plantingindigenous

By Jean Coultas

Natural FenceThe continuation of the fencereplacement programme betweenCato Ridge and Hammarsdale on theN3 between Durban andPietermaritzburg, has seen theplanting of 3500 trees and shrubs.Initiated as a pilot project in 2001, 4kilometers of plants are now in placeto form a barrier for tribal cattle

foraging onto the national road reserve.Although not an instant solution, this naturalfence will, in time not only form a barrieragainst cattle problems experienced on thissection of road, but will also be the start ofthe promotion of the return of other plantspecies enjoying the protection afforded bylarger plant species. This will in turn encouragethe settlement and colonization of the area bymany insect, bird and reptile species.

Median HedgeThe successful propagation of the shrubAloe arborescens by cuttings has seen themplanted in their hundreds in the medianbetween Lynnfield Park and Ashburton (N3).Together with the Aloe species, the shrubPortulacaria has also been planted. The Aloehas had it first flowering season on site andwas noticed by passing motorists becauseof its bright orange flower spikes.

In support of the indigenousnurseries established within theSouth African National RoadsAgency Ltd’s (SANRAL)Community DevelopmentProgramme, thousands ofindigenous trees, shrubs andgroundcovers have been plantedwithin the national road reservesin the past 18 months.

By Jean CoultasKWAZULU-NATAL FREEWAYS RECEIVE A HUGE BOOST

By Jean Coultas

M a y 2 0 0 7

freeway managementproject for Gauteng

the Huguenot TollTunnel

routine roadmaintenance

3 106

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On the N2 between theKwaMashu and SibayiInterchanges, 3000 trees andshrubs have been planted in themedian. A further 400 trees havebeen planted in the road reserve.Further south on the N2 nearSeadoone, 400 shrubs havebeen planted in the median.

Town HillAs part of the replacement ofgum plantations on Town Hilljust outside Pietermaritzburg,300 Yellow Wood trees havebeen planted on one of theembankments. Once all the Gumtrees have been removed, afurther 400 Yellow Wood treeswill be planted, together withother suitable trees.

Hluhluwe UpgradeDuring 2005 SANRAL undertookthe upgrade of the routeconnecting the N2 to the R22through the town of Hluhluwe.The once mundane roadthrough the rural town wasmodernized, improved andtraffic circles and centre islandsintroduced. An avenue of Fevertrees was planted on theapproach to the town and the 4traffic circles planted withindigenous Aloes, shrubs andgroundcovers totaling about2,500 plants. Large containerswere planted up with focal plantson the centre islands.

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content l ine up

Planting IndiginousKwaZulu-Natal freeways receivea huge boost

Freeway ManagementProject for GautengSevere traffic congestion isexperienced onGauteng Freeways

The Huguenot TollTunnelSANRAL is proud to announcethat we are selected as one of15 countries to exhibit at thePIARC World Road Congress’shistorical exhibition

Roundabout on N2 inPlettenberg Bay

Routine roadmaintenanceSmall contractor developmentprogramme

Book ReviewGeological Journeys

RTMSA mind set change in heavyvehicle loading and operating

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SANRAL, together with theGauteng provincial and localauthorities implemented anIntelligent Transport Systems(ITS) project on the BenSchoeman Highway wherebyvarious technologies are usedto manage traffic and to provideroad users with traffic conditionson a real time basis.

The area covered by the PilotProject encompasses all themajor national and provincialfreeways in Gauteng. However,in order to test certain ITSapplications, the focus of theproject is the Ben SchoemanHighway. With theimplementation of this pilot ITSproject in cooperation with theGauteng Department ofTransport, Roads and Works andthe Tshwane, Johannesburg and

Ekurhuleni Local Governments,SANRAL has the following aims:

1. Improved Incident Management

2. Reduced Congestion

3. Increased Road Safety

4. Evaluation of theeffectiveness of ITStechnologies with a view forpossible further deployment

These aims will be achieved bythe several forms of ITStechnology that has beendeployed, including acentralised NetworkManagement Centre (NMC),Closed Circuit TelevisionCameras (CCTV), VariableMessage Signs (VMS), loopsand other traffic detection and

Severe traffic congestion

is experienced on

Gauteng Freeways,

which has a negative effect on

productivity, the running costs

of vehicles, the amount of time

people spend with their

families, and the environment.

More than often it is too costly

to provide additional road

capacity within the restricted

space, and alternative

solutions are being explored

in order to optimise congestion

management.

development

Freeway Management Project

for GautengBy Alex van Niekerk

4

traffic information devices, aswell as continuous monitoringof the systems and its impacton improved road networkoperations. Further researchand experimentation willcontinue to take place duringthe course of the 5 yearoperational phase of the pilotproject to determine tailoredmade solutions for localconditions and road users.

A key component to the projectis the interaction andenhancement of existingIncident Management Systems(IMS) in order to facilitate fasteremergency and incidentresponse. This is to be achievedby improving the lines ofcommunication, and the speedand efficiency of notification,between the incident locationand the IMS.

For the BenSchoeman section,the following systems have beenimplemented:

• Fibre Optic communicationBackbone forcommunication between thefield devices and theNetwork ManagementCentre

• CCTV Cameras• Variable Message Signs• Inductive Loops traffic

monitoring equipment

• Ramp MeteringFor the area wide freewaymonitoring, the followingsystems are considered:

• Electronic VehicleIdentification readers atapproximately 3km intervals

• Web cameras at the samepositions

• Semi dynamic road signs atdecision points such assystems interchanges whereexpected travel timesbetween an origin anddestination will be displayed

• Wireless communication• Modems to provide a

communication link betweenfield devices and the NetworkManagement Centre

Both the Ben Schoeman andarea wide systems will bemanaged at the NetworkManagement Centre.

The Network ManagementCentre (NMC) is responsible forreceiving all the inputs from thedifferent sensors deployed viaa communication backbone, toprocess them and to provide therequired output. The operatorat the NMC can visually monitorthe network by means of theCCTV camera system, or usethe CCTV system to validatewhether incidents occurred aswas identified by the traffic

5

development

monitoring equipment. Oncean incident is validated, therelevant emergency services willbe informed. The system canprovide real-time (live) CCTVimages at the emergencyservices dispatch centres whichwill enable them to determinethe resources (e.g. ambulances,fire engines, etc) that is requiredto attend to the incident.

At the same time, the public willbe informed about incidents invarious ways. Road users will soonbe able to access informationthrough the SANRAL web site thatlinks with the i-traffic website, andwhich will provide updatedinformation about traffic conditions(speeds, etc), road works,expected travel times andincidents. Users will also receiveupdated images from the CCTVcameras via the website.

The information will also beforwarded to radio andtelevision stations whereby thepublic can receive updatedinformation before or whilst theytravel. In the near future, userswill be able to subscribe to anSMS service that will providethem with information aboutincidents, as well as progressin terms of the clearance thereof.

In order to communicate with thepublic while travelling, electronicsign boards (called variable

message signs) are placed atstrategic positions which willallow the operator to giveinformation about incidents, roadworks, etc. by means of pre-programmed messages. Inaddition, electronic signs placedat high accident spots such asBuccleuch and New Road willwarn travelers automatically toslow down when a queue isbuilding up ahead of them.

The actual recordings of theincident, management of theincident itself and the impact ithas on traffic delays are recordedand available for debriefingsessions for emergency services.Through this process, improvedincident management plans andprocedures will be developed thatwill decrease the time in respectof detecting, responding to,managing and clearing incidents.

Apart from detecting incidentsand providing the emergencyservices and the public withvalidated information, the i-trafficsystem will also pro-actively assistto improve traffic flow conditionson the Ben Schoeman Freeway.

Between Buccleuch and Allandale Interchanges,an additional lane on the shoulder (far left lane)is available to traffic in peak hours. Traffic speedsand flow conditions are monitored by meansof traffic detectors. When traffic conditionsdeteriorate, overhead signs (green arrow or redcross) will be activated to indicate that theshoulder lane is available/not available for use.The shoulder will be available until trafficconditions improve. The red cross will thenindicate that the lane is no longer available forpublic use. Since these sections are underconstant surveillance, the lanes can be closedfor public use in the event of incidents to allowemergency vehicles to use the shoulder as anemergency lane.

Ramp metering will also be introduced.Accordingly, vehicles wanting to access thefreeway network from on-ramps will becontrolled by means of a traffic signal alternatingbetween red and green in order to break upvehicle platoons so as to maintain flowconditions on the freeway network.

The SANRAL i-traffic project will soon beextended to other national freeways in Gauteng.SANRAL awarded contracts in September 2006for the extension of the ITS system along the

N1 past Pretoria, the N4 towards Witbank, theN1 down to the N12 at Soweto, the N12 to thesouth of Johannesburg, as well as betweenGilloolys and Daveyton, the N17 between theN3 and Dalpark, and the N3 from Buccleuch toVosloorus. A communication link via the N3 andM2 is already completed, linking the SANRALand Johannesburg Roads Agency projects.

The information dissemination via the ITS projectto the public will enhance the principles ofPIARC which promotes a shift from purelymanaging a road network to managing the roadnetwork and its users. The lessons learnt throughthis project may also be valuable in terms ofthe management of traffic in the 2010 FIFA worldcup, for which it will be essential to manage theroad network and incidents effectively.

Improved incident management plans and procedures will be developedthat will decrease the time in respect of detecting, responding to,

managing and clearing incidents

6

Construction:• The Huguenot Toll Tunnel was opened on 18 March 1988.

It was named to commemorate the 300th anniversary ofthe arrival in South Africa of the French Huguenots whohad fled their country to escape religious persecution.

• A pilot bore was excavated in 1976. The geological datagathered proved invaluable for planning the excavation ofthe main bores. The initial 144 m on the western sideposed great problems in that the soft ground materialcomprised saturated decomposed granite containing 17%water. Conventional mining resulted in ‘mud rushes’ andhad to be abandoned in favour of ground freezingtechniques. The advance rate was only 32 m for every 2month freeze/mine cycle. The ground freezing took 16months to complete.

• The hard rock excavation commenced in 1984 with miningproceeding from the east and west portals using laseralignment techniques. Drilling and blasting advance rateswere much faster – the average rate was 60 m per weekfor each heading. The record rate was 87 m in a week.Breakthrough was on the 28th of November 1985. Almost

The HuguenotSANRAL is proud to announce that we

are selected as one of 15 countries to

exhibit at the PIARC World Road

Congress’s historical exhibition to be

held from 17-21 September 2007, which

is quite a coup for South Africa. This

selection was based on a proposal

submitted by SANRAL on the history of

the Huguenot Tunnel. To follow are some

interesting facts and figures about the

Huguenot Toll Tunnel.

7

half a million cubic metres of rock had been excavated and the error of alignment was less than 3 mm!

• Excavation of the southern bore was immediately followed bythat of the northern bore. While this was in progress the liningof the southern bore proceeded. This operation was completedin early 1987 when final electrical/mechanical equipping couldbegin. Only the southern bore was equipped, the northern boreremaining unfinished until such time that traffic demandsnecessitate its completion. The project was completed one monthahead of schedule at a cost of approximatelyR200 million.

• The tunnel was designed to accommodate 5% heavy vehicles.The figure has grown to 17%!

• The tunnel is 3913 m long and has a gradient of 0.08%.

• 11 Cross connections link the operational southern bore with theunfinished northern bore. Three of the cross connections allowvehicles of the size of fire tenders to cross between bores. Thecross connections are intended for use as places of refuge in theevent of fire in the tunnel.

Toll Tunnel

Operation andMaintenance:

• Some 30 million vehicles have used the facilitysince the tunnel opened.

• On average 7500 vehicles pass through theportals each day.

• Peak traffic is experienced over the Easter period.Last year 16 000 vehicles were recorded on thepeak day.

• Heavy vehicles account for only 17% of thetraffic using the tunnel but contribute +/- 50%of the toll income.

• The tunnel has a corridor attraction of 87%. Theother 13% use the du Toits Kloof Pass which is 11km longer and requires the vehicle to climb 400 m.

• The tunnel has recently undergone a R16 millionretrofit of the control system. Extensive use isnow made of programmable logic controllers,dual redundant fibre optics, video trafficmonitoring and SCADA systems. Thirty-fiveCCTV cameras are used for surveillance anddetection purposes.

• 6 CO/Vis monitors assess the CO and visibilityin the tunnel and automatically control the freshair fans to keep the air inside the tunnel withinclose tolerances. South African diesel fuel issulphur rich (10 x the European level) and this,together with the fact that when strong windsblow from the east the ventilation is impededand sensitive persons might experience a slightirritation to eyes and nose.

• The Main Control Centre and toll facility is located6 km from the Western Portal of the tunnel.The route crosses the 650 m long Hugos RiverViaduct which was the first curved incrementallylaunched structure in South Africa.

8

Operation andMaintenance:• 10 toll booths are located

at the toll plaza, five in eachdirection. Two booths aredual direction booths sodirectional peaks can beaccommodated. The 10thtoll booth has been takenout of service because thelane is used for emergencypurposes. Speeding truckson the down grade fromthe tunnel often experiencebrake failure and bypassing the arrestor bed,use this lane.

• All heavy vehicles arescreened for hazardouschemicals, height, securityof tarpaulins, operation oflights and loose wheelnuts. This is done tominimize the chance offailure in the tunnel.

• In the event of a fire in thetunnel, fire detectorsspaced 24 m apart sensetemperature rise in excessof 10o C/min or a maximumtemperature in excess of58o C and automaticallyswitch the fans to firemode, alert the operator,call the fire brigade andswitch the nearest facingTV camera to a designatedmonitor. The video basedtraffic monitoring systemwill hopefully have detectedsomething amiss prior tothis as facilities to sensedeceleration and stoppedvehicles are built in. Theoperator then can assessthe situation and notify thefire brigade to stand downif necessary.

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However, existing N2 alignment did not lend itself readily to theconstruction of the roundabout, and a number of design challengeswere encountered, namely:–

a) Fitting a roundabout of a size that would accommodate the hugedesign vehicle into the available road reserve was achieved asfollows :• The existing road medians were narrowed to allow for the

introduction of traffic slowing ‘s’ bends on the approachlanes.

• This median narrowing also provided the critical deflectionangle on the entry lanes at the roundabout.

• It also allowed for a smaller overall roundabout size.

b) A design complication was that the intersecting local roads meetthe N2 alignment at an angle of some 69o.• This causes acute left turning movements and, although not

a problem for smaller vehicles – are generally a nightmarefor the drives of large truck-trailer combinations.

• The problem was addressed by introducing cobbled apronson the two acute corners – so shaped to accommodate thewheel track of the largest design vehicle – a WB-20m.

By Randall Cable

on N2 in Plettenberg BayA rapidly developing Plettenberg Bay has resulted insignificant traffic volume increases over the last few years,particularly at the N2/Marine Drive intersection, whichserves as the primary access/exit to the CBD.

c) Because of the economic constraint to minimizedisruption to the existing road surfacing and structure,the roundabout had to be placed on top of theexisting road formation and all gradients andtransitions designed to conform to speed and safetystandards.• This essentially meant that the prevailing 5.5%

road gradients had to be warped on theapproaches so as to create the more suitableand safer 4% gradients within the roundabout.

• Each of the entry and exit lanes and the circularlanes had to be designed separately andreconciled into smooth transitions to providesafe, comfortable rides for traffic negotiating theroundabout.

Since its inception, the roundabout has stood the test oftime over the busy holiday periods without incident,proving itself operationally sound. In addition, a roundaboutnavigational guideline was produced to educate motorists,cyclist and pedestrians on its usage.

Roundabout

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Routine Road Maintenance (RRM)contracts are let on all SANRALroads for contract periods of 3 to5 years at a time. These contractswere identified by SANRAL asthe ideal mechanism to developsmall contractors through asustainable development cyclewhere small contractors wouldbe assisted and developedthrough their interactions with anexperienced managingcontractor. Independent mentorsfor small contractors are scarceand expensive, therefore a modellinking an experienced contractorwith developing contractorsunder the RRM contract wasestablished.

The RRM contract modelprovides an environment wherean experienced contractor is onthe same site as developingcontractors thus providing thesmall entrepreneur theopportunity to follow the triedand tested path to success byworking side by side with anexperienced contractor. Theprogramme has been in place forseveral years and approximately300 small contractors have beenexposed to this model.

Challenges do exist with thismodel such as ensuring thatcontracts are profitable to boththe managing as well as the smalldeveloping contractor, ensuringsuccessful and measurablecontractor development isimplemented, coping with thevarying ability of small contractorsand ensuring the model isaffordable to be implemented ona large scale.

SANRAL in partnership with theSouth African Federation of CivilEngineering Contractors(SAFCEC) embarked on a pilotprogramme on the Routine RoadMaintenance contract on theN2/N3 in Durban, managed byRaubex Construction, todetermine how the current

By Andre Holder PrEng

model should be adapted tocater for a range in capacity andability of small contractors, fromentry level to those past entrylevel who have successfullycompleted a number of contractcycles as subcontractors. Thecontract document specificationfor the training, coaching,guidance and mentoring of smallcontractors by the experiencedmanaging contractor wasmodified to include three distinctphases in the development ofthe small contractors. Firstly, theexperienced contractors willAssess the DevelopmentPotential of each of the smallcontractors being mentored. Secondly, this assessment willthen be used as a guideline todevelop an individualDevelopment Plan for each ofthe small contractors and theimplementation (measurement)of the development plan will berecorded as part of the Portfolioof Evidence which will be usedas a record of the developmentprogress of the individual smallcontractor.

The RRM contract model has been adapted to allowa development path for these small contractors, byproviding for larger more sustainable contracts andwith this, provide the developed small contractor theopportunity to move to the next stage by joint venturingwith an experienced contractor. The first suchopportunity was provided on the N5/R30 routine roadmaintenance contract in the Free State which wasawarded to Kew Maintenance (an experiencedcontractor) who joint ventured with Vukuzenzele (anRRM subcontractor) as the main contractor, while stillretaining a significant portion of the works for the entrylevel local small contractors and those still in the initialdevelopment phase.

The modified concept for training, coaching, guidanceand mentoring of small contractors has beenimplemented on all recent RRM contracts and goodprogress is being made with this developmentprogramme.

SMALL CONTRACTORDEVELOPMENT PROGRAMME

Routine roadmaintenance

Title: Geological Journeys: A traveller’s guide toSouth Africa’s rocks and land formsAuthors: Nick Norman & Gavin WhitfieldPublished 2006: Struik Publishers

South Africa’s richness in fauna and flora is generallywell known and appreciated by many of its citizens.Indeed, there are hundreds, if not thousands, ofpublications which cover this part of our naturalheritage. However, how many of us are aware of,and can thus appreciate, our unique geology whichhas provided us with such beautiful and interestinglandscapes as well as the mineral richness whichhas had a fundamental impact on the country’seconomic development? During our travels, howoften do we wonder about the shape or form of aparticular mountain ahead, the unusual pattern ofa road cutting, the colour or texture of the roadsidegravel or the purpose of a distant mine head?A book entitled “Geological Journeys: A traveller’sguide to South Africa’s rocks and land forms” hasrecently been published, which offers answers andexplanations about geological features along all themajor national routes across South Africa. Alsoincluded are specific areas of unique geology locatedon some of the lesser routes, as well as the threemain metropolitan areas of Johannesburg, CapeTown and Durban. The book includes:

• Beautiful photographs that support the text• Maps of all the routes, showing numbered

geosites that link with the text• Diagrams showing the geological make-up of

the sub-continent• Illustrations that reveal major geological

processes• A glossary of geological terms• A comprehensive bibliography

Whether one is an engineer or a layman, utilizationof this guide can only add a totally new dimensionto our travels across the length and breadth of ourwonderful country. To quote from the foreword tothe book by Nicky Oppenheimer, Chairman of DeBeers Consolidated Mines (the sponsor of thebook):”The geology of South Africa is a magnificentstory, a journey through geological time going backalmost four billion years. Enjoy the ride.” (P.S. The book even contains a photo andaccompanying explanation of the existence, andpurpose, of those little blue marker boards locatedon all national routes.)

11

Submitted by Dennis Rossman

Book Review:

Geological Journeys

12

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SANRAL appointed the National Productivity Institute,who in turn appointed other service providers toundertake a pilot project to reduce overloading in theTimber sector. This pilot project was the foundationstone of what later became branded as “LAP – A LoadingAccreditation Programme”

LAP, or RTMS as it is now known, involves a numberof management actions and responsibilities that eachmember of the supply chain has to carry out in orderto curb the occurrence of overloading. These includethe recording of the mass of goods loaded, transportedand off-loaded. Audit-trails are required that enablethird party advisors to assist the parties involved toidentify where overloads are being generated, and toovercome them. Those companies that properlyimplement the management procedures anddemonstrate a history of compliance with overloadinglaw may attain the status of “accreditation” and will beallowed to display an emblem that confirms their statusas compliant businesses.

Incentives are sought by haulage companies that areaccredited, such as being weighed less often atweighbridges (saving them lost time), a reduction ininsurance premiums, reduced license fees and reducedtoll tariffs. Although it is feasible to implement a systemwhereby accredited trucks are given the benefit of thedoubt at truck screeners and are allowed to proceedpast weighbridges, it is doubted that any of the otherincentives will be able to be accommodated for

RTMS

legislative and administrativereasons.

The private sector companiesthat were initially exposed toLAP indicated that they felt thatthe same principles could beapplied to managing vehicle anddriver fitness. Consequently,LAP developed into a systemnot only aimed at curbingoverloading, but also for themanagement of theroadworthiness and themaintenance of trucks, loadsecurement and the mostproductive use of drivers whilstpreventing them from drivingfor too-long periods, with pooreyesight and driving whilst sickor otherwise being unfit to drive.

With these further aspects beingincorporated, it was felt that“LAP” was no longer a trulyappropriate name, and “RTMS –the Road Transport ManagementSystem”, was adopted.

The RTMS initiative hasachieved some remarkableresults, mainly due to the stoutefforts of the consignees – themills at which timber is offloadedand who detain overloadedtrucks for several hours beforeallowing them to commencetheir next trips. Although theresults vary from 85% to 97%compliance between the

different mills, a generalcompliance of approximately93% in loading has beenachieved. This should be seenagainst an initial benchmark, priorto RTMS, of 70%.

The carrying forward of RTMSwill include the development ofa National Standard forAccreditation along the lines ofan ISO standard. As a first step,work on the standards hascommenced with the writing ofthe Recommended Practice;Road Transport ManagementSystems, Part 1: OperatorRequirements - Goods(ARP067-1). Further ARPdocuments will addressrecommended practices forConsignees and Consignors.The work is expected to becompleted before the end ofthis year.

In view of the leading role thatseveral major consignees areplaying in the various structuresof RTMS (e.g. Chamber of Mines,SAPPI, Mondi, and of late,members of the sugar and coalindustries in Kwa Zulu-Natal andMphumalanga,etc.) it is believedthat RTMS will continue to growas more corporate citizens cometo appreciate the value to theirbusinesses of using good trucks,being driven by good drivers ongood roads.

A MIND SET CHANGE INHEAVY VEHICLE LOADINGAND OPERATING

By Geoff Ackermann

The South African National Roads Agency LimitedDitsela Pace, 1204 Park Street, Hatfield, 0083PO Box 415, Pretoria, 0001 South AfricaTel (012) 426 6000 Fax (012) 362 2116/7

If you have any comments, information or articlesplease send to info@nra.co.za