance the implementation of test standards and compliance limits. As a result of this, several DSR’s are already in operation in South Africa and a user group has been established to investigate test standards to be adopted, to gauge appropriate compliance limits, and to test proficiency on an ongoing basis. The master class lecture at Capsa will be given by Dr John D’Angelo, previously of the USA Federal Highway Administration, who is well-known internationally for his work in the development of, and revisions to, the USA PG specifications. Topics to be covered will be fundamental concepts, application issues, and an appropriate specification framework for South Africa. During the Q&A session, additional experts from the USA and Europe will interact with
SA practitioners to address a number of issues such as: • the prospects for a ‘binderblind’ specification • appropriate energy dissipation methods for assessing fatigue resistance • the need for low temperature fracture compliance in a country like SA, where temperatures seldom fall below O0C • in-service ageing simulation by current standard methods • methods of binder extraction from existing road layers that will limit the effects of solvents and extraction methods. Capsa provides a key opportunity to familiarise general engineering practice with concepts stretching beyond linear elasticity, e.g. viscous behaviour, delayed elasticity, and non-linear visco-elastic behaviour. By doing so, practitioners would be in a better position to participate in and support the transition process and, ultimately, carry out rational judgement of compliance schemes. The specification framework currently under consideration reflects two high-temperature zones – 55°C and 64°C, with four intensities of traffic loading. For the time being, a single low temperature zone of -10°C is contemplated.
IMIESA August 2015
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CAPSA 2015
Building on the successes
of South Africa’s roads industry BY NICHOLAS MCDIARMID
D
EVELOPING NEW technologies in the roads market is not the same as introducing new technologies in the consumer market. In the latter, early adopters of new technologies are often the stakeholders willing to take the risks. Roads are a mostly public commodity, and the sheer costs involved in using road building technologies – especially asphalt plants – mean that any company willing to develop something new needs a ver y willing partner, with the assets and the capacity to shoulder some R&D risk. The trials and errors do not take place behind the safety of closed doors, meaning that competitors are not only able to see the mistakes that are made, but can also benefit from the results with little to no risk. Several players in today’s market in South Africa are currently trialling new technologies in either warm mix or recycled asphalt, and have the courage to go about fixing the inevitable challenges in plain sight of a
ver y competitive market. Not ever yone has the stomach for it but, in this special CAPSA Supplement, IMIESA is proud to be associated with some of the players who have risked their reputations, while still facing the standard deliver y challenges of any other road building contract. The road construction industr y in South Africa has a legacy to be proud of. Whatever you might think of South Africa, its roads exceed world standards. From highly complex urban highway systems to national roads second to none, the technologies, materials, designs, and contractors that contribute to this success stor y are the result of private sector investment in innovations and hardware, and public sector willingness to tr y out something new. Over the next few pages, you will read about the ongoing developments in recycled asphalt, the use of warm and cold mix technologies, intelligent compactors, and road design and project management. We have a record number of participants
and the road to producing this editorial has, itself, been enlightening. We thank all the participants for contributing so openly, and for the risks they are taking to build a better road to South Africa’s future. The CAPSA 2015 conference boasts 480 industr y partners, 30 sponsors, and more than 50 exhibitors. This coalescence of industr y leaders includes speakers at the conference such as: Dr Martyn Davies, CEO of Frontier Advisor y, on the implications for business now and in the future; Dr Thierr y Goger, secretar y general of FEHRL and a specialist in environmental assessment, on the fifth generation of roads; and Thomas Moons, general manager: sales and operations Europe and Africa, on the global oil markets and their impact on bitumen. To drive South Africa toward a per formance-grade specification framework, Dr John D’Angelo, a bitumen specialist from the US, will present a Sabita-sponsored seminar on bituminous binder rheology.
IMIESA August 2015
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CAPSA 2015 | SANRAL PROFILE
For Sanral, roads are not just roads; they are opportunity and art. Nazir Alli, CEO of Sanral, sits down with IMIESA to discuss his vision for the country’s arteries and the impact they have on job creation, economics, and aesthetics.
More than
just roads
BY BEATRIX KNOPJES
A
LLI EMPHASISES THE importance of our road network for social, as well as economic, connection. The two are inexorably intertwined. “Roads provide us with the mobility that we require both for freight and for people. Without good road infrastructure, the cost of transport increases, making it difficult to connect socially.”
Alli, only about 153 000 km of those roads are surfaced. The remaining 600 000 km are gravel roads in poor conditions. “We want to upgrade those roads and maintain them, which impacts the economy and job creation. We have a backlog of R197 billion just on road maintenance, never mind surfacing all the gravel roads,” states Alli.
ABOVE Nazir Alli, CEO of Sanral
Sustainability Quality The state of South Africa’s road network is inconsistent. “It is much more difficult to move from one place to another on a poor road than a good road. Roads are – to my mind – the backbone of the economy. They play a very important role in terms of our communities. We still rely heavily on road transport for our economy – especially within Africa. Our network is far better than on the rest of our continent; the cost of transport in other countries on our continent is higher simply because they don't have roads. If we did not have quality roads, we would not be able to get goods to the market place. Roads are not just roads; they are the backbone of our quality of life,” stresses Alli. South Africa has an extensive network of roads spanning 750 000 km. According to
Sanral is committed to keeping the arteries of South Africa’s economy in good condition, without harming the environment. This is achieved through adherence to legislation. For Sanral, it is not just a question of compliance with the necessary legislation, but the spirit which they should embody in all the works that they do. “We are not only concerned about the ‘green’ issues in the environment but also the ‘brown’ issues. Often, our roads pass through built-up areas. In such environments, we use the appropriate kinds of surfacing to reduce noise, rather than relying on having to build big walls and noise barriers. South Africa has made large advances in surfacing, especially with research that Sanral has sponsored through the CSIR and universities such as Stellenbosch and Pretoria.”
Innovation According to Alli, innovation in infrastructure is a gradual process, influenced by the creativity of the engineers designing any particular project. “These innovations happen over a longer period of time. They are not comparable to IT for example, where software is developed on a regular basis. The innovation also comes in the form of the efficiency we bring both in the design and the construction methodologies that one uses, but Moores’ Law does not apply to infrastructure.” Road building is a means to address skills shortages and unemployment issues that are rife in South Africa. Alli elaborates, “Our challenge, in South Africa, is a severe shortage of skills and trained people, yet we have an unemployment rate of 25%.
IMIESA August 2015
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IMESA conference 2015 social events
Grand West Casino and Hotel 27 OCTOBER 2015
28 - 30 OCTOBER 2015
OPENING FUNCTION
COMPANION PROGRAMME
• Grand West Casino and Hotel: networking with exhibitors, other delegates and colleagues
• Wed 28 Oct to Fri 30 Oct – for spouses to enjoy while partners are at the conference – Kalk Bay with lunch at Brass Bell – Rhodes Memorial – Franschhoek – Chocolate factory – Shopping
GOLF DAY • Bellville Golf Club – Shotgun start four ball alliance Starts at 11:30 // prizes
29 OCTOBER 2015 GALA EVENING – SHIMMY’S BEACH CLUB • Ocean front dining, with its breath taking backdrop of Cape Town’s iconic Table Mountain; join us for a spectacular fun filled evening of delicious food and entertainment.
Delegates attending full conference: Opening Function and Gala evening included in full delegate fee. To book any of these social events call Debbie 031 266 3263 or email: conference@imesa.org.za
IMESA ORGANISER THE INSTITUTE OF MUNICIPAL ENGINEERING OF SOUTHERN AFRICA (IMESA)
t +27 (031) 266 3263 email conference@imesa.org.za
CAPSA 2015 | SANRAL PROFILE “We believe that we are addressing this issue, as a company, through the scholarships and bursaries that we give, but, more importantly, we contribute to South Africa by sponsoring chairs at universities, which we have been doing for over 10 years,” he adds.
Intelligent roads An intelligent transport system (ITS) plays an integral role in traffic management and road maintenance. Alli emphasises, “We cannot build our way out of congestion. We need to encourage people to move out of private transport. ITS plays a very important role for us, in terms of being able to manage traffic on our roads. By doing this properly, we find that we can increase the capacity of our roads by up to 25%.” The efficient use of infrastructure negates the need to simply build more roads. Sanral is not just the provider of infrastructure, as it was in the past, it also manages that infrastructure now, and ITS assists in this process. Alli explains, “A visible benefit of ITS is that, as soon as there is an incident on the road, assistance is provided to those people much faster than waiting for a phone call to be made.”
“We cannot build our way out of congestion.” Nazir Alli, CEO, Sanral
Maintenance Every millimetre of Sanral’s road network throughout South Africa is covered by their routine maintenance contractors, who are predominantly Small Medium Micro Enterprises. On a Sanral road, you should not have a pothole for longer than 48 hours. Says Alli, “We provide a pothole-free national road network for South Africa. We regularly patrol the roads to ensure that all of the road furniture is in place and inspect the quality of the road surface itself.”
Peer recognition
BELOW ITS plays an important role in managing Sanral’s road network
Infrastructure is a form of public art
With Sanral’s recent win and commendation at the 2015 Fulton Awards, Alli announces, “We always appreciate peer recognition. Our infrastructure is a form of public art, and forms the landmarks that foreign visitors comment on most frequently.” Awards such as these encourage innovation, and highlight the aesthetic value of infrastructure. It is this high standard that Sanral wishes to continue. IMIESA August 2015
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CAPSA 2015 | HOT SEAT
Ammann SA – The Ammann SA has made an indelible impression on the local roads construction market. IMIESA speaks to Ammann SA MD Rocco Lehman about its contribution to plant innovation and reviews the company’s range of smart compaction and paving equipment.
A
MMANN SA MANUFACTURES asphalt mixing, concrete mixing, and mineral processing plants with the respective control systems, as well as compaction machines and pavers. These have been making a big impression on the Southern African market over the last four years, and are currently paving the way to a new era in the roads construction industry, with the commissioning of a continuous asphalt plant capable of delivering up to 40% reclaimed asphalt. On the machinery side, its partnership with ELB Equipment has made a significant difference to its presence in the market. Ammann SA is a powerful collection of over 100 years of skills and experience in the South African market, which it leverages effectively in introducing the quality and technological expertise of the global Ammann brand. More than just a supplier of road making equipment, Ammann SA is a provider of expertise and support to the entire value chain, from emerging contractors to the largest construction companies. It places high value on partnering, training, and support and its measure of success is in the positive market experiences of its customers and their clients. Ammann SA has one the biggest ranges of equipment available today, all of which carry the hallmarks of innovative design, reliable equipment, and intelligently applied technologies. The company has a distinct design philosophy, which pays particular attention to the user experience, from mechanic to operator. “Design is often thought of in terms of operational capabilities,” observes Lehman. “Ammann has made it a point to ensure that feedback from operators and mechanics is heard and incorporated.” Ammann’s machines have an enviable reputation for being user-friendly, easy to operate, and convenient to maintain.
Equipment overview Compaction From rammers to tandem rollers, from add-on compactors to intelligent compaction systems, Ammann SA offers a comprehensive product range of state-of-the-ar t machines to suit all customers.
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IMIESA August 2015
Rammers Ammann rammers are powerful, economic, operator-friendly, and ergonomic in design, making them the ideal compaction machine for any construction project. Ammann’s rammers are characterised by reliability, high compaction performance, easy serviceability, a low centre of gravity, and high power reserves. All of these properties enable fatigue-free work, even in the most difficult soil conditions. Plate compactors Ammann is a leading provider of hydraulically powered vibratory plates and the company’s focus on the user experience has produced a range of machines that provide unparalleled ease of operation. Operator safety was behind the development the APH 100TC, the company’s remote-controlled vibratory plate, which is ideal for excavation and canal construction sites. It achieves remarkable results even in the deepest trenches. The company’s range of plate compactors starts at just 120 kg and stops at just under 1 t. Drum rollers From 7 t to 25 t single-drum rollers, Ammann has achieved extraordinary results in areas of performance, including safety and compaction. Ammann also leads the way in intelligent compaction, using modern vibratory rollers equipped with an integrated measurement system, an on-board computer reporting system, GPS-based mapping, and optional feedback control. Intelligent compaction results in the most-uniform material densities possible, and sets the industry standard. Attachment plate compactors The ACA boom-mounted compactors, developed by Rammax, complement Ammann’s range of compaction machines. The compactors are easy to fit to any excavator arm by means of fast-coupling systems, for a hydraulic, form-fitting connection within seconds. Trench, hillside, and slope compaction are just a few of the many applications for the range of add-on compactors.
OPPOSITE PAGE: RIGHT Ammann Prime 140 asphalt plant FAR RIGHT FROM TOP TO BOTTOM AFW 500 paver, ACA 1000, APH 5020, APF1850, and AV 70X
Rocco Lehman, MD, Ammann SA
Ammann SA is pioneering new asphalt plant technologies in South Africa at the moment; what are the critical considerations during a process like this? RL The South African roads construction industr y is characterised by a preference for continuous mixing asphalt plants as opposed to batch plants. We are adapting the Prime 140 asphalt plant to be able to process reclaimed asphalt of high percentages in local conditions, which is something that has never been done before. Combining continuous asphalt processes with high-level asphalt recycling presents inherent restrictions at relatively low capital expenditure. Ammann is an established exper t in both fields, and now Ammann SA is combining them. The greatest challenge is doing so in situ, so to speak. The final result must work in the field and, in taking up the challenge, our primar y aim is to minimise risk to our clients.
How do you achieve that? The point is to not let the growing pains impact the client and, when commissioning a brand-new technology, we expect challenges and we expect them to be
CAPSA 2015 | HOT SEAT
road less travelled
unforeseen. This is inherent to this kind of innovation, so our challenges are oppor tunities to develop new technical solutions that eventually benefit the whole industr y. So, the balancing act involves being on-site during the whole process and providing the technical exper tise when the need arises. We also have the suppor t of the whole Ammann Group and, on the current project, they have made two technical exper ts available who bring the global exper tise we are known for to the local market. This has a ver y high value for the market in the long run.
The client is learning with you; what should a typical client be aware of? We take care to prepare the client and educate them, and we also need to accommodate the different skill levels in South Africa, as compared to Europe. Locally, we find operators with relatively shor t periods of experience being placed in charge of a plant, which poses cer tain challenges. Running any asphalt plant requires special attention to detail and success in these circumstances requires even more attention.
Ultimately, the contractor is obliged to deliver on the project, but we invest in providing education and training as part of the ser vice we offer.
What can the market look forward to from Ammann SA’s experience of the current project? Well, although the market has a tendency to be sceptical when something as new as this is being introduced, the technical and operational knowledge that we are gaining holds incredible value. The market is ver y curious right now, and it is right to take a wait-and-see approach. But because we know the level of our expertise within Ammann, which is backed by the global expertise of Ammann as a whole, we are incredibly excited about the future of this asphalt plant. We have been prepared for this for a long time, and we had no illusions that, during the commissioning phase, we would need to find new technical solutions for a brand-new process. Having the expertise to solve them is why we have the confidence to be bold. And, ultimately, the whole industr y can look for ward to the benefits. www.ammann-group.com IMIESA August 2015
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CAPSA 2015
Associations representing SA’s largest construction material suppliers have formally objected to draft amendments to the National Road Traffic Act. These amendments concern the renewal of driver’s licences, persons carried on goods vehicles, speed limits, and prohibiting large vehicles from using public roads during peak traffic hours.
Objecting to mooted traffic regulations
T
HE AGGREGATE AND Sand Producers Association of Southern Africa (Aspasa) and Southern Africa Readymix Association (Sarma), who, together, account for far more than 50% of the building materials used in this countr y, say that the draft changes gazetted in May will have a negative impact on individual businesses, as well as the entire construction industr y and the countr y’s economy. According to Nico Pienaar, who ser ves as a director of both associations, the amendments mooted by the Department of Transport will undermine the NDP, as it will inhibit growth in the main sectors where jobs can be created – namely mining, manufacturing, and construction. In some instances, it will further corruption and encourage dishonesty.
Heart of the problem In terms of the objection, Draft Regulation 107D, which requires applicants to be evaluated and given a practical test by an examiner, is not feasible and may open a hornet’s nest of problems. It is suggested, rather, that attention be paid to ensuring that cards are not fake and the cloning and forger y of licences is prevented. Draft Regulation 247, dealing with people being carried in goods vehicles, also needs to be relooked according to the objection. The associations agree with the
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IMIESA August 2015
CAPSA 2015
regulations as far as heavy trucks are concerned with limited cab space, but disagree strongly if the same legislation is meant to cover lighter vehicles. It also seeks clarity on how occupants should be seated on the rear of vehicles and seeks better definitions of ‘scope of employment’ as outlined by the regulation. How people may be carried and who may be carried needs to be spelled out. Regulation 292, in which speed limits will be reduced to 40 km/h in urban areas, 80 km/h outside urban, and 100 km/h on highways where they pass through urban areas, is also being challenged. According to the objection, heavy vehicles do not operate within their optimal efficiency at 40 km/h with a load and tend to overheat. In addition, the time taken to travel over distances will be much increased and will require more vehicles to be put on the road to meet the same number of deliveries. In addition, they remind the Department of Transport that speed limits are not properly enforced on our roads, at present, and that decreasing the speed limits will not affect road deaths.
"We are happy to work with government and law enforcement to make our roads safer, to the benefit of all stakeholders." Peak traffic ban In terms of Draft Regulation 318A, in which vehicles with a gross mass of more than 9 000 kg may not operate in urban areas at peak times during week days, Aspasa and Sarma caution strongly against this regulation being passed as it will have a serious effect on both industries and infrastructure development. Among others, building material deliveries need to be scheduled in work hours, when labour forces are present, and the feasibility of smaller trucks is limited. In addition, large trucks accidently caught in the curfew time will have to pull over, which will require numerous large parking areas. Transport costs will increase dramatically, as will the price of
Nico Pienaar, director at Aspasa and Sarma
construction. Readymix concrete has a shelf time of around three hours in the back of a truck. Pienaar concludes that businesses will suffer serious financial losses if these regulations are passed and has strongly urged the Department of Transport to revise the regulations so that they are in line with the NDP. “We are happy to work with government and law enforcement to make our roads safer without leading to the detriment of any person, company, or the economy as a whole.” IMIESA August 2015
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HARD FACT #5 OF 6:
PROTECTS STEEL REBAR BETTER THAN
ORDINARY CEMENT
AfriSam A1 All Purpose Cement offers better performance than ordinary cement for concrete, mortar and plaster thanks to its unique, tried and proven C-Tech composite technology. It’s the choice of builders who understand that a quality cement means a quality build. Composite Technology
AfriSam A1 All Purpose Cement. Stronger than ordinary cement.
www.afrisam.com
With the planet as one of our core values, we assess the carbon footprint of each and every one of our operations and products while actively striving to drive down our impact on the environment. For more information, contact the AfriSam Centre for Product Excellence or visit our website.
Creating Concrete Possibilities
CAPSA 2015 | PANEL DISCUSSION
Amit Dawneerangen | National Sales Manager: Gauteng | AfriSam How do your products and services aid in the construction of roads, bridges, and stormwater management infrastructure (SMI)? AD AfriSam manufactures and supplies superior-quality construction materials. We offer a range of cement products, aggregate materials, and readymix concrete to cater for the different applications and needs in the industry. All these products are integral in the construction of any civil or structural project and play a major role in infrastructure development.
What construction-related services do you offer? We offer pumping services for our readymix concrete: we have a pump fleet with some of the longest boom reaches in the country, capable of pumping concrete into those hard-to-reach places. For road stabilisation, we offer cement spreading services: our trucks are fitted with spreader bars and our drivers are trained to work with site managers to ensure an even spray of cement during road construction. All our products are supported by a technical services offering: through years of experience, we have acquired technical skills that we believe are beneficial to the industry. From our Centre of Product Excellence (CPE), we offer our customers technical support and training. We work closely with them to develop userspecific solutions and to resolve technical queries.
What specialised technologies/equipment does your company bring to the market? AfriSam formulated a cement product designed to assist in
the stabilisation of layer works. The product acts by ameliorating local soils containing undesirable clays, enabling the use of these soils in the road building layer works. This product is called Roadstab Cement and is locally available. In the construction of bridges, durability of structures is of utmost importance in preventing costly premature repair work. AfriSam’s high-strength cement has been engineered to render a concrete with a dense matrix, which is desirable in attaining designed service life for such structures.
What specialist technical services does your company deploy and how are they all coordinated? AfriSam’s CPE has a strong focus on product quality and an even stronger focus on the correct and optimum use of our products. CPE has a customer support function that consists of technical consultants who proactively visit our customers – in order to demonstrate the correct use of our products, as well as identify any cost-saving opportunities. We run an ISO-accredited laboratory that we use for various tests, to our customers' benefit. We also offer technical training services to our customers.
Concerning research and development, what innovations do you bring to the roads, bridges, and SMI construction industry? AfriSam has conducted significant research into the durability characteristics of concrete, and this is relevant to concrete road and bridge structures. We are the leaders in durability index testing (DIT) and have a detailed
understanding of how constituent materials and site practices (compaction and curing) affect the durability and performance of concrete. The AfriSam CPE laboratories are set up to perform the DIT, which is available as a service to the construction industry on a commercial basis.
How do your company’s service-level agreements complement the intricacies of road and bridge construction, the materials worked with, and the inherent maintenance requirements? AfriSam understands that any delays in deliveries to a road or bridge construction site can be costly. Therefore, we work closely with our customers to understand the project requirements and, from that, we schedule deliveries accordingly. We subsquently plan for and prioritise these deliveries.
As a product supplier, what developments have there been in the materials you supply?
AfriSam’s CPE has a strong focus on the optimum use of products
We have focused our product development efforts on making sure that we sustainably produce our products and reduce our carbon footprint. Much effort has gone into reducing our carbon emissions and making sure that we are energy- and resourceefficient. We are the leaders in green cement technology and pride ourselves on providing our customers with products that are environmentally friendly.
As a supplier, what is your viewpoint on product quality? AfriSam prides itself on its incomparable product quality. We strive to not merely comply with South African National Standards, but to produce the highest-performing construction materials. All products are rigorously tested at our SANAS-accredited laboratories to ensure that quality and consistency are always of the highest standard.
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www.avenggrinaker-lta.co.za
Rand Roads
Rand Roads is a specialist division within Aveng Grinaker-LTA, whose service offering covers the full supply chain for road rehabilitation and infrastructure, from bitumen binders’ modification to asphalt production. The business success lies in its ability to apply its expertise in crafting unique solutions to the challenges posed by each new project. Rand Roads’ aim is to deliver a reliable and quality service to the road and infrastructure industry and the country as a whole. Rand Roads’ proud history goes back to 1970, when the business was built on the solid foundation of road surfacing expertise. In response to market and industry changes and developments in recent years, Rand Roads refined and expanded its service offering, and today, it is a fullyfledged manufacturer and supplier of high quality bituminous binders and asphalt products.
Asphalt Two state-of-the-art asphalt plants and a mobile plant are situated in Gauteng, enabling Rand Roads to produce: • Cold Mix Asphalt (CMA) • Hot Mix Asphalt (HMA) • Warm Mix Asphalt (WMA) • Recycle Asphalt Production (RAP) Bitumen Binders The division’s bitumen binders operation is based Pretoria and Queenstown, while a number of mobile plants are working to service projects in other parts of South Head Office Lee Cochrane, General Manager Aveng Office Park | Cnr. Jurgens Street & Jet Park Road | Jet Park | Boksburg | 1459 t +27 (11)923 5522 f +27 (11)923 5080 e lee.cochrane@grinaker-lta.co.za c 083 294 0224
Boksburg and Pretoria Asphalt Plants Stefan Botha, Plant Manager 19A Cnr. Van Dyk & Aberdeen Roads Boksburg East Industrial Boksburg | 1459 t +27 (11)914 4095 e stefan.botha@grinaker-lta.co.za c 082 556 7880
Africa. These plants are an invaluable part of Rand Roads’ road construction arsenal, which enables the business to offer its clients the same seamless service and outstanding products – wherever the client is situated. Rand Roads supplies four groups of bituminous products - namely penetration grade bitumen, modified binders, bitumen rubber and emulsions, and foam bitumen. These products are supplied to the general building, industrial and road construction sector.
Bitumen Binders Pretoria Plant Gert Swindon, Plant Manager 304 Stephenson Road Pretoria West Industrial Pretoria | 0183 t +27 (12)386 1177 e gert.swindon@grinaker-lta.co.za c 082 491 4130
Bitumen Binders Queenstown Plant Charl Potgieter, Plant Manager 7 Stephenson Road | Queendustria Queenstown | 5319 f 086 578 6447 e ccmpotgieter@grinaker-lta.co.za c 082 897 4333
CAPSA 2015 | PANEL DISCUSSION
Lee Cochrane | General Manager | Aveng Rand Roads
How do your products aid in the construction of roads and bridges?
We prioritise skills development within Rand Roads. We have an established succession training programme to give our employees the opportunity to grow. We develop skills on- and off-site to allow our staff to achieve their goals within our business. We firmly believe that a business is only as good as its people. This should be an industry-driven initiative over and above what the various businesses within the sector do.
LC The Aveng Group serves as a one-stop shop for road building – supplying products and providing the services necessary for the application of those products relevant to all aspects of road and bridge construction. Aveng Rand Roads, being a business within the Aveng Group, is a supplier of asphalt-based products, modified bituminous binders, as well as a number of emulsions from our various plants as per client requirements.
What new innovations has your company recently introduced to minimise the environmental impact of its products?
What specialised technologies does your company bring to the market? Our state-of-the-ar t binders’ laboratory continuously tests our product offerings to improve them. We also make use of external laboratories to correlate our testing. To ensure optimal mix designs are available, we make use of external consulting laboratories for our asphalt plants, as well. All our plants are modern, high-tech units.
Concerning research and development, what innovations do you bring to the roads, bridges, and SMI construction industries? We regularly send our staff overseas and interact with foreign suppliers from Europe and the US to continuously keep abreast of improvements and developments in technical capabilities, product quality, and international best practices in respect of safety and environmental requirements. We then incorporate these into our product offerings.
What specialities does your company bring to the discipline of road maintenance? We supply numerous contractors involved in road maintenance with applicable products of the highest quality. We also supply a large number of small contractors. We are currently addressing an additional product offering for maintenance, specifically for the repair of potholes and patch-working. This is particularly beneficial for SMMEs and we hope to help them grow through this.
Are there any hurdles in terms of industry knowledge, incorrect perceptions, or regulatory matters that relate
to your product and/or services that you would like to raise? Given that the products supplied are governed by stringent specifications, standards, and regulations, the people involved – clients, suppliers, and consultants – are always well informed of these elements. In this sense, we are not hampered by misconceptions or other hurdles.
What considerations would you like to see South Africa’s public sector roads agencies and policymakers pay attention to – in terms of training, skills development, and job creation?
Our plants are regularly upgraded and modified to ensure that they are as environmentally friendly as possible. We conduct daily and monthly monitoring of our processes to ensure we always exceed, rather than just meet, legal compliance standards in terms of dust, smell, noise, and all other forms of pollution – including spillage and seepage. We employ a full-time environmentalist and make use of external environmental consultants, when necessary. Furthermore, we are addressing the use of recycled asphalt, as a standard practice in specific products, to reduce dumping.
How is Rand Roads managing its energy consumption at corporate office level? In order to improve energy consumption in our various plants, we are focused on using alternative means wherever possible. For example, we are investigating the ability to convert to gas, as a clean source of energy, replacing diesel and other fuels.
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CAPSA 2015 | PANEL DISCUSSION
Jennifer King | Manager | Dick King Lab Supplies
Tell us about Dick King Lab Supplies and the services you offer? JK Dick King Lab Supplies offers a broad range of local and imported products and testing equipment that specifically aid civil engineers and testing companies in meeting test requirements. We supply equipment to companies, road departments, and educational institutions – both locally and across Africa. Our main office is located in Johannesburg, with a satellite branch based in Durban. With the optimisation of technology and our close teamwork, we are able to service all our customers – within and across borders – from either branch.
How do you ensure your products stay relevant in the everchanging market? We strive to keep abreast of all changes in local testing standards (TMH1 and SANS), as well as ASTM and EU requirements. A strong relationship with our partner, Matest – who has appointed us as its sole supplier within Southern Africa – keeps us abreast of standards changing. From Italy and Australia, respectively, Matest and Pavetest have spearheaded world-leading R&D. The upshot has been continuous updates to products and the launch of new technical products that meet testing standards in the UK, America, Europe, and Africa.
How does your company support main and secondary players in the industry? With the recent introduction of the new SANS specifications, we found that not all players in the industry were aware of the required changes. This is also true with regard to products that impact on health and safety concerns (e.g. the banning of mercury in the UK and certain EU countries, and employees not allowed to lift more than 20 kg). Standards for equipment testing and health and safety change with some regularity; we are committed to educating our clients about these changes as they may not know about them or, at times, even request discontinued equipment.
Tell us about your company’s role in training and skills development. We are proud to have watched and supported an entire generation of engineers rising from their student days to holding senior positions in various institutions. This support has mostly been through offering ongoing training and technical support – for testing equipment – to the civil engineering departments of educational institutions. Just
“We are proud to have watched and
supported an entire generation of engineers rising from their student days to holding senior positions in various institutions.”
recently we facilitated the lecturing of triaxial testing methods and equipment in a KZNbased institution.
What specialised equipment does your company bring to the market? The Pavetest range of dynamic testing systems for asphalt, from Australia, has just been launched in South Africa. This range offers the opportunity for advanced testing, using leading-edge technology, and there has been positive acceptance by the market. We have also recently launched computerised versions of the Kingtest Texan Triaxial, CBR, and Marshall and Cube Presses. These models provide automated testing from a laptop or general computer, with data logging and graphs being recorded directly on to a file.
What specialist technical services does your company deploy and how are they all coordinated? We are proud to be closely associated with Moisson Instrumentation, who offer repairs and calibrations for force-testing
An all-ladies team; left to right: Jabu Mdlalose, Helen Schneebeli, Jennifer King, and Lana Flumiani
equipment. This means our technicians regularly travel to remote sites and into Africa, often at short notice, to deal with technical crises, in support of the construction of roads and dams.
What role do you see women playing in the construction industry? Our office in Westmead is an all-ladies team, and our customers’ acceptance has really been the foundation of our success. More importantly, we are interacting with a greater number of female professionals and women business owners who are making an impact in both construction and civil engineering. We have also noticed that there are a greater number of female students in civil engineering. Each person has, in their own way, adapted to the industry and we can only wish them all the best.
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Engineering More Road for your Rand With more than 500 000 km of roads in South Africa, the maintenance and development of this infrastructure requires critical strategic investment.
drainage systems, Kaytech has the products and professional engineering support to give you the complete solution. For more information, contact Kaytech today.
Kaytech will help you to limit construction and long-term maintenance costs of new roads, and extend the fatigue life of existing and damaged roads. From sealing and patching of cracks, potholes and edge breaks to the rehabilitation of substructures and the development of stable slopes or subsoil
• New roads
• Maintenance, upgrades and repairs • Drainage systems
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011 041 043 021 031
922 453 727 531 717
3300 0755 1055 8110 2300
www.kaytech.co.za
Filtration & Drainage • Separation • Road Maintenance & Rehabilitation • Water & Waste Containment • Erosion Control • Reinforcement
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bidim
• Major road rehabilitation projects
CAPSA 2015 | PANEL DISCUSSION
Garth James | Technical Director | Kaytech Engineered Fabrics How do your products aid in the construction of roads, bridges, and stormwater management infrastructure (SMI)? GJ The holding action potential offered by utilising our geosynthetic road maintenance products increases the life of roads before reconstruction and rehabilitation may become necessary. This means less road maintenance and that roads retain superior quality, with fewer problems such as potholes, for much longer. We have geogrid technology that allows roads to be rehabilitated with shallower pavements, as this allows the thickness of the road to be reduced along with an increase in the life of the road.
What products does your company supply to ancillary roads infrastructure? The most critical aspect of road pavement design is the prevention of the ingress of water into the load-bearing layer works. Subsoil drainage alongside the road prism or within the layer works provides the solution to this problem and Kaytech has been supplying geocomposite drainage systems to the road construction industry since 1985. The most commonly used system is our Flo-drain, which is a fin drain comprising a Flownet geospacer wrapped in a bidim drainage geotextile jacket that is connected to a Geopipe collector. This system offers savings in time, through the speed of installation, and savings in costs, by reducing the need for expensive stone aggregate used in the conventional subsoil drains – both offering the added benefit to our increasingly fragile environment with a reduction in carbon emissions, through less quarrying and crushing of natural materials, and a reduced
GlasGrid 8511 laid on to 40 mm BTB inlay – N1
run a number of permutations of a mechanically stabilised layer, using the TriAx geogrid, with different road materials to arrive at an optimised pavement compared to the conventional design. utilisation of carbon-emitting plant and machinery. The other system that offers all these benefits, plus the advantage of being a collector conduit in one, is the Megaflo system, which can be installed within the pavement layers or immediately adjacent to the road shoulder to relatively shallow depths.
What road-constructionrelated services do you offer? We offer assistance in installation to inexperienced or emerging contractors. We will do this telephonically if the location is remote. We have a phenomenal team of technical people who will advise and assist, from day one. We also supply extensively detailed manuals to assist installation, if necessary. From a design point of view, we are able to suggest alternative designs through the application of our products. On the Harvey and Hanger road rehabilitation in Mangaung (Bloemfontein), we were able to provide an alternative design to the consultant, Royal HaskoningDHV, which enabled them to design and construct mechanically stabilised layers, using TriAx hexagonal geogrid, within a limit of 300 mm depth because of the close proximity of services. GlasGrid, which is a polymermodified, bitumen-coated, woven glass-fibre grid structure with a pressure-sensitive
adhesive for asphalt reinforcement, was installed between the bitumen-treated base and the asphalt overlay on a large section of the strategic N1 Bakwena Platinum Corridor, between Pienaarsrivier and Bela-Bela. The technology prevents reflective cracking, enhances the pavement structure, and was incorporated in the design carried out by Jeffares & Green – the consulting engineers appointed by Bakwena and installed by Concor Roads and Earthworks. The added advantage is that the GlasGrid technology reduces the need for deeper layer works rehabilitation, saving both time and cost for the client.
Optimisation of a road’s complete life cycle begins at the planning stages. Can you describe the variables involved? Kaytech offers Tensar’s SpectraPave pavement optimisation technology to the roads industry, where alternative designs are offered using the TensarPave proprietary software to reduce pavement thickness, increase the bearing capacity, and extend the life of the pavement. This technology is a performancebased system and is backed by intensive research on road trafficking trials in the US and UK. The software is user-friendly and allows the design engineer to
Some locations demand that local materials be used – usually due to scarcity of conventional materials. How has your company approached such situations and what innovations have resulted? With TriAx, the need for quarried materials is reduced. Because it increases the performance of the pavement, in areas where G1 and G2 aggregates are not available, it allows G5 or G4 aggregates to be used instead. GlasGrid can reduce the asphalt overlay by up to 50%, which decreases the demand for materials; this, in turn, reduces carbon emissions caused by hauling. In comparison to conventional layers, our geosynthetic solutions provide a longer life that also reduces the need for maintenance.
How do your products contribute to environmental sustainability? The most attractive part of our business is that we manufacture our bidim and Sealmac geotextiles for subsoil drainage and road maintenance from 100% recycled polyester (rPET), offering cost savings to the end user and a reduced carbon footprint. Millions of cold drink bottles have been collected, processed, and introduced into our extrusion system to produce our well-known geotextile range.
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CAPSA 2015 | PANEL DISCUSSION
Noel Bessler | Sales Director | Osborn Engineered Products SA What does Osborn Engineered Products SA offer to the road and construction industry? NB Osborn Engineered Products SA is part of the USA-based Astec Industries Group of companies. It is the only Africa-based Astec company specialising in the manufacture and supply of mining and quarrying equipment, mainly for the crushing, screening, milling, and conveying of ore and aggregates. However, being ideally positioned in Southern Africa to service the sub-Saharan region, Osborn also acts as dealer for the other Astec Group companies.
Referring to Astec Inc. and Roadtec products, what specialised equipment do they offer the market? Astec Inc. is a world leader in the design and supply of fixed, portable, and relocatable asphalt plants. Starting at the lower tonnage end these comprise: Nomad 72 tph to 120 tph, Voyager 120 tph to 200 tph, Six Pack 120 tph to 350 tph and Double Barrel 150 tph to 500 tph. Except for the Nomad range, recycled asphalt product (RAP) inclusion capabilities vary from 30% to 80%. Further associated specialised equipment are part of the total offering. Roadtec, on the other hand, specialises in the design and supply of mobile asphalt paving equipment: • pavers: 3 m to 9 m wide, up to 300 mm thick • cold planers: 0.6 m to 3.8 m, up to 380 mm depth of cut • soil stabilisers/reclaimers: 400 hp to 755 hp, 500 mm deep up to 2.5 m wide • cold-in-place recyclers: 450 tph unit removes and reuses the
top layer of a damaged roadway to build the new surface • brooms: self-propelled FB85 model, with 1.8 m to 2.4 m wide front mounted broom • material transfer vehicle: generically called the Shuttlebuggy, the 1000, 1500, and 2500 models have revolutionised the transfer of warm or hot asphalt from trucks to pavers.
With our roads continually requiring maintenance and upgrading, how does the material transfer vehicle (MTV) feature in this ongoing cycle? Paving professionals’ most common threats to paving quality are temperature differentials and aggregate segregation. Smoothness is the ultimate measure of success in any paving job and, in order to achieve a smooth finish, contractors need machinery that minimises starts and stops. The key innovations in Roadtec MTVs or Shuttlebuggies that help paving contractors achieve this goal are: • a uniform, patented remixing auger for thorough remixing of the transported material • an offset gravity transfer in the Roadtec MTV that allows for the reblending of asphalt materials before they are sent to the paver • a 25 tonne storage hopper to provide constant speed, noncontact paving to improve production and smoothness • University studies have shown that road maintenance costs have been reduced by up to 80%, over a 12-year period, where MTV’s were utilised.
What new developments and standout features do you offer on your equipment?
Double Barrel asphalt plant
One of the new developments being rolled out on Roadtec equipment is the Guardian telemetric system. This allows service technicians and owners to protect their investment and keep opex low by monitoring a selected machine, in real time, through a wireless signal, and address any issues that may arise while the machine works. It also allows Roadtec customer service to remotely view the machine in real time and be there for the customer anytime, anywhere. The engine, hydraulic system, electrical system, and grade control can all be monitored in detail. The machine can also be located by GPS using the Guardian system. Astec Inc. is continually rethinking and developing their technology. With many patents registered, Astec Inc. is continually at the forefront of technology.
Can you elaborate more on the warm-mix asphalt technology that is finding more favour in the asphalt industry? The WAM technology prevents significantly bitumen oxidation and therefore increases considerably longevity and quality of the road The benefits of warm-mix asphalt, such as reduced energy consumption, lowered emissions, and elimination of visible smoke, are well known in the industry.
Warm-mix technology allows mixes to be prepared and placed at lower temperatures, typically 50˚C to 100˚C lower than conventional hot mix. To achieve this, the viscosity of the bitumen must remain low at the reduced temperatures. Unfortunately, many technologies for warm-mix production rely on additives, special asphalt cement, special procedures, and/or special AC delivery systems to achieve low viscosities at low temperatures. The additives are expensive and add significant cost per tonne of mix. Astec warm-mix systems eliminate the need for expensive additives and special asphalt cement by mixing a small amount of water into the AC to create microscopic bubbles, which reduce the viscosity, allowing the mix to be handled and worked at lower temperatures. High RA/warm-asphalt mixes have proven to be up to 13 times more resistant to fatigue, which mean much less maintenance for the future. Water is delivered to the system using a positive-displacement piston pump. Using feedback controls, pump speed is modulated to maintain the appropriate flow of water, based upon the flow of AC. PLC controls provide for smooth and consistent water flow as production rates increase or decrease.
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CAPSA 2015 | PANEL DISCUSSION
Trevor Spence | General Manager | Pro-Phalt How do your products aid in the construction of roads?
What road-constructionrelated services do you offer?
maintenance has to be brought into the planning stages.
TS We specialise in road maintenance, particularly pothole repair. Our Pro-Phalt Infrared Road Repair System provides longer-lasting, quality repair work. Because we use infrared, the road or pothole repair is joint-free. This lengthens the lifespan of the repair and creates a safer surface for cyclists, pedestrians, and motor vehicles. A typical pothole repair can be completed – with just one van and two operators – in approximately 20 minutes, meaning less disruption to traffic flow and the public.
We are road maintenance contractors with an ever-growing fleet of 20 vans. Our clients are mostly provincial and municipal governments.
Some locations demand that local materials be used – usually due to scarcity of conventional materials. How has your company approached such situations?
How does your Pro-Phalt Infrared Road Repair System work? It heats the surface area of the pothole to between 1800C to 2000C, to recycle the existing macadam, bonding it to a minimum amount of new material. A specially formulated promix asphalt is added to the repair, and then raked and rolled for a seamless joint. Our unique NIT heater raises the road surface to an ambient temperature by a pulsed microwave effect, which ensures there is no adverse effect or burning of the existing surface. The entire heat cycle takes around 8 minutes, and total repair in the region of 20 minutes. This repair may be opened to traffic immediately. The productivity of ProPhalt Infrared Road Repair System is industry-leading.
What makes the technology your company offers unique? We are the only company licensed to make use of this UK-developed technology in the SADC region and Australia. In our first five years, we have repaired approximately 300 000 m2 of road repairs. We are proud to say that we have had zero failures. Our repairs come with a oneyear warranty – so, if a failure should occur, we will repair the pothole at our own cost. Our product considerably reduces the need to repeatedly repair the same pothole.
Optimisation of a road’s complete life cycle begins at the planning stages. Can you describe the variables involved? We find that, more often than not, maintenance of a road is overlooked in the planning stages. Maintenance is as important as building the road itself. If constant maintenance were applied over two-year cycles, the longevity of our road network would be significantly improved. Thus,
Our units are self-contained and, as such, do not rely on the use of local materials; however, we do make use of local labour in every area that we operate in.
How does your company address the issue of skills development in this sector? We are constantly training and developing our staff – our training system has a detailed progression. Although the work is contract-specific, and the jobs created are not permanent, we are perpetually involved in skills development and transfer. Having said that, because of the rapid growth of our business, we find that we do employ an average of 20% of these employees as permanent staff.
Are there any hurdles in terms of industry knowledge, incorrect perceptions, or regulatory matters that relate to your product? This technology is relatively new and unknown in South African
markets. Our challenge is to change perceptions from traditional pothole repair and show that our method, while initially more expensive, offers considerable cost savings to the client. Pro-Phalt has full Agremènt board cer tification and is registered with other industry associations. We are also a Level 2 BBBEE company and a Level 7 CIDB registered contractor and, as such, are able to deal directly with government in the tender process.
How do current regulations relate to the practical challenges faced by the industry, in terms of specifications and procurement? The COLTO specifications, which cover road and bridge works, are currently being updated, and we are working with those involved to be included in their specifications. We believe the current specifications are outdated and need to be improved to reflect new technology, such as the one we provide.
Does your company manage to successfully offset the environmental impact of its products? We are a green company, and that is part of the reason for our success. We have the lowest carbon footprint in the sector, by up to 70%, and have won various international green awards.
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CAPSA 2015 | PANEL DISCUSSION
Tim Saks | Managing Director | Reliance Laboratory Equipment How do your products aid in the construction of roads, bridges, and stormwater management infrastructure (SMI)? TS Reliance offers a full range of products for on-site and laboratory tests on bitumen, asphalt, cement, concrete, aggregates, rock, soil, mortar, and steel for the construction and civil engineering industry. With the latest technology, Reliance offers testing that can be done quickly and with confidence in the results. Some of the products we supply include: • High Speed Profiler: designed to collect macro surface texture data and longitudinal profile information at highway speeds. The HSP uses a 3 kHz multilaser system to accurately measure the ride quality of concrete and asphalt pavements. This information is displayed in easily recognisable standard indices such as International Roughness Index (IRI), Ride Number (RN), and Ride Quality Index (RQI). We are the only company in South Africa to sell this equipment directly to the end user. • CoreLok: an extremely versatile system for the measurement of bulk specific gravity and maximum specific gravity (Gmm) of asphalt. CoreLok also measures the apparent specific gravity, absorption, and bulk specific gravity of fine and coarse aggregates. GravitySuite PC software can be used to calculate and manage the results. CoreLok does not require an empirical calibration and the results do not depend on material type or composition. It meets ASTM standards
D6752-02, AASHTO T-331, and D6857-03. • Gyratory compactor: consists of the compaction of a bituminous mixture, contained in a cylindrical mould, with the simultaneous action of a vertical static compaction, and of the shearing action resulting from the rotation of the mould on its inclined axis. The compaction data is measured and recorded during the test. • Asphaltanalysator: for the extraction and determination of binder content in rubbermodified bituminous mixtures in use with non-flammable solvents, such as trichloroethylene, tetrachloroethylene, and dichloromethane. The extraction and distillation is controlled using Linux software. Every extraction step can be followed on the large, intuitive touch panel. Users are able to program and store their own test sequences to enable optimal extraction for every kind of asphalt mix. • SmarTracker: the most user-friendly wheel tracking system available today. The SmarTracker meets AASHTO-T324 and measures resistance to rutting and moisture damage in asphalt mixtures. Results from this test help construction engineers and technicians verify the integrity of asphalt mix designs, evaluate materials, and predict field performance.
What products do you supply to ancillary roads infrastructure? We supply general laboratory equipment and chemicals, hardware products, and safety clothing and equipment. We offer a one-stop shop for all our customers’ material-testing applications.
Concerning research and development, what innovations do you bring to the roads, bridges, and SMI construction industry? We supply testing equipment that is crucial for road construction in the testing, planning, and design stages. Our equipment is fundamental to the final approval of the materials being used in the road construction process. We have approached the CSIR for research on the M.i.S.T. (Moisture Induced Stress Tester), which is designed as a method for testing moisture damage susceptibility of asphalt mixtures. The M.i.S.T. is the latest innovation from InstroTek and, unlike current test methods, is designed to simulate the stripping mechanisms that occur in HMA pavement layers. We also have a major asphalt manufacturer testing the CoreLok/CoreDry system, and are in the process of acquiring the Asphaltanalysator, for the first time, in South Africa.
What specialties does you company bring to the discipline of road construction? Reliance has a long-standing tradition of bringing customers the highest quality and most innovative products for the material testing industry. This tradition is enhanced by our partnership with other international leaders in the testing industry, InstroTek (USA), Tecnotest (Italy) and Infratest (Germany) as the exclusive representative in South Africa. These internationally recognised manufacturers of high
FROM TOP TO BOTTOM Asphaltanalysator, SmarTracker, and Corelok
quality materials testing systems, Reliance is proud to offer a complete product line in order to bring the customer the highest level of customer care possible – before, during and after the sale.
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CAPSA 2015 | PANEL DISCUSSION
Innocent Jumo | President | South African Road Federation (SARF)
Tells us about SARF and the services it offers? IJ SARF, as an organisation, is dedicated to the promotion of the road industry in South Africa through the dissemination of information, the promotion of sound policies, as well as education and training. SARF) is committed to the promotion of an ongoing world-class road network, collaboration, and cooperation with the International Road Federation (IRF), as well as other national road associations, and the promotion of road safety. With our commitment to the enhancement of the road sector, by promoting an effective and efficient road system for social and economic growth, we are also committed to capacitybuilding through the facilitation of education and training. SARF is represented across South Africa in the Western Cape, Eastern Cape, KwaZuluNatal, and Gauteng. SARF has also made various bursaries available to South Africans in disciplines applicable to the road transport industry. The chosen disciplines include: road engineering, pavement engineering, bridge engineering, road construction materials, road construction management, road transport management, and road traffic management. During 2015, SARF has already paid out more than R300 000 to bursary applicants.
How do design mistakes and infrastructure failure affect road safety? Over time, design mistakes and failures manifest themselves as accident black spots on the road network. These are effectively close groupings of accidents
that occur over a relatively short timeframe. It is, however, equally important to mention that certain design standards may not necessarily be safe for the following reasons: • Standards may be old and no longer relevant. Standards are typically only updated every 10 to 20 years, during which time there may have been significant developments in road safety. • Individual road elements designed to standard may be quite safe in isolation; however, when combined with other standard elements, they may not necessarily work. For example, road signs masking each other on a bend. • Standards are not only developed for safety, but also to accommodate other factors like traffic capacity. Sometimes, these varying factors may conflict with each other. • Standards usually cover general or common situations, but not all possible scenarios. • Cost or space constraints within the road reserve may require deviation from standards. • The design of the road environment may differ from how drivers actually perceive them, especially with respect to speed.
What should engineers take into consideration when designing roads for safety? Engineers must ensure that every design: • guides drivers through usual sections • warns drivers of any substandard or unusual features • informs drivers of conditions ahead
• controls the drivers’ passage through conflict points, sections, or areas • allows for driver error and inappropriate behaviour by providing a forgiving road side, for example. This is an important component of the ‘safe road system.’ The safe road system recognises the complexity of the interaction between components of road traffic and the processes between them that all contribute towards safer travel. In particular, the safe road system recognises the role played by lower speeds in reducing the severity of a crash.
What road safety initiatives does SARF support? SARF was the driving force and sponsor of two very successful international Road Safety Conferences, held in Gauteng during 2013 and 2014. We have also been instrumental in introducing Road Safety Audit courses in South Africa. During 2014, two courses were held and 49 engineers received training. In 2015, five courses were held throughout the country. SARF has planned an ‘Engineering for Road Safety’ seminar in all of the SARF regions. SARF is also a proud sponsor of the Brake and Tyrewatch
Initiative. Through this initiative, more than 2 000 traffic officials have been trained by industry experts in the trucking industry, since 2006. During this time, more than 604 trucks were randomly stopped and evaluated and, as a result, more than 405 trucks were found to be unroadwor thy and discontinued. This indicates a staggering 67% failure rate. The Brake and Tyrewatch Initiative is designed to raise transport operators’ awareness around the subject of efficient braking and tyre checking. It is also intended to empower traffic officials with specialised knowledge, enabling them to perform better in their profession and intervene more frequently in taking unroadworthy heavy vehicles off our roads.
Do you offer CDP points for course participation? Yes, all of SARF’s 43 training courses have been accredited for CPD points with the Engineering Council of South Africa. SARF is also a recognised Voluntary Association of the South African Council for the Project and Construction Management Professionals and is in the process of having all 43 SARF courses accredited for CPD points.
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24 Dolomiet Road | Pendale Agricultural Holdings | Randvaal | Gauteng +27 (0)16 365 5641
sales@tekfalt.co.za
The newly opened Tekfalt Binders Plant, situated in Pendale near Meyerton. Construction on the facility started mid-2014 and the ďŹ rst commercially produced products were delivered in May 2015.
A highly advanced on site laboratory was established for R & D and product quality monitoring of raw material and its ďŹ nal product
As an ISO 18000 company, the whole facility was designed to minimise potential personal risk to own and customer employees.
CAPSA 2015 | PANEL DISCUSSION
Robin Dryburgh | Managing Director | Tekfalt Binders
What prompted you to develop this business? RD Tekfalt Binders was born out of my personal vision for improving the current products in the market and those of Roadspan Sur faces, who was looking to meet their own requirements and enter the binder market to make full use of the company’s latest bitumen distributors, which were being underutilised.
What is your background in relation to the industry? I have been in the binder manufacturing industry for over 35 years. I have worked in every area of the manufacturing and spraying industry – from sprayer operator to sales and management – and eventually formed my own spraying and manufacturing company, from which I retired a few years ago. But, as most say, bitumen gets in one’s blood, and I am very fortunate that road binders are my passion.
How do your products and services aid in the construction of roads and bridges? With our modern bitumen laborator y, coupled with the Roadspan asphalt lab on the same premises, we are able to design products according to customers’ needs, the local environment, and available materials.
What road-constructionrelated services do you offer? We offer the full range of conventional and proprietary brand road binders from our Pendale plant, as well as mobile bitumen
emulsion and polymod plants, which are currently operational in Mozambique. Our conventional manufactured products are fully compliant with all relevant national standards.
Concerning R&D, what innovations do you bring to the construction industry? We have the ability to offer and design product to the client’s specifications, using the top-per forming, internationally sourced polymers and additives. Our polymers and additives are sourced based on performance criteria, and not necessarily on price.
Would you like to highlight any hurdles in terms of industry knowledge or incorrect perceptions that relate to your product? I feel that the two biggest concerns in the binder industry are: • There is a lack of young people entering the industry, as, perhaps, the industry is falsely perceived to be dirty, with long hours and little reward. It is an industry with no real formal training, and where experience is invaluable. The vast majority of experienced people are either retired or dead. • There seems to be a lack of up-to-date information with regard to new products
and innovations available to those who specify road binder products.
What considerations would you like to see South Africa’s public sector roads agencies and policymakers pay attention to in terms of specifications and procurement? Keeping abreast with, and even cooperating in the development of, cost-effective and fit-forpurpose products.
What innovations has your company introduced to minimise the environmental impact of its products and processes? As we have built our facility from scratch, we have been able to install all the latest technologies in energy saving devices, from highly efficient heat exchange systems to low and solar energy security and safety lighting.
TOP LEFT Fully integrated transfer system control in the 1.8 Mℓ storage facility TOP RIGHT Overhead gantries to improve loading speed and minimise safety risk to Tekfalt and client employees ABOVE Continuous sampling and testing during the manufacturing process to ensure product specification compliance
Of course we have backup generators for absolute emergencies, and we have incorporated a system where we are able to isolate the areas of most importance, and turn off unnecessar y equipment in the event of a power outage. As we are part of the WBHO group and, therefore, a participant in their ISO accreditation, we have a no-compromise attitude towards the environment and safety, even developing genuinely environmentally friendly products, where possible, without compromising per formance.
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ENERGY
African energy engineering As utilities across the continent struggle to meet base-load electricity requirements, transmission is fast-proving to be the biggest barrier to energy access across Africa. IMIESA speaks to Linda Cele, business development manager: Power and Energy at GIBB, to discuss the role of engineering in this complex issue. BY LIESL FRANKSON
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ENERGY
A
S AFRICAN COUNTRIES undertake significant infrastructure development to transform their economies, it is critical that they take into account the impact of electricity supply on this process. Without a stable supply of electricity, countries can neither manufacture goods nor develop at the same pace as the rest of the world, which, in turn, affects the continent’s ability to compete on a global scale. In an effort to address these supply problems, governments around the continent are investing in the construction of new electricity infrastructure. Locally, the Department of Energy is working with a number of countries on the continent in an effort to grow energy capacity for all Africans. Among the potentially transformative and life-changing energy projects is the Great Inga Hydropower Scheme, located in the Democratic Republic of the Congo. However, when it comes to developing electricity supply infrastructure, engineers working in Africa are faced with numerous challenges. According to Cele, the biggest challenge is that the general lack of infrastructure – such as proper road networks – and the problem of electricity supply feed one another. In order to get the electricity infrastructure to the installation sites, engineers are required to do extensive planning. “At times, you find areas where you don’t have roads at all but, if you’ve planned correctly, you might be able to find the appropriate trucks that can accommodate your equipment, like transformers or circuit breakers, and handle the terrain,” says Cele. Another important aspect to dealing with this challenge is using local contacts. “You need to make sure that you have a local partner, because an indigenous person from the country is in a better position to guide you on the best possible routes to get you to your destination with the least amount of trouble,” explains Cele. Original Equipment Manufacturers (OEM) can also assist with these logistical challenges, says Cele. Their assistance is dependent on the scope of work they are given at the beginning of the project, during the planning process. “If you only involve your OEM in the supply of the equipment, that is all they can do for you. But, if you include them by giving them enough detail on the project, they can go as far as checking the proposed routes and recommending the appropriate
packaging that will talk to the terrain or the transporting logistics.” In South Africa, specifically, one of the major challenges in designing electrical infrastructure is the availability of servitude land. Cele says that, in many instances, feasible land is owned by either individuals or communities and this is an obvious problem, as utilities need to own the land their infrastructure is on. “Just trying to trace the owner of the land can be very trying at times because, often, people sell and transfer the land over time, without the records being updated with the surveyor general. This means that a lot of time is spent trying to track down the correct owner in order to move forward,” adds Cele.
Energy infrastructure master planning Planning for a major energy infrastructure project is a multilayered process, which involves not only looking at how you will execute the project but also how you can execute it in such a way that it will withstand future challenges. “Developing an infrastructure master plan for a municipality is critical to ensure that they meet their future goals. When developing these plans, as the engineers, we need to consider things like the estimated population growth, estimated industrial growth, and the social and environmental impact the new infrastructure will have,” he explains. “Every electrical engineer must recognise that the electrical infrastructure is not only about the electrical design. So, from the outset, we will involve an environmental scientist who will assess the route we’ve chosen to get to our destination and the position selected to house the electrical infrastructure.” Cele says this is done to ensure the infrastructure doesn’t affect areas that are rich in natural resources, such as rivers and wetlands. At this point, the engineer would also include the surrounding community, in order to understand how the infrastructure development will affect them and address any concerns they may have. Issues of maintenance and repair of the infrastructure also feature strongly in the planning process. Cele says, “In our work, we are essentially putting a plan in place to grow an existing system, so it is critical to take into account that the client has an existing workforce with a specific skill set that is relevant to the equipment and technology they are used to working with.”
In order for the engineering firm to be able to put a plan in place, which will yield return on investment, it has to make sure that the client has the capacity to adapt to the growth that will be implemented. “We try to work closely with the equipment the municipality already has in place. We don’t want to come up with a plan that will propose a complete change in the existing equipment, because we want to ensure that the client has easy access to spares and avoid having to retrain their staff in new operations, which is not always sustainable.”
Constructing good transmission and distribution infrastructure Technology has an important role to play in the design of electrical infrastructure. Cele motivates, “Thanks to technology today, we are able to simulate almost everything before it gets built.” Ensuring sufficient capacity to simulate your infrastructure before you build it is critical to modern-day design and implementation of infrastructure. Even though simulation has greatly improved design, there are still challenges working with this system. According to Cele, “There are challenges when it comes to the interpretation of simulation results. The biggest thing is that you need to be able to translate and give meaning to the numbers that you get out of your simulation system. If the numbers are not projecting sustainability, you must determine what needs to be done, where to change things, and how to react appropriately.”
Sharing power across African borders Once engineering firms overcome the design and installation of their electrical infrastructure, the questions still remains as to how African countries can improve their ability to share power across borders. For Cele, the biggest thing is having an agreed-upon standard of terms on the voltage levels and equipment that is acceptable for use, as these often vary from one country to the next. “The other thing that is also important is having a set of agreed upon engineering practices in place, so that the infrastructure will be suitable and meet the standards of quality for all the countries involved. It’s also important to ensure that there is adequate skills transfer between the countries,” She concludes.
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INFRASTRUCTURE ASSET MANAGEMENT
Optimising your
water and sanitation assets
BY ANDREW MCDONALD, IAN GRAY AND TREVOR TAYLOR, ARUP
T
HE SOUTH AFRICAN water sector anticipates spending over R670 billion, over the next 10 years, in infrastructure. Municipalities have an important role to play, yet they are facing a number of chronic and acute challenges relating to the sustainable delivery of water and sanitation services. In light of the problems faced and the funding being allocated to the sector, it is essential that these assets are managed effectively and the budgets are spent wisely. The National Development Plan and the National Water Resource Strategy 2 have both highlighted the significant contribution that water plays in the transformation of South Africa (Department of Water Affairs, 2013; National Planning Commission, 2011). South Africa has an extensive water and sanitation asset base. This includes raw water abstraction and storage; water, wastewater, and sludge treatment; water reticulation and sewerage; pumping stations; and potable water storage systems. These assets are critically important infrastructures that provide significant social, environmental, and economic benefits.
Legislative context The Constitution provides for the rights of individuals to have access to basic water and sanitation, and sets out the institutional framework for the provision of these services. The National Water Act (1998) seeks to ensure that the country’s water resources are protected, used, developed, conserved, managed, and controlled in a sustainable and equitable manner for the benefit of all people. The Water Services Act (1997) prescribes the legislative duty of municipalities as water service authorities (WSA) to supply water and sanitation. It also regulates water boards as water service providers. Legislation that relates to asset management includes the Municipal Finance Management Act of 2003, Municipal Structures Act of 1998, Municipal Systems Act of 2000, Physical Planning Act of 1991, and the Public Finance Management Act of
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FIGURE 1 Indicative locations of wastewater treatment and water treatment plants (Development Bank of Southern Africa, 2012)
1999. Furthermore, the National Treasury Regulations describes the responsibility for managing physical assets in the public sector.
Water services infrastructure There are almost 2 000 wastewater treatment plants and over 800 water treatment plants distributed throughout South Africa (Development Bank of Southern Africa, 2012), as illustrated in Figure 1 above. The Department of Water and Sanitation (DWS) operates and maintains infrastructure comprising dams, pipelines, and pumping stations. The replacement value of these assets is approximately R139 billion (excluding land). Local and district municipalities operate and maintain local water and sanitation systems. At present, municipal asset valuation information, at the aggregate level, is either outdated, unreliable, or non-existent. Some estimates suggest wastewater treatment infrastructure has a replacement value of approximately R23 billion. The value of the municipal water treatment and distribution infrastructure is not known (Development Bank of Southern Africa, 2012). The DWS is putting together a comprehensive investment framework for the water and
sanitation sector, with a particular focus on meeting the outcomes of the Strategic Infrastructure Project 18, which will help to facilitate effective and timely investment by informing budgeting and embedding integrated planning through a life-cycle approach. Capital investment in water and sanitation infrastructure, including the refurbishment of existing assets over the next 10 years, is projected to require an estimated R670 billion. On the basis of current budget allocations, about 45% of this is currently funded (Mokonyane, 2014; Development Bank of Southern Africa, 2012). This is a considerable sum of money and, in light of the budget constraints, it is imperative that the funds are allocated correctly, spent on the right asset at the right time, and bring the necessary benefits and return on investment expected.
Challenges The challenges facing the water sector, particularly municipal WSAs, are well documented. A number of reports have highlighted the following as key issues, risks, and challenges that need to be addressed urgently (Department of Cooperative Governance and Traditional Affairs, 2009; Development Bank of Southern Africa, 2012; South African Institute of Civil Engineers, 2011): • pollution of aquatic systems and water sources from poorly managed sewerage systems and wastewater treatment plants • poor water conservation and demand management across the entire water sector value chain, leading to high water losses • deterioration of domestic water quality from poorly managed reticulation systems and water treatment plants • weak institutional capacity (management and governance) and a shortage of skills.
INFRASTRUCTURE ASSET MANAGEMENT
FIGURE 2 Asset management This then affects the ability to plan, design, system (Institute of Asset construct, operate, and maintain assets Management, 2011) and has resulted in a lack of integration in the development of water resources and water services is a concerning situation. Given the • inability to accurately plan and spend challenges faced in the water sercapital renewal and maintenance budgvices sector, there is a considerable ets. Some budgets are underspent and opportunity to use an asset manothers significantly overspent. Capital agement approach in the way water spend is often on new assets at the and sanitation assets are planned expense of refurbishing or maintaining for, operated, and managed. existing assets. Maintenance spend is The adoption of asset manageseen as discretionary and is deferred ment in the municipal environment in favour of new capital projects or in South Africa has been mixed, other operating costs • insufficient revenue base TABLE 1 Components of an asset management system and relevance to the municipal context and generation. This is comCOMPONENT SUBCOMPONENT MUNICIPAL CONTEXT pounded by poor credit ratOrganisational context 1. U nderstanding the organisation and its 1. What you do, why you do it, and how ings and the inability to raise you do it context capital through banks 2. Needs and expectations of stakeholders 2. Where you want to be • lack of credible data and 3. Scope of the asset management system 3. How and when you want to get there 4. Understanding influences 4. Asset management system information on asset age, 1. Mayor and municipal manager are Leadership 1. Leadership and commitment performance, condition and accountable 2. Policy residual value. 2. Strategic objectives and outcomes you 3. Roles, responsibilities, and authority The problems are well known, require linked back to customer and but will be difficult to solve. stakeholder expectations What is more, each municipal1. Asset plans developed for each asset Planning 1. Risk, value, and opportunity ity will have its own challenges system/site aligned to WSDP and IDP 2. Asset management objectives and, therefore, the solutions 2. Must meet strategic objectives – based and plans will vary based on the context on risk and evidence 3. Blue Drop, Green Drop, water of the problem. There seems safety plans, and risk abatement to be a mixed approach to plans integrated the way infrastructure asset 4. Planned approaches rather than management is undertaken. reactive firefighting While there are some examples 1. Skilled and resourced teams Support 1. Resources where South African water and 2. Activities of teams complement 2. Competence sanitation organisations are each other 3. Awareness 3. Cross-functional processes in place 4. Communication practicing good asset manage4. Collaborative working 5. Information ment (Bhagwan, 2009), there 5. Asset information systems integrated 6. Documented information is a lack of sector-specific with financial systems asset management policies, 6. Tools needed are in place life-cycle management models, 1. Operational and maintenance procedures Operation 1. Operational planning and control and management capacity for aligned to asset plans, WSDP and IDP 2. Change management executing asset management 2. Fit-for-purpose budgets to ensure whole 3. Outsourcing life cost is considered to an appropriate standard in all 3. Outsourcing to water service providers municipal locations. Following and others an analysis of available Water 4. Process control and governance Service Development Plans 1. Asset condition and performance Performance 1. Monitoring, measurement, analysis, (WSDP), very few seem to use monitoring, capacity assessments, evaluation and evaluation asset management principles service failure analysis 2. Internal audit or approaches in the way they 2. Auditor general compliance 3. Management review are developed (Stephenson et 3. Continuous improvement of asset management system al., 2001). As WSDPs are the primary vehicle for the planImprovement 1. Non-conformity and corrective action 1. Monitoring and implementing improvements to the asset 2. Preventive action ning and execution of asset management system 3. Continual improvement interventions, and they directly 2. Incident management and investigation inform the municipal Integrated 3. Research, development, and innovation Development Plan (IDP) – this
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INFRASTRUCTURE ASSET MANAGEMENT
even though various guidelines have been published. Water utilities around the world are realising the business, regulatory, and customer benefits as a result of efficient and effective asset management, and there is no reason why the South African water sector cannot benefit in the same way.
Components of an asset management system ISO 55000 provides an excellent framework for an organisation to undertake good asset management. When implemented, this framework will allow you to balance the conflicting priorities of cost, risk, and performance. Figure 2 shows a high-level overview of an asset management system, the various components, and how they interact with each other and the wider business context. The key components and subcomponents of an asset management system as described in ISO 55000 (2014b) are shown in the table below, together with the relevance to the South African municipal context. The key components and subcomponents of an asset management system as described
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in ISO 55000 (2014b) are shown in Table 1, together with the relevance to the South African municipal context.
Implementation of an asset management system Various standards, specifications, manuals, and guidelines have been published over the years to support sound infrastructure asset management practice, including: • ISO 55000 suite of documents (International Standards Organisation, 2014a, 2014b, 2014c) • PAS 55 (British Standards Institution, 2004) • The International Infrastructure Management Manual (Institute of Public Works Engineering Australia, 2000) • Managing Public Infrastructure Assets to Minimise Cost and Maximize Per formance (National Association of Clean Water Agencies, 2002) • Implementing Asset Management – A Practical Guide (National Association of Clean Water Agencies, 2007)
•G uidelines for Infrastructure Asset Management in Local Government (Department of Provincial and Local Government, 2006) • Local Government Capital Asset Management Guidelines (National Treasur y, 2008). Each of these documents will provide a slightly different view on asset management and the various techniques and approaches that could be implemented; however, the overarching principles will be the same. The ISO 55000 standard, however, is the definitive document to be used in the design and implementation of an asset management system. No two organisations are the same, so it is likely that each WSA will be at a different stage of asset management maturity. The decision to implement an asset management system is a strategic decision and will require a commitment from all senior management representatives, including the mayor and municipal manager. A phased approach is recommended, as shown in the Figure 3. Possibly the most important component – when implementing an asset management
INFRASTRUCTURE ASSET MANAGEMENT
FIGURE 3 A phased approach to asset management implementation
Best practice examples
system – will be the asset management policy, which is owned by the senior leadership team. This must take into account the context of the organisation and the expectations of customers and stakeholders; it must define the asset management objectives and outcomes and align these with organisational objectives. Finally, the policy must be communicated internally and the leadership team must create the values and vision to allow the policy to be successfully implemented.
This section describes a few examples of where a risk and value approach has been implemented and outlines some of the key components of implementation and the benefits achieved. Not all the benefits are fully quantifiable in monetary terms as, in many cases, a risk approach highlights hidden issues that have not yet come to light or a risk that has not materialised. Sometimes this will require additional budgets to suitably manage these risks. However, in the long term, such an approach will be cost beneficial and yield significant benefits.
Risk and value decision-making
Risk and value business process
The concept of risk and value is central to the ISO 55000 asset management system. This approach needs to be applied to all asset-related decision-making throughout the life cycle of an asset, and must be incorporated into all business procedures and processes that relate to the asset. Risk management approaches should follow a structured method for identifying, analysing, and evaluating risk. The real benefit of a risk approach is when it is embedded in all decision-making, particularly at the early stages of the asset investment life cycle. The discipline of risk management is continually evolving, particularly with the advent of modern data analysis and diagnostic tools and techniques. There are now many innovative and powerful approaches that can support effective decision-making at all levels of an organisation. To achieve best practice or to have complex risk decision support tools is not always appropriate, particularly for organisations that do not have the capacity or the context is not appropriate. Instead, the improvement of risk management (by extension, asset management) needs to be undertaken as a journey, one step at a time, each step progressively improving on your last position, and working towards a long-term vision. South African water service organisations need to consider their specific needs and context when designing and implementing an improvement plan.
This water utility previously recorded and managed all risks on a spread sheet. Each regional operational team had their own spread sheet and used it according to their needs. This was a very simple way to record and manage risks but was seen as not fitfor-purpose, as the different teams were following different approaches and, therefore, the level of risk in each area could not be compared. There was also no consistency
in the level of funds being spent, as some areas were underspending and other areas overspending, with no reference back to how much risk was really being addressed. The water utility decided to implement a risk and value approach to the way it makes all operational and investment decisions relating to its assets. A risk and value framework was established to define the way risks were managed. The following improvements were addressed in the framework: • risk and value ownership • the business process flow to manage risks • the system used to manage risks • definition of how risks are identified (manually, decision support tools, condition monitoring) • identification of the types of service failures and their associated public and private costs • definition of how risks are quantified and prioritised • identification of treatment – monitoring, avoiding, reducing, tolerating, or transferring • determination of residual risk and evaluation of the tolerability of the risks • integration with other business areas and integration with whole-life cost approaches.
FIGURE 4 Process flow from risk identification to solution implementation
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INFRASTRUCTURE ASSET MANAGEMENT
FIGURE 5 Overland flow modelling map
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The framework provided the utility with a defined risk management approach that could be applied across all aspects of the operational business. All investment decisions now follow the risk and value approach and all capital investment stems from a risk. Furthermore, the business process flow was designed to ensure that, throughout the life cycle of a project, there was line-of-site visibility back to the original risk, which ensured that, when the capital solution is designed and built, it achieves what it was originally intended for. Figure 4 shows the business process from initial risk identification through to solution implementation. The above process is followed for each and every risk identified and is governed through the use of gateway meetings. These are strategic meetings that occur at key gateway points in a project life cycle to monitor the risk as it progresses. Each meeting is attended by different stakeholders, as required, to ensure all relevant parts of the business are involved in decision-making. The main benefit of the process is that it provides a joined-up and collaborative approach to decision-making, whereby all stakeholders are involved at the right time. The process also allows for escalation of risks, if they could not be addressed at that management level. Finally, it integrates with whole-life costing, as solutions are evaluated on cost and benefit, rather than just cost. The entire process is managed through an IT-based risk register system, which is a live system that shows real-time records of a risk and its position in its life cycle. The main benefit of the system is that it ensures consistency, as it is the only system used to manage risk for all parts of the business and for all assets.
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INFRASTRUCTURE ASSET MANAGEMENT
Pumping station renewal plan based on criticality and risk The DWS owns and operates over 2 000 sewage pumping stations (SPS). These range in size from small installations, pumping just a few litres per second, to very large installations, pumping many hundreds of litres per second. As these sites were geographically widespread and operated by different teams, the utility had no robust way of identifying and comparing risks at these sites. As a result, the utility developed a decision support tool (DST) to provide a structured and consistent way of modelling risk. The DST used the standard risk equation: Risk = consequence of asset failure x likelihood of asset failure. Each site was allocated a criticality, which was a function of size, wet-well capacity, location, and consequence if the site were to fail. The consequence was calculated by undertaking overland flow modelling at each site, identifying the receptors at risk, and then allocating a monetised cost of failure value for each receptor. Figure 5 shows a map of a typical overland flow model and the receptors at risk should the system fail. Typically, the larger sites that are located in urban areas or adjacent to sensitive receptors (e.g. schools, hospitals, or rivers) had a higher criticality. The smaller sites were usually found in rural locations and had a lower criticality. There were some smaller sites, however, that were also located adjacent to sensitive receptors and these had a higher criticality rating. Each month a report was generated from the maintenance work management system, showing the number of emergency work orders for each site. This data was used as a proxy for asset deterioration and likelihood of failure, and was entered into the DST. A simple algorithm then calculated the risk for each site based on the cost of failure, criticality, and likelihood of failure. The outputs of the DST were used at the monthly risk review meetings to highlight sites of concern, deteriorating sites, or high-risk sites. This information was then used to inform operational and investment decision-making. As a result of this approach, the utility was able to compare
risk consistently, across all the sites, and have better visibility of deterioration, thereby allowing it to intervene at the critical sites before the asset fails. The utility was able to make informed decisions that were directly related to asset performance and deterioration (as indicated by emergency work orders) and consequence of failure. In many instances, this prevented the installation of new pumps, as an improvement in operational performance was achieved by other means (by attending to the root causes of the risk, such as a pump blockage). This criticality approach also informed the strategic asset management plan for the utility. Figure 6 shows the classification of the SPS assets based on a function of criticality and expected asset age. The classification was based on the following principles: • The smaller sites are usually less critical. If the site were to fail, it is simple to provide an operational intervention (such as a tanker) to prevent a consequence occurring (such as flooding). • The time to replace or refurbish an asset at a smaller site is short, as spares are readily available and easy to install. • As the site size increases, so does the criticality, mainly because the site pumps higher flows and the consequence of an asset failing is higher. Bigger sites have bigger assets and these have longer lead times to replace or refurbish. • Very large sites often have bespoke assets, with very long lead times to replace or
refurbish. Also, operational interventions are not usually cost-effective or feasible, as the flows are very high. • Long-life assets usually deteriorate slowly – the likelihood of failure is very low but the consequence could be catastrophic. A long-term planned approach is, therefore, required to monitor these assets and intervene before they fail. This framework provided the water utility with a structured approach to the way it plans investment, with a sound foundation based on criticality and risk.
Facts above all else Central to asset management is a risk and value approach, whereby all operational and investment decisions are made based on evidence and risk. This is a departure from the current paradigm, whereby decisions are made without credible evidence, often on gut feel, and do not routinely consider risk to service. All water and sanitation organisations should have systems, processes, and procedures in place to determine the actions necessary for addressing risks and opportunities. This will enable the assets to achieve their objectives, prevent or reduce undesired impacts, identify opportunities, and achieve continual improvement. Effective control and management of risks and opportunity is essential to achieve the desired balance of cost, risk, and performance. FIGURE 6 Criticality framework
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CEMENT & CONCRETE
Challenging the
performance of IBTs South Africa is a brick-and-mortar country but, in the last few years, the growth of alternative or innovative building technologies (IBTs) such as light-steel frame building (LSFB) systems has created controversy about which is the better method to build with. SUBMITTED BY THE CLAY BRICK ASSOCIATION
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ECENTLY, QUESTIONS WERE raised by the Clay Brick Association (CBA) about certain schools that were built using IBTs – which, reportedly, didn’t live up to expectations. The CBA of South Africa visited and inspected five schools built using IBTs and handed over in the past three years, and compared them with five randomly selected clay-brick schools built and handed over in the same period.
School buildings compared Photos of the five IBT schools show cracking on some of the interior and exterior panels, separation between panels, as well as general marks and scuffing at and below dado height. According to Peter Kidger, director of marketing at Corobrik, in the case of the Goodhope School, cracks and scuffing of the walls had reportedly been repaired and the walls were repainted twice during their three years of existence. In comparison, the schools built with clay brick walls didn’t show the same kind of disrepair, performing with all due efficiency, according to Kidger. He further highlights that the two new brick schools inspected, Chief Albert Luthui Primary School and Noordwyk Secondary School, were also constructed within budget and handed over in six and eight months, respectively, reportedly at a much faster rate than the two new IBT schools, Lotus Garden Primary and
Olievenhoutbosch Primary, each of similar size and scope. Although not a scientifically-based study comparing the two types of building methods, Kidger says it is concerning to see photos of the schools built with IBTs and the damage that had occurred since completion. Especially since these new systems are often stated to outperform bricks in terms of speed of construction, thermal efficiency, sustainability, and lower transport and construction costs – aspects which the CBA is now challenging.
Research supports IBTs In 2009, the CSIR’s Built Environment Unit launched a multiyear research project entitled ‘Advanced construction technology platform’, of which the adoption of IBTs is a component. According to Llewellyn van Wyk, principal researcher at the CSIR, numerous quantitative studies of IBTs undertaken nationally have conclusively demonstrated the high-performance characteristics of IBTs. In fact, their findings showed that 32 of the 40 Agrément systems performed better than a standard
brick house. Therefore, the CSIR supports the decision by the government to roll out social infrastructure, such as schools, using IBTs.
IBT system failing? The CSIR has confirmed that one of the Eastern Cape schools included in the CBA review is known to have been delivered using IBTs – in this particular case, the UCO Solid Wall System. However, the CSIR had no involvement in any of the schools selected by the CBA for comparison. “We are advised that the system, as used at the time, did not have an Agrément Certificate and that the supplier withdrew from this contract, as the contractor was not erecting the system in compliance with the system requirements,” Van Wyk explains. John Barnard, director of the Southern African Light Steel Frame Building Association (Sasfa), adds that the association has obtained feedback from Leon Bekker, managing director of UFCC and owner of the Agrément Certificate covering the UCO Solid Wall System.
“Optimisation in the use of modern materials promises a future with cost-effective and energy-efficient buildings, and an industry with decent jobs for skilled and semi-skilled labour.” John Barnard, director, Sasfa IMIESA August 2015
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“He advised that three of the schools reported by the CBA were built before he had been awarded the Agrément Certificate and that an insufficient quality management system may have contributed to the defects, which are all being repaired by the contractors. The UCO Solid Wall System has since been used successfully for a further 23 schools,” says Barnard.
Agrément certification Agrément South Africa evaluates the fitness for purpose of non-standardised building and construction products, materials, and systems against performance-based criteria. A standard brick house (220 mm solid double brick walls and no insulation in the ceiling) is used as a reference building for assessment purposes.
In the context of classrooms, day-time thermal comfort conditions are a prerequisite for learner concentration, according to Kidger. He references a study by the University of Pretoria, in April 2015, titled ‘A thermal performance comparison between six wall construction methods frequently used in South Africa’, that has passed critical academic peer review. The study concluded that “solid 220 mm masonry walling (or for Climatic Zone 4: a 270 mm clay brick cavity wall, as is the norm for the southern Cape condensation problem), is the most thermally- and energy-efficient walling system considered for day-time or non-residential occupancy buildings.” “While clay brick walling offers many hours of day-time thermal comfort, insulated lightweight walled classrooms can be a ‘hot-box’ on summer days. Insulated lightweight walls do not self-regulate, so the heat on the inside coincides with the hottest parts of the day outside. The insulation then traps the heat inside, prolonging the discomfort,” states Kidger.
The end user’s responsibility “While initial infrastructure is sponsored by the government, it is up to schools to run it cost-effectively,” notes Jonathan Prior, executive director of the CBA. “Money spent on maintaining existing buildings could be better used. Exposed brick and face brick buildings are extremely low maintenance, reducing operating costs as well as downtime due to repairing, replastering, or repainting of walls.”
Clay brick’s thermal performance studied According to Kidger, clay brick’s thermal efficiency is also well suited to local climatic conditions and can be easily enhanced for greater all-round thermal comfort in colder regions. “The findings of empirical and thermal modelling studies (using ASHRAE and Agrément-accredited software) of buildings with different floor plans, confirm clay-brick construction’s propensity to perform better than SANS 204 compliant lightweight walled IBTs, such as LSFBs, in South Africa’s major climatic zones. In all studies, clay brick cavity walls with insulation in the cavity prove superior to comparable insulated lightweight.”
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Advice when considering IBTs Barnard points out that, while energyefficient IBT building has been in use overseas in the USA, Australia, and the UK for many years, the local IBT industries are developing from scratch; thus, extra care should be taken to ensure compliance with specifications. “Optimisation in the use of modern materials promises a future with cost-effective and energy-efficient buildings, and an industry with decent jobs for skilled and semi-skilled labour,” he says. “LSFB is being used for modest and upmarket residential buildings, schools, offices, clinics, and commercial buildings. The industry is growing, and an increasing number of larger companies are becoming involved, seeing LSFB as the future of building. “As in the case of masonry building, owners and architects should appoint competent builders when selecting IBT systems,” Barnard recommends. “We suggest contacting previous clients to obtain feedback
on the past performance of the contractor. They should also look for responsible contractors, who have sent their employees for training and to support collective industry initiatives.”
Conclusion Both bricks and IBTs have benefits and shortcomings and, while both industries are working to achieve optimal per formance to create exceptional building solutions, they also complement each other ver y well. Perhaps it shouldn’t be about one or the other, but rather about how they can be used together to create better buildings. Full thanks and acknowledgement are given to the CSIR, the CBA, Corobrik, and Sasfa for the information supplied for this article.
CEMENT & CONCRETE
Unlocking the value
of readymix concrete
Evolving products and techniques in the readymix concrete industry are changing the face of construction with faster, stronger, and more visually appealing solutions, allowing superior structures to be designed and built across the globe. Delegates at this year’s Readymix Conference by Sarma can expect live demonstrations, technical talks, and exhibits of the latest equipment available in the market today
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HE READYMIX CONFERENCE by Sarma 2015 aims to bring the latest technology to the local market and facilitates a meeting point for professionals from the readymix concrete industry (as well as their suppliers) with construction and building professionals, in order to ensure that the local industry remains up to date with global innovations. The annual conference is a highlight on the construction industry calendar and provides technical know-how on a wide range of topics, ranging from manufacturing readymix, quality assurance, and the on-site application of readymix, among others. Johan van Wyk, Southern Africa Readymix Association general manager, says that the topics have been carefully chosen to ensure that readymix manufacturers are exposed to the latest products and techniques, while construction industry professionals will have an opportunity to view the latest readymix offerings and make informed choices when ordering readymix concrete.
Technical talks “Readymix is the star performer at this year’s conference, and the two-day line-up will be filled with technical presentations and talks from the country’s top authorities on concrete and construction. We will also be looking at the latest issues confronting the industry and provide useful information to assist the industry in overcoming challenges.
“In addition, the Readymix Conference by Sarma 2015 will host several live demonstrations on the use of new types of equipment and products, which will include advanced concrete pumping, polishing concrete, and many more. Outdoor and indoor displays from local and international suppliers will provide delegates with an opportunity to interface directly with suppliers. “We recommend that readymix companies, contractors, engineers, architects, and other building professionals attend the conference in order to participate and adopt new equipment and practices that can give companies an edge over opposition in these ultra-competitive times,” says Van Wyk.
Expert input Some of the headline speakers at this year’s event include PPC technical specialist George Evans, who will discuss the new testing specifications, currently under review by SANS and industry specialists. The adoption of these specifications will ensure uniform testing of concrete across industries and lay a foundation for improving quality across the board. Donald Schoeman of Crowbar Solutions will examine strategies for readymix operations to interface with construction companies to meet changing requirements and expand operations in Southern Africa. The presentation will look at possible benefits for all involved in the supply chain, from cement companies to readymixers and building contractors.
Well-known economist Dr Roelof Botha, joint MD of Gopa Group, will give feedback on the predictions he made in 2014, and will use the same presentation he gave last year to overlay actual trends and statistics that have occurred since then. Following the analysis of the past year, he will, once again, give predictions on the state of the economy for the year ahead.
Executive tips One of the highlights of the line-up will be an insightful talk on leadership and the role it has in business, which will be presented by wellknown and respected retired chief executive of McCarthy Group – Brand Pretorius. A talk on communication and reaching ever-changing client bases will be delivered by communications specialist Juanita Vorster, of At That Point. Other topics of interest will include a breakdown of new truck legislation, as well as truck and driver safety. The Sarma insurance scheme will also come under the spotlight and will detail benefits for the producer, as well as clients of the insured party. There will also be special inserts on architectural and decorative concrete, and an exciting new prospect in auditing and accrediting readymix plants. “Apart from the conference and exhibitions, there will also be fun activities – such as a delegate-participation driver competition to determine the effects of drunkenness and fatigue on drivers – with substantial prizes up for grabs,” says Van Wyk. Sarma members will also have the opportunity to participate in the association’s AGM to be held on the morning of 13 August, before the conference is officially opened. The conference will be held at Misty Hills Conference Centre, in Muldersdrift, on 13 to 14 August 2015.
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A solid commitment to human settlements As part of an initiative to build quality, affordable housing for the community of Radway Green Farm in the Eastern Cape, the Department of Rural Development and Land Reform, with the help of a South African leader in brick- and block-making, recently constructed 27 affordable homes.
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HE COMMUNITY WAS originally housed in temporary shelters as an unfortunate result of displacement. As part of the Department of Rural Development and Land Reform’s commitment to development and upliftment, they wanted to provide the community with permanent shelter while providing as much benefit to its members as possible. Hydraform’s participation in this project, in providing their machinery to manufacture blocks on-site, has proven invaluable to the community. The site-manufactured blocks are of a high standard and they go a long way towards building quality homes that will serve inhabitants well, for a lifetime. Quality building materials with good workmanship combine to make quality housing, which is proven to solidify a community’s pride and dignity.
People at the centre The company has gone beyond manufacture and supply and has added even more value to the community by involving them in the
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process of building their own homes. By employing 30 members of the local community in the manufacture of the bricks and blocks, as well as the construction of the 27 houses, it has helped the community to benefit from an income for the duration of the build and has also imparted invaluable transferable skills to its members. Nazlie Dickson, sales and marketing director for Hydraform notes, “The community members we employed for this project had no transferable skills other than farming. Now, they have the ability to produce blocks and build using our interlocking building technology. A key objective of the project was to ensure that the community members were not only beneficiaries of homes, but that they were trained in block-making and construction as part of their skills development. The community produced 150 000 blocks, which went into building their houses.” Having been in the business of selling interlocking block-making machines for the last 27 years, the company’s core focus is in the delivery of its technology along with training
and skills development of communities in this specific technology. It is now extending its client offering to deliver a turnkey solution that provides for specialised housing delivery. “The opportunity this project gave us was to implement our own project and prove that a community can be transformed and enabled by participating in local construction, in a short period of time, and enjoy benefits beyond housing delivery,” explains Dickson.
CEMENT & CONCRETE
A greener alternative This particular project offered a unique situation to test out the versatility and robust nature of the machinery. “The project is in a rural setting, where there is no formal water and power facilities or supply. But, this made no difference to the performance of our machinery, which is highly mobile and can produce blocks on-site,” notes Dickson, Just as it innovatively provides solutions to possible challenges of locality and logistics, it also elegantly sidesteps the energy-efficiency challenges that come with traditional brick- and block-making. “Our blocks are not baked or fired, which saves a remarkable amount of energy. The dry-stack interlocking technology also saves construction time and cement costs, as well as providing materials with less embodied energy, contributing to a structure that is greener overall. This project is a self-sustainable and independent development that includes solar power generation, a waste management system, and water delivery.”
How the interlocking block-making technology works This interlocking block-making technology compresses soil, which contains a small amount of clay and silt mixed with cement, into soil cement blocks. When cured, the blocks can be dry-stacked without the use of mortar. The final product is soil cement interlocking blocks that lock front, back, top, and bottom, so that each block is dry-stacked and locked into place. The system uses mortar in the first few courses and again in the top three to four courses and the balance of the superstructure is dry-stacked, which means significant time and construction cost savings. “Our machines are ideal for remote sites, where transport, cement, and sand costs are prohibitively high. They also offer an ecofriendly, cost-saving alternative to conventional brick and block machines and are available in diesel or electrical options,” says Dickson. The Radway Green project began in March 2015 and will be completed, on time and within budget, by July 2015. While the project houses a number of families with the dignity they deserve, it also stands testament to
Hydraform’s superb project management skills and unique technologies that are suited to the South African construction market. “We were able to show that our technology can be employed by a local community, allowing them the full benefit of participating in project development while learning new and invaluable skills and, in turn, improving their living standards,” remarks Dickson. “Projects like this prove that we are able to adapt to market needs – in this case, the affordable housing market – by providing specialised and dynamic turnkey housing delivery options. This extended offering means we make meaningful contributions to South Africa’s job creation, skills development, and community upliftment objectives.” The company’s product offering is uniquely positioned to serve developing countries in their quest for infrastructure development and stability, due to its inherent adaptability. “Our products are able to work around infrastructural constraints and still deliver housing, public buildings, clinics, and schools – even in the most remote areas,” concludes Dickson. IMIESA August 2015
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Providing an all-round offering
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IKE MCDONALD, manager at AfriSam’s Centre of Product Excellence, says that the centre has a number of key drivers that all work towards increasing customer satisfaction and productivity. An ongoing hot topic is environmental stewardship and a number of AfriSam initiatives underpin the company’s intent. “Cement and aggregates are scarce resources and we believe that their use should be optimised. By gaining a thorough understanding of the material properties and how to apply them, as well as an understanding of concrete technology, we can ensure viable solutions,” McDonald points out. The Centre of Product Excellence is, therefore, actively involved in day-to-day customer interactions in terms of technical queries and support needs. This support function is undertaken by a team of skilled and experienced individuals who fully understand the application of product. Leveraging its intimate knowledge of its own products, AfriSam works closely with commercial admixture companies to develop activators that will ensure normal concrete performance, even when high levels of supplementary cementitious materials are added.
Ongoing product development A further function of the Centre of Product Excellence is ongoing product development. “We invest in finding fit-for-purpose concrete solutions, a journey that begins with a detailed site visit by one of our experienced technical consultants,” says McDonald.
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The consultant collects samples of material and ascertains specific information on curing temperatures, mixing temperatures, as well as any additives and accelerators being used. The gathered data and samples are subjected to analysis at the company’s material laboratory at the Centre of Product Excellence and the consultant is then able to draw up possible solutions. Aligned to producing customercentric solutions is the Centre of Product Excellence’s emphasis on knowledge sharing to maximise product implementation. “By familiarising our customers with our products and solutions we can, together, uplift the standard of concrete solutions in the industry,” says McDonald.
A strong focus on training Courses facilitated by the Centre of Product Excellence range from a high-level course for engineers who already have a working knowledge of all the material, right down to a beginner level. This focus on training extends to a number of external initiatives, which include support of final year civil engineering students through access to the Centre of Product Excellence’s laboratories and providing mentoring or participating as an external examiner for their projects. “We also sponsor fully fledged memberships for final year, postgraduate, and tertiar y education personnel at the Concrete Society of South Africa. They are the future of the built environment, so we encourage their par ticipation,” says McDonald.
CEMENT & CONCRETE
Springboarding into Africa A locally based construction chemicals specialist continues to implement plans that will see customers in Africa having direct and immediate access to both the entire product range and a team of technical product specialists.
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HE CHRYSO SOUTHERN Africa Group has established a distributor network and distribution outlet across the African continent and Indian Ocean Islands for its market-leading concrete and cement admixtures and ancillar y products. Chr yso supplies a vast range of products to the readymix, precast, mining, cement, and construction industries that are produced at three of its manufacturing facilities – operating in Johannesburg, Cape Town, and Durban. The company is also the exclusive distributor of Lanxess pigments for the construction industr y in South Africa. With the capability to ser vice roughly 80% of the African continent, the company’s products are readily available and can be transported to customers using the most appropriate mode of transport – road, air, or sea freight. Chr yso has amassed an extensive reference base of projects, with product supplied into Africa for more than 15 years, through close partnerships with its customers. This is achieved through the company’s ability to assess each project on its own merit and then recommend a fit-for-application solution that takes into account all aspects, such as climatic conditions, raw materials (including aggregates and cement), the time allocated for the project schedule, and any other relevant factors that may affect the timeous completion of the contract.
Extensive global research and development facilities In addition to its own experienced technical team, Chryso Southern Africa also has access to extensive global research
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FROM LEFT TO RIGHT Chryso Southern Africa operates an in-house laboratory in Johannesburg Chryso supplies a vast range of products to the readymix, precast, mining, cement, and construction industries Chryso Southern Africa's operation in Jet Park, Johannesburg
and development facilities. An in-house laboratory in Johannesburg, where specialised mix designs are tested to determine the most appropriate solution for each project, is complemented by alliances with a number of concrete laboratories in various African countries. Chryso Southern Africa is becoming the Chryso springboard into the African continent and Bauma will provide the company with the opportunity to showcase its capabilities and extensive range of products to the African market.
CEMENT & CONCRETE
Concrete roof tiles boast best green credentials Independent research from the Öko-Institut Freiburg (Ecological Institute) in Germany places concrete roof tiles well ahead of clay roof tiles in combating the greenhouse effect, acidification potential, eutrophication, photooxidation, and fine dust.
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HESE IMPORTANT FACTS led to Pan Mixers South Africa (PMSA) entering into a partnership with world-leading Swedish roof tile expert ABECE, to distribute its equipment in Africa. “The emphasis on infrastructure development in Africa, particularly in terms of government-funded projects, means that we foresee tremendous growth opportunities here,” ABECE area sales manager Fredrik Toftemo comments. “Working closely with an established partner such as PMSA allows us to remain at the forefront of this market,” he adds. PMSA marketing and sales manager Quintin Booysen highlights that the two companies have been collaborating successfully since 2005, and have worked on fully automated roof-tile plants in South Africa, with capacities of up to 140 tiles a minute.
Responding proactively to customer requirements PMSA is the largest supplier of concrete brick, block, and paving manufacturing machinery and technology on the continent. It recently displayed ABECE equipment at its stand at Totally Concrete 2015, at the Sandton Convention Centre in Johannesburg. “Long-term strategic partnerships such as the one we have established with ABECE allow us to stay ahead of market trends. “It also gives us the added flexibility to be able to respond proactively to specific customer requirements, as well as providing robust and user-friendly equipment that can withstand the harsh operating conditions in Africa,” Booysen emphasises.
Meet the SPS extruder The SPS semi-automatic extruder can manufacture up to 5 000 concrete tiles in a ninehour shift, depending on the specific plant
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Concrete roof tiles versus clay roof tiles (based on a roof area of 160 m2, the average roof size in Germany)
Concrete roof tiles Greenhouse effect Energy Acid rain Over-fertilisation Fine dust (PM10 equivalent)
Clay roof tiles 1.542 kg 16.090 MJ 4.5 kg 0.49 kg 4.49 kg
C3: Bridge City to Pinetown 3.404 kg 55.964 MJ 9.4 kg 1.13 kg 9.97 kg
Source: Öko-Institut Freiburg (Ecological Institute), Germany
configuration; this equates to about ten tiles a minute. The main benefits of this extruder are that it is easy to install, operate, and maintain – all important considerations in remote project sites in Africa. The SPS extruder features a heavy-duty design that incorporates high-quality material and components in its manufacture. It has a 1.5 kW motor power roller and a 5.5 kW hydraulic power pack for the pusher movement. A standalone depalleter is also available, as well as ridge and trim tile manufacturing equipment. Toftemo explains that concrete is fed from a conveyor into the concrete hopper above the slipper and roller unit. Aluminium pallets are placed manually on the support rails that guide the pallets through the extruder. A hydraulic cylinder pushes the pallets through the release oil spray system and the making head, in order to shape the concrete tile. Thereafter, the automatic knife unit cuts and shapes the
ABOVE The SPS tile extrusion machine from ABECE of Sweden, distributed locally by PMSA
tile. This knife unit is kept clean by means of a water-spray system. The manufacturing process only requires three to five labourers, depending on the level of automation and the skills level of the staff. “Combined with the fact that concrete roof tiles are such an eco-friendly product, the SPS extruder is the ideal machine for African conditions,” Booysen concludes. With 50 years of experience, ABECE concrete roof tile plants are among the most efficient in the world
CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS
How ‘equivalent’ is your product, really? What are the limitations and restrictions of a product supplied as an ‘equivalent’ or ‘otherwise approved’, and do we interpret these terms related to visual elements, performance, function, or quality? These are questions that Vital Engineering MD Dodds Pringle considers pivotal in today’s market, where imitations abound.
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S A STRONG advocate of the importance of making an informed choice when it comes to safety products, Pringle is wary of the number of substandard products that are passed off as being equivalent to specified products by engineers or quantity surveyors. “How often do the words ‘equivalent’ or ‘otherwise approved’ appear in descriptions of products, or on drawings and bills of quantity? What do these terms actually mean? The interpretations can open the door to a multitude of variations and specifications, as well as the grey area of personal preference,” says Pringle.
The dangers of a visual equivalent “In the gratings, hand railings, and expanded metal industries, there is a plethora of substandard products on offer at good prices, both locally and imported. These products might appear to be the same, but perform completely differently to recognised specifications and standards,” says Pringle. “Hand rails, for example, might look the same and would, therefore, be viewed as being functional, though they do not meet performance expectations for the purpose for which they were intended.” The Oxford English Dictionary defines equivalent, as a noun, as “a thing that is equal to or corresponds with another in value, amount, function, and meaning”. However, each of these terms has its own meaning(s) and implications, Pringle points out. “It follows that, because of the various interpretations, function does not necessarily imply performance.
“All these variables are a minefield in the safety industry, where products that look similar but do not correspondingly perform the same, nor even have the same mass, are construed to have met most of the criteria in terms of ‘equivalent’. “The expectation, generally, is that there will be some differences between the specified product and an equivalent. The difficulty is the measure of the limitation or difference,” Pringle advises.
Beware of shortcuts Pringle notes a worrying trend regarding the increasing acceptance of ‘equivalent’ products, including those intended for safety purposes (such as supporting resources at height), which can have disastrous results. “Lost-time injuries occur – and, in some cases, fatalities happen – as a result of nonconforming equivalents that look the same, but perform nowhere near the levels or standards of the specified products. This can lead to a multitude of failures, disputes, and even litigation.” Economic downturns and their effect on the manufacturing industry result in shortcuts being taken, due to the number of ‘equivalent’ products that are offered at cheaper prices, Pringle notes. “In the end, these shortcuts can lead to greater costs to contractors, designers, and quantity surveyors when failures occur, resulting in massive legal costs, time, and effort – just for the sake of saving a few rands. “This is not to say that some equivalents are not, in fact, far better than the specified item, in performance; but it is crucial to be aware
ABOVE Dodds Pringle, managing director of Vital Engineering
that some of them certainly are not – and the acceptance of these products can lead to new, significantly lower standards, which are then accepted as the new industry norm,” Pringle warns. A way of overcoming this, he proposes, would be to not specify a certain brand – which might be obsolete, outdated, or modified in shape or form – but rather a performance level to which the product must conform. Therefore, there can be no equivalents in this scenario, as either the products offered conform to the performance criteria, or they do not.
‘Fit for performance’ versus ‘fit for purpose’ “It is becoming more and more important to specify performance over brand name. This would give the designer or engineer a more relevant and professional range of suppliers to choose from. At the same time, it would ensure that suppliers take full responsibility for their products in the event of failure or safety issues. “Suppliers who offer non-conforming, substandard products to the market – which puts lives at risk – should face the highest possible penalties. This will help protect the industry from fraudulent practices and prevent contractors and business owners from having to face prosecution and other major repercussions,” Pringle concludes.
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CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS
Moving up North A South Africa-based safety designer and manufacturer of personal protection and safety equipment remains the supplier of choice for a number of Africa-based international firms that require high-quality, cer tified head-to-toe safety solutions.
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OHN WHITFIELD, OPERATIONS manager: Africa, North Safety Products Africa, attributes the company’s ongoing continental success to its high-quality product offerings, together with the establishment of strategic local partnerships. “Growth in these sectors has prompted an increase in demand for personal protective equipment (PPE) and safety products, as more workers are exposed to hazardous environments.” Despite its proven performance as a supplier of superior-quality PPE, Whitfield admits that North’s progression has often been halted by the economic empowerment policies of certain regions the company has targeted. “Policies tend to favour conducting business with domestic product and service providers, which sometimes prevents us from becoming a preferred supplier.”
Taking care of Africa’s safety needs To overcome this challenge, North has grown its business via strategic investments. “We have formed partnerships with local associates and have opened North Safety Products companies in Mozambique, Zambia, the DRC, and Kenya. Our positive financial and socio-economic contributions to these economies have been well received. As a result, we plan to expand into West Africa soon,” adds Whitfield.
Hayley Arnesen, exports manager, North Safety Products Africa and John Whitfield, operations manager: Africa, North Safety Products Africa
North exports manager Hayley Arnesen adds that the entire North product portfolio is supported by product specialists that provide technical support aimed at ensuring that its African partner companies always have access to information and sound advice on correct product applications. “This enables them to provide value-added site audits that identify possible safety, health, and environmental risks, followed by a recommendation of relevant PPE to enhance safety,” she says.
On-site stores North also offers its clients the option of on-site stores that are administered by North’s inventory control system. Arnesen continues: “The inventory control system allows the client to measure and control PPE issues by individual, thereby reducing expenditure on PPE and providing valuable data on consumption by plant, employee, job position, cost centre, and item. It also eliminates the need for costly stockholding, as customers only pay for what they use.” Arnesen maintains that North is leading the way in Africa by not only selling superior products, but by offering comprehensive solutions. “We allow our clients to concentrate on their operations, while we take care of their safety needs. I believe that this stands us in good stead to become the preferred supplier of PPE throughout Africa,” she concludes.
All PPE needs are met under one roof with a wide range of PPE available at the Isando wholesale store
“We allow our clients to concentrate on their operations, while we take care of their safety needs.” Hayley Arnesen, North exports manager
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CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS
AFRICA’S PREMIER CONSTRUCTION AND MINING TRADE FAIR R ! E FO ANC RATIONS R T EN IST FREEINE REG n/ ONL om/e c . a c ri ration t .bcaf wwwors/regis t visi
Giving the African market a lift Bauma Conexpo Africa is set for a lift. As the sole Southern Africa distributor of Potain tower and self-erecting hydraulic cranes, it will use its presence to showcase its comprehensive lifting solutions to the local and African market.
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International Trade Fair for Construction Machinery, Building Material Machines, Mining Machines and Construction Vehicles. WWW.BCAFRICA.COM
OMPRISING SA FRENCH and Elephant Lifting Equipment, Torre Lifting Solutions offers a large and diverse footprint of customised lifting and materials handling solutions from respected leading brands. The company’s quality-centric business philosophy is underpinned by its solid base of applications knowledge and experience, which is enhanced by the extensive distribution network of Torre Industries. The end result is a total lifting solution from consumables to tower cranes and overhead cranes. The company offers a genuine, single supply source for tower cranes, purpose-built overhead cranes, slings, shackles, concrete buckets, pallet forks, and brick baskets. It is the sole Southern African distributor for the reputable Potain range of tower cranes. According to managing director of SA French Quentin van Breda, it has been recognised as an elite dealer by Potain of France, which means a guarantee of 80% availability of spare parts on first call. “Access to parts and consumables is critical, as many of the projects on which our equipment works are of a fast-track nature. In addition to the Potain tower cranes, we also distribute a hoist range from Orbit and offer such products for rental. Dieci telescopic handlers and self-loading mixers are a new addition to the product line-up, and we operate a rental fleet of tower cranes, telescopic handlers, hoists, slings, concrete buckets, pallet forks, and brick cages with a very high utilisation rate,” van Breda says. The smallest machine in the tower crane rental fleet is a Potain IGO 22 self-erecting crane with a 28 m radius, while the largest is a Potain MD310 with a 70 m jib and a capacity of 3 tonnes at 70 m.
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ABOVE The ultra-compact Tusker low-headroom hoist is reputed to be the lowest headroom hoist available on the market
Customised quality Notably, the company operates a manufacturing facility in Pretoria West, where lifting and material handling solutions are customised for specific application requirements. Products include EOT cranes, monorails, electric chain hoists, chain and lever blocks, winches and wire rope pulling machines, lifting and spreader beams, mechanical grabs and clamps, slings (chain, polyester, and steel wire rope), shackles, and rigging accessories. This market offering was recently extended with the addition of 30 tonne capacity overhead crane and an ultra-compact steel wire rope hoist, which is suitable for lifting in areas where height restrictions or confined spaces are an issue. A lifting machinery entity accredited company, Torre Lifting Solutions is a complete single source solutions provider – supplying customers with the design, fabrication, engineering, installation, commissioning, support and service, load testing, inspections, and repair and refurbishment of all lifting equipment. All equipment is mechanically simple without compromising on the features that are required to provide reliable and safe lifting capability. “We are able to leverage years of experience in the harsh operating conditions of the African market to devise customised solutions for every lifting requirement across a number of industries. Access to a highly knowledgeable technical team provides fit-for-purpose solutions that achieve increased productivity and safety, with decreased downtime and maintenance,” van Breda concludes.
CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS
Mini excavator adds a new dimension Manufactured in Georgia, USA, the latest-generation mini excavator to hit the Southern African market has been manufactured for diverse, highperformance applications across the building, construction, and allied industrial segments, including the refractory and mining sectors.
A
MULTI-TASK WORKHORSE suited for anything from trenching to tunnel wall scaling (when fitted with a hammer), the Cat 305.5E2 CR (compact radius) has an operating weight of approximately 5 335 kg (with cab and standard stick) and a transport length (with boom) of 5 330 mm, making it well-suited for towing or truck loaded transport, and rapid deployment. The shoe width is 400 mm, with a rubber tracked undercarriage fitted as standard. Like all E2 Series models, the Cat 305.5E2 CR comes equipped with a new, innovative cab design and a high-definition hydraulics system. The pin-back door on the cab offers a wider entry into an operator environment with industry-leading comfort, 100% ergonomically designed pilot controls, adjustable arm rests, updated air and heat controls, and excellent visibility for superior productivity and safety on the job site. Other key features include 200-degree bucket rotation, dozer blade floats, a compact radius design
– the upper body stays within the width of the undercarriage during rotation – and twoway hydraulic lines, which make the machine work-tool ready. The Cat 305.5E2 CR is compatible with all 5 tonne Cat E Series work tools, including couplers, thumbs, buckets, hammers, augers, shears, and rippers. An optional hydraulic quick coupler further extends their versatility, enabling rapid tool changeovers for diverse on-site tasks. “The 200-degree bucket rotation allows for deeper flat-back trenches without having to reposition the machine, plus more material retention is achieved at the top of the lift cycle while truck loading,” explains Desigen Naicker, product manager for Barloworld Equipment – the Cat dealer for Southern Africa.
Power is provided by a Cat 2.4 model engine, generating a rated net power output of 32.9 kW (ISO 9249). Excelling in mass excavation roles, the maximum bucket breakout force is 50.9 kN, with a maximum dig depth and height of 3 470 mm and 5 330 mm. On the ground, precision is delivered by the machine’s high-definition hydraulic system. This load-sensing, flow-sharing set-up provides improved efficiency, controllability, and reduced operating costs. Additional savings are achieved by the Cat 305.5E2 CR’s new power-on-demand feature, which replaces the previous generation eco-mode. Power-ondemand ensures optimal fuel burn by automatically selecting the appropriate engine rating selection to match each work task. The Cat 305.5E2 CR has a dig height and depth of 5 330 mm and 3 470 mm, respectively
IMIESA August 2015
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CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS
Counting on Case for quality Nico Louw, founder and managing director of Renico Group, star ted Renico Plant Hire with an old backhoe loader, in 1998. Since then, the company has established itself as one of the leading plant hire companies in the nor th-western area of Johannesburg.
R
ELIABILITY IS A KEY factor in our business,” says Louw. “Our results depend on the equipment performance and having minimum downtime is essential. Since its foundation, our company has been relying on the proven reliability and performance of Case equipment.” Renico Plant Hire is part of Renico Group, which comprises various companies in the fields of construction, property investment, quarrying and crushing, civil engineering and earthworks, in addition to plant hire. The group represents a truly South African success story. Starting off as a real estate agency, in 1992, the company has gone from strength to strength, investing in different sectors and establishing dedicated companies like Renico Plant Hire.
Meet the fleet The fleet encompasses a total of 38 Case tractor backhoe loaders, 14 excavators from 21 to 29 tonnes, four recently purchased motor graders, and several skidsteer loaders and telehandlers – all supplied by Case distributor CSE. The units are deployed on various job sites throughout South Africa and Namibia, and they have played a crucial role in the development of large-scale civil engineering projects, including shopping centres, office developments, casinos, highway upgrades, and mining projects. “For example, there is a 21 tonne Case excavator working
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IMIESA August 2015
on the upgrade of a sewerage system in Johannesburg, while several backhoe loaders are being used on the K90 road upgrade at Waterford Estate. Furthermore, our 29 tonne excavators will soon start with civil works on Empire Road,” says Louis Nel, workshop manager at Renico Group.
BELOW From left to right: Nico Louw, managing director, Renico Group; Leon Schelvis, sales, CSE; Louis Nel, workshop manager, Renico Group; Jonathan Clark, product support: South Africa, CNH Industrial; Andrea Rapali, CNH Industrial; Corne Coetzer, national sales, CSE; and Mark Webster, branch manager, CSE BOTTOM Nico Louw, managing director of Renico Group, together with the Renico Plant Hire, CSE, and CNH Industrial teams
“Ease of use is a very important factor for our customers,” adds Nel. “We are committed to providing them with turnkey equipment solutions that perfectly fit their needs and applications.” Technical support and parts availability are also critical. “CSE is always available when we need them and they speedily resolve any issues,” highlights Louw. “What’s more, when we need to renew or expand our fleet, CSE offers excellent advice on the model that will fit best our needs.”
Committed to quality equipment CSE, which is part of South Africa-based investment holding and management company Invicta Holdings, has an extensive network of branches and dealers covering the major centres of South Africa and some bordering countries. It provides Renico Plant Hire with sales support, technical expertise, and parts supply. “We are committed to offer the best equipment to fit our customers’ applications, with consistent benefits in terms of performance and minimum downtime,” says CSE managing director Brenton Kemp. “Our company is also well positioned to support our customer base with extensive sales, technical, and aftermarket services.” “In terms of quality, Case products rate among the highest in the marketplace,” adds Kemp. “In South Africa, there is a high demand for equipment from the compact line but there are also specific industries and sectors in which the market is dominated by products from the heavy line; other machinery, like wheel loaders, is also part of the full Case offering. A loyal Case customer since the early beginnings of his business, Nico Louw looks with confidence at the future, based on the certainty of the high levels of success achieved through the years. “And we know we can always count on Case and CSE,” he concludes.
INSIGHT
The World’s Best from a Single Supplier CONSTRUCTION DIVISION: • Compaction Equipment • Backhoe Loaders • Chain Trenchers • Trenchless Technology • Mole Pneumatic Piercing Tools • Mini Excavators • Skid Steer Loaders • Telescopic Handlers EARTHMOVING DIVISION: • Excavators • Front-end Loaders • Bulldozers
ged Rug and ble Relia
MINING AND QUARRYING DIVISION: • Mobile Crushers • Mobile Screens • Washing Plants • Rock Drills • Conveyor Belting • Minerals Processing Systems • Static & Modular Crushers & Screens • Blockmakers • Hydraulic Breakers • Telescopic Conveyor Systems • Optical Belt Scales • Modular Plants • Excavator Attachments • Heavy Duty Static & Mobile Rotary Barrel Screens H/OFFICE: 14 Atlas Road, Anderbolt, Boksburg Tel: (011) 306-0700 • Fax: (011) 918-7208 e-mail: Elb@elbquip.co.za • Website: www.elbequipment.com BRANCHES & DEALERS RSA AND EAST AFRICA: BRITS: (012) 250-1565 • CAPE TOWN: (021) 933-2383 DURBAN: (031) 464-6522 • EAST LONDON: (083) 427-0993 GEORGE: (044) 878-0874 • KIMBERLEY: (053) 841-0040 MIDDELBURG: (013) 246-2312 • NAIROBI: (00254) (0) 20 807-0728 NELSPRUIT: (013) 755-1003 • POLOKWANE: (015) 293-1978 PORT ELIZABETH: (041) 451-0232 BRANCHES & DEALERS SOUTHERN AFRICA: BOTSWANA: (00267) 240-4320 • LESOTHO: (00266) 2831-3926 MOZAMBIQUE: (00258) 219-00469 • NAMIBIA: (00264) 61-234-052 2015 SWAZILAND: (00268) 518-5348 • ZAMBIA:IMIESA (00260)August 212-210-642 ZIMBABWE: (00263) 448-5771/5
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Book now to secure your seat
27 & 28 August 2015
Emperors Palace, Kempton Park, Johannesburg
Objectives
to find better interventions in S.A being a global competitor to find out ways to develop the pump industry to boost synergies between government & pump industries to find improvement of skills level of operators & maintenance to address the challenges being experienced in the industry
Organizations
mining houses water utilities industrial petrochemicals national & local government manufacturing SAPSDA
Developments Summit Be part of the Pump Developments Summit, that will bring together all role players in every aspect of the pump industry. Offering valuable networking and information exchange in an effort to enhance better partnerships and advanced development technologies within the pump industry.
SOME OF OUR SPEAKERS INCLUDE:Lorraine Smart
Willem van der Westhuizen
Marketing Manager: Grundfos & Acting Chairman, SAPMA
Corporate Specialist: Pump Technology
Danie Slabbert
StĂŠphane Giummarra Managing Director, Saniflo South Africa
Kevin Roelofse
Senior Applications Engineer, Weir Minerals SA
Afzal Chothia
Chief Executive Officer, Steloy Castings
Applications Engineer, Weir Minerals SA
Gavin Robinson
Prashant Siddapur
Chief Executive Officer, Curo Pumps
To secure your seat call: Simon, fax or email:
: 011 325 2485 : 086 559 0352 : simonm@mogorosicomms.co.za Media Partners:
Keith Gass
Managing Director, Verder Pumps SA
Organised by:
Divisional Manager, Braybar Pumps
CONSTRUCTION VEHICLES, EQUIPMENT & LOGISTICS
Quality meets affordability
G
OSCOR POWER PRODUCTS is the exclusive Southern African distributor of the H-Power range of light construction equipment, which embodies all of these features. With ISO 9001:2008, CE, EPA, and CSA accreditation, this product range reflects world-class quality and the H-Power concrete mixer is no exception. This versatile, compact, high-efficiency mixer boasts a 350 ℓ drum capacity and rated production capacity of 240 ℓ per load. Fitted with four wheels and a draw bar, the operatorfriendly unit can be moved with ease on-site to keep productivity levels up. Mark Bester, managing director of Goscor Power Products, explains that the H-Power units are available with different engine options including Robin Subaru and H-Power 10 hp diesel engines. “This is in order to meet the extremely diverse applications of concrete mixers,” says Bester. “The Goscor Q450 concrete cutter is extremely affordable, without compromising on quality. It is unique in the sense that it is one of the more powerful and efficient cutters available on the market,” affirms Bester. The strong 14 hp Robin Subaru Engine, with a high-mount air cleaner, is capable of powering a full 450 mm blade, compared to other 350 mm units on the market with 11 hp engines. A larger cut ensures shortened work time on-site, while the water system provides optimum flow to the blade to ensure the blade stays cool during cutting, extending equipment life. The plastic water supply tank makes this unit virtually corrosion-free and is, thus, ideally suited for coastal sites.
Lighting the way The company recently augmented its wide range of construction equipment with the addition of a diesel-powered light tower. “The main objective of developing this light
tower was to create a unique, completely mobile unit that can be easily transported on the back of a bakkie rather than being towed. This broadens the unit’s accessibility to working areas, making it ideal for roadside stop-go, construction, and mining sites,” explains Bester. This unique compact light tower combines lighting power and auxiliary power in one unit, offering 220 000 luminous flux from two LED lights, which can be easily lifted to 4.2 m. Fitted with a 5 kVA diesel generator, the light tower provides an impressive 7.5 hours of continuous running time with a total inclination of 10 degrees, with side-mounted support struts ensuring unit stability. “This high-quality, affordable compact product range, parts, and spares are readily available from our dealer support network across South Africa and Southern Africa including Botswana, Mozambique, Namibia, and Zambia,” states Bester.
Tried and tested All equipment is tested specifically for the harsh dry and dusty Southern African conditions, to ensure optimum reliability, maximised uptime, and low total cost of ownership for customers and end-users. Goscor Power Products, part of the Goscor Group of companies and Imperial, has enjoyed significant growth over the last few months and the resultant increase in market share required the company to move to larger premises at the end of 2014. “Our new facilities have assisted us in further improving our service to our valued customers by enabling us to enhance stock capabilities, accommodate larger stock volumes, and improve lead times,” concludes Bester.
Performance, efficiency, reliability, and affordability are all features that differentiate a quality range of compact concrete mixers, concrete cutters, and light towers from your average everyday products.
IMIESA August 2015
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WOMEN IN ENGINEERING
Inspiring young girls
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PPROXIMATELY 500 companies registered their par ticipation in the 2015 project, and the engineering and construction industr y was well-represented. From local consulting firms to global industrial groups, ever yone stepped up to shine the light on the future prospects of South Africa’s young girls. “This wonder ful programme sets the stage for young ladies who are on the threshold of leaving school and ready to start their studies and careers, and allows them to gain insight into the world of work and learn about the many different career oppor tunities out there,” remarks Kgothatso Ntsie, corporate communications manager for Atlas Copco South Africa. Pace Commercial Secondar y School was assigned to spend the day with Atlas Copco. The Soweto-based school has approximately 800 learners (girls and boys from Grades 8 to 12). According to Pace educator Lerato Mokoena, who accompanied the girls to the offices, the 125 participating girls from Grades 11 and 12 were selected on a number of criteria. “We felt that girls who showed good behaviour, discipline, effort, dedication, and
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good academics deser ved this once-ina-lifetime opportunity,” she explains. “It is our responsibility to make the girls’ experience fun, memorable, and, most importantly, meaningful,” states Ntsie. “Choosing a career and, crucially, choosing the right career is one of the most important decisions they will make in their lives, so it is up to us to make sure that we inspire them and that the time they spend with us makes a difference. Thus, we put our heads together and put a full day’s programme together to ensure that the girls would leave with a wellrounded experience.”
The Cell C ‘Take a Girl Child to Work Day’ campaign is one of the most well-known initiatives to highlight the importance of empowering young women for the promotion of socioeconomic growth in South Africa.
WOMEN IN ENGINEERING
A holistic learning experience The day kicked off with career planning, which included a presentation by Ntsie. This was followed by a talk on ‘know your body’ and then the girls were asked to cut out pictures from magazines to create a collage. The group HR manager at Atlas Copco, Wendy Buffa-Pace – who is also a qualified psychologist – analysed the collages and gave the girls insight into their personalities based on the type of pictures, layouts, and decorations
OPPOSITE PAGE: TOP From left to right: Kamogelo Molete of Atlas Copco with Pace Commercial Secondary School Gr11 learner Sibongile Mncube and educator Lerato Mokoena BOTTOM Grade 11 and 12 learners from Pace Commercial Secondary School in Soweto spent the Cell C ‘Take a Girl Child to Work Day’ with Atlas Copco
“Choosing the right career is one of the most important decisions they will make in their lives, so it is up to us to make sure that we inspire them.” Kgothatso Ntsie, manager: Corporate Communications, Atlas Copco South Africa
they chose. This jam-packed morning gave the girls a healthy appetite and the specially prepared lunch boxes were soon empty. The girls were then paired off with a number of staff members who represented different careers within the company – such as human resources, marketing, corporate communications, training, stock analysis, and so on. Grade 11 learner Sibongile Mncube agreed that the whole experience was very worthwhile. “I job-shadowed with tax analyst Kamogelo Molete, who showed us around her work area and
the day-to-day tasks she is responsible for. I could easily identify with Kamogelo because she is young and understands the pressures we face. I learnt that I have to work hard at school and at university to be a success. We are talked about as the lost generation but this day with her taught me that, by believing in ourselves, we can take up the challenge and change this perception.” Palesa Makhetha, who is also in Grade 11 and interested in law and finance, says that the project gave her the opportunity to get out of her normal surroundings and explore new ideas. IMIESA August 2015
Asphalt Reinforcement with MacGrid® AR
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WOMEN IN ENGINEERING
“The day brought out our creativity and also showed us how different we are, yet we share similar goals such as wanting to further our education and be successful in our respective careers.” Palesa described the day with the company as ‘magnificent’! “We learnt so much and I really believe it was worthwhile. The staff were so welcoming and made us feel at home. I can see myself working here one day.” Grade 12 learner Sibonelo Sibaya says that the day was so much more than she thought it would be. “I want to go into the field of agriculture and the day helped me to believe in myself and to set short- and long-term goals so that I can make my dream a reality.” Lerato Mokoena adds that the day also helped her as an educator. “The programme that Atlas Copco put together has helped the girls think more about
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themselves and get to know themselves. If you know your personality, you can determine your strengths and it is much easier to see what direction is best for you and identify a career that will bring out your strengths. The girls also learnt that it is not just about degrees and diplomas – a successful career is also about passion.” She adds that she would really like to take this to the boys at Pace.
Following up Ntsie points out the importance of conducting a follow-up programme, “so that the girls are not simply left to take what they can from the experience. As there are no such programmes in place, we are taking the initiative and, together with Wendy, we are in the final stages of completing our own follow-up programme.” Ntsie was fortunate to have had a similar experience while at school. “I was given the opportunity to job-shadow for a
week and it confirmed what I wanted to do with my working future. But, I agree with Susan Shabangu, the Minister of Women in the Presidency, who launched the 2015 Cell C ‘Take a Girl Child to Work Day’ campaign. She recently expressed, during a press conference, that the experience should be extended over four days. I believe it will ensure a much more in-depth experience for the girls.” Wrapping up, Ntsie says that Atlas Copco will continue to support this excellent drive. “It presents us with such a brilliant opportunity to communicate the many different career opportunities that our company, as a global industrial group, has to offer and that it truly is one of the best companies to work for. For us it is a win-win situation because, not only do we have the opportunity to impart vital career information to the girls, but it also opens the doors for us to potential future employees,” concludes Ntsie.
PROFESSIONAL AFFILIATES AECOM vanessa.partington@aecom.com Afri-Infra Group (Pty) Ltd banie@afri-infra.com AJ Broom Road Products ajbroom@icon.co.za Arup SA rob.lamb@arup.com Aurecon danie.wium@aurecongroup.com Aveng Manufacturing Infraset cgroenewald@infraset.com Bigen Africa Group Holdings otto.scharfetter@bigenafrica.com BMK Consulting brian@bmkconsulting.co.za Bosch Munitech info@boschmunitech.co.za Bosch Stemele bsdbn@boschstemele.co.za Brubin Pumps sales@brubin.co.za BVI Consulting Engineers marketing@bviho.co.za Civilconsult Consulting Engineers mail@civilconsult.co.za Corrosion Institute of Southern Africa secretary@corrosioninstitute.org.za CSIR Built Environment rbapela@csir.co.za Development Bank of SA divb@dbsa.org.za DPI Plastics mgoodchild@dpiplastics.co.za EFG Engineers eric@efgeng.co.za Elster Kent Metering leon.basson@elster.com Engcor Engineers masham@engcorengineers.co.za Fibertex South Africa (Pty) Ltd rcl@fibertex.com GIBB yvanrooyen@gibb.co.za GLS Consulting nicky@gls.co.za Gudunkomo Investments & Consulting info@gudunkomo.co.za Hatch Goba info@hatch.co.za Herrenknecht schiewe.helene@herrenknecht.de Huber Technology cs@hubersa.com Hydro-comp Enterprises dan@edams.co.za I@Consulting louis_icon@mics.co.za ILISO Consulting hans@iliso.com INGEROP mravjee@ingerop.co.za Integrity Environment info@integrityafrica.co.za Jeffares and Green dennyc@jgi.co.za Johannesburg Water rtaljaard@jwater.co.za KABE Consulting Engineers info@kabe.co.za Kago Consulting Engineers kagocon@kago.co.za Kantey & Templer (K&T) Consulting Engineers info@kanteys.co.za Knowledge Base info@knowbase.co.za Lektratek Water general@lwt.co.za Makhaotse Narasimulu & Associates mmakhaotse@mna-sa.co.za Malani Padayachee & Associates (Pty) Ltd admin@mpa.co.za Maragela Consulting Engineers admin@maragelaconsulting.co.za Marley Pipe Systems info@marleypipesystems.co.za
Martin & East gbyron@martin-east.co.za Mhiduve adminpotch@mhiduve.co.za Mott Macdonald PDNA mahomed.soobader@mottmac.com Much Asphalt leon.alberts@muchasphalt.com Namela Consulting (Pty) Ltd melissa@namela.co.za Nyeleti Consulting ppienaar@nyeleti.co.za Odour Engineering Systems mathewc@oes.co.za Pumptron info@pumptron.co.za Pragma nicojobe.mabaso@pragmaworld.net francisg@rhdv.com Royal HaskoningDHV SABITA info@sabita.co.za SALGA info@salga.org.za SARF administrator@sarf.org.za.co.za SBS Water Systems terri@sbstanks.co.za Sektor Consulting cradock@sektor.co.za Sight Lines sales@sightlines.co.za SiVEST SA garths@sivest.co.za Siza Water Company tionette.bates@sizawater.co.za SMEC capetown@smec.com SNA stolz.j@sna.co.za Sobek Engineering gen@sobek.co.za Southern African Society for Trenchless Technology director@sasst.org.za SRK Consulting jomar@srk.co.za sales.abs.za@sulzer.com Sulzer Pumps Wastewater Syntell julia@syntell.co.za Thm Engineers East London thmel@mweb.co.za TPA Consulting roger@tpa.co.za UWP Consulting craign@uwp.co.za Vetasi south-africa@vetasi.com VIP Consulting Engineers esme@vipconsulting.co.za VOMM commerciale@vomm.it VUKA Africa Consulting Engineers info@vukaafrica.co.za Water Institute of Southern Africa wisa@wisa.org.za Water Solutions Southern Africa ecoetzer@wssa.co.za Wilo South Africa marketingsa@wilo.co.za WorleyParsons chris.brandsen@WorleyParsons.com WRP ronniem@wrp.co.za WRNA washy@wrnyabeze.com WSP Group Africa dirk.hattingh@mbs-wsp.co.za
I M E S A A F F I L I AT E M E M B E R S
IMESA
INDEX TO ADVERTISERS
INDEX TO ADVERTISERS Kaytech 42
Reliance Laboratory Equipment
Afrisam 36
IMESA Call For Papers
30
Sabita 20
Ammann Construction Machinery South Africa
IMESA Registration
24
SA Leak Detection
32
Aveng Infraset
28
Lafarge Industries
67
SAPPMA 82
Aveng Grinaker-LTA
38
Maccaferri Southern Africa
81
South African Road Federation
Model Maker Systems
69
Sephaku Cement
Much Asphalt
12
SMEC 31
National Asphalt
22
Tosas OFC
National Cold Asphalt
26
UWP Consulting
19
Osborn Engineered Products
44
Vermeer Equipment Supplier
60
Colas 14
Pro-Phalt SA
46
Wacker Neuson
84
Dick King Lab Suppliers
40
PMSA 68
Water & Sanitation
ELB Equipment
77
Pump Development Summit
78
WBHO Construction
52
Quality Filtration Systems
58
WRP Consulting Engineers
IBC
Affiliates Page
83
Bauma 74 Bell Equipment
72
Bitumen Supplies & Services
35
Builders IFC Clay Brick Association of SA
62
Gibb 11
84
48
4
50 2
OBC
IMIESA August 2015
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5th REGIONAL AFRICAN
WATER
LEAKAGE SUMMIT
2015
Supported by the International Water Association
Sponsor:
25 & 26 August 2015 DBSA Vulindlela Auditorium, Midrand, South Africa Dear Colleague, We are pleased to announce the date for the 2015 annual Water Leakage Summit which will be held this year at the DBSA Vulindlela Auditorium in Midrand, Gauteng on 25 & 26 August 2015. Places for the Summit will be allocated on a first come first serve basis. Please diarise the dates and ensure that you book your place at this year's event early to avoid disappointment. Tim Waldron, who is the chairperson of the International Water Association's Water Losses Specialist Group and former CEO of Wide Bay Water Corporation will again attend the event on behalf of the IWA. Prof. Mike Muller, a commissioner in South Africa’s first National Planning Commission and a visiting adjunct professor at the Wits School of Governance, will also present an opening address on the importance of water loss reduction in South Africa. The summit will carry 2 CPD points. The cost of this year's event will be R4000 (incl VAT) per person for the 2-day event. Discounted rates for IWA/IMIESA/WISA members: R3500 (incl VAT). Follow this link to register for the event to obtain additional information: www.watersummit.co.za . To reserve a place as a delegate, sponsor or exhibitor, kindly e-mail the following: constancem@wrp.co.za (Constance Makola). We look forward to seeing you at the African Water Leakage Summit this year! Dr. Ronnie McKenzie (WRP Engineers) Conference Director, 5th REGIONAL AFRICAN WATER LEAKAGE SUMMIT 2015 Participating and supporting organisations :
Kent Metering( Pty)Ltd
4Water Supplies (Pty) Ltd
CPD Accredited (2 points)
Water and Sanitation Services South Africa (Pty) Ltd (WSSA) is a specialised provider of sustainable water services in Southern Africa