IMESAIMESAThe official magazine of the Institute of Municipal Engineering of Southern Africa
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IMIESA April 2013 1
VOLUME 38 NO 4 APRIL 2013CONTENTS
14 African markets
RegularsEditor’s comment 3President’s comment 5
Cover articleThe dawn of a new era 6
InsightThe blueprint of our survival - Part 2 9
Hot seatRoad building excellence 12
AfricaMozambique's economy poised for recovery 14Angola: Cunene River water project 16Is Smart metering enough for Africa? 17
SANRALBring out the Rolls Royce 21N2 overlay and reseal 26
Roads and stormwaterR228 million upgrade of the R55 29Intensive rehabilitation of Northern Cape routes 32
Water and wastewaterThirsty habits require innovation 35R50 million upgrade for Umzonyana WTW 36Urban and rural water storage 38
Nelson Mandela BayHalting the advancing dune fields 39When art and engineering meet 41
SASTTLocal company receives highest accolade 49HDD: Down hole drilling success 51Comparing costs: Trenchless versus traditional 55
Pipes, pumps and valvesConcrete piping for infrastructure project 59Energy efficiency reduces costs 63
29 R55 upgrade
41 Urban renewal
49 Trenchless technologies
Examining pipeline lifetime 65Expanding into Africa 66
Products and servicesLow carbon footprint concrete 81Erosion control for landfill site 83
12
Cover Story SprayPave is an innovative and fully integrated industry leader. Since its establishment over 30 years ago, it has become renowned for its ability to meet the demanding needs of the road construction industry.
in ttthhhe HOOOOTT SSEEEEATT
“Osborn’s road building equipment, manufactured by Astec Inc and Roadtec in the US, provides customers with bespoke solutions, rather than just mere products.” Peet Eksteen, sales manager, Osborn
Panel discussionSustainable road infrastructure 67
Concrete Manufacturers Association
Taco Voogt
68
Ammann Construction Machinery SA
Rocco Lehman71
Much Asphalt
John Onraët73
Terraforce
Holger Rust75
TFM Transtech
Chris Munro77
VNA Consulting
Vikash Narsai79
IMIESA April 2013 3
EDITOR’S COMMENT
Building it “Gangman Style”
PUBLISHER Elizabeth ShortenEDITOR Richard Jansen van VuurenHEAD OF DESIGN Frédérick DantonSENIOR DESIGNER Hayley MendelowDESIGNER Kirsty GallowayCHIEF SUB-EDITOR Claire NozaïcSUB-EDITOR Patience GumboCONTRIBUTORS Candice Landie, Nicola Theunissen, Steve ApeldoornPRODUCTION MANAGER Antois-Leigh BotmaPRODUCTION COORDINATOR Jacqueline ModiseFINANCIAL MANAGER Andrew LobbanMARKETING AND ONLINE MANAGER Martin HillerADMINISTRATION Tonya HebentonDISTRIBUTION MANAGER Nomsa MasinaDISTRIBUTION COORDINATOR Asha PursothamSUBSCRIPTIONS [email protected] United Litho Johannesburg +27 (0)11 402 0571___________________________________________________
ADVERTISING SALESJenny Miller Tel: +27 (0)11 467 6223___________________________________________________
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ANNUAL SUBSCRIPTION: R530.00 (INCL VAT) ISSN 0257 1978 IMIESA, Inst.MUNIC. ENG. S. AFR.© Copyright 2013. All rights reserved.___________________________________________________
IMESA CONTACTSIMESA Administration Officer: Ingrid BottonP O Box 2190, Westville, 3630Tel: +27 (0)31 266 3263Fax: +27 (0)31 266 5094Email: [email protected]: www.imesa.org.za
BORDER BRANCHSecretary: Melanie MatroosTel: +27 (0)43 705 2401Fax: +27 (0)43 743 5266E-mail: [email protected]
EAST CAPE BRANCHElsabé KoenTel: +27 (0)41 505 8005Fax: +27 (0)41 581 2300E-mail: [email protected]
KWAZULU-NATAL BRANCHSecretary: Rita ZaaymanTel: +27(0)31 311 6382
NORTHERN PROVINCE BRANCHSecretary: Cornel TaljaardTel: +27 (0)82 899 8341Fax: +27 (0)11 675 1324E-mail: [email protected]
SOUTHERN CAPE KAROO BRANCHSecretary: Henrietta OliverTel: +27(0)79 390 7536Fax: 086 536 3725E-mail: [email protected]
WESTERN CAPE BRANCHSecretary: Erica van JaarsveldTel: +27 (0)21 938 8455Fax: +27 (0)21 938 8457E-mail: [email protected]
FREE STATE AND NORTHERN CAPE BRANCHSecretary: Wilma Van Der WaltTel: +27(0)83 457 4362Fax: 086 628 0468E-mail: [email protected]
REST OF SOUTHERN AFRICARepresentative: Andre MullerE-mail: [email protected]
All material herein IMIESA is copyright protected and may not be reproduced either in whole or in part without the prior written permission of the publisher. The views of contributors do not necessarily reflect those of the Institute of Municipal Engineering of Southern Africa or the publishers.
Cover opportunity In each issue, IMIESA offers advertisers the opportunity to get to the front of the line by placing a company, product or service on the front cover of the journal. Buying this position will afford the advertiser the cover story and maximum exposure. For more information on cover bookings contact Jenny Miller on tel: +27 (0)11 467 6223.blishers.
NORTH KOREA is currently domi-
nating news headlines for all the
wrong reasons yet it shares a
border with a country which seems
a million miles away. Apart from admiring
South Korea for its booming economy as well
as the success story of both Kia and Hyundai
motor companies and Samsung (more spe-
cifically the SIII smartphone), I read recently
of the country’s plans to build a futuristic
city: Songdo.
The site for this brand new city lies just
west of Seoul. The Songdo International
Business District is an unprecedented col-
laboration between real estate developers,
architects and computer network company
Cisco Systems. Cisco is to maintain the city’s
complex communications network once it is
complete in 2016. Songdo is being built from
scratch using modern design, environmental
standards and communication technology,
and it will offer the world a glimpse of what
future cityscapes will consist of, featuring a
self-sustaining parkland measuring 40 ha. It
will not need an external water supply system
as it will have recycled plastic cisterns hold-
ing rainwater captured during the wet season
for use during the dry season. A saltwater
canal will be the city’s central waterway and it
will have 12 passenger diesel taxis as public
transport. Turbines will pump water from the
Yellow Sea into the canal, saving thousands
of litres of potable water a day. Using saltwa-
ter in the canal will also prevent winter ice
from forming on the waterway, which would
render it useless for transportation purposes.
Songdo city planners have designed the
city to have 95% of its parking space under-
ground, thus freeing up the roadways above.
The city will be densely developed in the
centre where the buildings will also be the
tallest – giving what urban planners refer to
as skyline identity. The city will be devoid of
waste trucks and rubbish removal vehicles.
Waste will be removed through pneumatic
tubes linked to all buildings as well as to
streets and parks. And last, but not least, the
90-minute commute to the nearest airport,
Incheon Airport, will be cut to just 15 min-
utes due to the construction of the Incheon
Bridge. The bridge is 18 384 m long and
connects Yeongjong Island and the mainland
of Incheon.
Last month I spent some time in Port
Elizabeth visiting some municipal projects,
such as the urban regeneration initiatives sur-
rounding and including the Donkin Reserve
in the central business district as well as
a national road contract on the N2 just
outside the city. Ar ticles on these projects
can be found in the Nelson Mandela Bay
feature on page 40 and the Sanral feature
on page 21. The May and June editions of
IMIESA will focus on Ekurhuleni and the City
of Johannesburg respectively – so if you are
busy with a project and would like to have it
featured, please get in touch!
Richard Jansen van Vuuren
t
URBAN INFRASTRUCTURE
2 3 - 2 5 O C T O B E R 2 0 1 3
P O R T E L I Z A B E T H
nelson mandela bay
CONFERENCEIMESAIMESAIMESA
2013
Theme: Municipal Engineering – Meeting Peoples’ NeedsEARN 2.5 CPD POINTS BY ATTENDING
For information: Tel: 031 2663263 Email: [email protected]
The 2013 IMESA Conference will be hosted atthe brand new Boardwalk Hotel & ConferenceCentre on the beautiful Port Elizabeth beachfront.
A variety of exciting technical tours are beingarranged to SA Breweries, Koega Harbour,VW Factory and Van Staden’s Wind Farm.
ONLINE BOOKINGS NOW OPEN!
www.imesa.org.za
Register & pay BEFORE 31 July 2013 - Early Bird for IMESA members @ R4500- Early Bird for Non-IMESA members @ R4750
Register & pay BEFORE 30 AUGUST 2013- Late Registration IMESA members @ R4750- Late Registration Non-IMESA members @ R5000
Register & pay AFTER 30 AUGUST 2013- Last Minute Reg IMESA Members @ R5000- Last Minute Reg Non-IMESA Members @ R5500
IMIESA April 2013 5
PRESIDENT’S COMMENT
AT THE OUTSET I’d like
to complement you
on a well-presented
Budget Speech, a
large portion of which involves
and depends on the performance
of local government. Statements
such as “the need to professional-
ise the public service” are
indeed encouraging.
Having attended a live
broadcast of your 2013
Budget Speech as a guest
of the Durban Chamber
of Commerce and after
receiving input from a
number of members of
the IMESA EXCO, please
permit me to comment
on two aspects of what
was covered.
Expenditure on
capital projects
Various par ts of the
speech spoke of large-
scale infrastructure invest-
ment (which includes
dams, water networks,
new homes and sanitation
schemes) and the intro-
duction of a new local
government equitable
share formula.
IMESA urges that in addi-
tion to providing such capi-
tal funds, ample allowance
is made for the operation
IMESA’s comment on the 2013 Budget SpeechBelow is a copy of a letter sent to Minister Pravin Gordhan in response to his Budget Speech.
and maintenance of these vital
and much needed assets. A
recent article in Business Day,
draws attention to a looming water
crisis in Bloemfontein, Mafikeng,
Nelspruit and Brits – due to a lack
of infrastructure maintenance –
and illustrates the seriousness of
the situation nationally.
Education and training
Mention was made several times
of the reforms that will improve
education, training and work
opportunities. The well-document-
ed severe shortage of municipal
technologists and engineers can-
not be over emphasised. We must,
however, not overlook the similar
situation that exists at artisan
level within municipalities.
In his article published in a
local Durban newspaper
earlier this week, Peter
Davis mentioned that “at
last there is talk of bring-
ing back technical schools
where their aim is to pro-
duce skilled well-rounded
tradesman (such as plumb-
ers and welders) over a
two-year period”. Ideally,
municipalities (especially
the larger cities) should
once again offer good
artisan training.
In conclusion, may I Mr
Minister, assure you that
IMESA remains committed
to being instrumental in
achieving the goals of the
National Development Plan
and will assist its mem-
bers wherever possible.
Yours faithfully,
FB Stevens Pr. Eng, Bsc
Eng (Civil), FIMESA, FSAICE
President: IMESA
(Institute of Municipal
Engineering of
Southern Africa)
Minister Pravin Gordhan
6 IMIESA April 2013
COVER STORY
WESTERN CAPE
The dawn of a new eraAs a subsidiary of the Basil Read Holdings group of companies, SprayPave forms an integral part of one of South Africa’s leading construction companies.
SPRAYPAVE IS AN innovative and fully
integrated industry leader. Since its
establishment over 30 years ago, it
has become renowned for its abil-
ity to meet the demanding needs of the road
construction industry. Backed by the expertise
and experience of its dynamic management
team, SprayPave has successfully maintained
its position at the forefront of the industry.
“We are very proud of SprayPave’s growth,
as well as extremely impressed with the
innovative approach they have taken to get to
where they are today. Furthermore, there are
a number of exciting initiatives currently in the
R&D phase that, when unveiled in the near
future, are sure to give SprayPave an even
more auspicious position and reputation within
the industry”. – These words were spoken
by Mr Marius Heyns, CEO of Basil Read, in
October 2011– words which are on the verge
of coming to fruition.
Keeping abreast of worldwide trends is
critical to remaining competitive on the local
construction scene. Maintaining world-class
quality is one of the greatest challenges in
a time when local companies in the road
construction industry face a multitude of dif-
ficulties, the most evident being the increased
scarcity of reliable bitumen supply. And it is
not only road construction companies that are
under great pressure, the ordinary road user
is now also feeling the ripple effect through
poorer road conditions and additional tax bur-
dens introduced to make up for the financial
deficits of road construction projects that fail
to remain within allocated budgets.
Then there is the introduction of the perfor-
mance grading (PG) of bitumen to the local
industry. A reality that will undoubtedly place
further strain on the supply of bitumen through
refineries failing to ensure an output of prod-
uct that meets the PG standards required.
So what are the options? One that many
are opting for is importing bitumen, a practice
that the likes of Australia have had to adopt
recently. This in itself brings many new chal-
lenges, both from a logistical as well as eco-
nomic standpoint. With the latter, more often
than not, playing a major role in deciding the
source of bitumen to be imported, the odds
of putting a lot of time, effort and money
into importing a product that is significantly
inferior are highly probable. Then we need
to ask the question, what is inferior or sub-
quality bitumen? Is it as simple as relying on
a PG index (provided we can break from the
mindset of focusing on penetration grade)
to tell us this or, if the South African road
construction industry is to survive, should
it know more? SprayPave believes so, and
it is this belief coupled with all of the above
that has led SprayPave to push the
boundaries of its innovative
nature and take a giant leap
in its evolution through the
establishment of a plant in
Cape Town later this year.
“Our philosophy is quite sim-
ply to evolve relentlessly and
never allow ourselves to be
left in the wake of our
competitors through being
COVER STORY
LEFT BELOW SprayPave's new Scania Horses with 34 000 ℓ haulage tankers
ABOVE SprayPave's mobile emulsion plan on-site in Gobabis, Namibia
trapped in comfort zones and falling victim to
antiquated policies and practices. We choose
to drive the times, rather than become their
slave,” says SprayPave’s commercial man-
ager, Phil Chirnside.
SprayPave Cape Town will not only offer
the local market the world-class manufac-
t u r ing, supply and
application of all bituminous road binders,
modified binders, emulsions, primes and pre-
coats that sub-Saharan Africa has come to
know from SprayPave’s Johannesburg plant
in Alrode South and its KwaZulu-Natal plant
in Bothas Hill, but it will also be introducing
pioneering solutions to all of the challenges
illustrated above – and much more.
“The establishment of SprayPave Cape Town
paves the way for some extremely exciting
times, not only for Spraypave itself, but for the
South African road construction industry as a
whole,” says SprayPave’s managing director,
Steven Single.
“While the benefits of the products and
services that the plant will offer will speak
for themselves, we understand that
the key is to educate the
market on both the prod-
ucts being introduced as
well as the technology
itself,” he adds.
In order to facilitate this, as part of the role-
out process for the new plant, SprayPave will
be holding a number of workshops/forums,
in conjunction with the South African Road
Federation where all parties within the indus-
try will have the opportunity to be introduced
to the aforementioned technology and prod-
ucts as well as participate in Q&A sessions
with experts and international speakers on the
global bitumen market.
“These forums will be structured so as to
not only promote what we will be offering
through the establishment of the Cape Town
plant, but to also offer valuable knowledge
to all players within the South African road
construction industry so that we may all
have the ‘tools’ required to not only sustain
the industry, but to radically improve it, thus
securing its existence and offering a far more
positive ripple effect for the everyday road
user,” says Chirnside.
Should you wish to receive further infor-
mation on the upcoming workshops, or
be kept abreast of the establishment of
SprayPave Cape Town, please e-mail:
t +27 (0)11 868 5451/2
www.spraypave.co.za
IMIESA April 2013 7IMIESA 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.
IME
SA
AF
FIL
IAT
E M
EM
BE
RS
IMESA
Afri-Infra [email protected] Broom Road Products [email protected] SA [email protected] [email protected] [email protected] Africa Group Holdings [email protected] Consulting [email protected] Bosch Stemele [email protected] Bosch Munitech [email protected] Consulting Engineers [email protected] Consulting Engineers [email protected] Consulting Engineers [email protected] Civil & Blasting Solutions [email protected] Manufacturers [email protected] Institute of Southern Africa [email protected] Built Environment [email protected] Lynn & Partners [email protected] Bank of SA [email protected] Plastics [email protected] Engineers [email protected] Kent Metering [email protected] Waste Management [email protected] [email protected] [email protected] Consulting [email protected] [email protected] SA [email protected] Technology [email protected] Enterprises [email protected]@Consulting [email protected] Consulting [email protected] [email protected] and Green [email protected] Water [email protected] Consulting [email protected]
Knowledge Base [email protected] Water [email protected] Narasimulu & Associates [email protected] Consulting Engineers [email protected] Asphalt [email protected] Consulting [email protected] Engineering Systems [email protected] Naidoo & Associates Consulting Engineers [email protected] Construction [email protected] [email protected] Africa [email protected] [email protected] HaskoningDHV [email protected] SBS Water Systems [email protected] Consulting [email protected] Lines [email protected] SA [email protected] Inc [email protected] Water Company [email protected] [email protected] African Society for Trenchless Technology [email protected] Consulting [email protected] Pumps Wastewater [email protected] [email protected] Engineers East London [email protected] Consulting [email protected] Consulting [email protected] Consulting Engineers [email protected] WorleyParsons [email protected] Group Africa [email protected] [email protected] [email protected] Surfacing [email protected]
IMIESA April 2013 9
INSIGHT
RURAL COMMUNITIES in parts of
the country that are dependent on
groundwater are negatively affected
because of the natural mineral con-
tent exceeding recommended levels. Untreated
or poorly treated wastewater is severely affect-
ing the quality of water in many areas.
Our water ecosystems are not in a healthy
state. Of the 223 river ecosystem types, 60%
are threatened and 25% critically endangered.
Less than 15% of river ecosystems are located
within protected areas, many of which are
threatened and degraded by upstream human
activities. Of 792 wetland ecosystems, 65%
have been identified as threatened and 48%
critically endangered.
Furthermore, 31% of freshwater fish species
indigenous to South Africa are threatened. This
is of enormous concern, given the crucial role
of wetlands in delivering ecosystem services
such as water purification, flood regulation and
drought mitigation.
This situation has negative impacts on human
health, on rural communities directly dependent
on water-related ecosystems such as wetlands
for their livelihoods and on the mainstream
economy, and demands drastic intervention.
Water resource quality and water quantity
issues and solutions are interrelated and
need to be addressed in an integrated man-
ner. Although it is technically possible to treat
water of a poor quality to a potable standard,
this can be very costly. Water of bad quality
also impacts negatively on farming, recreation,
ecosystems and the economy.
Shared water resourcesSouth Africa shares four major river systems with
six neighbouring states: Zimbabwe, Botswana,
Mozambique, Swaziland, Lesotho and Namibia.
WATER RESOURCE STRATEGY - PART 2
The blueprint for our survivalThere are significant water quality challenges in South Africa. The main contributors to water quality problems are mining, urban development, industry and agriculture. Compiled by Richard Jansen van Vuuren
International agree-
ments on water shar-
ing are in place in all
of these river basins,
in line with SADC’s
Revised Protocol on
Shared Watercourses.
These shared river
basins raise the impor-
tance of water in the
regional integration
agenda in SADC. South
Africa’s policy and legis-
lation recognises inter-
national obligations
in allocation protocol,
which is dealt with in
the support strategies.
Ethical and cultural value of waterApart from the quan-
titative and qualitative
pressures on its physi-
cal dimensions, water
demand is also growing
due to the broadening
perspective of water
and its ecological, ethi-
cal and cultural roles.
Inadequate financing and poor financial managementInadequate financing
remains a key chal-
lenge. Investment in water needs to double if
the required outcomes are to be achieved. A
recent study by the Department of Water Affairs
ABOVE The demand for freshwater is outstripping supply
10 IMIESA April 2013
INSIGHT
revealed that the capital requirement for the
entire water sector over the next 10 years, in
real terms, is in the region of R670 billion and
that the funding gap is R338 billion over this
10-year period.
Operation, maintenance and refurbishment
are also underfunded. And there is insufficient
funding available for programmes such as
water demand management and conserva-
tion, research, information management, skills
development and effective planning.
A key issue is the lack of effective finan-
cial management in water management. This
includes the ring-fencing of the water ‘busi-
ness’ and the need to be able to measure the
actual cost of water delivery, ensuring cost
recovery with appropriate protection for the
poor, appropriate tariff setting, effective and
long-term financial planning as well as busi-
ness and project viability and the application
of basic water economics. Cost recovery is
essentially based on three sources of revenue:
tariffs, taxes and transfers (generally from
international donors).
These three sources
of income must be
used to cover capital
and operational costs.
It is also critical
that the policy should
guide the allocation
of financial resourc-
es so that sufficient
resources are dedicat-
ed to achieving priority
outcomes. Although
per formance-oriented
budgeting is hard to
implement, and requires extensive analytic and
operational changes in practice, its potential
value cannot be underestimated. A compre-
hensive performance-oriented budget is the
best option.
Shortage of human resourcesThe lack of appropriate skills and capability in
the right places has been identified as a critical
challenge in the sector, from engineers, scien-
tists and artisans to project and programme
management, as well as leadership, govern-
ance and oversight.
In addition to the shortage
of critical and scarce skills in
the right places, the water sec-
tor lacks capability to perform
optimally because of the loss
of institutional knowledge, expe-
rience and competency. This
is of particular importance
when considering the increased
skills and capacity required for
improved water management
and governance.
It must be recognised, how-
ever, that if one looks across
the entire water sector, includ-
ing government, the private sec-
tor and civil society, there is
a range of skills, knowledge
and capability in some areas
that can be drawn on for the
implementation of the National
Water Resources Strategy 2.
The challenge lies in mobilising
these skills and resources to
a common end while urgently
building more capacity in other
critical areas.
AgricultureAbout 8.5 million people are
directly or indirectly dependent on agriculture
for employment and income. The sector con-
tributes about 3% to the GDP and 7% to formal
employment. The agricultural sector is made
up of commercial farmers and subsistence
farmers: about 1.3 million hectares are irri-
gated. The New Growth Path has set a target of
300 000 households in smallholder schemes
by 2020 and 145 000 jobs to be created in
agro-processing by 2020. Irrigated agriculture
is the largest single use of water in South
Africa (60%) and it has a huge potential socio-
economic impact in rural communities. Water
is the major limiting factor to the growth of this
sector and poor water quality has a negative
impact on agricultural exports and associated
foreign income.
Energy sectorAlthough it only uses 2% of water, the energy
sector contributes about 15% to the GDP of
South Africa and creates jobs for 250 000. It
generates about 95% of the electricity in South
Africa and also exports it to other countries in
Africa. The energy sector, including Eskom is
highly dependent on reliable supplies of water
for the generation of electricity (steam genera-
tion and cooling processes), and an elaborate
and sophisticated network of water transfer
and storage schemes has been developed
specifically to support this sector and ensure
high levels of reliability. The water sector is,
on the other hand, highly dependent on a
constant and reliable supply of electricity to
“move water”.
Mining sectorAccording to the South African Chamber of
Mines, the mining sector contributed 8.8%
directly and 10% indirectly to the GDP of
South Africa in 2009. It created about one
million direct and indirect jobs. The sec-
tor accounts for approximately one third of
ABOVE Water resources need to be carefully managed
BELOW Cost recovery for water services is essential
IMIESA April 2013 11
INSIGHT
the market capitalisation of JSE
and it is also the major attractor
for foreign investments. The New
Growth Path has set a potential
employment target of 140 000 new
jobs by 2020 for the mining sector.
Mining and related activities require
significant quantities of water while
also impacting on the environment
with associated potential pollution.
The development of new mines in
water scarce areas requires forward
planning to make arrangements for
the transfer of water and develop-
ment of new sources.
Manufacturing sectorThe manufacturing sector contributed 15.5% to
the GDP and 13.3% to jobs in 2009. The NGP
has set a target of 350 000 new jobs for this
sector by 2020. Water is an input in the manu-
facturing processes and it also used for cooling.
Tourism sectorIn 2009, the tourism sector directly and indi-
rectly contributed 7% to the GDP and it created
575 000 jobs. This sector is earmarked for high
economic growth, which is expected to generate
a huge number of new jobs. The NGP has set a
target of 225 000 new jobs by 2015. Drinking
water quality that matches international stand-
ards as well as a reliable water supply and
sanitation services are critical to the success
of this sector.
Food and beverages sectorsThe food and beverage sectors are highly
dependent on water for the production of their
products; however, the precise contribution of
the food and beverage industries to the South
African economy has still to be reckoned.
Committing water use sectors to sustainable water managementA major gap in the management model is that
water resource management is not effectively
institutionalised in water sector business man-
agement. This has resulted in water-related sec-
tors and industry not giving water the attention
and priority it deserves, and a lack of owner-
ship, commitment and self-regulation in the pri-
vate sector. A recent study revealed that many
South African businesses are not prepared for
managing potential water risks.
Water-dependent businesses can no longer
take water for granted regardless of the indus-
try sector they operate within. One of the earli-
est and most comprehensive discussions of the
risk water represents to businesses was pub-
lished by the Pacific Institute. Business opportu-
nities accompany these risks, for those compa-
nies that can deliver their products and services
efficiently (low water use or no water use), or
can develop technological solutions to provide
clean water to the public and private sectors.
First, there is physical risk to a business,
which arises from decreasing water availability
(water scarcity) and the reliability of supplies.
The first driver of physical water risk is increased
population and its resultant demand from urban
and agricultural uses, coupled with water avail-
ability. The second driver is poor operation and
maintenance of water systems that business is
dependent on.
Increased water scarcity will increase competi-
tion between business and local communities,
particularly between business
and poor and historically mar-
ginalised communities. This
potential competition and associ-
ated conflict must be effectively
resolved by improved manage-
ment and planning.
With declining water quality,
the physical risks to businesses
can become acute. A decline in
water quality can result in the
need for pretreatment, which is
an additional cost to businesses.
This can be especially true when
high-quality water is required in the pharmaceu-
tical, beverage and food processing sectors.
Companies can expect increased regulation of
water quality, and along with increased regula-
tion come potential constraints on availability
and higher costs for quality control.
Water supply-chain disruptions represent
a real and to a large degree unqualified threat.
Businesses are just coming to terms with the
realisation that they must quantify water use
and risk within their supply chain. They have
been grappling with this challenge with regard
to their carbon risk and seem to have made real
progress in quantifying and reducing carbon in
this portion of their footprint. Managing water
risk within a company’s supply chain will be no
small task, as most companies that outsource
manufacturing can only influence, and not con-
trol the behaviour of up-stream suppliers.
Source: Department of Water Affairs/National
Water Resources Strategy II (2012)/Water for
equitable growth and development
ABOVE Increased water scarcity will increase competition between business and local communities
BELOW The demand for rural water supply systems is growing
12 IMIESA April 2013
HOT SEAT
THE ROAD-BUILDING sec-
tor may face many chal-
lenges, but there are also
a myriad opportunities.
Osborn’s road building equipment,
manufactured by Astec Inc and
Roadtec in the US, comprises of
the flexibility and customisation to
step up to the plate and provide
customers with bespoke solutions,
rather than just mere products.
Peet Eksteen, sales manager
at Osborn (Asphalt Equipment),
explains how the company wraps
up road building problems with just
one of its Roadtec products.
Material transfer vehicles (MTV)
- addressing potholes
Problem 1: Material segregation
“Conventional ways of road build-
ing consists of the truck dumping
directly into the hopper of the paver.
The gradation of the aggregate and
uniformity of the asphalt mix
are both very important con-
siderations for mix stability
OSBORN
Road building excellenceOsborn builds its entire client philosophy on providing solutions, rather than products. Its road-building range, specifically, bears evidence of this bespoke approach.
and road mat structure. As a truck
dumps the hot mix asphalt into the
paver hopper the material sepa-
rates, changing the material mix
and causing material segregation.
When the segregated material is
laid down on the road, it is com-
pacted with poor structure, poor tex-
ture or both. The mat will not have
uniform density and the surface will
fail prematurely.”
Problem 2: Temperature
segregation
“The second problem is large tem-
perature differentials within the mix,
especially during long hauls to site
and on colder days. The top layer
of the mix in the truck bed can
have temperature variances of up
to 50˚C when compared to the
rest of the material. Uninsulated
truck sides and tailgates also affect
the mix temperature. Non-uniform
compaction, ravelling, stripping and
potholes can be traced back to
temperature differentials in the mat
used on the road. It does not take
long for the natural elements to
erode a newly laid
road pavement if
a segregated mix
was used.”
Solution: The Roadtec Shuttle
Buggy for longer lasting roads
“The Shuttle Buggy material transfer
vehicle is designed to be the link
between the truck and paver. It
eliminates segregation problems,
thanks to the machine's remixing
action. The unique design
of the remixing augers
allow for
material re-blending. The remix-
ing action tumbles the material,
allowing heat to transfer uniformly
throughout the mix. The Shuttle
Buggy also allows for non-stop pav-
ing due to its storage capacity. This
allows contractors to smooth out
truck cycles, reduce haul costs,
eliminate traffic congestion and lay
down smoother road pavements.
The Roadtec SB2500
Shuttle Buggy has
storage capacity of
22.7 metric tonnes,
can unload a truck at
907 metric tonnes/
hour and has a paver
loading capacity of 544 metric
tonnes/hour. The reduction of seg-
regation results in smoother, more
durable road surfaces. This trans-
lates into cost benefits for both the
road user and road contractor.”
“The road building market offers strong potential and new projects.”Peet Eksteen, sales manager, Osborn
IMIESA April 2013 13
HOT SEAT
Double drum technology
Problem: Many South Africa
asphalt plants are unable to acco-
modate large percentage recycled
asphalt (RA) mixes
“The South African road mainte-
nance and infrastructure upgrade
markets offer strong potential for
road contractors, with many new
projects issued every year. It is
an unfortunate reality that South
African refineries cannot always
supply the local market with bitu-
men as and when needed. Industry
role players have had to revert to
the importation of bitumen to meet
local demands. Another option is
to add a larger percentage of RA to
mix designs. As RA already contains
most of the bitumen needed to coat
the aggregate, this reduces the
amount of new bitumen needed to
obtain the correct mix. Many other
countries use up to 70% RA on their
roads. In South Africa, however,
this is too high a percentage for
most local asphalt plants. The sin-
gle drum parallel flow, single drum
counter flow and the batch plants
are not designed to accomodate
such large RA percentages.”
Solution: The Double Barrel tech-
nology - Well suited for large
RA percentages
“The double barrel dryer/drum
mixer combines the functions of
a dryer and a continuous process
mixer in one compact, efficient
system. Drying of the virgin aggre-
gate is the first step in the process
and takes place in the inner drum.
Mixing of aggregate and other
ingredients follows, which happens
in the outer, stationary shell. The
long mixing chamber and station-
ary outer shell allows sequential
mixing of materials. RA enters the
drum in the outer mixing chamber.
Adding the RA here ensures that
there is no contact with the hot
gas stream of the dryer. This is an
important advantage because the
atmosphere in the mixing chamber
minimizes emissions. RA heats as
it comes in contact with the hot
aggregate. This allows the bitu-
men from the RA to help coat
the heated aggregate. During this
process, steam vapours from light
oils and gases are drawn into the
burner flame and incinerated. This
process allows the Astec Double
Barrel plant to meet such high
emission standards, while also
processing up to 50% RA within
asphalt mix designs.”
Green roads - the future
Problem: Chemical additives add
costs during warm mix process
Warm mix has really come to
the fore during recent years and
is regarded as the fastest growing
asphalt practice worldwide. Warm
mix asphalt is the same as hot mix
asphalt except that it is produced
and placed at lower temperatures
(typically 28 to 42˚C cooler). The
liquid AC is temporarily made to
ABOVE The inner workings of a material transfer vehicle
BELOW Using a material transfer vehicle
BOTTOM Not using a material transfer vehicle
t +27 (0)11 820 7600www.osborn.co.za
have a lower viscosity by either the
introduction of a wax, chemicals
or water.
Solution: The Double Barrel Green
system - No need for expensive
commercial additives
Rather than using a mineral carrier,
the Astec Green System injects
water via foaming nozzles. The injec-
tion of water along with the bitumen
causes the liquid asphalt to foam
and expand in volume. The foam-
ing action helps the liquid asphalt
coat the aggregate at temperatures
that are normally in the range of
110 to 130˚C versus traditional
temperatures of 150 to 172˚C.
This has significant benefits. These
include improved workability of the
asphalt, very little smoke or smell,
longer road life, increased produc-
tion and the use of less fuel. It
also allows the Double Barrel plant
to run significantly higher percent-
ages of RA when compared to
other plants.“protecting the environ-
ment and saving costs one mix at
a time.”
AFRICA
MOZAMBIQUE
THEN KNOWN AS Franki
Africa, the company’s first
project in Mozambique
was at the prestigious
Mozal aluminium smelter on the
outskirts of Maputo. The company
was commissioned to conduct ini-
tial site investigations in late 1997
and early 1998 and when tenders
for the foundation piling were invit-
ed, Franki Africa was awarded a
contract for Phase 1. This was suc-
cessfully completed two months
ahead of schedule in March 1999
after installing over 10 000 driven
cast in-situ Franki piles.
On the back of the success
of the first phase, Franki Africa
secured Phase 2, which called
for the installation of over 8 000
Franki piles and 200 large diame-
ter auger piles supporting the silo
structures. At peak, the compa-
ny’s on-site crew numbered 518.
This contract was also completed
ahead of schedule.
“Even though the country was
Early predictions of growth prove accurateWith the economy of Mozambique poised for a robust recovery, specialist geotechnical contractor Esorfranki Geotechnical is positioned to strengthen its already well-established market position in that country.
going through an economic down-
turn at the time of our involve-
ment in the Mozal project, we
became aware that Mozambique
was ripe with opportunity,” Roy
McLintock, MD of Esor franki
Geotechnical, relates.
“We took a strategic decision,
based on the anticipated positive
impact of the Mozal project, to
establish a registered company
there in July 1998 and populated
it with a pilot team tasked with
identifying business opportunities.
These were skilled people with
access to a full range of equip-
ment to undertake any kind of
local geotechnical work.
“Our predictions proved accu-
rate and our workload steadily
increased. A focus beyond Maputo
resulted in a contract to install
Franki piles at a silo complex
for a Tanzania-based client for
whom we had done similar work in
Dar es Salaam. We also secured
foundations for various bridges in
the rural areas. Another
notable contract was the
provision of general geo-
technical work at Tongaat
Huletts’ Xinavane sugar
mill where we installed
various pile types in both
brownfield and greenfield
areas of the mill.”
Esorfranki Geotechnical
has also installed pil-
ing and lateral support
for four embassies and
numerous buildings and
marine structures in
Maputo. More recently,
the company was involved
in work relating to the infrastruc-
ture for the Moatize coalfields
development for a major multi-
national metals and mining com-
pany. Esorfranki Geotechnical’s
most recent project involved the
piled foundations for rails on an
800-metre-long coal stacker at the
load-out facility in Beira for the
same company. This contract was
extended to include the marine
works and ship-loading struc-
ture foundations as part of the
upgrading of the Port of Beira
Quay 8.
“Having established a pres-
ence in Beira, we’re now
looking at other opportuni-
ties in and around this city,”
says McLintock.
“We’ve been at work in
Mozambique for 15 years and
our projects in various parts of
the country have afforded us an
exceptionally good understanding
of the local culture, business envi-
ronment and ground conditions, as
well as the country’s customs and
logistical processes. This work
has also allowed our Mozambique
team to establish a comprehen-
sive geotechnical database that,
coupled with in-house design capa-
bilities, allows us to provide very
competitive design solutions.
“Future opportunities will cen-
tre around the Moatize coal pro-
ject, port upgrades related to the
export of coal and other resourc-
es, electrification, and general
infrastructure upgrades.”
ABOVE Installation of 27 m CFA piles for the Beira stacker
LEFT An aerial overview of the Beira stacker
14 IMIESA April 2013
A D
aim
ler B
rand
MBS
A/10
4/AX
OR00
1
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TRUCKS. LEASING & FINANCING. FLEET SOLUTIONS. SERVICE & PARTS.
16 IMIESA April 2013
AFRICA
AS ONE OF the prov-
inces devastated
by Angolan conflict,
Cunene has suffered
from a lack of proper supply and
sanitation systems, resulting in
low levels of access to clean
drinking water. Only 15 to 20%
of the rural population has the
advantage of a dedicated water
source, while the rest rely on
walking far distances every day
to retrieve unhealthy water from
local rivers, boreholes and small
dams to provide for their families.
It is little wonder then that over
80% of illness and death in these
communities are caused by water-
borne diseases.
The project consisted of the
construction of a water treatment
facility at Xangongo, so that water
can be extracted from the Cunene
River and treated, and then
pumped along a 100 km pipe-
line to Xangongo, Mongua and
Ondjiva. For the project, Marley
supplied over 98 km of 630 mm
PN6 HDPE pipes as well as about
2 km of 630 mm PN10 HDPE
pipe – one of Marley’s largest
contributions to a single project.
The project, however, was not
without its challenges. In addi-
tion to chief negotiations held
by Marley’s managing director,
Louis Albertyn, and his team to
assess the critical factors and
risks that the project would pre-
sent, Marley’s pipes were also
stringently tested for quality con-
trol to evaluate the most suitable
pipe supplier according to the
WATER TREATMENT
Cunene River Water ProjectAs part of the master trans-frontier plan with Namibia to supply safe drinking water to underprivileged communities in Angola’s Cunene province, Marley Infrastructure was awarded a US$15 million contract by Spanish company UTE Befesa-Riogersa.
ABOVE In excess of 4 800 t of HDPE pipe was supplied to the project
LEFT More than 400 truckloads of pipe were delivered to the site
exacting requirements of the cli-
ent. Marley came out on top with
its range of HDPE pipes, which
are SAPPMA-endorsed and manu-
factured according to sound qual-
ity standards, carrying the SABS
mark for SANS ISO 4427.
Logistically, transporting 15 m
length HDPE pipes to Angola was
no easy feat, and Marley part-
nered with WP Transport to ensure
their safe passage. Sixteen trail-
ers were used, each carrying 16
pipes, and proper crating and
stacking methods were
taken into consideration
to ensure minimal roll
during transportation.
The biggest challenge,
however, occurred once
the pipes had actually
reached the Angolan
border. Not only did
Marley and Befesa have
to make sure that all
documentation for every
truck was 100% in
order, but WP also had
to appoint a dedicated
person to handle the
time-consuming and rig-
orous customs process
– the result of which
was costly delays and
standing time.
IMIESA April 2013 17
AFRICA
KOBUS VAN DEN BERG, an electrical
engineer at Aurecon, takes a dif-
ferent approach, saying it is impor-
tant to understand the additional
functionality of a Smart Metering (SM) system
and see if it meets the specific requirements
of Africa.
“The extensive functionality of an SM system
is not always fully appreciated,” he says.
“However, collecting vast amounts of sys-
tem data is in itself pointless – the value is
in the management of the data. The solution
lies in the integration with a highly effec-
tive Meter Data Management System (MDMS)
and being able to demonstrate benefits for
the consumer.”
The metering systemA typical SM system will have a smart meter at
the customer’s premises with a load switch and
in-house display. These devices communicate
DATA INTEGRATION
Is Smart Metering smart enough for Africa?
Smart Metering systems can support various aspects of electricity distribution management and are generally recommended internationally as the way to enhance the services and financial viability of electricity utilities.
via various communications media and the
data is transferred to an MDMS for storage
and processing.
In the metering mode, the system provides
the measurement and recording functions to
enable effective measurement of consumption
data for billing purposes. It records data at
30-minute intervals, which enables the util-
ity to determine when and where energy has
been used.
The meters can be switched between credit
mode and prepayment mode remotely. Credit
tokens purchased at vending outlets or online
via the internet or cell phone can be transferred
to the meter directly or manually through the
keypad on the Customer Interface Unit (CIU)
i.e. display and keyboard installed in a cus-
tomer’s residence. The meter also allows the
implementation of complex tariffs. The use of
TOU (Time of Use) tariffs allows the utility to
offer new energy products to the customers,
as well as use pricing signals to manipulate the
consumption pattern of consumers to enhance
energy efficiency.
The ‘smartness’ of the metering system
comes from being flexible and multifunctional,
able to enhance the management of distribu-
tion systems and improve energy efficiency.
Advantages of a Smart Metering systemRevenue managementThe SM system can provide accurate meter
readings, timeous billing, preprocessed read-
ings with VEE (validation, estimation and edit-
ing), and remote connect/disconnect. One of
the most important challenges municipalities
face in South Africa is to read meters and
produce accurate bills to enable customers
to pay their dues. It is not always possible
for meter readers to get access to a cus-
tomer’s premises, resulting in ‘no reads’ or
18 IMIESA April 2013
AFRICA
‘estimated’ readings on a customer’s bill. In
the case of SM, the consumption data will be
validated and any inconsistencies corrected in
the MDMS before it reaches the billing system,
ensuring much higher quality billing. The VEE
functions allow the utility to effectively manage
consumption levels, missing readings due to
meter failure and energy theft due to bypassing
of meters.
The SM system supports functionalities such
as remote connection/disconnection. If the
customer does not pay their bill, a warning can
be sent to the CIU. If no reaction from the cus-
tomer occurs, the supply can be switched off
remotely. As soon as payment takes place, the
supply can be restored immediately. An espe-
cially important benefit is that accurate meter
reading and billing will restore customer confi-
dence in the utility and result in an improved
payment performance.
Revenue protection (RP)Most utilities employ RP officials or contract
meter auditors to visit and inspect meter instal-
lations for safety and especially tampering
issues. SM systems can be this ‘guard dog’ to
monitor meters 24/7 and provide reading VEE
to detect anomalies, tamper detection, alarm
generation, energy balancing and loss detec-
tion, and non-payment/tamper disconnection.
While the visibility of meter officials motivates
customers not to tamper with meters, the main
challenge is the time and cost to maintain this
visibility. Soon after a meter audit, customers
tend to revert back to their old tampering habits
or pay ‘contractors’ to ‘adjust’ their metering
system! The SM system can provide a focused,
enhanced and more cost-effective RP service
for the utility.
Maintenance and planning Data collected from the SM system can be
used to identify maintenance actions as well
as network extension and upgrade planning.
Applications include distribution system load-
ing and power flow,
fault log system,
power quality (PQ)
information, sys-
tem loss measure-
ment, parameter
trending facilities,
m a i n t e n a n c e
aler t, job sched-
uling, and meter
error detection.
Meter failures
can be detected
immediately and
the necessar y
maintenance and
repair teams activat-
ed. Customer service
will improve due to prompt reaction to failures
in the distribution network. Capital and main-
tenance budgets can now be based on opera-
tional information from the SM systems rather
than ad hoc measurements in the network.
Keeping customers informedCustomers can either accept and use the
SM facilities or view it as a method to ‘spy’
on them and force them to pay for services.
Whatever the case may be, the customer
should be persuaded and shown that the SM
provides essential and useful information,
such as consumption feedback, cost and tariff
information, outage warnings, bill payment
information, remote disconnection/reconnec-
tion, and prepayment options.
For successful implementation of SM, it must
be to the advantage of the customer in terms
of energy management, as well as the improve-
ment of services. The SM system opens a new
communication channel to customers to inform
them of the actions and
intentions of the util-
ity without reverting
to call centres and
the media.
Demand control Many African coun-
tries are in the
predicament that
the demand for
electricity is at
times very close to
or exceeds the supply
capability. The SM sys-
tem provides meth-
ods of managing the
demand for electricity
on the consumer side of the supply network
through direct control of devices such as gey-
sers, air conditioners and pool pumps, load
limiting during high demand/supply shortage
crisis situations, and indirect load and energy
efficiency control via TOU tariff structures. The
first method enables the utility to switch off
the supply to non-critical appliances such as
air conditioners, pool pumps and hot water
geysers, as well as other residential loads or,
motivate customers to disconnect loads them-
selves. The second method is to use TOU tariff
structures to reflect the actual cost of energy
at a particular moment and also send a strong
price signal to the customer. This information
enables the customer to reschedule certain
loads and save electricity cost, as well as
improve energy efficiency.
In conclusionSM has a place in African utilities to meet
the needs and particular characteristics of
Africa’s electricity consumers. SM is only
really smart if it is carefully integrated into the
distribution system with a specialised MDMS,
and the system used to improve business
processes, utility operations and particularly,
customer services.
*This article is based on the paper titled ‘When
is Smart Metering really smart?’ presented
at the 63rd AMEU Convention, Ekurhuleni,
by its author: Kobus van den Berg (PrEng),
BEng (Elec). MMedSc, MBA. Electrical engi-
neer, Aurecon)
SM MDMS
Revenue ManagementPQ
Customer Info
RP
NetworkmanagementMDMS
Demandmanagement
MaintenancePlanning
CIU
Load Switch
SM data flow
FIGURE 1: Data flow to various functional applications
ABOVE Collecting vast amounts of system data is in itself pointless
IMIESA April 2013 21
SANRAL
THE PROJECT, BEING undertaken for
the South African National Roads
Agency SOC (Sanral), includes both
the rehabilitation of the existing N2
Section 11 from the eastern boundary of
the Coega IDZ (km 56.0) to the Colchester
(69.0 km), and the construction of a new
carriageway to the south of the existing road.
The project is referred to as the N2 Coega to
Colchester project. The completed dual car-
riageway cross section will comprise 2 x 3.7 m
lanes, a 2.5 m wide outer shoulder and a 1 m
wide inner shoulder per carriageway, with a
17.4 m wide median. The project is approxi-
mately 80% complete, having commenced in
November 2010. The anticipated completion
date is February 2014.
This contract was initiated by Sanral to
improve the capacity of the N2 between Port
Elizabeth and the Nanaga Interchange. This
link of the N2 carries the highest volume of
intercity traffic on the national road network in
the Eastern Cape and reached the point where
improvement was required.
The need to provide an additional carriage-
way presented the opportunity to construct
the new carriageway first while not inter fer-
ing with the traffic on the existing road.
Once completed, traffic was diver ted onto
the new carriageway and provided unlimited
access to the existing one in order for the
contractor to undertake the required reha-
bilitation work. Undertaking the work in this
way limited the impact on the travelling public
substantially, which is always a concern on a
multi-year project.
The roadwork aspects of the contract include:
• construction of mass earthworks for the
new carriageway
• construction of selected and sub-base layers
using gravel and crushed borrow pit material.
• construction of a crushed stone base and
asphalt surfacing
N2 SECTION 11
Bring out the Rolls RoyceA professional team on a road contract in the Eastern Cape has been hampered by record rainfall during two winters and out-of-the-ordinary piling challenges for one of the bridge elements being constructed. Richard Jansen van Vuuren visited the site.
Backfilling a services trench
• the replacement of existing
drainage culverts smaller than
600 mm in diameter
• extension or reconstruction
of existing drainage culverts
where required
• construction of sub-surface drains
and lined open drains
• upgrading of the existing at-grade
intersections providing access to
Cannonville and Colchester
• Relocation and protection of exist-
ing services
• relocation and upgrading of street
lighting on the section between
the Cannonville and Colchester
at-grade intersections
• provision of drains and
mitre banks
• provision of all other roadwork
ancillaries required, including road signs and
markings, fencing and guard rails
• opening and final rehabilitation of borrow pits
• construction of approximately 1.6 km of sur-
faced access road to provide alternative access
for affected parties as a result of the removal
of the overpass bridge at Cannonville.
The structural work under the contract includes:
• construction of a new bridge over the
Sundays River
TABLE 1 Culverts constructed during the contract
LOCATION (KM)
STRUCTURE NO. NAME TYPE SIZE
59.00 C172Uitenhage Road agricultural underpass
Major culvert underpass
2.450 m x 2.450 m in-situ concrete box culvert
63.09 C173The Downs agricultural underpass
Major culvert underpass
3.800 m x 3.800 m in-situ concrete box culvert
64.02 C174 CerebosMajor culvert underpass
3.800 m x 4.000 m in-situ concrete box culvert
64.92 C0291Cannonville underpass
Major culvert underpass
4.500 m x 4.800 m in-situ concrete box culvert
• raising of the existing bridge over the
Sundays River
• extension of three agricultural underpasses
• construction of an underpass
• two cuttings near the Sundays River are
through dunes that are situated inside the
existing road reserve. The cutting will be sup-
ported by a reinforced earth retaining system.
Sundays River BridgeThe N2 crosses the Sunday’s River at
64.76 km. The upgrading of the N2 to a dual
carriageway therefore required the construc-
tion of a new bridge over the Sundays River to
accommodate the new westbound carriageway.
The existing bridge is approximately 3.2 km
from the sea, with tidal movement under it.
The bridge will have a similar configuration and
design as the existing bridge in order to limit
the hydraulic impact of multiple bridge struc-
tures as well as for aesthetic reasons. The new
bridge will consist of six spans of 33.53 m with
a total length of 201.2 m. The overall width
of the new bridge will be 12.5 m, which will
be sufficient to allow for 3 x 3.5 m lanes and
1.0 m shoulders of the facility to be upgraded
to a six-lane freeway in the future. Precast
concrete F-shape parapets of 1.1 m high are to
be used. The bridge is founded on exceptionally
deep piles – more specifically 45 m auger piles.
What made the piling more challenging was a
3.5 m boulder layer located at 36.5 m depth
as well as the high water table caused by the
tidal river. All the piles are socketed 5.0 m into
the mudstone formation underlying the boulder
layer. The initial estimate of four days per pile
turned into 12 days per pile. An alternative
method was sought as it had become apparent
that the initial oscillator rig was not coping with
the geological demands and the piling contrac-
tor brought out what many considered as the
“Rolls Royce” of piling rigs – a Bauer 36 BG
equipped with a torque multiplier. The new piling
rig increased the rate at which the piles were
installed to achieve the original rate of four
days per pile. The delays suffered as a result
of the initial slower rate of pile installation was
overcome by a considerable effort by the main
contractor in order to accelerate the construc-
tion of the bridge in order to still complete the
contract within the allowed time for completion.
The new bridge is approximately 90% complete.
Raising the existing bridge over the Sundays RiverBased on the hydraulic study, it was resolved that
the bridges needed to cross the Sundays River at
a level which is 2.25 m higher than the level of
the existing bridge in order to provide the required
freeboard in the event of a one in a hundred year
flood. In this regard, the new bridge was built to
new higher level and the existing bridge will be
SANRAL
TABLE 2 Bridges constructed during the contract
LOCATION (KM)
STRUCTURE NO. NAME TYPE SIZE
64.76 B1215Sundays River Bridge
Road bridge over river 6 x 33.528 m spans
TABLE 3 Bridges to be demolished during the contract
LOCATION (KM)
STRUCTURE NO. NAME TYPE SIZE
65.29 639Cannonville Overpass
Road bridge over road1 x 26.3 m span + 1 x 11.5 m span
IMIESA April 2013 23
SANRAL
24 IMIESA April 2013
WIRE ROPE
QUADGUARDS
ALPHA 70K TMA
END TERMINALS
Isando 011 392 1242 | Cape Town 021 531 9071 | Durban 031 705 6355
Port Elizabeth 041 486 3674 | Bloemfontein 051 432 0707
Web: www.armcorsp.co.za
raised to the same level once the new bridge has
been completed.
Cannonville Overpass BridgeThe existing Cannonville Overpass at km 65.29
provides access to 13 properties north of the N2
and forms a link between these properties and
the southern residential areas of Cannonville.
The bridge has a history of settlement, which
caused vertical clearance problems on the N2.
As a result, a dip formed in the vertical alignment
of the N2 under the bridge. Correcting the verti-
cal alignment as part of the rehabilitation of the
existing N2 would require the raising of the bridge
as well as attending to the bridge’s founding
conditions. The aforementioned would effectively
result in rebuilding the existing bridge. It would
therefore be more economical to construct a new
access road to replace the function of the bridge.
The overpass bridge will therefore be demolished
once the access road has been completed. In
addition to the access road, a single lane under-
pass is being constructed to maintain a grade
separated crossing between the northern and
southern parts of Cannonville.
Eastbound carriagewayThe existing carriageway was built in the 1970s
with a cement stabilised base course layer. This
method of construction has subsequently fallen
out of favour as a result of the significant block
cracking that occurred in these layers due to the
shrinkage of the strongly cemented material.
Although the cracking in itself is not problematic
it is the secondary distress that forms thereafter
(washing out of material under the blocks that
lead to further fragmentation of the blocks under
the action of the traffic that ultimately leads to
break outs, which form dangerous potholes) that
is problematic.
The stiffness of the existing base layer has
protected the underlying pavement and as a
result little deformation has taken place on this
section of the road. The exception being the
outer edge where the base course material was
not cemented to the same extent and the mode
of failure includes deformation. In order to take
advantage of the high strength offered by the
existing cemented base layer, it was decided to
construct the new C3 subbase layer and crushed
stone base layer on top of the existing road after
N2 Coega to Colchester project participants:
Employer• Sanral
Consulting engineers• SFC Engineers/Aurecon Joint Venture
Main contractor• Concor Roads and Earthworks
Suppliers• Kaytech• Concrete 4 U• Doka• Steeldale• PPC Cement• Much Asphalt• Colas• Afrimat
Subcontractors• Dura Soletanche• Freyssinet• Ibhayi Contracting
SANRAL
IMIESA April 2013 25
some of the worst areas were repaired by means
of removing the distressed material and replacing
it with new cement treated material as well as
strengthening the outer edge that was previously
not cemented to the same extent.
With the existing base course now being the
new subbase layer, the road would have a high
load-bearing capacity. Constructing the road
in this way was not only advantageous from
a load-bearing point of view but also the more
economical option.
The surfacing for the rehabilitated road com-
prises a new semi-gap graded asphalt with rolled
in chips between 56.0 km and 64.8 km. The
bitumen used for the aforementioned comprised
A-P1 binder. The section between 64.8 km and
69.0 km will be surfaced with a combination of
40 mm medium continuously graded asphalt fol-
lowed by a 20 mm ultra-thin friction course mate-
rial. The latter was viewed being more suitable to
reduce the traffic-related noise for the adjacent
residents of Cannonville and Colchester.
Westbound carriageway The results of the centre line materials sur-
vey indicated from the start of the project to
approximately km 60.00 of the carriageway is
underlain by calcrete to a depth exceeding 1 m.
The calcrete is generally covered with 100 to
300 mm of sand or sandy silt, typically of G9
quality. Beyond km 60.00, the underlying cal-
cretes are replaced with deep sands and silty
sands. The subgrade conditions did not require
any special treatment for the construction of
the new carriageway, which was constructed
using a fairly conventional design comprising
two cement stabilised subbase layers and a
crushed stone base layer. The surfacing use for
the new carriageway is the same as that used
for the rehabilitated carriageway.
Unexpected weather conditionsDuring the course of the contract, two of the
wettest years on record were experienced.
The recorded rainfall was more than double
the long-term average rainfall. Some 798 mm
and 821 mm rain were measured on-site in
2011 and 2012 respectively, as opposed to
346 mm, which is the long term average. In
October 2012 a total 271 mm of rain was
measured on site while 233 mm was recorded
over eight consecutive days, making it the
wettest October month on record. Fortunately,
it was a near coastal event and the Sundays
River did not go into flood. However, in spite
of the more than expected rainfall, the contrac-
tor still managed to keep the progress of the
work on track and all indications are that the
work will be completed within the allowed time
for completion.
Piles for the Sundays River Bridge are 45 m deep
People interviewed in this article
Jan Verduyn, resi-dent engineer: SFC Engineers/Aurecon Joint Venture
George Langeneg-ger, assistant resi-dent engineer: SFC Engineers/Aurecon Joint Venture
Junior Nortje, site agent: Concor Roads and Earthworks
Renaldo Lorio, San-ral project manager
SANRAL
THIS CAME ABOUT
through a success-
ful tender bid made
to Sanral by Bosch
Stemele and BCP Engineering,
which sees them jointly commis-
sioned to undertake the project.
As work progressed, it became
evident that further maintenance
was needed and this appointment
was extended to include an addi-
tional adjoining 15 km of the N2.
The necessity of the project
EASTERN CAPE
N2 overlay and resealBosch Stemele, in a joint venture with BCP Engineering, is undertaking the special maintenance of a 15 km section of the N2 to the west of Port Elizabeth.
became clear earlier on as this 30 km portion of
dual carriageway, from Van Stadens River Bridge
to the Bramlin Interchange, is in dire need of
structural maintenance. The portion of road had
last received maintenance in the mid-1990s,
resulting in the surfacing exhibiting severe forms
of distress.
Bosch Stemele and BCP Engineering’s investi-
gations showed that with minor exceptions, the
layer works below the surfacing were adequate
for the design life traffic if they were kept dry.
The team therefore set about upgrading the
surface drainage, as well as subsoil drainage,
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26 IMIESA April 2013
SANRAL
IMIESA April 2013 27BS Imiesa Half Page FINAL.ai 1 2013/03/15 8:20 AM
in both the median and outer edges of the car-
riageways. The project required some special
attention as much of the surrounding terrain
was very flat, requiring them to pay particular
attention to ensuring free flowing side drains,
resulting in the need for concrete lining.
This was followed by extensive repairs of the
distressed roadway surfacing by milling out
the top layer of asphalt and replacing it with
new asphalt. This was restricted generally to
the slow lanes to allow traffic flow. Selected
deep structural patches were also undertaken
ensuring that the road will be better equipped to
withstand its traffic load.
Structural assessment of the pavement indi-
cated that a 40 m asphalt overlay was required
for the Van Stadens to St Albans interchange
section. Similar assessments led to opting for a
surfacing seal for the St Albans interchange to
the Bramlin Interchange portion.
The asphalt overlay comprised a semi-gap
mix, utilising an E2 polymermodified bind-
er to improve rut resistance, with 19 mm
rolled-in chips at the sur face to improve
skid resistance.
The surfacing seal comprised a
19 mm/6.7 mm double seal with
modified binder. The 6.7 mm aggre-
gate was split into two applications,
the first a choke layer to close off the
19 mm shoulder voids and the sec-
ond a cover layer to provide a dense
6.7 mm carpet as the final trafficked
sur face. Due to the very course
texture of the existing aged asphalt,
a texture correction treatment was
required to the westbound slow lane.
A fine slurry was applied as texture
correction and it was exposed to traf-
fic prior to seal work commencing.
Bosch Stemele and BCP
Engineering successfully completed
the Van Stadens to St. Albans por-
tion in December 2010 at a final contract
value of R80 million. The reseal of the St
Albans to Bramlin section is currently nearing
completion, with the seal work expected to be
completed before the start of Sanral’s winter
seal embargo. The final contract value is esti-
mated at R30 million.
OPPOSITE The portion of road had last received maintenance in the mid-1990s, resulting in the surfacing exhibiting severe forms of distress
ABOVE Bosch Stemele and BCP Engineering successfully completed the Van Stadens to St Albans portion in December 2010
bidim R
IMIESA April 2013 29
ROADS AND STORMWATER
ROAD AND BRIDGE CONSTRUCTION
R228 million upgrade of the R55After successfully completing the R200 million Phase 1 section of the
infrastructure upgrade project in November 2010, SMEC South Africa was
appointed as the project management consultant for Phase 2 of the project
undertaken by the Gauteng provincial government. Richard Jansen van Vuuren
met with SMEC South Africa technical director Tshepo Matshego on-site.
PHASE 1 ENTAILED the construc-
tion of a dual carriageway between
the N14 freeway and Wierda
Road. Phase 2 involved more than
R228 million worth of upgrading and reha-
bilitation work to the 4.2 km section of the
R55 carriageway from Sunderland Ridge to
Laudium, a major ar terial road between
Johannesburg and Pretoria, which also con-
nects the region to the N14 freeway.
SMEC South Africa technical director,
Tshepo Matshego, explained that the com-
pany’s scope of work included the upgrade
of the road from a single carriageway to a
dual carriageway, and the construction of two
bridges over the Hennops River. To improve
safety and night-time visibility, 10 km of
street lighting was installed over the full
length of the road, from the N14 interchange
into Laudium.
“The narrow 6-metre-wide single carriage-
way could not cope with the increased traffic
volumes, and SMEC South Africa designed
the works such that the appointed contractor
constructed the new carriageway while leav-
ing the existing road open to minimise the
impact on traffic,” he explained.
“The fully completed carriageway is world
class, and is now separated by a wide
median and paved shoulder to ensure fur ther
motorist safety.”
ABOVE Compacting fill as part of the shaping of the road prism to the desired levels
RIGHT SMEC South Africa technical director, Tshepo Matshego
BELOW Applying precoated chips to the asphalt
30 IMIESA April 2013
ROADS AND STORMWATER
Matshego noted that the erection of the two
bridges over the Hennops River proved to be
a major challenge, due to the dolomitic nature
of the soil, which is prone to sinkholes.
“In order to ensure the structural integrity
of the bridges, we had to make sure that
the bridge piles were securely founded on
subsur face rock, which was up to 25 m deep
at cer tain points.”
The piles were successfully sunk using
the ODEX piling method, which involves the
application of pressurised air during excava-
tion to remove any debris.
Matshego added: “While this method
proved to be successful, it took longer than
anticipated to sink the piles due to the fact
that pockets of underground air caused the
excavation machinery to jam. Despite this,
we managed to reach bedrock with piles vary-
ing between 8 and 25 m in depth.”
Matshego highlighted the fact that unsea-
sonably high rainfall between December
2010 and March 2011 also proved to be a
major challenge.
“The heavy rainfall and variability of the
ground conditions delayed the piling works
for five months, which in turn delayed the
progress on the two bridges crossing the
Hennops River. Some isolated sinkholes also
developed on the road, which required rectifi-
cation and bridging by utilising geotextiles to
strengthen the immediate areas.”
Commenting at the official opening of the
new R55 dual carriageway, Gauteng MEC for
Roads and Transport, Ismail Vadi, hailed the
project as an overwhelming success.
“The successful and timely completion
of this dual carriageway ensures that road
users are provided with a safe and quality
alternative route to the Ben Schoeman free-
way, which often sees heavy traffic volumes.
I thank all contractors for the quality of the
road, and its timeous delivery,” he stated at
the time.
In addition to creating a more advanced
and efficient road network for motorists,
Matshego pointed out that Phase 2 of the
R55 upgrade project also generated skills
development within the surrounding commu-
nities, with more than 150 local jobs created
as a direct result of the project.
“All of the locally employed contractors
received full training and cer tificates of quali-
fication in their respective fields, which will
go a long way in ensuring that they are better
equipped for future employment.”
Looking to the future, Vadi announced at
the opening ceremony that the remaining
ABOVE Members from the EPWP programme constructing side drains
BELOW Asphalting the final layer onto the road
ROADS AND STORMWATER
IMIESA April 2013 31
sections of the R55, between Main Road in
Laudium and Maunde Street in Atteridgeville,
would be scheduled for rehabilitation in the
next financial year at an estimated cost of
R50 million. Matshego added that he was
confident that SMEC South Africa is in a
strong position to be awarded this extension,
given the company’s excellent track record on
the project to date.
RIGHT Predrilling for the piling operation at the Hennops River bridge
BELOW Piling operation at the Hennops River bridge
ROADS AND STORMWATER
New shoulders for Northern Cape routesUpgrading strategic routes interconnecting South Africa’s Northern Cape hinterland, Roadmac Surfacing Cape (Roadmac) is currently pressing ahead on four major road projects for Sanral.
THREE OF THESE contracts are on
Route 27 (R27), starting at Calvinia
and extending northwards beyond the
town of Brandvlei. The total incremen-
tal distance is around 210 km, split equally into
approximately 70 km portions that are running
concurrently, requiring precise project planning
and delivery. The scope of works on all sections
entails the strengthening and widening of the
existing road surface, plus a new reseal.
Roadmac started on the initial Calvinia sec-
tion some nine months ago, with the balance
of the projects awarded in set phases. The
middle and second section, awarded in October
2012, runs south from Brandvlei, while the third
travels 70 km north from Brandvlei to Verdoorst
(Section 10) and commenced in May 2012.
Running parallel with these projects is a fourth
Sanral widening, repair and reseal contract on
the N7 between the towns of Vanrhynsdorp
(km 0.00) and Bitterfontein (km 80.42), which
commenced in August 2012.
Upgrades on the R27 cater for rising traffic
volumes, particularly from heavy vehicles ser-
vicing industries that include salt and gypsum
mines surrounding Brandvlei. The current road
width along the R27 is 6 m, which will now be
widened by 1 m on both sides to include a full
TOP RIGHT Roadmac Surfacing Cape’s recently acquired Cat RM500 rotary mixer deployed on a section of the R27
RIGHT The current road width along the R27 is 6 m, which will now be widened by 1 m on both sides to include a full width shoulder
OPPOSITE From left to right: Christo Ihlenfeldt, Barloworld Equipment Bellville Cat sales professional; Christie de Klerk, plant manager, Roadmac Surfacing Cape; Charlie Backlund, MD, Roadmac Surfacing Cape; and Dieter Rencken, contracts manager, Roadmac Surfacing Cape
INTENSIVE REHABILITATION
width shoulder. The same design approach is
being constructed by Roadmac on its N7 project.
“Our scope of works also includes the repair
of failed sections using in-situ reclamation
techniques,” explains Dieter Rencken, Roadmac
Surfacing Cape’s contracts manager.
Sub-base layer works on both
the shoulders and in-situ repairs
are being cement stabilised.
Road construction material is
sourced from two hard rock
quarries, with on-site crush-
ing and screening carried
out by Raubex Group entity,
B&E International.
To meet these intensive
contracts, Roadmac is deploy-
ing an extensive plant fleet.
This includes the recent addi-
tion of a Cat RM500 rotary
mixer, supplied and supported by Barloworld
Equipment’s Bellville operation. This Cat unit is
being deployed on one of the R27 sections and
there forms a key component of the construc-
tion works.
Commenting on the RM500’s performance
32 IMIESA April 2013
ROADS AND STORMWATER
IMIESA April 2013 33
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to date, Rencken says that the unit has shown
itself to be an excellent all-rounder in both mill-
ing and mixing applications, particularly when
facing tough and varied ground conditions.
“In this respect, the RM500 is well-suited to
the challenging demands placed on it, and we
are achieving good daily advance rates in line
with the construction programme.”
Powered by a Cat C15 ACERT engine delivering
a gross power output (SAE J1995) of 403 kW,
the Cat RM500 is Caterpillar’s flagship recycler.
The machine has an operating weight of approxi-
mately 28 145 kg.
“Equipped with the 2.4-metre-wide Cat uni-
versal rotor, comprising 200 carbide-tipped bits
arranged in a chevron pattern, the RM500
excels in reworking dense in-situ materials, cut-
ting and mixing to a maximum depth of 406 mm,
and in the process achieves the highest levels
of material pulverisation and gradation,” says
Christo Ihlenfeldt, Barloworld Equipment Bellville
Cat sales professional.
These and other technological innovations
continue to drive Roadmac Surfacing Cape’s
road rehabilitation business model, where the
company has experienced major growth over the
past 10 years. Recently completed milestone
contracts include a 17-month repair and reseal
project on the N1 north of Laingsburg, which
involved around 100 000 m³ of in-situ recycling
over a 70 km section.
“Given South Africa’s matured road infrastruc-
ture environment, the emphasis by national
and provincial government departments is on
maintenance and rehabilitation, areas where in-
situ recycling is the preferred approach,” adds
Rencken. “It’s a fast and efficient method.”
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IMIESA April 2013 35
WATER AND WASTEWATER
ACCORDING TO PETER Shepherd,
partner and principal hydrologist in
the Johannesburg office of SRK
Consulting (SA), the problem is fur-
ther exacerbated by the uneven distribution and
seasonability of rainfall, with 43% of rain falling
on just 13% of the land. Also, the major urban
and industrial developments are some distance
away from the country’s larger water courses.
He says that per capita water consumption
in urban areas, where about 25% of our water
is used, is about 200 ℓ/d – an unsustainable
quantity for our available resources.
“We are not a country with unlimited water
resources and our water usage will exceed our
available freshwater within the next 20 years,”
states Shepherd.
Thirsty habits require
ongoing innovation
As citizens in a semi-arid country, South Africans are wasteful water users, using as much as five times more water per person than they should.
WATER USAGE
“We urgently need to review our water usage
habits,” he explains.
“The more water we use, the more we have to
find and we are running out of cheap and easy
places to source water.”
South Africa already transports water over
great distances – about 10% of our water
originates from Lesotho – and it becomes more
expensive as these distances grow.
“Our gardens are where a lot of our water is
used, so we need a more ‘water-wise’ approach
to how we design our gardens and choose our
plants,” says Shepherd. “Being vigilant about
water leaks is also vital; we could be losing
in excess of 20% of our water supply through
unattended leakages and ageing infrastructure,
despite good progress being made to renew
and improve municipal infrastructure.”
He says South Africans could learn from
neighbouring countries like Botswana, where
most low-cost houses are built with rainwater
tanks and innovative methods are used to
catch run-off t hat can infiltrate water into under-
ground water systems.
South Africa boasts top-class hydrological
skills, which have ensured that the country has
found ways to keep the taps on.
“We have some of the best hydrologists in the
world, who have also developed very good mod-
elling tools for us to understand and address
our water-related challenges,” he continues.
An important factor that strengthens the
country’s ability to manage scarce water
resources is the solid statistical platform that
underpins national strategies and the applica-
tion of technologies.
“However, our hydrology skills base is ageing
steadily and there are not enough qualified
youngsters coming through to fill the gaps that
are forming,” says Shepherd.
“The good news is that this is a broad and
exciting field for young South Africans to con-
sider as a career, and the demand for skills
is high.”
There is plenty of potential – researching and
understanding more about fields like ground-
water flow, modelling, yields and sustainable
exploitation, for example.
Even beyond hydrology itself, there are a
range of disciplines involved in the water
cycle, each of which is fertile ground for new
skills development.
“Hydrologists are engaged in quantifying vol-
umes in surface and groundwater resources,
and planning the size of dams, for instance,”
states Shepherd.
“Biodiversity experts would then examine
the in-stream flow requirements to estimate
how much water
is needed to stay
in the river to sus-
tain downstream
water users.
Environmental and
social scientists
would explore the
impact of a dam
on downstream
users, nearby villages and others affected by
the project. Only then could engineers get to
the design stage, and work with the contractor
to actually build the dam.”
The hydrology profession, he maintains, is
not doing enough to foster awareness among
school leavers, and promoting the potential
areas of work in the field of water management.
“School children know what a lawyer or
accountant does, but few school leavers know
what a hydrologist is,” he adds. “We’re not
doing ourselves any favours by our reticence to
better publicise the vast opportunities in this
exciting field of work.”
TOP Off channel storage dam – part of the Lebalelo water supply scheme
RIGHT Peter Shepherd, partner and hydrologist, SRK Consulting (SA)
BELOW Our water usage will exceed our available freshwater within the next 20 years
WATER AND WASTEWATER
THE BUFFALO CITY Metropolitan
Municipality has appointed Royal
HaskoningDHV as the consultants on
the project.
“The UWTW was built in the early 1900s as
the main water supply to the borough of East
London and has been progressively enlarged
from the initial small, slow sand filtration plant
to the existing sophisticated treatment works
with an output of 120 Mℓ/d of purified water,”
explains project manager Victor Helberg.
The aim of the project is to meet the
increased drinking water demand caused by
new developments and the increasing number
Umzonyana WTW to receive R50 million upgradeThe 100-year-old Umzonyana Water Treatment Works (UWTW) is to be refurbished in a R50 million upgrade project, which will increase its treatment capacity by 30 Mℓ/d – from 120 to 150 Mℓ/d.
WATER DEMAND
of households in Buffalo City Metropolitan
Municipality (BCMM) area. This project will
ensure that the required volumes of clean
water for BCMM’s communities can be pro-
vided at the lowest possible cost, thus enabling
the municipality to fulfil its mandate of being
the Water Services Authority (WSA) and pro-
vider (WSP) to its constituents.
This upgrade, which is calculated to meet
the anticipated water demands for the next
15 years, will involve the designs and imple-
mentation for additional sedimentation tanks,
sludge ponds, upgrading of the Mdantsane
pump station Number 2, new chlorination and
ammonia plants as well as the completion of
the new inlet works.
“The project is especially challenging as por-
tions of previous upgrade work were designed
by other consultants and construction of cer-
tain works has been started but not complet-
ed,” says Helberg.
“Part of our remit is to investigate and incor-
porate those portions of works into the new
upgrade to ensure their effective and beneficial
use,” he explains.
BELOW An aerial view of the Umzonyana Water Treatment Works
36 IMIESA April 2013
WATER AND WASTEWATER
IMIESA April 2013 37
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Sedimentation tanksThere are six sedimentation tanks with varying
capacity from 9.7 to 43.8 Mℓ/d. To increase
treatment capacity as
well as improve final
water quality, additional
sedimentation process-
ing is required.
Sludge lagoons/pondsCurrently, there are
three sludge lagoons
built in rocky outcrops
situated above in
the north part of the
Umzonyana Dam where supernatant is drained
back into the dam. Sludge lagoons fill up quick-
ly, hence construction of additional capacity
nearby is needed, including appropriate fencing
around new and existing lagoons.
Upgrading of the Mdantsane pump station Number 2This pump station comprises two pump sets,
and the new works will include installation of
a reflux valve on a 525 mm AC rising main,
upgrading of pump motors with new switch
gear, as well as a pos-
sible upgrading of the
adjacent substation.
Chlorine dosing plantThe existing plant will
be replaced by a new
construction, which
is envisaged to be
detached from the main
building. The design of
the new plant will be
future focused to accommodate upgrades and
compatible with the proposed modular form of
design where plant trials (1/3) for flocculent
can be run parallel to regular chemical (2/3),
dosing efficiency, etc.
Ammonia dosing plantThe current position of this plant is awkward in
terms of deliveries, hourly inspections as well as
safety of process controllers, especially at night.
“We will put forward an improved solution to
the client, which addresses current shortcom-
ings as well as investigating and recommend-
ing other forms of ammonia for use at the
UWTW,” states Helberg.
Completion of the new inlet works“The 900 mm diameter siphon from the
dam was due to be replaced by a 1 200 mm
diameter outlet from the bottom of the
dam but the construction was never com-
pleted and this work is par t of our scope
of works,” says Helberg. Also construction
of new holding tanks of flocculent to suit
the increased capacity and dosage trends
is par t of the works. Completion of the new
inlet works includes the refurbishment of
the existing +/-1 km by-pass canal around
Umzonyana Dam, together with fencing of the
dam perimeter.
The project was awarded to Royal
HaskoningDHV early in November 2012 and
work has commenced, with an anticipated
completion date of December 2014.
The aim of the project is to meet the increased drinking water demand caused by new developments and the increasing number of households
WATER AND WASTEWATER
SBS IS A LEVEL two BBBEE business specialising in liquid
storage solutions. Established in 1998, SBS is well posi-
tioned within the industry to manufacture, supply and install
its new product range.
Using advanced design facilities in collaboration with leading
structural engineers within South Africa, SBS has designed a range
of tanks suitable for the harsh South African climate and for export
into Africa and worldwide. SBS Tanks capabilities range from 12 kℓ to
3.3 Mℓ and are installed with a 75-year warranty.
In 2012, SBS announced its accreditation to the Proudly South
African campaign and is proud to establish itself as a business that
Cost-effective water storage solutionsSBS Water Systems has announced the launch of its Proudly South African SBS Tanks product range.
URBAN AND RURAL
locally manufactures and supplies a range of tanks instead of import-
ing them.
ISO 9001: 2008 is the international standard for quality manage-
ment systems and cer tification to this standard provides a competi-
tive edge to companies, enabling them to assure confidence in their
products and service. ISO 9001:2008 provides structure and is
focused towards customer satisfaction and continual improvement.
SBS is moulding a company culture of excellence by implementing the
ISO 9001:2008 standard in its operations. SBS is looking forward to
incredible growth, and there is no doubt that exciting times lie ahead.
“The customer is our benchmark and SBS is completely focused on
exceeding customer expectations and ISO 9001:2008 is the per fect
tool,” explains Delayne Gray, managing director of SBS.
SBS is expected to hang its ISO 9001 flag high by November 2013.
“We have worked hard on the process of manufacturing our own
tanks and aim to supply both our new and current customers a cost-
effective product of premium quality,” concludes Gray.
BELOW SBS’s biggest tank being installed at Baynesfield (3.3 Mℓ)BOTTOM The entire process of installation at the Baynesfield site took only 13 days
38 IMIESA April 2013
NELSON MANDELA BAY
IMIESA April 2013 39
[email protected] | www.gibb.co.za | +27 11 519 4600
The Intelligent Choice
A STUDY CONDUCTED by consult-
ing engineering company GIBB on
the Noordhoek dune fields revealed
that the rate at which the dunes
were advancing nearly doubled from 14 to
25 m per year over the 20-year period.
The study also revealed that should growth
continue at this rapid rate, in approximately
10 years, dune sand will begin to swamp
Solutions for Nelson Mandela Bay dune fi eld issue
ENVIRONMENT
Dune fields, south-west of Nelson Mandela Bay have doubled their advance rate over a 20-year period between 1989 and 2009.
maturation ponds. Gibb was commissioned
by the Nelson Mandela Bay Municipality to
evaluate the risk that the migration of the
Noordhoek dune field had on the Cape Recife
Wastewater Treatment Works (WWTW) and
other infrastructure in the region. The mandate
from the municipality stipulated that two alter-
native management methods be investigated,
one being the stabilisation of the Noordhoek
dune field and the other, the relocation of the
infrastructure in the area. With approximately
26 000 m3 of sand being blown inland every
year – the equivalent of around 5 000 truck-
loads – naturally removing accreting material
was not possible. Even if the means to do
so was available, the causative coastal pro-
cesses of long-shore drift and wind cannot be
stopped, as more sand will always arrive.
40 IMIESA April 2013
NELSON MANDELA BAY
Historically, convict labour and the introduc-
tion of alien plants originating from Australia
were used to stabilise dunes. This process
has been used in South Africa since 1845.
Today, because of weed regulations based on
the Conservation of Agricultural Resources
Act of 1983, this process is now prohibited
under the National Biodiversity Act.
The current industry best practice is to
only stabilise areas when absolutely neces-
sary, and even then only using indigenous
plant species. While this method is not in
contravention of any legislation, successful
stabilisation takes at least 5 years and is
costly and labour-intensive. Therefore due to
costs and legislative constraints, the process
of large-scale dune stabilisation is one that
could not be considered as the preferred
solution for this problem.
At first the
relocation of
the maturation
ponds and other
inf rastr ucture
to the nor th of
the WWTW was
the only alterna-
tive to the sta-
bilisation of the
dune field using
appropriate techniques. Abandoning of the
existing maturation ponds has considerable
advantages, as
it allows for the
reinstatement of
natural coastal
processes, offers
a permanent
solution unaf-
fected dune sand
and requires no
ongoing financial
expenditure and
staff commitment
to dune stabilisa-
tion work.
Unfor tunately,
the creation of a
new pond proved
rather costly
owing to unfa-
vourable topog-
raphy that required major ear thworks and
pumping of effluent to overcome gravity.
However, during the course of the study,
another option
emerged from
the research.
While aban-
doning of the
existing matu-
ration ponds
has consider-
able advan-
tages, a pro-
posed upgrade
of the WWTW presented the oppor tunity
to extend the existing deliver y of treat-
ed effluent for irrigation purposes to
more users than just the nearby Nelson
Mandela Metropolitan University and the
Humewood Golf Course. A return effluent
scheme supplying water to inner city and
beachfront lawns, flower beds and trees,
has long been on the cards. The improve-
ment in quality would now render this a
safe and highly desirable option.
Adopting the recommendations made
by the coastal specialist from GIBB’s
Environmental Sector, the Nelson Mandela
Bay Municipality has now appointed a
team of engineers from the Infrastructure
Sector to commence with the design for
the WWTW upgrade.
*Photograph by Richard Jansen van Vuuren
With approximately 26 000 m3 of sand being blown inland every year – the equivalent of around 5 000 truckloads – naturally removing accreting material was not possible
LEFT The Noordhoek dunefield
ABOVE A typical view of the dunes surrounding Algoa and St Francis Bays
When art and engineering meetURBAN LANDSCAPE
Donkin Reserve has a rich history and is both a part of the origins of Port Elizabeth
as well as the recently designed and constructed Route 67 Arts and Culture
Heritage Route through landmarks within the centre of the CBD. By Richard Jansen van Vuuren
DONKIN RESERVE IS essentially a
small open public space that was
proclaimed by the founder of the
city, Sir Rufane Donkin. It meas-
ures roughly the size of two small city blocks.
Perhaps the most outstanding feature of the
Donkin Reserve is the touching memorial to
Sir Donkin’s wife. This pyramid-shaped struc-
ture bears a plaque with the inscription: “To
the memory of one of the most perfect of
human beings who has given her name to the
town below.”
As local development drivers, the Mandela
Bay Development Agency in conjunction with
the National Lottery Distribution Fund launched
a public art campaign in 2009 on the Donkin
ABOVE View of the 470 m2 mosaic situated between the pyramid and the Great Flag celebrates the multicultural heritage, diverse histories and abundant fauna and flora that characterise the city and the Eastern Cape province
IMIESA April 2013 41
The Mandela Bay Develop-ment Agency (MBDA)
was established in 2003 by the Nelson Mandela Bay Municipality (NMBM) with support of the Industrial Development Corporation (IDC) and is a special-purpose development company that has become the driving force behind urban regeneration in Nelson Mandela Bay. The agency operates under a mandate in terms of its articles of association and service delivery agreement with the NMBM. While the MBDA falls under the local authority, it operates as a separate entity, but works closely with relevant municipal directorates.Its aim is to project-manage the regenera-tion of the Port Elizabeth CBD with a view to promoting economic and tourism develop-ment against the backdrop of urban renewal. The mandate area of the MBDA includes the central area of the city, including the CBD,
as well as the existing harbour. While the metropolitan area covers roughly 1 950 km², the mandate area is only 10.39 km². However, since 2007, the MBDA has been mandated to extend its geographical reach to include other
parts of the metropolitan area, such as New Brighton, Uitenhage and Despatch, the Happy Valley area and the new stadium precinct.It is well known that Port Elizabeth has his-torically gone through a long period of urban decay and decentralisation from the inner city. The rationale for the establishment of the agency in 2003 was to create a special-purpose vehicle that would reverse the trend of urban decay and bring people and busi-ness back into the inner city by leveraging existing assets.In 2002, a number of planning studies were undertaken for the metro, including a vision for the inner city and the downtown study that focused on the CBD. A major recommenda-
What is the Mandela Bay Development
Agency?
NELSON MANDELA BAY
Reserve. The project is a phased initiative
that will ultimately see 67 pieces of public art
strategically placed around the Port Elizabeth
CBD. The project consists of four phases; the
fourth is currently nearing completion.
“Phase 3 was by far the most interesting of
42 IMIESA April 2013
NELSON MANDELA BAY
the phases, consisting of the con-
struction of the wheelchair access
path, more fondly called the snake
path by the locals,” explains
Rober t McSporran from Aecom’s
local branch.
“This phase consisted of approxi-
mately 240 m of retaining walls,
with a mixture of both fair-faced
concrete and reinforced concrete
cavity stone mason-
ry retaining walls.
The snake path was
designed to grades
to confirm to the
latest require-
ments for the dis-
abled in terms of
grades, providing
easy access from
Chappell Street
to the top of the
reserve,” he continues.
Central in the reserve is a massive
LEFT TOP A view from inside the Tower Sculpture acts as a beacon to announce the journey through the Donkin Reserve and responds to its sur rounding elements to allow wind and light to bring it to life
LEFT BOTTOM The access paths and steps overlook the harbour area of Port Elizabeth
flagpole measuring 60 m high, 45 m of which
was manufactured in Dubai, with the remain-
ing 15 m manu-
factured locally.
“The foundation
for the flagpole
consisted of a
50 m3 concrete
base measur-
ing 6 m x 6 m
x 1.2 m and a
stub column of
1.7 m x 1.7 m
x 1.5 m. The
flagpole has a diameter of 1 150 mm at the
bottom and 170 mm at the top. The South
“Donkin Reserve is a heritage monument
that is steeped in the colonial history of
the Nelson Mandela Bay Municipality”
NELSON MANDELA BAY
IMIESA April 2013 43
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tion of those studies was the establishment of a develop-ment agency to implement a number of the projects iden-tified at that time. In 2004, the MBDA commenced with its first catalytic project: the Environmental Upgrading of Govan Mbeki Avenue.Current projects being undertaken by the MBDA include:• Donkin Reserve environmental upgrading:
The environmental upgrading of the Donkin Reserve has been about creating an activity space that means something to all residents of the city. Apart from being a space to use for activities, it is also designed as a central hub of art works and links right down to Strand Street via the proposed Route 67 Art Journey, which will tell the history and growth of the city in parallel with a celebra-tion of Nelson Mandela’s life.
• Upgrading of the Athenaeum: The MBDA is
spending over R3 million on renova-tions to the Athenaeum Building in Belmont Terrace, converting it back to its former glory and hoping to develop it as an arts and crafts hub that will be used seven days a week, attracting
residents and tourists to it and to the sur-rounding areas.
• Strand Street redevelopment: A first phase of the upgrading of Strand Street saw the reopening of old Jetty Street, albeit in the form of a pedestrian link between Vuyisile Mini Square and Strand Street. This has been achieved by breaking out the old concrete deck that covered and boxed in the bus station and introducing a new open stairway. Vuyisile Mini Square, the central city’s main square and the heart of its planned cultural precinct, will now be linked to the historic Campanile.
• Kings Beach redevelopment: MBDA is cur-rently in the process of awarding a tender
What is the Mandela Bay Development
Agency?
African flag flies proudly and measures 15 m
x 10 m and is made from parachute mate-
rial,” states McSporran.
The project also included small items like
the wetland stairway, which required a com-
plex Vierendeel stress mechanism for the
design of the raking beams. All planting
and landscaping within the Donkin Reserve
A life-size laser-cut steel figure of Nelson Mandela heads a voting line that evokes a memory of voters as they were seen during South Africa’s first democratic elections
NELSON MANDELA BAY
consists of indigenous flora, which requires minimal main-
tenance. All watering is done through an irrigation network
supplied from an on-site underground borehole.
“Route 67 is a celebration of Nelson Mandela’s 67-year role
in South African politics and brings tourists to the histori-
cal centre of the city,” explains Mandela Bay Development
Agency’s (MBDA) planning and development manager,
Dorelle Sapere.
The MBDA was formed by the Nelson Mandela Bay Metro
(NMBM) as a development agency for the municipality and has
been tasked to implement various urban renewal initiatives
and projects in the metropolitan’s area.
“Route 67 will ultimately comprise 67 different pieces of
ar t that represent each year of Madiba’s contribution to
public life and each piece will represent a specific period
during these 67 years through quotes, media ar ticles and
historic events that helped shape South Africa into what it
has become today. The MBDA is aiming to make people of
the metro become more aware of what public ar t can do
towards creating an interactive urban space and also to
ABOVE LEFT The wheelchair access ramp to Donkin Reserve features crosses that represent people standing in the long queues to vote in the 1994 democratic elections. More than 3 000 of Nelson Mandela Bay’s youth left their marks on the path to indicate their roles as future voters
BELOW The mosaic stairs that interlink with the wheelchair ramp into Donkin Reserve represent an experiential journey that starts in darkness and turbulence, and progresses to a new dawn and explosion of colour, hope and new beginnings
44 IMIESA April 2013
NELSON MANDELA BAY
IMIESA April 2013 45
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Webster MfebeExecutive Director, South African Federation of Civil Engineering Contractors, South Africa
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Endorsing Associations As part of Media partners Organised by
ENGINEERING COUNCIL OF SOUTH AFRICA
for a makeover of the city’s premier beachfront area, King’s Beach. An RFP was issued inviting consortia of specialist consultants in the fields of urban design/landscape architecture, civil engineering and transportation plan-ning to review existing plans for the King’s Beach area and then to prepare fresh plans for the area’s redevelopment as well as to oversee the implementation thereof. The net result, it is hoped, will be the re-creation of one of the jewels in the city’s tourism crown, attracting not only the spending power of outside visitors but drawing the city’s own residents to enjoy and appreciate the area again.
• Nelson Mandela Bay Stadium Precinct: Since its completion, the iconic Nelson Mandela Bay Stadium has become one of Nelson Mandela Bay’s great identifying features and is something that residents are really proud of. However, its high
annual maintenance costs need to be offset by creating other revenue generating activities on the land surrounding the stadium while, at the same time, utilising that land to maximum advantage. This project
therefore has two components: market research and planning, and then imple-mentation. The first component involves an in-depth market research investigation designed to ascertain exactly what the real market wants in the area and can sustain. Once complete, the results of the research will be used in the preparation of a master plan that identifies specific sites for specific uses and activities in the areas around the stadium, all of which will form part of a revenue stream that will assist in sustaining the stadium as a via-ble, business operation. The implementa-tion will involve marketing the different sites to prospective developers who will, over time, develop the sites as identified in the master plan.
What is the Mandela Bay Development
Agency?
engender a feeling of pride in the city.
Fur thermore, the creative industry in South
Africa is a largely untapped one and if cor-
rectly managed, will be able to become a key
driver for employment, social upliftment and
economic development,” explains Sapere.
“Donkin Reserve is a heritage monument
that is steeped in the colonial history of the
NMBM. As such, the redevelopment of this
public open space into one that celebrates
the Father of the Nation and the freedom
struggle is very symbolic of how we as a
people and country have progressed since
independence as we now want this public
space to become embraced by all the people
of Nelson Mandela Bay. We therefore see
this precinct becoming a vibrant centre for all
residents to visit and interact with the various
public ar t pieces as well as to come and visit
the Balcony of the City with its panoramic
views. We are also in the process of creating
a heritage precinct where we have just recent-
ly refurbished the Athenaeum Club building
just across the road, which is currently being
used to exhibit ar t pieces of over 200 local
ar tists,” highlights Sapere. * All photographs by Richard Jansen van Vuuren
INFRASTRUCTURE DELIVERY IS top of
the governmen t’s agenda and will be
spearheaded by the National Planning
Commission, which is chaired by the
Minister in The Presidency.
The Public-Private Infrastructure Forum, to
be held on 19 and 20 June at the Killarney
Country Club, Johannesburg, affords a further
critical platform for addressing the important
topic of infrastructure delivery and how it can
be implemented.
Ron Watermeyer and Abe Thela (depu-
ty president of CESA) will be among the
high-profile speakers.
Watermeyer will fur ther explain the
Infrastructure Delivery Management system
(IDMS) and its ISO standard developed from
the cidb toolkit and standard for uniformity. He
will explain how this system will be rolled out
in Cape Town and other metros.
The Public-Private Infrastructure Forum will
focus in greater depth on how the public
and private sectors can work together to
ensure the successful implementation of
the Infrastructure Plan, spear-headed by
The experts speak out on infrastructure deliveryAttend the Public-Private Infrastructure Forum to unpack the issues further.
the Presidential Infrastructure Coordinating
Commission (PICC).
EXPERT SPEAKERS from government,
state-owned entities and the private sec-
tor will be invited to give presentations on
what the challenges are, what progress has
been made to date and what future solu-
tions are being proposed. Delegates from
the public and private sector will be able
to pose questions to the expert speakers.
Thereafter both speakers and delegates will
participate in workshop sessions to identify
sustainable solutions to the issues affecting
infrastructure development.
THE FORUM WILL FOCUS ON
• problems and solutions for government
implementation of the Infrastructure Plan
• problems and solutions for capacity building,
skills development and job creation
• problems and solutions for delivery of the
infrastructure plan by the private sector.
FIND OUT
• how government plans to transform the built
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To fi nd out more, please contact Tazz Porter tazz @connect.co.za t +27(0)11 467 6224 f 086 502 4906www.infrastructurene.ws
environment and maintain current struc-
tures through its Presidential Infrastructure
Coordinating Commission and Infrastructure
Delivery Improvement Programme
• how the Infrastructure Delivery Management
System (IDMS) has been developed and will
be rolled out across the country
• how the cidb’s National Contractor
Development Programme will develop skills
to deliver on infrastructure goals
• how IMESA and SAICE are assisting with
capacity building to ensure that there are
the necessary engineering skills in munici-
palities and on tender boards
• how ECSA is repositioning the organi-
sation to align with the goals of the
Infrastructure Plan
• how CESA, SAICE and SAFCEC can solve
problems with execution and delivery,
and assist government in rolling out the
Infrastructure Plan
• what future opportunities will be available in
the construction sector
• how the public and private sector can work
together… AND MUCH MORE!
THE EXPERTSNazir Alli,CEO of South African Roads Agency Limited (Sanral)
Dr Oswald Franks, CEO of the Engineering Council of South Africa
Frank Stevens, President of the Institute of Municipal Engineering of Southern Africa
Gerard Naidoo, Programme manager for growth and contractor development at the cidb
Abe Thela, Deputy president of Consulting Engineers South Africa
19 to 20 June 2013 Killarney Countr y Club, Jhb.
SASTT contact details:
Web: www.sastt.org.za
President: Michael king
Tel: (021) 417 2900Fax: (021) 417 2999
E-mail: [email protected]
Honorary director: Joop van Wamelen
Tel: (012) 567 4026 Fax: 086 668 4026
E-mail: [email protected]
FOR FURTHER INFORMATION CONTACT:Tel: (011) 206 2000Fax: 086 517 8122
Email: [email protected]
JACKED PIPELINES a division of WK CONSTRUCTION (PTY)LTD
PIPE JACKING AUGER BORING
"Pioneers and leaders in South African Trenchless Technologies"
YOU ARE NEVER AN
ILLUSION IN OUR WORLD
IMIESA April 2013 49
SASTT
THE AWARD WAS presented in rec-
ognition of a contract that the com-
pany undertook for the Mandela Bay
Development Agency involving the
rehabilitation of two parallel sewers located in
the heart of Port Elizabeth’s CBD.
Trenchless Technologies’ managing
member Sam Efrat says that the ISTT
Annual Project Award is the highest
accolade available worldwide in the
trenchless technology industry and
is chosen from nominations received
from companies that are members
of the 30 ISTT-affiliated trenchless
societies across the globe.
The contract was undertaken by
Trenchless Technologies in con-
junction with Afri-Coast Consulting
Engineers, Sekisui Rib Loc Australia
(part of SPR Asia), subcontractor
Tuboseal as well as consultant Pipes
and Engineering Advice and Services.
Efrat explains that this was the sec-
ond phase of a two-phase project –
phase one was completed in 2009
Local entity receives highest accoladeSubsurface pipeline construction and rehabilitation company Trenchless Technologies has been awarded the International Society for Trenchless Technology (ISTT) 2012 Annual Project Award.
ANNUAL PROJECT AWARD
and involved the reha-
bilitation of 570 m of
450DN sewer using
SPR EX technology,
as well as 560 m of
840DN sewer using
SPR PE spiral wound
technology. The pipe-
line rehabilitation
took place concurrent
with an urban envi-
ronmental upgrad-
ing project involving
decorative paving and
resurfacing works on
the surface above the
existing pipes.
Further downstream, the 450DN and 840DN
sewers increased in capacity to 525 mm and
1 000 mm in diameter. Phase two involved
the rehabilitation of these two sewers. Efrat
explains that what made this project unique
was its location – the 525DN
sewer was located beneath one
of Port Elizabeth’s busiest and
most heavily congested streets,
Govan Mbeki Avenue. Additionally,
the 1050DN sewer was located
underneath a newly constructed
Bus Rapid Transport (BRT) lane.
Considering that the BRT and road
lanes are utilised every day, only
non-destructive trenchless tech-
niques could be employed for the
rehabilitation of these pipelines.
Efrat explains that condition
assessments were carried out on
both sewers using CCTV inspec-
tion and cutting of windows from
the sewers for physical inspection.
LEFT Phase 1: 450 cast iron pipe before cleaning
ABOVE Trenchless Technologies’ managing member Sam Efrat
BELOW Phase 1 (before): 840 concrete sewer with deep sill worn away at pipe base
50 IMIESA April 2013
SASTT
Our range of services include:
• Pipe Bursting
• Horizontal Directional Drilling
• Pipe Rehabilitation
• Slip Lining
• Pipe R ming
• CCTV Inspection
• Dewatering
• Industrial Pipe Cleaning
• HDPE Welding
• Deep Excavation and Shoring
• Underground Service Detection
• Close-fi t lining: COMPACT PIPE
For more information you can contact us: +27 (0)21 761 3474 F +27 (0)21 797 1151 E [email protected] www.tt-innovations.co.za
Trenchless Technology Specialists
It was ascertained that the 525DN sewer was
severely corroded around its entire circumfer-
ence due to acidic effluent with pH values
measuring as low as 3.3. The sewer’s mortar
had corroded out of the construction joints and
was no longer watertight.
Additionally, the 1050DN sewer was severely
corroded above the water line and the reinforce-
ment was exposed and corroded away at plac-
es. Particularly severe deterioration occurred
at the sides and invert of the sewer due to a
combination of corrosion and erosion along the
sections of the sewer where the fluid velocity
was high. Efrat explains that this corrosion is
typical of what occurs in a sewer downstream of
a rising main where there is an accumulation of
gas due to long retention times. He points out
that it was estimated that sections of the sewer
would collapse within 10 years.
Speaking on the technology used by
Trenchless Technologies on the project,
Efrat explains: “Altogether the project used
five different trenchless techniques: spi-
ral wound expanded to a close fit, spiral
wound in-place, ambient cured-in-place pipe
(CIPP), UV CIPP and pipe bursting. The
contract was awarded based on utilising
spiral wound technology, namely SPR EX
for the 525 sewer and SPR RO for the
1050 sewer. However, during the project
unforeseen site conditions, such as a 15 m
90-degree radius bend on the 525 pipe and
a 43 m length of 800 mm diameter pipe
was discovered where the 1 000 sewer
reduces in size, which required the intro-
duction of additional ambient cure and UV
CIPP methods. Additionally, pipe bursting of a
225DN clay lateral pipe became necessary as
a cracked and leaking lateral 225DN clay pipe
was preventing plugging and over-pumping at a
critical manhole.”
Efrat adds that the
wide range of tech-
nologies used on this
project allowed for
a complete ‘no-dig’
solution that enabled
rehabilitation to take
place entirely through
access chambers.
What’s more, the solu-
tion was design-com-
pliant and the risk was
lower as the entire
process could be
reversed in the event
of unforeseen problems. With CIPP, once the
liner cures, it is extremely difficult to remove
in the event of a failure, whereas with spiral
wound it is far easier to remove your liner if you
have a failure, thus your risk is lower.
Despite the challenges encountered, the
combined team managed to pull off the suc-
cessful rehabilitation of the two sewer pipe-
lines without any disruptions to traffic or the
public. “This project is an excellent example
of using trenchless technology options to
address unanticipated site conditions allow-
ing the project to be completed success-
fully without excavation and site disruption,”
maintains Efrat.
LEFT Phase 1: 450 cast iron pipe after cleaning
BELOW Phase 1 (after): 840 concrete pipe after relining with Rib Loc Ribline
IMIESA April 2013 51
SASTT
THE PROJECT INVOLVED the instal-
lation of four ducks of 110 mm in
diameter over a distance of 130 m
through solid rock, crossing under N1
in Centurion and under the very active Gautrain
rail lines. “Several companies had failed and
the project had been waiting for a year or
two for the right contractor,” says Robert
‘Chico’ Garcia, JCS Pipeline’s operations and
horizontal directional drilling (HDD) manager,
adding that the evidence of previous contrac-
tors’ attempts to get all the way across were
cleary visible.
Challenging conditionsThe biggest challenge on-site was the hard
rock. “South Africa has some of the hardest
rock in the world,” says Garcia. The majority
of the bore was solid rock, tested at over
300 MPa. The continuous traffic on the N1
was also challenging, according to Garcia,
as well as the fact that the drilling had to
cross under the tracks of the Gautrain line.
“All of these are very different obstacles that
not everybody can overcome, but we did,”
states Garcia.
The equipment of choice in this challeng-
ing context was a downhole hammer sup-
plied by Vermeer’s alliance partner Pioneer,
on a Vermeer D130 x 150 drill rig, which
Craig Burnie, MD at Vermeer Equipment
Suppliers, says was sourced from Vermeer’s
Beijing Factory. The rig itself was designed for
large-diameter HDD projects and, according to
Burnie, has “the features and power needed
for demanding job site conditions”.
In addition, the open-top vice increases vis-
ibility for the operator and offers the ability to
set large tooling in the vice with ease.
The hammer in this case was used to trav-
erse the approximately 130 m of solid sub-
surface rock, after the initial hole was opened
to a diameter as prescribed by the consulting
engineers. “Using the hammer was Step 1 –
the hammer is only 160 mm in diameter – but
it allowed us to get all the way across, which
then allowed us to proceed with the rest of the
project,” explains Garcia.
The entire drilling process took only 15 days
for Garcia and his team from JCS Pipelines,
with the pilot bore itself done in only a couple
of days. Several days were required for a size-
able single jump to the final 355 mm hole
opener (rock reamer). “The hammer and rig
worked very well in the South African condi-
tions,” adds Garcia.
Training essential“Not many people have the experience to use
the hammer and the related equipment. This
takes a lot of specialised skill,” warns Garcia,
adding that the hammer and rig that Vermeer
supplied were supported by training from a
Pioneer specialist from the US, with Vermeer‘s
assistance, who showed Garcia and his team
exactly what the hammer and rig were capable
of. This allowed the already highly skilled team
to push the equipment to the limits of its capa-
bilities on-site in order to deliver on time and
according to exacting specifications.
“I was very impressed with the team from
Vermeer. They always give us outstanding
service and their aftersales service is also
excellent,” concludes Garcia.
Downhole drilling successA recent drilling project crossing under the N1 in Centurion, near the active Gautrain high speed rail, proved tricky until the right contractor for the job, armed with the right equipment, managed a breakthrough.
The entire drilling process on-site took only 15 days
HORIZONTAL DIRECTIONAL DRILLING
PROFILE
IN 2011, an office was opened in South
Africa trading under the name Coleman
Tunnelling Africa. Coleman Tunnelling
offers a wealth of expertise in trenchless
technologies. This has been demonstrated by
numerous kilometres of completed tunnels
(of varying diameters, lengths and methodol-
ogy) that have been constructed in all types
of ground conditions over the years. “We
Shaking up South Africa's “situation normal”
have remained abreast of latest technology
by investing in modern equipment and train-
ing, thus ensuring that we can continuously
offer our clients cost-effective and innovative
trenchless crossing solutions,” explains South
African contracts manager, Luke Woodhams.
Coleman Tunnelling offers various trench-
less technologies, from conventional
hand-excavated tunnels to mechanised tun-
nelling, with on-site staff that have the skill
set to ensure efficient implementation, which
they have mastered over many years of work-
ing on projects around the world in all types
of ground conditions. The use of modern
technologies significantly reduces the amount
of time that an excavation face is open at the
head of the tunnel; this reduces the disruption
GLOBAL EXPERTISE
Coleman Tunnelling’s late founding member, John Coleman, is considered to have
been a pioneer of trenchless technology and was a founding member of the Pipe
Jacking Association, originally established in the UK. Under his leadership the
company expanded its market base over several decades, undertaking projects
throughout Europe, Asia and Africa.
52 IMIESA April 2013
IMIESA April 2013 53
PROFILE
Luke Woodhamst +27 (0)79 388 8031
e-mail: [email protected]
of the local in-situ strata which, in turn, limits
the risk of settlement above the length of
the tunnelling activities. In addition, it limits
the number of people operating within the
danger zone. “Ground conditions dictate the
mode of tunnelling for each and every cross-
ing and we strive to carry out these crossings
in the safest and most cost-effective way,”
says Woodhams.
Coleman Tunnelling Africa has introduced
auger boring, mechanised excavated tunnels
– “digger shields” – and microtunnelling. To
date, Coleman Tunnelling has carried out
three major projects in South Africa utilising
modernised techniques, namely:
Transnet New Multi-Product Pipeline – this
project can be broken down into two separate
contracts. For the 16 and 24-inch pipelines, we
installed a total of 1 500 m respectively. The
tunnels were installed in all types of ground
conditions ranging from running sands to hard
rock. To cope with the varying ground condi-
tions and the tight programme of works, we
mobilised four auger boring crews.
Mahatma Gandhi Road Project – this project
consisted of 221 m of 1200ND precast con-
crete pipes with a MDPE liner sewers with a
design curve radius of 353 m. The proposed
tunnel was constructed under existing live
road and sewers throughout the length of the
tunnel in saturated/tidal sands; as stated
previously, the ground conditions dictated the
method of tunnelling, therefore on this project
we introduced microtunnelling using AVN1200
Microtunnel so as to allow continued use of the
road above while tunnelling along the road and
underneath the existing services.
Sasol Gauteng Network Pipeline Projects
– this project consisted of 21 crossings total-
ling 946 m of 900ND precast concrete jacking
pipes in various types of ground conditions.
To cope with the demanding programming of
works we mobilised two auger boring crews.
OPPOSITE 36-inch auger bore in running sands in Angola. Bored from a sheet piled cofferdam into a receiving sheet piled cofferdamABOVE LEFT 36-inch auger bore under the N3 highway (Sasol Gauteng Network Pipeline)ABOVE RIGHT 200 mm nominal diameter drill and blast pipe jack (Olifants River Water Resources Development Project - Phase 2. Steelpoort)BELOW LEFT Recovery of the AVN1200 microtunnelling machine for the Mahatma Gandhi Sewer Project (Durban)BELOW RIGHT 42-inch auger bore using a rock head for the Gully Crossing on the BTC/SCP Pipeline
54 IMIESA April 2013
ADVERTORIAL
t +27 (0)11 845 4247 – Johannesburg +27 (0)31 465 2024 – Durban +27 (0)21 945 2416 – Cape Town
Corrocoat SA’s linings and coatings can be tailored to suit almost any environment. Advantages include
impressive savings when compared to overall life cycle costs, reduced downtime and increased life expectancy.
FLUIGLIDE FRICTION REDUCING ENERGY COATING SYSTEMS – INCREASED EFFICIENCY
PIPELINE MAINTENANCE USING PIPE PIGGING TECHNIQUES
Electrical power costs savings are possible by the use of new technology in coating materials, aimed at maximising the performance of pumping systems.
Water pumps can be fine-tuned to either increase volume or decrease pressure and/or save electrical pumping costs.
Corrocoat has a proven fluid efficient lining, namely Fluiglide. Fluiglide offers dual benefits; the system not only achieves a notable increase in overall
efficiency levels, but also provides an effective corrosion barrier, preventing a premature drop in performance due to nodular growth and surface corrosion.
Performance tests carried out by water authorities verify and quantify these benefits and indicate that short-term payback times of less than a year can be
expected. Introduced in 1985, the system has been applied to pumps, inlet pipework and discharge manifolds in pump stations worldwide.
Over an expected lifespan of 20 years, only 2.5 to 3% of the cost of pump operation relates to the purchase price of equipment, with a further 2 to 2.5%
attributable to maintenance costs. The remaining 95% is consumed in the cost of the electrical power to run the unit. With the ever-increasing cost of energy
over the life of a pump the potential savings from the average 4 to 5% improvement in fluid efficiency achieved by the Fluiglide system, fast payback on
the initial lining costs can be expected. Visit www.corrocoat.com.
Pipelines transport large quantities of raw water, potable water, sewage etc. Just as with any other technical component, pipelines can deteriorate with
time and eventually fail due to corrosion or block up with scale or sediment.
WATER FLOW RESTRICTED BY CORROSION BUILD AND DEBRIS
INCREASED WATER FLOW AFTER CLEANING USING PIPE PIGGING TECHNIQUES
MECHANICAL CLEANING
SCRAPER PIGSCALE REMOVAL IN FRONT OF CLEANING PIG
Pigging techniques for mechanical and chem-
ical cleaning can be used for the removal
of old internal bitumen linings, crumbling
cement mortar linings as well as mud, algae
and biofilms. Removal of fat and sediment
from sewer lines can also be achieved.
New lining material developments, revised appli-
cation methods and modified pigging equipment
have made it possible to apply thick film linings
as corrosion barriers to the internals of pipes
using pigging techniques.
Using pigging techniques instead of water jetting means that much longer pipelines can be cleaned while buried under ground. New confined space legisla-tion will no longer allow man access into pipelines of 600 NB or less.
Reduce electrical pumping costs and save money
Several Corrocoat materials have SABS potable Water Certifi cation
S imply put, rehabilitating pipelines as long as 20 km can now be achieved, creating a structural GRP pipe within an existing steel or concrete pipe. These
new materials offer chemical, temperature and abrasion resistance for the internal protection of pipelines.
As part of the larger worldwide Corrocoat Corrosioneering Group, comprising more than 47 operations across five continents, Corrocoat SA has the
necessary resources and research and development capabilities to offer turnkey corrosion engineering solutions to all spheres of industry, regardless of
project size or complexity.
• www.corrocoat.co.za
SASTT
IMIESA April 2013 55
Trenchless versus traditional
Trenchless technology is recognised as environmentally and sociably acceptable
COMPARING COSTS
THE POTENTIAL USE and application
of trenchless technology in rehabili-
tation or renewal of water services
in Australasia is staggering, with an
This article compares costs and discusses the factors that impact a project and the environment and society that should be considered when selecting the appropriate pipeline construction methodology.By Steve Apeldoorn: Australasian Society for Trenchless Technology
estimated 96 000 km of sewer and
sewer pressure mains approaching or
exceeding their design life. This situa-
tion is akin to other western nations;
56 IMIESA April 2013
SASTT
• GRUNDOMAT soil displacement hammers for pipes up to ND 150 - extremely precise due reciprocating chisel head.
• GRUNDORAM ramming machines for steel pipes up to ND 4000 - also applicable vertically for ramming sheet piles.
• GRUNDOBURST static pipe bursting systems for the replacement of pipes up to ND 1000
• GRUNDODRILL HDD systems for steerable bores up to ND 600 - with percussive hammer for stony soils.
• FÖCKERSPERGER PIPE AND CABLE PLOWS - for trenchlessly plowing in pipes up to OD 225 and cables in open terrain.
• PRIME DRILLING - Midi & Maxi HDD rigs for pipes up to 1400 mm.
ALL THIS AND MORE ONLY FROM TT.ALL THIS AND MORE ONLY FROM TT.
TT sales partner in South Africa: Reef Trenchless Technology SA (Pty) Ltd · 19 Shamrock Road, Primrose, P. O. Box 2168 · Primrose 1416 · South Africa Phone: +27 (0)11 828 2397 · 828 5782 · Fax +27 (0)11 828 7981 · E-Mail: [email protected] · www.reeftrenchless.com
the American Society of Civil Engineers (ASCE)
estimated that it would cost US$1.3 trillion
(R12.04 trillion) over the next five years to
maintain current underground infrastructure
systems (R Mohammed et al. Oct 2008).
Growth in the use of trenchless technologies
comes as communities become more aware
of the impact of infrastructure development
and renewals on our social and ecological
environments, and as the ageing pipelines
in our built up and congested urban areas
require replacement. Trenchless technology is
recognised as an environmentally and socially
acceptable method of construction, particu-
larly in comparison with traditional open exca-
vation alternatives, but comparing the costs
between trenchless and open cut methodolo-
gies on a dollar to dollar basis can be difficult
and inaccurate when we consider the total
cost to the community. The amount of money
paid for installation or renewal of water and
wastewater pipelines by local authorities does
not represent the total cost to society, broader
consideration of all costs – both project and
social costs – should be given when selecting
the best method for constructing or renewing
piped infrastructure.
Trenchless technology eliminates disruption of services
The question: “What is the cost of trenchless
construction or renewal projects relative to
conventional open-cut methods?” is the most
frequently raised question by potential trench-
less users, but unfortunately it is also the most
difficult to answer.
The cost of both open-cut and trenchless
methodologies is affected by many factors,
such as the location of the pipeline, its depth,
size and also the local availability of the various
trenchless technology methodologies. The cost
of a pipeline construction or renewal project
can be divided into several components. The
costs fall broadly into the costs paid by the
utility as direct and indirect construction costs,
and those paid for by society at large, termed
social costs, that are a result of the project
being undertaken.
The direct and indirect costs are those most
often associated with the “project costs” or
“construction costs”, which are usually relatively
straightforward to estimate using standard esti-
mating methods and are greatly represented
proportionally by the construction cost fees ten-
dered by contractors. The cost of any particular
rehabilitation or renewal method, open-cut or
trenchless method varies significantly dependant
on the site conditions.
The variability of costs and uncertainty of
what cost items are included or not included in
project estimates, makes comparing the cost
between open-cut and trenchless methods dif-
ficult and there is little recent published data
available. A published case study in 2008
compared the potential cost of open excava-
tion versus pipe bursting to replace the sewer
network in the City of Troy in Michigan, US, con-
cluded that the trenchless method of renewal if
implemented would be 25% less expensive than
open excavation (R. Mohammed et al. 2008).
The study had a number of caveats and areas
for further research: sewer laterals and lateral
connections had not been considered as part
of the comparison study, nor had the possible
effects of ground condition variability.
Approximately 70% of the cost of open exca-
vation construction is simply excavating and
replacing the ground dug up during the process
(R. Mohammed et al. 2008). However, it does
not always necessarily translate that trenchless
technology is one third the cost of open excava-
tion. In some cases the cost of construction
using trenchless technology exceeds that of
open excavation particularly in greenfield and
shallow conditions. Trenchless technologies do,
however, have a tendency to become better
priced than the open-cut options in higher density
urban areas where access, traffic control and the
cost of reinstatement of surfaces become more
expensive per meter
of pipe and where pipe
depths are greater
requiring expensive
shoring and sig-
nificant increases in
excavation resources.
In the paper
“ M i n i m i z i n g
Environmental Impact
through Trenchless
C o n s t r u c t i o n ”
(Ariaratnam et al.
2008), it was also
concluded in the
case study that the
expected reduction
in greenhouse gas
emissions by use of
horizontal directional
drilling (HDD) was
around 97%.
Another important
social cost factor
that should also be
considered in a com-
parison is the visual
impact on the envi-
ronment. Trenchless
technology projects
have a far smaller
Trenchless technology can be up to 25% less expensive than open excavation
SASTT
IMIESA April 2013 57
impact on the project zone, not only reducing
the disruption that may be caused but also the
stress and effect on the lifestyle of the inhabit-
ing community, particularly during large and long
duration projects.
uppe
mar
keti
ng A
0778
2
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ROSSWAY (MIDRAND) – TEL: +27 (0)12 652 0000
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Aveng Manufacturing Infraset produces a diverse range of precast concrete products to world-class quality standards and actively contributes to SADC infrastructure development. Our range includes concrete pipes, culverts, manholes, special precast products, various type of pre-stressed railway sleepers, turnouts, maintenance-free railway electrification masts and poles, paving blocks, retaining wall systems and roof tiles.
Aveng Manufacturing Infraset’s admired heritage is founded on innovation, technical and service excellence.
Aveng Manufacturing Infraset
Steeldale House
TEL: +27 (0)11 876 5500
FAX: +27 (0)11 872 1713
EMAIL: [email protected]
www.infraset.com
PIPES • CULVERTS • MANHOLES:
GAUTENG – TEL: +27 (0)11 876 5100
CAPE TOWN – TEL: +27 (0)21 908 1156
KWAZULU NATAL (PIETERMARITZBURG) –
TEL: +27 (0)33 387 2236
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NATIONAL – TEL: +27 (0)11 813 2340
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BUILDING DURABLE INFRASTRUCTURE WITH PRECAST CONCRETE PRODUCTS
IMIESA April 2013 59
PIPES, PUMPS AND VALVES
THE PRECAST CONCRETE pipes were
specified by the Johannesburg Roads
Agency (JRA) for what is seen as one
of Gauteng’s largest infrastructure
projects to date. The initial Waterfall City devel-
opment will comprise 800 000 m² of lettable
space when completed in 2018. The storm-
water piping project began in November 2011
and will be completed in November 2012.
Measuring between 450 and 1 950 mm in
diameter, the pipes discharge into three water
channels. Manholes are being constructed at
all other areas where pipe direction changes.
According to KC Ooijkaas of C-Plan Consulting
Concrete piping for massive infrastructure projectJust under 5 000 m of precast concrete stormwater piping is what it will take to drain Waterfall City, currently under construction and earmarked to become Midrand’s new CBD.
Engineers, the company handling Waterfall
City’s infrastructural planning and civils project
management, all the roads are being built to
JRA’s standards for which concrete stormwater
piping is mandatory.
“Precast concrete is the best material for
stormwater drainage, which is why it forms
part of the JRA road-building specifications,”
says Ooijkaas.
Besides fairly steep gradients, other engineer-
ing challenges include outcrops of rock and a
high water table. Stone bedding comprising
19 mm imported aggregate is providing addi-
tional founding stability.
The pipes are connected with ogee joints and
are rendered waterproof through the applica-
tion of a water-based damp seal on 20 mm of
piping surface on either side of the joints. They
are then covered with A4 bidem sheeting and a
second coating of damp seal.
In addition to precast concrete piping, pre-
cast concrete wing walls have been installed
at Waterfall City’s three discharge points.
Recently introduced to the local market by
Rocla and JRA approved, precast wing walls
PRECAST PRODUCT
A 5 t precast concrete wing wall and concrete toe prior to installation
PIPES, PUMPS AND VALVES
offer much quicker installation, a lower material requirement, no
formwork and no waste. They are installed by crane, and depend-
ing on ground conditions, take between 15 minutes to an hour to
install. By contrast in-situ wing walls take a minimum of two days
to construct and require seven days to cure.
Craig Waterson, sales and marketing director of Rocla, com-
ments that wing walls direct stormwater into a flow path, which
results in the least amount of turbulence.
“Precast concrete wing walls are supplied with a separate pre-
cast concrete toe that keys the entire unit to the ground. The toe
also reduces the risk of soil scouring below or to the side of the
toe,” advises Waterson.
CMA president and acting director, Taco Voogt, says that
besides its durability and long lifespans, precast concrete piping
is far less dependent on embedment material than a flexible pipe.
Because precast concrete piping is rigid, contractors don’t incur
the same sort of difficulties with it as they do with the proper
installation of flexible pipe products. These difficulties become
even more pronounced when working in trenches.
“There is a great deal of knowledge on concrete and its
related per formance, as opposed to new piping materials
on which field knowledge is scant. If you want value for your
money and aim to get it right the first time, concrete is the
route to go. We can’t afford to have reworks in South Africa,”
maintains Voogt.
RIGHT Two 1 950 mm pipe sections prior to being connected by an in-situ built manhole
BELOW Sections of 650 mm concrete pipe are aligned with laser beams prior to joining and sealing
IMIESA April 2013 61
62 IMIESA April 2013
PROFILE PROFILE
SINCE ITS INCEPTION in 1991, Group
Five Pipe (G5P) has supplied pipes
to numerous clients, including the
City of Cape Town, the Department
of Water Affairs, Bloem Water, Umgeni Water,
Mhlathuze Water and Rand Water. Since being
awarded the first job to supply pipes to Rand
Water, the company’s relationship with this
water authority has grown to such an extent
that the duo have jointly developed new meth-
ods for stiffening pipes and for coating pipes.
The team even submitted a joint overseas
tender to design and build a pipeline.
Design and researchThe biggest cost when manufacturing large
steel pipes is obviously the cost of the steel.
Selecting the cheapest combination of steel
grade and thickness is of great importance if the
cost of a pipeline is to be kept to the minimum,
Pipeline powerSPECIALIST TECHNOLOGY
As economies of scale tighten within the construction industry, clients are leaning toward cutting costs wherever they can. Group Five Pipes’ long-term success rate on two of its corrosion coatings – polyurethane and BituGuard – ensures the longevity of its steel pipes is increased; further contributing to sustainable infrastructure.
BELOW LEFT Large diameter pipes ready to be delivered to site
without compromising on quality. Pipes have to
be designed to carry the forces from the ground
while also being able to withstand internal pres-
sures from liquid or gas. Thus the controlling
factor when selecting wall thickness for large
diameter pipes is often the stability of the pipe
walls; however, thick-walled pipes use a lot of
steel and can be very expensive.
Rather than relying on thick walls, pipe sta-
bility can be achieved by using a thinner wall
thickness and ‘stiffening’ the pipes at regular
intervals along the pipeline. G5P has designed
equipment for making pipe stiffeners, which
can be welded onto the outside of pipes. The
company’s first job for Rand Water was award-
ed in 1993. G5P, which was over 10% cheaper
than other tenderers, were awarded the con-
tract to manufacture 35 km of 2 960 mm diam-
eter pipes. Many of the pipes were made from
steel, which needed to be stiffened to prevent
the pipes from deforming due to the vacuum
inside. The traditional means, using steel chan-
nels, was an expensive stiffening method and
G5P devised a technique
for making trapezoidal
stiffeners from relatively
cheap steel coils. Rand
Water worked with G5P on
the development of trap-
ezoidal stiffeners, which
are, today the standard
stiffener used for large
diameter steel pipes.
The company’s design
and research not only
cover pipe-making equip-
ment, but also includes
other areas of pipe manu-
facture, such as coatings
and linings. Conventional
coatings (such as polyurethane or epoxy with
a polyethylene rock shield over the epoxy)
can add considerably to the overall price of
a pipeline.
In order to be able to offer clients a variety of
coatings, G5P teamed up with Danish company
Phonix and Shell in Holland to develop and
test a polymer modified bituminous coating
called BituGuard. G5P has recently completed
a content for DWA requiring 26 km of 711 mm
diameter pipe using BituGuard as the coating.
In the pipelineG5P’s impressive work speaks for itself, with
the company being awarded two jobs for the
Department of Water Affairs in Limpopo –
50 km of pipe for Valdezia and Vuwani . To add
to this, G5P has also just been awarded 29 km
of pipe for Lower Thukela, with 3 km of pipe
scheduled thereafter for Mhlathuze Water in
Richards Bay and another Rand Water project
totaling 16 000 t. All of these pipes are pol-
yurethane-coated. The company also recently
completed BituGuard-coated pipelines – 23 km
of pipe for Bushbuckridge.
G5P prides itself on offering clients cost-
effective pipe supply solutions with high-quality
workmanship, coupled with the latest develop-
ments in pipe-making techniques. G5P was
also instrumental in introducing a polyurethane
pipe coating to the local market, which other
pipe manufacturers may soon be offering.
t +27 (0)21 386 1923 • +27 (0)16 362 2236em [email protected]
www.groupfivepipe.co.za
PIPES, PUMPS AND VALVES
IMIESA April 2013 63
SKF ENERGY Monitoring Service –
Pump Systems can help plant opera-
tors achieve these important and
often elusive goals.
Industry assessments show that energy
costs for pump systems can be cut by 20%
or more simply by improving pump system
efficiency. These reductions in energy use
Reducing costs and improving productivityIn today’s competitive economic environment, plant operators across all industries are looking for ways to minimise costs while improving productivity.
ENERGY EFFICIENCY
ABOVE Industry assessments show that energy costs for pump systems can be cut by 20%
translate to lower operating costs. But the ben-
efits of optimisation don’t end there. For exam-
ple, shaft misalignment is responsible for up to
50% of all costs related to rotating machinery
breakdowns. Accurately aligning shafts can pre-
vent pump breakdowns and reduce unplanned
downtime that results in a loss of produc-
tion. SKF Energy Monitoring Service – Pump
Systems is a comprehensive energy manage-
ment programme that plant operators can use
to carry out routine measurements and energy
efficiency monitoring in pump systems. Pump
Systems in parallel with a condition monitoring
programme can assist in determining when to
rebuild or modify pumps to restore efficiency
and reduce associated costs.
Pressure pipes
Sewer & drainage pipe
Durafuse electrofusion
and butt-fusion
Worldpoly butt
fusion welding
equipment
Sizabantu Piping Systems is primarily a marketing and sales company, which supplies a comprehensive range of quality piping & drainage solutions to the
Agricultural, Civil, Mining, Industrial & Builders Merchants Markets in Southern Africa.
Having a combined 200 years experience in the plastic pipe industry, the Sizabantu Piping Systems management team is able to the highest standard of service.
We have achieved a B-BEEE level 4 rating (Empowerdex rated B-BBEE Certificate) and have operations in Gauteng (Johannesburg & Centurion), Limpopo, Northwest Province, Central Province, Eastern Cape,
Western Cape and Kwa Zulu Natal.
Pressure pipesPresssuree pipepes
wer & drainage pipewer & draainagge ppipee
e electrofusione electroofussionn
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Sizabantu Piping SystemsSizabantu Piping Systems is primarily a marketing and sales company, whicis primarily a marketing and sales company, whicsupplies a comprehensive range of quality piping & drainage solutions to thesupplies a comprehensive range of quality piping & drainage solutions to the
Agricultural, Civil, Mining, Industrial & Builders Merchants Markets in Southern Afg cu tu a , C , g, dust a & u de s e c a ts a ets Sout e
i bi d i i h l i i i d hH i bi d 200 i i th l ti i i d t th
YOUR PIPING
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Please contact us
www.sizabantupiping .co.za
KZN T +27 31 7929500 F +27 31 7002108 | Gauteng T +27 11 2372200 F +27 11 2372222
Nelspruit T +27 13 7552707/ 7552708 F +27 13 7532800 | Mozambique T +27 82 554 2281
Polokwane T +27 15 293 1527 F +27 15 293 1167 | Bloemfontein T +27 51 434 2226 F +27 51 434 1225
Klerksdorp T +27 18 462 5564 F +27 18 462 5567 | Eastern & West Cape T +27 21 976 632 C +27 82 574 6329 F 086 544 8453
O-PVC Piping
Specialist
IMIESA April 2013 65
PIPES, PUMPS AND VALVES
Unlocking energy effi ciency and savings
THE MAIN FACTORS that determine
energy efficiency throughout the life
cycle of a pipe are the type of raw
materials used, the production pro-
cess, the finish of the product and its use-
ful life. The advantages of Oriented PVC
(PVC-O) pipes, manufactured by Spanish com-
pany Molecor, are not just limited to their
technical and operational features. Yolanda
Martínez, quality and product manager at
Molecor, highlights the other benefits.
Raw materials and production PVC-O pipes are manufactured by means of
a conventional extrusion process, followed
by molecular orientation. The basic extrud-
ed pipe undergoes stretching under specific
temperature and pressure conditions. This
produces a laminate structure on the inside
of the pipe, which significantly enhances its
mechanical properties while maintaining its
chemical properties.
Efficiency during use The useful life of a pipe for the transportation
Plastic pipes have proven to be a cost-effective, maintenance-free and environmentally friendly product. Combine these qualities with a unique air-based system to manufacture PVC-O pipes and you have a product that could revolutionise the bulk water and distribution industry.
PIPELINE LIFETIME
of water is relatively long; a lifespan of 50
years is assumed for research purposes, but in
reality this could be considerably longer.
Optimisation of transportThanks to the lighter PVC-O pipe weight, arising
from the reduced thickness of the wall, more
liquid can be transported. This results in fuel
savings and a minimisation of CO2 emissions.
Efficiency in installation costsIts lighter weight results in less labour and
machinery required for installation. There is a
considerable reduction in the installation time,
which gives rise to associated savings. Bearing
in mind that the price of a PVC-O pipe also has
competitive advantages when compared to
those manufactured with other materials, the
total cost can be reduced by over 50%, depend-
ing on the materials used and the diameters to
be installed.
Efficiency during operationPVC-O pipes have a greater hydraulic capac-
ity of up to 40%, meaning that more water is
transported with the same energy consump-
tion. This increased hydraulic capacity is partly
due to the larger internal diameter afforded
by reducing the
wall thickness
during molecu-
lar orientation.
In addition, the
fact that the
material is not
as rough means
that the smooth
interior of the
pipe minimises
load loss and enables fluids to circulate at a
higher speed. Simply put, these pipes repre-
sent a very eco-friendly solution because of
their greater contribution to sustainable devel-
opment of the planet.
Long useful lifeThe laminate structure obtained during the
molecular orientation process in the manufac-
turing of PVC-O pipes provides a significant
enhancement in their mechanical properties,
resulting in fluid transportation with great
resistance to impact and external loads. It also
makes them highly resistant to the propagation
of cracks towards the interior of the pipe.
Optimisation of water resourcesSupply networks manufactured with traditional
materials register a high percentage of leak-
ages, due to lack of water-tightness in unions
and breakages produced by pipe deterioration.
In many cases, this means that pipes have
to be replaced just a few years after instal-
lation. With PVC-O pipes, there is no need
to be concerned about the nature of the soil
where the pipes are to be embedded; protec-
tive coatings are not required, either internally
or externally, and the pipe is not affected by
corrosion, thereby preventing the release of
oxides and metals to the water, which in the
case of drinking water could give rise to a pub-
lic health problem if quality limits for human
consumption are exceeded.
Local piping solutions company Sizabantu
Piping Systems has partnered with Molecor
and offers the new PVC-O pipe, in addition to
standard uPVC, MPVC, solid Wall HDPE, struc-
tured wall HDPE and composite HDPE pipes.
BELOW 24 km O-PVC bulk water line being installed in Delareyville, North West province
66 IMIESA April 2013
PIPES, PUMPS AND VALVES
ATVAL IS ONE of only a handful of
local companies that manufacture
their entire range of valves entirely
in-house. These products offer
drop-tight sealing against numerous media
– including liquids, gases, vacuum, pulp and
slurries – and are available in sizes from 25
to 1 500 mm, with working pressures of up
to 40 bar and operating temperatures ranging
between -20 and 120˚C.
Atval’s managing director, Ted Atkins, says
he believes that the company is a world
leader in the manufacture of pinch valves.
“The technology is entirely developed in
South Africa in conjunction with the local
LOCAL MANUFACTURER
Expanding its reach into AfricaFollowing a strong financial performance last year, pinch and knife gate valve manufacturer Atval is looking at consolidating its success by focusing on expansion across Africa.
mining industry, which requires valves to
handle slurries at higher pressures than
anywhere else in the world. The pinch valve is
an ideal product for this application because
of its full unrestricted flow pattern and the
use of gum rubber as an abrasion resistant
closing membrane.”
Atval’s operations director, Mark Atkins,
highlights the fact that pinch valves are
specifically designed for both low- and high-
pressure applications, in addition to abrasive
transpor t systems and fluid and powder
metering and flow control.
“The Atval ranges of pinch valves are ide-
ally suited for heavy-duty service in applica-
tions such as mining, chemical plants, min-
eral dressing plants, fer tiliser plants, sewage
water works, power stations, cement works
and general industries.”
According to Mark, the Atval range of knife
gate valves has been developed to comple-
ment the range of pinch valves and, in many
instances, they are supplied together to
the same processing plants. He explains
that Atval’s simple yet innovative design
includes a one-piece body, knife-edged blade
and field replaceable seats to ensure ease
of maintenance.
“The valve gets its name from the blade or
gate, which has a ‘knife-like’ cutting edge.
The gate moves perpendicular to the direction
of flow, providing a guillotine action that ena-
bles it to shear through semi-liquid media.”
Ted points out that Atval has developed a
reputation for being a preferred manufacturer
of high-quality products since its establish-
ment in 1985, despite the continued influx
of cheaper products imported from Asia in
recent years. As an experienced local manu-
facturer, Atval has gained an in-depth under-
standing of the requirements of the local
market, thereby ensuring that customers are
provided with superior quality products that
are specifically designed for African condi-
tions. As a result, the lifetime cost of the
product offers considerable value for money
for Atval customers.
Mark notes that Atval experienced particular
growth in the African mining sector during the
course of 2012.
“Having gained a number of high-profile
mining contracts across Southern Africa, our
main focus for 2013 is on expanding into
sub-Saharan Africa by highlighting the proven
capabilities and benefits of our products
through carefully selected distribution part-
ners in countries where we anticipate the
greatest potential for growth. We are actively
searching for these partners, and distributor-
ships are available in certain areas.”
Atval operations director, Mark Atkins (left) and MD, Ted Atkins
PANEL DISCUSSION
IMIESA April 2013 67
COMPANIES INVOLVED IN the
construction and maintenance of
roads are again faced with the inev-
itable of a bitumen shortage within
the first half of the year as all three refineries
that supply the by-product will be shutting
down simultaneously for maintenance. Some
contractors and suppliers will import the mate-
rial at high cost while others will have to find
innovative and resourceful ways to cope with
the ripple effect of the shortage. This again
ROAD CONSTRUCTION
Sustainable road infrastructure
raises the issue of concrete being the mate-
rial of choice for road construction as it is no
secret that local bitumen supply is becoming
less and less of a priority for the refineries,
and it is estimated that within five years there
will be no supply at all. This IMIESA panel
discussion will consist of two parts: the first
highlighting what contractors, suppliers and
manufacturers of bitumen-based road con-
struction and maintenance pro ducts will be
doing to not only address the short-term issue
at hand, but also the long-term challenge. The
second will highlight what innovative, tried and
tested or traditional products and services
with regard to the use of pavers, kerbing,
drainage and bridge construction and reha-
bilitation are being used to build and maintain
South Africa’s roads. South Africa’s extensive
road network plays an important role in the
country’s economic future and that of several
African countries – how will you be involved in
securing a viable future?
IMESAIMESAAThe official magazine of the Instituteof Municipal Engineering of Southern Africa
INFRASTRUCTURE DEVELOPMENT MAINTENANCE SERVICE DELIVERY
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IMESA CESAExcellence Awards 2012
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INFRASTRUCTURE DEVELOPMENT MAINTENANCE SERVICE DELIVERY
er of the 2011 PICA professional writer of the year
Water in AfricaSustainable operations
SASTTTrenchless technology
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Email your details to [email protected] to receivea copy of IMIESA every month.
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68 IMIESA April 2013
PANEL DISCUSSION
Taco Voogt | Technical Director | CONCRETE MANUFACTURERS ASSOCIATION
THHE SUUSTAINABBILITY OF ROADD INFRASSTRUCTTUREE
In the first instance, what I think we need to establish is do CBP manufacturers have the capacity to make up the shortfall in asphalt supplies? TV The short answer
is an emphatic yes. There is more
than sufficient cement, sand and
aggregate – the basic ingredients
used to manufacture concrete
blocks – to supply South Africa’s
needs. In fact, the industry carries
considerable spare capacity and
production could easily be stepped
up to meet increased demand.
Is CBP a viable road-building alternative? Very
much so. The first public roads
to be surfaced with CBP were in
Chatsworth, Durban, 49 years ago.
These roads have been essen-
tially maintenance-free and have
provided double the service life of
a good asphalt surface. Moreover,
they are still in very good condi-
tion. There are countless other
examples where CBP has been
used for public roads, especially in
urban areas.
Apart from alleviating the asphalt shortage, are there any other factors to be considered when taking the CBP route? Undoubtedly. As has been demon-
strated in Chatsworth and other
townships, sustainability is one of
the major considerations in choos-
ing CBP.
Cost, closely
allied to
sustainability,
is another
and so are
poverty
alleviation,
safety and
aesthetics.
Could you elaborate? Let’s look at
sustainability
first, because
I think it is the most important
aspect. As we well know, most lo-
cal governments are under severe
budget constraints and in many
cases are unable to maintain their
existing road networks, largely
paved with asphalt. We also
know that CBP is essentially
maintenance-free, provided it
is laid in compliance with
best-practice standards. What’s
more, the initial capital outlay
on CBP roads is only marginally
greater than the asphalt equiva-
lent. Therefore it makes sense
for all new urban road projects to
be surfaced with CBP. The saving
on maintenance would be huge
and would very quickly offset any
higher capital spend.
This is by no means pie-in-the-
sky. The Royal Bafokeng Admin-
istration (RBA) is saving some
R13 million (R42 000 per kilome-
tre) annually on the maintenance
– or lack thereof – on concrete
block paved roads in North West
Province. The programme began in
1996 when the RBA chose CBP to
surface the roads of 28 villages on
the outskirts of Rustenburg.
CBP is also spearheading a
poverty alleviation and road
resurfacing project in George. The
local municipality is resurfacing
its deteriorating low-trafficked
suburban asphalt roads as well as
some gravel roads with CBP in all
residential areas.
This ongoing project began in
2001 and some 53 km of roads
at an average width of five metres
have been resurfaced with CBP
since then. In addition, 49 km of
pavements 1.5 m wide have been
surfaced with CBP. The project
also includes a small percentage
of roads and parking areas in the
CBD as well as some servitudes
and footpaths.
And in a new housing project in
Klapmuts, Western Cape, half the
roads and access-course surfaces
have been paved with CBP. A high
water table and unstable sub-grade
material (earth) meant that asphalt
was only used where the water
table was deemed low enough and
the sub-grade sufficiently stable by
the main contractors. The contract
included a 10-year latent defect
clause and this was the main rea-
son why CBP was deployed in the
sections where the sub-grade was
unstable. The company believed
that asphalt roads would have be-
gun cracking after only five years.
There are countless other exam-
ples of local governments opting
for CBP as the most cost-effective
and sustainable solution, and not
only in South Africa.
Ripon, a city east of San Francisco
in California, US, has standardised
on CBP for all new roads. This
decision was prompted by the
destruction of a new asphalt road
by heavy-truck traffic a few months
after its completion.
In addition, Ripon’s cost of
LEFT This CBP road surface in Chatsworth still looks good after 49 years
BELOW One of several CBP roads in Jordaan Park, an upmarket suburb in Heidelberg (Lesedi)
In light of the current asphalt shortage, IMIESA spoke to the technical director of the Concrete Manufacturers Association (CMA), Taco Voogt, about how concrete block paving (CBP) could provide a more viable and sustainable road-surfacing alternative.
IMIESA April 2013 69
PANEL DISCUSSION
maintaining its existing asphalt
road structure was US$4.24 mil-
lion (R39.21 million) a year,
whereas the revenue available to
meet that requirement was only
US$710 000. Building better
roads that required less mainte-
nance was deemed to be part
of the solution and the council
opted for CBP as the standard
road material. Another deciding
factor was that in addition to the
structural stability, pavers offered
a significant and pleasing
visual contribution.
How does CBP assist with poverty alleviation? Laying
roads with CBP lends itself to the
government’s Expanded Public
Works Programme. It is labour
intensive and offers the unskilled
and unemployed an opportunity of
acquiring a marketable skill and
earning capacity. Over the years,
thousands have benefitted from
CBP projects. The income earned
has a multiplier effect, stimulating
economic activity in other sectors
of local communities. Moreover, it
imbues residents with homes on
CBP roads with a new-found pride
in their communities and this is
reflected with cleaner streets and
better-maintained houses.
Could you describe how CBP contributes to greater safety? As we are
aware, road-safety is high on
the government’s agenda and
CBP contributes significantly in
this regard. First, the chance of
aquaplaning on wet surfaces is
ABOVE A CBP road under construction in Phumelela (formerly Vrede) using members of the local community to do laying work
BELOW A close-up of an open-channel drain paved with concrete block paving in Lefaragatlhe, one of the 28 Royal Bafokeng villages in North West province where CBP has been used extensively
greatly reduced with CBP roads.
The two to three millimetre water
sheet often found on asphalt
roads during heavy downpours is
virtually non-existent, especially
when the pavers are bevelled. One
may find an isolated water channel
crossing a CBP road, but not water
sheeting over an extended area.
Permeable paving installations,
which are specifically designed
to soak up stormwater, are even
more effective at dispersing
surface water and can be installed
on sections of road where water
channels are likely to form. CBP
also offers better braking owing
to its rough texture and broken
(channelled) surface. In addition, it
provides better road marking with
coloured and luminous concrete
pavers. They offer constant and
maintenance-free signage, unlike
painted surfaces which require
regular maintenance.
Besides urban and town-ship roads, what other applications lend them-selves to CBP? We would
like to see major intersections
paved with CBP. The accelera-
tion and breaking of heavy trucks
destroys tarred intersections fairly
quickly. Intersections paved with
CBP last a lot longer. Then there
is the noise factor. As a vehicle
moves from a tarred to a CBP
surface the change in the road’s
noise can alert a driver that a
crossing is imminent.
You mentioned aesthet-ics, which I think is
self-explanatory, but are there any other aspects which advance the cause of CBP? Yes. For example,
individual paving blocks can be
lifted during the laying of water
pipes and underground cabling,
and then replaced with no visible
sign of disturbance, unlike tar sur-
faces which must dug up and then
patched. Another plus for CBP for
road surfaces is that it is very
easy to construct pavements and
cycle paths adjacent to the roads
at very little extra capital. Proper
pavements and kerbing have an
uplifting effect on communities,
enhancing pride of ownership
among residents in surround-
ing properties.
Does the CMA offer any advice, technical or other-wise, on the installation of CBP? The CMA has numerous
technical manuals and audiovi-
sual aids, which are available at
a nominal cost. For instance, we
have published a general booklet
on the advantages of CBP and
last year we published our Step-
by-step guide to Perfect Paving,
aimed mainly at the unemployed
township dweller, who, by using
the manual, can develop a useful
income-producing skill. While its
principal objective is to generate
employment opportunities, the
manual is sufficiently informative
and technical to be of used as
refresher material for contractors,
both large and small. It is also be-
ing offered to training and techni-
cal institutions as course material.
The DIY user too will find the
manual of considerable benefit.
We have also published a booklet
which compares the cost of CBP
with premix asphalt paving, and we
offer several specialist manuals.
These include: CBP Drainage,
Specification and Installation, and
Site Management and Laying.
We also offer paving-design soft-
ware – Lockpave for conventional
paving and PermPave for perme-
able installations.
Finally, where do you see the greatest growth opportunities for CBP?
Irrespective of the supply situation
for asphalt, we believe that all
new urban and rural roads should
be surfaced with CBP. It makes
socio-economic and environmental
sense and would free up much-
need funding for other areas. All
it requires is a mind-shift on the
part of local authorities to step
up a process that many have
already begun.
Ammann Construction Machinery South Africa
229 Hull Road, Rynfi eld, Benoni 1500Tel. + 27 11 849 3333 Fax + 27 11 849 8889
Mobil + 27 82 554 7620rocco.lehman @ ammann - group.com
An innovative family fi rmAmmann is a leading supplier of plant and machinery, with the focus very fi rmly on road building. Our strengths are the forthcoming approach of a family fi rm that has been operating for many years, coupled with our strong and well - established international presence. Ever since 1869 we have been setting benchmarks in the road - building industry, thanks to countless innovations and solutions which are as competitive as they are dependable.
For more information on compaction machines, asphalt mixing plants and pavers go to www.ammann - group.com
Productivity Partnership for a Lifetime
IMIESA April 2013 71
PANEL DISCUSSION
Please give a brief background to Ammann Construction Machinery South Africa RL The Ammann
Group has been indirectly involved
in the South African market for the
past 25 years through dealerships
mostly supported by Europe.
When markets worldwide were
under extreme financial pressure
in late 2011,
Ammann took
the bold step
to enter the
South African
and sub-
Saharan Afri-
can markets
by opening
a dedicated
local office:
Ammann
Construction
Machinery South Africa.
What areas of the road construction industry are you currently focus-ing on? Ammann Construction
Machinery South Africa has been
tasked with marketing a full
range of products throughout the
sub-Saharan region. The company
is renowned as a supplier of
high-quality and technologically
superior asphalt plants with an
BELOW Inside a European manufacturing facility
BOTTOM Ammann construction machinery SA's road construction machinery on display
extensive and complete range
of compaction equipment and
asphalt pavers.
What are the company’s views on sustainable con-struction? Being a leader in
the asphalt industry brings about
a more serious global issue: the
environment. We pride ourselves
in being at the
forefront in
development
with greener
technologies
such as warm
mix asphalt
and various
options for the
extensive use
of recycled as-
phalt. Asphalt
plants are now
marketed and sold directly to
clients, and parts and services
are also operated by the Ammann
South Africa technical team, which
is supported by more than 100
years of extensive experience in
the asphalt industry.
What about your smaller machinery such as rollers and pavers? The compaction
and paver products will be distrib-
uted and serviced by a network of
Rocco Lehman | General Manager | AMMANN CONSTRUCTION MACHINERY SA
THHE SUUSTAINABBILITY OF ROADD INFRASSTRUCTTUREE
Ammann Construction Machinery South Africa has been
operational for more than two years, although Ammann has been
operational for more than 140 years and involved in the South Afri-
can market for the past 25 years. We pride ourselves as the leader
in asphalt technology. Ammann is a leading global supplier of mixing
plants, machines and services to the construction industry, with core
expertise in road building. Ammann offers products and services that
meet customer expectations and distinguish themselves from the com-
petition through greater customer benefit. We express our values of
independence, sustainability, credibility, quality, commitment and flex-
ibility through our actions towards customers, employees, suppliers and
the general public. Ammann is a long-term partner you can rely on.
dealers. This decision has been
made with the customer in mind.
Carefully selected regional dealers
understand the customer base
in the areas they service and will
offer the Ammann customer a
complete service package with
Ammann Construction Machinery
in support.
You recently held an open day for clients and suppliers. What were the highlights of the day? The
Ammann Construction Machinery South Africa has been tasked with marketing a full range of products throughout the sub-Saharan region.
highlight of the day was having all
our customers attending
the plant visit with a live pav-
ing demonstration.
TOGETHER WE CAN...That’s our ethos at Much Asphalt.
We are part of a team that delivers quality results – safely, sustainably and cost effectively.
A Level 3 BBBEEE contributor
T: +27 21 900 4400F: +27 21 900 4468E: [email protected]
IMIESA April 2013 73
John Onraët | Marketing Director | MUCH ASPHALT
THHE SUUSTAINABBILITY OF ROADD INFRASSTRUCTTUREE
Why is asphalt the domi-nant road material?
JO That’s simple: price, availabil-
ity, speed of application, variety of
product options and noise reduc-
tion. We believe there is a place
for both concrete and bituminous
roads – it largely depends on the
pavement design requirement of
any particular road project. It is,
however, a fact that the majority
of roads worldwide are built using
bituminous surfacing and we
do not see this changing in the
foreseeable future. Studies in the
US show that on average, asphalt
pavements are more cost effective
than concrete pavements over a
40-year period.
What is your response to the country’s bitu-men shortage? The South
African market consumes between
400 000 and 450 000 t of bitu-
men per annum. The combined
production capacity of the four
bitumen-producing refineries in
South Africa can meet this require-
ment. However, scheduled mainte-
nance shutdowns, which can last
between four and eight weeks,
coupled with regular unsched-
uled plant breakdowns, result in
periodic shortages. Unfortunately,
the local refineries are all old (30+
years) and regular plant break-
downs have become the norm.
The industry is becoming more
comfortable with importing bulk
shipments of bitumen during peri-
Much Asphalt is Southern Africa’s largest commercial supplier of an
extensive range of hot and cold asphalt products to the road construc-
tion industry.
LEFT Much Asphalt plant and head office in Eerste River, Cape Town
BELOW WMA plant, Much Asphalt Benoni
ods of short supply. Since October
2011, the industry has imported
several bulk shipments of bitumen
and this will escalate in the future.
The South African government has
recently announced a full rebate
on the duty for imported bitumen.
There are also plans to establish
bulk bitumen storage facilities at
strategic points in South Africa.
What recycling and reuse initiatives are in place in the bitumen industry? With
milling, crushing and screening
equipment now readily available,
as well as warm mix asphalt
(WMA) technology being introduced
to the local market, recycling has
become the norm with up to 40%
being required by clients as re-
claimed asphalt (RA) reintroduced
into asphalt mixtures.
Are there any unique technologies used in your products? Yes, we manufac-
ture WMA, cold mix asphalt, high
modulus asphalt and special bitu-
men modified mixes. WMA is man-
ufactured at substantially lower
temperatures than hot mix asphalt
(HMA), resulting in a significant
range of benefits during production
and paving. Trials based on con-
tinuously graded WMA have shown
quality performance to be equal
or even superior to that of HMA.
On the other hand, high modulus
asphalt, introduced to the local
market in 2011, has superior load
spreading characteristics as well
as a high resistance to permanent
deformation, which enables the
construction of thinner asphalt
pavements for roads and airports
exposed to severe traffic condi-
tions. Cold mix asphalt is sold in
bulk or bagged for the filling of
potholes, trench reinstatement
and emergency road repairs.
What makes Much As-phalt’s products advanta-geous for specification?We have an extensive quality
assurance programme, the most
up-to-date manufacturing equip-
ment, and we are able to satisfy a
huge variety of customer product
requirements. Mobile mixing
plants give us the capability to
supply asphalt to the most remote
locations. Much Asphalt's Central
Laboratory (Cenlab) in Eerste
River, Cape Town, has achieved
South African National Accredi-
tation System (SANAS) quality
systems accredita-
tion every year
since 2006.
What added value do you provide your customers?Much Asphalt
launched its
Best Practice
Workshops on
Hand-laid HMA in
2006, facilitated by
technical experts
within and outside
the company.
The programme
continues to attract
large numbers of
delegates due to
significant demand
by individuals
looking for new skills, as well as
SMMEs, emerging contractors,
and local and provincial govern-
ment departments wishing to
educate their own staff and con-
tractors. The aim is to establish a
uniform, industry-wide standard for
high-quality hand-laid HMA.
What three recent projects have you been involved in? Most of the Gauteng Freeway
Improvement Projects, N2 Coega
to Colchester, and the N12 to Tom
Jones. In addition, we have current
or recent projects at most of the
country’s airports.
PANEL DISCUSSION
IMIESA April 2013 75
PANEL DISCUSSION
Holger Rust | Director | TERRAFORCE
THHE SUUSTAINABBILITY OF ROADD INFRASSTRUCTTUREE
How do your products aid in the construction of road and bridge side retaining walls? HR Ter-
raforce products feature strongly
in the development and improve-
ment of infrastructure projects.
Bridge abutments, and roadside
retaining and stabilisation fea-
ture prominently in the line-up of
projects that we are proud of.
What make Terraforce’s hollow reversible inter-locking concrete blocks unique? Terraforce pioneered
the reversible, one-block retain-
ing system on five continents.
The system allows for variations
in appearance, smooth scal-
loped or flat elevation as well as
rock face finish. Further, the sys-
tem is suited for creating various
features such as corners and
curves without having to resort
to accessory blocks. Wall inclina-
tions are not fixed, which helps
in adapting to site conditions,
while the design of these walls
can be easily adjust to suit most
sites. The walls can be designed
to be plant supportive too.
What erosion control methodology does the company offer? Our Ter-
rafix blocks have been on the
market for almost 30 years now
and have proven to be a most
reliable
erosion
control
system.
The
blocks
have been
used in
applica-
tions with extremely high water
velocities in river beds and have
survived where other sys-
tems failed.
How do your products
Terraforce is a well-known and award-winning Cape Town-based company that offers interlocking concrete blocks (earth-retaining blocks) for environmental landscaping and concrete retaining walls. The company is a Level 4 BBBEE contributor. Terraforce pioneered the hollow reversible interlocking concrete block that is unmatched in its versatility, both in application and elevation. The wide range of plantable retaining wall blocks is tailored to create environmentally friendly domestic or industrial installations and to support sustainable development in soil stabilisation. Walls can range from light gravity walls to geogrid reinforced earth-retaining or heavy gravity double-skin walls.
BELOW CAPTION PLEASE. CAPTION PLEASE. CAPTION PLEASE. CAPTION PLEASE.
aid with roadside land-scaping? Some of the largest
landscaping/terracing projects
ever undertaken with our blocks
are in the Persian
Gulf region, for
obvious reasons. A
one-block system
has its advantages
insofar as expen-
sive equipment and
stock levels are
kept in check while
the installation
process is relatively
easy to master.
What other in-frastructure ap-plications does your product feature, such as the work done on landfill sites? Infrastruc-
ture applications
include slope protec-
tion, strip roads and
parking areas with
permeable pavers, culvert wing
walls and stormwater control,
stormwater attenuation mea-
sures, toe walls and more.
Tell us about the com-pany’s biggest and most recent infrastructure project. The biggest installa-
tions done with Terraforce blocks
are all
abroad
– Dubai,
Qatar
and Tur-
key. Lo-
cally, our
licensee
Remacon
supplied 67 000 L11 blocks to
Cradlestone Mall near Krugers-
dorp, which rank as one of the
biggest projects in recent times.
During 2012, our blocks were
used at a number of solid waste
and wastewater management
facilities, including the Kuilsriver
solid waste
management facility and
Cape Flats Wastewater Treat-
ment Works.
Tell us about the compa-ny’s most recent awards. Terraforce and its partners have
consistently won the premier
awards at the biannual CMA
Awards for Excellence. We are
proud of our achievements in
this regard, particularly the years
2006 and 2008 when we won
multiple awards. In 2012, we Our blocks were used at a number of solid
waste and wastewater management facilities
won the Terraforce trophy for the
most sustainable project.
How long has Terraforce been in business? Ter-
raforce was founded in Cape
Town 33 years ago and is now
represented on five continents.
Our business is still growing, in
spite of the ‘reverse engineers’
who like to pitch up their tents
in very close proximity to
our campsite.
www.transtech.co.za
Contacts us on +27 (0)21 948 4746 email [email protected]
When sweeping with the C201 Compact, Johnston’s “Water Curtain” technology traps small dust particles (PM10 and PM2.5) helping air quality by preventing their airborne release into the environment. Link air quality to the reduced fuel consumption of the C201 in work mode – up to 40% less fuel than other sweepers in its class – plus Eco Mode fitted as standard for in-transit fuel savings, and the Johnston C201 Compact is one of the cleanest sweepers available. Finally with an annual reduction of CO2 to 16 tonnes, the Johnston C201 is an environmental winner.
Clear Air and Clean Streets
C201 – Refreshingly ClearThe
www.transtech.co.za
The VT650
Contacts us on +27 (0)21 948 4746 email [email protected]
The VT Range of truck mounted sweepers is now established as the most durable and dependable road sweeper ever produced by Johnston, a fact supported by our sweepers maintaining the highest residual value.
With more than 50 years of engineering expertise and design the VT Range leads the way, offering you years of outstanding performance.
You can choose your VT Range options from our selection of Customer Packs and save even more time, cost and labour.
Ask about our Contractor’s Pack, the Productivity Pack or our Eco Pack and you can be confident that whatever you specify, the VT Range from Johnston will provide you with the best solution in an ever demanding market.
Surprisinglyaffordable,totallydependable
IMIESA April 2013 77
PANEL DISCUSSION
Chris Munro | Managing Director | TFM TRANSTECH
THHE SUUSTAINABBILITY OF ROADD INFRASSTRUCTTUREE
TFM Transtech is re-nowned for its waste management solutions, but what sweeper prod-ucts do you offer? CM
We’re fortunate to have the
world’s top and class leading
sweeper brands in our fold. Our
Johnston sweeper range includes
both compact purpose-built ma-
chines as well as truck mounted
vacuum sweepers in model and
size configurations, designed
and built for every sweeping task
and the toughest applications.
The Johnston CN201 and CN401
models offer high performance
efficiency and economy within a
“compact” package that enables
them to work in highly congested
(inner city) vehicle traffic areas,
even during peak and business
hours – and dare I say they are
very attractive machines too!
Our Madvac PS300 walk-behind
sweeper is designed for use in
high volume pedestrian areas, on
pavements and difficult to reach
spaces – anyone who has ever vis-
ited many of the world’s major cit-
ies will have seen these machines
scurrying around doing their job at
all times. The Johnston VT range
of truck mounted sweepers, which
we also like to refer to as our
full-size machines in deference of
their volumetric payload capacity
and heavy duty suction capability,
TFM Transtech is a Cape Town-based company that sells and pro-
vides after-sales support for a wide range of waste handling municipal
equipment throughout South Africa. The company believes that noth-
ing is more important than the quality and accessibility of service. As
such, it offers mobile support units that visit customers on a full-time
basis, every day of the week. TFM Transtech’s client base ranges from
local government and municipalities to leading contractors countrywide.
Its products include some of the best equipment and internationally
acclaimed global brands.
LEFT Johnston VT650/1 mounted on an Iveco SWB truck chassis with dual steering (for LH and RH sweeping in any direction) and automatic transmission – the most effective package for nearly every sweeping application. This sweeper is painted in “Springbok colours”, a true champion
are particularly suited to municipal
and road construction work. The
VT range also extends to highly
specialised machines including
airport and runway sweepers.
What makes the VT range best suited for municipal clean-ups? As mentioned, it’s
capacity and performance. More-
over the VT651, our most popular
model has proved to be extremely
versatile and durable in all man-
ner of different applications, such
as the nature of municipal work.
The VT range, which delivers
consistent high performance,
also enables contractor work
such as road planning and dirt
pick-up around construction sites
and access roads. Johnston has
a unique design hopper (void),
which creates a cyclone effect in
the system for efficient filtering
of dust and debris particles, prior
to discharge to the air, through
filter mesh screens – this makes
it ideal for construction sites
as well. This unique design is a
standard feature of all Johnston
VT sweepers. Our VT sweeper
models can be mounted on a wide
range of well-known truck chassis
(makes). This is important in
terms of “user friendliness” and
wider service and spare parts
availability. Where economic
realities dictate, such as with
municipalities in Southern Africa,
the Johnston VT651 has to be the
better choice.
How do the Johnston sweepers fare in terms of sustainability? Very well
indeed! For example, the VT range
comes with an optional water
reticulation system that recycles
excess water in the body space
into the suction nozzle. This not
only conserves water and reduces
dust emissions, but also extends
on-the-job time. This range is the
first Europe-manufactured equip-
ment to achieve full PM10 test
compliance in stringent air quality
tests on whole vehicle emissions
(European standards). There
is the option of a high-power
auxiliary engine, which further
reduces emissions. The VT range
has a heavy-duty Wearsaf fan for
superior suction power. The fan
speed is automatically adjusted to
deliver air flow and suction pres-
sure to match sweeping demands,
thereby keeping noise emissions
to a minimum while conserving
fuel. With regard to the compact
range of sweepers, all our equip-
ment comfortably meets emission
standards, while most also
comply with international dust
emission limitation legislation.
What makes TFM Trans-tech's range of equipment so versatile? We manage to
offer a full and complete range of
sweepers within the constraining
realities of the markets where
we operate. What I mean is that
in our part of the world we do
not have the luxury (and must
decidedly avoid) the attraction
of too much choice. The main
reasons for this has already been
mentioned but the importance
for a sweeper to be durable, with
a long life expectancy that can
be achieved only through ease
of maintenance and assured
spare parts supply, cannot be
over emphasized. It pains one to
sometimes come across sweepers
in remote areas that have been
rendered obsolete totally unneces-
sarily for the said reasons. Africa’s
geographic realities places us far
from many specialised service re-
quirements – necessities that are
often not even rated that highly in
the “Western world” when a pur-
chase decision is made. However,
here this is vital and we believe
that TFM Transtech offers a range
of machines that are specifically
suited for our environment, backed
with the support of people that
understand the market and that
have been in the industry locally
for many decades.
IMIESA April 2013 79
PANEL DISCUSSION
Vikash Narsai | CEO | VNA CONSULTING
THHE SUUSTAINABBILITY OF ROADD INFRASSTRUCTTUREE
In terms of sustainable road management, what expertise does VNA Con-sulting offer the indus-try? VN At VNA, we believe that
understanding road infrastructure
is key to sustainable manage-
ment thereof. As proud partners
of the ARRB Group (Australia)
and Grontmij (Europe), we have
invested massively in leading
world-class network survey
technology to enhance road and
bridge interventions.
The company offers solutions
that utilise network survey and
asset management technologies
to ensure we give our clients only
the best service. All our person-
nel undergo stringent training and
testing with respect to their core
functions. This has assisted in
the optimal execution of our busi-
ness. In addition, specialist pave-
ment management equipment
provides accurate and significant
data of the road infrastructure
and performs non-destructive,
non-intrusive testing on road
pavement layers and surfaces.
Tell us more about VNA’s involvement in the 17 000 km of roads in KwaZulu-Natal. VNA was
VNA Consulting is a professional built environment and infrastruc-
ture management service provider that serves the building and civil
engineering fraternity through its niche product lines in management
consulting, design, and asset management techology solutions. This
allows for the transformation of its clients’ needs into real-time solu-
tions that are practical and usable. The business is focused around
a full cycle professional service ranging from project or programme
management, engineering and design, through to information, which
will enable efficient infrastructure delivery.
tasked by the KwaZulu-Natal
Department of Transport (KZN
DOT) to undertake a complete
network analysis of both the
paved and unpaved road network.
The client requested only a visual
condition index (VCI) and a bear-
ing capacity analysis. Using the
Hawkeye 2000 and Falling Weight
Deflector (FWD), we were able to
acquire information for 7 300 km
of paved roads and 10 000 km of
unpaved roads. Images from the
Hawkeye were analysed in-house
and a VCI report was drafted. The
rutting, texture and international
roughness index data collected
with the laser profiler supple-
mented the visual assessments,
while the FWD analysis proved
useful in identifying roads with
structural capacity deficiencies.
Your website speaks of modern infrastructure requiring integrated solu-tions. How does this ap-ply to the local roads and bridges sector? Modern
infrastructure is more than just
building a road, school, infra-
structure for water, or providing
electricity. It’s about providing an
integrated solution that fosters
growth and ensures continuous
development, either human or re-
source related. To enable growth
and development, access through
local roads and bridges needs to
be provided. Communities and
individuals can only flourish if
they are given the opportunity to
interact and enrich themselves
through self-development. Local
roads and bridges play a crucial
role in linking communities and
providing access to public and
social amenities.
VNA prides itself on as-set management technol-ogy through the collec-tion of data and scientific assessments thereof. Briefly explain this pro-cess. The information is stored
electronically and accessed at
an office, with the advantage
of going back and forth through
the data without having to revisit
the site. Images are captured at
intervals of 20 m, while profiles
(IRI, RUT, TEXTURE) are recorded
between 1 and 25 mm inter-
vals. All data is geo-referenced
with sub-meter accuracy. The
Hawkeye is also used to identify
and record roadside inventory
for asset management. The data
is also non-destructive, so layer
thickness and bearing capaci-
ties can be tested by the Ground
Penetration Radar (GPR) and FWD
as opposed to the conventional
method of digging up test pits. In
comparison to the conventional
method of visual assessments,
our method of assessment rules
out the subjectivity as it has a
high level of repeatability.
What is your view of South Africa’s road infrastructure and what suggestions would you propose to local govern-ment? During our assessment
of the 7 300 km of paved roads,
we observed that the network
maintained post-1994 by the KZN
DOT has since deteriorated to
an extent where a high degree of
rehabilitation is required. In initiat-
ing the Pavement Management
System (PMS) for KZN DOT, we
utilised all our asset management
equipment to obtain scientific
data in order to validate the condi-
tion of the road network by input-
ting this data into the RosyCam,
which is a PMS that optimises the
network and produces a report
on prioritisation of repair. These
outputs are then modelled around
budget constraints and repair
strategies. We believe that local
government should use such sys-
tems to ensure the longevity of its
network – most of the paved road
network across all provinces has
reached the end of its design life
(25 years). Government’s priority
should be focused on conserving
the road network by ensuring that
adequate funding is set aside for
maintenance and upkeep.
BELOW Image of road from Hawkeye Survey Vehicle.
IMIESA April 2013 81
PRODUCTS AND SERVICES
IT IS BECOMING the norm for pres-
tigious office building projects to be
designed and built to achieve both
‘Office Design v1’ and ‘As Built v1’
Green Star ratings from the Green Building
Council of South Africa.
Progressive developers are setting targets
for low energy usage, greener footprint build-
ings and every aspect of design, construction
and materials is coming under scrutiny for its
impact on the environment.
While concrete is intrinsically ‘green’ by
vir tue of being chemically inert and almost
infinitely recyclable, Lafarge Readymix offers
a range of mix options to improve the carbon
dioxide (CO2) emission
and sustainability per-
formance of concrete even further.
“The challenge is to achieve the physical
properties expected from concrete, in terms
of strength, workability, durability and an aes-
thetically attractive finish while securing the
‘green’ credits necessary for the target Green
Star SA rating,” explains Darren Jacobs,
Lafarge regional quality manager.
“We create concrete that meets all the
end users’ per formance expectations,
although we use a fundamentally different
mix design approach to gain the added
sustainability benefits.”
Improving the CO2 per formance of concrete
focuses primarily on reducing the impact of
the high CO2
emissions arising from the tra-
ditional cement clinker production process.
By incorporating clinker replacement prod-
ucts with negligible carbon footprints in the
concrete mix, such as fly ash or slag, CO2
per formance is enhanced and the consump-
tion of non-renewable raw materials and fossil
fuels reduced.
Fly ash is a reactive cementitious by-product
of South Africa’s pulverised coal-fired power
GREEN CONSTRUCTION
Low carbon footprint concrete
stations, while slag is a by-product of the
steel manufacturing industry.
The Green Star SA rating system is currently
the only rating system in South Africa for sus-
tainable construction.
“For concrete as a construction material,
the Green Star ratings vary depending on
whether the product is conventional in-situ
concrete, precast or stressed concrete,”
explains Jacobs.
“However, the same principle applies to all
applications where a single ‘green’ credit is
awarded for achieving a minimum percent-
age clinker reduction and a further credit for
an even higher specified clinker reduction.
Depending on the application, we can earn
clients a third credit by incorporating recycled
aggregate in the concrete.”
Currently, for a standard structural applica-
tion, a single ‘green’ credit point is awarded if
the clinker content of the concrete is reduced
by 30%, and a second point is awarded if the
clinker content is reduced by 60% compared
with a standard reference mix. Lafarge has a
range of low CO2 mixes, to suit the application
and meet the requirements of the customer.
These products are in line with the Green
Star SA rating system and offer solutions with
reduction in clinker content up to 60%, as well
as the replacement of virgin natural stone
with recycled aggregates.
BELOW LEFT Agilia is a self-compacting concrete
BELOW RIGHT Hydromedia is an innovative stormwater drainage solution
Lafarge’s Low CO2 concrete, or ‘green’ concrete, has been developed to
support contractor clients in meeting South Africa’s increasingly stringent environmental protection standards, which are aimed at reducing the carbon footprint of the built environment.
PRODUCTS AND SERVICES
IMIESA April 2013 83
Integrated Waste Management PlansWaste Disposal StrategiesIdentification and permitting of landfill sitesDesign of General and Hazardous Waste sitesDesign of Solid Waste Transfer StationsDesign of Material Recovery FacilitiesOptimisation of Waste Collection SystemsAuditing of Waste Management FacilitiesDevelopment of Operational PlansClosure and Rehabilitation of LandfillsQuality Assurance on Synthetic LinersWaste Recycling Plans
Specialist Waste Management ConsultantsSustainable and appropriate engineering solutions with integrity and professionalism.
Jan Palm Consulting EngineersTel +27 21 982 6570 / Fax +27 21 981 0868 / E-mail [email protected] / www.jpce.co.za
Gansbaai Recycling Centre
Velddrif Transfer Station
Botrivier Drop-off
Herman us Materials Recovery Facility
Vissershok Waste Management Facility
Stanford Drop-off
EROSION CONTROL
Saving the slopes Topsoil on the slopes of a landfill
site alongside New England Road,
Pietermaritzburg, was being eroded by rain
and strong winds, resulting in blockage of
surface drains at the base of the slopes.
THIS BLOCKAGE CAUSED excessive
surface water to build up, with sub-
sequent damage to site infrastruc-
ture, while the resultant run-off was
polluting the nearby Msunduzi River.
Envitech Solutions, which specialises in
landfill engineering, specified Kaytech’s envi-
ronmentally friendly SoilSaver as the solution
to this destructive, costly chain of events.
Although an alternative might have been
hydroseeding directly onto the slopes, the
first heavy rainfall would have resulted in
seeds being washed down to the base and the
slopes left bare of vegetation.
Made from woven 100% jute yarn with a
The rainfall drainage system at the landfill site under strain
84 IMIESA April 2013
PRODUCTS AND SERVICES
coarse 65% open mesh structure, SoilSaver
serves to conserve moisture and holds seeds
and soil firmly in place. Once vegetation is
established, SoilSaver decomposes without
drawing on valuable nitrogenous reserves,
unlike many other natural materials. In fact its
residue is beneficial by adding fibres, which
actually improve the quality of the soil and
hence the vegetation.
SoilSaver, which is extremely effective in a
wide variety of erosion control applications in
any climatic conditions, is supplied in light-
weight bales that are easily handled by one
person. It is simply rolled out and pegged
down at intervals without the necessity of
equipment or skilled labour. Seeding can be
done before or after SoilSaver is laid, with or
without prior mulching.
The contractor commenced with the pro-
ject in mid-September 2012, covering the
TOP AND ABOVE The slope of the landfill before and after the installation of the jute yarn
LEFT The installation process
INDEX TO ADVERTISERS
Ammann Construction Machinery SA 70
Armco Superlite 24
Aveng Manufacturing Infraset 58
Aveng Manufacturing 22
Babcock 82
Bell Equipment 25
Bosch Stemele 27
Concrete Manufacturers Association 68 & 69
Coleman Tunnelling 52 & 53
Corrocoat 54
Dynamic Fluid Control 60
Elster Kent Metering IFC
Esorfranki 19
Fiberpipe 61
Gibb Engineering & Science 39
Group Five Pipe 62
Horizontal and Vertical Drilling 57
Jan Palm Consulting Engineers 83
Kaytech 28
Lafarge Industries 80
Mercedes-Benz SA 15
Much Asphalt 72
Model Maker Systems 44
National Asphalt 31
Osborn Engineered Products 12, 13 & 55
Reef Trenchless Technology 56
Robor 34
Royal HaskoningDHV 37
Sanral 20
SBS Water Systems 38
SIKA 42
SFC Engineers 23
Sizabantu Piping System 64
SMEC Vela VKE 33
Spraypave OFC
Stalcor 43
Terraforce 74
The Rare Group t/a Rare 63
Totally Concrete Expo 45 & LI
TFM Transtech 76
TT Innovations 50
Vermeer Equipment Suppliers OBC
VNA Consulting 78
Watertec Africa/Pumps Valves & Pipes Africa 2013 LI
WK Construction 48
WRP Consulting Engineers IBC
landfill slopes with a total of
39 800 m2 of SoilSaver. The
company had previous experience
with Kaytech products and by
following advice on installation
procedures, encountered no prob-
lems. Despite inclement weath-
er for almost two weeks, the
project was completed a month
later. Fortunately, the rain was
light enough not to damage the
slopes prior to the installation of
SoilSaver and the installation was
hassle free.
Having halted the adverse chain
of events, numerous benefits
have emerged – the major one
being the minimisation of envi-
ronmental impact. With minimal
erosion occurring due to the stabi-
lisation of the slopes, the surface
run-off is significantly decreased,
resulting in far less pollution of
the Msunduzi River. The surround-
ing community will benefit from the minimisa-
tion of the harsh visual impact of a closed
landfill site that will soon be covered in a
blanket of green grass.
From an economical and time-saving aspect,
the Msunduzi Municipality will benefit greatly
due to the considerably decreased mainte-
nance costs for the stormwater drainage
system, as well as little or no damage to site
infrastructure along New England Road. As a
cost-effective, environmentally friendly prod-
uct, which is easy to transport and simple to
install with minimal labour required, Kaytech’s
SoilSaver has proven to be a winner.