Rehabilitation of Roads in the Camdeboo National Park

September 2019 Vol 27 No 8

Icivili Enjiniyering

REHABILITATION CAPACITY IMPROVEMENTS COLLABORATION AND OF ROADS IN THE TO THE EB CLOETE INNOVATION TO GROW CAMDEBOO NATIONAL INTERCHANGE AND OUR SOUTH AFRICAN PARK, GRAAFF REINET APPROACHES NATION RETAIN CROSS PROTECT

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Reinforced Earth Applications Mentone Media Centre 1 Park Road, Richmond, Johannesburg Roads Railways Rivers Ports Water Dams Mining Construction Energy & Motorways & Waterways & Coastal works management & Reservoirs & Minerals materials South Africa Tel: +27 11 726 6180 www.recosa.co.za - www.terre-armee.com Industry Land development Airports Waste Environmental Military Sports Bridges & Building management & Leisure FROM THE PRESIDENT’S DESK

At war with ourselves!

There is a tide in the affairs of men, which, taken at the flood, leads on to fortune. promoting barriers and division, we are Omitted, all the voyage of their life is bound in shallows and in miseries. moving in precisely the wrong direction, and the recent events in South Africa On such a full sea are we now afloat. have not assisted at all in turning the And we must take the current when it serves, or lose our ventures. tide. The 28th African session of the WEF, under the theme of ‘Shaping – William Shakespeare Inclusive Growth and Shared Futures in the Fourth Industrial Revolution’, was This is not the opinion piece I wanted ‘Fourth Industrial Revolution’ will come, therefore an opportunity missed (and to write. as did the previous revolutions, to the spoilt) by those who could most benefit I had planned to cover the World countries with the skills in the technolo- from it. Economic Forum (WEF) Africa Meeting, gies of the future. The greater peril will We say that it is time for politicians to highlight the way ahead for South come to those countries with large num- to stand together and to promote a Africa and for engineers in Africa. Instead bers of young people who are unskilled in cohesive society regardless of their I have the names of children, young girls the technologies of the future. political parties and policies. We only and women brutally raped and murdered The misnomer of the ‘Fourth have one chance and time is running ringing in my head so that I cannot bring Industrial Revolution’ is that it is out. Let us not say that we stood by and myself to talk of new initiatives and a clearly not Industrial. The technologies did nothing. brighter future. At the same time, we saw of Artificial Intelligence, Quantum a surge of xenophobic attacks that cast a Computing, Biotechnology and 3D Brian Downie cloud over an economic forum aimed at Printing will change how we work and SAICE President 2019 boosting intra-African trade. live over the next ten, twenty, thirty [email protected] South African citizens, civil rights years. Contrary to previous revolutions, groups and political representatives have the greater promise this time lies with called on government to take action, the United States of America and the following a string of reports detailing countries of the Far East (China, Korea, brutal and violent crimes against women Taiwan and Japan). in the country. The President has How the scenario will play out no-one condemned these, as well as attacks on can tell – jobs will change, and jobs will foreign nationals living in South Africa, disappear. The only certainty is that saying South Africa is a “home for all”. social cohesion is a critical component “South Africa is a multicultural society for a better outcome. A cohesive society that promotes interaction among people of is one where people are protected against different backgrounds. Our Constitution life risks, trust their neighbours and the protects the rights of all people living in institutions of the state, and can work the country, South Africans and foreigners towards a better future for themselves and alike. South Africa recognises that its their families. Fostering social cohesion future is inextricably linked to that of the is about striving for greater inclusive- rest of the continent.” ness, more civic participation The sad truth is that the quote from and creating opportunities Klaus Schwaub (Founder and Executive for upward mobility. It Chairman of the WEF) in 2016 – “There is the glue that holds has never been a time of greater promise society together. or greater peril” – will come true. The In a world where greater promise of what he calls the global leaders are

Civil Engineering September 2019 1 September 2019 Vol 27 No 8

Icivili Enjiniyering

REHABILITATION CAPACITY IMPROVEMENTS COLLABORATION AND OF ROADS IN THE TO THE EB CLOETE INNOVATION TO GROW CAMDEBOO NATIONAL INTERCHANGE AND OUR SOUTH AFRICAN PARK, GRAAFF REINET APPROACHES NATION

Icivili Enjiniyering = IsiNdebele ON THE COVER On the Cover P4 The well-used N6 between Smithfield and Rouxville in the Free State is receiving a full upgrade by construction firm WBHO, with Some 9 500 t of AfriSam Roadstab cement will be used during the full upgrade of the 36.4 km stretch AfriSam’s stabilising cement strengthening of the N6 between Smithfield and Rouxville in the Free State the sub-base layer. The 36.4 km project was awarded by SANRAL. Work began in June 2017, and the expected completion will be the end of September 2020. FROM THE PRESIDENT’S DESK

At war with ourselves! �� 1

South African Institution of Civil Engineering ON THE COVER

September 2019 Vol 27 No 8 Upgrade for Smithfield-Rouxville N6 Route �� 4

Icivili Enjiniyering

Published by SAICE Block 19, Thornhill Office Park, TRANSPORT ENGINEERING Bekker Street, Vorna Valley, Midrand Private Bag X200, Halfway House, 1685 Tel +27 11 805 5947/8 | Fax +27 11 805 5971 Taking nature into account �� 8 http://www.saice.org.za | [email protected] Acting Chief Executive Officer Steven Kaplan Pr Eng Road maintenance and rehabilitation of approximately 9 km of [email protected] | Tel +27 11 805 5947/8 surfaced and gravel roads in the Camdeboo National Park �� 12 Editor Verelene de Koker [email protected] Rehabilitation of the N7 (TR11/1) – Cape Town �� 18 Tel +27 11 805 5947/8 | Cell +27 83 378 3996 Editorial Panel Marco van Dijk (chairman), Irvin Luker (vice‑chairman), Capacity improvements to the EB Cloete Interchange and approaches: Brian Downie (president), Steven Kaplan (acting CEO), Andile Gqaji, Jeffrey Mahachi, Avi Menon, An overview ��23 Prisca Mhlongo, Jones Moloisane, Beate Scharfetter, Verelene de Koker (editor), Lorraine Mpofana (editor’s assistant), Sharon Mugeri Disruptive transport technologies: Forecasting the impact on (editor’s assistant), Barbara Spence (advertising) road-generated revenues in South Africa �� Annual subscription rate 32 R695.00 (VAT included) Advertising Barbara Spence, Avenue Advertising [email protected] Tel +27 11 463 7940 | Cell +27 82 881 3454 Design and reproduction Marketing Support Services, Ashlea Gardens, Pretoria Printing Fishwicks, Pretoria The South African Institution of Civil Engineering accepts no responsibility for any statements made or opinions expressed in this publication. Consequently nobody connected with the publication of the magazine, in particular the proprietors, the publishers and the editors, will be liable for any loss or damage sustained by any reader as a result of his or her action upon any statement or opinion published in this magazine. ISSN 1021-2000 P18

Civil Engineering September 2019 P8

CoJ secures a first-ever complete Cycle Design Manual to improve

lives and promote sustainable transport ��35

Cycle route network development and evaluation using spatial

multi-criteria analysis and shortest path analysis �� 40

ICT for hybrid systems – the role of information in realising more

equitable access to mobility in emerging cities �� 46 News from the SAICE Transport Division ��50 P12 KNOWLEDGE TRANSFER

Collaboration and innovation to grow our South African nation ��52

SAICE AND PROFESSIONAL NEWS

Fun and Water! SAICE / Rand Water AQUALIBRIUM 2019 ��60

SAICE Training Calendar 2019 ��63 P60

P23

3 On the Cover

The Smithfield-Rouxville upgrade project covers a distance of 36.4 km and is expected to be completed by the end of September 2020 Upgrade for Smithfield-Rouxville N6 Route

The well-used N6 between Smithfield and vertical realignment – achieved by a field of vision for motorists, generally Rouxville is receiving a full upgrade by number of cuttings – smooths out the improving the safety of the road. It also construction firm WBHO, with AfriSam’s undulations on the original road. This has reduces the number of climbing lanes stabilising cement strengthening the required drilling and blasting by WBHO, necessary to accommodate overtaking of sub-base layer. The project – which covers using hydraulic drill rigs. slower traffic. a distance of 36.4 km – was awarded by “Rock conditions vary from cutting In another important safety improve- the South African National Roads Agency to cutting, necessitating careful blasting ment, the road is being widened to SOC Limited (SANRAL). Work began in techniques to obtain optimal fragmenta- 12.4 m, including a generous shoulder on June 2017, and the expected completion tion while conserving explosives and each side. will be the end of September 2020. preventing fly-rock,” Deenik says. “Most of the road is being con- “While the horizontal alignment is structed in half-widths, where the traffic mainly on the original footprint, there is SAFETY IN MOTORING AND is moved onto a widened shoulder on a substantial amount of vertical realign- CONSTRUCTION the one side of the road while we work ment being conducted,” says WBHO The result of the vertical realignment is on the other,” Deenik explains. “We contract manager Russell Deenik. The fewer blind rises on the route and a longer install stop-go arrangements for traffic

4 September 2019 Civil Engineering One of the added safety improvements involves the widening of the road to 12.4 m, including a generous shoulder on each side for single-lane sections of about 4 km at an extra 300 to 450 mm were removed To facilitate recycling, the existing a time.” in places below road-bed level, and road’s base and surfacing were reclaimed The contract allows for three stop-go replaced with a pioneer rock layer. About and stockpiled, to contribute 20% to the closures at any one time, and another over 150 000 m3 of pioneer material will be new sub-base layer. It is blended with the Caledon Bridge. imported to site during the contract. new material and AfriSam Roadstab road “We have divided the 37 km into nine stabilising cement to create a quality sections of roughly 4 km each,” he says. ROAD MATERIAL sub-base. “On three of these sections, we have built Six borrow pits – including the main Some 9 500 t of Roadstab – in the a full deviation off the road.” quarry – are spread evenly along the route strength class 32.5N – will be consumed The full deviations allow WBHO to and provide all the required material. At during the project. This CEM-II product build these three sections at full width. By the quarry, contractor B&E International is delivered from AfriSam’s Ulco avoiding the impact of traffic disruption drilled, blasted and crushed the aggregate cement plant to the company’s depot in on construction, productivity is improved. for surfacing and concrete. Quarry prod- Bloemfontein. “Various factors affect the This is made possible by the temporary ucts include 10 200 t of 20 mm concrete demand cycle for the Roadstab, such as expropriation of land from farmers, so stone and 7 500 t of 20 mm surfacing changing weather conditions and adjust- that fences can be moved back from the stone, as well as 6 000 t of crusher dust, ments to the project schedule,” Deenik road reserve to accommodate the bypass. 5 000 t of fine-medium slurry dust and says. This can lead to cement being After the project, the bypass will be reha- 900 t of fine-fine slurry dust. The quarry ordered at short notice. bilitated and the fences reinstated to their also produced 184 000 t of G1 material “Unlike many of the materials we use, original positions. for base layers and 345 000 t of G5 it is necessary to ensure that the road sub-base material. stabilising cement arrives as close as BRIDGES The main bridge on the route is over the The main bridge on the route is over the Caledon River, which is being widened on the left and Caledon River, and this is being widened right to accommodate the new road width on both sides to accommodate the new road width. To do this, piling was driven into the riverbed for new substructure footings, and both the piers and the abutments were extended on each side using precast beams to carry the extended bridge decks. Closer to the Rouxville side, the smaller bridge over the Eldorado River was demolished and rebuilt to larger dimensions. GROUND CONDITIONS A significant challenge on the project is the prevalence of mudstone material at road- bed level at various points on the route. As this material is not fit for road-building,

Civil Engineering September 2019 5 possible to the time that it is required,” he continues. “It is not ideal for the cement to stand in the open for too long, and we also want to avoid double-handling. We prefer delivery directly to where it will be spread.” He notes that the positive working relationship with AfriSam’s Bloemfontein depot allows for flexibility and reliability of service, while streamlining the construction process. AVAILABILITY “Our depot provides high availability Workers completing the upgrading of sidewalks in Rouxville, part of a SANRAL-sponsored of stock for customers,” Iwan Venter, community development project which creates employment for local workers AfriSam’s territory sales manager for the Bloemfontein area, says. “The depot’s LOCAL IMPACT some of the short-listed bidders, guiding proximity to the N6 project has been an In terms of targeted labour, the contractor them on how to tender correctly for con- added advantage, allowing us to be highly ensures that 6% or more of the project’s tracts. Ongoing training and mentoring responsive to WBHO’s cement demands.” labour force is sourced locally from the help them to plan and manage their work, Above the road-bed level, the road pro- Xhariep District Municipality. Of that ensuring that they can meet deadlines file comprises a lower selected sub-grade portion, a minimum of 30% are young with quality results. (SSG) of 150 mm in places, and upper SSG people and 30% women. As a result, the “There is a range of work that we of 150 mm, a 275 mm sub-base, a 150 mm project has created employment for 318 outsource to local enterprises,” he says. G1 base, and a 20 mm double-slurry Cape local workers to date. WBHO itself has 20 “This includes the installation of 900 mm seal surface. staff on site and 94 hourly paid employees. precast pipes, with the associated head “Most of the road-building material There is a similar focus on creating walls and wing walls, as well as gabion is G5 sub-base and G1 base, coming opportunities for local enterprises, which structures to prevent erosion.” from one location and needing to be make up 24 of the 31 sub-contractors on They will also construct the V-drains, hauled to wherever it is required,” Deenik site. These targeted enterprises – smaller sub-soil drains and concrete edge beams, says. “Selected material comes from contractors with CIDB 2 to CIDB 7 – and install guardrails and fencing. borrow pits along the route, so there is must receive at least 12% of the contract Associated work that benefits the local less haulage.” value. Of this percentage, the contract community includes certain public works stipulates that at least 20% must be in Rouxville and Smithfield, as part of a DRAINAGE CRUCIAL executed by woman-owned suppliers, and SANRAL community upliftment project. Most of the drainage pipes under the road 20% by youth-owned enterprises. These focus on constructing sidewalks, are being upgraded as part of the contract, “To achieve the efficiencies that the kerbs and drainage structures within and culverts are now 900 mm in diameter client requires of us, we spend substantial the township. Local contractors for this for greater design capacity and ease of amounts of time mentoring and guiding work are identified and attend SANRAL- maintenance. The in-situ box culverts small enterprises,” Deenik says. “In fact, sponsored training courses, such as basic are being extended to accommodate the we dedicate two engineers and a foreman concrete, basic paving and basic business widening of the road. to work closely with these companies to skills training. In the cuttings, sub-soil drains are ensure effective skills transfer. By the time All labour on the contract is sourced installed parallel to the road, thereby they complete their sub-contracts with us, through the Project Liaison Committee ensuring that water is drained off before they would have gained valuable expertise (PLC). The process draws from a database it can seep under the road itself. This is and experience.” of work-seekers and sub-contractors in augmented by a herringbone drain system He highlights the importance of sub- the area. Stakeholders regularly discuss is- along isolated road sections. Concrete contractors understanding how to quote sues that could affect the community with V-drains are installed to channel accurately so they can meet their costs. the PLC. The intention is to spread the surface water. Special training sessions are held with employment benefits as evenly and impar- tially as possible across the local areas.

STABILISING ROADS In stabilising a road’s sub-base layer, cementitious material is added to the granular material to Info improve its engineering properties. To ensure that the stabilisation solution addresses the site’s specific conditions, laboratory tests are conducted on the granular material first. Test results allow Maxine Nel the cement type and content to be correctly chosen. “Our Roadstab cement is specially formulated AfriSam to improve the engineering properties of soil,” Iwan Venter, AfriSam’s territory sales manager in the +27 11 670 5893 Bloemfontein area, says. “It can be used across a range of road material types, reducing soil plasticity [email protected] and giving consistent strength and durability to road sub-bases.” www.afrisam.com

6 September 2019 Civil Engineering PERFORMANCE. POWER. ROBUSTNESS.

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Juan van der Linde Civil Engineer Aurecon [email protected]

Photo 1 Artistic rendering of the western embankment in the Pampoennek Project Taking nature into account

Historically, there has been a struggle the north-western side of Johannesburg and maximum clear opening 185 m wide over between engineers and environmentalists Lanseria towards Rustenburg. The road its length of 500 m. A total volumetric to find common ground when a project is project was revisited in 2008 when Aurecon quantity in excess of 500 000 m³ was ex- set in motion. The South African National was appointed to conduct a geotechnical cavated, and a cut batter of approximately Roads Agency Ltd (SANRAL), in conjunc- investigation to determine, with reasonable 50 000 m² was reinstated at a slope of 1:2.4 tion with Aurecon, the Aveng-Lubocon accuracy, the volume of suitable material (vertical:horizontal) where applicable. The Joint Venture, as well as SGS Matrolab, has in the dyke of the cutting. A slope stability project also boasts a 76.2 m long, 28.81 m shown with the Pampoennek Road Project analysis was also conducted to calculate wide bridge which carries the route over that infrastructure development can sustain the stability of the cutting and to determine the road P123-1. the environment rather than damage it. An the settlement of the roadbed sections artistic rendering of the western embank- where engineered fills were required on the ENVIRONMENTAL CHALLENGES ment of the project, as to how the final northern and southern sides of the cutting. AND SOLUTIONS project is envisaged, is shown in Photo 1. In April 2017, the Pampoennek Project An environmental footprint was deter- was officially launched when the Aveng mined as a result of the design proposed EXTENT OF THE PROJECT Lubocon Joint Venture and Aurecon’s by Aurecon’s transportation unit, and The Pampoennek Project forms part of supervision team established the site the project team ensured that all require- National Route 4, Section 12 (PWV3), and and commenced with construction. The ments were strictly adhered to during is located in a mountainous Magaliesberg project consists of a 7 km dual-carriageway all phases of the project. Great care was nature reserve in Hartbeespoort, in the road with an additional climbing lane on taken to ensure that the fauna and flora North West Province of South Africa. The the approaches of the cutting through were disturbed as little as possible and Magaliesberg splits the road in a northern the Magaliesberg. The project has a total relocated throughout the construction direction towards the R104 and Brits, and in estimated fill of more than 1 million m³ process, and that, upon completion of the a southern direction towards the R560 and and a cutting through the Magaliesberg. road, the environmental impact would be Hartbeespoort Dam. The road was initially The cutting caters for a total surfaced as small as possible. planned in 1977 as a future upgrade to alle- width of 33.2 m and has two 3.9 m Before major construction activi- viate traffic from the existing mountainous concrete-lined drains. The cutting peaks ties were permitted on site, a 2 m high Kommando Neck road linking traffic from at an excavation depth of 19.5 m and has a game-proof fence was erected on the road

8 September 2019 Civil Engineering reserve to ensure that animals did not stray into the construction area and onto the road once completed. In addition, a search-and-rescue operation of indigenous plants was done before construction. A total of 3 556 plants were recovered from the project and temporarily relocated at a nursery close to the project. An additional 1 500 plants were acquired. This mixture included various species of tree, shrub, aloe, creeper and groundcover. The landscaping in the cutting will use 3 930 of the plants and the remainder will be planted Photo 2 Large clear opening of the game underpass, throughout other areas of the project. The with backfill in progress on either side of the structure rehabilitation of these plant species within the cutting’s construction footprint allows of the cutting was identified as the most impairment. A minimum structure dimen- for quicker and more successful integra- suitable area. This area is located at an ex- sion of 4 m × 4 m was recommended by the tion of the new road into the natural sur- isting watercourse situated approximately TUT representatives. roundings. An indigenous hydroseeding 12 m below the final road level. The game After feedback from the interested mixture, suitable for the site conditions, underpass consisted of a 2 m × 2 m × 88 m parties, a decision was made to revise the was also specified. This would ensure structure cast in situ, angled at 60° to the design and to accommodate a larger clear proper grass cover on erosion-prone areas centre line of the road and following the opening. The alternatives considered were a such as the cut-and-fill batters. natural watercourse and wildlife trails. At 4 m × 4 m concrete structure cast in situ and When the design was done for the the beginning of the construction phase, a 6.5 m diameter corrugated steel structure. project it was identified that predomi- however, interested parties from the The corrugated steel structure was imple- nantly baboons, leopards and small an- Tshwane University of Technology (TUT) mented as it was found to be a more cost- telope species inhabit the nature reserve, indicated that larger antelope species such effective, less time-consuming alternative, and that the construction of the road as kudus had since migrated to the area. and had the additional benefit of a larger would divide the reserve into an eastern It was evident that a 2 m × 2 m structure clear opening, as can be seen in Photo 2. and a western enclosure, consequently would be inadequate for these larger This structure has been identified restricting the animals’ access to either antelope species identified in the reserve. as being one of the largest corrugated side of the road. Another concern raised by the local stake- steel structures in South Africa. The To mitigate the restricted access, a game holders was the lack of natural light in the preparation and erection of the structure underpass was designed to provide the structure which would deter non-predator were meticulously supervised by one of animals with access from either side of the species from entering the structure, as they Aurecon’s up-and-coming black female reserve. A location on the southern part would feel threatened by potential visual engineers under the mentorship of one

Photo 3 Erection of the game underpass in progress in February 2019

Civil Engineering September 2019 9 Photo 4 Partial backfill of the game underpass in May 2019 of Aurecon’s lead structural engineers’ the restraints imposed by the width of geotechnical engineers on site to monitor representatives with more than 40 years of the road reserve and an existing Eskom the geotechnical aspects of the project engineering experience. This provided her powerline, near-vertical retaining walls and work in unison with the designers with the opportunity to further her aspira- would be required in the cutting. It was to ensure that the best solution would be tions in civil engineering and took her determined that soil-retaining mecha- implemented. The potentially unstable one step closer to becoming a registered nisms (such as permanent soil nailing slopes of the cutting were mitigated in the professional engineer with the Engineering with shotcrete) were the solutions best following ways. Council of South Africa (ECSA). Photos 3 suited to supporting the environmental The eastern embankment of the and 4 show the progress of the structure. effects and ensuring slope stability in the cutting, as depicted in Photo 5, consists cutting. of a benched retaining wall that peaks GEOTECHNICAL ASPECTS For the geotechnical aspects of the at heights of 4 m for the upper wall and A 2008 geotechnical investigation found project, Aurecon placed another one 7 m for the lower wall. The western that, due to the in situ soil conditions, of their young up-and-coming female embankment consists of a retaining wall and a continuous piled wall which was implemented to ensure that no settlement occurs at the Eskom pylon located at the top of the western cutting. The continuous piled wall is 30 m long and consists of 1.05 m diameter piles varying in length from 15 m to 19 m. The piled wall was capped with a beam to ensure that the wall functions as a unit and smooths out the top of the wall. A drain was also implemented behind the capping beam to prevent run-off water behind the structure from overtopping the wall and subsequently staining the wall, but more importantly to collect and discharge the stormwater in a controlled manner. The continuous piled wall and the retaining walls were anchored with Photo 5 Eastern embankment a combination of 9 m and 18 m long viewed from the western embankment titan anchors, as well as 8 m and 4 m

10 September 2019 Civil Engineering galvanised soil nails. The combined exposed surface area of the retaining walls and the piled wall totalled to an impres- sive 3 317 m². The initial surface finish of the retaining walls and the continuous piled wall was an exposed aggregate finish that would be easily identified as an artificial structure in the cutting. During construction, Aveng-Lubocon Joint Venture proposed alternative finishes for consideration to soften the appearance of the artificial walls in the cutting. After several methods had been considered, it was found that a rock- Photo 6 Eastern and western embankments scaping finish with rock art would blend prior to completion of landscaping in May 2019 into the Magaliesberg gorges, softening the appearance of the retaining walls in CONCLUSION development, as well as by the skills and the cutting and increasing the overall The author is proud to be part of a experience of the Aveng-Lubocon Joint aesthetics. In 2018, the rock-scaping project that considers the environment by Venture and their subcontractors in the and shotcrete work were submitted taking proactive steps and implementing construction of such an environmentally to the 14th Annual Shotcrete Project alternatives that benefit the environment. friendly project. This project has again Awards held by the American Shotcrete This was made possible by the human- proved that civil engineering can har- Association and won the award in the centred approach taken by Aurecon’s moniously integrate development and category Outstanding International Transportation Unit, with the support minimal environmental impact. The Project. The embankments are shown of SANRAL, to ensure that exceptional project is in the final phases of construc- in Photo 6, with final hydroseeding and standards were set in mitigating the tion and is expected to be completed in landscaping still to commence. environmental impact of infrastructure the first quarter of 2020.

Civil Engineering September 2019 11

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Graaff-Reinet on three sides (west, north such road maintenance and rehabilitation Jean-Pierre Blignault Candidate Technologist (Civil) and east). work were delayed any longer. AfriCoast Consulting Engineers (Pty) Ltd The Park is intersected by the N9 The surfaced access roads in the [email protected] National Road (running from Middelburg Camdeboo National Park were as- to Aberdeen) and the R63 Provincial sessed based on the TMH9 Standard Road (running from Somerset East to Visual Assessment Manual for Flexible BACKGROUND Murraysburg). The entrance road to the Pavements, and thereafter technically The Valley of Desolation in the Camdeboo main gate of the Valley of Desolation durable, yet economically viable, reha- National Park was first made accessible to turns directly off the R63, approximately bilitation/maintenance solutions were vehicles in 1939 when a gravel mountain 4.5 km northwest of Graaff-Reinet. recommended in order to increase the life pass was constructed to the crest of the span of the surfaced access road within escarpment, where the public viewpoint is NEED FOR REHABILTATION the available budget. The construction located today. The existing access road to the Valley of contract involved the rehabilitation and The Camdeboo National Park was Desolation was initially surfaced in 1978. repair of the particular defects identified proclaimed in 2005 to become one of It is very old and has deteriorated over during the road inspection. three National Parks located in the time to the point where road maintenance Eastern Cape Province and is managed and rehabilitation work became essential. PROJECT DESCRIPTION by SANPARKS. This Park is relatively The SANPARKS Technical Roads The primary objective of SANPARKS small, measures only approximately Division recognised the need and identi- was to rehabilitate and repair the main 19 400 ha and surrounds the town of fied the risk of road pavement failure if surfaced access road of the Valley of

Photo 1 The Park surrounds the town of Graaff-Reinett (photo taken half-way up the access road to the public viewpoint of the Valley of Desolation)

12 September 2019 Civil Engineering Desolation, which is part of the western region of the Camdeboo National Park. This main access road to the Valley of Desolation (known as the Rynaardskloof Road) runs for approximately 8.7 km from the R63 to the top of the escarpment and the public viewpoint at the Crag Lizard Trail, including the circular loop road on top of the escarpment at the viewpoint (approximately 280 m section). The gravel roads to be maintained and rehabilitated included the entrance road to the Ribbok Picnic Site, branching off the surfaced access road at Ch = 5.86 km, stretching for an approximately 240 m section around the picnic site. There are 39 existing stormwater pipe crossings along the access road. Most of these pipes are 600 mm diameter concrete pipes, and all were in a relatively good (a) (b) condition, but were heavily silted up, requiring maintenance in the form of Photos 2(a)(b) Application of the rejuvenating fog clearing and cleaning. spraying by broom – the steepness of the road is evident Furthermore, due to the steep gradient and position of the road, the stone-packed still collecting/ponding in-between the on the road and also stained the stone- retaining walls were slipping and creating surfacing aggregate and then running packed walls along the edge of the road. edge breaks and pavement failures in down the steep road gradients. This QQ Solution: Instead of spraying the reju- places. These slip failures were corrected run-off was not aesthetically pleasing venating fog spray, experiments were by constructing a gabion basket toe support and by reconstruction of the stone- packed retaining walls. CHALLENGES ENCOUNTERED AND SOLUTIONS DEVELOPED

Steep gradients The greater part of the Park and its access road is situated between 740 m and 1 480 m above sea level on the foothills of the Sneeuberg range, while only a small section of the road is located in the low- lying plains of the Park. Road gradients varied from 1.5% in the flat plains area to just over 18% in the steep mountainous re- (a) gion of the Park. The following challenges Photos 3(a)(b) The condition of were encountered and solutions developed the gravel access road to the Ribbok as a result of the steep gradients: Picnic Site prior to rehabilitation Q Q Challenge: Spraying the rejuvenating (b) fog spray by bowser was near impossible due to the steep and varying gradients over short sections of road. The road conditions would not allow for the proper calibration of the bowser to spray at the required application rate. Hand spraying was tried, but it was very difficult to control the application rate by hand. When the correct application rate was achieved by hand spraying, the rejuvenating fog spray was

Civil Engineering September 2019 13 (a) (b)

Photos 4(a)(b) The condition of the newly constructed grass block path (a) and the condition of the path at final inspection after having been subjected to heavy rains during the 12-month defects liability period (b)

Photos 5(a)(b) One-way traffic accommodation operations during construction

(a) (b)

14 September 2019 Civil Engineering done with applying the fog spray by brooming it onto the road. At the same application rate as the hand spraying, the brooming reduced the rate of collection/ponding and the corresponding run-off previously experienced. However, with the steep road gradients, some minor run-off was still experienced. This minor run-off was restricted by doing smaller sections of road at a time on the steep areas and also leaving an un-broomed buffer strip running parallel to the edge of the road. This was done to prevent staining of the stone-packed walls and was completed more carefully (at a slower pace) at a later stage. See Photos 2(a) and (b). QQ Challenge: The steep gravel access roads to the Ribbok Picnic/Viewing Site was being damaged frequently by storm- (a) (b) water run-off, resulting in this section of the road requiring more frequent Photos 6(a)(b) Black clay was maintenance than could be provided by present directly below the road layer works the Park’s Maintenance Department and the available maintenance budgets. Traffic accommodation smaller sections at a time. See Photos The potholes and damaged section QQ Challenge: The Park continued 5(a) and (b). of the road made it nearly impossible tourism operations as per normal, for normal cars to reach the picnic/ which posed a problem as the road to Problematic in situ subgrade materials viewing site, resulting in it being be rehabilitated and maintained was QQ Challenge: While attending to the accessible only to Park visitors with the only access road to the Park’s main road maintenance and rehabilitation 4 × 4 and high-rise vehicles. This was attraction, the lookout over the Valley work required on the circular loop a problem for the Park management, of Desolation. To make it even more road, located at the top of the Valley of as all visitors should have access to the challenging, no temporary deviation Desolation lookout, the reason for the amenities offered by the Park. was allowed to be constructed for the large potholes and major undulations An effective solution was required by-passing of the construction activi- was determined. that would reduce the damage caused ties. The road width ranged between A black clay in situ subgrade by the stormwater run-off and 4 and 5 m, which was very narrow material was found directly below minimise maintenance to the gravel and would not allow for continuous the 300 mm thick road layer works. access road. The solution also had to two-way traffic accommodation on The reason for these failures was the be cost-effective, aesthetically pleasing the road. presence of the heaving clay, which (to fit in with the look of other Park QQ Solution: The project team concluded was swelling and shrinking with infrastructure) and environmentally that the only practical way, with the changes in the moisture conditions friendly. See Photos 3(a) and (b). least disruption to the Park’s tourism within the subgrade. The section QQ Solution: The solution was to con- operations and also with minimal of full road width affected was struct a tracked pathway built with time disruptions and cost implica- approximately 50 m in length. See concrete grass blocks, and anchored tions to the contractor, would be Photos 6(a) and (b). with concrete beams across the road to accommodate traffic in stop-go QQ Solution: The solution to be developed to prevent the movement of the blocks operations. had to be cost-effective, as the budget and also to slow down stormwater The length of closure of the was limited and no allowance had flow velocities parallel to the tracked stop-go operations had to be kept to been made for major rehabilitation of path. The newly constructed pathway a maximum length of 500 m, and had large sections of road. could now be used in any weather to be staggered between the left and The project team decided that the conditions, by all vehicles entering the right sides of the road. Furthermore, best and most cost-effective solution Park. It has also withstood heavy rains the contractor was instructed to was to install a Flo-drain subsoil during the defects liability period, start working at one end of the road, system to control the moisture flow and upon final inspection still looked working his way to the other end to from the cut side of the road into the flawless, with the design of the edge minimise disrupting Park tourism subgrade, and to remove, rework and beams working perfectly. See Photos operations over the full length of the stabilise the existing road material as a 4(a) and (b). road, and rather containing work to bitumen-emulsion-treated subbase.

Civil Engineering September 2019 15 (a) (b)

Photos 7(a)(b) The newly completed road section (a) and the outlet of the subsoil drain showing stains from groundwater outflow (b)

The existing base material was and parking, which left minimal space PROJECT STATUS also replaced with a G5 quality mate- for storage of construction equipment The rehabilitation and maintenance of the rial from a commercial source. The and materials. surfaced and gravel roads were completed newly constructed section of road These restrictions forced the during July 2018. The defect liability pavement was therefore significantly contractor to bring materials onto period has lapsed and final inspection was stronger, having a higher bearing site as and when required, and to cart undertaken during July 2019. During this capacity than the existing pave- these materials up the road to where inspection the need for some minor crack ment, and the moisture conditions construction was taking place. Larger repairs and minor work around a gabion within the subgrade were controlled construction vehicles that could not basket was noticed; these were scheduled (minimised) by the installation of the turn around within the road width had for completion during August 2019. subsoil drain. to travel a couple of km to a suitable At time of final inspection, the sec- area where they could turn around CONCLUSION tion of road had no deformations and without damaging any of the Park’s The investigation, design and construc- there are indications that the subsoil flora. tion of the “Road Maintenance and drain has been working well during QQ Solution: There was not much that Rehabilitation of Approximately 9 km the 12-month defects liability period. the project team could do about the of Surfaced and Gravel Roads in the See Photos 7(a) and (b). environmental restrictions. However, Camdeboo National Park” presented a it was negotiated with the Park’s number of difficult challenges that were Environmental constraints management to allow the contractor to successfully overcome through good QQ Challenge: Working within a National use previously disturbed areas/parking teamwork by all involved. Innovative Park almost always produces some areas along the road as storage areas thinking was sometimes required to over- environmental challenges. The Park is and temporary working areas. come unusual site conditions, but each by default an environmentally sensi- As part of the negotiations for time the team rose to the occasion and a tive area being preserved for future additional space it was agreed that all solution was always found. generations and ensuring biodiversity areas used would be rehabilitated to of certain fauna and flora. their original condition, and that the Project team On this project, construction work contractor would comply fully with South African National Employer was restricted to the road footprint of the Park’s Environmental Management Parks 4 to 5 m wide. The only space available Plan in terms of hazardous materials. AfriCoast Consulting Consultant for setting up a site camp was a 10 m This alleviated the pressure on the Engineers (Pty) Ltd x 20 m picnic area, at the beginning contractor, allowing him to complete of the road section to be rehabilitated. larger sections of work at a time, and Contractor ZGN & SIM SIG JV 2 The 200 m site camp was used for the also made it easier to plan for material Subcontractor LRC Civils contractor’s and engineer’s site office deliveries, etc.

16 September 2019 Civil Engineering

Glynn Llewellyn Senior Pavement Engineer Hatch [email protected] Rehabilitation of the N7

Niel Claassens Pavement Engineer (TR11/1) – Cape Town Hatch [email protected] along the N7 to confirm the need to In order to facilitate the findings of the provide capacity upgrades to the existing Corridor Planning Study, road rehabilita- PROJECT BACKGROUND road infrastructure, and also to identify tion and the City of Cape Town upgrades, The Western Cape Government’s (WCG) the need for new road links to and from the WCG rolled out the rehabilitation of Department of Transport and Public the N7 along the corridor between the the N7 incorporating two new underpass Works recognised the need to rehabilitate Refinery Interchange and the proposed structures on the N7, one at Dumani the existing N7 (TR11/1) in Cape Town Van Schoorsdrift Interchange. In addition Street and the second at Barnsley Street. from the Bosmansdam Interchange to to the study, options were identified to These structures would form part of the the Melkbosstrand Interchange as part of facilitate the safety of pedestrians crossing master plan of the Dumani Street Taxi their broader goal to upgrade the N7 to the N7 at Dunoon. Facility and the new housing development freeway status. Following this design investigation, yet to be established. The WCG appointed Hatch as the the City of Cape Town embarked on consulting engineers for the upgrade of two major infrastructure projects which N7 CONSTRUCTION HISTORY the N7 to freeway status, as well as for were aimed at transforming Dunoon AND BACKGROUND the design and construction supervision into a well-developed neighbourhood Based on data obtained from the WCG, of the works required for rehabilitation. where residents would have access to a the N7 was originally constructed in 1963 The existing N7 is a dual-lane, dual- first-class public transport facility and from the N1 to the Refinery Interchange carriageway road and is situated in formal housing opportunities (News24, (km 0.0 to km 5.6), with the remainder the jurisdiction of the Paarl District 20 May 2018). These projects included of the N7 from the Refinery Interchange Roads Engineer (DRE) within the Cape the upgrade of the minibus taxi facility in to Melkbosstrand (km 5.6 to km 18.0) Metro area. Dumani Street and a new housing devel- having been constructed in 1982. After The project was initially identified for opment to be established on the eastern the original construction, up until the Corridor Planning Study undertaken side of the N7, across from Dunoon itself. 2002 numerous periodic maintenance

Northbound Carriageway km 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 Surfacing 19 mm Novachip (2002) 19 mm Novachip (2002) UTFC (2007) 35 mm AC (2002) 35 mm AC (2002) 35 mm AC (2007) 90 mm LAMB (2002) 200 mm G3 (1982) 150 mm G3 (1982) Base 200 mm G2 (1963) 250 mm BSM 1 – Foam (2002) 250 mm BSM 1 – Emulsion (2007) 150 mm G5 (1982) Subbase 150 mm G5 (1963) 150 mm G5 (1982)

250 mm G8 (1982) Selected 250 mm G8 250 mm G8 (1982)

Subgrade G8 G9

Southbound Carriageway km 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0 11.0 12.0 13.0 14.0 15.0 16.0 17.0 18.0 19 mm Novachip (2002) 19 mm Novachip (2002) Surfacing 35 mm AC (2002) 35 mm AC (2002) 90 mm LAMB (2002) 150 mm 150 mm Base G3 (1982) 200 mm G3 (1982) 200 mm G3 (1982) 200 mm G2 (1963) G3 (1982) 250mm BSM 1 – Foam (2002) 150 mm 150 mm G5 (1982) 150 mm G5 (1982) Subbase 150 mm G5 (1963) G5 (1982) 150mm G5 (1982)

Selected 250 mm G8 (1963) 250 mm G8 (1982) 250 mm 250 mm G8 (1982) G8 (1982) 250 mm G8 (1982)

Subgrade G8 G9

Figure 1 Summary of as-built information on the N7

18 September 2019 Civil Engineering Figure 2 Examples of defects on the N7 interventions have been undertaken on Subsequent to this, in 2009, the slow lane Based on a detailed visual assessment various sections of the road. In 2002, of the northbound carriageway from the carried out on the N7, the existing slow the WCG undertook rehabilitation of Vissershok Landfill to the Melkbosstrand lanes were in a very poor condition, the existing slow lane from the Refinery Interchange (km 11.2 to km 18.0) was with the routine road maintenance team Interchange to the Vissershok Landfill rehabilitated using an in situ emulsion patching up to 30 potholes a month. The (km 5.6 to km 11.2) on the northbound BSM with a new 35 mm asphalt surfacing main defects noted were severe transverse carriageway, and from the Melkbosstrand and an ultra-thin friction course (UTFC) cracking, rutting with associated croco- Interchange to the Refinery Interchange surfacing placed on top. dile cracks and pumping, and block cracks (km 18.0 to km 5.6) on the southbound A summary of the existing pavement which are not typical for a BSM base layer. carriageway using an in situ foam bitumen structures along the N7, as identified, Figure 2 illustrates these typical defects. stabilised material (BSM). The in situ is presented in Figure 1. The materials Further investigation into the mate- material was treated to a depth of 250 mm data was confirmed based on the rials yielded some interesting findings with a new 35 mm asphalt surfacing materials investigation carried out along with regard to the BSM layers, such as and a Novachip surfacing placed on top. the N7. high bitumen and cement content in

Figure 3 Cracking, cement content, typical extracted core, and materials on the N7

Civil Engineering September 2019 19 of two new bridge (underpass) structures. In order to construct these underpasses, a section of the N7 required reconstruction and raising to accommodate the future upgrades around Dunoon. The materials obtained from these deep excavations and existing layerworks were allowed for reuse in the contract, with specific requirements for the existing reclaimed asphalt (RA) to be used on the adjacent project, C1090. The two new underpasses will be constructed in half-widths using lateral earth support systems to allow access and excavation for the foundations and subsequent structures. The Dumani Street Figure 4 BTB base patching work at night Bridge consists of a 12.8 m central span and two jack spans of 7.8 m and a vertical some areas, transverse cracking through then dropping off further to 38 000 at the clear opening of 5.2 m. The deck consists the entire layer and high resilient moduli Potsdam Interchange. of a solid reinforced concrete slab with varying from 526 MPa to 1788 MPa An analysis of the impact of lane thickened sections over the piers. The deck (Bierman 2018). Examples of the existing closures showed that traffic queues in is supported on piers spaced at 5.4 m, and materials from the N7 are shown in excess of 4 km could be expected during F-type parapets are provided on the side of Figure 3. peak hours. This was verified during the the bridge. The Barnsley Street Bridge con- In order to assess the uniformity of the materials testing when lane closures had sists of a box section with a bridge deck and materials on the N7, test trenches were to be extended due to testing not being floor section 600 mm deep, with haunches undertaken across the slow lane. It was completed within the specified times. 900 mm deep and walls 900 mm thick. The concluded that the existing pavement base For this reason (and due to the bridge clear horizontal span of the bridge is 12 m, layer did not meet a typical BSM as there construction methodology) the existing with a vertical clear opening of 5.2 m. The was clearly a poor distribution of cement southbound carriageway was widened to top of the foundation slab is 1 m lower than and bitumen within the layer. accommodate four lanes of traffic, with the future road level under the overpass to a median barrier dividing the traffic, to allow for some future residential services CONCEPTUAL DESIGN AND allow for the reconstruction of the north- to pass through the bridge opening from CONSTRUCTION METHODS bound carriageway. Dunoon. The bridge is 32.5 m wide and During the design and materials investiga- Due to the substantial drop-off in is built at 7.5° skew. F-type parapets are tion phase of the project (when one lane traffic after the Potsdam Interchange, two provided on the side of the bridge. was closed to traffic), it became apparent separate construction methodologies were that large volumes of traffic use the N7 considered. Project 2: C1090 (Potsdam Interchange daily. Traffic data obtained for the N7 to Melkbosstrand Interchange) yielded an average daily traffic count of Project 1: C1090.01 (Bosmansdam This section of the road required rehabili- 87 000 (10% heavy vehicles) per day at the Interchange to Potsdam Interchange) tation of the existing slow lanes with pe- Bosmansdam Interchange, reducing to This section of road required periodic riodic maintenance on the fast lanes. The 56 000 at the Refinery Interchange and maintenance together with the addition existing road materials on the N7 consist of high-quality aggregates and residual Figure 5 Asphalt transfer vehicle (Shuttle Buggy) bitumen, making it a valuable resource. In order to get the best value out of this high-quality material, it should be used in the rehabilitation of roads. Based on recent completed projects in the Western Cape, specifically the rehabilitation of Camps Bay Drive using 100% reclaimed asphalt, the proposed rehabilitation strategy consisted of removing the existing asphalt surfacing and BSM base layers and reusing the existing materials to form two new BSM base layers. The first BSM layer (upper base) would consist of 100% RA stabilised with 1% lime and 2% foamed bitumen, while the

20 September 2019 Civil Engineering Figure 6 Burnt construction plant causing a shutdown of the N7 second layer (lower base) would consist minimise traffic disruptions. Furthermore, To ensure a smooth surface finish, of the reclaimed BSM layer stabilised the construction of the two bridge/under- an asphalt transfer vehicle (Shuttle with 1% lime and 2% foamed bitumen. pass structures at Dumani and Barnsley Buggy) was specified in lieu of an IRI All materials were stockpiled on site and Streets also required careful planning and specification, with the results to date crushed using an impact crusher to the phasing to allow for the construction of being exceptional. specified grading. Mix designs carried out the two structures while simultaneously All asphalt work on these sections was on the existing crushed materials have having four lanes open to traffic. carried out at night between the hours yielded exceptional results. To ensure The initial phase of construction con- of 19:00 and 05:00 to minimise traffic a high-quality product and improve sists of a combination of temporary and disruption. From a safety perspective, the uniformity of the mix, an off-site permanent works. This includes patching working at night has many additional risks static mobile mixing plant was specified of severe defects on the proposed tempo- compared with working in daylight, and in (Wirtgen KMA 200 in this case). rary deviation (southbound carriageway) order to mitigate the potential for unrest As the traffic dropped off substantially to ensure that no maintenance is required in the area, Hatch and the WCG embarked on this section of the N7, long-term lane during its operational period, as well as on communications with the community closures were possible, which would widening of the existing southbound prior to construction activities through increase the production rates of construc- carriageway to allow for four lanes open the use of an appointed public facilitator tion and shorten the construction period to traffic. familiar with the area. Engagements with of the project. A 20 mm temporary asphalt Construction work commenced on the community involved presentations surfacing would be constructed on top 17 February 2019 with patching of defec- of the proposed works to the local ward of the upper BSM base layer and would tive areas, and the milling and replacing councillors and setting up a Public Liaison be trafficked for up to five months, after of the section from the Bosmansdam Committee (PLC) for the project before which the layer would be milled and re- Interchange to the Refinery Interchange. construction activities commenced. To placed with an AE-2 surfacing and finally During this phase all the milled mate- ensure the best possible facilitation of a UTFC. rial from site (RA) was stockpiled at the project, the PLC consisted of non- The periodic maintenance works a designated stockpile area for use on governmental organisations, non-political on the fast lane consist of removing the Project 2: C1090. parties and local associations. The PLC existing UTFC and constructing a new AE-2 surfacing layer to tie in with the new Figure 7 Southbound carriageway traffic accommodation levels of the rehabilitated slow lane. In addition to the roadworks, the Old Diep River Bridge will be restored. CONSTRUCTION PROGRESS

Project 1: C1090.01 (Bosmansdam Interchange to Potsdam Interchange) Due to the high volumes of traffic experienced on the N7, a specific phased approach and traffic restriction with severe lane rentals was required in order to

Civil Engineering September 2019 21 Figure 8 Asphalt overlay on Potsdam Interchange ramps proved invaluable when community Project 2: C1090 (Potsdam Interchange CONCLUSION unrest incidents were investigated. These to Melkbosstrand Interchange) To date, the project has been successful incidents were found to be the result of Construction work commenced in February overall, with great feedback from the service delivery complaints, rather than 2019 with patching of defective areas. public and other road authorities noted. being driven by the construction. To date Due to numerous construction activities The project highlights the effectiveness of no injuries have occurred on the site from from other parties taking place around the proper planning, communication between community unrest. However, the N7 has Potsdam Interchange, a partial practical the project team and the employer, and been closed for periods due to damaged completion was introduced for the first kilo- communication with the public and local construction plant. metre of the project. This would ensure that communities. Currently, all traffic has been diverted the interaction between Project 1: C1090.01 onto the temporary deviation constructed and other projects could be mitigated. Project team on the southbound carriageway while the The fast lane periodic maintenance Western Cape excavation of the mass earthworks for the work is complete, with the first kilometre Government, Department Employer bridges takes place. of BSM work completed successfully. of Transport and Public Works

Engineering Hatch Consultant

Roadmac Surfacing Cape Main Contractor (Pty) Ltd

EMPA Structures Subcontractors Milling Techniks EC Traffic Services

C1090.01

Commencement 10 December 2018

Duration 28 months

Forecast 14 April 2021 completion

Awarded amount R181 992 290.00

C1090

Commencement 14 January 2019

Duration 18 months

Forecast 22 July 2020 completion

Awarded amount R137 907 129.77 Figure 9 Asphalt surfacing on the Diep River Bridge

22 September 2019 Civil Engineering Capacity improvements to the EB Cloete Interchange and approaches: An overview

INTRODUCTION QQ N2 – between Solomon Mahlangu Dave Temple Pr Eng The EB Cloete Interchange, located within (Edwin Swales) and Umgeni Road Consultant and Project Leader the eThekweni Metro, KwaZulu-Natal, Interchanges including EB Cloete SNA Civil and Structural Engineers (Pty) Ltd has for years been the South African Interchange; total length 8.92 km [email protected] National Roads Agency Ltd’s (SANRAL) QQ N3 – between Sherwood Road and iconic interchange. Constructed in the Paradise Valley Interchange; total 1970s, it has provided a full-system inter- length 9.24 km Andrew Leibnitz Pr Eng, C Eng change for the N2 and N3 National Roads. Divisional Director With the continual growth of traffic, BACKGROUND SNA Civil and Structural Engineers (Pty) Ltd though, both the interchange and the N2 The EB Cloete Interchange was the first [email protected] and N3 approaches have increasingly been full-directional system interchange in coming under capacity constraints, as South Africa. It is nestled within a small well as raising safety concerns. valley in a predominately north-south/ the system presently running at capacity, SNA Civil and Structural Engineers east-west alignment, with the N2 running or in many instances over capacity. (Pty) Ltd were awarded the design for the in a north-south alignment and the N3 Consequently, SANRAL wishes to im- upgrade of the interchange in 2010, with running in an east-west alignment. prove the capacity of both the interchange a further award in 2013 for the design of With the interchange and N2 and N3 and the approaches. the upgrades to both the N2 and N3 ap- approaches having been in service for proaches to the interchange. The extents over 40 years, they have increasingly been EXISTING SYSTEM of the project are: coming under capacity constraints, with Edwin Swales Interchange The Edwin Swales Interchange is located on the N2 section 25, approximately 4.5 km south of the EB Cloete Interchange. The existing interchange is a standard narrow diamond interchange with the N2 crossing over the M7/Solomon Mahlangu Drive. Traffic signals control the terminal traffic. The M7/Solomon Mahlangu Drive forms an important route to and from Durban’s harbour.

EB Cloete Interchange The EB Cloete Interchange is located on the N2 section 25 and N3 section 1, approximately 7 km west of the Durban CBD. The existing interchange is a four- level, full-system interchange between the N2 and N3 National Roads. The bottom level comprises ramps Figure 1 Aerial view of the existing Edwin Swales Interchange C and D. These ramps are at grade and

Civil Engineering September 2019 23 Figure 2 The existing Edwin Swales Interchange

Ramp F provide for directional movement of N2 northbound to N3 eastbound (ramp C), Ramp D and N2 southbound to N3 westbound (ramp D). The next level is the N2 Ramp E mainline carriageways through the interchange. The third level is the N3 mainline

Ramp A carriageways through the interchange. The final level comprises ramps A and B. These ramps provide for directional movement of N3 eastbound to N2 southbound (ramp A), and N3 westbound to N2

Ramp B northbound (ramp B). Ramp G In addition, four ramps are located outside the four-level interchange. These Ramp C ramps provide for directional movement N3 eastbound to N2 northbound (ramp E), N2 southbound to N3 eastbound Ramp H (ramp F), N3 westbound to N2 southbound (ramp G) and N2 northbound to Figure 3 Aerial view of the existing EB Cloete Interchange N3 westbound (ramp H).

Figure 4 The existing EB Cloete Interchange

24 September 2019 Civil Engineering Spine Road Interchange

St James Avenue The Spine Road Interchange is located on the N3, section 1, approximately 2.5 km Ramp C west of the EB Cloete Interchange. The existing interchange is a hybrid parclo

Ramp D (partial cloverleaf) interchange with Spine Road crossing over the N2. Traffic signals

Loop E control the terminal traffic. The interchange serves Westville to the north and the Pavilion Shopping Centre and office park to the south.

Paradise Valley Interchange Ramp B Ramp A The Paradise Valley Interchange Ramp A1 is located on the N3, section 1, approximately 5.5 km west of the EB Cloete Harry Gwala Road Interchange. The existing interchange is a directional interchange and comprises two ramps, connecting the N3 to and Figure 5 Aerial view of the existing Spine Road Interchange from the M13.

Figure 6 The existing Spine Road Interchange

Ramp B

Ramp A

Figure 7 Aerial view of the existing Paradise Valley Interchange Figure 8 The existing Paradise Valley Interchange

Civil Engineering September 2019 25 Table 1 Existing lane configurations – N2 and N3 free-flow directional interchange due Number of lanes to its strategic importance to the Port National Road 2 of Durban. Northbound Southbound QQ Increase the capacity of the EB Cloete Edwin Swales Interchange to EB Cloete Interchange 4 4 Interchange, including all ramps. QQ Through EB Cloete Interchange 3 3 Add additional lanes to the N2, from the Edwin Swales Interchange to EB Cloete Interchange to Umgeni Interchange 4* 4* the Umgeni Interchange, including Number of lanes through the EB Cloete Interchange. National Road 3 QQ Increase the capacity of the Spine Road Westbound Eastbound Interchange by providing additional Sherwood to EB Cloete Interchange 4 4 lanes to the ramps and to Spine Road Through EB Cloete Interchange 3 3 itself. QQ Increase the capacity of the Paradise EB Cloete Interchange to Spine Road Interchange 5* 4* Valley Interchange by adding ad- Spine Road Interchange to Paradise Valley Interchange 4 4 ditional lanes to the ramps and re-

* Re-striped to achieve current number of lanes by reducing shoulder width moving the bottleneck at the Stapleton Road Interchange on the M13. QQ Add additional lanes to the N3, from Table 2 Proposed lane configurations – N2 and N3 the Sherwood Interchange to the Number of lanes Paradise Valley Interchange, including National Road 2 through the EB Cloete Interchange. Northbound Southbound In order to meet the projected traffic Edwin Swales Interchange to EB Cloete Interchange 7 6 volume, the numbers of lanes required on Through EB Cloete Interchange 4 4 the N2 and N3 are as shown in Table 2. The number of lanes required is sub- EB Cloete Interchange to Umgeni Interchange 6 6 stantial, mainly due to the auxiliary lanes Number of lanes required between the interchanges due to National Road 3 Westbound Eastbound their close spacings. To accommodate the above lane requirements the carriageways Sherwood to EB Cloete Interchange 7 7 will be widened on both the medians and Through EB Cloete Interchange 4 4 the outside shoulders. EB Cloete Interchange to Spine Road Interchange 7 7 Through the extensive use of retaining walls in both existing cuts and fills, the Spine Road Interchange to Paradise Valley Interchange 6 6 required number of lanes can be accom- modated within the existing road reserve. Existing lane configurations demands. Furthermore, due to the high Typically, the lane width is 3.5 m, with The existing lane configurations of the levels of development (both residential a 2.5 m slow shoulder and a 1.4 m fast National Roads are shown in Table 1. and commercial) adjacent to both the N2 shoulder, with a 1 m wide median with and N3, all improvements would have to barriers. IMPROVEMENTS be within the existing road reserve. With the ever-increasing volume of Extensive traffic studies and simula- Capacity improvements to Edwin traffic, the total system on both the N2 tions were undertaken to identify the Swales Interchange (Figure 10) and N3 is operating at full capacity, and upgrades required. Based on these results, Edwin Swales Interchange will be up- in many instances above capacity. Hence the following upgrades are required: graded to a four-level complete directional the entire system requires to be upgraded QQ Increase the capacity of the Edwin interchange consisting of single- or to accommodate current and future Swales Interchange by providing a two-lane ramps in each quadrant to cater

Median 24 500 1 400 1 400 3 500 (7 × 3.5 m lanes) Lane

3 000 2 500 3 500 3 500 3 500 3 500 3 500 3 500 3 500 Varies 1 m min Shoulder Lane Lane Lane Lane Lane Lane Lane Shoulder Shoulder

670 1 330 100 White 100 White 100 White 150 White 150 White 150 Yellow 100 White 100 White 100 White Lane line Right edge line Right edge line Lane line Lane line Lane line Lane line Left edge line Lane line 2%

CL median Widening of existing shoulder Existing pavement Widening in Widening in Existing existing median existing pavement median

Figure 9 Proposed typical cross-section

26 September 2019 Civil Engineering Dir. F

Ramp B Dir. G

Loop E

Ramp A Ramp C

Loop H Dir. G

Dir. F Ramp D

Figure 10 Aerial view of proposed improvements to Edwin Swales Interchange

Civil Engineering September 2019 27

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incorporating Ramp F enable the decks to be constructed with the correct superelevation. The bridge Ramp D deck widths on ramps F and G are such that by reducing the lane and shoulder Ramp E widths a three-lane configuration can be implemented in future.

Ramp A Capacity improvements to EB Cloete Interchange (Figures 11–13) In order to accommodate the projected traffic volumes, all the mainline carriage-

Ramp B ways and ramps in the interchange re- Ramp G quire an additional lane. Due to the iconic nature of the EB Cloete Interchange, Ramp C SANRAL expressed a desire that any capacity improvements to the interchange should ideally maintain the basic form of Ramp H the interchange. A trestle-type structure forms the Figure 11 Aerial view of proposed improvements to EB Cloete Interchange backbone of the interchange. This trestle comprises three large concrete legs and for left-turning movements (Ramps A, B, C. From north to west: a two-lane direc- supports the N3 carriageway bridges and C and D). Right-turning movements are tional ramp (Directional Ramp G) the topmost two ramps. This structure catered for as follows: D. From east to north: a two-lane direc- presented a severe restraint to the design A. From south to east: a single-lane loop tional ramp (Directional Ramp F) of the improvements, as the three sup- (Loop E) The bridge decks for the two directional porting legs prevented the widening of the B. From west to south: a two-lane loop ramps, F and G, will be constructed using bottom two ramps (Ramps C and D). For (Loop H) Moveable Scaffolding Systems (MSS) to the ramps to be widened the middle leg

Figure 12 Proposed improvements to EB Cloete Interchange, arch structure

28 September 2019 Civil Engineering would have to be removed and the outside two legs relocated further out. With the requirement of having to remove the middle leg, an alternative means of support was required. This was addressed by means of a steel arch spanning over the entire interchange, with hangers suspended from the arch to the beam and the trestle beneath. The span of the arch is 110 m, with a rise of 33 m. All the bridges within the interchange are to be widened and jacked to accommodate the required number 2 000 2

of lanes and to improve vertical Shoulder clearance. 2 500 Shoulder Lane Capacity improvements to Spine 3 700 Lane 3 500 Lanes and shoulders drawn on on drawn shoulders and Lanes

Road Interchange (Figures 14–15) actual measurements given. skew,

Spine Road Interchange will be Ramp C Lane 3 500 Eastbound Eastbound carriageway

L rebuilt to a higher standard, with C 17 900 Lane 3 700

additional lanes on both the ramps Between kerbs Lane 3 500 and Spine Road. The form of the interchange will be similar to Lane 3 500 2 000 2

Shoulder that of the present layout, namely Shoulder a combination of diamond and 1 400

parclo interchange. Due to the road geometry of both the N3 and Shoulder Spine Road, only a thin bridge deck 1 400 2 000 2 Shoulder Lane for the overpass can be accom- 3 500 modated to ensure that clearances Lane are maintained. Furthermore, due 3 500 Lane Westbound Westbound carriageway 3 700

L to the N3 being widened in the C 17 900 Lane 3 500

median, there is no room for in- Between kerbs termediate piers. Hence a network RampD Lane arch bridge is proposed to span 3 500 Lane 3 700 the N3. This will be the first of its 2 500 Shoulder kind to be constructed in South Africa. The basic configuration 2 000 2 of the bridge is that of a tied arch, Shoulder with highly inclined hangers. The inclination of the hangers allows NGL for the more efficient use of an arch structure.

Capacity improvements to Paradise Valley Interchange (Figure 16) Paradise Valley directional interchange will be upgraded by the addition of extra lanes to both ramps. This will require the construction of an additional two bridges, parallel to the existing two ramp bridges. Furthermore,

additional lanes will be added to Proposed improvements Cloete EB to Interchange, arch and trestle structure the M13 from the interchange to the Stapleton Road Interchange.

This interchange will also be 13 Figure

Civil Engineering September 2019 29 over both the N2 and N3 will have to

St James Avenue be demolished and reconstructed to accommodate the widened carriageways. Ramp C There are three bridges on the N2 and four on the N3. All the existing

Ramp D underpass structures will require widening, with two on the N2 and three

Loop E on the N3. The N3 underpass structures include two viaducts, at Westville and Paradise Valley. Numerous box and pipe culverts on both N2 and N3 will require lengthening.

Ramp B Ramp A Lighting

Ramp A1 LED lighting has been designed over the entire extent of the works. Generally, the Harry Gwala Road masts will be mounted on the median barriers, with ground-mounted masts at the seven lane sections and interchange Figure 14 Aerial view of proposed improvements to Spine Road Interchange ramps. Feature lighting will be provided at the EB Cloete and Spine Road modified to improve the traffic flow Bridge and structure upgrades Interchanges. through it, as at present it is a severe In addition to the bridge modifications or bottleneck to the M13, with tailbacks new structures required within the four CONSTRUCTION extending onto the N3. interchanges, all the existing overpasses Currently, it is proposed that the extent of the works will be constructed under Table 3 Estimated construction costs and duration three separate contracts. The limits of the Estimated construction contracts are as follows: Contract Duration costs (2019 incl VAT) QQ N2 from and including Edwin Swales Edwin Swales Interchange up to EB Cloete Interchange R1.5 billion 48 months Interchange up to the EB Cloete Interchange EB Cloete Interchange, including N2 section north and R2.6 billion 60 months QQ N3 up to Westville Viaduct EB Cloete Interchange, including the N2 section north to Mgeni Westville Viaduct up to and including Paradise Valley R1.4 billion 48 months Interchange, and the N3 section up to Interchange and excluding the Westville Viaduct

Figure 15 Proposed improvements to Spine Road Interchange, network arch bridges

30 September 2019 Civil Engineering QQ N3 from and including Westville Viaduct up to and including Paradise Valley Interchange, including Spine Road Interchange Ramp B2 Due to the fact that construction will be undertaken under live traffic conditions, the original intention was that they would not be run concurrently. However, due to Ramp B1 Ramp B the delay in implementation, there will be Ramp C only a limited lag between projects. The estimated construction costs for each contract are shown in Table 3. PROJECT STATUS Eden Road Ramp A1 The detailed design and documentation Ramp A for all three construction contracts have been completed. The tender for the EB Cloete Interchange upgrade is imminent, with the appointment of the successful Figure 16 Aerial view of proposed improvements to Paradise Valley Interchange contractor to be made in the 2019/20 financial year. Project team CONCLUSION Client South African National Roads Agency (Ltd) – Eastern Region The upgrading of the EB Cloete Interchange Consulting Engineer SNA Civil and Structural Engineers (Pty) Ltd and its associated approaches will ensure Targeted Enterprise Makhaotse, Narasimulu and Associates that there will be sufficient capacity for cur- (EB Cloete approaches) rent and future traffic volumes.

Civil Engineering September 2019 31 Disruptive transport technologies: Forecasting the impact on road- generated revenues in South Africa

Johann van Rensburg revenues collected from road users to aid disruptive transport technologies on road Lecturer: Transport Economics in the funding of a country’s road network. revenues from an international perspec- Department of Logistics Stellenbosch University Income from South African road users and tive, mainly from the United States, that [email protected] vehicle owners has surpassed R100 billion it was already having, to some extent, per annum since 2014, but fluctuates based an impact on road funding revenue on the vehicle fleet and the magnitude of forecasting, travel behaviour, municipal Innovative technologies change the road use. Although these are substantial budgets and transport operators’ revenue. way the world works and are normally amounts, they are already lower than what Subsequently, an analysis identified observed in two ways. Firstly, from a dis- is currently invested in the road transport that the government collects revenue ruptive manner through the introduction sector each year. from vehicle owners and road users by of a new creative product or a way of de- The National Development Plan using 12 road user cost-recovery methods. livering the product that is rapidly making (NDP) aims to eliminate poverty and The amount of revenue that a road user the old product redundant. This will reduce inequality in South Africa by 2030 charge or levy can generate is dependent create a change in the future that does not (National Planning Commission 2009). on a cost component of which the value exist in the current setting, such as the It is, however, not known to what extent is determined at government level, and advancement from powered aircraft to disruptive transport technologies may on a measuring unit component which is commercial (jet-powered) aviation, which impact the country’s future ability to determined by the design of the road user made intercontinental passenger steam recover the road user cost in a fair and ef- cost-recovery method. The amount of cost liners less desirable and used. Secondly, fective manner in order to secure funding paid by a road user is determined by multi- changes can be incremental by providing and financing for government to address plying these two components in relation to more value to the customer over time its development goals through investment, how much of the measuring unit is used. with the same product or service through especially in the road sector. In general, the South African road user innovation or improvement. In this way This research paper, presented at the cost-recovery methods can be grouped industry adopts the latest innovation to Southern African Transport Conference into three categories. The first category is make a product or service standardised in July 2019, examined the extent to which fuel-based recovery, which consists of six in the short- to medium-term, such as the disruptive transport technologies may methods solely incorporated into the price introduction of WiFi internet hotspots in impact South Africa’s ability to secure of fossil fuels charged at a set rate per unit shopping malls and city centres. funding for roads in the future. used and paid at the pump. This category There is growing concern, and to accounts for 70% of all road-generated some extent excitement, that innova- FINDINGS OF THE STUDY revenues, and is collected through tive technological changes could have a It was found through an investigation the various cost-recovery methods. profound effect on the transport sector. made into the possible impacts of The second category is vehicle-based, This outcome is seen as changing the way travellers commute in the future, but more The National Development Plan (NDP) aims to eliminate poverty and worrisome from a governmental perspective is the effect it may have on road reduce inequality in South Africa by 2030. It is, however, not known to what extent disruptive transport technologies may impact the country’s The original, full-length version of this article future ability to recover the road user cost in a fair and effective manner was presented at SATC 2019 where Johann van Rensburg received the Best Paper Award in order to secure funding and financing for government to address its for professionals under 35 years of age. development goals through investment, especially in the road sector.

32 September 2019 Civil Engineering Table 1 Total revenue loss of South Africa’s road user cost-recovery methods due to disruptive technological and societal trends (Rand)

‘000 000 Actual Projection with trends Road user cost recovery method Category 2010 2015 2020 2025 2030

Fuel Levy 0 2 356 5 076 9 487 15 341

Road Accident Fund 0 1 469 3 085 6 046 10 057

Custom and Excise Levy 0 38 63 99 142 Fuel-based Demand Side Management Levy 0 9 48 98 166

IP Marker Levy 0 <1 <1 <1 <1

Petroleum Products Levy (Pipeline) 0 1 4 8 13

Total revenue loss 0 3 875 8 278 15 741 25 722

Total revenue % loss 0 –2.79% –4.60% –6.69% –8.53%

Licence fees 0 3 202 4 858 6 605 8 432

Vehicle-based CO2 emissions 0 1 834 2 843 3 897 15 220 Tyre levy 0 0 87 98 108

Total revenue loss 0 5 037 7 789 10 601 23 760

Total revenue % loss 0 –3.62% –4.33% –4.51% –7.88%

Fines/fees and permits 0 6 207 7 005 7 801 8 599

User-based Toll fees 0 146 200 238 265

Toll fees concessions 0 222 257 280 296

Total revenue loss 0 6 575 7 463 8 320 9 161

Total revenue % loss 0 –4.73% –4.15% –3.54% –3.04%

Total road-generated revenue loss due to technological and societal trends 0 15 488 23 452 34 663 58 644

Total road-generated revenue % loss due to technological and societal trends 0 –11.15% –13.09% –14.73% –19.45% consisting of three recovery methods that vehicle technologies and vehicle parts assumed that these trends had emerged take effect on an annual basis or when that last longer, the decrease in vehicle since 2015. The trends were projected a vehicle is purchased or new tyres are ownership, and the lack of user-payment through hypothetical scenario writing on bought; it accounts for 9% of all road- compliance. the forecasted revenues of the road cost- generated revenue. The third and final Using trendline forecasting, the recovery methods to show the potential category is user-based. It entails a further future revenue of South Africa’s road revenue loss that each trend may hold three recovery methods and is only paid user cost-recovery methods was forecast for each projected year. This entailed, in when the road user makes use of certain up to 2030. Data was sourced from the its simplest form, calculating the average road infrastructure under various condi- financial reports of numerous government revenue per one measuring unit and tions or is penalised due to inappropriate departments and road-related state- multiplying this value by the number of driver behaviour. This accounts for a owned entities from 2000 to 2014. These measuring units lost or affected due to further 21% of all road-generated revenue. departments and entities are tasked with the trend. The cost component is only affected collecting fees and charges from road and adjusted annually to reflect fiscal users through the 12 road cost-recovery ASSUMPTIONS USED IN THE SCENARIOS policy, such as the need for income methods as set out in South Africa’s road The scenarios assumed the following: or inflationary increases. In turn, the funding framework. This data was used to QQ Since 2015 passenger vehicles’ fuel measuring unit component (quantity create the trendline forecast coefficients, efficiency has increased by an average used) may be affected by technological ad- or rather to estimate the intercept and of 1% per annum. vancements and social activities (trends) slope of the trendline forecast equation QQ The share in biofuel sales in relation to which may have a close relation to, or be for each road user cost-recovery method, total fossil fuel sales will be 2%. subjected to, these technological advance- and then apply the trendline forecast QQ The growth in electric and hybrid ve- ments. These technological and societal equation for each specific method to hicles will be 1 500 vehicles per annum trends include improved vehicle fuel create a projection from 2015 to 2030. when the market is penetrated. efficiency, the introduction of biofuels and Following the revenue forecast, the as- QQ On average, vehicle kilometres trav- electric vehicles, the reduction in vehicle sessment of the impact that the various elled per vehicle in South Africa will kilometres travelled, the use of greener trends may have was undertaken; it was decrease at a rate of 110 km per year.

Civil Engineering September 2019 33 QQ There will be a possible reduction in will only have an incremental impact on technologies are present and that more

CO2 emissions of 8.7%. road-generated revenues every five years will emerge in the foreseeable future. QQ There will be a 20% improvement in and not be as disruptive as it was thought. They must, therefore, ensure that contin- tyre life. However, the shortfall of 19% in 2030 gency plans for collecting road-generated QQ There will be a decreased vehicle own- will become the responsibility of road revenue are in place so as not to become ership of 250 000 vehicles per annum users who will have to “shell out” through victims of the disruption. due to the adoption of e-hailing higher fees and charges, or, alternatively, It is recommended that the new services. the aid will have to come from other sec- emerging technologies should not be QQ The lack of user compliance when it tors of the economy. seen as a barrier that will complicate comes to traffic fines and toll system and reduce the amount of future road- payments will amount to 50%. CONCLUSIONS generated revenues, but rather as a way Assuming that all the listed trends and The results of the study further show of implementing a fair and efficient the associated impact began to take effect that full-scale adoption of especially transport or road-funding framework that from 2015, it can be seen that most of the electric vehicles and of reduced vehicle incorporates the user-pays principle. The impact is quite a bit smaller in the short ownership due to e-hailing services will meaning of the user-pays principle must term from what one would have imagined. have a profound effect on road-generated still be clearly defined and its monetary It must also be kept in mind that this pos- revenues, especially from fuel-based cost- value calculated in the South African con- sible decrease in road-generated revenue recovery methods. Future road-generated text. One such emerging technology that must be added to a possible, if not guar- revenue projections will become inac- may be of benefit is the use of location- anteed, shortfall in the normal budgeting curate and have a detrimental effect on aware technologies, such as vehicle- process for the transport sector. It might budget planning unless a great deal of tracking GPS devices, so that vehicles can be safe to say that, provided no profound attention is given to the possible impact be charged based on the distance that disruption occurs such as oil price that disruptive transport technologies they travel. This will be resistant to many shocks or geopolitics that might drive may hold. Government departments and technological and societal trends and can technological advances or mass adoption road-related state-owned entities tasked combine the revenue potential of many of of electric vehicles up to the 2030 horizon, with collecting fees and charges from road the existing road cost-recovery methods then technological and societal trends users have to be aware that disruptive through a single road usage fee.

34 September 2019 Civil Engineering CoJ secures a first-ever complete Cycle Design Manual to improve lives and promote sustainable transport

BACKGROUND NGOs, transport practitioners and road Ivan Reutener Pr Tech Eng The City of Johannesburg developed users to work together to build a safer, Director: Northern Advisory Group & Botswana Leading Professional: Smart Mobility the 2040 Growth Development Strategy more convenient cycling infrastructure Royal HaskoningDHV (Pty) Ltd (GDS), and aligned to it is the City’s network that is integrated with cur- [email protected] Transit Oriented Development (TOD) rent modes (minibuses, buses, rail Corridors of Freedom. A key outcome and pedestrians). of the City’s 2040 GDS is to “provide a Since this was a very important task, THE APPROACH resilient, liveable, sustainable urban envi- Royal HaskoningDHV was consulted After the initial meeting, and during the in- ronment – underpinned by infrastructure to undertake research to establish and ception stage, it was agreed that the method supportive of a low-carbon economy”. compare good practice from ten interna- illustrated by the mindmap in Figure 1 would The Transport Department, in an attempt tional cities, ranging from those with an direct the research and project approach. to address the challenges experienced established high cycling mode share to The aim is to integrate international good with road infrastructure, road accidents those with a demonstrated commitment practice applicable to Johannesburg with the (safety), transport and pedestrian move- to growing cycling from a low level. current road and road user conditions, while ment, etc, further adopted a concept Over and above the international good ensuring cyclist safety and promoting sus- called “Complete Streets”. The “Complete practice research, Royal HaskoningDHV tainable land-use integration that encourages Street” approach recognises that streets was also tasked with a review of local cycling as a chosen mode of transport. are not only for vehicles, but also for legislation (national, provincial and met- The mindmap provided a usable visual public transport users, pedestrians ropolitan), municipal by-laws, guidelines, framework which was followed throughout and cyclists. policies and strategies, and value-add the project and in the drafting of the manual. To achieve the GDS outcome and to via the company’s SMART NMT enhance the Complete Street document, Assessment Tool. THE TALE OF TEN CITIES: the City embarked on the development of The final product, the Cycle Design CYCLING BEST PRACTICES FROM a first-ever holistic Cycle Design Manual. Manual, will ensure that cycling infra- WHICH JOHANNESBURG CAN LEARN This is intended as a tool to help the structure is implemented correctly and in Between the City of Johannesburg, Royal Johannesburg Metropolitan Municipality, a uniform manner. HaskoningDHV and our international

Cycle Design Manual Facility hierarchy: Design requirements: QQ Priority sequence QQ Design principals (3 × pillars) QQ NMT levels 1 to 6 (Hardware, Software, Orgware) Cycle characteristics: QQ Cycle lanes and paths QQ Core design requirements QQ Intersections QQ Safety QQ Public transport (bus and taxi) QQ LOS QQ Parking and storage QQ Lighting QQ Shared spaces Education: QQ Road users QQ Cycle certificate Policy and legislation: QQ QQ Reports and maintenance teams Status quo QQ Proposed by-laws

Monitoring and KPAs: Cycle network planning: Integration with land-use planning: QQ SMART NMT tool QQ Cost (pavement types) QQ Densification QQ NMT steering committee QQ First and last mile QQ Sustainability QQ NMT competency levels QQ User types QQ Safety and security

Figure 1 Project approach mindmap

Civil Engineering September 2019 35 colleagues, the ten cities in Figure 2 were identified to be included as part of the cycling research. The cities ranged from those with an established high cycling mode share to those with a demonstrated commitment Groningen, Zwolle, Nijmegen, Noida, London, to growing cycling from a low level. The Netherlands The Netherlands The Netherlands India United Kingdom The conclusion of the key aspects from the ten international cities good practice review is illustrated in Figure 3. The three pillars for “cherry picking” the good practices are listed and dis- Manchester, Perth, Copenhagen, Vancouver, Dublin, cussed as follows: United Kingdom Australia Denmark Canada Ireland QQ Orgware: Organisational structure and facilities that make it possible to Figure 2 International good practice, review of ten cities implement features and actions for cyclists, such as (cycling-related) policies not work in Johannesburg. These aspects or Copenhagen (Denmark) introduced (also referred to as Policy on Paper), “pillars” are summarised below. “police and bicycle butlers” to deal with il- institutional settings, enforcement and legal bike parking by moving bikes to bike financing system and budget Orgware racks (and, at the same time, pumping QQ Hardware: Infrastructural features; Groningen (Netherlands) developed the the tyres and oiling the chains of the of- road classification and the actual 2015–2025 Cycling Strategy. fending bikes). facilities that are available “on the As part of the London Cycle Design In Noida (India) people choose to street”, such as bicycle tracks and Standards a “Vision of Cycling” was devel- ride bikes for mainly short distances lanes, facilities at intersections and oped and also linked to London’s annual (3–10 km). But with 80% of trips being bicycle parking budget, providing an allocation of £17 per less than 10 km, ideal for non-motorised QQ Software: Actions focusing on person per year towards cycling. modes of transport, the number of cyclists encouraging the use of bicycles by Zwolle’s (Netherlands) vision is to get is over a million, accounting for 6–8% of the city’s inhabitants and visitors: 50% of commuters cycling, even as distances the modal share in mega cities. promotional events, training and grow as a result of the city’s expansion. advertisements. Several initiatives related to health, the envi- Hardware Thereafter the project team “cherry picked” ronment, ICT, entrepreneurship, recreation Perth (Australia) uses the following the best aspects from each of the ten cities and the economy have been implemented, principles: shared paths, recreational that will be implementable in Johannesburg. demonstrating how a holistic approach can shared paths, separated paths (cycle- For example, what works in Perth might be implemented across society. only), protected bicycle lanes, protected

AL D O RT M O I P K T S R L O 1 0 1 0 1 0 1 0 1 0 1 0 N U 1 0 1 0 1 0 1 0 1 0 1 0 W A 1 0 1 0 1 0 1 0 1 0 1 0 T M R 1 0 1 0 1 0 1 0 1 0 1 0 For more info, contact www.royalhaskoningdhv.com E

T 1 0 1 0 1 0 1 0 1 0 1 0

N 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 1 0 CYCLING FOR BETTER 1 0 1 0 1 0 1 0 1 0 1 0 URBAN MOBILITY THE BENEFITS OF CYCLING HOW DO WE DO THIS?

PEOPLE HARDWARE

PLANET SOFTWARE

PROFIT ORGWARE

Figure 3 Key aspects of cycling – conclusions from the review

36 September 2019 Civil Engineering bi-directional bicycle lanes, bicycle lanes stationed at 44 terminals throughout the QQ Enable the growth in economic op- safe active streets (bike boulevards), and city centre. Users must purchase either portunities and social upliftment sealed shoulders. an annual Long-Term Hire Card or a QQ Improve the urban quality of life and In Vancouver (Canada), for each road three-day ticket. As of 2011, Dublinbikes enable the overall sustainable future classification, a recommended cycling had over 58 000 subscribers and had plans urban development. solution was given. to expand the service across the city and The manual defines a new way of Nijmegen (Netherlands) has four cat- suburbs to provide for up to 5 000 bicycles thinking and designing cycling facilities in egories of cycle networks and routes: main and approximately 300 terminals. Johannesburg, giving priority to sustain- cycle route, cycle route, basic network, In India the local Noida Cycling Club ability and the safety and security needs of and recreational network. (community involvement) is organising NMT users. Sustainable principles include Most of the cities use smooth asphalt various campaigns and awareness pro- preserving and enhancing the environ- for the riding surface. grammes, promoting Noida as one of the mental and ecological systems, fostering Cycling and traffic control in top 11 cycling cities in India. community health and vitality, promoting Copenhagen (Denmark) depends on the economic development and prosperity, and function of the road and cycle route, and Johannesburg’s approach ensuring equity between and among popu- the volumes of vehicles and cyclists, and The main strategies and policies ap- lation groups and over generations. Globally, includes grade separate, traffic signal con- plicable to the City of Johannesburg, sustainability requires a comprehensive, trol, priority control, roundabout, right of and incorporated into the Cycle Design multidisciplinary approach and the partici- way, and refuge islands. Manual, are: pation of a wide set of active role players. In Manchester (UK) the cycling QQ Hierarchy of cycle solutions with re- It also defines aspects of the du- strategy is to develop a network of gard to the road hierarchy (in terms of ties of motorised vehicle drivers and dedicated, high-quality, newly built or access and high-speed traffic volumes) cyclists, namely: enhanced cycle routes that will be largely QQ Proposed width of cycle lanes for QQ Duties of drivers of motor vehicles in segregated from general traffic wherever various environments and addressing relation to cyclists possible. Although in some instances effective width versus design width QQ Duties of cyclists. Transport for Greater Manchester QQ Location and design of cycle lanes The various chapters of the manual cover (TFGM) will be able to use off-road through intersections and along road the following: routes, such as alongside the canal links QQ Characteristics of cyclists network, most of the cycle trips will be QQ Transition between dedicated cycle QQ Cycling planning and integration made on the highway, particularly in and lanes and mixed traffic lanes, and next QQ Network design around the key centres, and TFGM may to parking bays along traffic lanes QQ Developing design concepts need to reallocate road space in order to QQ Cyclist safety QQ NMT facility hierarchy and levels improve safety. The way in which this is QQ Sustainability principles. QQ Kerb ramps done will vary according to local condi- QQ Accessible transport design tions, such as road width. THE CORE OF THE CYCLE QQ Traffic control DESIGN MANUAL QQ Signage and road markings Software The manual addresses the actual cycle QQ Cycle path and lane pavement types In Groningen (Netherlands) the city works design, after initial investigations and QQ Bicycle amenities with the University’s Student Advisory planning such as policy investigations, QQ Lighting Council on cycling campaigns and includes network planning and warrants. The QQ Safety barriers them in promotions. In the Netherlands, focus is on the design of one of the main QQ Connections to public transport facilities cyclists have to undertake a test at the age non-motorised transport (NMT) modes QQ SMART Review of Non-Motorised of 12 and be certified. The certification of transport, namely cycling. Provision Transport includes road safety, practical cycling and of cycle infrastructure is often neglected, handling of the bicycle, and rules of the road. hence the need to develop the manual. In London, various campaigns aim to Through the implementation of Operating width 1.2 m min raise the number of cycling trips. Also, adequate cycling facilities, the City will improvements in making cycling safe have realise the following objectives: Bicycle width also increased cycling’s popularity. QQ Commitment to NMT and the promo- 0.75 m The Dublin Cycling Campaign (Ireland) tion and implementation thereof promotes various kinds of action in order QQ Respond to the transportation needs of to stimulate cycling, safety and cycling a rapidly growing metropolitan city enforcement, thereby focusing on health, QQ Be aligned to national policy, for- 2.50 m infrastructure, safety, legislation, public malise, upgrade and integrate the Vertical clearance

transport and education. Dublinbikes is a public transport system across the 1.23 m self-service bicycle rental scheme which board and into the municipality Handlebar has been in operation in Dublin since 2009. QQ Be a major catalyst and enabler of Sponsored by JCDecaux, the scheme con- spatial integration, urban densification sists of 550 French-made unisex bicycles and land use consolidation Figure 4 Space requirement for bicycle users

Civil Engineering September 2019 37 QQ 29 Detailed Cycle Design Standard Templates. Pedestrian path THE VALUE-ADD Cycle path As part of Royal HaskoningDHV value-add Verge Kerb to the project, the SMART NMT frame- 100 mm RTM3 work was incorporated into the manual. 5 m minimum Minimum 6 m The SMART framework recognises the (300 mm 2 m minimum 2.2 m buffer) desirable to accommodate integrated and interdependent nature of cyclist and pedestrians different NMT sustainability considerations, based on promoting the use of NMT 2.4 m (300 mm buffer) by means of improving NMT facilities R103, W401/2 3.2 m desirable during design, as well as upgrading and as long as necessary 5 m minimum Transition kerb to to cater for new NMT facilities. By investigating and (300 mm buffer) pedestrian Flush kerb (300 mm buffer) applying best practice research, eight key Kerb categories have been developed: Verge

1. Safety and security Cycle path 2. Comfort Pedestrian path 3. Directness 4. Coherence 5. Attractiveness Figure 5 Cycle or pedestrian refuge island 6. Complementary facilities 7. Competitiveness aspects can be evaluated and reviewed in a TYPICAL CYCLING DESIGN STANDARDS 8. Policy on paper. consistent and uniform manner. The oppor- As an illustration, extracts from some of By incorporating SMART into the manual, tunity to measure and show improved safe the typical design standards are shown in the proposed project-specific design NMT facilities is also provided in this way. Figures 5 to 8.

D Edgebeam 100

Pedestrian path

Varies – Cycle Rumble block Motor vehicle Edgebeam See Note 6 Pedestrian path lane lane 100

Verge Min

R113 R113 2 000 Kerb 1 500– RM17.1 300

Cycling lane Fig. 10 Fig. 10 Fig. 3

Rumble blocks Varies – See Note 6 300 Varies – Minimum Varies –

RM9 75 mm 75 mm

See Note 6 1 500 mm See Note 6 75 mm 100 mm 300 mm Roadway 100 mm (See Note 5) 3 200 min

D Plan view Cross section D-D Rumble blocks

Figure 6 Extract – types of cycle lane and vehicle lane separation

Pedestrian path min 2 000 GM6.1 Cycling path FIG11 Kerb Taper to suit design speed RM17.1 GM6.1 Cycling lane GM6.1 RM9

Roadway preferred 3 200 min 5 000 mm 3 500 mm – GM1

Figure 7 Extract – segregated cycle lane merge into vehicle lane

38 September 2019 Civil Engineering Pedestrian path Kerb

RM17.1 Cycling lane Cycle path RM17.1 GM5

Roadway

(See also note 3) GM5 Preferred 5 800 mm Minimum 4 800 mm RM17.1 Cycling lane RM17.1 Kerb

Pedestrian walkway

Figure 8 Extract – narrow vehicle lanes; on low volume and low speed roads (30 km/h) vehicles can utilise cycle lanes to pass

CONCLUDING COMMENTS workshopped with the stakeholders The result was the development of The Cycle Design Manual was developed and team. Where applicable, they were a first-ever southern African holistic through a holistic approach by leading incorporated into the Cycle Design Cycle Design Manual, intended as a tool professionals in the industry through the Manual. to help the Johannesburg Metropolitan Ten Cities Review, a policy and by-law The policy and by-law evaluation Municipality, NGOs, transport practi- evaluation, stakeholder workshops and revealed that at present, and generally tioners and road users to work together value-add applications. speaking, there is a need for legislation to build a safer, more convenient cycling Based on the Ten Cities Review, in all three spheres of government to infrastructure network that is integrated various practical and implantable address NMT and NMT infrastructure with current modes (minibuses, buses, aspects have been identified, which were more specifically. rail and pedestrians).

Civil Engineering September 2019 39

Thermal Integrity Profiler (TIP)

Pile Dynamics’ TIP: • Evaluates concrete quality inside and outside of the reinforcing cage • Accelerates construction with tests conducted during concrete curing • Reveals necking, inclusions, bulges and variations in concrete cover

• Determines shaft shape and cage alignment • Remote real-time assessment of data through PDI cloud server

www.pile.com | [email protected] | +1 (216) 831-6131 Cycle route network development and evaluation using spatial multi-criteria analysis and shortest path analysis

Michael Vorster Pr Eng 1. Define perspective and associated qualities Principal Engineer Aurecon South Africa (Pty) Ltd Define [email protected] Identify analysis perspective perspective qualities

Prof Mark Zuidgeest 2. Criteria and data identification Department of Civil Engineering University of Cape Town Identify Data acquisition [email protected] assessment and (pre) criteria processing

INTRODUCTION 3. Weightings The planning of cycle routes should ideally be open and transparent, involving nu- Acquire weights merous stakeholders, so as to adopt a holistic (stakeholders) approach and facilitate buy-in to the planning process. Moreover, it should be focused around the needs of cyclists, with routes exhibiting the qualities necessary to satisfy Formulate policy both existing cyclists, as well as to encourage vision (experts) cycling as a viable alternative mode of transportation. To create a cycling-inclusive environment, cycle routes should exhibit the 4. Geo-spatial data processing following qualities (Land Transport Safety Spatial multi- Assess existing or Authority (NZ) 2004; National Department criteria analysis Network predetermined of Transport (RSA) 2014): (SMCA) analysis routes QQ Safety and security: Routes should be made safe by limiting conflict between cyclists and others, including motor- 5. Cycle route directness check network analysis

ised traffic and pedestrians, and also If ink/s added, redo Propose by providing personal security against Cycle route directness check additional link/s theft or attack. for evaluation QQ Comfort: In terms of design, gentle slopes should be provided, where possible complicated manoeuvres avoided, Sensitivity and Optimal Compare uncertainty cycle and frequent stopping at intersections analysis routes minimised. Routes should also be smooth and non-slip. QQ Directness: Routes should be Figure 1 Basic flowchart of the proposed method (adapted from Keshkamat et al 2009) direct and based on desire lines, with minimal door-to-door delays. QQ Coherence: Cycle routes should link where possible. They should also con- all potential origins and destinations, tribute to a pleasant cycling experience be continuous and recognisable and by integrating with their surroundings, The original, full-length version of this article provide consistent safety and security enhancing their security and looking was presented at SATC 2019 where Michael Vorster received the Runner-up Paper Award throughout. attractive. for professionals under 35 years of age. QQ Attractiveness: Routes should pass by The method presented in this article aims or through aesthetically pleasing areas to provide a tool to identify optimal routes

40 September 2019 Civil Engineering by quantitatively evaluating all possible route alternatives along the existing road N and/or cycle path network against the route qualities defined and weighted by stakeholders. Moreover, where the deviation of a resulting route is calculated to be indirect, alternative links may be added and evaluated. This is achieved as the method takes advantage of the powerful set of tools for the manipulation and analysis of spatial information provided by geographical information systems (GIS), and the techniques available in multi-criteria analysis (MCA) for structuring decision problems, and designing, evaluating and prioritising 0 1 2 4 km alternatives. This combination, known as spatial multi-criteria analysis (SMCA), can be thought of as a process that transforms Figure 2 Study area including allotment areas and the road network and combines geographical data and the value judgements of stakeholders to to generate an optimal cycle route or institutional bodies (e.g. local govern- obtain information for decision-making. route network as required. ment). Irrespective of this, if cycling is to The advantages gained from combining 5. Compare the network route length be promoted and adopted as a viable alter- GIS and MCA result in the development between O-D pairs as a ratio of the native means of transport, it is the user’s of an effective spatial decision support Euclidian distance, and where the value perspective which should be prioritised. system (SDSS). exceeds a defined threshold, add a link The case study adopts the perspective Given the data requirements for (or links) to reduce the network length. of commuter cycling (i.e. utility network). a comprehensive assessment of route Where additional links are required and General route qualities for this trip type alternatives, especially at a network level, viable for inclusion, the network analysis include: (1) safety: intersection types and the likelihood that the data will not be portion of Step 4 is to be redone. that minimise conflict with traffic and readily available, the method is best suited facilities which give them their own at a strategic level of planning. STUDY AREA space; (2) security: good lighting for The case study area selected, illustrated in evening trips; (3) directness: shortest THE METHOD Figure 2, falls within Port Elizabeth in the possible routes to minimise travel time; The proposed method applies the princi- Eastern Cape Province of South Africa. (4) coherence: continuous routes and ples outlined within the Cycle Network and The Cycle Network and Route Planning networks linking as many destinations as Route Planning Guide (Land Transport Guide (Land Transport Safety Authority possible; and (5) comfort: gentle gradients Safety Authority (NZ) 2004) to evaluate (NZ) 2004) defines the primary cycle and minimal intersections. The study also and build a network of cycle routes, using network as the most commonly used cycle includes qualities not considered key for an adapted version of the method devel- facility, designed mainly for trips between this trip type to encourage cycling for new oped by Keshkamat, Looijen and Zuidgeest suburbs and across town. Taking this into users (i.e. passing by attractive areas). (2009). A flowchart of the key steps within consideration, together with the fact that The cycle route qualities, directness the method is shown in Figure 1. As there is currently a very low demand for and coherence are not easily measured illustrated in the flowchart, the five main commuter cycling, it was assumed for the spatially using the MCA part of the steps of the bicycle route network design case study that there is an equal latent proposed method. Route directness is method are: demand to travel between each of the later dealt with as Step 5 of the method 1. Define the perspective (goal) of the suburbs. The exact location within each and coherence is largely dealt with during analysis and select qualities (subgoals) suburb was taken as its respective centroid, the detail design and implementation appropriate to it. which is represented by a dot in Figure 2. of routes, where consistency in terms of 2. Identify criteria which represent the standards and materials is important. qualities chosen, then source and pro- Step 1: Perspective and associated qualities cess the spatial data that can be used When identifying routes there are often Step 2: Criteria and data identification to measure these criteria. a variety of stakeholders involved with Each route quality defined in Step 1 can 3. Weight the criteria within each quality varying perspectives. Representatives be represented by one or more criteria and and the qualities in relation to the from affected stakeholders are to meet each criterion is represented spatially by perspective based on stakeholder and agree on the qualities to be included a map. Raster maps are used, as weighted engagement and policy visions. for further investigation. Apart from the scores according to the criteria, can be 4. The above steps are then used to perspective of cyclists, other perspec- applied to the pixels forming the maps, perform the SMCA. Thereafter the tives may include, for example, those of which is further discussed in the following network analysis process is performed technical experts, environmentalists and steps. The criteria used for the case study

Civil Engineering September 2019 41 were based on the availability of geo-spatial higher-order roads are assumed to be trips, which is the focus of the case study. information, while still being relevant and more likely to have good street lighting. Directness and coherence are not easily applicable to the defined qualities. Proximity to key destinations such as measured spatially using the proposed In the SMCA process criteria are large employers, educational institutions, method and are dealt with elsewhere in classified either as factors or constraints. community amenities and public transport the model. Factors can be either a benefit or a cost, stations, for example, can be included as cri- For the case study in question, as stake- depending on how they impact the quali- teria for evaluation in the selection of routes. holder engagement was excluded, arbitrary ties which they represent. According to This was excluded from the case study given weightings were applied to the criteria and ILWIS (2015), a criterion that contributes that an equal latent demand was assumed qualities. The weighting of qualities for the positively to the output is a benefit and between the suburbs in the study area. commuter cyclist perspective was deter- therefore the higher the value, the better mined in line with the relative importance it is. A spatial cost contributes negatively Step 3: Weighting of route qualities shown in Figure 4. The weightings applied to the output and therefore the lower the and criteria precede each criterion and quality in the value, the better it is. Spatial constraints, The weighting of route qualities and cri- development of the criteria tree (Figure 5). on the other hand, are defined as teria is an important step in the method It is worth highlighting that the environ- complete no-go areas and these cells are and the point at which stakeholders have mental criteria do not have weightings, therefore always represented by a zero an influence over the outcome. as these are all constraints and therefore (ILWIS 2015). A summary of the various Prior to weighting, the relative impor- always represent a zero value. criteria used and their relationship to the tance of criteria and qualities needs to be respective qualities is provided in Table 1. determined by the various stakeholders Step 4: Geo-spatial data processing The dataset used per criterion is via a ranking process. To assist with the shown in brackets next to the criterion ranking of the cycle route qualities, it is Spatial multi-criteria analysis name. As can be seen, the same dataset proposed that a hierarchy of qualities key The SMCA process of the method was used for multiple criteria. With the to cycling and based on Maslow’s hierarchy combines the perspective and associated steep costs and time often associated with of needs is used as a point of departure, qualities, the criteria and geo-spatial data- collecting data, it is imperative that ex- following Van Hagen (2015), who did this sets and the weighting process discussed. isting data be processed in multiple ways for public transport in the Netherlands. The software used in this study is and used where appropriate. Where it is Figure 3 provides an adapted illustration of ILWIS 3.8.5, which is open-source and not a perfect representation, it can be used this hierarchy. By substituting the public has a strong SMCA module. To perform as a point of departure or proxy, which transport qualities with cycle route quali- the analysis, a criteria tree is built in can be refined as new and more relevant ties, one is able to create a similar pyramid a hierarchical manner, commencing data becomes available. An example of as illustrated in Figure 4. with the perspective (goal), followed this in the case study is using road hier- The hierarchy or ranking of qualities by the qualities (sub-goals), and finally archy as a proxy for street lighting, where in Figure 4 is better suited to commuter factors and constraints, either beneath

Table 1 Summary of the perspectives, qualities and criteria considered in the case study

Perspective Qualities Criteria Relationship of criteria to qualities

Spatial cost. The higher the order of the road, the greater the volume Road class (road network) of vehicles, number of large trucks, and speeds.

Spatial cost. The greater the intersection density, the greater the Intersection density (road network) Safety and number of potential crossings and points of conflict. security Spatial benefit. The higher the order of the road, the better the street Street lighting (road network) lighting (assumed correlation for case study).

Spatial benefit. The presence of development means potentially greater Urban development (urban cadastral) Commuter visibility of cyclists. cyclist Gradient (grid survey) Spatial cost. Steeper gradients are less appealing to commuter cyclists. Comfort Spatial cost. The greater the intersection density, the more stopping Intersection density (road network) and starting is required.

Spatial benefit. Route attractiveness increased by passing close by Critical biodiversity areas (as labelled above) areas of natural beauty. Attractiveness Spatial benefit. Route attractiveness increased by passing close by Recreational areas (NMBM land usage) areas of natural beauty.

Spatial constraint. Future development may occur but it is not Critical biodiversity areas (as labelled above) recommended. Environmental Environmental conservation Protected areas (as labelled above) Spatial constraint. No future development can occur.

Wetlands (as labelled above) Spatial constraint. No future development can occur.

42 September 2019 Civil Engineering is required. This is necessary as criteria are typically unrelated and have different classifications or units of measure and

(Emotions) therefore need to be standardised to utility Experience values between 0 and 1. These values then represent a measure of suitability per pixel Comfort for each of the raster maps created for the (Physical effort) various criteria. A zero value means that a cell is not suitable for an intended purpose, Desired Covenience in this case as a cycle route, whereas a one (Mental effort) means that it is highly suitable. Speed With the standardisation of the (Travel time from origin to destination) individual criteria complete, these are Essential then aggregated to create suitability maps Security, safety and reliability per quality, which are in turn used to (Reliance) produce the final suitability map for the perspective under investigation. The cell Figure 3 Hierarchy of PT qualities (adapted from Van Hagen 2015) suitability scores are cumulative, meaning that overlapping cells contribute to the final suitability score. The exception to this is where one of the overlapping cells is a constraint, as the resultant scores for

(Emotions) these cells will always be zero. The final Attractiveness suitability map produced from the case study is shown in Figure 6. Coherence (Mental effort) Network analysis To develop routes, the raster cell scores Desired Directness from a final suitability map are transferred (Speed) to a road and/or existing cycle route Comfort network layer. This can be done using (Physical effort) Geospatial Modelling Environment (GME), Essential which is an open-source software package. Safety and security These then need to be converted to an impedance or “cost” to perform the shortest path analysis in the GIS by subtracting Figure 4 Proposed hierarchy of cycle route qualities the suitability score per polyline between the qualities or standalone, whichever is applicable. N Legend Figure 5 illustrates the criteria tree Suitability developed for the case study. High Once the criteria are assigned to the Low Study area criteria tree and the associated geo-spatial Indian maps linked, a process of standardisation Ocean

0 1 2 4 km

Figure 5 Screenshot of the criteria tree developed Figure 6 Final suitability map from the perspective of commuter cyclists

Civil Engineering September 2019 43 nodes from one (the maximum suitability), N Legend and then multiplying each by the length KORSTEN of the respective polyline to obtain the Cycle route/s NORTH Existing road network impedance per polyline between nodes. By COTSWOLD END Study area multiplying the impedance by the length of MOUNT NEWTON ROAD a segment between nodes, the total route PARK SUNRIDGE length continues to play an important role, PARK FERNGLEN although not a dominant one. The total MANGOLD MILL impedance per route is calculated by sum- PARK PARK CENTRAL FAIRVIEW ming the individual polyline impedances SOUTH forming the route using the shortest path END HUMEWOOD analysis in ArcMap 10.3.1. With the impedance values assigned CHARLO to the road network, it is then possible to WALMER solve either individual routes or a network MOUNT PLEASANT of routes between defined O-D pairs using the Network Analyst extension in 0 1 2 4 km ArcMap. Figure 7 illustrates the optimal route network generated between all the neighbourhood centroids contained Figure 7 Cycle route network developed using proposed method within the study area. The total route impedance can be The cells highlighted in red represent assigned to routes allow for an objective used when comparing alternative routings ratios in excess of 1.6 and are therefore comparison of alternatives. The intended between a common O-D pair. For example, defined as indirect. Of the 105 O-D links, requirements not completely met are that it Figures 8 and 9 show the optimal route (de- 24 exceed 1.6, resulting in 22.9% of the needs to be uncomplicated and user-friendly, veloped by the shortest path analysis) and network links being indirect. In order to and that it must be cost-effective and time- an alternative route between the suburbs reduce these, additional links are required. efficient. A fair level of skill is required to set of Charlo and Newton Park respectively. the model up, but it is easy to understand The total route length and impedance for CONCLUSIONS from a stakeholder perspective when taken the two routes are included in the figures. The study set out to develop an objective through the process. The cost and time to It is important to note that although the method for the development and evaluation collect geo-spatial data can also be extensive alternative route is shorter in length, its of cycle route networks as its primary aim. if the data is not readily available. This can impedance according to the qualities and The case study undertaken demonstrates in part be overcome by reprocessing datasets weightings considered is greater. that this was achieved, as stakeholder for different criteria, as was demonstrated in engagement is facilitated, it is universal the case study. However, it is recommended Step 5: Cycling route directness and adaptable and can include a variety of that further research should be done into the Cycle route directness (CRD) is a ratio qualities and criteria, it is transparent and relationships between criteria and data, and of the actual route distance versus the back-traceable, and the quantitative scores the pre-processing required to get them into straight line or Euclidean distance between two points. A ratio of one is the best pos- N Legend sible and occurs where the Euclidean and KORSTEN route distances are the same. Cycle route/s NORTH Existing road network According to Dill (2004), the INDEX COTSWOLD END Study area PlanBuilder Users Guide developed by MOUNT NEWTON ROAD Criterion Planners Engineers recom- PARK SUNRIDGE Total Route Length: mends pedestrian route directness (PRD) PARK FERNGLEN 6 305 m ratios of 1.2 to 1.5, with values in excess MANGOLD MILL Total Route Impedance: PARK of 1.6 being considered as indirect. As PARK CENTRAL 3 105 FAIRVIEW similar guidelines were not found for SOUTH END CRD in the literature review undertaken, HUMEWOOD the PRD thresholds have been adopted for CRD until further research has been CHARLO WALMER conducted in this field for cycling. The MOUNT CRD values calculated at a network level PLEASANT can be found in Table 2. As with any matrix, the values in 0 1 2 4 km Table 2 are mirrored either side of the diagonal line, which represents intra-zonal travel (i.e. same origin and destination). Figure 8 Optimal cycle route between Charlo and Newton Park, Port Elizabeth

44 September 2019 Civil Engineering solving for a network of routes as opposed N Legend KORSTEN to a single route, (2) suggesting a method Cycle route/s of measuring route directness using CRD NORTH Existing road network COTSWOLD END to identify missing links, and (3) utilising Study area MOUNT CRD as an additional measure in the NEWTON ROAD PARK prioritisation of cycle facility upgrades. SUNRIDGE Total Route Length: PARK FERNGLEN 6 261 m MANGOLD MILL Total Route Impedance: REFERENCES PARK PARK CENTRAL 3 148 Dill, J 2004. Measuring network connectivity for FAIRVIEW SOUTH cycling and walking. Portland, OR: School END HUMEWOOD of Urban Studies and Planning, Portland State University. CHARLO ILWIS 2015. ILWIS (Version 3.8.5) (software). WALMER 52°North ILWIS Community. MOUNT PLEASANT Keshkamat, S, Looijen, J M & Zuidgeest, M H P 2009. The formulation and evaluation 0 1 2 4 km of transport route planning alternatives: A spatial decision support system for the Via Baltica project, Poland. Journal of Figure 9 Alternative route between Charlo and Newton Park, Port Elizabeth Transport Geography, 17: 54–64. Land Transport Safety Authority (New the correct format. A guideline document of their importance, which are ultimately Zealand) 2004. Cycle network and route detailing how data can be used as a proxy used to define an impedance per road or planning guide. Wellington (NZ): Land where information is missing is then drawn path segment. The length of the route is Transport Safety Authority. up to assist planners in the development of controlled in that the impedance per seg- National Department of Transport (South the model. ment is calculated by using the length of a Africa) 2014. NMT Facility Guidelines. The proposed method improves on segment as a multiplier, and therefore “total Pretoria: National Department of existing methods as it explicitly considers route length” continues to play an impor- Transport. both the route qualities and length in the tant role, although not a dominant one. Van Hagen, M 2015. Effect of station development of routes. The route qualities Lastly, this study adds innovation to improvement measures on customer can include requirements from a variety the field of SMCA for cycle route planning satisfaction. Journal of Traffic and of stakeholders and be weighted in terms and prioritisation by: (1) simultaneously Transportation Engineering, 3(1): 7–18.

Table 2 Matrix containing CRD ratios between all O-D pairs nd nd O / D Central Charlo Cotswold Fairview Fernglen H umewood Korsten Mangold Park Park Mill Mount Road Newton Park North E E South Sunridge Walmer

Central 0.00 1.28 1.07 1.29 1.10 1.65 1.17 1.49 1.09 1.41 1.04 1.28 2.30 1.12 1.52

Charlo 1.28 0.00 1.22 1.97 1.67 1.16 1.29 1.33 1.58 1.40 1.35 1.35 1.17 2.19 1.49

Cotswold 1.07 1.22 0.00 1.42 1.31 1.23 1.36 1.16 1.33 1.19 1.17 1.33 1.30 1.27 1.38

Fairview 1.29 1.97 1.42 0.00 2.56 1.31 1.36 1.18 1.36 1.35 1.46 1.40 1.36 3.41 1.51

Fernglen 1.10 1.67 1.31 2.56 0.00 1.28 1.30 1.79 1.48 1.26 1.21 1.37 1.37 1.30 1.65

Humewood 1.65 1.16 1.23 1.31 1.28 0.00 1.22 1.61 1.42 1.52 1.26 1.38 1.36 1.28 1.22

Korsten 1.17 1.29 1.36 1.36 1.30 1.22 0.00 1.57 1.58 1.46 1.21 1.53 1.27 1.28 1.63

Mangold Park 1.49 1.33 1.16 1.18 1.79 1.61 1.57 0.00 1.84 1.66 1.80 1.61 1.77 1.64 1.87

Mill Park 1.09 1.58 1.33 1.36 1.48 1.42 1.58 1.84 0.00 1.44 1.50 1.22 1.66 1.42 2.06

Mount Road 1.41 1.40 1.19 1.35 1.26 1.52 1.46 1.66 1.44 0.00 1.36 1.60 1.71 1.23 1.56

Newton Park 1.04 1.35 1.17 1.46 1.21 1.26 1.21 1.80 1.50 1.36 0.00 1.46 1.37 1.18 1.81

North End 1.28 1.35 1.33 1.40 1.37 1.38 1.53 1.61 1.22 1.60 1.46 0.00 1.42 1.32 1.33

South End 2.30 1.17 1.30 1.36 1.37 1.36 1.27 1.77 1.66 1.71 1.37 1.42 0.00 1.35 1.21

Sunridge 1.12 2.19 1.27 3.41 1.30 1.28 1.28 1.64 1.42 1.23 1.18 1.32 1.35 0.00 1.71

Walmer 1.52 1.49 1.38 1.51 1.65 1.22 1.63 1.87 2.06 1.56 1.81 1.33 1.21 1.71 0.00

Civil Engineering September 2019 45 Bianca Ryseck University of Cape Town [email protected]

ICT for hybrid systems – the role of information in realising more equitable access to mobility in emerging cities

INTRODUCTION different journey options that the various modes offer and under- Emerging cities are beginning to implement formal, scheduled sys- stand the links between modes for making transfers. tems to deliver more equitable mobility networks. Several of those These emerging ICTs provide transparency and simplicity to cities that have already rolled out scheduled systems have even journeys across the hybrid system, but also beg the question to attempted to integrate these with existing unscheduled, paratransit what extent the benefits of these ICTs may be restricted on the systems, acknowledging the need for both system types, with Cape basis of an individual’s access to technology and ICT skills, and Town in many ways leading this integration process (Ferro et al even by the relevancy and soundness of the information content 2013). Although Cape Town’s hybrid system may be designed to itself. This article draws on Amartya Sen’s capability approach ensure wide service coverage (CoCT 2014a), information may play to explore how ICT can enable hybrid system use through access a role as a barrier to passengers’ ability to understand how best to to transport information, thereby enhancing equitable access to access and combine travel alternatives to make a journey that best mobility in Cape Town. suits their travel needs in terms of cost, travel time, etc. Lyons et al (2001) found that limited access to information is as serious a bar- THE ROLE OF INFORMATION IN HYBRIDITY rier to public transport use as are barriers to physical access. Given Described briefly, Cape Town’s public transport is a hybrid system the complexity of Cape Town’s hundreds of routes and the gaps in in which scheduled, formal and unscheduled, minibus taxi (MBT) existing and/or easy-to-use publicly accessible information on these operators provide complementary services (Ferro et al 2013). In services, the information that public transport users can draw on parts of the hybrid system where there is modal overlap in routes readily is limited, thus potentially limiting users’ knowledge of the (such as a parallel bus rapid transit (BRT), conventional bus, and full network’s journey options (Simon 1982; Chorus et al 2007). MBT route) or where multiple modes serve the same origin and Information and communication technologies (ICTs) can destination pairs, Cape Town’s network has a wide range of trip provide information across complex transport systems, thereby combinations that have different travel characteristics, meaning breaking down the information barriers to accessing and using that the journey choices people have are expanded to include BRT different modes. ICTs can offer information on multiple modes in addition to MBT, bus and train services. from different providers in a single source, reducing the cognitive Without information on the many individual public transport effort required to acquire information on alternative modes and modes and the connections between them, travellers may make combinations thereof to move through the city (Kenyon & Lyons decisions with incomplete knowledge, potentially lessening their 2003). In recent years several information tools, particularly ability to make choices of higher quality that would better suit for pre-trip planning, have entered Cape Town’s market. These their travel needs (Lyons et al 2001; Chorus et al 2007). For public provide passenger information to the users on scheduled systems transport users, information can aid in pre-trip planning and on- (e.g. GoMetro app, TCT app, unofficial iOS MyCiTi app) and, in route decision-making by informing passengers about the routes, at least one case, paratransit (e.g. Transport Hero). These ICTs timetables, fares, etc, associated with various alternatives, as well are examples of how information can be provided to help the user navigate the hybrid system – i.e. access information on the Information and communication technologies (ICTs) can provide information across complex transport The original, full-length version of this article was presented at SATC 2019 where Bianca Ryseck received third place in the Paper Award for systems, thereby breaking down the information professionals under 35 years of age. barriers to accessing and using different modes.

46 September 2019 Civil Engineering as service updates affecting their journey (Kramers 2014). As seen In the past few years, ICTs have been entering Cape in studies from European and North American contexts, travel Town’s market to offer public transport information information can help incentivise behavioural changes in users to act on alternative choices (Taylor & Bonsall 2001; Lyons 2001; Chorus for pre-trip and on-route planning purposes. Examples 2006). Further studies have found that ICTs for public transport include GoMetro’s app for Metrorail services, the users can increase user satisfaction through increased reliable pre-trip information on aspects such as fares, service frequency, and TCT app for MyCiTi services launched in 2014 (now service disruption alerts during the trip (Abdel 2001; Kramers 2014). deprecated), and Moovit’s partial data on several In the past few years, ICTs have been entering Cape Town’s market to offer public transport information for pre-trip and modes. Several multimodal apps are built on on-route planning purposes. Examples include GoMetro’s app for WhereIsMyTransport’s journey planning platform Metrorail services, the TCT app for MyCiTi services launched in 2014 (now deprecated), and Moovit’s partial data on several modes. for integrated formal and paratransit data. Several multimodal apps are built on WhereIsMyTransport’s journey planning platform for integrated formal and paratransit other mobile services (SSA 2018). Although it would seem that data. These include Byron Coetsee’s unofficial MyCiTi app for the majority has access to the internet, further research would be bus information and Transport Hero for information across both needed to investigate whether all would use the internet, particu- formal and paratransit services. Recent data collection efforts run larly mobile data, to access transport information. Furthermore, by GoMetro and WhereIsMyTansport recorded information on there needs to be a deeper understanding of how access to ICTs paratransit systems – information that was previously acquired may or may not affect people’s ability to use the information they through personal experience or word-of-mouth knowledge – and may need for better access to and use of the hybrid system. This made it possible to communicate passenger information digitally. becomes a particular concern given the growing number of ICTs Integrating this data with data on scheduled systems through providing transport information, and raises questions such as: journey planning tools gives users quick access to travel options Will information increasingly be communicated through ICTs to that would otherwise have required them to consult several the point where certain information (e.g. journey planning) exists information sources and to calculate travel options themselves. solely through specific ICTs (e.g. iPhone apps)? Is there a difference Integrating information from multiple sources into a single source in the quality of information that one can access through print reduces the cognitive effort to access trip information on alterna- means (e.g. paper map), and digital means (e.g. online route map tives, as opposed to individual sources, making information more or real-time information on delays, deviations, etc)? Technology accessible on alternatives (Kenyon & Lyons 2003). adds a new dimension to information, introducing concerns such However, who may stand to benefit from these ICTs depends on as who has access to the technological tools and skills, and thereby who can access them. Currently, the above-mentioned initiatives the relevant content that can aid them in benefiting from the providing a level of multimodal information on the hybrid system hybrid system. require users to access the ICTs through the internet via either a computer, tablet or smartphone. However, according to the 2017 THE CAPABILITY APPROACH AND THE HYBRID SYSTEM National General Household Survey, only 74% of South Africans Rather than consider issues of access to the hybrid system in who reported to use public transport at least once in the week prior economic terms, or ability to pay, Vasconcellos (2011) argues that to the survey have access to the internet through home, phone or transport equity and accessibility to services must be considered

Civil Engineering September 2019 47

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Analysis Concrete Steel Steel Concrete Analysis Means Personal/social/environmental Capability set Functionings The mode/vehicle conversion factors All the opportunities Which opportunities and its attributes and The factors that affect how (and theoretically available an individual values characteristics (e.g. whether) a person utilises the to choose and act on achieving/doing (e.g. route, frequency, fare) means to achieve a capability actual participation in a (e.g. phone ownership, given activity, moving technological literacy, etc) from A to B, onboard social activity, etc)

Figure 1 Capability approach framework in social terms, or ability to use. Information is one dimension proximity between the station and potential users. Conversion fac- that affects individual knowledge of the network, and thereby can tors, such as financial means to afford the train fare, physical ability help reveal travel options available to the user. However, as dis- to board the train from the platform, and shelter from inclement cussed, transport information that is packaged in ICTs, although weather are aspects that determine whether an individual is able potentially powerful as a trip planner or as a source of en-route to make use of the train to achieve desired outcomes. While the travel information, may not be equally accessible to all public means are important, they are not in and of themselves indicators transport users. To understand better how people’s differing abili- of whether well-being can be positively affected. Furthermore, ties to access and use ICTs affect their individual capacity to har- people with identical capability sets can choose to pursue different ness ICTs meaningfully in order to leverage the hybrid system to types and levels of achieved functionings, because they make dif- meet their mobility needs, ICTs for transport information should ferent choices following their different ideas of the life they desire be evaluated considering how abilities affect access to use. to achieve. Sen (1999) stresses that it is important not to limit what To understand the role of ICTs first requires stepping back to life options people choose to pursue. Rather, emphasis should be understand where and how information fits as an enabler within on providing means that do not present unmanageable barriers the hybrid system to obtain the intended outcome. If the hybrid and are complementary to the personal, social and environmental system offers different combinations of modes to traverse the conditions present, so that individuals can realise functionings that city to get from point A to point B, then it can be said to offer those means could theoretically enable. choice, as opposed to a unimodal system which may offer only one option for fares, travel times, etc. The hybrid system can then INFORMATION AND ICT IN THE CONTEXT be seen to expand the options that people have to mix and match OF THE CAPABILITY APPROACH these modes to meet their travel needs and preferences – or Information can act as a conversion factor in helping illuminate expanded capabilities. the different travel means available to access different op- The capability approach, first articulated by Amartya Sen, portunities in the city. In the context of Cape Town and the offers a theoretical framework (see Figure 1) to evaluate aspects of implementation of a more hybrid transport network, information people’s well-being enabled through Cape Town’s hybrid system. or lack thereof affects people’s understanding of the larger public As opposed to development frameworks, such as utilitarianism, transport network (Chorus et al 2007) and aids in assessing that position development as a measure of economic means, the different combinations of journey options available to them Sen’s capability approach emphasises the need for the “expansion (Kenyon & Lyons 2003) to achieve best their desired functionings. of ‘capabilities’ of persons to lead the kinds of lives they value” While the variety in travel choice that Cape Town’s hybrid (Sen 1999: 18). Sen uses the term “capabilities” to refer to the system offers could foster a more equitable mobility system, bar- collective set of options a person is free to choose from, whereas riers to information may limit knowledge of the choices available “functionings” is a subset of these capabilities and “reflects the and thereby access to these journey choices. Moreover, the infor- various things a person may value doing or being” (Sen 1999: 75). mation available through ICTs on the hybrid system is not evenly Expanding capability through the removal of obstacles is key to distributed across modes (or, for that matter, even through non- enabling freedom for people to lead the lives they choose. ICT mediums such as route maps at stops, e.g. route information) This idea of obstacles is particularly key to the capability and information tends to be biased in favour of scheduled modes. approach as, unlike more economic measures of development, For example, there are several mobile applications – Moovit, knowing the goods that people own or means to which they have Google Maps, MyCiTi Cape Town app – that provide information access is not sufficient to determining which potential function- on trains and MyCiTi buses on timetables, fares and stops, but ings a person can achieve. What is important is an individual’s provide only limited information on MBT and the conventional ability to convert a mean – a good or service – into a functioning bus system. Such information sources require access to physical through personal, social and environmental conversion factors. As hardware such as a phone or computer, barring people with no an example, in the context of transport where the mean is a train, access to technology from this information. While information the capabilities this service offers vary, potentially extending to (e.g. timetables and routes) is provided in print at MyCiTi bus include mobility (the freedom to move swiftly), social participa- stops, it is considerably less available at stations/stops for other tion (onboard engagements), etc. That the train has a station in modes, making it difficult to access information on a single mode, a particular location is not as important as the opportunities the let alone make plans across multiple modes. train represents. Because of this, it is the ability to access that train ICT can act as an enabler between the hybrid network and that needs to be assessed, as access requires more than physical people’s ability to navigate across its many travel options, if it

48 September 2019 Civil Engineering is accessible to the user and its information content is relevant to As Cape Town and other cities look to create the user’s needs. In studies of ICT’s impact on socio-economic development, Bjorn-Soren Gigler examined the ability of people to integrated hybrid systems, these considerations make use of ICT to achieve functionings. He introduces the terms can help inform which ICTs are best suited to “informational capital”, “ICT capabilities”, and “informational capabilities” to place ICT’s role for development within the frame- distributing the benefits of access to transport work of the capability approach. ICT capabilities and informational information and thereby enhancing people’s capabilities loosely refer to people’s “freedom to use ICTs within the institutional and socio-economic setup of society” (Gigler 2011: 8). ability to match travel options with travel needs. Informational capital relates to the resources or assets to which a person has access through the availability of information. travel options with travel needs. Further research is needed The relevance of available information and individual capability for a better understanding of how information can help people to contextualise the content within one’s own socio-cultural context translate travel modes into mobility opportunities. There is is what Gigler refers to as “informational capabilities”. He emphasises limited research on how transport ICTs directly affect individual the increasing importance of identifying missing bits of information well-being in emerging contexts and, in turn, on how ICTs affect that are critical to decision-making processes in a particular context people’s abilities to move across formal and paratransit systems. but are not traditionally recorded, such as on paratransit. In short, A deeper understanding is needed in several areas – what informational capability is the “combination between a person’s information is needed on scheduled and unscheduled modes existing livelihood resources in terms of information (information within the context of a hybrid system, what ICT skills people capital) and his/her agency (ability) to strengthen these assets and to in emerging contexts have to understand transport-related use them in such a way that the use of information can help a person information, how much willingness is there among people in to transform his/her options in life in order to achieve the ‘beings’ emerging cities to act on information to change their travel pat- and ‘doings’ a person would like to achieve” (Gigler 2011: 8). Gigler terns within a hybrid network, and what ICT tools are best suited further states that access to ICT in and of itself does not translate to communicate information on hybrid systems while meeting into positive outcomes, but access to ICT that meaningfully enhances users’ ICT capabilities. people’s informational capabilities is needed to impact well-being. Delivering information that is both relevant and useful for enabling REFERENCES users to use the hybrid system meaningfully to suit their needs The list of references is available from the author. through ICTs that match their personal, social and environmental conversion factors is essential in harnessing ICTs to realise a more equitable hybrid system. CONCLUSION AND RECOMMENDATIONS Cape Town’s hybrid network poses information challenges as the network relies on both paratransit and formal modes, with an uneven distribution of the information that is publicly provided and accessible about their respective and intercon- nected services. Technology provides a platform for integrating information across disparate transport operators and is an avenue for weaving together a system that can be understood as one continuous movement network. To enable such an information system that supports hybrid system use and a more equal distribution of information across populations, a multi-fold approach stemming from the capability approach should be taken, which involves several steps or requirements. The first is that informational capital must be enhanced through access to information on both formal and paratransit systems. The second is a deep consideration of people’s ICT capabilities or skills and the technologies available to them. The third is ensuring that individuals can draw on the new information to enhance their ability to achieve the fullest understanding of the hybrid system necessary to achieve desired functionings. All of these considerations should precede the design and provision of technology itself, and should inform, rather than be dictated by, ICT implementations. As Cape Town and other cities look to create integrated hybrid systems, these considerations can help inform which ICTs are best suited to distributing the benefits of access to transport information and thereby enhancing people’s ability to match

Civil Engineering September 2019 49 News from the SAICE Transport Division

DIVISION DEMOGRAPHICS By mid-2019 the SAICE Transport Division had 2 151 active members. Despite, the current challenging times in the civil engineering industry, this number represents a 14% year on year growth, which is in stark contrast to the average of approximately 5.7% year on year growth in previous periods. A lot of this growth is attributed to the attraction of graduates and young professionals to the division, demonstrating Active members the impact of the various student outreach 5.7% 14% Growth over 1 year initiatives (see Figure 1). 2 151 (2018–2019) From a gender diversity perspective, the percentage of female members has Figure 1 The SAICE Transport Division has experienced a 14% year on year growth in membership risen to 17% in comparison to 16% in 2018 despite the current challenging industry times on average across all age groups. The 30 to 35 year age group reflects the highest per- The Transport Division committee skills development initiatives and being centage of female members in comparison remains focused on continuing to grow the “voice” of transport. to others (see Figure 2). a diverse membership that is reflective Racial diversity has also improved, of the country and serves its members CHAIRMAN’S AWARD FOR 2019 although there is still room for progress through, inter alia, creating platforms for The SAICE Transport Division (see Figure 3). industry engagement and networking, Chairman’s Award is the highest honour

120 Percentage female members 17% 16% in 2018 100

60 Percentage

0 20 30 40 50 70 90 Age Male Female

Figure 2 The 30 to 35 year age group reflects the highest percentage of female members

50 September 2019 Civil Engineering White African

Male Female Asian Coloured

Male Unspecified Male

Female Male Female Male Female Figure 3 Although there is still room for progress, racial diversity in the division has also improved over the last while conferred on a professional by the Toll Division at SANRAL, his role in the In 2016 Alex was asked to serve on the Division. It is intended to acknowledge implementation of the Gauteng Freeway Executive Committee of the World Road an individual’s investment in their Improvement Project (GFIP) Open Road Association (PIARC), which comprises craft, and contributions to industry and Tolling Project within the timeframe just 20 members globally. He is also a society at large. Every year the Division allowed, was highly commendable, par- member of the PIARC Strategic Planning Committee deliberates on potential ticularly given the technical complexity Committee. candidates within the context of a broad of the project. He was instrumental in In addition, Alex is the appointed range of criteria. coordinating the technical aspects, as South African Implementing Authority For 2019, the successful candidate well as interacting with politicians and (IA) representative for the N4 Maputo was Alex van Niekerk, who was promoting this first-of-its-kind scheme in Development Corridor. He also served presented with the award by Division the public realm. as the SANRAL/IA representative Chairman Jarendra Reddy at the well- Despite the bad media attention for the N4 Platinum Toll Concession attended Division Luncheon in Midrand locally, internationally major roads contract, and serves on the N3 Toll on 30 May. projects are funded through tolling. Concession Contract as SANRAL/IA Alex is a specialist in the field of Alex has had to support his organisation representative. road design, tolling and transportation. and team in addressing the media and Alex has invested in himself to be a As Manager: Planning, Transport and other stakeholders. specialist in his field, which has gained him international recognition and allowed him to contribute to the betterment of transport within an African and global context. This achievement, in combination with his focus and resolve in delivering a contentious, first-of-its kind programme, earned Alex the 2019 SAICE Transport Division Chairman’s Award. Congratulations Alex!

Info

Debbie Besseling Technical Divisions Administrator Alex van Niekerk, recipient of the 2019 SAICE Jarendra Reddy, current chairman of the [email protected] Transport Division Chairman’s Award SAICE Transport Division

Civil Engineering September 2019 51 KNOWLEDGE TRANSFER Collaboration and innovation to grow our South African nation

Anneri Maritz Mentoring 4 Success (Pty) Ltd, StudyTrust (PBO) and AECOM SA (Pty) Ltd Candidate Structural Engineer have joined forces to make a meaningful difference in the higher education AECOM SA (Pty) Ltd [email protected] sector. This is the first article in a short series reporting on this initiative.

With input from: gender roles are challenged, and where First seed a social conscience is growing. The first seed to germinate was the QQ We live in a world where technology customisation, deployment and Philip Marsh Pr Eng Group Managing Director can be applied in ways to benefit hu- training on a bespoke version of the Mentoring 4 Success (Pty) Ltd mankind not imagined a decade ago. M4S KnowledgeMentor™ mobile App [email protected] for StudyTrust management and staff, Next, water the seeds and followed by the exciting on-boarding of let the seeds grow nearly 1 000 first-year students in just two months. The mobile knowledge-sharing Dr Murray Hofmeyr National Director We live in a world controlled by technology App is designed and developed for widely StudyTrust PBO Virtually everyone walks around with a dispersed knowledge mentoring and col- [email protected] mobile or smartphone in hand. This is a laboration, and has an obvious application device which is in constant use and does in the context of “nation-building through not only form part of our daily routine, mobile knowledge mentoring” in order to Introduction but is our daily routine. Everything can make a managed, monitored and mean- What can be considered a common be accessed in seconds, decisions can be ingful difference in student empowerment dream of all South-Africans? What can be made in moments and the globe is con- and educational transformation. regarded as true progression by the entire nected in no time. Philip Marsh explored this nation- nation? What can be seen as a success building idea of mobile-App-enabled story in the southern point of Africa? Social media watches, influences and knowledge mentoring in his initial paper GROWTH may not be the only answer, affects our every step and thought presented at the Global Knowledge but it is certainly an answer worth Social media and the development of Management Congress in Mumbai, India, considering. mobile applications go hand-in-hand (pun in 2015, titled Knowledge Swarms and As engineers we tend to deconstruct intended) with our technology-driven Experiential Hives™ – the future of the any process into small comprehensible world. Co-author Dr Murray Hofmeyr, ageing knowledge expert in developing and chunks, developing a step-by-step National Director of the StudyTrust (PBO), transformational societies. This article methodology to explain the unexplain- who has been administering and managing proposed several disruptive ideas for able. The exact same thing can be done a benchmark Student Mentoring and developing more inclusive societies and for growth. And it is as easy as turning Support programme for less fortunate socially aware organisations at a very large to nature. communities for 45 years, was eager to scale using emergent mobile technologies, scale the range and impact of their pro- and introduced the concept of a massively First, plant some seeds gramme, and, in his search for a suitable scalable Mentors2Multipliers™ cascade for QQ We live in a world controlled by mobile mentoring App, connected with developing societies (see Figure 1). technology. co-author Philip Marsh, who is a profes- The positive feedback to this paper QQ Social media watches, influences and sional civil engineer and Group Managing resulted in an invitation to contribute an affects our every step and thought. Director of Mentoring 4 Success (M4S). entire book chapter on the subject matter, QQ We live in a country with ground- Mentoring 4 Success has been designing, published internationally by IGI (Marsh breaking innovation on the one hand implementing and managing large-scale 2017). Encouraging responses were received and disadvantaged individuals on the corporate-structured mentoring and locally and internationally from these and other. knowledge-sharing programmes across other publications, including several articles QQ We live in an era where the once disad- multiple sectors, including the built envi- in SAICE’s magazine Civil Engineering in vantaged are now progressing, where ronment, for over 20 years. 2016 and 2017 (Marsh 2016; 2017).

52 September 2019 Civil Engineering Figure 1 Mentors2Multipliers cascade for developing societies (© Phillip Marsh & Mentoring 4 Success™ 2015)

This seed resulted in the invest- success through their student mentoring to provide mentoring and holistic sup- ment and development of the and holistic support programmes. port at scale to students funded by the KnowledgeMentor™ mobile knowl- Initially StudyTrust bursaries were DHET (Department of Higher Education edge management and mentoring only for high school learners and the and Training) bursary programme, App, and the powerful supporting objective was to help young people administered by NSFAS (National Student analytics dashboard and eco-system with potential to attend better schools. Financial Aid Scheme). known as the KnowledgeForge™. The StudyTrust later followed its bursary So when Dr Murray Hofmeyr then KnowledgeMentor™ App is developed beneficiaries to universities, and today the approached Mentoring 4 Success (in for South African needs and is currently majority of the bursaries administered are November 2018) to explore a potential deployed exclusively by Mentoring 4 for critical and scarce skills degree and relationship that could offer affordable Success (a Level 2 B-BBEE consultancy diploma programmes, including a signifi- and sponsored access to a pilot group of specialising in large-scale structured cant number of engineering bursaries. over 1 000 students across 17 learning mentoring initiatives and training). From the outset, the financial support institutions in South Africa, the initiative was only one aspect of the holistic sup- unlocked the life-transforming benefits Second seed port programme offered by StudyTrust. of collaborative student mentoring and The second seed to germinate in the Having travelled the long journey with its support provided in widely dispersed, development of this journey towards na- beneficiaries – from dusty rural villages peer-to-peer and peer-to-professional tion building at great scale is the non-profit like Ga-Phaahla to faraway Rondebosch, relationships of trust, as well as the organisation, StudyTrust. StudyTrust has or shorter distances that are just as StudyTrust head office team. Common 45 years’ experience in providing bursaries difficult to traverse, for example from values and a shared passion to make a and student mentoring and support. They Gugulethu to Stellenbosch – StudyTrust meaningful difference at scale ensured remain true to the initial reason they were over the years developed a thorough un- that the KnowledgeMentor™ App roll-out established in 1974, namely to combat derstanding of the success factors in the became a reality in just a few weeks. inequality, poverty, ignorance and exploita- higher educational journey of especially Mobile technology now makes possible tion by linking talent to opportunity. first-generation students in difficult the connection of those who have the StudyTrust focuses on the gap between STEM (science, technology, engineering, knowledge and experiential wisdom with school and university, giving access to and mathematics) degree programmes. those who need it. The power of afford- higher education to deserving candidates With the introduction of fee-free able, moderated and scalable communica- by making bursaries available and ensuring education, novel ways had to be explored tion, cooperation and collaboration over

Civil Engineering September 2019 53 Figure 2 Sustainable nation-building model (© Phillip Marsh & Mentoring 4 Success™ 2015) all of the previously debilitating learning strengthen a constitutional democracy in corporate South Africa in the mobile divides is now literally in our hands, South Africa through ensuring that more App-enabled conversations of context. providing instant access to whatever able and willing young citizens gain access AECOM SA and Mentoring 4 Success knowledge or experience-distilled wisdom to education and acquire the higher-level had in fact partnered for over ten years on is needed – anywhere and anytime. skills needed for a sustainable economy the AECOM Africa Candidacy Support and meaningful employment. and Mentoring Programme for graduates We live in a country with ground- Corporate companies are one of the and young candidate professionals across breaking innovation on the one hand and primary sources where development and in- all disciplines of the built environment, disadvantaged individuals on the other novation take place. AECOM SA (Pty) Ltd, and the relationship was ideal for AECOM In response to the challenge to overcome recognising its responsibility to contribute to take a corporate leadership role and get “skills gaps”, part of the project going for- not only to developing infrastructure, but fully involved to support and drive a large ward is to introduce students to working also to developing the society in which nation-building and higher education professionals on the App. The profes- this infrastructure is situated, collaborates transformation initiative with StudyTrust sionals will serve as “industry mentors” to with StudyTrust and Mentoring 4 Success and M4S. strengthen the link to the world of work to bridge the gap between individuals with The long-running AECOM and assist students with the “Why?” in skills and experience and those without, to Candidacy Support and Mentoring relation to the content of the curriculum. create a model for increased social cohesion, Programme is a programme where The “industry mentors and subject contribute to nation building, impact higher young candidates in the built environ- matter experts” will assist current stu- education completion, and increase success ment are paired in a structured DTI dents in not only psycho-social support rates to produce better prepared entrants Skills Matrix “Category C” compliant and encouragement, but also with mobile into the profession. collaborative mentoring programme App-enabled conversations on critical with a mentor, to guide and support the personal growth and development themes. We live in an era where the once candidates on their road to professional These will include work readiness, career disadvantaged are progressing, registration. This programme tracks clarification and workplace perception gender roles are challenged and performance related to technical and and expectation management. a social conscience is growing soft skills with monthly interactions StudyTrust, also realising the respon- A critical component of the original na- and quarterly progress sessions. All sibility to promote and develop higher tion-building through mobile-knowledge- of the candidates and mentors on this education, is driven by the wider aim to mentoring idea is the engagement of programme can now serve as mentors

54 September 2019 Civil Engineering for the students or learners registered on the StudyTrust programme using the KnowledgeMentor™ mobile App, which was launched internally within AECOM by M4S in late 2018. AECOM, has come on board as the first Industry Mentors and Subject Matter Experts for the StudyTrust student mentoring and support programme. AECOM’s young candidates, mentors and other volunteering staff can now collaborate in a completely secure mobile knowledge exchange group with these students. The selfless spirit of volunteerism within AECOM has simply been magnificent. A A dream comes true during the recent reciprocating benefit is that volunteering StudyTrust graduation on 5 July 2019 corporate participants will get a bird’s eye view of the high-potential students of the future in the disciplines that they will be recruiting from, and that the empowering process of nation-building through nurturing can take place at an early stage in the development of young students and graduates. The App-based knowledge-sharing conversations and collaborative environment will have the significant additional benefit of discovering and nurturing many high-potential female students who may be held back from stellar careers in STEM-related positions due to the poverty trap or cultural biases about women in highly technical and traditionally male-dominated careers. This is essential for the effective development of modern nations and talks directly to the global Sustainability Development Happy graduates at the Goals (SDGs), of which SDG 5 seeks to recent StudyTrust graduation address gender inequality. This attention celebration and focus can now be rolled right down to student level, and the critical role of women in engineering can be supported and nurtured from the beginning of the learning journey, through to professional registration, and beyond. AECOM’s leadership role in the Women in Engineering space, underpinned by the company’s various internal and external gender equity initiatives, is given substantial additional effect through the AECOM / M4S / StudyTrust Student Mentoring Support initiative, as a large number of AECOM women candidates, mentors, managers and other staff across multiple sectors of the built environment and regional offices have volunteered to participate. This promises to be an exciting journey of support where a real difference can be made.

Civil Engineering September 2019 55 and a high degree of distance or isolation between the student, other students and the university environment – and later the profession. There is a connection between having a sense of belonging and cognitive functioning. This connection is self-esteem and confidence. The concept of psychological safety is helpful in understanding what is needed for students to flourish and go on to become thriving employees. It describes the state where people could be who they truly are, without being ridiculed or rejected. The South African student population by and StudyTrust student mentoring in progress large come from psychologically unsafe backgrounds. From this perspective the AECOM has already recognised student years. The StudyTrust RAPID growing radicalisation of young people this opportunity and will be making model identifies five areas (Resilience, in general, and students specifically, several bursaries available immediately Alienation, Personal leadership, could have something to do with not for StudyTrust female students doing Intellectual pressure, Driven by purpose) feeling respected and not being part of engineering, and expects to increase to be taken into account if a student wants any network. The network of radicalising this number significantly in 2020. With to not only survive, but actually thrive young people then replaces what they this exciting collaboration between (Figure 3). experience as lacking. One student StudyTrust, AECOM and M4S, the op- Resilience, or the capacity to ‘bounce described the transmission from school to portunities now created for more female back’ after having experienced stress or university as follows: “Everything was new engineers will ensure that they play a far catastrophe, tops the list of success fac- to me and it was hard for me. I did not more significant role in the transforma- tors. The stressors students have to deal have any friends, so I used to hide in the tion of our nation into a vibrant conti- with can range from academic failure to ladies’ room until my next class. I hardly nental leader once again. traumatic events. As one student wrote: heard the teachers, especially the Indians, “I learned that the expectation of things because they were so fast. Things got Finally enjoy the garden, getting better was illusionary, and the even worse when I was introduced to the reap the fruits best thing to do is to become stronger. computer. I felt like being at university at Emotional strength becomes as much my age was a mistake …” We live in a world where technology important as intellectual strength as Personal leadership is the ability can be applied in ways to benefit one becomes a senior student; therefore to define one’s direction in life and be humankind not imagined a decade ago preparing myself emotionally has become guided by the right thoughts and goals, The proven StudyTrust RAPID model of- a priority.” moving in that direction with clarity fers a meta-cognitive approach to psycho- Alienation in this context refers to and consistency. This includes having social and emotional support during the the subjective state characterised by a low the right skills, such as problem-solving, early and often chaotic and unfamiliar degree of integration or common values goal-setting, assertiveness, attitude towards others (interdependence, caring A group of StudyTrust students – a sense of belonging and balance), as well as self-mastery, and camaraderie adds to the learning experience being able to control negative thoughts, self-awareness of values and acting au- thentically. The journey towards taking charge has many aspects, as explained by a student: “Along the way I met a multitude of people, made many new friends, explored more of who I actually am, managed to become a lot more inde- pendent and also began to have a positive influence on those around me.” Intellectual pressure and the inability to deal with it is probably at the core of many of the other social and emotional challenges experienced by students. In this context it can be defined in terms of the difficulty, pace and quantity of the work in combination with time pressure.

56 September 2019 Civil Engineering get the best marks and pass. When one is not purpose-driven, then the drive to work harder is not there. When I look at my second year, I definitely want to change my attitude towards studying in my third year.” Based on the RAPID model for the students, Mentoring 4 Success and StudyTrust are expanding the conversations and “Knowledge Themes” to include additional conversations areas such as Work Readiness and App-based Tutoring. The initial results are extremely Figure 3 RAPID success factors encouraging. The KnowledgeMentor™ App will now Once again the concept was derived I could not accept any more information enable those who have knowledge to share from an actual narrative contributed by a at that large scale.” it with those who need it. Providing an student: “The first time I felt intellectual The Driven by purpose in RAPID App-enabled knowledge-sharing solution pressure. It was extremely difficult for me could also have been called “Dream” and eliminates traditional time, expert and to adjust to the pace and the quantity of is the creation of a strong desire and drive logistical constraints. Industry mentors work. The level of understanding made it to achieve what one only dreamt about and student mentees can now communi- difficult for me to cope with the methods before. As one student wrote: “My marks cate and share “conversations of context” I used to approach my high school dropped a lot compared to what I had in from anywhere and at any time, which standard of work. I went through a dif- first year. I think this might have been is essential considering that StudyTrust ficult time socially, mentally and emotion- caused by the fact that I had forgotten to students are spread over 17 learning ally. I spent my free time cooped in my focus on my goal of getting a degree, but institutions. Success stories already in- bedroom. I felt socially drained. Mentally rather told myself that I am just here to clude young students offering each other

Civil Engineering September 2019 57 to cover the monthly Microsoft Azure BREAKING NEWS data hosting and security centre costs. Close collaboration between Mentoring First Industry Mentors integrated into the mobile App-enabled 4 Success and StudyTrust is underway to StudyTrust Student Mentoring and Support Programme secure appropriate corporate or donor The first volunteering Industry Mentors and Subject Matter Experts were introduced funding in order to scale this proven into the StudyTrust Student Mentoring Support group via the KnowledgeMentor™ mobile technology to reach a significantly mobile App on 2 September. AECOM, as the initial company to participate in the higher number of students. programme, offering voluntary expert mentoring to students, has now been joined by Ruda Landman, well-known and ABB and Cell Network, with a combined mentors pool of just over 100 volunteers. It is long-time anchor on the MNET Carte heart-warming to witness older industry leaders and legends, as well as younger candi- Blanche programme, had this to say about dates and staff in specific disciplines, collaborating with young students like long-lost the new development in the StudyTrust friends – in the knowledge that they will probably never actually meet one another. programme: “This is a very exciting development for something close to my heart. Using mobile App technology in this innovative way can make our support so much more effective, especially as the peer group will widen the reach.” With AECOM already making some bursaries available, and their candidates and mentors volunteering on the KnowledgeMentor™ App, the Win-Win-Win benefits of the collaborators (AECOM, StudyTrust, Mentoring 4 Success), the students and the nation will grow from strength to strength, and a meaningful and lasting difference will be made in the higher education sector.

REFERENCES Hofmeyr, M 2019. StudyTrust Bursary Management and Student Support. Marsh, P 2016. Knowledge Swarms and Experiential Hives. Civil Engineering, 24(5): 53–58. Marsh, P 2016. Knowledge swarming using mobile knowledge mentoring – the emergence of the ubiquitous Cyber Sage. Civil Engineering, 24(7): 57–63. Marsh, P 2017. Professional Registration Example screen shots of the App collaborators and the current leader board Support Mentoring and the emergence of the professional cyber-sage. Civil Engineering, 25(1): 55–58. mutual emotional encouragement and presence on the KnowledgeMentor™ App Marsh, P 2017. Structured mentoring in the support across hundreds of kilometres, will all contribute greatly towards at least engineering and construction sectors. Civil assisting each other with mathematics four of the 17 Sustainable Development Engineering, 25(6): 40–44. and other technical subjects, and passing Goals – SDG 4 to ensure inclusive and Marsh, P 2017. Knowledge Swarms and on knowledge and insights obtained from equitable quality education and promote Experiential Hives – a compelling vision for their own mentors or campus champions lifelong learning opportunities, SDG 5 to on-demand mobile knowledge mentoring, and ambassadors managed by StudyTrust. achieve gender equality and empower all nation building and transforming mentors All of this is happening spontaneously women and girls as mentioned, SDG 9 to into multipliers. IGI International. Chapter and freely, with actually very little chance build resilient infrastructure, promote included in Evaluating media richness of them ever meeting each other. This inclusive and sustainable industrialisa- in organisational learning, produced by just shows the scale at which this mobile tion and foster innovation, and SDG the Centre for Communications Media technology is able to influence a nation of 10 to reduce inequality within and and Information Technologies, Aalborg good intent. among countries. University, Copenhagen. Extracts available AECOM’s involvement with the Currently the Apps are fully sponsored at: https://www.igi-global.com/chapter/ Mentoring programme, the providing of by Mentoring 4 Success and only a very knowledge-swarms-and-experiential- bursary opportunities and the company’s small fee is recovered from StudyTrust hives/188321.

58 September 2019 Civil Engineering

SAICE AND PROFESSIONAL NEWS

Fun and Water! SAICE / Rand Water AQUALIBRIUM 2019

THE COMPETITION Very few interventions or career days have the advantage of practically illustrating what a career is all about. At the 2019 finals of AQUALIBRIUM, the SAICE / Rand Water Schools Water Competition held at the Grundfos Building in Germiston on Friday 26 July, learners from schools across the country were once again exposed to the practical application of how clean water gets to their homes. This annual competition makes learners aware of the real-life intricacies involved in the design of water distribution networks and the delivery of water to households. The finalist teams (regional winners from various SAICE Branches) had to design a model water distribution network

Putting heads together to make the necessary calculations

Building the distribution systems

Filling the reservoir

60 September 2019 Civil Engineering Cementing friendships Regulating the reservoir tap to test the system to distribute three litres of water equally between three points on the grid using two different diameter pipes and connection pieces. They were then judged on how well they had executed the task, working on a penalty points system. The teams had a period of about an hour in which to plan, design, build and demonstrate their water distribution networks. The intriguing picture grid, on which participating teams build their water distribution networks every year, depicts the entire water cycle, with all the major impacts affecting this scarce resource. Through this annual competition (which has received NSTF recognition twice for its contribution towards creating science awareness) SAICE contributes to spreading awareness under learners that water is a precious commodity which Tense moments watching should be recycled, conserved and used whether the system works according to plan wisely, and that infrastructure should be developed and maintained to provide po- table water to all in South Africa. Over the years the competition has in fact inspired a number of learners to choose civil engineering as their future profession. THE WINNERS In reality every participating team was a winner, having made it to the finals from all over the country. Horizons were broadened (some flew in an aeroplane and stayed over in a hotel for the first time), new friendships were forged, and a general sense of camaraderie prevailed during the eventual tense moments of testing and adjudicating each team’s system. In every competition there has to be winners, though, so the three top teams were the following: QQ Winner: the team from the Inanda Newtown Comprehensive High School,

Civil Engineering September 2019 61 Durban (Sanele Shangase, Sibanisezwe Sangweni and Thembeka Ndlovu). QQ Second: the team from Hoërskool Grens, East London (Pieter Oosthuizen, Francois Roberts, Marthinus Nagel) QQ Third: the team from St Charles College, Pietermaritzburg (Johan Rautenbach, Boaz Hansen and Caleb Reynard) The teams from these winning schools each received a substantial amount of prize money, and their educators received a token of appreciation for their enthusiasm, involvement and support. 1 THE SPONSORS We thank all our sponsors sincerely. Without their support this unforgettable event would simply not have been possible. Rand Water not only sponsored the bulk of the finances required to host the event, but their staff were extremely helpful and supportive. Grundfos, whose staff were equally helpful, sponsored the venue and the eats and drinks, and took the learners on an educational tour of their Sustainable Intelligence Hub with its amazing exhibits. The Grundfos building is a certified Green Building, so the tour further informed learners about providing own water through the treatment of borehole water, the harvesting of rainwater and utilising solar energy. Our heartfelt thanks also go to the following companies/bodies who sponsored various other essential components to ensure a most successful event: Incledon, Sizabantu, Penetron and the SAICE Water 2 Engineering Division.

For more information contact:

Memory Scheepers +27 11 805 5947 [email protected]

1. Winner: Inanda Newtown Comprehensive High School, Durban. Back L to R: Dr Rishaad Ebrahim (Director: Grundfos Service and Solutions), Segomotso Kelefetswe (Chair: SAICE Water Engineering Division), Steven Kaplan (SAICE Acting CEO) and Andile Nconjane (Rand Water: Skills Development Facilitator). Front L to R: Educator Basizile Mkhize, Thembeka Ndlovu, Sanele Shangase, Sibanisezwe Sangweni

2. Second: Hoërskool Grens, East London. Front L to R: Educator Jacques Coetzer, Pieter Oosthuizen, Francois Roberts, Marthinus Nagel

3. Third: St Charles College, Pietermaritzburg. Front L to R: Educator 3 Claire Beckedahl, Johan Rautenbach, Boaz Hansen and Caleb Reynard

62 September 2019 Civil Engineering SAICE Training Calendar 2019

CPD Accreditation Course Name Course Dates Location Course Presenter Contact Number

SAICEcon19/02451/22 SAICE Suite of General Conditions Credits: 2 of Contract: GCC 2015, SGCC 2018 18–19 Novemver 2019 Cape Town Benti Czanik [email protected] SACPCMP/CPD/19/016 and GCCSF 2018 12 Hours

Structural Steel Design to SAICEstr18/02396/21 22 October 2019 Midrand Greg Parrott [email protected] SANS 10162-1-2005 Credits: 1

Reinforced Concrete Design to SAICEstr18/02395/21 23 October 2019 Midrand Greg Parrott [email protected] SANS 10100-1-2000 Credits: 1

SAICEtr16/01954/19 Practical Geometric Design 11–15 November 2019 Midrand Tom Mckune [email protected] Credits: 5

Leadership and Management SAICEbus18/02428/21 Principles and Practice in 20–21 November 2019 Midrand David Ramsay [email protected] Credits: 2 Engineering

SAICEcon19/02517/22 The Legal Process dealing with Credits: 2 8–9 October 2019 Cape Town Hubert Thompson [email protected] Construction Disputes SACPCMP/CPD/15/010/RV 12 Hours

Earthmoving Equipment, Technology and Management for SAICEcon19/02447/22 6–8 November 2019 Midrand Prof Zvi Borowitsh [email protected] Civil Engineering and Infrastructure Credits: 3 Projects

Legal Liability Occupational Health SAICEcon17/02038/20 10 October 2019 George Cecil Townsend Naude [email protected] and Safety Act (OHSA) Credits: 1

Report Writing for Individuals and SAICEbus19/02456/22 7–8 October 2019 Midrand Elaine Matchett [email protected] Teams Credits: 2

SAICEbus19/02457/22 Presenting Skills for Technical Types 9–10 October 2019 Midrand Elaine Matchett [email protected] Credits: 2

SAICEwat19/02412/22 Water Security and Governance TBC TBC Martin van Veelen [email protected] Credits: 2

Introduction to the NEC3 family SAICEcon16/02003/19 and the NEC3 Engineering and 29–30 October 2019 Midrand Mile Sofijanic [email protected] Credits: 2 Construction Contract (ECC3)

Introduction to the NEC 3 SAICEcon17/02301/20 Professional Services Contracts 31 October 2019 Midrand Mile Sofijanic [email protected] Credits: 1 (PSC3 and PSSC3)

Introduction to the NEC4 and the SAICEcon19/02505/22 4–5 November 2019 Midrand Mile Sofijanic [email protected] ECC4 Credits: 2

SAICEcon19/02522/22 Introduction to the NEC4 PSC4 6 November 2019 Midrand Mile Sofijanic [email protected] Credits: 1

Specification, Inspection and CESA-1436-05/2021 Restoration of Reinforced Concrete 10–11 October 2019 Midrand Bruce Raath [email protected] Credits: 2 Structures

Specification and Construction of CESA-1435-05/2021 Surfacebeds (Concrete Floors and 5–6 November 2019 Midrand Bruce Raath [email protected] Credits: 2 Pavements)

Civil Engineering September 2019 63 SAICE /SA ComputationalICE Training Calendar Hydraulics 2019 Int (CHI)

CPD Accreditation Course Name Course Dates Location Course Presenter Contact Number

Surface Water and Integrated 1D-2D Chris Brooker SAICEwat17/02197/20 Meghan Korman Modelling with EPA SWMM5 and 15 October 2019 Johannesburg Onno Fortuin Credits: 1 [email protected] PCSWMM – 1 Day Robert Fortuin

Surface Water and Integrated 1D-2D Chris Brooker SAICEwat17/02198/20 Meghan Korman Modelling with EPA SWMM5 and 15–16 October 2019 Johannesburg Onno Fortuin Credits: 2 [email protected] PCSWMM – 2 Days Robert Fortuin

Surface Water and Integrated 1D-2D Chris Brooker SAICEwat17/02199/20 Meghan Korman Modelling with EPA SWMM5 and 15–17 October 2019 Johannesburg Onno Fortuin Credits: 3 [email protected] PCSWMM – 3 Days Robert Fortuin SAICE / Classic Seminars

Susan Russell SAICEproj18/02374/21 Project Management Foundations 14–16 October 2019 Midrand Martin Bundred [email protected] Credits: 3 Elridge Ntini

07 November 2019 Midrand SAICEproj18/02259/21 Philip Russell Earned Value Management [email protected] Credits: 1 Andrew Holden 14 November 2019 Durban

18–19 November 2019 Midrand SAICEproj18/02360/21 Advanced Project Risk Management Elmar Roberg [email protected] Credits: 2 21–22 November 2019 Durban SAICE / Candidate Academy

12 November 2019 Durban Road to Registration for Mature CESA-948-11/2019 [email protected] Peter Coetzee Candidates Credits: 1‑ [email protected] 26 November 2019 Midrand

CESA-1575-04/2022 [email protected] Getting Acquainted with GCC2015 14–15 October 2019 Durban Theuns Eloff Credits: 2 [email protected]

Getting Acquainted with SAICEgeo18/02216/21 [email protected] 27–28 November 2019 Cape Town Edoardo Zannoni Geosynthetics in Soil Reinforcement Credits: 2 [email protected]

8–9 October 2019 Durban Getting Acquainted with Sewer CESA-1577-04/2022 [email protected] Peter Coetzee Design Credits: 2 [email protected] 19–20 November 2019 Cape Town

Pressure Pipeline and Pump CESA-1578-04/2022 [email protected] Station Design and Specification – 28–29 October 2019 Cape Town DuP van Renen Credits: 2 [email protected] A Practical Overview

In-house courses are available. To arrange, please contact: Cheryl-Lee Williams ([email protected]) or Dawn Hermanus ([email protected]) on 011 805 5947. For SAICE-hosted Candidate Academy in-house courses, please contact: Dawn Hermanus ([email protected]) on 011 805 5947 or Lizélle du Preez ([email protected]) on 011 476 4100.

Scan the QR code alongside to access previous editions of Civil Engineering.

64 September 2019 Civil Engineering DESIGNED BY ENGINEERS, TAUGHT BY ENGINEERS. Engineering Management MSc / Postgraduate Certificate

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