IMIESA June 2016 by 3S Media

www.infrastructurene.ws

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

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

Lebo Ramoreboli

Deputy Director: Integrated Regional Economic Development, City of Johannesburg

GOVERNMENT

VOICE

Road Maintenance Essential cost savers

Urban Renewal Securing the future

Municipal Imperative Water loss remediation

COMPACTION

Vital to sustainability

IN THE HOT SEAT “Smart technology is going to be the way forward in the future and Atlas Copco would like to be the front runner in mainstream, modern drilling technology.” Hedley Bernie Business line manager, Atlas Copco ISSN 0257 1978

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CONTENTS www.infrastruc

turene.ws

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

INFRA STRUC TURE

DEVELOPME NT •

MAIN TENAN CE •

MUNICIPAL REVIEW A need for urgent collaboration

VOLUME 41 NO. 6 JUNE 2016

ROADS All cracked up

SERVI CE DELIV ERY

Lebo Ramoreboli

ed Deputy Director: Integrat Development, Regional Economic City of Johannesburg

GOV ERN MEN T

VOICE

Road Maintenanc rs

Essential cost save

Urban Renewal Securing the future

erative Municipal Imp diation

TION COMPsuAstC ainability Vital to

Water loss reme

IN THE HOT SEA

future and Atlas way forwa rd in the is going to be the moder n drillin g r in mains tream “Smar t techno logy to be the front runne Copco Copco would like line manager, Atlas

techno logy.”

ss Hedle y Bernie Busine

8 ISSN 0257 197

i n c l . VAT ) 6 • R50.00 ( .06 • June 201 Vo l u m e 4 1 N o

Recurring stormwater damage to an asphalt route bordering an irrigation canal in Groblersdal is being countered with a concrete riding surface that provides a lasting solution. A Cat CS533E vibratory soil compactor is a vital component of the earthworks mix. P6

Road construction QA

Regulars Editorial Comment

President’s Comment

Africa Round-up

Quality testing in road construction 37

Smart Cities Connecting SA for better

Cover Story

service delivery

Barloworld: Concrete solutions to flood concerns

Pipeline Rehabilitation &

Hot Seat

Trenchless Technology

Atlas Copco:

Digging deep to speed

First in mind – first in choice

up sewer upgrades

Looking at what’s down there

Government Voice Revitalising the Joburg CBD

Solar – A viable alternative for

Municipal Review A need for urgent collaboration

PUBLIC TRANSPORT Lurching towards formalisation

street lighting?

Solar to power Africa

Roads

HOT SEAT

Public Lighting

All cracked up

Cement & Concrete

No fronting here

Hot weather concreting

Major N2 upgrade starts in northern KZN

CMA Awards

Project Management

Public Transport Lurching towards formalisation

Part 2: The work plan

Construction

Technical Paper

Economies of scale in construction 34

Garbage to energy

PUBLIC LIGHTING Solar – A viable alternative for street lighting?

CEMENT & CONCRETE Hot weather concreting

EDITORIAL COMMENT PUBLISHER Elizabeth Shorten CONTRIBUTING EDITOR Tony Stone SENIOR JOURNALIST Danielle Petterson JOURNALIST Liesl Frankson HEAD OF DESIGN Beren Bauermeister DESIGNER Ramon Chinian CHIEF SUB-EDITOR Tristan Snijders SUB-EDITOR Morgan Carter CONTRIBUTORS D Daries, S Padhi, J van Rijn CLIENT SERVICES & PRODUCTION MANAGER Antois-Leigh Botma PRODUCTION COORDINATOR Jacqueline Modise FINANCIAL MANAGER Andrew Lobban MARKETING MANAGER 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 ___________________________________________________

Flapping with turkeys or soaring with eagles

HE CITY OF Johannesburg’s ambitious plan to rejuvenate the CBD and remove the scars of segregation and division by 2040 is much lauded. Included in this plan is a jewel of a civil engineer’s project. Following on the success stories of New York, Paris and Melbourne, this project will establish South Africa at the forefront of innovative engineering, and as a leader in Africa. In another ambitious project, government’s current system of delivering services could become a thing of the past, as work is under way to create a central system that will allow South Africans to access all government ser vices in one portal. Under the banner “Smart Cities”, this will leapfrog South Africa into the future. At the heart of this is a supercomputer that learns. In contrast, right now, South Africa has two big problems – water and roads, and in that order. With the countr y in the grip of its worst drought in 30 years, water is a scarce commodity. This problem is exacerbated by ageing infrastructure and leaking pipes. It is estimated that water losses cost the economy R7.2 billion per year, with nearly 40% of municipal water loss happening en route to consumers. Remediating water losses is now an imperative, before the situation gets worse than it is, and more so now with climate change a clear and present danger. As for our roads, we are good at building new roads, as Sanral will testify, but we are not ver y good at maintaining our existing roads. On the provincial front, National Treasur y has at least prioritised

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

PUBLISHER: MEDIA No. 9, 3rd Avenue, Rivonia 2056 PO Box 92026, Norwood 2117 Tel: +27 (0)11 233 2600 Fax: +27 (0)11 234 7274/5 Email: nicholas@3smedia.co.za www.3smedia.co.za ANNUAL SUBSCRIPTION: R550.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR. © Copyright 2016. 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 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: Michelle Ackerman Tel: +27 (0)21 444 7114 Email: Michelle.Ackerman@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.

road maintenance, and Sanral will lend a helping hand. The problem, though, is on the municipal front. Taking greater Johannesburg as an example, suburban roads are in a shocking state of disrepair. Financially, if these roads are not maintained now, it will cost 18 times more to rehabilitate later. This, too, is a key priority. Anyone who has visited the UK in winter will know that one of the beautiful things about South Africa is its sunshine. In winter, the heat is not a problem. But, in summer, it is. Hot weather, especially where temperatures exceed 29°C, can lead to a number of problems in mixing, placing and curing concrete. In this issue of IMIESA, we explore the issue of hot concrete along with its challenges of high temperatures, humidity and wind speed, which have an adverse effect on the properties and service life of concrete. Finally, we look at what can only be described as innovative and groundbreaking technology being developed by two of South Africa’s top scientists in Material and Process Synthesis. Turning carbonaceous solid waste into energy may seem like an idea out of science fiction, but it isn’t. It’s a ver y real and ver y possible solution for municipalities faced with landfill site problems, and it can be profitable to boot.

Tony Stone Contributing editor

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. www.in

frastruc

turene.w

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@infrastructure4

IMESA

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

INFRASTRUCTURE DEVELOPMENT • MAINTENANCE • SERVICE DELIVERY

Lebo Ramoreboli

Deputy Director: Integrated Regional Economic Development, City of Johannesburg

GOVERNMENT

VOICE

gies ss Technolo ces Trenchle rage servi Secu ring

sewe

nts Settleme solac e Human y and Crea ting

nstruction Roads gCothe eco nom y Bui ldin

safet

IN THE

T HOT SEA

Paul

Infrastructure News

ERY

s in to our clientin April 2016.” new name brand ) nced our the new ( i n c l . VAT launc h We annou R50.00 1 6 •Maintenance Road 2016, and pril 20 04 • A Febru ary ing Directo r, JG Afrika 41 No. olume Essential cost savers 78 V Manag 257 19 Olivie r ISSN 0

Urban Renewal Securing the future

Municipal Imperative Water loss remediation

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 +27 (0)11 467 6223.

COMPACTION

Vital to sustainability

IN THE HOT SEAT “Smart technology is going to be the way forward in the future and Atlas Copco would like to be the front runner in mainstream modern drilling technology.” Hedley Bernie Business line manager, Atlas Copco ISSN 0257 1978

V o l u m e 4 1 N o . 0 6 • J u n e 2 0 1 6 • R 5 0 . 0 0 ( i n c l . VAT )

IMIESA June 2016

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PRESIDENT’S COMMENT IMESA

Duncan Daries, president, IMESA

International

excursion

I recently attended the International Federation of Municipal Engineers (IFME) board meeting held in Ottawa, Canada, which was preceded by a joint meeting with the Canadian Public Works Association (CPWA).

NUMBER OF milestone issues and memberships were discussed and approved at the meeting of the IFME board held on 19 April 2016: China, Slovakia and the South Pacific join IFME – The IFME organisation is steadily growing, with membership applications from associations representing China, Slovakia and the South Pacific (encompassing Fiji, Papua New Guinea, Samoa, Tonga, Vanuatu, Cook Islands) being approved at the Ottawa meeting. Competency standards for municipal/ public works engineering – The IFME board gave in-depth consideration to a proposal to establish internationally recognised competency standards and certification for municipal engineers. This initiative, which was workshopped with the board, will incorporate leadership, management and technical competencies, and will include the specific communication competencies required by municipal engineers to communicate with their councils and communities. New website for IFME – The new IFME website has gone live at www.ifmeworld.org, providing the latest in professional image and website functionality.

The new website has a page for all countries/ associations, as well as a section for upcoming events and a global news stream. A foundation platform is now provided for a new IFME technical library and video library, where all IFME technical briefs can be uploaded. The new website also works across platforms. Technical reports – Our first best practice paper (winter maintenance) is almost ready for publication, and a number of technical briefing papers have been uploaded on to the website

library. Technical visits are also written up as technical briefing papers. Asset management – Infrastructure asset management is of keen interest to IFME members, and a report was presented on a number of member countries’ activities. Mentoring – The IFME board is considering the establishment of an international mentoring programme for municipal engineers. This proposal is now in the early stages. Further information on a similar programme conducted by IPWEA can be found here: horizons.chronus.com/p/IPWEA-mentoring/about Joint meeting of IFME and CPWA boards – The meeting in Ottawa provided an historic opportunity for the two boards of IFME and the Canadian Public Works Association (CPWA) to meet jointly to discuss infrastructure asset management and sustainability issues. This provided a valuable opportunity for the 14 countries represented to discuss and share information, practices and knowledge about these important global public works issues. Technical visits – Visits were undertaken to the City of Ottawa light rail project, scheduled for completion in 2018. Technical briefing papers on these topics will be prepared and uploaded on to the IFME website.

OTTAWA LIGHT RAIL PROJECT

• The existing BRT (bus rapid transit) system that was running since the early 1980s had reached a ridership point where it was viable to implement a light rail system that would be underground through the core CBD area. Congestion of BRT buses entering the city CBD area seems to have been the overriding reason to support the underground light rail system. • The cost of the original BRT system had also ballooned fourfold from the original CAN$97 million estimate and residents were not keen to support initial plans that the underground system was necessary to achieve efficiency and economic gains across the board for the city. • This new project commenced in 2013 and the first phase is to be completed in 2018. It will consist of 13 stations (nine at grade and four underground), 10 km of rail, and 2.5 km of tunnelling. • At the end of the second stage, in 2023, the project is expected to consist of 40 km of rail and 36 stations. • Total costs for the project is in the order of CAN$4.2 billion (around R55 billion). • The project is being undertaken on a PPP basis, with the city becoming the ultimate owner. The Rideau Transit Group is responsible for the construction, maintenance and operation of the system.

IMIESA June 2016

COVER STORY

Concrete solutions

to flood concerns Recurring stormwater damage to an asphalt route bordering an irrigation canal is being countered with a concrete riding surface that provides a lasting solution, with a Cat CS533E vibratory soil compactor forming a core component of the earthworks mix.

MAJOR FARMING town situated some 32 km north of the Loskop Dam (with its estimated 178 million cubic metre capacity), Groblersdal is situated in Limpopo province’s Sekhukhune district and is South Africa's second largest irrigation settlement, receiving healthy downpours during the summer season. While heavy rains are welcomed by farmers, their potential toll on road infrastructure and drainage is another factor, which needs to be countered by upfront design interventions, plus scheduled maintenance. Within the town of Groblersdal, one section – the Kanaal Road that links to the industrial

IMIESA June 2016

centre and serves as a strategic bus route – was under constant pressure. Kanaal Road borders an irrigation canal, which has led to significant flooding during the rainy season, making it virtually impassable and resulting in the structural deterioration of the road prim, aggravated by heavy truck traffic. In response, Limpopo’s Elias Motsoaledi Local Municipality approved the reconstruction of this route, under the management of consulting engineers Tumber Fourie. The company has a three-year contract with Elias Motsoaledi and forms part of the municipality’s engineer panel.

Handling the pressure Two previous asphalt rehabilitation projects could not withstand the flood pressures, so the design alternative was a concrete surface with an 8 m road width, running over a 1.1 km section – reconstructed at a contract value of approximately R14 million. Construction work began in November 2015, with completion of all phases scheduled for July 2016. The contractors employed on the Kanaal Road are Tshipi Investments and Big Rock

Construction, working in joint venture on this phase. Both are 7CE PE contractors in terms of the Construction Industry Development Board (CIDB) grading system, and both form part of an Elias Motsoaledi Local Municipality two-year contractors panel. Tshego Mashabela, owner, Tshipi Investments, expands on his entry into the construction industry: “We’re a young, Limpopo-based company that was established in 2012. Our goal is, through mentorship by South Africa’s leading construction companies, to evolve our current business model. The medium- to longer-term plan is to tender on projects nationally. This growth will be spurred by the potential to climb to a 9CE grading – the highest in the CIDB ranking.” Tshipi Investments focuses on civil engineering and infrastructure projects, which include underground services for affordable housing developments, as well as RDP toilets. To date, in terms of roads, the company has successfully completed a number of asphalt projects as well as a bridge; however, the Kanaal contract is the first concrete road Tshipi has tackled. The specification of a concrete road promotes effective water runoff and the design makes provision for a 30-year life.

COVER STORY

To prepare the road, the contractors have excavated down to approximately 600 mm in the form of a box cut, which gives a clear indication of the extent of the remediation required. “Once compacted, this natural layer is overlain with a high-strength, woven, UV-stabilised, polypropylene geotextile,” explains Jerry Stevenson, resident engineer, Tumber Fourie. “This geotexile provides a tensile strength of approximately 83 kN per metre in both directions, and promotes good subsoil drainage.” The 150 mm sub-base is being stabilised with a 2.5% cement composition, while the final 150 mm readymix concrete layer will incorporate 943 reinforcement mesh.

OPPOSITE PAGE Tshipi Investments’ latest generation Cat CS533E vibratory soil compactor, equipped with a padfoot shell kit, operating next to the irrigation canal BELOW (from left to right) Tumber Fourie resident engineer, Jerry Stevenson; Tshego Mashabela, owner of Tshipi Investments; Japie Herman, site agent; and Barloworld Equipment Polokwane Cat sales professional, Bradley Page

A concrete trial section was established during April 2016.

Padfoot compaction Supporting Tshipi Investments’ earthmoving fleet on the Kanaal project is a latest-generation Cat CS533E smooth-drum vibrator y soil compactor, acquired in April 2016, together with a padfoot shell kit. “The latter is an interchangeable solution that expands the application range of the CS533E, enabling the machine to work in either cohesive or semicohesive material,” explains Cat sales professional, Bradley Page, from Barloworld Equipment Polokwane. The two-piece padfoot shell kit bolts on to the smooth drum and features 90 mm high pads. These shell halves can be installed or removed in about an hour with the use of an approved lifting device. Weighing in at around 10 840 kg in standard smooth-drum configuration (with ROPS/FOPS cab), the Cat CS533E is powered by a Cat 3054C engine, generating

ABOVE LEFT Concrete works in progress at Kanaal Road ABOVE RIGHT Extensive flooding caused severe damage to the previous asphalt-surfaced Kanaal Road route, resulting in its eventual closure for repair and replacement with a concrete riding surface

a gross output of 97 kW. Maximum and minimum centrifugal forces are 234 kN and 133 kN respectively, with a nominal amplitude, high and low, of 1.8 mm and 0.85 mm at a standard vibrator y frequency of 31/34 Hz. The maximum amplitude with the shell kit installed is 1.2 mm. At Kanaal Road, the Cat CS533E is set up in padfoot configuration for all layer works phases, working in tandem with a pneumatic tyre roller for final compaction. For these and other tasks, the Cat CS533E’s exclusive dual-pump propulsion system provides a separate, balanced hydraulic flow to both the rear drive axle and the front-drum drive motor. This unique dual-pump system provides good grade climbing, machine control and tractive power. Dual pumps also minimise drum and wheel spin-out in low-traction conditions, while high working speeds increase productivity. For each 200 m section on Kanaal Road, the Cat padfoot makes approximately 10 passes; the pneumatic makes four to six. Tshipi Investments lauds the Cat CS533E, explaining that it has performed exceptionally well in helping to achieve the designed compaction densities for the road bed (90%), lower selected (93%), upper selected (95%) and sub-base (95%) layers, confirmed by an on-site test laboratory. The end result will be a world-class, “weatherproof” road built to last generations.

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.

IMIESA June 2016

INFRASTRUCTURE NEWS

FROM AROUND THE CONTINENT

ANGOLA Government invests greatly in infrastructure Angola has been investing heavily in infrastructure with a view to secure sustainable development of its economy, according to Angolan MP Salomão Xirimbimbi. Speaking during a discussion at the 12th regional meeting of the ACP-EU, the ruling MPLA party's MP said that the Angolan government has created an investment programme that has absorbed billions of dollars from the state's general budget. In the energy domain, several hydroelectric dams have been built and others repaired by the Angolan government. In terms of railway infrastructure, he went on to state that the Angolan government has already concluded the repair of the country's three main railway lines (Benguela, Malanje and Namibe), having now channelled its public investment for this area to logistics. The construction and recovery of the railways serve to boost the country’s industrial sector.

KENYA Kimaiyo courts US investors in JKIA expansion plan A top Kenyan civil aviation official recently outlined ambitious plans for the expansion of Jomo Kenyatta International Airport (JKIA) in a presentation to potential US investors. David Kimaiyo, chairman, Kenya Airports Authority (KAA), David Kimaiyo, chairman, Kenya Airports Authority, briefed a Washington conference on ambitious plans for the expansion of Jomo Kenyatta International Airport

IMIESA June 2016

briefed a Washington conference on proposals for JKIA commercial development, security upgrades and increased passenger capacity. Kimaiyo's vision for JKIA did not seem dimmed by the cancellation, in March this year, of a $650 million plan to build a new terminal at the airport. The KAA said then that the project was being scrapped due to “prevailing operational, economic and financial dynamics that have been on a downward trend over the last three years.” The plans, according to Kimaiyo, still call for capacity at JKIA to grow from a current level of 7.5 million passengers per year to about 10 million by 2020. He indicated that the KAA also intends to build a second runway at the country's main international airport, with completion targeted for next year. A key aim of his prospecting visit to the US, Kimaiyo said in an interview, was to generate private companies’ interest in an envisioned 100-hectare "Sky City" development at JKIA.

MALAWI Funding delays affect model house construction Malawi Red Cross Society has admitted it is yet to

complete construction works of some model houses it showcased in August 2015, in Chikwawa District, meant for the citizens who were relocated to safer places during the January 2015 floods. The organisation's communications manager, Felix Washon, lamented that, since November 2015, they have not been receiving funds from the donor who made the commitment to support the construction of these model houses. “The donor advised us to start the construction works; however, in the process, it was discovered that some donors had not remitted the funds they pledged. This affected the progress of the works as the funds were trickling in very slowly,” explained Washon. The Red Cross publicist is, however, upbeat that the houses will be completed, as the project's donor has promised to provide funds very soon.

NIGERIA

The group, comprising financial leaders and legal practitioners, handed down the stark reality at the Akindelano Legal Practitioners Seminar Series held in Lagos, with the theme “PPP and Infrastructural Development: Accelerating the Diversification of Nigeria's Economy”. One of the speakers, Ousmane Dore of the African Development Bank, said there was an urgent need to diversify the economy in view of the nation's infrastructural deficit. Dayo Alao of the Nigerian Infrastructure Advisory Facility noted that the major challenge in public-private partnership projects borders on a lack of transparency and procurement, adding that a guideline on engagement had been developed. The event considered the current gap in Nigeria's infrastructure deficit and explored the constraints in the nation's vision of becoming one of the largest economies in the world.

RWANDA

Infrastructural deficit requires N450 billion

Imports edge out locally made building materials

Experts have given the damning verdict that Nigeria has a huge infrastructural deficit that will require N450 billion to fix within the next 30 years.

Manufacturers of building materials in Rwanda are yet to benefit from the construction boom, as they are unable to meet the demands of developers, leaving

AFRICA ROUND-UP

WWW.INFRASTRUCTURENE.WS

RIGHT Professional negligence of both the contractor and engineers is to blame for the cracks in Uganda's Karuma Dam, according to Minister Onek (Photo: The Daily Monitor)

the infrastructure and performance system is very necessary,” Matei said.

UGANDA Karuma Dam cracks a result of negligence – minister

Manufacturers of building materials in Rwanda are yet to benefit from the construction boom, as everything from steel products to doors, windows and ceramics is imported

projects – including the multimillion-dollar Kigali Convention Centre – with no choice but to import. “Everything from steel products, doors and windows to ceramics is imported,” says Charles Haba, director, Century Real Estate Ltd. “Local manufacturers cannot prove their ability to provide these materials consistently and efficiently.” He adds that locally manufactured materials are expensive, making it cheaper to import from countries like China. Local manufacturers defend themselves, saying it is their endeavour for quality that makes their products expensive. “It's not that the developers and contractors are quality conscious – they are just price conscious and end up bringing cheap products from abroad that the Rwanda Bureau of Standards has previously deemed unfit for the market,” says Benon Kananura, marketing manager, Petrocom – a local, steelmaking firm.

TANZANIA Dar port improvement to cost $690 million The Port of Dar es Salaam will undergo major improvement through a US$690 million expansion programme. Aloyce Matei, acting director general, Tanzania Ports Authority (TPA), told reporters in the city that the World Bank has provided a loan of $600 million, while $30 million has been issued by Trade Mark East Africa and the Department for International Development. The TPA will contribute the remaining $60 million, he said. The improvement will be carried out in five years and is primarily meant to enlarge the Tanzanian sea gateway’s cargo handling capacity. “Enabling large ships to enter the port and also being able to afford serving the huge increase in cargo that is expected in the coming years, improvement to

The Minister for Disaster Preparedness, Mr Hillary Onek, has blamed the cracks in Karuma Dam on professional negligence of both the contractor and engineers. Speaking at the Uganda Institute of Professional Engineers (UIPE) AGM, Onek said government should not pay towards repairing the cracks. The contractor and engineers should foot the cost of repairs, he stated. Dorothy Okello, who was elected the new UIPE president, said all engineers operating in the country must register with the institute because they play a critical role in national development. Many are practising without registration and cannot be punished after messing up such projects. Asked why there have been a number of scandalous engineering projects during his tenure, Zimbabwe's construction workers are demanding a wage increase of nearly 5%

outgoing UIPE president Dr Isaac Mutenyo said foreign companies take up the jobs like the Katosi Road and Karuma Dam construction. They hire local engineers to implement them, meaning that Ugandan engineers are capable but need to step up their game.

ZIMBABWE Construction workers demand pay rise Zimbabwe's construction workers are demanding a wage increase of about 5%, setting the stage for a bruising fight with their employers, the majority of whom are struggling to find contracts due to a worsening economic situation. This was disclosed in a memo sent to members of the Zimbabwe Building Contractors Association, in which the organisation's CEO, Crispen Tsvarai, canvassed for their input. “Negotiations for the 2016/2017 wages review commenced in the negotiations committee of the National Employment Council for the Construction Industry of Zimbabwe. The employees requested for the minimum wage to be increased from US$310.00 to $325.00 per month – an increase of 4.8%,” Tsvarai said in the memo.

IMIESA June 2016

HOT SEAT

First in mind first in choice Hedley Bernie, business line manager, Atlas Copco

Established locally in 1947, Atlas Copco has a long histor y in Southern Africa. The company has grown into a major force in the South African mining and construction industries, where it currently employs over 1 200 people. Hedley Bernie, business line manager, talks to IMIESA about what Atlas Copco has to offer. Which sectors does Atlas Copco service? HB Atlas Copco services the mining, quarrying, civil engineering, dimension stone, exploration drilling, and water-well drilling sectors.

Tell us more about the sort of solutions you offer your clients. Atlas Copco is a world-leading provider of sustainable productivity solutions. We serve customers in more than 180 countries with products and services focused on productivity, energy efficiency, safety and ergonomics. On the back of the release of our PowerROC T50 drill rig last year, we have now launched the SmartROC range into Africa. Smart technology is going to be the way forward in the future and Atlas Copco would like to be the

IMIESA June 2016

front runner in mainstream modern drilling technology. We pride ourselves in being able to deliver high-quality and diverse products to our customers on all levels.

You supply a variety of equipment. Tell us about some of your products, highlighting key value propositions for clients. We offer everything from basic pneumaticoperated crawler drill rigs all the way through to our flagship smart drilling technology, the recently launched SmartROC. Although only recently launched in Africa, 80% to 90% of the Australian drilling market operates on Atlas Copco Smart technology. Australia was introduced to the companyâ&#x20AC;&#x2122;s Smart technology in 2007 and the current drill fleet there is in excess of 150 units. Our range includes AirROC, PowerROC, FlexiROC and SmartROC. Dimesion stone

products include SpeedCUT, SpeedDRILL and SpeedROC. Exploration products for surface and underground include Smart technology.

What after-sales services does Atlas Copco offer? Atlas Copco recognises that the purchase of capital equipment is just the start of a longterm business relationship with its customers. It is for this reason that our aftermarket activities are an important business focus. Each business area employs dedicated service teams comprising staff members who are specialists in their respective fields. The Construction Tools Division within the Construction Technique business area has an extensive distributor network that also fulfils the extremely important service function. Atlas Copco has expanded its range of HiLight towers to seven models

HOT SEAT

Preventive maintenance is important for any equipment. What maintenance services do you offer and how can they save companies money? An Atlas Copco ser vice programme is designed to cut your production costs. The savings you can expect depend on how your production looks today â&#x20AC;&#x201C; line assembly or fixed stations, tool types used, applications, frequency of tool use, work environment and other factors. With our ToolScan RCM process, we can optimise a preventive maintenance programme for your type of production. This can provide cost savings of up to 60% and, in some cases, even more. Our RCM Operating Cost Savings Calculator helps you to identify your total potential savings. In addition to tools, ser vicing your machines regularly is also ver y important to ensure reliable operation and a long ser vice life. By following the recommended ser vice inter vals and regularly per forming preventive maintenance, you minimise the risk of high production costs due to poor equipment per formance and breakdowns. We can help with this. Our quality genuine parts, highly trained technicians, efficient fleet and inventor y management, and energy-efficient processes and facilities result in a lower cost of ownership throughout the life cycle of your equipment. We focus on the ser vice so you can focus on your business. And the result maximises your productivity.

Dynapac F1700W wheeled asphalt paver, with screed application

Tell us about your online platforms. How does using these benefit your clients?

anytime, anywhere. It offers up-to-date info on price and availability, and lets users track orders and print out packaging lists.

We have two online platforms, namely Parts Online and Shop Online. Parts Online is a tool clients can use to find spare parts for Atlas Copco construction equipment. The tool is available to existing customers, dealers and distributors. Par ts Online offers customers 24/7 access and can be accessed via your web browser or through the app available for download for Android and Apple devices. All information about spare parts has been consolidated on one platform, making it easier for clients to find and order what they need. Items can be transferred to Shop Online, our online store, where the customer can purchase it. Shop Online allows customers the ability to buy spare parts and consumables

What rental services does Atlas Copco offer? Atlas Copco has a rental option for short- or long-term demands, planned contingencies or unexpected emergencies. The size of our fleet, as well as our very quick response times, guarantees the continuity of your production. It is our business to keep your business running. Rental options are only offered subject to board approval and customer credit worthiness.

In which geographic locations do you operate in Africa and how does this positively impact your supply chain and service delivery?

We operate in South Africa and subSaharan Africa. We have offices in most of the major centres in South Africa and sales offices in its neighbouring countries. This works to our advantage as we can ser vice each individual customer to their satisfaction.

What does the future hold for Atlas Copco? This is totally dependent on the current economic situation stabilising and the commodity pricing gaining momentum on the back of major currencies and the weakening rand and political stability.

www.atlascopco.co.za

IMIESA June 2016

GOVERNMENT VOICE

Revitalising the Joburg CBD

The economic revitalisation of Joburg’s inner city is not simply about property development, it’s about public and private investments to create value chains, and hubs of social and economic excellence.

OHANNESBURG’S CBD is fast becoming a happy place. Reverberating to the rhythm of Africa, the DownTown Music Hub (DTMH), situated in the heart of Johannesburg’s evolving CBD, is so much more than just a studio or rehearsal space. It’s a recording studio, a venue, a training and development resource, and an ABOVE Lebo Ramoreboli, deputy director: Integrated Regional Economic Development, City of Johannesburg

IMIESA June 2016

incubation node for start-ups in the music industry. It is a space with unique features and a remarkable heritage that inspires and ignites the musical soul of the city. “DownTown Studios started out in 1979 as RPM Recording Studios and it proudly flies the flag as one of the oldest surviving big recording studios in Johannesburg,” says Chola Makgamathe, chief executive, DTMH. “It offers artists a truly inspirational and openly creative space and has done so for decades.” On the opposite side of the CBD is Maboneng,

a destination offering retail stores, entertainment venues and restaurants, mixed with residential, office and industrial spaces that appeal to a wide variety of people and businesses. With its creative take on history, architecture, art and nature, as well as a place for people to proudly call home, Maboneng is the epicenter of the Joburg inner city renaissance. It’s where you can submerse yourself in a place alive with vibrant culture, entrepreneurial spirit and a strong sense of community. It is a place to live, create and collaborate in a

GOVERNMENT VOICE

secure neighbourhood with a vision and future unrivalled among the urban set. The driver behind the economic revitalisation of Joburg’s CBD is Lebo Ramoreboli, deputy director of Integrated Regional Economic Development. Tenacious and totally committed, this dynamic city official is determined to realise the vision of turning Joburg’s decaying and partially abandoned inner city into a thriving hub of social and economic activity that lives up to its slogan, “a world class African city”. “It will stimulate development and create opportunities from which Joburg and South Africa’s economies will thrive. It’s about developing affordable accommodation and workspaces that contribute to the social and economic progression of people and small businesses, where they can grow, and play their own role in transforming the city. All those organisations and entities that are taking part in this process and investing in the city are developing business opportunities for emerging professionals, enhancing tourism attractions and developing the community,” says Ramoreboli. “But, it’s about attracting private investors.”

Tax incentives To make this happen, Joburg is promoting the Urban Development Zones (UDZ) initiative, which offers tax breaks to investors for the erection/acquisition or improvement of buildings. In terms of the grant, these investments are subject to an allowable deduction in the form of an accelerated depreciation

OPPOSITE PAGE Joburg’s inner city – a place of opportunity. You just have to see it BELOW RIGHT The DownTown Music Hub BELOW One of the recording studios where many a famous musician has recorded their hits

allowance. This allowance is available until 31 March 2020. According to SARS, the following criteria apply: • A deduction will be allowed for the cost of the erection, extension, additions, acquisition, or improvements of any commercial or residential building or part of a building within an approved urban development zone that is to be used solely for the purpose of that trade. • The deduction will stop when the building stops being used solely for the purpose of trade or if it is sold. • The allowable amount will be calculated as follows: - refurbishment of a building – 20% straightline depreciation allowance over a fiveyear period (where the existing structural or exterior framework is preserved) - construction of a new building – 11-year write-off period (20% in the first year and 8% per annum thereafter for the next 10 years. Prior to 2008, 5% instead of the 8% write-off) - refurbishment of a low-cost residential unit – 25% straight-line depreciation allowance over a four-year period (where the existing structure or exterior of framework is preserved) - construction of a new, low-cost residential unit – seven-year write-off period (25% in year one, 13% over the next five succeeding years and 10% in the seventh year). • A deduction is also available for a firsttime buyer who purchases a building or part of the building from a developer under subsection 3B: - refurbishment of a building – 30% of the purchase price of that building or part of the building. - new building – 55% of the purchase price of that building or par t of the building. The necessary forms can be downloaded

from SARS’s website and must be completed and retained for a period of five years after the date of submission of the return. “This is quite an attractive offer. And the city will assist investors with the acquisition of property by providing owner contact details and by facilitating compliant legal processes quickly and efficiently,” says Ramoreboli. “We wish to create social and economic hubs where people can live, work and play,” Ramoreboli adds.

Success stories There are currently more than a dozen success stories of investments in Joburg’s inner city. These include banks, mining houses, hotels and student accommodation – the latter being much in demand at the moment. Among these major UDZ investors are: • Absa Bank • Afhco • Anglo American Corporation • BHP Billiton • City Property • First National Bank • Lionshare Group Hotels • Mapunbugwe Hotel • Southpoint’s Braamfontein Student City • Standard Bank • Turbine Square: Anglo-Gold Ashanti headquarters. “Our vision of Joburg’s inner-city future is to reclaim its position as a focal point of economic activity, a sustainable powerhouse in the South African financial landscape, as well as to transform it into a socially and culturally pleasing environment,” Ramoreboli says.

A second gold rush Against this backdrop, eGoli, the City of Gold, is experiencing a second "gold rush". But, it’s not the promise of gold that’s driving it. Instead, it’s proper ty investment, and development, with the

IMIESA June 2016

GOVERNMENT VOICE

richest claim yet to be staked. It’s a golden opportunity! With densification on the cards, infrastructural requirements such as electricity, water and sanitation will need to be upgraded, and the “richest claim” will be a design and construction challenge for civil engineers. But, before we look at this opportunity, let’s look at some of the other initiatives, each one an investment opportunity. Newtown, Fordsburg and Doornfontein, as in Maboneng, have seen a number of old industrial buildings and office blocks being converted into affordable housing units, with commercial units on the ground floor. In Fordsburg, considered Joburg’s little India and one of the best places to go for anything in interior design, the move to develop accommodation and office space is the next targeted investment on the agenda. And, adjacent to Fordsburg, is Newtown, which has also undergone impressive transformation. Here, the innovative use of shipping containers in

IMIESA June 2016

high-rise accommodation is but one of the hallmarks of the area. Earmarked to be a cultural precinct, it has the advantage of being close to the University of the Witwatersrand, where there is the opportunity to develop, in collaboration with the university, specialised accommodation and activity centres for students, postgraduates and university departments. Affordable office space for entrepreneurial development is also a possibility. And, in downtown Joburg, the old and now unused Johannesburg Sky Rink, which is located on the top floor of the Carlton Centre parking garage, is being turned into a TV and film studio. A post-production facility to encourage engagement from the film industry, both locally and abroad, will also be built. The facility will be equipped with the latest equipment, highly trained employees and specialised, high-tech services in media and sound production. Plans are also afoot to refurbish the entire Carlton Centre Precinct to rekindle business and public interest. The creation

of a conference venue, with the capacity to host up to 500 delegates, will add to the attraction. Doornfontein, and the Ellis Park Sports Precinct, with its inner city railroad corridor, is another area where development is being led by the private sector. The goal is to transform the locale from its derelict state into an exciting, vibrant student village and retail hub, void of the vandalism that has previously plagued the area. It will be imbued with the atmosphere to drive entrepreneurship, spor ts enter tainment and tourism.

The richest “claim” Land is valuable. And, within the context of urbanisation, land in or near the inner city is even more valuable. In an effort to redress apartheid’s spatial design, and with very little open land available, the only way to go is up. But where, since the inner city is already a conglomeration of high-rise buildings? But, there is one area that is not proliferated with high-rise

GOVERNMENT VOICE RIGHT Ravi Naidoo is the founder and managing director of Interactive Africa, a company that combines marketing, project management, logistic prowess and creative production to work on projects that promote South Africa

ABOVE The Doornfontein and Ellis Park precincts RIGHT Old grain silos converted into student accommodation, with railway containers stacked atop like Lego blocks BELOW Ruby Mathang, MMC for Economic Development BOTTOM RIGHT Transnet and Prasa’s railyard will be “decked” to create a plethora of new building opportunities that will create new social and economic hubs

buildings; however, it is a major transit corridor. West of Park Station, from the Queen Elizabeth Bridge to Subway Road in Fordsburg, is Transnet’s railway yard. With a reinforced concrete deck over the yard, it creates an entire area that can be developed as a social and economic hub. The idea came from examples set by New York's Hudson rail yard, Melbourne’s Jolimont rail yard and other similar initiatives. This novel approach has been adopted to overcome space limitations within city limits. Naturally, what will be on top will determine what will need to go into the foundations and on to the deck. Innovative design methods will need to be adopted to accommodate the weight of what will be built on top of the deck, stormwater, electricity and water supply, and wastewater handling. On the construction side, this will need to be carried out in such a manner as to not negatively impact the operations of Transnet and Prasa, which will require finely tuned and close coordination, as well as exemplary project management. The city has completed a feasibility study and development, off approved plans, can begin as soon as investors can be found. It

is envisioned that the deck will ultimately support high-rise buildings, retail shops, a range of housing options, including low-cost and mixed rental units, hotels and office blocks, and an efficient transport system. At the moment, the railway yard is generating almost nothing towards the city’s tax base. Developing the deck and precinct(s) on top of it will generate significant revenue for Joburg. Although the total amount needed for the construction is not yet known, it is estimated to be in the region of R42 billion, with at least R3 billion spent in the first phase, between the M1 and Fordsburg. With this, thousands of jobs will be created and there will be a healthy injection into the local economy.

Last word “In the year 2040, the landscape of Johannesburg will be a very different one to what we inherited at the advent of democracy, in 1994. This city and all its scars of a segregated and divided people will be but history,” Ruby Mathang, MMC for Economic Development, says. While the “deck” project may not appear to be complex, it is, and will be. It will be a project of scale and magnitude never before seen in the history of Joburg. It is a project that every civil engineer would like to be involved in, and it is a project that the City of Johannesburg and its people will benefit from, now and for many decades into the future.

IMIESA June 2016

ONLINE REGISTRATION www.imesa.org.za

Registration has opened

The 2016 IMESA Conference will be hosted at the East London International Convention Centre (ELICC)

26 - 28 OCTOBER 2016 Earn 2.5 CPD points by attending

THEME: “Siyaphambili – Engineering the Future’’ Register and pay BEFORE 31 July 2016 • Early Bird Registration for IMESA Members – R4900.00 • Early Bird Registration for Non IMESA Members – R5400.00

• Late Registration for IMESA Members – R5100.00 • Late Registration for Non IMESA Members – R5700.00

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IMESA ORGANISER THE INSTITUTE OF MUNICIPAL ENGINEERING OF SOUTHERN AFRICA (IMESA)

t +27 (031) 266 3263 email conference@imesa.org.za

MUNICIPAL REVIEW

A need for urgent collaboration

The public and private sectors need to develop new paradigms of practice and collaboration that supersede prevailing prejudices, so that our infrastructure serves the needs of the people – especially the need for water. BY TONY STONE

HE QUESTION of how industry can help municipalities was asked at a recent academic debate on the current and anticipated water crisis this country faces. Within the context of South Africa being in the grip of the worst drought in 30 years, and the fact that we are losing 25.4% of our water, or R8.5 billion at current prices, to water leaks, it is a very relevant question. But, like all problems, what we see is only the tip of the iceberg. To solve our problem, we need to look a little deeper. Four years ago, in the National Treasury's 2012 Budget Review, director-general Lungisa Fuzile said that South Africa's water demand will outstrip its supply by 2030. Three years ago, the Department of Water and Sanitation’s research

into water losses at 132 of the 237 municipalities, which, in water volume, represents 75% of the total volume of municipal water supplied, showed that the current level of nonrevenue water is estimated at 36.7%, of which 11.3% is illegal water usage and 25.4% is considered to be losses through physical leakages. The department attributed this to technical ineptitude and ageing infrastructure, which are problems countrywide. “Inadequate maintenance and repairs of existing infrastructure, long response times to water leaks and a culture of water wastage are among the challenges facing the South African water sector,” it said.

Technical ineptitude In looking at the Engineering Council of South Africa’s latest survey of

qualified and registered civil engineers – wherein it states that 74% are white, 14% are black, 8% are Indian and 2% are coloured – the immediate outcry is that transformation is not happening. While this is true on paper, the deeper problem is the country’s education system, with poor tuition in mathematics and science, and a lack of motivation to attract black people to the engineering disciplines. This is the real problem. The importing of Cuban engineers, strongly criticised by Consulting Engineers South Africa, and allowing foreigners and others with questionable qualifications and experience to take up public sector engineering posts in South Africa, while other South African engineers are largely ignored because of prejudicial government policies, is a travesty and must be condemned. So, too, should the efforts to short-circuit

ABOVE Water was seen spraying skyward next to the banks of the Klip River (Photo: Ladysmith Gazette)

IMIESA June 2016

the qualifications process just to reach quotas be condemned. This is especially true of the civil engineering field, where the quality of work has a direct correlation with bridge, building and other structure collapses wherein people have been killed or A leaking asbestos cement pipe injured. One life lost is one too many. CESA president Abe Thela warned that Cuban engineering skills are not recognised by ECSA because they are not part of the Washington Accord, which governs international engineering qualifications. Fraud, corruption, nepotism and cronyism are other contributors to the technical ineptitude of various municipalities to effectively manage, maintain and develop water services. While the Department of Water and Sanitation cannot be everywhere at once, in order to provide effective oversight, it must be commended for its Blue Drop, No Drop and Green Drop reports. If maintained, these will have a positive effect on improving the poor situation we now have to live with. “Our suggestion is that government makes use of South African engineers and consulting engineering firms to address this acute shortage of skills in the public sector. CESA has over 500 member firms – qualified, professionally registered and with high ethical standards and integrity – to accelerate the development of infrastructure and, in particular, assist in the development of competent municipal engineers in the long term,” Thela says.

Ageing infrastructure Usually, when you have a problem, you enlist the help of many people with the right skills and experience to resolve the problem as speedily as possible. South Africa’s ageing infrastructure problem is not unique; other countries around the world have a similar problem. Infrastructure spending is considered to be one of the major catalysts of economic growth, development and economic activity. It can be regarded as a mechanism for generating employment opportunities for millions of unskilled, semi-skilled and skilled workers. Yet this is not happening. As far back as 2007, the Construction Industry Development Board (CIDB) stated that the most common problem experienced with water reticulation systems is leakage. A variety of reasons could contribute to this, including the use of incorrect procedures at the time of laying the pipes, damage due to excavations taking place near pipes, use of inappropriate pipe materials (and their consequent corrosion), inappropriate repair procedures, and the ageing of the pipes. Illegal connections exacerbate the situation. And yet, little is and has been done, with the exception of the eThekwini Municipality, where a R1.6 billion asbestos cement (AC) pipe replacement project was completed in June 2010. A total of 1 750 km of ageing AC water pipe was replaced with 160 mm modified polyvinyl chloride (mPVC) and high-density polyethylene (HDPE) pipe.

IMIESA June 2016

MUNICIPAL REVIEW

TABLE 1 Factors contributing to water system deterioration (Al-Barqawi and Zayed, 2006)

Physical factors

Environmental factors

Operational factors

Pipe age and material

Pipe bedding

Pipe wall thickness

Trench backfill

Internal water pressure, transient pressure Leakage

Pipe vintage

Soil type

Water quality

Pipe diameter

Groundwater

Flow velocity

Type of joints

Climate

Backflow potential

Thrust restraint

Pipe location

Operation and maintenance practices

Pipe lining and coating

Disturbances

Dissimilar metals

Stray electrical currents

Pipe installation

Seismic activity

Pipe manufacture

In 2013, the South African Plastic Pipe Manufacturers’ Association (SAPPMA) warned that the replacement of old water pipes around the country was long overdue. Speaking at the then launch of National Water Week (March 2013), SAPPMA chairman Jan Venter warned that the existing steel and AC pipe infrastructure in South Africa has undoubtedly corroded and developed leaks during the last 50 years since installation, and recommended that other municipalities should follow eThekwini’s example. A project proposal submitted to the Emfuleni Municipality in 2015 stated that Vereeniging had acquired the status of a major municipality in 1912 and Vanderbijlpark had become a municipality in 1952. Sharpville was established in 1942 with Sebokeng established in 1965. It is well recorded that the Emfuleni Municipality’s water loss problem is serious, not just in losing water but also a significant amount of revenue for the municipality. This is happening despite the successful 2005 Sebokeng/Evaton Pressure Management Project, which saved the municipality an average of 10 million m3 of water per annum. At the time, the Water Supply Commission had also suggested that the Emfuleni Municipality implement a water loss remediation project as soon as possible – not just in fixing leaking plumbing and toilets in townships. Yet nothing has been done. The CSIR, in publishing its paper: ‘The state of municipal infrastructure in South Africa,

and its operation and maintenance’, found that many municipalities did not possess reliable knowledge of the extent and capacity of the infrastructure assets in their possession. The CSIR also stated that South Africa, particularly in the older centres, not only has many instances of inadequate municipal infrastructure and service delivery, but also an increasing proportion of deteriorating infrastructure, together with poor and often unacceptable quality of maintenance services. This was confirmed by the 2014 Blue Drop and Green Drop reports. It was concluded that the great majority of municipalities are not making adequate provision for the long-term preventive maintenance, refurbishment and eventual replacement of their infrastructure. “The majority of the old water pipes were installed in the early 1960s or earlier, and have undoubtedly reached the end of their effective lifespan. Unless urgent attention is given to the replacement and maintenance of the water infrastructure, the end result is predictable – daily bursts will occur, followed by catastrophic component failure and regular and prolonged disruptions in service delivery,” Venter said. The relevance of the CSIR’s research and eThekwini’s example are driven home when we appreciate the reality that nothing lasts forever! This is true of pipe systems, which are exposed to friction, corrosion and wear over time. Even so, if properly installed,

TOP An old, leaking, pre-stressed concrete cylinder pipe ABOVE Asbestos cement pipes are becoming an increasingly severe problem

galvanised steel pipes have a life expectancy of 30 to 50 years, copper pipes: 40 to 75 years, and cast iron pipes: 50 to 75 years. But these are just generalities. It is not unusual to see pipes failing at 30 to 40 years or even earlier. Even with a financial forecast horizon of 30 years, it is rare for South African municipalities and building owners to plan for pipe replacement. Of course, the best time to replace pipes is just before they fail, avoiding water damage to infrastructure, buildings and personal property, and also the loss of water and concomitant revenue.

Pipe deterioration, distress indicators and failure modes Pipe condition is the cumulative effect of many contributing factors and their action on a pipe. In ‘Assessment Model of Water Main Concerns’, Al-Barqawi and Zayed classified

IMIESA June 2016

MUNICIPAL REVIEW

The flexibility of the JD7 LDS1000 system is its ability to launch from small pressure fittings, air valves, gate valves and pillar-style fire hydrants

these factors into three categories: physical, environmental, and operational, as depicted in Table 1. The factors in the first two classes can be further divided into static and dynamic (or time-dependent). Static factors include pipe material, pipe geometry, and soil type, while dynamic factors include pipe age, climate, and seismic activity. Operational factors are inherently dynamic. Many of the factors listed above are not readily measurable or quantifiable. Moreover, the quantitative relationships between these

IMIESA June 2016

factors and pipe failure are often not completely understood. Consequently, contemporary practices of pipe condition assessment use two types of indicators, namely distress indicators and inferential indicators. Given the traditionally poor record keeping of municipalities, it can only be estimated, through extrapolation, that the extent of AC piping in Emfuleni is at least 267 km. But, given the age of Vereeniging and Vanderbijlpark, whatever else is â&#x20AC;&#x153;down thereâ&#x20AC;?, probably cast iron or steel, should

be past its service life. Emfuleni Municipality is no different to most other municipalities out there. The key to water loss remediation, through pipe leakages, is knowing what you are dealing with before you embark on any pipe replacement project. If a municipality does not know quite what it's dealing with, the best thing to do is an audit of their pipeline network, which good asset management demands anyway.

Discovering what is there Various physical audit methods exist. Among the better methods is to use long-distance CCTV and leak detection within pressurised trunk mains. Such a system is capable of a 1 000 m survey and includes state-of-the-art, high-definition CCTV technology coupled with ultra-high-response hydrophone technology

MUNICIPAL REVIEW

TABLE 2 Leak size water loss table

along with a high-powered sonde for precise leakage and acoustic surveys. In this instance, all three technologies are compiled into one small sensor head that dramatically increases survey distances per day. Maximum operating pressure is 16 bar. Due to the efficient design of the system, results are achievable in very low flow scenarios. Key benefits of this technology include the ability to launch the system through small pressure fittings, air valves, gate valves and pillar-style fire hydrants. Utilising such network components drastically reduces implementation costs and eliminates excavation requirements, which has been a huge driver for the ABOVE What can happen when a water mains bursts BELOW A JD7 Pipescan+ image with graphic reflecting a leak

technology. This type of technology has no match when it comes to on-board technology, reliability and quality. For example, the JD7 PipeScan+, a component of the JD7 LDS1000 system, is an internal ultrasonic manipulator incorporating focused ultrasonic probes coupled with a highresolution camera system. The system allows pipework of all materials to be scanned, allowing for a full dimensional survey to be achieved including multiple wall thickness measurements, corrosion and flaw identification along with lining thickness. Acquiring thousands of measurements in mere minutes, this system allows for the accurate calculation of a pipeworkâ&#x20AC;&#x2122;s remaining life expectancy. This allows pipework to be scanned along its full length,

giving reliable data on true asset condition. The system will not be matched with regard to the quality and detail of data captured from the technology and, unlike magnetic flux leakage tools, PipeScan+ not only gives average wall thickness readings, but also fully detailed structural assessments. As a product of the audit process, a geographic information system and asset register will answer the following questions: 1. What pipe materials have been used in the past? 2. From what point to what point (by GIS reference)? 3. What is the overall condition of the pipe, with pipe thickness measurements? 4. From 3, above, what is the estimated remaining lifespan of the pipe? 5. What leaks are there, and where (by GIS reference)? 6. Are the flange joints of differing pipe materials still intact, and where are they (by GIS reference)? In conclusion, to gain a perspective of how much water will be lost, depending on the bar pressure at which a line operates, could be as much, if not more, than the quantities shown in Table 2.

IMIESA June 2016

ROADS | CONSTRUCTION & MAINTENANCE

All cracked up South Africa is home to some of the highest road fatality figures in the world. With 42 deaths, on average, per day, the main causes of accidents are driver negligence, poor or non-existent street lighting, and bad roads. BY TONY STONE

CROSS THE COUNTRY, the condition of many a provincial and urban road is deteriorating, due simply to a lack of maintenance. The longer maintenance is ignored, the greater the costs of repair. But, it’s not just money that is involved. It’s the cost of human life, and the negative impact on the economy. Pavement cracking usually leads to accelerated deterioration of the road pavement.

IMIESA June 2016

This, in turn, results in problems such as potholes and/or base failures, damage to vehicles and road accidents. A trip through the Free State to Bothaville, the grain capital of South Africa, or down to ArcelorMittal in Newcastle from Johannesburg is like driving through a minefield. Potholes litter these roads, kilometre after kilometre. In one incident, an unlucky motorist hit a water-filled pothole, which appeared to be just a puddle, at 120 km/h, and shredded his front-right tyre. Fortunately, he was sensible enough to brake slowly to a halt and not slam on the brakes, which would have caused the car to overturn. His wife and children survived the ordeal unscathed. Driving around Johannesburg or Ekurhuleni, one can see road surfaces

The state of many urban streets

cracking up and potholes that are just left to get bigger, especially in the suburbs. Unless residents complain, nothing is done. When something is done, it’s usually an emergency repair, which only lasts for a short while – until residents complain again. The AA says, “There would be an immediate decrease of about 5% in road deaths if our roads were properly maintained. Translated into money, this equates to a cost of R52 billion per annum, or nearly 3.6% of GDP. An acceptable cost in the developing world is closer to 1% of GDP.” The World Bank states, “Roads and transport make a crucial contribution to economic development and growth of a country, and bring important social benefits. Poorly maintained roads constrain mobility, significantly raise vehicle operating costs and increase accident rates, with the associated human

ROADS | CONSTRUCTION & MAINTENANCE TABLE 1 Causes of road distress and maintenance suggestions

Type of distress Fatigue (alligator) cracking

Possible cause • Excessive loading • Weak surface, base, or subgrade • Thin surface or base • Poor drainage • Any combination of the above

Block cracking

• Any surface treatment or thin overlay • Old and dried-out mix • Mix was placed too dry • Fine aggregate mix with low penetration asphalt and absorptive aggregates • Aggravated by low traffic volume

Edge cracks

• Lack of lateral support • Settlement of underlying material • Shrinkage of drying out soil • Weak base or subgrade layer • Poor drainage and frost heave • Heavy traffic or vegetation along edge • Poorly constructed paving joint crack • Shrinkage of the asphalt layer • Daily temperature cycling • Cracks in an underlying layer that reflect up through the pavement • Longitudinal segregation caused by the improper operation of the paver

• Improve drainage • Remove vegetation close to edge • Fill cracks with asphalt emulsion slurry or emulsified asphalt • Crack seal/fill

• Lack of a good bond between surface layer and the course beneath due to dust, oil, dirt, rubber, water and other non-adhesive material • Tack coat has not been used • Mixture has a high sand content • Vehicular turning or stopping movements in pavements with a lowstrength surface mix • Mixtures too high in asphalt • Low air voids • Fine aggregate content too high • Excessive moisture or contamination in the granular base • Smooth or rounded aggregate • Incorrect asphalt grade • Consolidation or lateral movement of any of the pavement layers or the subgrade under traffic • Insufficient design thickness and lack of compaction • Weaknesses in the pavement layers due to moisture infiltration • Weak asphalt mixtures • Settlement or failure in the lower pavement layers • Improper construction techniques

• Partial or full-depth patch

• A portion of pavement has been removed and replaced • A portion of pavement where additional material has been added • Poor installation techniques such as inadequate compaction, inferior or improper materials • Failure of the surrounding or underlying pavement • Continued deterioration of another type of distress, such as thawing of a frozen subgrade, cracking, ravelling, or a failed patch after pieces of the original pavement surface have been dislodged • Poor surface mixtures • Weak spots in the base or subgrade • Severity of the surrounding distress and traffic action accelerate potholes • Asphalt binder has hardened excessively • Poor-quality mixture • Usually requires the presence of both traffic and water to occur

• Replace patch with deep or full-depth patch

• Improperly constructed seal coat • Too much asphalt in a mix • Too heavy a prime or bond/tack coat • Excessive sealant in the cracks or joints under an overlay • Traffic can contribute to bleeding if the asphalt layers become overcompacted and excess asphalt is forced to the surface

• Chip seals • Sandwich seals • Thin overlay

Longitudinal (linear) and transverse cracking

Slippage cracks

Corrugations and shoving

Rutting

Settlement/grade depressions

Utility cuts/ patch failure

Pothole

Ravelling/ weathering

Bleeding

Maintenance suggestions • Full-depth patch

• Improve drainage by removing the source that traps the water • Seal crack or fill with asphalt emulsion slurry or light grade of asphalt mixed with fine sand • Provide side drainage ditches • Crack seal/fill

• Deep or full-depth patch

• Cold mill and overlay or thin surface patch

• Cold mill and overlay • Thin surface patch • Infrared patch

• Partial, full-depth or injection patching

• Any surface treatment or thin overlay

IMIESA June 2016

On The Road Worldwide

ELB Equipment and Ammann – The Perfect Roadbuilding Partnership ELB HEAD OFFICE:

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ROADS | CONSTRUCTION & MAINTENANCE

“There would be an immediate decrease of about 5% in road deaths if our roads were properly maintained. Translated into money, this equates to a cost of R52 billion per annum – nearly 3.6% of GDP.”

and property costs. In rural areas, poor or non-existent roads aggravate isolation, poverty, poor health and illiteracy.” Generally speaking, many of our existing roads are in a poor state, and long overdue for maintenance.

Dealing with the inevitable While it is acknowledged, with the passage of time, the elements and traffic load, road pavement cracking is an inevitable phenomenon; what should not be inevitable is our failure to maintain the roads we have built, at great expense. With the technology available to us today, it is impossible to construct a road that does not develop cracks after a certain amount of ser vice time. Cracking is one of the two main concerns considered in the road pavement design process. The other is rutting. Cracking occurs in a variety of forms: transverse, longitudinal, block, alligator shape, edge, slippage and utility cuts. Cracks need to be treated promptly because they create openings for moisture and water penetration, which can cause severe damage, especially when the base and subgrade layers are penetrated. There are three types of maintenance: • Preventive maintenance: This needs to be budgeted, effectively managed and carried out, systematically, with the specific purpose of improving or extending the functional life of a road pavement. This is a crucial strategy in road sur face treatment and operations that is intended to retard progressive failures and reduce the need for emergency or corrective maintenance. • Emergency maintenance: This is per formed during an emergency situation, such as a blowout or severe pothole that needs repair immediately, usually after heavy rains. It is important to note that this describes a temporar y repair designed

IMIESA May 2016

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ROADS | CONSTRUCTION & MAINTENANCE

TABLE 2 The City of Johannesburg’s road network by region (km)

Infrastructure component Paved roads (km) – owned by CoJ Gravel roads (km)

Region

Total

A 678

B C D E F G 1 408 1 298 1 462 1 245 1 534 700

8 324

376

997

180

to hold the surface together until a more permanent repair can be done. • Corrective maintenance: This type of maintenance is performed when a road pavement is in a state of distress, as described in Table 1. In delivering his 2015 Provincial Budgets and Expenditure Review, Lungisa Fuzile, director-general, National Treasury, said, “Despite the lack of comprehensive data, it is clear that the general condition of the provincial road network is cause for concern.” Information provided by Sanral indicates that the current value of the provincial road network is estimated to be R673 billion. However, the network’s condition has deteriorated over time due to a lack of lifecycle costing, poor budgeting, overloading,

384

weak maintenance regimes and the lack of an asset management culture – leading to deferred maintenance. In addition, about 80% of the network is older than its original design life. The Department of Transport estimates that, if maintenance is delayed by five years, the cost of reconstructing a road is up to 18 times higher than the cost of resealing it as part of coordinated maintenance. Vehicle operating costs also increase dramatically when roads are in poor condition. “As a result, the priority in provincial road infrastructure investment has shifted from new construction towards maintaining the existing network,” Fuzile said. This is good news. However, a similar position needs to be adopted by towns and

cities. For example, the City of Johannesburg has a total of 8 324 km of paved roads and 997 km of gravel roads (see Table 2). And, as with provincial roads, an estimated 80% of the urban road network is older than its original design life. In the 2015/16 State of the City Address, it was reported that Johannesburg had resurfaced 323 km (3.9%) of roads and had converted 44 km of gravel roads to surfaced roads over the last year. “Provincial budgets over the medium term show a strong focus on maintaining and repairing roads, integrating public transport networks, more rigorously enforcing traffic laws and managing assets,” Fuzile concluded. By doing the math, it is easy to work out the costs involved in maintaining and not maintaining urban roads, which are no less dangerous than provincial roads if not maintained. With no maintenance within the next three to five years, bitumen-surfaced urban roads will become unusable in 10 to 12 years. It is now imperative that the City of Johannesburg, and other towns and cities, adopt the provincial approach and make road maintenance a high budget priority.

TABLE 3 Africa road infrastructure investment costs per road type (ZAR/lane km, 2015)

Type of road infrastructure investment < 100 lane km > 100 lane km

Regraveling, periodic maintenance of unpaved roads 153 534 180 723

Periodic maintenance of paved roads

Rehabilitation of paved roads

1 821 304 1 033 159

2 883 569 1 349 824

Construction and upgrading of paved roads 3 643 244 2 352 596

IMIESA June 2016

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ROADS | CONSTRUCTION & MAINTENANCE

No fronting here Getting a foot in the door of the asphalt manufacturing industry is no easy task. Robust Road Repair speaks about how becoming a Robust cold asphalt licensee can help companies get in the game.

Tandibrite’s directors (left to right): Lunga Tshabalala, Lebohang Rahlao and Moeketsi Tsoenyana

BOUT ONE YEAR AGO, three very well-dressed gentlemen arrived at the Robust Road Repair office in a suitable chariot, having come to discuss the granting of a licence to manufacture cold asphalt in the Free State. After the perfunctory niceties, it was pointed out that Robust’s was a very hands-on kind of business, with a difficult product to handle in a competitive industry, and granting them a licence was certainly no guarantee of success. In addition, without the entrepreneurial passion for the business, meaning complete involvement, it would be difficult to succeed. Never theless, they took the gamble, raised their own capital, invested in a plant and equipment, and established a manufacturing facility in Phuthaditjaba. And so, Tandibrite was formed. Other than the raising of capital, Robust has held hands with them every step of the way. On a recent visit to Tandbrite’s plant, one of the directors was found in his overalls in the factory, sorting out some problems. This kind of passion and involvement, as well as a full understanding of your business, is required to have a real chance of

succeeding. In the case of Tandibrite, it’s all paying off with a full order book. As a newcomer, getting involved in the asphalt manufacturing industry is not an easy task, and requires true mettle, very deep pockets, a team of highly qualified people and access to raw materials. In any event, the market could not sustain another large manufacturer. Becoming a Robust licensee has opened the door for Tandibrite to become a manufacturer and distributor in the industry. As the company’s knowledge and confidence grow, so can its businesses, creating a fully fledged bituminous supply company over time.

Government procurement Procurement policies differ radically from province to province, as well as with individual municipalities. In some cases, a province will advertise a request for quotation, sending this to a list of predetermined potential suppliers (usually none of which are manufacturers) and instructing them on whom to get quotations from. The government depar tment involved inevitably ends up paying, in some cases,

nearly 100% more for the product, with no recourse to the middleman supplier and no support from the manufacturer. This empowers nobody, as the next request for quotation is then sent to a different list of potential suppliers. Moreover, in the case of road maintenance, inflated prices mean that far less material (than what should be) is placed in the ground, and less repair work is being done. Robust’s licensees offer government departments the option to purchase from a blackowned (usually locally based) company, not fronting, but operating a manufacturing facility with all that goes with it. Cash flow is a problem facing all business, particularly in the start-up stages. Slow and delayed payments impact heavily, and sometimes even lead to the supplier having to cease production until payments are received. If black-owned companies are to have any chance, government departments must play their part in ensuring these companies are paid in accordance with their trading conditions. Robust is proud to be a very real part of transformation and real empowerment, and is delighted to see the success of its licensees.

www.repairroads.com

IMIESA June 2016

ROADS | CONSTRUCTION & MAINTENANCE

Upgrading the North Coast N2 UWP Consulting has started implementation of one of its largest road projects to date following an extensive design process.

HE PROJECT WILL see 33.7 km of the N2 national route between Mtunzini Toll Plaza and the Empangeni T-junction in northern KwaZulu-Natal upgraded from a single-carriageway road to a dual-carriageway freeway. This section of the N2, the last section of the important link between Durban and the North Coast towns of Empangeni and Richards Bay, has traffic volumes in excess of 12 000 vehicles per day. Sanral identified the need to improve capacity and strengthen the existing pavement. On 21 October 2011, Sanral appointed UWP to provide the consulting engineering services for this project, including the preliminary and detailed design, contract documentation, tender preparation and construction supervision.

Ridge bridge: the left abutment of this bridge will be removed and reinstated, and the deck slab extended to accommodate the additional carriageway

IMIESA June 2016

Dual carriageway The R946 million construction contract, to be funded by toll income, was awarded to Murray & Roberts Infrastructure in December 2015. Work commenced in March 2016 and is expected to be completed in just over three years. The existing single carriageway was previously reconfigured from two lanes to a three-lane layout, with reduced-width shoulders, to accommodate alternate passing opportunities in each direction. The current road reser ve is ver y wide and was originally acquired to accommodate an additional carriageway. “UWP’s first task was to determine whether it would be preferable to increase the road carrying capacity by widening to a four-lane

divided (dual) or a four-lane undivided (single) carriageway,” says project head Ron Isaac, technical director, UWP Consulting. “The major factors influencing this decision were estimated future traffic volumes, safety, geotechnical considerations and costs. While the investigation revealed that the traffic carrying capacity of both options was very similar, the dual-carriageway option was considered far safer and UWP recommended that the freeway be upgraded to a four-lane dual carriageway.” Approval of this option was followed by a topographical survey of the full road reser ve, detailed visual and condition assessments of the existing carriageway, and a materials investigation of the existing and new carriageways.

ROADS | CONSTRUCTION & MAINTENANCE

Structures The design solution involves the construction of a new, two-lane carriageway for northbound traffic and rehabilitation of the existing carriageway, which will be reconfigured to two lanes, for southbound traffic. Extensive bridge work is required for the new carriageway. This includes the construction of a 115 m long, four span bridge over the Mlalazi river and a 232 m, eight span bridge over the Mhlatuze river, new bridges at interchanges, extensions to existing overpasses and two new road-over-rail bridges. In total, there are 11 bridges on this project, as well as 16 major box culverts, and numerous minor box culverts and other drainage structures. Environmental authorisation and wateruse licences had to be obtained before

ABOVE FROM LEFT TO RIGHT The Port Durnford overpass; the Mhlathuze road-over-rail bridge; the Empangeni interchange bridge â&#x20AC;&#x201C; new bridges will be built alongside all of these structures to accommodate the additional carriageway RIGHT The Mtunzini Toll Plaza at the start of the project BELOW RIGHT A section of the current route, which will be upgraded to a fourlane dual carriageway

continuing with the procurement of the construction works contract. Changes to the legislation on water-use licences that came into effect during the design phase resulted in a significant delay in the tender phase. During construction of the new northbound carriageway, the traffic will continue to use the existing road with minimal disruption.

Training An interesting and unique addition to the brief for this project was the requirement for UWP to provide training to 10 Sanral project managers registered with ECSA as candidate engineers. This included theoretical technical training on all aspects of road design by UWPâ&#x20AC;&#x2122;s design specialists, together with site visits and practical feedback on the actual design process being carried out on the route. Approximately 20 training sessions were delivered during the design stage.

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PUBLIC TRANSPORT

Lurching towards formalisation The City of Johannesburg implemented the first phase of its BRT system, named Rea Vaya, between 2009 and 2011. However, the taxi industry was not quick to accept this formalisation of the transport sector. BY PROF CHRISTOFFEL VENTER, UNIVERSITY OF PRETORIA

HE SYSTEM DESIGN and organisational arrangements drew heavily on precedents from South America, especially insofar as BRT (bus rapid transit) is used as an instrument for securing the transformation and formalisation of a fragmented and problematic informal public transport industry. Despite the inevitable transitional problems, the formalisation scheme appears to be generally successful – an outcome that surprised many analysts, following a long history of mistrust, resistance, and unsuccessful interventions between government and the minibus taxi industry. There are reasons for the successful transformation of participating taxi operators. The minibus taxi industry in South Africa has reached a state of stasis and maturity, with limited opportunities for further growth in its present form. BRT, as it is implemented locally, offers opportunities for reinvention – for moving on to a new potential growth trajectory – by overcoming the binding constraints of informality and by opening up new markets to operators. Perhaps the most important lesson the minibus taxi experience in South Africa teaches is that transformation of an informal public transport industry into a formal industry, operating within the quality frameworks required by government, is not likely to be achievable via a heavy-handed, top-down regulatory approach. There is a distinct internal logic to operating informally, including relatively low entry barriers, the reduction of labour and operating costs, and the ready availability of a captive market. Informal operators historically saw no benefit in formalisation, as it

promised access neither to new markets, nor to cost-saving technologies and, therefore, successfully resisted government’s attempts at formalisation. In addition, in the South African context, the taxi industry was endowed with a certain amount of popular support and political credentials, born out of its history as a resister of apartheid racial policies. Yet, it seems that BRT, in the way it is envisaged locally, is able to provide a structured mechanism through which (some) informal public transport operators can escape from the logic of informality. This makes BRT a potentially strong instrument in achieving government’s strategic goals for public transport. An analysis of the characteristics of BRT – and especially of its potential for helping to move a mature, technologically stagnant minibus-taxi industry on to a new growth path – suggests that its transformational success rests on three key capabilities: • The ability to drive down operating costs by capturing new scale economies via the use of larger vehicles, higher speeds, better vehicle utilisation, and more efficient labour practices. Efficiency needs to grow sufficiently to reduce subsidy needs, over time, while still ensuring that BRT participation remains financially attractive to informal operators. • The ability to expand taxi operators’ markets significantly beyond their traditional enclaves of captive users, which seem to be efficiently and fully exploited, to include current and future car users. Expanding markets are critical to providing attractive opportunities to an increasing number of informal operators.

THE AUTHOR Christoffel Venter is a civil engineer with 20 years’ experience in transportation planning, transport modelling and public transport operations. He is a registered professional engineer and member of the South African Institution of Civil Engineering. He is currently employed by the University of Pretoria as an associate professor: Transportation Engineering.

Note: This article is an extract from Venter’s article titled ‘The lurch towards formalisation: Lessons from the implementation of BRT in Johannesburg, South Africa’. For a copy of the full text, please email christo.venter@up.ac.za

• The ability of government authorities to secure an ongoing commitment from former taxi operators to abide by formal contracting and conflict resolution procedures, especially on the margins of the public transport market where BRT systems are less attractive and the premium payable to transform informal operators may simply be unaffordable. In conclusion, while BRT generally offers significant promise for underpinning the formalisation and transformation of informal public transport operators, the jury is still out on the question of whether BRT in South Africa will continue to do so in a sustainable and comprehensive manner.

IMIESA June 2016

CONSTRUCTION Every cost accountant’s dream is to achieve economies of scale. It’s also good for sales and profitability. But, the question arises, is this possible in the world of civil engineering and construction? BY TONY STONE

Economies of scale

O QUOTE The Economist’s definition, “Economies of scale are factors that cause the average cost of producing something to fall as the volume of its output increases.” Henry Ford, with his manufacturing production line for the Model T Ford, was the first real competitiveness, of which the “negotiating example of a factory using mass production So, given that civil engineering and construction power of the buyer” is one. Suppliers – of to achieve economies of scale. Since then, generally do not lend themselves to econobricks, cement, pipes, etc. – are able to almost every factory around the world has mies of scale, which is designed to leverage achieve economies of adopted this approach. More is less, and of cost advantages to lower LAC2 scale in their manubenefit to the consumer. supplier costs while at facturing processes. In his book, titled Construction Economics: the same time maintainLAC1 So, as the customer, A New Approach, Danny Myers writes, ing and even increasing and using your power “Economies of scale are more easily associprofitability, the question as a bulk buyer, you ated with standardised manufactured products. needs to be answered can negotiate a better Indeed, in many manufacturing industries, a as to how this can be price for a project with business has to be big, or at least standardachieved, if at all. Q1 Q2 0 your suppliers. ised and products mass produced, in order to Building a one-of-a-kind The second area remain competitive and survive. This is not the bridge, pipeline, road, FIGURE 1 Cooke's analysis of the long-run where cost reductions case in civil engineering and construction. The stormwater drainage sysaverage cost curve can be achieved is in unique nature of many projects in these industem or housing settlement labour productivity. The tries, plus the relatively small size of many would appear not to lend more work done, and the shorter the time, the firms, prevents these industries from realising itself to achieving economies of scale. But, the less the costs will be. Labour productivity is the full potential of economies of scale.” opportunity to reduce costs and increase profitgreatly dependent on effective management In his 1996 work, Faster Building for ability is actually there. and motivation, which, by itself, is a hugely Commerce, Cooke explains the differences Prof Michael Porter’s Five Forces Model powerful force. If motivated, people can move in economies of scale between manufacturtalks about various factors that determine mountains and it is the means to ing and construction. Figure 1 FIGURE 2 an end of achieving a desired (usuillustrates Cooke's analysis of Michael Porter’s ally higher) level of productivity. the long-run average cost curve Five Forces Model Understanding this principle and (LAC), which represents the avereffectively applying it will result age costs of production of a typiin a reduction of costs, among cal manufacturing business able other things. to exploit economies of scale. The third area, which requires Here, manufacturing is at point very little explanation, is the use Q2 (LAC1). By contrast, Q1 (LAC2) of technology to do things faster positioned to the left of and above and better. LAC1 denotes the long-run averBy combining these elements in age costs associated with projects a project, synergistically, the net with lower levels of standardisaresult will be greater than the sum tion, such as those experienced of its parts. It’s a case of being by a typical firm in civil engineering smart, and working smartly. and construction. Average cost (£)

in construction

IMIESA June 2016

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CONSTRUCTION

Road construction QA

NE OF THE most important tasks during road contract execution is technical quality control – i.e. ensuring that the materials and work supplied by the contractor meet the technical requirements in the contract specifications. There are two types of quality control.

Control of methods Method control is usually carried out by the consultant's field staff, whose job it is to be on-site and supervise the contractor during the execution of the works. At the same time, the field staff will perform simple measurements, such as the recording of the thickness of fill layers, the temperature of asphalt material, and the slump of cement concrete. Method control is carried out according to the type of work. Where the work method is of considerable importance and requires constant supervision to achieve quality or where, in some cases, the quality is difficult to improve on, there should always be a field engineer on-site. Examples include the ramming of piles, the laying of asphalt, and concreting, etc. Where work methods are of

Quality assurance in road construction is critical, not just for the construction phase of the project but also for the overall life and durability of the road. BY SURYAKANTA PADHI less importance or quality is constantly being achieved by the contractor, there may be no need for continuous surveillance. Examples include excavation and the compaction of soil.

Control of end results End-results control includes field tests – e.g. control of the evenness of completed pavement layers – and laboratory tests – such as Marshall tests on asphalt materials. Other tests are a combination of field and laboratory tests. An example of this is the compaction control of earthworks, where the achieved density is determined by means of a field test, and where the IS/AASHTO density with which the result should be compared is found by

THE AUTHOR Suryakanta Padhi is a geotechnicalmaterial engineer.

means of a laboratory test. End-results control consists mostly of laboratory tests carried out by lab technicians. The frequency of end-results control depends on the quality parameters being checked. Parameters that can vary considerably are continuously controlled. Examples include the composition of asphalt materials and the compaction of asphalt courses. Regarding regulating laboratory tests, the specification usually determines the number of tests. When the works are started, and in cases where difficulties regarding compliance with quality requirements are encountered, laboratory testing will normally be intensified.

CFF: PASSIONATE ABOUT FIBRE With the challenge to extend pavement service life and improve the quality of road construction, research turned to cellulose fibre. Today, this is a product that has been successfully used as a bitumen carrier in asphalt production throughout the world. Cellulose fibre is produced by CFF from a technical cellulose specially developed from natural and recycled materials. Requirements of the asphalt industr y around the world differ depending on asphalt and bitumen qualities. German

IMIESA June 2016

technology company, CFF, have developed a technical cellulose fibre product, TOPCEL®, which was designed to enhance and support these regional variances. The pelletised multi-component products are made from cellulose as the carrier material as well as a high quality modifying additive. The bitumen modification takes place directly during the mixing process at the asphalt plant.

And, in keeping with Germany’s reputation as a world leader in technology, engineering and innovation, TOPCEL® and Reliance Laborotaries Equipment carry the standard.

CONSTRUCTION

Quality testing

in road construction Quality testing, critical in any industry, ensures that a product meets specified standards. Road construction is no exception, and the use of accurate and reliable equipment is essential.

EHABILITATING A ROAD that has not stood the test of time is very costly – as much as 18 times the original construction costs. Doing it right the first time, therefore, is imperative. Sanral is very specific about this. Sampling and testing of road construction materials must be performed in accordance with well-established, accepted international, national and regional standard test methods. Even so, using quality equipment in this process is critical. IMIESA looks at a few of the technologies used in road construction test laboratories. Sub-base and pavement testing could not be any simpler, or more accurate, than using digital 3D laser technology and highspeed accelerometers. The PaveProf V2.0, in this instance, has proven to be reliable at speeds ranging from 15 kph to 120 kph, giving accurate international roughness index (IRI) measurements. Upgrading the system to high-speed 110 kHz lasers allows for the measuring of surface texture at a resolution of 1 mm, even at 120 kph. The system is operated using a conventional computer and, if required, touchscreen and keypad. Operation only requires a single operator and consists of modular components and software – from a single laser and accelerometer system (for single wheel path IRI and texture measurements) to the complete system consisting of up to 40 fully integrated lasers (for full transverse highway measurement). Particle size analysis tests, using the Asphalt Analysator, are based on the basic principles of sieve analysis, binder content and, if requested, the binder quality of bituminous mixes. This is achieved by: • elution of the binder using a washing chamber and a rotating sieve drum • separation of filler and binder/solvent in a high-performance centrifuge • separation of binder and solvent in an attached distillation unit • drying of minerals and filler and reuse of solvent.

A sample density measurement test, particularly specific gravity (density), is the single most specified parameter in the construction industry. The CoreLok system automatically seals samples in a specially designed polymer bag that allows accurate measurement of water displacement. This system performs five standard lab tests: • bulk specific gravity • maximum specific gravity • aggregate specific gravity • porosity • asphalt content percentage. Bending Beam Rheometer (BBR) tests provide a measurement of the low-temperature stiffness and relaxation properties of asphalt binders to give an indication of an asphalt binder’s ability to resist low-temperature cracking. The basic BBR test uses a small asphalt beam that is simply supported and emersed in a cold liquid bath. A load is applied to the centre of the beam and its deflection is measured against time. Stiffness is calculated based on measured deflection and standard beam properties and a measurement of how the asphalt binder relaxes the load-induced stresses is also taken. BBR tests are conducted on PAV-aged asphalt binder samples. The test is largely software controlled. Pressure Aging Vessel (PAV) tests provide simulated, long-term aged asphalt binder for physical property testing. Asphalt

The laser surface profilometer

binder is exposed to heat and pressure to simulate in-service ageing over a 7- to 10- year period. The basic PAV procedure takes rolling thin-film, oven-aged asphalt binder samples, places them in stainless steel pans and then ages them for 20 hours in a heated vessel pressurised to 2.10 MPa. Samples are then stored for use in physical property tests. Although many different factors contribute to asphalt binder ageing, the key component of concern for the PAV is oxidation. Wheel-impact measurement tests use the SmarTracker system – the most versatile wheel tracker on the market, which is able to perform EN and the USA AASHTO tests to measure resistance to rutting and moisture damage in asphalt mixtures. Results from this test will help construction engineers and technicians verify the integrity of asphalt mix designs, evaluate materials and predict field performance. Tests can be conducted under dry or wet conditions to determine the resistance of hot mix asphalt to rutting and moisture sensitivity.

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IMIESA June 2016

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SMART CITIES

Connecting SA for

better service delivery

Government’s current system of delivering services could become a thing of the past, as work is under way to create a central system that will allow South Africans to access all government services in one portal. BY DANIELLE PETTERSON

S PART OF broadband roll-out, government plans to create a central system to improve efficiency in delivering services to citizens,” Peter Mello, head: Broadband, Department of Telecommunications and Postal Services (DTPS), told IMIESA. According to Mello, plans for this system are still in their infancy, but the DTPS is currently engaging with the various government departments that will be involved in the

development of the system. This will involve conducting a feasibility study to determine the impact of the portal on government delivering services to citizens. “The portal should be able to assist government in delivering multiple services to citizens, especially in this era where technology should be seen as a tool to advance government mandates,” says Mello. Having a secure e-government portal will reduce the costs for government in delivering timely information to its citizens. Citizens will also benefit from timely and readily available information as well as from having a medium through which to access services. Moreover, having a web portal will reduce the need for dedicated governmental representatives to be available to provide information to citizens via phone or email. It will also be much simpler and more cost-effective for government to get in touch with citizens to pass on information on legislations and other important matters. The portal forms part of the SA Connect Digital Opportunity Strategy and its success will be achieved through government’s planned broadband roll-out under this policy. The broadband policy is aimed at ensuring nationwide access to fast, reliable, secure

and affordable internet, which will bridge the digital divide and improve the lives of ordinary people by delivering services efficiently.

No internet, no growth The country’s development and global competitiveness have been stunted by the lack of always-available, high-speed and high-quality bandwidth that is needed by business, public institutions and citizens. Despite significant growth in the ICT sector over the last decade, the primary policy objective of affordable access for all to the full range of communications services has not been realised. This is stated in South Africa’s broadband policy, formally known as South Africa Connect, which was signed into practice in November 2013 under the Electronic Communications Act (No. 36 of 2005). According to the SA Connect policy, the slow deployment of fixed broadband services, and its relatively high costs, meant that, over the last five years, mobile broadband rapidly became the primary form of broadband access. Despite this take-off in mobile broadband, South Africa's broadband penetration remains poor compared to that of other lower-middle-income countries. “South Africa has lost its status as the 'continental

IMIESA June 2016

SMART CITIES

leader' in broadband and internet, and the last two decades have seen South Africa's steady decline on global ICT indices,” states the policy. There is increasing evidence of links between investment in electronic communications infrastructure and improvements in the economy. Studies support claims that increased broadband penetration correlates with increases in GDP, new jobs, broadening of educational opportunities, enhanced public service delivery and rural development. Government, therefore, hopes that the roll-out of broadband infrastructure in South Africa will help boost the economy. Mello elaborates: “It is widely documented that investments in infrastructure are important for economic growth, and influential political economists have incorporated infrastructure investments in theories of growth. In other words, broadband upgrade investments cause certain economic effects, especially when evolving from one technology group to another – for example, from dial-up to fibre. The same will apply to South Africa.” He explains that a large-scale infrastructure investment significantly increases the economic activity in the specific region, city or country as a result of increased employment and purchase of raw material. These are referred to as direct effects. In the long term, improved infrastructure, such as better roads, better flight connections, and higher broadband speed stimulates productivity, which is beneficial for the greater economy. This is referred to as an indirect effect, and the more structural changes that take place are referred to as induced effects. Direct effects of the investment will add to GDP as a result of increased employment and the purchase of raw material when installing the broadband infrastructure upgrade.

Mello believes broadband will also have significant social effects. This is because it will provide, among others, improved access to mobility for disadvantaged people, better accessibility to basic services, improved educational services, improved health conditions, and achievements in terms of safety in traffic and security in public spaces. However, the roll-out of broadband is not without its challenges. These challenges include inadequate infrastructure to build laboratories, lack of funding and a lack of coordination between all stakeholders, and duplication of infrastructure. The underutilisation of devices is also a problem that needs to be addressed. The DTPS is reportedly engaging with the relevant stakeholders to address these challenges.

SA Connect SA Connect promises to give expression to South Africa's vision in the National Development Plan (NDP) of “a seamless information infrastructure, by 2030, that will underpin a dynamic, connected, vibrant information society and a knowledge economy that is more inclusive, equitable and prosperous.” As envisaged in the NDP, at the core of this will be “a widespread communication system that will be universally accessible across the country at a cost and quality that meets the communication needs of citizens, business and the public sector and provides access to the creation and consumption of a wide range of converged applications and services required for effective economic and social participation.” To guide the implementation of the policy, the overall goal is to achieve a universal average download speed of 100 Mbps by 2030.

Where are we now? Government appears to be placing a heavy focus on the SA Connect strategy. During his State of the Nation Address, President Jacob Zuma announced government’s plans to fast-track the implementation of the first phase of broadband roll-out to connect more than 5 000 government facilities in eight district municipalities over a three-year period. Funding, to the tune of R740 million over a three-year period, has been allocated in this regard. In addition to this, a budget of R1.6 billion has been allocated to the SA Connect broadband programme over the medium-term expenditure framework period, as announced by Minister of Finance Pravin Gordhan during his 2016 budget speech. According to Mello, the Phase 1 implementation plan has been developed and the DTPS is currently finalising the procurement process for a service provider. Phase 1 focuses on providing connectivity to eight identified district municipalities, ranging from Dr Kenneth Kaunda in the North West to Vhembe in Limpopo. This will happen over a period of three years and will involve connecting 5 803 facilities. The focus will be on schools, health facilities and other government entities that are within the radius of those identified schools and health facilities. Phase 2 will focus on connecting 35 211 government facilities in the remaining 44 district municipalities. The second phase will also include building the ICT infrastructure. It has taken some time for concrete plans to be put in place after the SA Connects policy’s introduction in 2013. It is now a waiting game to determine whether government can actually meet its goal of rolling out nationwide broadband with universal average download speeds of 100 Mbps by 2030.

IMIESA June 2016

JOHANNESBURG BRANCH

697 4th Street Wynberg | Johannesburg

CAPE TOWN BRANCH

C I V I L

E N G I N E E R I N G

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Mainline Civil Engineering Contractors are at the cutting edge of tunnelling and pipeline rehabilitation, using the latest techniques and equipment to ensure minimal environmental impact and social disruption. With over 50 years combined experience nationally and internationally, our attitude is "nothing is impossible". Offering infrastructure technology to all service providers and utilities,coupled with state of the art equipment. Mainline Civil Engineering aims to give the best solution from our comprehensive Trenchless Technology experience and equipment which ensures a professional project delivery for all stakeholders. Mainline's main focus is to strive to be the leader in successful service provision excellence. Mainline operates throughout Southern Africa.

Pipe Jacking The use of hydraulic jacks to drive specially designed concrete pipes through the ground whilst allowing for simultaneous excavation.This method eliminates the need for conventional open trench technique.

Spiral Wound Pipe (SWP) Spiral Wound Pipe (SWP) comprises a method whereby a pipe or liner is formed in-situ by helically winding a PVC profile strip into a host pipe normally from an existing manhole.

Close Fit and PE Lining Systems (Subterra) Using Rolldown and Subline methods to install PE linings from fully structural to thin walled pipe liners. We also supply and apply Fastline Plus, aPE resin system approved for lining portable water pipelines.

Internal Joint Seal Systems (AMEX 10) Spiral Wound Pipe (SWP) comprises a method whereby a pipe or liner is formed in-situ by helically winding a PVC profile strip into a host pipe normally from an existing manhole.

SERVICES OFFERED Pipejacking SubTerra Lining Systems - Rolldown - Subline - Fastline Plus Krings Trench Control & Support Systems SWP Spirally Wound Pipe Lining Systems Amex 10 Internal Joint Seal System Pipecracking Sliplining CIPP Moling

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M A I N L I N E ' S C O M M I T M E N T T O S U S TA I N A B I L I T Y Mainline is committed to achieving sustainable business practices while at the same time providing our clients with sustainable,cost-effective solutions. Mainline's commitment to sustainable business practices is illustrated by the following: â&#x20AC;˘ We incorporate waste minimization and energy efficiency practices into our day-to-day operations. â&#x20AC;˘ We work closely with clients to provide them with solutions that incorporate sustainable design and principles into their deliverables. â&#x20AC;˘ We educate and encourage our employees to respect the environment and contribute to sustainability at work, at home and in the communities in which they live.

Trench Control & Support Systems (Krings) Mainline offers an extensive range of shoring application systems for hire I purchase across Southern Africa.We supply products from lightweight aluminium for shallow applications, to large scale, heavy duty shoring.

Pipe Bursting/ Cracking (SOmm - 1OOOmm) Pipe renewal with Pipecracking is fast and easy to connect using Quicklock rods. Working steps: pushing in the rods- the new pipe is attached and pulled in,the new pipe can be up to 2 nominal diameters larger than the defective pipe, up to 200 m in length,can also be used from within manholes

Cured in Place Pipe (CIPP) The process of inverting or pulling a lining tube through an existing host pipe,then curing using water,steam or light. The tube is held in place against the host pipe by internal pressure during the curing process,with the laterals robotically re-opened after the tube has cured.

Sliplining Sliplinling is the process of pulling in a smaller diameter pipe into the existing host pipe.This is done with a specialist winching system that can work from existing manholes. The annulus is usually grouted to complete the procedure.

HOPE Welding Mainline Civil Engineering can supply thermal plastic welding equipment which can handle pipe sizes ranging from SOmm to 900 mm diameters.

Moling Creating a hole in the ground,by means of soil displacement using pneumatic hammers.Usual application includes driveway crossings and house connections up to 20m. Launch is also possible from the basement. The pipe is pulled in at the same time.

PIPELINE REHABILITATION & TRENCHLESS TECHNOLOGY

Digging deep to speed up services The City of Cape Town (CCT) recently commenced with the second phase of the Cape Flats 3 Bulk Sewer upgrade, which featured the acquisition of a micro-tunnelling machine worth over R10.6 million. IMIESA sat down with Clyde Koen, senior professional officer: Water and Sanitation, CCT, to find out more. BY LIESL FRANKSON

ORK ON THIS phase of the project began in 2015 when the CCT appointed AECOM for the design, monitoring and contract administration of the project. CSV Construction was appointed as the contractor responsible for all on-site construction. The Cape Flats 3 Bulk Sewer (CF3) is a critical component of the city’s sewer network and serves a population of approximately 350 000 residents in the Bonteheuwel, Heideveld, Manenberg, Gugulethu and Nyanga areas. This project forms part of the CCT’s Sanitation Master Plan, which comprises infrastructure

enhancement of the sewer reticulation system to be completed by the end of 2017, at a total cost of approximately R280 million. The CF3 upgrade is currently in the construction stage, with 35% of the contract duration lapsed, says Koen.

Taking the trenchless approach “The second phase of the CF3 is being constructed below ground, with the greater part thereof being situated in close proximity to or within existing roadways. For this reason, technologies that do not require trench digging are being used to limit the inherent disturbance caused by construction work,” Koen notes.

The scope of works for the trenchless portion of this project consists of 1 120 m of microtunnelling, using the Herrenknecht AVN 800 system. This equipment will cut a microtunnel accommodating the concrete-reinforced, ductile-iron sewer pipes and simultaneously install the pipeline on the same alignment as designed for the main contract. The tunnelling will be performed in sections of up to 150 m length. “The designed vertical alignment of the sewer pipeline installed through microtunnelling allows the new sewer pipeline to be placed between and underneath the existing surrounding services. Therefore, the existing

IMIESA June 2016

World-class trenchless solutions

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BEFORE CIPP

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AFTER CIPP

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PIPELINE REHABILITATION & TRENCHLESS TECHNOLOGY

OPPOSITE PAGE FROM LEFT TO RIGHT The scope of works for the trenchless portion of this project consists of 1 120 m of microtunnelling, using the Herrenknecht AVN 800 The City of Cape Town recently unveiled its new microtunnelling machine, which is set to speed up the digging of underground tunnels to lay sewer pipes The machine is controlled with a laser navigation system that allows for precise positioning

services will remain untouched. The proposed AVN method cuts the tunnel and the pipeline is simultaneously jacked into position,” he explains. The starting and ending of a section will be conducted from jacking and receiving manholes. From one jacking manhole, two tunnel sections will be constructed – one descending and one ascending. “The general sequence will be a jacking manhole followed by a receiving manhole and then again a jacking manhole, and so on,” Koen points out.

Microtunnelling made easy Due to factors such as soil conditions, high groundwater level, depth of the pipeline excavation and the extent of the built-up area, Herrenknecht suggested the implementation of the well-proven microtunnelling method. Through the contract, the AVN 800 XC Herrenknecht microtunnelling machine was acquired from Germany. The tunnelling machine, which comes with technology that enables safe, fast and efficient tunnelling in even the most difficult pipe jacking projects, will facilitate all trenchless work on-site, including the placement of pipes. Similar machines have been used in more than 1 000 projects around the world. It is controlled with a laser navigation system that allows for precise positioning, has a built-in crusher that can reduce boulders to smaller pieces, and offers extra safety in less stable geological conditions, which is useful for tunnelling operations in the sandy Cape Flats soil.

The route determination of the new sewer pipeline was considered based on various factors, including available space, traffic accommodation and other services. “The decision to go with microtunnelling gave us various options that are alternatives to our conventional, open-trench methods,” says Koen. Some of these alternatives include the following: • no box-cut excavation required, including haulage and backfilling • no dewatering required for the new pipeline sections • crossing services will not have to be opened and supported – they will remain untouched at their present position • drastically reduced delays due to inclement weather conditions, as the pipeline will be constructed below ground level from manhole to manhole • no dewatering for the open trench required • reduced scope of temporary works (dealing with traffic, existing services) • drastic reduction of site clearance, especially tree cutting. IMIESA June 2016

PIPELINE REHABILITATION & TRENCHLESS TECHNOLOGY

Looking at what’s

down there

mandatory, which includes No Drop as part of the Blue Drop Assessments. Falsification of data is an offence under the Act.” At the same time, it can be said that effective management of municipal assets is recognised as a means of ensuring service delivery while minimising costs.

Inspection revolution

MPROVING SERVICE delivery is now so important to the Department of Water and Sanitation (DWS) that it changed legislation to support its objectives. Zanele BilaMupariwa, director: Water Services Regulation, DWS, says, “In terms of Section 82 of the Water Services Act (No. 108 of 1997), participation in Blue and Green Drop Audits/Assessments is

This means inspecting, among others, sewer pipelines. It is now possible, without the need to plug and over-pump the flow, to do inspections by using a revolutionary 360-degree multisensor inspection system – the highdefinition MD profiler. This system comprises an HD CCTV camera, sonar and laser mounted on a flotation device and powered by on-board, pressure-sealed battery packs and industrial storage device to capture all related data. The HD CCTV camera is used to capture digital video above the water

line and the sonar technology takes electronic measurements below water level, while the laser takes electronic measurements above the water level. More importantly, both laser and sonar are captured at the same time, along the same plane. This allows for continuous electronic measurement above and below the water level. These measurements are then used to quantify corrosion, erosion, debris volume, pipe size, water level, deformation, lateral protrusions and any other structural anomalies to millimetre accuracy. Able to assess the condition of water-filled pipes, this technology is used to inspect outfall and collector sewers, siphon pipelines, surcharged pipelines, boreholes, water-filled cavity profiling and open-channel culvert profiling. It also removes subjective reporting by providing data that is factual and accurately measured. Inspections of pipes with diameters ranging from 400 mm up to 3.0 m can be carried out with very long set-up lengths of up to 3 000 m from a single access point, using the virtual pan, tilt and zoom functions of its HD CCTV video.

IMIESA June 2016

Tel: (+27) 86 117 4448 | Fax: (+27) 12 661 4648 | www.wasteman.co.za 57 Adriana Crescent, Gateway Industrial Park, Rooihuiskraal

PUBLIC LIGHTING

SOLAR

A viable alternative for street lighting?

With the hype around sustainable energy and the decreasing component price of solar lights, the use of solar power is on the rise. DANIELLE PETTERSON explores the use of solar lights for street and public lighting in South Africa, wherever there is potential.

WENTY YEARS AGO, the price of solar lighting was too high to make it a viable option for public lighting. But now, with decreasing prices, new technology, and the rising cost of electricity, the use of solar lighting for illuminating streets and public spaces is a more realistic option. But the question remains as to whether it is the best option. South Africa is decades behind some developed countries in terms of energy production and consumption, says Sibusiso Skosana, marketing manager, BEKA Schréder, a leading lighting manufacturer. In fact, the whole of Africa consumes less than 8% of the world’s energy – the equivalent of some countries, like Argentina. “It will take 30 or 40 years for us to get to a point where we have enough power compared to our counterparts like China and Europe. But we have plenty of sun, and that

makes solar energy attractive, not only for street lights but also for lighting in general,” says Skosana. However, the upfront costs of solar lights are much higher than that of conventional lights, with a payback time of roughly 30 years. While the subsidies on renewable energy offered by government do make it feasible in some instances, this is generally limited to specific applications.

Off-the-grid alternative On the whole, South Africa has fairly good power infrastructure, particularly in residential and built-up areas, says Daniel Kasper, product development manager, BEKA Schréder. However, outlying areas, particularly rural areas, often have little or no electricity infrastructure. Solar lights are the ideal alternative for areas without existing electrical

Solar-powered street lights provide lighting for the Baragwanath taxi rank in Soweto

infrastructure, such as rural areas and informal settlements. Government is beginning to install stand-alone solar-powered streetlights in these areas because informal settlements have not been planned to accommodate electrical and other infrastructure. Installing an electrical grid in such an area is not only costly but would likely require houses and other structures to be moved. Individual stand-alone solar-lighting systems can be placed anywhere light is needed, making installation far easier. In addition to this, electric lighting without an electricity bill is hugely beneficial to poorer areas. This, coupled with the imperviousness to power outages and load– shedding, which has been hugely problematic in this countr y in the recent past,

IMIESA June 2016

PUBLIC LIGHTING

Solar lights are the ideal alternative for areas without existing electrical infrastructure

LEADERS IN LIGHTING MAST TECHNOLOGY

Street light poles Midbow lighting masts Abamax hydraulically liftable masts Standard high masts Stadium masts

makes it increasingly attractive, par ticularly when light is needed to increase public safety. While installing solar street lighting in areas with existing infrastructure is far more costly than simply installing conventional lighting, this is often not the case in places without that infrastructure. According to Kasper, the cost per kilometre may very well work out cheaper with the installation of solar lights. BEKA Schréder has successfully installed solar-powered streetlights in several rural and off-the-grid locations. One of the biggest projects was in the installation of LEDlume-midi 24LED/41W luminaires in communities in the Muyexe, Dingamanzi and Gonono townships in the Greater Giyani Municipality in Limpopo. These areas had been struggling for years without basic services such as water, electricity, or proper roads before the Department of Rural Development and Land Reform undertook to increase basic service delivery for these areas. This included providing street lighting to improve safety and security in the area. Since these townships are not connected to the electricity grid, the only possibility was to install solar-powered street lights. In order to empower the community, members of the Muyexe, Dingamanzi and Gonono communities were trained by BEKA Schréder to install and maintain the solar units. They were issued with certificates by BEKA Schréder upon completion of the training. In order to promote job creation in the area, the communities provided the physical labour. In another project, the company installed solar-powered street lights in Soweto, Gauteng, to provide lighting for the surrounding areas of the Baragwanath taxi rank, which is the biggest and busiest bus and taxi rank in Soweto. Solar-powered LED luminaires were installed to overcome one of the main challenges of the Bara Public & Environment Upgrade Project in Soweto, which was getting power to the site.

The technology

Specialists in the design, supply and installation of lighting support structures

Street light poles Midbow lighting masts Standard high masts Stadium masts Hydromax hydraulically liftable masts Full mast kits, “ready to erect” including mast, electricals, lights and pre-cast foundations can be supplied

Tel: 0861 STRUCT (787828) Fax: 016 362 3608 Email: masts@structa.co.za Meyerton, Gauteng

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STRUCTA TECHNOLOGY is part of the STRUCTA GROUP of Companies

Structa Technology is a Level 3 BBBEE Contributor

When it comes to solar lighting, it is important to manage unrealistic performance expectations, stresses Kasper. While there are areas and situations where solar lighting is a good alternative to conventional lighting, it is not always viable to replace existing lights with solar. “There are many substandard products on the market that make you believe it is easy to replace lights with solar lights. But these lights do not meet the necessary standards and often don’t even provide enough power to last the whole night,” says Kasper, who believes that there is a lack of knowledge surrounding solar lighting and its uses. “When it comes to replacing existing lights, they need to be replaced with equivalently performing solar lights, and this is not always cost effective.” For example, a 1 m2 solar panel can power a 20 W light in Johannesburg. Powering a 200 W to 300 W light would require a far larger solar panel, which may not be viable.

IMIESA June 2016

PUBLIC LIGHTING

BEKA Schréder offers individual stand-alone lights, similar to others on the market, which can be used for street and public lighting. Each individual solar-powered light contains a solar panel, an LED light and a battery mounted on a pole. The solar module has been engineered for all geographical locations in Africa. It is designed to operate reliably at a high light output over a 12- to 14-hour period. It has sufficient autonomy to cater for up to two continuous overcast or rainy days, to continue its reliable night operation. The solar modules are manufactured in South Africa, and take Africa’s environments and conditions into account. This is evident in the luminaire’s design. A unique thermal sensor technique monitors the temperature of the LEDs on the printed circuit boards. Once a critical temperature is reached, which could harm the lifetime of the LEDs, the current is reduced to ensure safe operating temperatures of the LEDs. This safeguards the LEDs and ensures that the long lifetime of up to 100 000 hours is achieved. The introduction of LEDs has made solar lighting significantly more economical. LEDs have several advantages over incandescent light sources, including lower energy consumption, longer lifetime, improved physical robustness and smaller size. W h i l e advances in technology have gone a long way in improving solar technology, there is still a lot more room for development, says Kasper. Currently, the biggest challenge in terms of technology is the battery, which is the component that makes the system expensive. Most commonly, lead acid batteries are used – the same type of batteries used in most motor vehicles. In addition to being costly, these also need replacing over time. This could be anywhere between a few months to 10 years, depending on the quality of the battery, but, as the quality increases, so does the price.

The new lithium-ion batteries commonly used in electric vehicles have great potential. These batteries will offer a longer lifespan and greater temperature resistance, and they also have a higher power density. This means the batteries are much smaller and can be more easily integrated into the system. Importantly, they are not as prone to theft because they cannot be reused for other purposes. Kasper believes that, as the electric car industry grows, the solar industry will align with the use of these batteries.

Combatting criminals Over and above the technological challenges, one of the biggest challenges surrounding single-unit solar-powered lights is theft, particularly because many of the areas suited to the use of these lights are not protected. This needs to be taken into account before installing solar lights because lights are often stolen within days or weeks of installation, leaving communities back at square one. Kasper believes there are three ways to combat theft. The first is to create solar islands that can be fenced in because fencing in individual street lights is simply not viable. The second is to only use individual solarpowered lights in secure areas where some type of protection is available, such as at weigh bridges or on private property. The last option is to get communities involved in protecting them against thieves.

When it comes to solar lighting, it is important to manage unrealistic performance expectations

future of solar lighting does not lie in these individual solar-powered lights, but rather in what he terms solar islands. This would be a small solar farm that generates electricity and feeds it through to light points via existing or new electrical infrastructure. Not only is this more economically viable, but a solar farm can generate renewable energy for purposes other than only lighting simply by feeding energy into the grid. However, this would be more suitable for larger-scale projects such as powering the lights on a main road. These islands are also easier to protect from theft than individual units because the solar panels are grouped in one place and can be fenced in. Kasper believes that, while individual solar street lights have their place, there are only pockets of opportunity for their use due to the costs and challenges associated with them. Their installation, he believes, will continue to be project-based, with the potential ranging from a few hundred to a few thousand projects. While there will likely be an increase in the use of solar lights for public and street lighting, that increase will not be exponential. To put it in perspective, BEKA Schréder sold roughly 2 000 stand-alone solar street lights last year – a small number compared to the more than 100 000 grid-powered streetlights sold by BEKA Schréder in South Africa annually. However, Kasper argues that solar farms may provide more opportunities. That being said, sustainability is still a big buzz word and government continues to focus on sustainable energy production through its Independent Power Producer Procurement Programme. Countries worldwide are moving to more sustainable and non-destructive methods of power generation and are imposing carbon taxes. Still, questions will undoubtedly have to be asked about the sustainability of South Africa’s current power sources.

Solar islands of the future Individual solar systems are very limited. Kasper believes that the

The Department of Rural Development and Land Reform commissioned the installation of solar street lights in the Greater Giyani Municipality IMIESA June 2016

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PUBLIC LIGHTING

Solar to power Africa Sustainable energy is one of the fastest growing industries in Africa. It is predicted that growing industries like the green sector will present the most lucrative oppor tunities for entrepreneurs in 2016 and beyond.

URRENTLY, OVER 670 million people in Africa are still without any form of electricity. Sub-Saharan Africa is the world’s most attractive subcontinent for solar power, and the US and many European countries are donating billions of dollars to this industry in order to electrify Africa. Green Africa Renewable Energy specialises in external solar lighting and small wind generators, and offers a solar solution to Southern Africa: all-in-one and semiall-in-one solar street and public area lights. According to SEAD statistics (Super-efficient Equipment and Appliance Deployment Initiative), current conventional street lights (MV or HPS) are the largest source of energy consumption under a municipality’s direct control, accounting for up to 40% of electricity consumed by municipalities. According to Hercules Weyers, technical director, Green Africa RE, solar lights have several benefits. Not only do they save on electricity and have no carbon footprint, but they save on installation costs. There is no digging of trenches, no installation of cables and expensive switch gear, and no operating costs. These lights can be used by the public and private sector in a variety of applications, including along urban and rural roads and highways, in public areas, parking areas, schools, parks, and residential and commercial estates.

Sole distributor Green Africa RE was recently appointed as the sole distributor for revolutionary all-in-one solar LED street and public area lights in sub-Saharan Africa. The company distributes a wide range suitable for commercial, government and domestic applications, and guarantees measurable results and a positive impact on energy usage and carbon footprint. Green Africa’s manufacturer was founded in 2010 and focuses on R&D, production and sales of high-tech electronic components. The main products include allin-one integrated solar street and public area lights, and all-in-one integrated solar garden lights, which have all been granted numerous patents.

The factory conforms to IS0 9001:2000, SGS IS0 14001 environmental certification and OHSAS 18001 health system certification. All products have passed CE, FCC, ROHS and IP65 certification. Part of the product range also achieved UL and TUV quality certification. Solar panels are manufactured from Bosch monocrystalline high-performance solar cells and the LED chips are sourced from Bridgelux in the USA. The LED chips are rated as the highest-efficiency LED range 45 mil by 45 mil blue die chips with an efficiency of 100 to 120 lumens output per watt of power consumption. These products have already made their mark on Africa. Direct sales by the manufacturer into the African region for 2015, before the conclusion of the sole distributor agreement with Green Africa, was approximately US$1 750 000. This was achieved without any marketing or sales strategy in the region, explains Weyers. The sales by country were as follows: South Africa and Nigeria are leading the way, each accounting for 15% of sales. Other countries include Ghana (10%), Mauritius (5%), Rwanda (5%), Uganda (10%), Zambia (10%), and other sub-Saharan African countries (30%).

Dealer network Green Africa markets and installs its products through a dealer network in the sub-Saharan African region. “We do not compete with our dealer network but will assist them and enter into joint ventures where needed to secure tenders and create new opportunities. Many opportunities exist for partners at different levels to become active in the renewable energy market, by enrolling as dealers,” explains Weyers. The company places a focus on job creation, especially in the unskilled, underprivileged sector and tries to make a positive impact on improving lives. Green Africa places an even greater emphasis on preserving the planet, through reducing carbon emissions, for future generations. “We har vest free energy from the Sun and the wind, and are passionate about it,” concludes Weyers.

IMIESA IMIESAJune May 2016

Join us in

EAST LONDON for the th

Conference

26-28 OCTOBER 2016

Tel: 031 266 3263 or e-mail: conference@imesa.org.za

www.imesa.org.za

CEMENT & CONCRETE

Hot weather concreting

OT WEATHER IS any combination of high ambient temperature, low relative humidity, wind speed, solar radiation and, more critically, high concrete temperature. It should also be noted that the effects of high temperature, solar radiation and low relative humidity may be more pronounced with increases in wind velocity (see Figure 1), which can lead to rapid moisture evaporation. This is the primary cause of plastic shrinkage cracks in concrete. Table 1 illustrates the average summer temperatures of selected cities in South Africa. The word “average” needs to be kept in mind as, 50% of the time, temperatures do exceed the average. Then there is climate change. The average of 21 model simulations, when comparing the period 1980–1999 with the period 2080–2099, was that annual temperature will increase by 3.4°C. Already, in 2016, we are experiencing a 0.5°C increase in temperature

Hot weather, temperatures in excess of 29°C, can lead to a number of problems in mixing, placing and curing concrete. High temperatures, humidity and wind speed can all have an adverse effect on concrete's properties and service life.

over and above the temperatures in Table 1. It should be remembered that problems associated with hot weather concreting can occur at any time – e.g. temperatures soar due to heat waves, especially during spring and summer. This could occur during autumn and even winter, especially in South Africa.

Potential problems Problems associated with freshly mixed concrete placed during hot weather conditions include increased: • water demand (see Figure 2) • rate of slump loss and tendency for retempering • rate of setting (see Table 2) • difficulty in handling, placing, consolidating and finishing • occurrence of plastic shrinkage cracking

BY TONY STONE

• amount of air-entraining admixture to entrain air • need for early curing • risk of cold joints. In hardened concrete, hot weather can increase drying shrinkage and differential thermal cracking, and permeability. It

Each SKA telescope foundation consists of 78 m3 of concrete and nine tonnes of steel (Photo: Brink & Heath Civils)

IMIESA June 2016

CEMENT & CONCRETE

TABLE 1 Average summer temperatures in South Africa (°C)

City Bloemfontein Cape Town Durban East London George Johannesburg Kimberley Mthatha Musina Nelspruit Pietermaritzburg Polokwane Port Elizabeth Pretoria Richards Bay Skukuza Thohoyandou Upington

Min 15 16 21 18 15 15 18 16 21 19 18 17 18 18 21 21 20 20

Source: SA Weather Bureau

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Summer Max 31 26 28 26 25 26 33 27 34 29 28 28 25 29 29 33 31 36

also decreases compressive and flexural strengths, durability, watertightness and the uniformity of surface appearance.

Concrete temperature control Concrete temperature at the time of mixing is influenced by temperature, specific heat and quantity of its ingredients. The approximate temperature of freshly mixed concrete can be calculated from the following equation:

where: • T = final temperature of the concrete mixture • Tc, Ts, Ta and Tw = temperature of cement, fine aggregate, coarse aggregate and water, respectively • Mc, Ms, Ma, Mw, Mws and Mwa = mass of cement, saturated surface dry fine aggregate, saturated surface-dry coarse aggregate, mixing water, free water on fine aggregate and free water on coarse aggregate, respectively.

The temperature of concrete can be reduced by 0.5°C by reducing: • cement temperature by 4°C • water temperature by 2°C (see Figure 3) • aggregate temperature by 1°C. Of all concrete-making materials, water is the easiest to cool, and using ice as part of the mixing water will help reduce the concrete temperature. The amount of ice used must be included as part of the mix water and should not be more than approximately 75% of the amount of water required to meet the specified water-cementitious materials ratio. The ACI standards have additional guidelines for the use of ice in concrete. As coarse aggregate is the ingredient with the greatest mass in concrete, changes in its temperature have a considerable effect on concrete temperature. The following measures will further help to control concrete temperature at the time of batching or during the hydration process: • sprinkling and spraying of aggregates with water • shaded storage of aggregates • use of liquid nitrogen

CEMENT & CONCRETE

FIGURE 1 Effect of concrete and air temperatures, relative humidity and wind speed on the rate of surface moisture evaporation from concrete (Source: ACI 305.1 specification for hot weather concreting) Note: If the rate of evaporation approaches 1 kg/m2/h, precautions against plastic shrinkage cracking are necessary

• use of fly ash/slag cement • use of chemical admixtures (e.g. accelerators, water-reducers, retarders). The use of slower-setting cements may improve the handling characteristics of concrete in hot weather. A 5°C to 8°C temperature rise per 45 kg of cement occurs from cement hydration. The temperature increase from cement hydration is directly proportional to its cement content. Fly ash, other pozzolans and slag cement are used as partial replacements for Portland cement and impart a slower rate of setting and strength development to concrete, both of which are desirable in hot weather concreting. The requirements to achieve good results in hot weather concrete placing and curing are not different from those for other seasons. Concrete should be placed where it will remain and in shallow layers to allow adequate vibration. It shall be protected using sunscreens, shades and wind breaks and protected from moisture loss. Adequate curing measures shall be undertaken.

One of the huge radio telescopes that will form the Square Kilometre Array

high-range water-reducing; and Type G, high-range water-reducing and retarding, are beneficial for concrete placed during hot weather. Benefits obtained from these admixtures include: • reduced water demand – minimum 5% • improved workability during placing • slower rate of setting • lower rate of heat evolution • increased compressive strength • reduced friction among aggregates.

Chemical admixtures

Miscellaneous products

Chemical admixtures conforming to ASTM C 494/C 494M Type B, retarding; Type D, water-reducing and retarding; Type F,

Microsynthetic fibres reduce the formation of plastic shrinkage cracks. The use of an evaporation reducer, which is neither a finishing

FIGURE 2 Effect of concrete mix temperature on water requirement (Source: PCA, design and control of concrete mixtures) Note: Concrete can be produced in hot weather without maximum limits on placing temperature and will perform satisfactorily if proper precautions are observed in proportioning, production, delivery, placing and curing. As part of these precautions, an effort should be made to keep concrete temperature as low as is practical

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CEMENT & CONCRETE

SOUTH AFRICAN STANDARDS FOR ADMIXTURES SANS 50934-1:2011/EN 934-1:2008 Admixtures of concrete, mortar and grout part 1: Common requirements. Specifies the common requirements for all admixtures covered by EN 934-2, EN 934-3, EN 934-4 and EN 934-5, which contain the specific requirements for each type of admixture. SANS 50934-2:2011/EN 934-2:2009 Admixtures for concrete, mortar and grout part 2: Concrete admixtures – definitions, requirements, conformity, marking and labelling. Covers admixtures for plain, reinforced and prestressed concrete used in site-mixed, ready-mixed concrete and precast concrete. SANS 50934-3:2012/EN 934-3:2009 Admixtures for concrete, mortar and grout part 3: Admixtures for masonry mortar – definitions, requirements, conformity and marking and labelling. Defines and specifies the requirements and conformity criteria for admixtures for use in cement-based masonry mortar. Covers two types of admixtures, long-term retarding and air entraining/plasticising that are used in ready-mixed and site-made masonry mortars. SANS 50934-4:2012/EN 934-4:2009 Admixtures for concrete, mortar and grout part 4: Admixtures for grout for prestressing tendons – definitions, requirements, conformity, marking and labelling. Defines and specifies requirements and conformity criteria for admixtures for use in grouts for prestressing tendons according to EN 447. Covers admixtures for use in site-mixed grout only. SANS 50934-5:2012/EN 934-5:2007 Admixtures for concrete, mortar and grout part 5: Admixtures for sprayed concrete – definitions, requirements, conformity, marking and labelling. Defines and specifies requirements and conformity for admixtures specifically intended for use in sprayed concrete. SANS 50934-6:2011/EN 934-6:2001 Admixtures for concrete, mortar and grout part 6: Sampling, conformity control and evaluation of conformity. Specifies procedures for sampling, conformity control and evaluation of conformity, for admixtures according to the series EN 934.

TABLE 2 Setting time of concrete at various temperatures

38°C 32°C 27°C

Approximate setting time 1.7 hours 2.7 hours 4.0 hours

21°C 16°C 10°C 4°C 4°C

6.0 hours 8.0 hours 11.0 hours 14.0 hours 14.0 hours

Temperature

aid, nor a curing compound for concrete, will enhance the quality of the concrete. This monomolecular film reduces sur face moisture evaporation and crusting, plastic shrinkage cracks.

Curing Curing is the maintenance of satisfactory moisture content and temperature in

FIGURE 4 Effect of curing on compressive strength of concrete (Source: ACI 306R Guide to Cold Weather Concreting)

cause plastic shrinkage cracking and impair strength development and durability. Methods of curing include: 1. Moist curing (ponding, continuous sprinkling and fogging) 2. Wet coverings (wet burlap, etc.) 3. Imper vious paper and plastic sheets 4. Membrane-forming curing compounds.

Solutions Strength, durability and other desired properties of concrete can be obtained in hot weather through the use of the following techniques: • use of cool concrete ingredients • a voiding prolonged mixing of concrete materials • protection of materials and equipment from hot weather • good scheduling (plan hot weather placements).

Summary

FIGURE 3 Effect of cooled mixing water on concrete temperature (Source: ACI 305R, Guide to Hot Weather Concreting)

concrete during its early stages so that desired properties may develop. The minimum recommended curing period is seven days (see Figure 4). Inadequate curing can

Hot weather difficulties are mainly caused by high concrete temperatures and rapid evaporation of water from concrete. These conditions adversely affect the quality of concrete since the rate of setting is accelerated, strength is reduced and cracks may occur in either the plastic or hardened state. Curing is more critical and air entrainment is more difficult to attain in hot weather. Field strength specimens are affected in the same manner as the concrete in place. If all precautions and recommended ACI 305R guidelines are followed, successful hot weather concreting can be achieved. BASF has the products and technical expertise to assist the entire construction team (owners, specifiers, contractors, and readymixed concrete producers) in the design, production, delivery, placement and curing of quality concrete in hot weather.

IMIESA June 2016

CEMENT & CONCRETE

This year, the CMA Awards judges rewarded bold advances and outstanding work quality in precast concrete applications.

HE RESULTS OF the CMA Awards for Excellence competition, announced at a gala dinner function in Johannesburg on 23 April, suggest that advances in precast concrete technology were significant influencers in this year’s judging process. The judges had no hesitation in awarding the Aesthetics Commercial Trophy to the concrete cladding of No. 1 Silo at Cape Town’s V&A Waterfront. Besides its striking visual appeal, which showcases the beauty of precast concrete construction at its best, the project also involved high levels of skilled precast concrete engineering. Similarly, the judges were unequivocal in nominating the Gouda Wind Farm concrete tower project for the Technical Excellence Trophy, which reflects substantial levels of technical engineering input. It is a project with a pronounced innovative bias, being the first time that a South African wind farm used precast concrete segments in the construction of its towers, which were 100 m high in this instance. Not surprisingly, the project was also

IMIESA June 2016

entered into the Innovation category, where it prevailed as a commendation winner. Entries closed on 16 October 2015 and the judging took place on 23 November at the Johannesburg offices of PPC Cement, the

main sponsor of this year’s event. The five judges, all leading professionals in the field of construction, comprised: • Antoinette de Beer, landscape architect and director, Arla Consulting

Representatives from Smartstone, Bosun, Concrete Units, Shukuma Bricks (left to right)

CEMENT & CONCRETE

• Hugh Fraser, architect and media manager, Paragon Architects • Malcolm Pautz, civil engineer and president, South African Institution of Civil Engineering • Abe Thela, civil engineer and director, Nyeleti Consulting • Bert van der Heever, quantity surveyor and managing director, Bert van der Heever Bourekenaars Ingelyf.

Growing interest Interest in this year’s competition was far greater than in 2012, when the CMA was celebrating its 40th anniversary. This was borne out by the number of entries, which spiked from 77 in 2012 to 117 in 2016. As anticipated, Aesthetics Commercial was the dominant category, attracting an impressive 47 projects. Submission numbers in the other categories were as follows: Aesthetics Residential, 12; Community Upliftment, 9; Technical Excellence, 26; Innovation, 15; and Precast for Life, 8. Some projects were entered in two or more categories – the Gouda Wind Farm being one example. Frans Minnaar, executive director, CMA, said that although this year’s entry crop was generally of a very high standard, the judges felt that none of the entries in the Aesthetic Residential category stood out sufficiently to merit a trophy award; a single commendation winner was all it could muster. “The CMA has always advocated the maintenance of high standards in the manufacture and application of precast concrete products, and this year’s Awards for Excellence competition reflects this trend. Although we would have been happier had all six trophies been awarded, the absence of a trophy winner in the Aesthetics Residential category does have a positive spin-off in that it emphasises that CMA awards are only made when they are truly merited. As always, the judges were briefed to apply strict appraisal criteria and to not allocate awards where the felt they were not fully justified.

“However, I am pleased to note the many other projects, especially those in the Aesthetics Commercial, Technical Excellence and Innovation categories, were certainly good enough to have taken an award, but did not do so due to the stiff competition.

Trophy winners This year’s five trophy winners were as follows: • Aesthetics Commercial trophy – Concrete Units for casting the precast concrete panelling for No. 1 Silo at Cape Town’s V&A Waterfront. • Precast for Life trophy – SmartStone for supplying Fan Cobble paving blocks for the Waterfront at Knysna Quays project in Knysna. • Innovation trophy – Bosun for introducing the Castle Bottom Kerb. • Technical Excellence trophy – Concrete Units for manufacturing 782 precast concrete wind tower segments for the Gouda Wind Farm project in the Western Cape • Community Upliftment trophy – Shukuma Bricks for providing concrete pavers for the paving of gravel roads in Walmer Township, Port Elizabeth. Apart from the Aesthetic Residential category, all other categories posted two commendation winners each. The Aesthetic Commercial commendation winners were: SmartStone Midrand for supplying pavers and coping for the Thaba Moshate Hotel Casino and Convention Resort in Limpopo, and Bosun for providing dry-cast paving blocks for the courtyard of BMW’s head office refurbishment project in Midrand. C.E.L. Paving Products and Hydraform each won a Community Upliftment commendation.

The 2016 CMA Awards ceremony was held at Summer Place in Sandton

C.E.L. produced 6 400 m² of paving for surfacing gravel roads in Kassiesbaai/Arniston in the Western Cape, and Hydraform supplied concrete-block-making machines for the Radway Green Housing project in the same province. The two Technical Excellence commendation winners were Concrete Units and Aveng Infraset. Concrete Units won the award for manufacturing precast concrete rock print panels for the Mouille Point seawall project in Cape Town and Aveng Infraset for providing non-standard portal culverts for the Tweefontein Optimisation project in Mpumalanga. Concrete Units’ precast concrete expertise was rewarded a fourth time. An Innovation commendation was awarded for the Gouda Wind Farm towers, for which it also won the Technical Excellence trophy. The other Innovation commendation award was won by Rocla, for casting 128 precast concrete cabins for housing photovoltaic equipment in the Free State and Northern Cape.

IMIESA June 2016

EAPIC East African Power Industry Conven on

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PROJECT MANAGEMENT

The work plan

As the older engineers say, “Plan your project, and then work the plan.” Keeping a project on schedule and within budget means the project manager has to be on top of everything. Without a plan, this will be nearly impossible. BY JOHN VAN RIJN, INDEVELOPMENT

FTER THE PROJECT is structured in phases, the project manager has to develop a work plan for it. For the first coming phase, this work plan has to be very detailed. Later phases require fewer details. A work plan shows all tasks that have to be carried out to produce all necessary outputs/services. It describes who is involved in these activities and when each activity takes place. A good work plan also presents the relationships between the different tasks (successors and predecessors). Typical ways of presenting work plans are network plans and Gant charts. Network plans can be presented in two ways: 1. Activity on the arrow (critical path method) 2. Activity in the node (PERT chart). Figures 1, 2 and 3 respectively present the legend for the activity on the arrow chart, an example of a PERT chart and an example of a Gant chart.

First draft Preparing work plans is an iterative process. It is almost impossible to provide immediately accurate answers on every question, like, for example, when key resources are needed, are available, how much time an activity will need. The planner will usually start with rough estimates to prepare a first version and modify this when more accurate information becomes available. Planners will have to make notes on their assumptions, which influence the plan. Important considerations during the planning exercise are: • Relationships with other projects/departments: If the project depends on the work of others, do the others understand the project’s dependency and agree to the hand-off dates? • Resources availability and usage (including people, materials, and equipment): Who manages the resources?

ABOVE Umgeni Road interchange upgrade project, Durban

• Activity durations: What is the base of activity duration estimates? • Project costs: What is the base of the project/activity costs? Who approves the budget? • Available time: Is the deadline for the task fixed or flexible? • Deliverables.

Schedule a project Projects are scheduled from the start date, when the project finish date is not yet determined. This is usually the situation for most infrastructure projects. However, some infrastructure projects, like school buildings, have to be completed before a certain deadline and

IMIESA June 2016

PROJECT MANAGEMENT

TABLE 1 The four kinds of activity dependency

Act. dependency Finish-to-start (FS) Start-to-start (SS) Finish-to-finish (FF) Start-to-finish (SF)

Description Activity (B) cannot start until activity (A) finishes Activity (B) cannot start until activity (A) starts Activity (B) cannot finish until activity (A) finishes Activity (B) cannot finish until activity (A) starts

are, therefore, scheduled from the finish date. Scheduling from the finish date means that the project will be scheduled backwards from a particular date, with each activity finishing as late as possible while still making the end date.

FIGURE 1 Arrow chart

Activity duration and dependencies The project manager determines which activities are necessary, and makes an estimate about the duration of these activities, the amount of resources needed and the relationship between these activities. The number of labourers and type of equipment often determine the duration of an activity. However, the duration of some activities also depends on other factors, e.g. curing of concrete or ordering of materials. These activities have so-called lead times.

FIGURE 2 PERT chart

Activity dependencies The nature of the relationship between two linked activities defines a dependency between their finish and start dates. For example, the “preparation of contract document” activity must finish before the start of the “signing contract” activity. There are four kinds of activity dependencies, shown in Table 1.

Sequence of activities Sometimes, a succeeding activity cannot immediately start after the completion of the preceding activity, e.g. casting of concrete and removing of formwork. The minimum time between the finish date of the preceding and the earliest possible start date of succeeding activity is called lag time. In the next issue, we will look at planning for and procuring resources.

IMIESA June 2016

FIGURE 2 Gant chart

TECHNICAL PAPER

Garbage to energy Turning carbonaceous solid waste into energy may seem like an idea out of science fiction, but it isn’t. It’s a very real and very possible solution for municipalities faced with landfill site problems, and can be profitable to boot. BY TONY STONE

N JUNE 2014, eNCA reported South Africa’s landfills were rapidly running out of space and the only solution was recycling. They were quite right. With over 108 million tonnes of waste generated by South Africans each year, or between 500 g and 600 g per person per day, on average, the only way to reduce the amount of waste sent to landfill is to reuse or recycle some of the waste generated. Of this solid waste, approximately 60% is carbonaceous material, and just what the doctor ordered. This material can be transformed into electricity, low-sulfur diesel, slag and industrial wax. But, where does it all begin? There are two components to this solution. The first was the invention of the process to turn gas into liquids. This was achieved by two German scientists, Franz Fischer and Hans Tropsch, in 1925. The Fischer-Tropsch process conver ts synthetic gas (syngas), a mixture

of hydrogen and carbon monoxide, into hydrocarbons (liquid fuels). The second came thir ty or so years later, during the 1950s, when NASA developed a plasma arc torch to test a heat shield’s ability to withstand spacecraft re-entr y into Ear th’s atmosphere. The plasma arc torch is a man-made continuous bolt of lightning with temperatures exceeding 7 000°C. Hotter than the sur face

of the Sun, plasma is a tool so power ful that it can melt or vaporise contaminated soil, diseased animals, piles of (select) garbage, and anything that is carbon based, and leave behind syngas and other residue, like pebbles of glass. The benefits of this technology are: • fuel-flexible plasma gasification, offering high availability of base load power • scalable renewable power plants to serve as captive power, or in rural or major metropolitan areas • highly efficient and self-sufficient plants that consume less than a quarter of the energy they produce • reduced dependency on fossil fuels, enhancing energy security and energy independence • creation of green jobs in construc-

FIGURE 1 The Solena process

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TECHNICAL PAPER

Prof David Glasser and Prof Diane Hildebrandt

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tion and operations of the energy plants • energy positive, producing four times more energy than combustion technology • low greenhouse gas and carbonneutral emissions • no toxic fumes, heavy metals, dioxins, furans or hazardous ashes • complete recycling and reuse of waste • utilisation of waste for feedstock eliminates the need for landfills and reduces harmful emissions and toxins; methane from landfills is 23 times more potent as a greenhouse gas than CO2 • no health or public safety problems • lower operation and management costs compared to other “clean” renewable energy processes. In South Africa, Sasol has used this combined technology to produce fuel from coal.

A solution for municipalities

“The GATE project has been proved on a laboratory scale and is now being developed as a modular facility capable of dealing with South Africa’s triple challenge of municipal waste disposal, power shortages and unemployment.”

The idea is to take this technology and use it to vaporise carbonaceous solid waste and turn it into low-sulfur diesel with slag, industrial wax and methane gas as by-products. The question posed was: could this be done on a smaller and more affordable scale than Sasol? Unisa’s Material and Prof Diane Hildebrandt, Unisa Process Synthesis (MaPS) research unit, a facility where engineers and scientists develop novel into electricity and low-sulfur diesel. technical solutions to address African Heading this research and engineerneeds, is busy developing a small- ing solutions unit are two prestigious scale garbage-to-energy (GATE) system South African scholars, professors that will turn carbon-based biomass David Glasser and Diane Hildebrandt,

TECHNICAL PAPER

COMMERCIAL BENEFITS FOR MUNICIPALITIES Being able to take significant quantities of garbage and turn it into electricity and low-sulfur diesel, and other products, for self-use or for sale, or job creation, can only be financially beneficial. For every tonne of garbage, the GATE system will produce approximately: • 10 kW of electricity, net, after the plant’s consumption; this surplus can be used for various purposes, e.g. charge motor vehicle batteries • one barrel of fuel per day (160 litres), of the purest form of low-sulfur diesel in the world – the cost of production being half that of the current retail cost price of diesel per litre, amounting to a considerable savings or revenue stream • 115 kg of industrial wax, which can be sold for approximately R26.50/kg • activated carbon, which can be sold for approximately R30/kg • slag, which can be sold to cement manufacturing companies. A1 and B1 NRF-rated researchers, respectively. Their idea and concept of a small-scale GATE system was presented at COP17 to the UN Framework Convention on Climate Change in 2011. The MaPS scientists and engineers are busy developing a small-scale GATE system that will fit into a shipping container, which can be mounted on a trailer. In May 2010, Glasser, Hildebrandt and their team received the prestigious National Science and Technology Forum award for their work in this field. And, in January 2011, the South African Energy Association and the South African Alternate Energy Association acknowledged this project. The GATE system is based on the plasma gasification/ Fischer-Tropsch process. As Hildebrandt

said, at the time, “The GATE project has been proved on a laboratory scale and is now being developed as a modular facility capable of dealing with South Africa’s triple challenge of municipal waste disposal, power shortages and unemployment. This technology, deployed at municipal rubbish dumps, will produce both electricity and transport fuels and other products from carbon-based garbage and biomass.”

Will it work? It already does! The US-based Solena Group, which developed the Plasma Gasification and Vitrification (SPGV) technology – claimed to be far superior in performance to any other biomass conversion technology in commercial use today

– has patented the SPGV system and the Integrated Plasma Gasification and Combined Cycle system, whereby the gasification of waste streams is converted into syngas, biodiesel and aviation fuel. The efficiency of Solena’s systems is very high, with a conversion rate of any carbon-based material in excess of 99%. This is a particular benefit of the SPGV process: a highly cost-effective and technically efficient thermal depolymerisation and gasification process. The high heat also melts the inorganic compounds into an inert, non-toxic, vitrified slag, which is five times less leachable than bottle glass. This slag, comprising less than 7% of output, can be safely used as construction material with numerous commercial applications, e.g. road fill, concrete mix, bricks, tiles, etc. Regardless of the type of biomass sources used, there is very minimal negative impact on the environment. Under a US Environmental Protection Agency definition, Solena’s process is distinct from incineration and thermal waste disposal facilities. Compared to conventional coalfired and other fossil fuel power plants, Solena’s plasma gasification solution produces no air pollutants – such as semi-volatile organic compounds, including dioxins or furans – or any toxic fumes, Plans to fly British Airways on bio-jet fuel

IMIESA June 2016

TECHNICAL PAPER heavy metals, hazardous ashes, bottom ash, fly ash, or flue gas, unlike incinerators or boilers. Solena’s technology is a viable, cost-effective way to meet today’s rigorous permitting regulations and to reap the environmental, societal and economic benefits of combating global climate change. The only drawback is that they build large systems only – the smallest to the tune of US$500 million.

Proof in the pudding In 2010, British Airways tasked Solena to design and construct a 500 000 tonne per annum GATE facility near London, UK, to produce bio-jet fuel. The GATE facility is designed to convert carbonaceous waste into 95 million litres of biofuels each year – 60 million litres of green bio-jet fuel and 35 million litres of bionaptha. Approximately 30 MW to 33 MW of green power would also be generated. London’s waste will be fed into the patented, advanced plasma gasifier to make syngas and then, through the established Fischer-Tropsch process, it will be converted into bio-jet fuel.

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British Airways is contracted to buy all of the bio-jet fuel produced by this plant, which would make it the first major European airline to integrate bio-jet fuel into its daily flights. The plant will substantially reduce carbon dioxide emissions by consuming waste that would be normally sent to landfills. This fuel has a life-cycle greenhouse gas savings of 95% compared to the kerosene jet fuel currently used by the airlines. The plant, when commissioned, will create up to 1 200 new jobs. However, the drop in oil prices has put the construction of this plant on hold. A price of $70 per barrel is needed by Solena to make the bio-jet fuel produced cost-competitive with conventional jet fuel. In conclusion, GATE is without a doubt a worthwhile solution to consider. However,

costs of ownership and operation, and economies of scale, relative to returns will be the final determining factors. Even so, and as a final thought, of South Africa’s generated 108 million tonnes plus of waste (in 2011), approximately 98 million tonnes was landfilled. With capital and operational costs as high R2 497 per tonne GDP per annum in 2011, this translates into a R245 billion per annum. On the other hand, assuming the 60% figure for carbonaceous waste is correct, 58.8 million tonnes could be converted into electricity, low-sulfur diesel, slag and industrial wax. At 160 litres per tonne of waste, this translates into 9.4 billion litres of diesel fuel. Even if the calculations are slightly off, it still is a huge number, and warrants investigation.

PROFESSIONAL AFFILIATES AECOM siphokuhle.dlamini@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 Fani.Xaba@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 (Pty) Ltd info@hatch.co.za Henwood & Nxumalo Consulting Engineers cc pmboffice@hn.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 Kitso Botlhale Consulting Engineers zimema.jere@gmail.com 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 Masithu Consulting & Project Management info@mcpm.co.za Mhiduve adminpotch@mhiduve.co.za Moedi Wa Batho Consulting Engineers (Pty) Ltd info@wabatho.co.za Mott Macdonald Africa (Pty) Ltd 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 PMA Consulting pragasen@pmaconsultingsa.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 desere@sbstanks.co.za Servotech (Pty) Ltd finance@servotech.co.za Sight Lines sales@sightlines.co.za SiVEST SA garths@sivest.co.za Siza Water Company tionette.bates@sizawater.co.za SKYV Consulting Engineers (Pty) Ltd kamesh@skyv.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 hans.karemaker@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 13th Annual Standard Bank

Reliance Laboratory Equipment

Robust

Top Women Awards

Africa Rail

ELB Equipment

EAPIC

Erwat IFC

Aquadam

Green Africa

Aspasa

IMESA Registration

50 16 & 52

35 & 38 28

Sizabantu Piping Systems 4 Structa Group

Tosas

Tuboseal

44 30

Atlas Copco 10

Incledon 2

Aveng Infraset IBC

Lesira Teq

UWP

Mainline Civil Engineering

Wasteman 46

Barloworld Equipment

Department of Economic Development

OFC

Babcock

Model Maker Systems

Colas

National Cold Asphalt 26

CSV Construction

Quality Filtration Systems 20

Water & Sanitation Services SA

OBC

IMIESA June 2016

HO W I M P ORTA N T I S G E N DE R E M P O W E R M E N T I N Y O U R O R G A N I S AT I O N ? T E L L S O U T H A F R I C A Y O U R S U C C E S S S T O R Y.

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