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OUTLOOK Newsletter

THE SOUTH AFRICAN INSTITUTION OF CIVIL ENGINEERING

Durban & Pietermari tzburg Branches

August 2016

Naidu Consulting - N2 EB Cloete:

Night time paving

OUTLOOK NEWSLETTER AUGUST 2016

YOUR NEXT BRANCH PRESENTATION

Tuesday 2nd August 2016

VENUE: TIME: 17h00

Garden Court Hotel

Kearsney Room DATE: Tuesday 2nd August

Marine Parade

SPONSOR:

Pile Foundations in Coastal KZN:

Where we are today

Presented by: Malcolm Jaros & Venai Govender

Geosure (Pty) Ltd


June Presentation

Tracing developments in the use of Bituminous Products

Introduction

S outh Africa has made a lot of progress in the use of

bituminous products in recent years. This came out

of a talk by Tony Lewis – an expert in materials and

roads rehabilitation design. By going to first principles,

Lewis defined the difference between tar and bitumen as

well as the sources of the two products. Tar is a by-

product of the coal industry manufactured by the

destructive distillation of coal while bitumen is derived

from distillation of crude oil. Below is a simplified diagram

of the distillation process:

Changes to Bitumen Grading System

Although bitumen use dates as far back as 3000 BC, there

appears to have been little development in the use of the

product until the 19th century when the refining of

bitumen from crude petroleum oils begun. There are now

changes to the grading of bitumen from using the

penetration grade to using the performance grade.

The performance grade test conditions are suited to

specific environmental conditions of climate and traffic.

Performance grade Tests.

There are a number of test that are carried out to

determine the performance characteristics of the bitumen

such as Rotating thin film oven test for short term ageing,

Pressure ageing vessel for long term ageing, Dynamic

Shear Rheometer, and Bending beam rheometer for low

temperature stiffness and relaxation properties of the

binders to measure the binder’s ability to resist low

temperature cracking.

Performance grades being proposed are listed in the table

below:

Development of Asphalt mixes containing

Reclaimed Asphalt

Modified bituminous binder are those whose properties

such as cohesive strength, adhesive property, elasticity or

viscosity have been modified by the use of one or

combined chemical agents. Most commonly used modifiers

are: rubber crumbs, Styrene Butadiene Styrene (SBS)

pellets or powder, Ethylene Vinyl Acetate (EVA) pellets,

Styrene Butadiene Rubber Latex (SBR), Natural

hydrocarbon modifiers and F-T synthetic waxes. It must be

noted that the performance of modified bitumen is

dependent on strict control on temperature during

construction.

Benefits of Modified Binders:

Surface Treatments

Heavy traffic, steep inclines, intersections and sharp

curves

Large temperature fluctuations, high ambient

temperatures

Sealing over active cracks of up to 3 mm without

pre-treatment

Hot Mixed Asphalt:

Improves fatigue properties and better age

resistance properties

Improves resistance to deformation through

better adhesion between aggregates and

binder

High resistance to deformation at high pavement

temperature.

Use in asphalt mixes requiring high film thickness

Reclaimed Asphalt Mixes (RA) typically contains 95% high

quality aggregate and around 5% bitumen. Although the

binder in RA has most probably aged and become brittle,

the aggregate quality will not have altered. This give an

alternative to the quarry depletion.

Recycled Asphalt Mixes containing RA has the same

quality and performance requirements as mixes using

all new materials” Reference document is: Recycled

asphalt mixes TRH21: 2009.

Milling processes should be closely examined to make sure

the milled material is not contaminated with soil, base

material, paving geotextiles, or other debris. Reclaimed

asphalt delivered from site is stockpiled, crushed and

screened into separate stockpiles. Grading, binder content

& properties is determined, and the stockpile is marked as

approved for use in the recycled mix.

Use of reclaimed asphalt leads to binder reduction


Economic considerations of RA

Besides the environment benefits, the main driver for

recycling is that it is economical and offers producers a

competitive advantage through lower virgin aggregate

consumption, lower bitumen consumption, less bitumen

required in the mix, reduced bitumen transport costs,

maximizing value of RA and negating waste disposal costs.

The Concept of Warm Mix Asphalt (WMA)

The first warm mix trial was in November 2008 in

Brackenhill Road, Waterfall.

The quality of the WMA was shown to be at least

as good as that of the HMA control mixes

HIGH MODULUS ASPHALT

High modulus means longer life with same layer thickness

or potential to reduce layer thickness by about 30% for

the same life. Since it has less maintenance that leads to

less road user delays, less emissions & less use of non-

renewable materials. There is a significantly reduced life

cycle cost, improved durability as well as sustainability of

the pavement.

Both mixes require strict adherence to grading

EME – (Enrobés à Module Elevé) is an asphalt with an

elevated modulus and uses very hard, 10/20pen bitumen.

The first EME trial was on Old South Coast Road on 30

August to 6 September 2011. Further use of EME has been

extensively by SANRAL on N3 and also used extensively

by eThekwini Municipality on bus lanes of IRPTN.

GB5 –uses SBS modified bitumen combined with such an

optimized aggregate packing leading to a material, showing

excellent compactibility, very high stiffness modulus and

above all high fatigue resistance in a single formulation,

allowing for reduced pavement thickness and greater

longevity. GB5 High Modulus Asphalt Mix was used on

Solomon Mahlangu Drive -M4 to Bluff

BITUMINOUS STABLILIZED MATERIALS (BSM)

Two bituminous stabilizing agents that can be considered

are Bitumen emulsion and Foamed Bitumen.

Manufacture of Bitumen Manufacture of Foamed

Emulsion Bitumen

Foamed bitumen is a mixture of air, water and bitumen.

When injected with a small quantity of cold water, the hot

bitumen expands explosively to about fifteen times its

original volume and forms a fine mist or foam. This

process reduces viscosity of the bitumen and enables

aggregate to be coated at lower temperatures as well as

improves compaction and workability of the mix.

Bitumen Emulsionss are prepared by mixing of hot

bitumen and water between the rotor and the stator.

Both parts have a complex relief to create additional

turbulence. Firstly, the water is prepared in a special tank

with water, emulsifier, acid (or alkali) and other additives.

The solution is thoroughly mixed. The pre-mixed water

phase is then injected into the bitumen. Quality of the

emulsion is defined by the precision of component

dosage.

Classification of BSM

BSM1 High shear strength, typically used as a

base layer for design traffic greater

than 6MESA.

BSM2 Moderately high shear strength, typically

used as a base layer for design traffic

applications of less than 6 MESA.

BSM3 This material typically consists of soil-

gravel and/or sand, stabilized with higher

bitumen contents. As a base layer, the

material is only suitable for design traffic

applications of less than 1 MESA.

Minimum of G4 quality for BSM 1 and allowance to be

made for imported crushed stone or crusher dust. BSM is

used for both in-place and in-plant applications and is used

for shallow pavement design, where there are services and

restrictions due to sidewalk and drainage levels. A high

level of compaction is essential for BSM!

To summarise:

Bitumen is a versatile product with a long history

Recycled asphalt mixes, which utilize reclaimed

asphalt (RA) are increasingly used

Benefits are achieved using Warm Mix Asphalt

High modulus asphalt is used on roads carrying

heavy traffic volumes

Bitumen is used to produce cold bituminous mixes

in both in-place and in-plant applications


2016 SAICE Durban - MARSH Project Awards

O n Friday 10 June 2016, SAICE Durban Branch held its annual awards banquet which was again sponsored by

MARSH – for the 11th consecutive year. Held at the Southern Sun Elangeni Hotel, the evening celebrated the

most outstanding civil engineering achievements in the Durban area in the technical excellence and

community-based categories.

AWARD CATEGORIES

Technical Excellence Category

(4 projects)

Community-based Category

(3 projects)

PROJECT ADJUDICATORS

We would like to specially thank our adjudicators for

giving of their time and effort. They have to review each

project according to the submission presented to them,

and in this respect our adjudicators would like to share a

word of advice…

At Durban Branch Banquet in June we presented the

entries for the SAICE Durban Branch Award for Technical

Excellence and the eThekwini Water and Sanitation/

Durban Branch Award for Excellence in Community Based

Construction. The evening was a great success with seven

entries of high quality which were well received by the

audience. Four of the entries were for Technical

Excellence and three for Community Based Construction.

The adjudication process was difficult as all the entries

were of similar high standard but strict attention to the

criteria decided the winners of the awards. Entries in

future years are thus urged to take particular note of this

in their submissions:

These criteria are clearly stated in the Branch Rules and

based on the National Rules and are designed not only to

give recognition to well-engineered civil projects but also

to portray the art and science of civil engineering to the

general public and to publicise how the profession finds

answers to challenging problems. In fact 75% of the final

rating is given by the quality/ingenuity of technical solution,

the interaction and support to communities and

consideration for the environment. The final 25% is given

for the way the engineering work and the potentially

media appealing characteristics are presented. The

relevance and simplicity in both the written report and a

straightforward but stimulating presentation can often

make the difference and will allow a small, but innovative,

project to compete with other, larger and apparently

more highly visible entries!

The adjudication this year was carried out be a team

comprising Frank Stevens, Nishaan Mohanlal, Tashveer

Mungal, Dario Scussel, and Phil Everitt (convenor).

Although all entries were well presented those chosen for

awards were thus considered by the panel to best

represent the art and science of civil engineering in terms

of Technical Excellence and to explain to the younger

generation and the general public, the benefits the civil

engineering industry can bring to local communities and

the society in general.

It should be noted however, that because judging is of

necessity always subjective and because at National level

the two categories are supplemented by awards from each

of the Technical Divisions, ALL of the Branch entries have

been submitted to National for consideration. We wish

them all success!

OUR SPONSOR

SAICE Durban Branch would like to take this opportunity

to thank our sponsor, Mr Reggie Gangiah and Ms Wendy

Keytel of MARSH, for making this event possible. Your

support has been greatly appreciated and we look forward

to working with you again in 2017.


Constrained site in close proximity to upmarket residential housing

SAICE - MARSH 2016 AWARDS

CATEGORY: TECHNICAL EXCELLENCE

T he Ashley Drive Break Pressure Tank (BPT),

located in Hillcrest, Durban, showcases the civil

engineer’s leadership and management skills, not to

mention technical competence, in bringing together a team

of specialists in the disciplines of civil, structural, hydraulic,

geotechnical, roadwork, mechanical, electrical, electronic

and telecommunications engineering, as well as other

related fields such as environmental, heritage, security and

planning.

The BPT’s functionality is unique in South Africa, designed

from first principles to safely operate the Western

Aqueduct which is Durban Municipality’s biggest ever

water conveyance project.

Outstanding features include:

Unique, innovative, once-off functional design – in

essence a ‘pump station in reverse

Uses modulating operating system instead of

conventional ‘fill & draw’ (open/close)

Reverse engineering to realize savings for steel

pipes that were procured before design

Completed on time and within budget

2.14 MW Hydropower potential for future

development

Robust operability – durable materials, low

maintenance requirements, safe operating

conditions

Construction on a small site with deep excavations,

close to upmarket residential housing

Understated mitigation of visual, noise, vibration

and maintenance impacts

Low to no environmental impacts

Preservation of stone wall heritage artefact

Integration with residential facilities, eg roof – for

gym parking, overflow pipe – for road drainage

Temporary target for big hitters at Emberton golf

driving range

The primary function of the Break Pressure Tank is to limit

water pressures in the Western Aqueduct to 25 bar

(250m water column) between Ashley Drive and

Wyebank. The pressure in the Aqueduct has to be

‘broken’ at various points so that the potentially

destructive energy in the pipeline can be safely and

economically controlled.

Under normal, ‘steady state’ conditions the Aqueduct

works like a well behaved, lazy river. However, when

there is any change such as an increase or a decrease in

water demand, the inlet to the BPT must react. If the

reaction is too fast or too slow, potentially catastrophic

conditions will arise namely

i) overpressure in the upstream pipe, and / or

ii) overflow from the tank.

Overpressure can cause the pipeline to burst, leading to

water outages, damage to property, injury or death.

To illustrate:

At 400 Ml/day, the average velocity in the 1,4m diameter

pipe is 3 m/s. The static pressure at the inlet to the BPT is

196 m of water column. The static pressure at the lowest

point in the Aqueduct is 286 m of water column. If the

inlet valve were to close rapidly, the pressure surge could

rise to 521 m. The maximum pressure that the pipe can

sustain is 430 m. It is likely that the pipe would burst with

catastrophic consequences.

Overflow cause environmental harm through erosion and

chlorine contamination. The wastage of water needs no

explanation in light of the recent drought.

WINNNER


Client

Durban Municipality: Water & Sanitation

Professional Team

Western Aqueduct Consultants Joint Venture

Main Contractor

Icon Construction


Installation of Globe Valves

Constrained site in close proximity to upmarket residential housing

The Client purchased the steel pipes in 2007/2008 ahead of steep price increases in 2008, before detailed design had been carried out. The purchase specifications permitted only 18 m (1,8 bar) of operating pressure above static. The Water Department achieved substantial savings as a result. When detailed designs and hydraulic analyses were carried out 2 years later, the calculated water hammer (‘surge’) pressures could not be contained in the pipes when using a conventional ‘open / closed’ control system at the BPT’s inlet. Maximum operating pressures had to be mitigated by ‘reverse engineering’ and devising a unique inlet system that could avoid overpressure and overflow under the most rapid system changes. In conventional BPTs the water level fluctuates between ‘full’ and a pre-set, lower limit. The inlet valve is either open or closed. If the tank is full at the time the water demand slows or stops, the inlet valve may not close quickly enough to prevent the BPT from overflowing. In the Ashley Drive BPT the inlet valve is constantly adjusted (‘modulated’) via a PLC so that the water level fluctuates around 50% of the tank’s depth. The BPT thus has sufficient water volume and air space to allow the inlet valve to open or close slowly, ie over 5 minutes or longer. The Ashley Drive BPT’s operating system was devised by the design team in Durban from first principles since there is no known, similar modulating system for large BPTs in South Africa or, indeed, in the world. 3 inlet sleeve valves (2 duty + 1 standby) are provided in 3 separate inlet chambers. Water then flows into a distribution launder that can serve either or both 10 Mℓ capacity cells. Working conditions are safe when routine maintenance or urgent repairs need to be carried out on any part of the BPT under full operating conditions. Sleeve valves were selected for the inlet control because

of their non-cavitating characteristics under high flow and

high pressure conditions. The inlet valves are permanently

submerged to dissipate the energy in the incoming water,

to reduce loss of chlorine from the water and to reduce

noise.

The high exit velocity from the sleeve valves can cause

severe erosion of the concrete floor and walls. To counter

the erosion, steel plates were embedded on the concrete

surfaces in the inlet chambers.

Stainless steel penstocks are used to control the flow of

water through the inlet system to allow uninterrupted

operation of the Western Aqueduct.

A post-graduate student at UKZN modelled the PLC’s

operating rules for his Masters Degree. His mathematical

simulations concluded that the inlet system is robust

because it can prevent overpressure and overflow in the

possible - but unlikely - event that the outlet flow of water

from the BPT was to stop instantaneously.

Despite the design engineers’ best efforts to prevent

overflow at the inlet valves, the BPT can overflow due to

loss of power to the PLC, or some other malfunction. This

was not acceptable to the Client.

3 hydraulically actuated, automatic globe valves are

provided as back-up to close sequentially if the water

starts to approach the overflow level.

Even before the globe valves start to close, an alarm will

have been sent by telemetry to the water department’s

control room and maintenance staff dispatched to attend

to the fault condition.

The PLC exercises the globe valves periodically to prevent

the working parts from seizing due to corrosion and

chemical deposits from the water, and then not operating

when called on to act.

Approximately 2.14 MW or power can be generated as

Ashley Drive Break Pressure Tank under construction

Installation of Globe Valves


Con-

electrical energy from the flowing water when the scheme

reaches its full capacity of 400 Ml/day. The electrical

energy can be used for the electrical needs of the BPT, or

it can be injected into the local distribution grid.

Space has been reserved within the confines of the BPT

site for the construction and management of a future

hydropower installation.

A full Environmental Impact Assessment (EIA) including

public participation was carried out for the Western

Aqueduct, including the BPT. The BPT was constructed

on the smallest possible parcel of land so as to maximise

the amount of land for an adjacent proposed housing

project.

The noise that is created by the destruction of energy in

the inlet chambers can be problematic. These effects were

minimised by discharging the inlet water at the bottom of

the BPT, submerging the inlet sleeve valves, and providing

acoustic louvers in the air vents. These features may not

be obvious but they are very effective.

Integration of municipal and residential facilities was

achieved by i) designing the BPT’s roof for parking, and ii)

stormwater runoff from the adjacent housing project can

be drained via the BPT’s overflow pipe.

The access road around the BPT uses permeable grass

blocks to allow rain water to percolate into the ground yet

provide reliable, all-weather access for heavy maintenance

and repair machinery.

The Contractors, Icon Construction, excavated and

disposed 25000 m3 of soil from the site, and they carried

out all other activities on a narrow strip around the 8 m

deep excavations.

This required careful planning to maximise utility of the

available area while maintaining effective and safe

movement of machinery and personnel in constant close

proximity to the deep excavations. A tower crane was

used to move materials into the working areas. It is a

credit to the Contractors that no injuries were recorded.

The Ashley Drive Break Pressure Tank is an excellent

example of the art and science of the Civil Engineer being

brought together to control and tame the potentially

destructive and lethal water energy in the Western

Aqueduct pipeline.

It is a technical showcase of civil engineering, requiring

unique and innovative solutions to protect the pipeline –

and the public – from flooding that can occur if the pipe

bursts due to overpressure or if the tank overflows.

The completed project brings together a multitude of

engineering disciplines to complete an installation

comparable with the best in the world.

Winner: Mr Matthew Funnell (RHDHV), Mr Joe Burath (Naidu Consulting), Mr Peterson Ndlovu (RHDHV), Mr Peter Fischer (RHDHV)

& Ms Roxanne Mans (RHDHV)


T he Mooi-Mgeni Water Transfer Scheme is the

second crucial stage of the overall project, which

was fast-tracked by the Department of Water and

Sanitation (DWS) to augment the yield of the Mgeni water

system by 60 million m3/annum to 394 million m3/annum,

thereby boosting the available water supply for KwaZulu-

Natal’s economic hub, comprising eThekwini Municipality,

uMgungundlovu District Municipality and the local

municipalities of Msunduzi, Ugu and Ilembe.

The design of the WTS had to be completed considering

the existing MMTS-1 (Mearns scheme) which has been in

operation for a few decades, and provided for the

following:

A water supply pipeline in parallel to the existing

MMTS-1

Cross connections between the MMTS-2 and

MMTS-1 to ensure continued delivery if

maintenance is required on parts of the system

Provision for pigging of the system

Provision of a comprehensive cathodic protection

system

Application of latest coating and lining materials

Optimised sizing of pumps and pipe diameters with

future energy costs in mind

The main components of the WTS are:

A 5.8 MW pump station that draws water from the

Spring Grove Dam (SGD), delivering a maximum of

4.5 m3/s

A new 6.5 km, 1,600 mm nominal diameter welded

steel raw water rising main from the SGD to the

Gowrie Break-Pressure Tank (BPT) in Nottingham

Road

A new 8.2 km, 1,400 mm / 900 mm nominal

diameter welded steel raw water gravity main from

the Gowrie BPT to the Mpofana River outfall works

A new 8.3 km, 650 mm nominal diameter welded

steel potable water pipeline for Umgeni Water

(UW), constructed in parallel with the new 1,600

mm nominal diameter raw water rising main

Impoundment of the SGD began on 26 March 2013 and

the dam spilled for the first time in mid-March 2015,

ensuring that the system was ready for the next phase of

construction of the WTS to Midmar Dam.

The contract for the WTS is currently in its trial period,

which was due for completion on 19 May 2016 and the

Contract Taking-over-certificate was scheduled for 9 June

2016.

The only significant delay on the project was on the critical

section of pipe jacking under the R103 and railway line, as

approvals had to be obtained from Transnet and the

railway line had to be strapped to stabilise it during jacking.

The approval periods and completion of the strapping

delayed construction by 6 months, but the system was

completed in time for the crucial trial period to commence

in February and provide much needed water during a

severe drought. Since then, the WTS has been pumping

water into the Midmar Dam, keeping the dam’s water level

constant at just below 50%.

Outstanding construction activities mainly consist of

peripheral works such as paving and fencing around the

pump station, and general clean-up operations, which were

scheduled to be complete by 9 June, when a 12-month

defects notification period commenced. Outstanding

rehabilitation activities will continue for two growing

seasons.

FINALIST


Client

TCTA

Professional Team

AECOM

Dept of Water & Sanitation

Iliso

Nomad Consulting

Pipetech

Main Contractor

WBHO


T oyota South Africa Motors (TSAM) recently

increased the capacity of its existing press shop at

the Prospecton plant in Durban, to facilitate the

production of Toyota’s new 2016 Hilux and Fortuner

models.

The press shop is a machine tool section that applies

pressure to change the shape of sheet metal in an

automotive plant. The sheet metal is received in coils,

which are cut into plates of various sizes on the cutting

line. These are given their final shape on presses by using

different dyes as well as pulling, trimming and piercing for

each type of component.

Toyota procured three new presses to increase the

capacity of the existing press shop, one of which was

relocated from the Toyota Stamping Division in Durban,

while another was imported from Japan. The largest of the

three presses has a pressing capacity of 2,300 ton and is

the largest press in the Southern Hemisphere.

The new press line was incorporated into the Logistics Bay

of the existing building and will produce the external parts

of the car body as well as the chassis rails for the various

models.

The existing production facility housed various press pits,

scrap tunnels, underground ducts, suspended ground floor

slabs, columns, overhead cranes and various structural

steel mezzanines, all covered with a structural steel roof

system.

Two new press pits, a new scrap tunnel between the pits

and extension to the existing scrap tunnel were required

for the new press line and scrap conveyors. In addition,

new suspended ground floor slabs had to be constructed

and the load carrying capacity of the existing suspended

ground floor slabs increased to support the dyes used in

the presses. The existing building and overhead crane

structure were also extended as part of the works.

Construction commenced on 19 April 2014 and practical

completion of the main contract ended on 27 February

2015. The main building contract had several sectional

completion dates, with partial handovers to the Client.

This allowed TSAM to begin with the press installation,

while construction was still underway. Daily meetings

were held with the Client’s production team, construction

contractors, press and scrap conveyor installers to

coordinate working areas, the use of the overhead cranes,

safety and progress monitoring. This ensured that

construction, process fit-out and production try-out

deadlines were met.

The final construction cost was R133.8 million and

included the dust screens, press shop area including piling,

de-watering and concrete works, suspended ground floor

slabs, structural steelwork, electrical, HVAC and fire

installations as well as sundry items.

AECOM recently received the “Supplier Award for

Achievement in Materials & Facilities (M&F) Service

Suppliers” Award from the Client in recognition of its

achievement in completing this project on time and within

budget.

FINALIST


Client

Toyota SA Motors

Professional Team

AECOM

Main Contractor

AVENG-Grinaker LTA

Sub-contractor

Franki Piling

Avellini Bros

Press pits contiguous pile wall and access


W ith the proposed construction of a new dug-

out port to the south of the Durban Harbour,

the 14 km section of the N2 from the EB

Cloete 4-level interchange southwards to the old Durban

Airport is due to be fully upgraded within the next few

years, with additional lanes and some realignment. In the

interim however, the cracked surface needed to be

reinstated. Naidu Consulting (Pty) Ltd carried out the

investigations, design and contract administration, whilst

the contractor was Murray & Roberts Infrastructure.

SANRAL was the Client.

The project was initially only for the reinstatement of the

cracked and failing asphalt surfacing layer of up to 9 lanes.

With work proceeding well, this was extended to include

the ramps and crossings at two major interchanges.

A full design report was carried out, taking into

consideration the road condition and current and future

traffic loading but taking due care to prevent wasteful

expenditure. These factors concluded that the most

efficient method of construction would entail the milling

out to 45 mm in the slow lanes and 30 mm in the middle

and fast lanes and replacing with an asphalt containing 25%

of reclaimed material (RA), followed by a 20 mm ultra-thin

friction course (UTFC) surfacing.

With total traffic loadings in excess of 83 000 vehicles per

day, there was no alternative but to carry out all of the

construction activities at night.

Other work off the N2 included much-needed resurfacing

of the M7 Edwin Swales and M1 Higginson Highway

Interchanges, both of which have high-traffic volumes and

are high-accident hotspots. The eastbound approach of

the M7 is down a steep hill and, to improve safety there,

large signs with flashing arrows, operated by solar panels,

were installed to warn the trucks heading to the container

depot of the approaching interchange. Repairs to slips and

wet spots were also carried out.

As part of SANRAL’s commitment to ongoing research, a

comparative trial was carried out on three different long-

life asphalt mixes; a standard EME high modulus asphalt, a

proprietary high modulus asphalt containing 25% reclaimed

asphalt (RA) and the standard Colto Coarse surfacing mix.

The rolling patterns were monitored and both standard

and specialised testing carried out. The required test in

terms of the Sabita Manual 33 for resistance to permanent

deformation is the extremely expensive and time-

consuming Repeated Simple Shear Test at Constant Height

(RSST-CH) test, which is only performed by the CSIR.

Testing for deformation was therefore also carried out

using the Model Mobile Load Simulator (MMLS3) and the

Hamburg Tracking Device and it is hoped to find a

correlation to enable quicker reporting of results.

Since the work was carried out at night, the actual

construction activities proceeded almost unnoticed by the

majority of the motorists using the route, who would only

become aware of how the road was progressively

improving on the odd occasion when there was a plant

breakdown. Only discern a progressive improvement in

the quality of the road surface.

The final result is a project completed within budget and

on time, a road with a high quality riding surface. There

were no difficulties experienced from the local, often

extremely volatile, community and the response from the

travelling public has been very positive.

FINALIST


Client

South African National Roads Authority

Professional Team

Naidu Consulting

Main Contractor

Murray & Roberts Infrastructure

Sub-contractor

Much Asphalt


T he upgrading of Main Road 104 is part of the KZN

Department of Transport Roads Upgrading

Programme. This particular contract, Contract No.

ZNT 3306/13T of the Province of KwaZulu-Natal

Department of Transport, comprised of the construction

of earthworks, layerworks, drainage, surfacing and

retaining structures on Main Road P104 located in

Shakaskraal from km 9.923 to km 15.

The project comprised:

Engagement of the local labour

Co-operation between the Engineer and the

community: Mutual benefit

Establishment of the local kerb manufacturing yard

Major challenges that were overcome

Accredited training of local labour

Community benefit

Future long term job creation initiatives utilising the

established kerb yard

P104 is situated within the Ilembe District Municipality in

the Province of Kwa-Zulu Natal, which traverses several

agricultural farms for most of the route, with greater

population densities on either end. There are also

settlements and schools sporadically located along the

route with the largest being the community at Glendale

Heights with its police station, community hall and school.

The main objective in implementing this project was to

enable a safer and improved travelling route for the local

community, eradicating poverty and job creation for the

short and possibly long term in skill development through

training.

The local community was involved by firstly establishing a

Public Liaison Committee (PLC) which later created a

Labour Task Team (LTT) to manage the selection of

labour and address labour related issues on behalf of the

main contractor. In conjunction with the Expanded Public

Works Programme (EPWP) policies and principles, the

community representatives identified the poorest

households in the area, which were prioritised in terms of

employment and training opportunities of local labour. As

a result a total of 87 people were employed from the local

community to undertake all works utilising Labour

Intensive Construction methods for the duration of the

contract. The locally employed labour comprised of 70

males, 17 females and 57 youth with the total local person

days amounting to 11388.

The community was engaged in terms of the provisions

and requirements for the local kerb manufacturing yard.

The premises as well as basic resources used for the initial

set-up of the operation were provided and approved by

the community stakeholders. Monthly meetings were

conducted between the Client, project team and the

community stakeholders to address the improvements,

shortcomings and to monitor progress of the community

initiatives and employment of labour. This constantly

assisted and maintained collaborative efforts in dealing with

and attending to challenges.

In addition, dedicated local emerging contractors as

stipulated at tender stage were utilised for the

construction of concrete, gabions, guardrails, drainage and

other minor ancillary works. Due to the high level of

community participation, additional local contractors were

directly appointed via the main contractor considering

their excellent work ethic and initiative undertaken.

Upon initial investigations, the establishment of the kerb

yard was not feasible due to the overhead costs, materials

and productivity of the team. This was addressed together

with the PLC, local labour and project team, who in a

collaborative effort made the local kerb manufacturing

yard initiative possible.

WINNER


Client

Kwazulu Natal Department of Transport

Professional Team

Naidu Consulting

Main Contractor

Crossmoor Transport

SAICE - MARSH 2016 AWARDS

CATEGORY: COMMUNITY-BASED


The Established Contractor was tasked with the

responsibility of providing all plant and material for the

kerb manufacturing yard and ensure that all kerbs were

constructed in accordance with the SABS 927. Stringent

quality control testing via the on-site SANAS accredited

laboratory was undertaken in order to maintain the quality

control during manufacturing.

The established kerb yard has since been the most

economical effort made for the duration of the contract

for which cost effective kerbs were being manufactured to

the required SABS standards and supplied at competitive

market related rates. This operation shall continue to

benefit the community and the client as these kerbs shall

be manufactured and supplied on future projects in the

near vicinity.

An establishment estimate was undertaken to check the

profitability of a kerb manufacturing yard and rendered it

difficult to manufacture kerbs at a competitive rate to the

market. The other challenges faced were, most of the

equipment operated at high voltage to function. In the

area, Eskom had not catered for this in there

infrastructure, therefore portable generators posed an

option which increased the cost.

A decision was taken to start with less expensive

equipment namely: “portable grinder mixers” and “poker

vibrators” and expand to larger equipment as the project

progressed. The established contractor had supplied the

equipment, two concrete mixers and two poker vibrators

with drive units to operate the portable generators and

fifty(50) kerb moulds that complied in accordance with

SABS 927.

A plot of land was rented to house the kerb manufacturing

plant at a cost of R5000 per month situated approximately

4 km from site. The logistics of the kerb yard being away

from site presented a difficulty, therefore this operation

was moved to within the road reserve which eliminated

rental costs and offered savings in transportation costs.

The establishment of this kerb yard locally within the

vicinity of the project had a direct cost implication on the

project. By providing a local supply of materials maintained

by the local community, this afforded savings in

commercial supply costs, which made it economically

feasible, increasing employment and eradicating poverty in

the community.

The budget of R 900 000 was provided for the Expanded

Public Works Programme (EPWP) for Vuk’uphile

learnerships and the NYS Youth workers programme.

During the project accredited learnerships were created

amongst the local labour. Labour Intensive opportunities

such as precast concrete kerb manufacturing were

implemented and utilised during the construction of P104.

To improve productivity, ten local labourers received

accredited training in concrete batching. Approximately 20

000 metres of kerbs were manufactured to the

requirements of SABS 927 locally and placed along P104

during this process. The other accredited training that

occurred during the project were health and safety

requirements, rendering of basic first aid, traffic

accommodation, the installation of guardrails, gabion

protection, concrete drains and the use of small plant. This

amounted to a total of 121 leanerships created.


The leanerships obtained by the local community has given

the community a sense of ownership in knowing that they

have been empowered with the skills and training to

sustain themselves, their families and to provide

opportunities for their children in the future.

The benefit to the community were not just an interim

measure, rather a sustainable relief to the much needed

individuals in the Glendale/Shakaskraal area. Through

training and continuous skills transfer, the skills acquired

would benefit the community members for a lifetime and

continuously provide a better opportunity of employment.

During the duration of the project, the community

member’s received much needed income which aided in

uplifting the quality of life. The provision of better services

in the area in turn has increased their accessibility to

nearby amenities and reduced the maintenance costs on

their personal vehicles. The project, together with the

kerb yard achieved the desired targets of job creation, it

also created a vision amongst community leaders and local

entrepreneurs regarding the possibilities of business

opportunities and future developments. With the current

skills set achieved during the project, it is now possible for

local community members to establish and maintain

businesses of their own. The dreams and aspirations of the

individuals who were trained through the project had

further realised that this assisted them in obtaining jobs on

nearby construction projects.

The establishment of this kerb yard did not only benefit

the few local labour employed during the contract, but will

also empower the local community to utilise the skills

obtained into other business opportunities such as the

manufacturing of various precast concrete units which was

also manufactured for the various precast manholes used

in the construction. The implementation of this project has

left a long lasting impression within the community and a

legacy that the road was built by the community even to

the extent of constructing their own kerbs. This

establishment also presents business orientated

opportunities for young South African entrepreneurs to

share and bring new business innovation and skills.

The road upgrade contract worth R54.4 million, not only

benefited the community in drastically reducing commuting

time and vehicle operating cost, but through good

community participation and innovative solutions for the

utilisation of funds from the Client to best benefit the

community. The community benefitted directly from job

creation through Labour Intensive Construction which in

turn decreased poverty levels and provided better service

delivery, training in road elements which increased the

knowledge and education in the area and brought a new

business for which the possibilities are infinite!

Back (left to right): Adrianus Joubert (Naidu Consulting),

Dinesh Sewraj (Naidu Consulting), Sanvhir Ramather (Naidu

Consulting)

Front (left to right): Mahendren Manicum (Naidu

Consulting), Musa Mpanza (KZN DOT), Khumbu Sibiya (KZN DOT), Petronella Sithebe (KZN DOT), Marlin Nadasen (Naidu

Consulting)


T he Lower Thukela Bulk Water Supply Scheme was

established in response to the emergency situation

iLembe District Municipality finds itself: demand

for water forecasted to increase dramatically coupled with

potable water supply to rural backlog in much of its rural

inland areas. A population 585 900 people was expected

to benefit from the program with consumers ranging from

the rural indigent to Private Developers of commercial,

industrial and residential developments in the rapidly

developing parts of the iLembe region.

The Black Balance Projects team was commissioned as

Consulting Engineers for the project look and upon

examining the project, recognized that the system the

within which the project was being rolled out was

inherently complex and in order to deliver sustainable

infrastructure development into the area, these

complexities had to be considered beyond the traditional

project technical specifications.

With this is in mind, the Black Balance Projects team

applied a sustainable development approach to the project,

including an augmented multidisciplinary project team;

inclusivity; and the incorporation of potential Local

Economic Development opportunities into the

implementation programme.

BBP made efforts to maximise inclusivity by using local

small contractors and local labourers, as well as

conducting skills transfer and capacity building through

skills training and taking interns during the project.

To date R 412.6 million has been spent by IDM on

the project including pre-feasibility study,

preliminary design for the whole scheme, final

Highly Commended


Client

Ilembe District Municipality

Professional Team

Black Balance Projects

Main Contractor


design and preparation of tender documentation and construction costs for the Zinkwazi, Peaking Power.

Mgigimbe, Nonoti, Driefontein and the Blythedale pipeline and reservoir contracts.

In One of the financial years, Ilembe DM performed exceptionally well with expenditure and an Additional R 40

million was allocated to the project. The latest challenges of Water Use Licenses (WULA) have impacted on the

implementation of various components of the scheme.

In terms of technical implementation:

30 kilometers of pipes have been laid;

6 reservoirs have been constructed; and

2 pump stations have been built

From a social perspective:

Over 20 small contractors have been used

Over 240 local labourers have been employed

Over 100 community members have been capacitated with construction skills

7 interns were incorporated into the project

All beneficiary wards have been trained on efficient water use through water education workshops

Pipeline from Evan Grand Res to Nonoti 2,5Ml Reservoir at Embonisweni

Left to right: Malcolm Biggar, Renee Hulley and Mel Clark


T he Groutville D Sanitation Scheme was established

on the backdrop of a municipality that had

inherited an area with virtually no bulk

infrastructure – from water and sanitation to road and

electricity. Further to this the present population

explosion to double the forecasted values, made the need

for infrastructure direr. The area itself is rapidly growing

due to the expansion of industrial, residential and

commercial development in the KwaDukuza area of the

iLembe District Municipality. The existing basic and

rudimentary VIP sanitation systems would not be able to

support the present and projected socio-economic

growth. Groutville was therefore earmarked as a priority

for sewer services.

Black Balance Projects were commissioned as the

Consulting Engineers for the project and it soon became

clear that technical intervention would not be enough. A

sustainable development approach was applied to the

project in order to fully accommodate the complexities

surrounding the project. This included an augmentation

multidisciplinary project team; inclusivity; and the

incorporation of potential Local Economic Development

opportunities into the implementation programme. Project

implementation therefore heavily worked hand in hand

with the community in order to ensure the success of the

project both technically and socially for the benefiting

communities.

The result not only included significant investment in

infrastructure development and economic benefits to the

communities through the use of local contractor and

labourers, but project ownership by the community.

Finalist


Client

Ilembe District Municipality

Professional Team

Black Balance Projects

Main Contractor

HDPE rising main to Kwadukuza

Groutville D main sewer pump station


Durban Sand Bypass Project

Background

T he eastern seaboard of South Africa, in the Durban

region, experiences a nett flow of approximately

500 000 m3 per annum of sand from the south to

the north as a result of the coastal drift of sand. Due to

the presence of the south breakwater the sand flow is

impeded resulting in the mass deposit of sand south of the

south breakwater and corresponding erosion north of the

north breakwater.

The flow of the sand must be maintained to ensure that

there is no beach erosion. A sand trap is created south of

the south breakwater and at the head of the entrance

channel to trap the sand flowing northwards. This sand is

dredged and pumped into a hopper station which in turn is

pumped onto the beaches.

The widening and deepening of the port entrance channel

resulted in the existing municipal sand bypass facilities

being demolished. In August 2007, Transnet decided to

cancel the planned fixed sand bypass system (jetty with

fixed pumps) and to replicate the previous system, (sand

dredged from the sand trap and delivered to the municipal

sand pumping via sand hopper and slurry pump). A

temporary sand bypass system was constructed as part of

the Entrance Widening works to allow for sand bypassing

while the new facility was designed and constructed.

Scope

The following components for the permanent sand bypass

system constructed at A-Berth in the Port of Durban are

as follows:

A clear water intake with screen and pipeline from the

seaward end of the Tug Jetty at A- Berth to the sand

hopper, for delivery of seawater for fluidising the sand in

the hopper.

A dredger reclamation (off-load) pipe and

connection.

A direct discharge pipe to Vetches

A slurry delivery pipeline routing pumped d r e d g e

slurry from the dredger to the san hopper located

back-of-quay wall A-Berth adjacent to the existing

NSRI Building.

A new sand hopper complete with screening

facility and associated handling equipment,

located on A-Berth.

A new main Pump Station to house Booster Pump

(MPX) incorporating TNPA control/offices within

the hopper precinct.

A new subsurface delivery pipeline feeding slurry

from this new hopper on A-Berth to a EThekwini

B0 pump station.

A hopper excess water removal system routing

excess water to the NSRI basin via a pipeline.

The hopper filtration system will remove the larger

suspended solids, as well as minimise, but not

eliminate, the discolouration of the water

discharged back to the harbour.

The permanent surfacing requirements of the area

between the NSRI and the New North Groyne.

The demolition of the temporary sand storage bund

has been included in the scope of this project.

By Mr Kovilan Chetty

Transnet


Project Execution

Transnet Capital Project’s contracting strategy uses the

NEC3 ECC Option B to execute the work and provide the

full project management and contract administration

support services.

PRDW were engaged as the managing engineering

consultants assisted by Patterson Cooke, B2A, IHC Marine

and Mineral. Iliso .

G5 Civils are the appointed principle contractor who

manage a host of specialist service providers.

Benefits of Project

Construction of a permanent sand bypass facility at A berth

ensures accumulated sand at the head of the south

breakwater does not block up the entrance channel and

hinder port operations

TNPA has entered into a MOU with EThekwini that they

will supply approximately 500 000 m3 of dredged sand into

the existing Durban Beach Feeding Scheme which is owned

and managed by EThekwini .

Existing EThekwini Beach replenishment scheme

This new facility will be operated by TNPA and the

EThekwini Municipality will receive the filtered sand at the

existing BO pump station at Vetches for onward pumping

into the existing Durban Beach feeding scheme.

The sand/water mixture can be boosted to four other

stations along a pipeline which runs northwards as far as

the Somtseu Road stormwater outfall. Along the route, the

four booster stations maintain pressure, and the sand can

be discharged onto the beaches from any one of a number

of outlets situated along the beachfront from Addington to

Bay of Plenty beaches.

The booster stations are approximately 700 m apart and

the pumping main is a HDPE pipe of 400 mm OD Class 6.

The total length of the pumping main is about 3,5 km and

the entire scheme is automated and controlled from the

BO pump station. The power and signal cables run along

the same route as the pumping main.

The quantity of sand received into the pumping scheme

depends on the weather and the availability of sand.

Dredging cannot take place in extremely rough conditions .

In addition to the sand received from the maintenance

dredging of the sand-trap area, the dredger is also

chartered by the EThekwini Municipality to provide

additional sand by dredging from off-shore and placing the

dredged sand into the hopper.

TECHNICAL PRESENTATION

SAICE Pmb & Kaytech

INVITES YOU TO A FIVE PART SEMINAR FROM JULY TO NOVEMBER 2016

PRESENTED BY PETER DAVIES

WEDNESDAY 20 JULY: INTRODUCTION TO GEOSYNTHETICS

WEDNESDAY 24 AUGUST: FILTRATION & DRAINAGE

WEDNESDAY 21 SEPTEMBER: EROSION CONTROL

WEDNESDAY 19 OCTOBER: SOIL REINFORCEMENT

WEDNESDAY 23 NOVEMBER: ROAD PAVEMENT MAINTENANCE

0.2CPD POINTS AWARDED PER SEMINAR

VENUE: DUT Riverside campus, Pietermaritzburg

TIME: 14h00 to 16h00

BOOKINGS: E: [email protected] T: 069 893 6289


KWAZULU NATAL BRANCH

The following topics will be canvassed at the Association’s next function to be presented at:

VENUE: Suncoast Conference Centre

DATE: 11 August 2016

TIME: 14h00

Specified materials - Who carries responsibility if they prove to be unsuitable or defective?

Force majeure - What is it and what role does it play in construction contracts?

Architect's certificates - Employer influence and their binding nature

Construction disasters - Lessons from the Grayston Bridge and Tongaat Mall collapses

Construction guarantees - Using bad faith to block them being called up

Community and violent protest action and its impact on the contract

Are extensions of time claims after contractual practical completion possible?

SAICE, ASAQS and Institute of Architecture members attending will gain CPD points.

A cash bar will be available after the function.

CONSTRUCTION CONUNDRUMS

Presenters:

Alastair Hay, Chairman of the KZN Branch

Richard Hoal, KZN Branch Committee Member

Ken Howie, KZN Branch Committee Member

Peter Barnard, Attorney

Deposit payment into account in the name of COX YEATS TRUST ACCOUNT,

Standard Bank, Branch Code 040026, A/C No 050113682, REFERENCE: NAME/S OF ATTENDEE/S

Tax invoices will be available on receipt of payment

Fax deposit slip to 031‑536-8088, Ref Trixie Milton, or e-mail it to [email protected]

OR Complete this tear-off and post with your cheque payable in favour of COX YEATS to:

Association of Arbitrators, c/o PO Box 913, Umhlanga 4320, Ref Trixie Milton

NAME ………………….……………………………………………..TEL ……………………………………………

Attendance fee: R500,00 (R250,00 for members of the ASSOCIATION OF ARBITRATORS)

mailto:[email protected]


SPONSOR OF THE 2016 ANNUAL SCHOOLS

BRIDGE BUILDING COMPETITION


SAICE Pietermaritzburg - Technical Presentation : SANRAL N3 Upgrade

T he SAICE Pietermaritzburg branch had a SANRAL

presentation on the 18 May 2016, which was

presented by Ravi Ronny the Design &

Construction Divisional Manager at the SANRAL Eastern

Region office. The presentation dealt with the plans of the

N3 upgrade project. The presentation took place at the

DUT Riverside campus.

Ravi mentioned that the plan is to strengthen the logistics

and transport corridor between South Africa’s main

industrial hubs, improve access to Durban’s exports and

imports facilities, raise efficiency along the corridor and

integrate the Free State Industrial Strategy activities into

the corridor and integrate the currently disconnected

industrial and logistics activities as well as marginalised

rural production centres surrounding the corridor that are

currently isolated from the main logistics.

An infrastructure has been compiled, which contains more

than 645 infrastructure projects across the country,

through the PICC, Strategic Integrated Projects (SIP’s).

Ravi touched on the importance of infrastructure in that it

promotes a balanced economic development, which then

also opens path for economic opportunities. It addresses

the socio-economic needs as well as the creation of job

opportunities.

The N3 between Durban and Pietermaritzburg was

completed between 1961-1963 and in the mid 80’s-current

toll section between Paradise Valley and Key Ridge (17km).

The N3 currently consists of a dual divided carriageway

freeway with three lanes per direction between Durban

and Cato Ridge, and thereafter two lanes per direction up

to Pietermaritzburg. It carries between 40,000 and 120,000

vehicles per day – mix of urban commuter traffic, long

distance traffic and substantial heavy vehicles, with some

sections in excess of 25% heavies. The N3 corridor carries

in excess of 75million tons of freight per annum (2015),

with approx. 9000 heavy vehicles per day. Substantial delay

costs and safety concerns (Townhill, Key Ridge) especially

sections with two lane capacity and steep grades, requiring

major upgrading of freeway (adding of lanes) and

interchanges and underpass/overpass bridges.

Ravi added that an addition of 2 and 3 lanes per direction

resulting in an eight to ten lane freeway over a distance of

84km will be constructed. Existing Toll section between

Paradise Valley and Key Ridge (18km) to be upgraded from

6 lanes to 8 lanes and 10 on some sections. Road surface

of asphalt and/or concrete over most sections due to

loading from heavy vehicles. The plan is to upgrade twenty-

seven interchanges. And there are ninety-five underpass/

overpass bridges required to be upgraded. The objective is

for Key Ridge Re-alignment to reduce steep grades and

straighter alignment. The M13 –N3 link is currently being

considered to eventually merge as development takes

place. There is also a possibility of tunnels on

Pietermaritzburg Ringroad and at Townhill to be built.

There is an estimation of 36 -42 months for the

construction duration on various packages.

This presentation was a huge success in terms of the

attendance and the SAICE members were greatly informed

on the new concept that has been put in place by

SANRAL. A project of this nature will transform the lives

of people and the decrease the level of incidence that

occur on the N3.

Transnet FDM Data

Road freight per direction (cargo)

Lerato Cele

SAICE Pietermaritzburg:

Branch Administrator

Left to right: Anisa Chotoo, Krishna Singh, Khulekani Magwaza,

Oliver Rowe (Chairman), Ravi Ronny (SANRAL), Shanley Hay,

Munya Mutyora


New Construction Regulations:

Potential Training Courses for Clients and EPC/EPCM Contractors

Dear Stakeholders,

T he new Construction Regulations introduces new responsibilities for clients who plan to undertake

construction projects. The Department of Labour, through the Construction Regulations 2014 has legislated an

increased responsibility and accountability for health and safety onto the Client. To the unprepared, these

could have a significant negative impact on a project risk with the potential to significantly reduce the profitability and

time frames of a project.

As such, Master Builders KZN is facilitating two training courses aimed at Clients and EPC/EPCM contractors and offers

valuable insight into the intentions behind the legislation and how to achieve compliance. All courses are half-day

duration, presented by Mr. Anthony Forgey and is CPD accredited with CESA.

1. The Construction Work Permit

The new Construction Regulations introduces new responsibilities for clients who are undertaking construction

projects. One of the new requirements from the 7 August 2015 is the Construction Work Permit, which is required

prior to the commencement of construction work for projects exceeding a specific value and duration. There are 21

requirements, which must be satisfied as part of the Construction Work Permit application. To the unprepared, this

could have a significant impact on the financial planning, as well as, programming of projects. It also places new

responsibilities and requirements on Clients (Property Developers) and Agents acting on behalf of clients who intend

carrying out construction projects.

2. Duties of the Client

A workshop outlining the legislative framework, international best practice and detailing the duties of the Client in

compliance with Construction Regulation 5.

The abovementioned courses can also be facilitated as a one-day course.

Master Builders KZN would like to assess the viability of such training from its members and stakeholders before

progressing. Expressions of interest to take part in such training or for more information, please contact

[email protected] or [email protected]

Mr Neil Enslin

MASTER BUILDERS ASSOCIATION


DUTIES OF THE CLIENT WORKSHOP

A workshop outlining the legislative framework,

international best practice and detailing the duties of the

Client in compliance with Construction Regulation 5

The Department of Labour, through the Construction

Regulations 2014 has legislated the duties of the Client. A

greater emphasis and role is placed on the Client to lead

the Health & Safety matters on a project. The new

Construction Regulations introduces new responsibilities

for clients who plan to undertake construction projects.

To the unprepared this could have a significant negative

impact on a project risk with the potential to significantly

reduce the profitability of a project.

The workshop outlines the intention and purpose of the

Duties of the Client and details what is required to

comply with Construction Regulation 5 and 3, Delegates

will learn what is required and how these may influence

on programme sequencing, legal appointment structures,

and construction contracts. Where these implications are

considered and addressed, they have the potential to

improve profitability and reduce project risk.

Workshop Content:

Purpose and Intention

The International Labour Organisation Code and

Standard of Practice

Risk Management Maturity

Health & Safety and Financial Risk

Legal framework

The Occupational Health and Safety Act

The Construction Regulations 2014

The Client’s Agent

The Client’s Construction Health and Safety Agent

The SACPCMP

The Construction Work Permit

CR 5 - The Duties of the Client

CR 3 – Application for Construction Work Permit

Implications for Legal Appointment structure

Implications for Project Programmes

Implications for Construction Contracts

Who should attend:

Property Developers

EPC & EPCM Contractors

Construction Project Managers

Architects

Engineers

Any person/organisation acting as the Clients’ Agent

Health and Safety Agents and consultants

Department of Public Works officials

Duration: 5 Hours

CPD: 0.5 CPD - CESA-811-01/2019

(Validation Pending)

PRESENTER: ANTHONY FORGEY

Anthony Forgey is a WITS graduate who began his career

in education and migrated to construction in 1993. He

began as a building contractor, later developing as a

Construction Manager, Construction Project Manager,

Property Development Manager and Construction Health

and Safety manager and H&S Consulting. Most recently he

was the Executive: CHS at the SACPCMP. He now

operates as a specialist consultant in the built

environment, focusing on assisting construction clients,

designers and engineers with an understanding of their

roles and duties as laid out in the Construction

Regulations 2014.


CONSTRUCTION WORK PERMIT

WORKSHOP

The new Construction Regulations introduces new

responsibilities for clients who are undertaking

construction projects. One of the new requirements from

the 7 August 2015 is the Construction Work Permit,

which is required prior to the commencement of

construction work for projects exceeding a specific value

and duration. There are 21 requirements which must be

satisfied as part of the Construction Work Permit

application. To the unprepared this could have a significant

impact on the financial planning, as well as, programming of

projects. It also places new responsibilities and

requirements on Clients (Property Developers) and

Agents acting on behalf of clients who intend carrying out

construction projects.

The workshop outlines the intention and purpose of the

Construction Work Permit and details what is required to

comply with Construction Regulation 3, as well as, the

permit process. Delegates will learn what is required and

the procedures involved. An added bonus is that delegates

will receive editable electronic documentation which will assist in

the preparation of the required application. Delegates will

also receive prepared legal documentation which has been

checked and verified as legally sound by an Advocate

specialising in Health and Safety.

Workshop Content:

Purpose and Intention

How the Permit relates to the ILO Code and

Standard of Practice

Economic risks and the impact of the CWP

Who submits the CWP application?

The Permit Application

The Application Form

Documentation to be submitted

Timeframes

Cost of Permit Application

Where to direct CWP Applications

Declined Permit applications

Emergency maintenance work exceeding the value

threshold

Who should attend:

Property Developers

EPC & EPCM Contractors

Construction Project Managers

Architects

Engineers

Any person/organisation acting as the Clients’ Agent

Health and Safety Agents and consultants

Department of Public Works officials

Duration: 5 Hours

CPD: 0.5 CPD-CESA-771/10/2018

PRESENTER: ANTHONY FORGEY

Anthony Forgey is a WITS graduate who began his career

in education and migrated to construction in 1993. He

began as a building contractor, later developing as a

Construction Manager, Construction Project Manager,

Property Development Manager and Construction Health

and Safety manager and H&S Consulting. Most recently he

was the Executive: CHS at the SACPCMP. He now

operates as a specialist consultant in the built environment,

focusing on assisting construction clients, designers and

engineers with an understanding of their roles and duties

as laid out in the Construction Regulations 2014.


SARF / SANRAL Seminar

Engineering for Road Safety

T he South African Road Federation, in conjunction with SANRAL will be holding a seminar in Durban on the 8th

September relating to three areas of importance for road safety. These are:

Vehicle restraint systems

Road traffic signs

Road markings

Vehicle restraint systems form an important facet in the need to make our roads safer. However this is probably

the most neglected area of road design and one where improvements need to be made. Whilst guardrails are currently

the norm, delegates will be introduced to other effective barrier systems which can protect motorists, pedestrians,

workers alongside roads, as well as equipment in work zones. They will also gain an understanding of the factors to be

considered when installing both temporary and permanent barriers.

Road traffic signs also play a significant role in reducing risks for road users. Delegates will also be introduced to the

principles of “reflectivity” and how reflective sheeting performance contributes to the effectiveness of road signs. This

will be illustrated in terms of permanent signs installation and signs for temporary road works, and how these affect

road safety.

Road markings form the third theme of the workshop. Delegates will be made aware that apart from the applicable

SANS standard, client bodies need to consider performance based road markings using high quality road marking paint.

There will be no charge for attending the seminar, at which CPD points can be earned.

For more information, please contact:

Dorothy Heynes on E: [email protected]


SOUTH AFRICAN ROAD FEDERATION KZN Regional Workshop

Rebuilding Our Roads Legacy

D uring the second half of the 20th century, in tandem with the growing demand for good roads,

South African road authorities, through many members of their professional engineering staff

built up a world reputation in many aspects of road engineering. This professional expertise

was showcased in various international forums such as presentations and lectures to bodies such as the

World Bank, the World Road Association and international conferences.

Only some of the world standard areas developed during this legacy era were:

Road network management systems, embracing all phases of the road design, construction and

maintenance activities.

Modern concrete roads. As a matter of interest the Australian road authorities adopted, in its

entirety, the South African design and construction approach for concrete roads during the mid-

1980s.

An understanding of the principles of road financing, including project prioritisation, fund

allocation and viable and appropriate sources of finance. Some of this work was incorporated

into the engineering syllabus at a university in Texas.

Statistical road construction quality control.

Heavy duty asphalt pavement layers incorporating large aggregate mixes.

“Commercialisation” of road authorities – the concession approach.

“Crusher run” road base courses, primarily in the then Transvaal province – the subject of a

study tour by some US State Highway engineers.

Unfortunately, for various reasons much of this institutional memory has been lost to most of the

current road authorities, with the exception of SANRAL, road concessionaires, and one or two of the

metro road authorities.

The KZN region of the South African will be presenting a seminar during October this year briefly

describing our South African “road engineering legacy” and current good practice in selected sectors

of the road industry in the country, in an attempt to restore, and build upon this legacy developed

during a 50 year period.

PROGRAMME

14th October, Elangeni Hotel, Durban

08h45 - 09h00 : Welcome and Introduction: Bongiwe Ntombela, KZN

Regional Chairperson

09h00 - 09h30 : The roads legacy developed during the 20th century Malcolm Mitchell

09h30 – 10h00 : NDP approach to roads and economic development Trueman Goba

10h00 – 10h30 : Road network management, the current approach Louw Kannemeyer

10h30 – 10h50 : TEA BREAK

10h50 – 11h20 : Dealing with congestion – the urban challenge Logan Moodley

11h20 – 11h50 : Traffic management and operations Neil Tolmie

11h50 – 12h20 : New developments in pavement engineering Kim Jenkins

12h20 – 12h50 : Institutional arrangements for effective road provision Nazir Alli

12h50 – 13h40 : LUNCH

13h40 - 14h10 : The Treasury approach to road financing Ulrika Rwida

14h10 - 14h40 : Road research in the 21st century Paul Nordengen

14h40 - 15h10 : New Road Policy Directions PrasanthMohan

15h10 – 16h00 : Panel discussion Lead by Tom Mckune

For more information, please contact: Dorothy Heynes on E: [email protected]

Early bird special till 31st August 2016: SARF Members R1100 and non-members R1550

Bookings from 1st September 2016: SARF Members R1250, and non-members R1700.00.

Pensioners R350


SOTH AFRICAN ROAD FEDERATION KZN Site Visit

Flanders Interchange M41

Dear Members,

A site visit has been arranged by SARF:

Site: Flanders Interchange M41

Date: 20th September (tbc)

Time: 13h00

Venue: Meet at Curnibia Business Hub (details to follow)

Note due to the restrictions on the site, the number of visitors is limited to 25 and will be strictly on a

first come first served basis. Further details will be forwarded to those first responders.

Anybody interested in attending this site visit, is kindly requested to contact:

E: Dorothy Heynes: [email protected]

http://api.ning.com/files/vD-hYj2mu0QdoI6evkSKzkeRak9iYpgcq2RQsiqzQZH4LIwbVQ3UksSTObuBaD14djGmmdIwJquFD595xL29SDrtlnDGq4P0/image.jpg


DURBAN BRANCH MEETINGS 2016

Committee and Branch Meetings take place the FIRST Tuesday

of every month at the

GARDEN COURT HOTEL • MARINE PARADE • DURBAN

MONTH DATE MEETING TIMES

February Tuesday, 2nd Committee Meeting : 4 to 5pm

March Tuesday, 1st Networking : 5 to 5:30pm

April Tuesday, 5th Branch Presentation : 5:30 to 6:30pm

May Monday, 16th DURBAN BRANCH CHAIRMAN

June Tuesday, 7th Mr Brian Kannigadu

August Tuesday, 2nd E: [email protected]

September Tuesday, 6th BRANCH EVENTS/ADMIN

October Tuesday, 4th Cindy Austen

November Tuesday, 1st E: [email protected]


DURBAN BRANCH EVENTS 2016

The following dates have been scheduled for

Branch Events & Courses:

MONTH DATE EVENT

May 16th ASCE Presidential Visit

June 10th Annual Branch Awards Banquet

August 4th Annual Schools Bridge Building Competition

September 5th to 6th 2016 SAICE Presidential Visit

November 4th Annual Golf Day

COURSES

September 19tj Structural Steel Design

September 20th Reinforced Cocrete Design

PIETERMARITZBURG BRANCH EVENTS 2016

The following dates have tentatively been scheduled for

Branch Events:

MONTH DATE EVENT

April 23rd Water Competition

July 23rd Annual Branch Awards Banquet

August 13th Annual Schools Bridge Building Competition

August 31st Annual Golf Day

BRANCH PRESENTATIONS 2014 to 2016

May 2014 Taking civil engineering to the remote &

marginalized areas

SAICEot/01515/15

June 2014 Road rehabilitation the green way SAICEtr/01518/15

August 2014 The Umhlangane Rover Bridge, Queen

Nandi Drive Phase 4

SAICEstr14/01596/15

September 2014 Method of analysis using composite

geogrid

SAICEstr14/01595/15

October 2014 New construction regulations SAICEcon14/01652/15

November 2014 Wills, Trusts and Estate planning SAICEot14/01653/15

February 2015 Confidential reporting on structural safety SAICE15/01654/16

March 2015 eThekwini Municipality freight plan SAICE15/01672/16

April 2015 Sea level rise—implications for civil

engineers

SAICEwat15/01697/16

May 2015 Dingleton Project—relocation of

Dingleton in Northern Cape by Kumba

Iron Ore

SAICEcon15/01710/16

June 2015 Construction challenges on SANRAL

projects

SAICEcon15/01731/16

August 2015 Presidential Visit—Malcolm Pautz SAICEtr/15/01819/16

August 2015 The use of a Winter Seal on the MR165 SAICEtr/15/01818/16

September 2015 Rehabilitation of Mooi River Irrigation

Canal Phase 1

SAICEwat15/01825/16

October 2015 SAICE Project Management &

Construction Division

November 2015 Reflections on implementing IRPTN C3

Corridor

SAICEot/15/01861/16

February 2016 Obtaining environmental approvals and

water use licenses

SAICEenv16/01872/17

March 2016 The State of Durban’s water supply going

into the future

SAICEwat16/01898/17

April 2016 The Expanded Public Works Programme SAICEcon16/01910/17

May 2016 ASCE Presidential Visit SAICEot16/01941/17

June Tracing Developments in the use of

bituminous products

SAICEot16/01958/17

outlook newsletter - saice durbansaicedurban.org.za/wp-content/uploads/2016/09/august-2016.pdf ·...

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