April 2011

asphaltNEWSvolume 25

issue 1

In this issueCEO comments 3

Culmination of SA's WMA trials 4

Local and International events 9

Gravel roads - a thing of the past? 10

Go for Gold gains industry recognition 11

SAT plant for 2011 12

SARF to head up CapCoR initiative 12

Sabita's Outstanding Achievement award 2010 13

AsAc and SARF join forces 14

CAPSA'11 update 15

Effects of cement in bitumen emulsion slurries 16

Reducing the bitumen industry's carbon footprint 20

Much Asphalt commissions recycling plant 22

BitCert certificates presented 23

Sabita supports contractor recognition scheme 25

Bitumen emulsions in 2010 - a watershed year 27

Revised Sabita manuals issued in CD format 28

Sabita publications 29

Sabita members 29

Cover picture: WMA paving trials on the Higginson Highway

Opposite: Paver at work during the Higginson Highway WMA trials

Asphalt News is published by the Southern African Bitumen Association (Sabita), anon-profit organisation sponsored by its members to serve all stakeholders through

engineering, service and education.

No articles, extracts, photographs or other elements of this publicationmay be reproduced in any form whatsoever without the written permission

of the Southern African Bitumen Association

Editorial board: John Fensham and Jeanette Nichol

A record 445 000t of bitumen was consumed in South Africa during 2010, showing an increase of some 10% on 2009.Government’s recently announced billions in futureinfrastructure spend bodes well for the industry, although

the challenge to unlock funds in a manner that enables consistentdemand over at least a 3 year cycle still appears illusive.

A recent development of framework agreements by the CIDB,endorsed by Treasury, is a step in the right direction to deal withthis tough nettle and as such is worth pursuing. Council activity

We have a change of faces on Council with the departure of Hugues de Champs and Gary Catin, both ofwhom served Sabita ably during their tenure, we are grateful for their contribution. As we say good bye tothem, we warmly welcome their replacements, Rocco Lehman of Rand Roads and Thierry Madelon ofColas SA, who no doubt will bring fresh perspectives to Council deliberations.

The Sabita Award for Excellence was presented to Arthur Taute for his many years of unstinting service to the industry, and to Sabita as chairman of the Technology Development Focal Point. He was alsoprominent in canvassing the consulting engineering sector on Sabita’s behalf, resulting in a significant risein the number these companies on our membership list. Congratulations Arthur, and Sabita thanks you.

Asphalt Academy (AsAc)

The AsAc/SARF alliance kicks off with the announcement that all Continuing Professional Developmentcourses at NQF level 5 and above, previously run by AsAc, will now be run jointly under the managementof SARF. AsAc will also provide inputs into some of the relevant SARF courses, and the two organisations will work together to develop new courses in line with the needs of industry.

Technology development

Work has started on the asphalt mix design manual, with the objective to update the South Africanguidelines for the design of premixed asphalt based on the latest available technology. These guidelineswill be linked to structural pavement design methods with the intent to compile a national standardspecification for asphalt. We should also see the completion of Phase 2 of the HiMA project within thenext few weeks.

Environmental legislation

The newly promulgated Air Quality Act (39 of 2004) came into effect on 1 April 2010, and was derivedfrom the Air Prevention Pollution Act (1946) and similar legislative processes and procedures currentlybeing implemented in Europe. The intention of the legislative authorities is to keep up with changes in theindustry and to amend legislation that will facilitate and encourage the incorporation of new,environmentally-friendly technology.

Discussions have been held with the Department of Environmental Affairs to deal with matters specific tothe asphalt industry. This resulted in the compilation of a comprehensive report (see Sabita’s website) toserve as a guideline for use by the asphalt production industry in obtaining environmental authorisation,and to enlighten the environmental authorities on the history and operational cycles of the asphaltproduction industry in South Africa.

Future greenhouse gas legislation is being developed, and is set to take on the form of a proposed carbontax. A report (see Sabita’s website) on this legislation has been commissioned to gain an understanding ofthe the implications for the asphalt industry and the strategies which may be applied to reduce the carbonintensity of operations.

33 3

CEO's comments

2010 lays the groundwork from whichSabita can move forward

Sabita CEO Saied Solomons

As reported in previous issues of asphaltNEWS, strenuous efforts have been made over the past two years togather sufficient know-how for warm mix asphalt (WMA) to be implemented in South Africa.

The use of WMA, whereby asphalt is manufactured and paved at significantly lower temperatures, is acceleratingrapidly around the world, driven strongly by factors such as significant reductions in greenhouse gases, muchimproved working conditions, as well as reduced fuel and energy usage. Other spinoffs include improvedcompactibility and the ability to haul WMA over longer distances compared to HMA.

The first WMA trial in RSA was undertaken during November 2008, and the second trial in May and June 2009.This work culminated in the completion of the final and most extensive WMA trial on Durban’s HigginsonHighway over a period of nine months during 2010. Preparation work commenced with the initial laboratory mixdesigns in April, full-scale plant mix trials in May, June and July, with the main trials undertaken from 25 Octoberto 8 December 2010.

The trials, which cover a 3,4 km length of the outbound carriageway and include ten base and eight surfacing mixes, are undoubtedly the largest of their kind ever carried out in South Africa; the total quantity of mix paved in theplant mix and main trials amounted to approximately 15 000 tons. With both the previous trials having shown that WMA can be successfully manufactured and paved at temperaturesat least 20

oC below those of conventional asphalt, the intention of the Higginson Highway trials was to push the

boundaries by:

• reducing temperatures further;• increasing reclaimed asphalt (RA) contents;• using polymer modified binders; and• achieving quality and performance characteristics equal to conventional HMA.

These trials also provided the opportunity to manufacture and pave both base and surfacing mixes.

Managing the trials

In the same way as in the previous trials, decisions regarding the scope of the trials, as well as the management ofthe work throughout the trials, were directed by the WMA Interest Group, comprising representatives of eThekwiniMunicipality, road authorities, asphalt suppliers, contractors, technology suppliers, consultants, as well as Sabitaand SARF. Agreement was reached for a temperature reduction of at least 30

oC for mixes using conventional

bitumen and 20oC for mixing using polymer modified binders.

Site selection and investigation

The section selected for the trial is situated on the outbound (West bound) carriagewaybetween the interchanges at 42nd Avenue(M20 Pelican Drive) and ChatsworthCircle/Shallcross Road 337, a distance ofapproximately 3,5 kilometres. Thecarriageway consists of two traffic lanes withthe total width of about 7,4 metres.

Based on the full rehabilitation investigationcarried out on the section, the rehabilitationstrategy decided upon was to mill out most ofthe two upper layers of aged, cracked asphaltfrom the existing pavement, and to pave an80mm thick asphalt base and an asphaltsurfacing with a thickness of 50mm. A 25mmto 30mm asphalt leveling course was pavedon the exposed milled surface before

5 4

Culmination of South Africa’s warm mix asphalt trials a huge success

The paving and monitoring team for the HigginsonHighway trials

Tony Lewis, Tony Lewis Consulting cc

proceeding with the asphalt base and surfacing layers. This project therefore provided an ideal test bed for theWMA trials, with an opportunity to include both asphalt base and surfacing mixes in the trials.

Selection of basic mix design and WMA technologies

For the asphalt surfacing mixes the same grading requirements as in the previous WMA trials were used, i.e.eThekwini Municipality’s Mix “D”, which is similar to that of the COLTO “medium” continuously graded asphaltsurfacing mix. In the case of the asphalt base, agreement was reached to use eThekwini’s Mix “B”, a continuouslygraded asphalt base mix with 100% passing the 26,5 mm sieve size.

The Sasobit® technology of Sasol Wax, which had been used previously in both previous WMA trials, was usedagain in one of the surfacing mixes. Rediset WMX®, a product of Akzo Nobel, used for the first time in RSA in theLeicester Road WMA trials, was used in one of the surfacing mixes by itself, and in combination with a plastomer(EVA) in two of the asphalt base mixes. A product of Sasol Wax not used in the previous trials, SasolWax Flex™,which acts as both a WMA technology and as an elastomer, was used in both surfacing and base mixes.

During the initial design stage of the trials it was found that softer, 150/200 penetration grade bitumen was requiredin the 40% RA mixes to achieve acceptable recovered binder properties. Readily available 80/100 penetration gradebitumen was treated with a Sasol Wax product known as SasolWax™ Exp 1655, a high performance modifierdesigned for high RA applications. Another WMA technology, NA Foamtec™, was used for the first time in SouthAfrica, in both surfacing and base mixes. This foamed bitumen technology was developed locally by NationalAsphalt and was used in a surfacing mix with penetration grade bitumen and with a plastomer (EVA) modifiedbinder in one of the base mixes.

Raw materials

Aggregate, sand, and filler: The aggregate was sourced from two quarries, and an active filler, consisting of 1%hydrated lime, was used in all the mixes, including “warm” and “control” mixes, for both base and surfacing.

Reclaimed asphalt (RA): RA sourced from various projects in the eThekwini Metro, was used in the trial mixes.Regular grading and binder content testing was carried out; an average 4,4% binder content was obtained on thecoarser fraction while that of the finer fraction was higher, at 5,6%. Recovered binder property testing showed thepenetration of the RA to be in a narrow range of 5 - 6 pen, with R&B softening points of around 84

oC. The results

therefore indicate that the binder in the RA is significantly age hardened. This obviously has to be taken intoaccount at mix design stage, particularly when designing mixes with high RA contents.

Laboratory mix designs

In brief summary, the Bailey Method was used to optimise the volumetric properties of the mix, with three mixeswith different aggregate/RA grading blends being manufactured and compacted at conventional temperatures. Theblend that produced the most satisfactory volumetric properties was selected for further testing. These designs areregarded as the “control” mix designs.

The same aggregate blends and RA were used in the manufacture of the “warm” mixes. In these cases the mixeswere manufactured at three different temperatures; 20

oC, 25

oC, and 30

oC, respectively, below conventional

mixing temperatures.

It should be noted that it was not possible to carry out laboratory mixes using the NA Foamtec WMA technology,and instead full-scale plant mixes, where the binder content was purposely varied so as to determine the optimumbinder content of the mixes, were undertaken.

Plant mix trials stage

The plant mix trials were regarded as the second essential step in the trials; by mixing and paving a substantialquantity of each mix it was possible to verify the laboratory mix design. Importantly, the plant mix trials providedthe opportunity to gain experience in adjusting the mixing plant to achieve the required reductions in temperature.

Once the results of the various plant mix trials had been assessed and found to be satisfactory they were acceptedfor use in the main trials on Higginson Highway.

5

Manufacturing and paving the main trials

Paving site preparations: The preparation work consisted essentially of milling out approximately 100mm of theexisting asphalt and paving a 25mm to 30mm levelling course. The levelling course provided an ideal, smooth surface on which to place the grid. Before paving of the base layer trials, Glasgrid strips were laid out and rolled with apneumatic tyred roller. The pressure sensitive adhesive on the lower side of the grid ensures that it adheres to theasphalt surface under the action of the roller tyres. The tack coat was applied to cover the full width of the lane beforepaving the base layer.

Transporting the mix to the paving site: Transportation of the various asphalt mixes from National Asphalt’smixing plant to the paving sites, for both the plant mix trials and the main trials on Higginson Highway, was carriedout by means of tip trucks with load capacities ranging from 7 tons to 16 tons. The trucks’ load bins were sprayedwith Sasolwax BituGlide™, a releasing agent, before they were filled with asphalt. Canvas tarpaulins covers wereused to reduce temperature loss during transportation.

Trial findings

Mix temperatures: Tables 1 (base mixes) and 2 (surfacing mixes) describe the various parameters used in the trials.Also shown are the RA contents used in the trial mixes.

The temperature limits mandated by the WMA Interest Group are detailed in these tables; the higher temperaturesrequired for the “control” mixes relative to the “warm” mixes are evident. The significantly higher temperaturerequirements for the polymer modified mixes, compared to those of the mixes where unmodified bitumen was used,should also be noted.

For ease of access, the results of compaction tests carried out on the trial sections are recorded in Tables 1 and 2. Ascan be seen, the minimum 92% of voidless density requirement was easily achieved in all the trial mixes.

Table 1. Temperature limits applied to the base mixes

Asphalt base

Temperature limits (oC) Actualfield

compaction (% ofvoidlessdensity)

92% min.

MixNo.

DescriptionMixtype

ManufacturingArrival on

siteCompaction

B9 Mix B (40/50 Pen, no RA) Control 155-165 150-160 140-145 96,6

Mix containing 10% RA

B3 Mix B A-E2 Control mixes

165-175 160-170 142-147 96,9

B4 Mix B A-P1 165-175 160-170 142-147 97,3

B1Mix B A-E2 (SasolWax Flex) 60/70

pen "Warm"mixes

140-150 130-140 120-130 96,1

B2 Mix V A P-1 + Rediset 60/70 pen 140-150 130-140 120-130 95,7

B10 Mix B A P-1 Foamtec 60/70 pen 140-150 130-140 120-130 94,4

Polymer modified mixes containing 40% RA

B8 Mix B A-E2 80/100 pen + EXP Control mixes

165-175 160-170 142-147 94,9

B5 Mix B A-P1 80/100 pen + EXP 165-175 160-170 142-147 96,8

B6Mix B A-E2 (SasolWax Flex) 80/100

pen "Warm"mixes

140-150 130-140 120-130 96,0

B7Mix B A-P1 + RedisetWMA 80/100

pen + EXP140-150 130-140 120-130 95,5

During the course of the trials the mix temperatures were taken in each truck at the weighbridge, with temperaturerequirements at the midpoint of the manufacturing ranges for control and “warm”mixes. The goals set for reducedtemperatures were successfully achieved and in fact substantially exceeded.

6

Table 2. Temperature limits applied to surfacing mixes

Asphalt surfacing

Temperature limits (oC) Actualfield

compaction(% of

voidlessdensity)

92% min.

MixNo.

DescriptionMixtype

ManufacturingArrival on

siteCompaction

Mix containing 10% RA

S6 Mix D 60/70 RA Control mixes

155-165 145-155 135-145 94,9

S2 Mix D Sasobit 60/70 pen 120-130 110-120 100-110 95,2

S3 Mix D RedisetWMX 60/70 pen "Warm"mixes

120-130 110-120 100-110 93,6

S7 Mix D Foamtec 60/70 pen 120-130 110-120 100-110 93,4

Polymer modified mixes containing 20% RA

S4 Mix D A-P1 80/100 pen Control mixes

165-175 160-170 142-147 93,7

S5 Mix D A-E2 80/100 pen 165-175 160-170 142-147 94,4

S8Mix D A-E2 (SasolWax Flex) 80/100

pen "Warm"mixes

140-150 130-140 120-130 95,0

S9Mix D A-P1 + RedisetWMX 80/100

pen140-150 130-140 120-130 94,8

In summary :

• Base mixes:All the “warm” mixes were paved at average temperatures approximately 35

oC below the mid value of the

“control” mix manufacturing temperature range, and about 25oC below the average temperatures at which

the “control” mixes were paved. This includes the mixes containing 40% RA.

• Surfacing mixes:o Mixes using unmodified bitumen: Temperature reduction of around 35

oC was achieved.

o Mixes containing polymer modified binder: Approximately 30oC reduction in temperature between mid

value of the “control” mix manufacturing temperature range, and about 20oC between actual “control” and

“warm” mix manufacturing temperatures is evident.

Comparison of some engineering properties of “warm” and “control” mixes

One of the main aims of these trials was to establish whether the engineering properties of WMA are at least as goodas those of similar, conventional HMA mixes. This evaluation can be undertaken by comparing WMA and HMAresults of the following test parameters, summarised in Tables 3 and 4:

• resilient modulus;• dynamic creep;• indirect tensile strength (ITS); and• MMLS rutting.

An examination of the results in these tables shows that the “warm” mixes perform at least as well as the “control’mixes, and the effect that polymer modification of the binder has in stiffening the mixes is clearly evident.

It should be noted that at the time of writing the results of the stiffness and fatigue testing on beam samples was notyet available; these results will no doubt add a useful additional dimension to the trial findings.

87

Table 3. Summary of some of the engineering properties of the base trial mixes

Asphalt base

MixNo.

DescriptionITS

(kPa)Gyratoryvoids (%)

Dynamiccreep(MPa)

Resilientmodulus(MPa)

MMLSrutting(mm)

B89 Mix B (40/50 Pen, no RA) 1157 0,8 42,4 4651 2,0

Mix containing 10% RA

B3 Mix B A-E2 1289 2,1 38,2 7744 1,0

B4 Mix B A-P1 1575 2,5 47,9 7744 1,2

B1Mix B A-E2 (SasolWax Flex) 60/70

pen1167 2,6 42,0 5010 1,8

B2 Mix V A P-1 + Rediset 60/70 pen 1261 2,0 54,3 4713 1,4

B10 Mix B A P-1 Foamtec 60/70 pen 1727 5,9 49,0 3875 1,0

Polymer modified mixes containing 40% RA

B8 Mix B A-E2 80/100 pen + EXP 1830 1,0 36,8 8684 1,3

B5 Mix B A-P1 80/100 pen + EXP 1990 1,2 49,2 8602 0,9

B6Mix B A-E2 (SasolWax Flex) 80/100

pen1586 1,5 41,0 6101 1,4

B7Mix B A-P1 + RedisetWMA 80/100

pen + EXP1454 2,0 43,2 6566 0,9

Table 4. Summary of some engineering properties of the surfacing trial mixes

Asphalt surfacing

MixNo.

DescriptionITS

(kPa)Gyratoryvoids (%)

Dynamiccreep(MPa)

Resilientmodulus(MPa)

MMLSrutting(mm)

Mix containing 10% RA

S6 Mix D 60/70 RA 1365 2,5 36,2 4747 2,1

S2 Mix D Sasobit 60/70 pen 1032 4,5 33,6 3772 1,6

S3 Mix D RedisetWMX 60/70 pen 1143 2,7 27,3 2590 1,8

S7 Mix D Foamtec 60/70 pen 1030 3,5 36,9 3820 1,5

Polymer modified mixes containing 20% RA

S4 Mix D A-P1 80/100 pen 1322 3,5 51,1 5020 0,7

S5 Mix D A-E2 80/100 pen 1423 2,3 31,7 4428 1,2

S8Mix D A-E2 (SasolWax Flex) 80/100

pen1547 2,0 54,0 4855 1,6

S9Mix D A-P1 + RedisetWMX 80/100

pen1168 1,3 50,5 4744 1,0

Conclusions

The information and practical experience gained from the Higginson Highway trials is the culmination of all threeWMA trials undertaken in the Durban area over the past two years. During this time confidence has been gained that:

• all the WMA mixes included in these trials have performed well against the fundamental requirement of beingat least as good as conventional HMA;

• a variety of asphalt mixes can be manufactured and paved at significantly lower temperatures, with potentialburner fuel savings, as well as reduced emissions, fumes and odours that result in healthier working conditions;

8

• “warm” technologies can be combined with recycled asphalt at contents of up to 40%. This not only results inthe environmentally-friendly practice of reusing the old asphalt, but also in real savings as significantly lessnew aggregate and bitumen has to be used in the recycled mixes;

• combining WMA technologies with conventional polymers and reclaimed asphalt works well.• there is convincing evidence that WMA should be considered as a standard specified option for all pavement

classes.

The way forward

The following recommendations are made regarding the way forward:

• Reduce manufacturing and paving temperatures further, while taking into consideration practical limitationssuch as weather conditions, haulage distance, as well as paving quality control and crew skill level;

• Monitor cost benefits due to reductions in burner fuel consumption when WMA is used on full-scale projects;• Optimise the design of the mix, based on each specific WMA technology;• Utilise the information gained from these trials, together with that gained from work in other countries where

WMA is used, in the compilation of a national guideline and specification.

The resounding success of this project was no doubt the result of excellent cooperation and teamwork between allparties involved in the trials.

9

Local events 2011

SAT Southern Region cocktail hour (Presentation onWMA)7 April (Date may change)

SAT Southern Region seminar (Bituminous binders for road construction)14 April (Date may change)

Road Pavements Forum10 - 11 May, Villa Via Hotel, Gordons Bay

SAT Southern Region seminar (Plant types and asphalt transport)19 May (Date may change)

SARF Road Safety Conference7 - 8 June CSIR Pretoria

CAPSA'11 Exco and Steering Committee meetings8 June

SATC 201111 - 14 July, CSIR, Pretoria

Sabita Council meeting21 July, Cape Town

SAT Southern Region seminar (Asphalt paving)28 July (Date may change)

CAPSA'1111 - 14 September, Drakensberg, South Africa

SAT Southern Region seminar (Testing and testingprocedures)20 October (Date may change)

Road Pavements Forum8 - 9 November, CSIR, Pretoria

Sabita Board and Council meeting 9 November (after the RPF)

International events 2011

Road Asset Management (PIARC)4 - 6 April, Swakopmund, Namibia

2nd

Middle East Bitumen 20112 - 5 May, Dubai

Mexican Asphalt Conference (AMAAC)4 - 6 May, Mexico

ARRB 3rd

international surface friction conference15 - 18 May, Gold Coast, Queensland

5th

International conference (ICONFBMP)2 - 3 June, Thessaloniki, Greece

10th

International conference on low volume roads24 - 27 July, Orlando, Florida, USA

14th

AAPA International Flexible PavementsConference25 - 28 September, Sydney, Australia

24th

PIARC World Road Congress26 - 30 September, Mexico

2nd

International Conference on WMA11 - 13 October, St Louis, Missouri, USA

International Events 2012

TRA 201223 - 26 April, Athens, Greece

5th

Eurasphalt & Eurobitume Congress13 - 15 June, Istanbul, Turkey

7th RILEM International Conference oncracking in pavements20 - 22 June, Delft, Netherlands

ISAET9 - 12 October, Crystal City, Virginia, USA

Local and international events

A report by Don Ross (University of Cape Town’s School of Economics) and Kim Field (Department ofFinance, University of Alabama at Birmingham), commissioned by Sabita and entitled South African roadsurfacing policy, international oil price changes, and the shadow pricing of costs and benefits, concludes thatSouth Africa’s policy of maintaining gravel roads cannot be supported or sustained.

The report also notes that in the current climate of “infrastructure push” and increased funding, the administrativestructures to facilitate a coordinated, dynamic optimisation of overall infrastructure expenditure do not exist.

“Roads constitute the single largest component of the actual and planned infrastructure allocation, constitutingroughly one-quarter of the budgeted expenditure through 2010. The budget of South African National Roads AgencyLtd (SANRAL) has increased from R2,1billion in 2005-06 to a projected R11,5-billion in 2009-2010. Outside of thisamount, R3-billion has been allocated toward rural roads through the Provincial Infrastructure Grant for theExpanded Public Works Programme (EPWP). National government has set aside an additional R9-billion formunicipal transport, roads and precinct upgrading specifically relating to 2010. Municipalities and provinces spendfurther amounts on roads as aspects of integrated projects (e.g. port enhancements) funded separately. Finally,SANRAL raises funds from tolling and Build-Operate-Transfer (BOT) schemes that are reinvested in roads. (BOTrevenues alone are forecast to reach an eventual steady state of R20-billion.)

“The point is that we will waste much of these resources if we are not strategic with their investment. As it progresses, the infrastructure push changes the background conditions against which national departments, provinces,municipalities and parastatal agencies plan and budget. Therefore, planning and budgeting practices need to adjust in acoordinated way, progressively and continuously. This is the main aspect of what economists mean by ‘dynamic optimisation’.

High proportion unsurfaced

The report notes that South Africa’s 18 000 km ofnational roads (that is, roads administered bySANRAL) are surfaced. However, 80% of theremaining 530 000 – 550 000 km of ‘proclaimed’(provincial and municipal) roads is unsurfaced.There are an additional 221 000 km ofunproclaimed access roads, made of gravel or earth, not falling within the official maintenanceresponsibility of any tier of government. Figures 1and 2 provide a visual summary.

This proportion of unsurfaced roads is higher than in othercountries with per capita GDPs similar to SA’s. There are strong economic reasons for thinking that many of these roads, at leastamong those made with gravel rather than dirt, should beupgraded to bituminous pavement. Other gravel roads, and mostdirt roads, should not presently be maintained at all exceptwhere a community is crucially dependent on them for basicmobility, or where a road can be entirely maintained by locallabour with no public contribution beyond workers’ salaries.The detailed economic analysis, too lengthy to be included here,is summarised, with principal conclusions, as follows:

• A substantially higher proportion of the price of gravelroads than of surfaced roads is driven by the petroleum price. As the petroleum price rises, the relativeopportunity costs of gravel and surfaced roads should be expected to shift in favour of surfaced roads;

• At present oil prices any gravel road that averages more than 10 km in haulage distance from nearest sources of adequate aggregate material should either be allowed to deteriorate and then be abandoned or, if worthmaintaining, be sealed with a bitumen surface at its soonest scheduled maintenance point;

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Gravel roads - a thing of the past?

Figure 1. South Africa's provincial and municipal road network

(Data source NDOT, 2001)

Figure 2. South Africa's road surfaces(Data source NDOT, 2001)

• The specific figure cited in (2) will get smaller, at an accelerating rate, as the price of oil rises;• Barring a persistent surge in inflation beyond the official target of the Reserve Bank, an investment in a

bitumen surface seal on any road that is worth maintaining at all for the sake of traffic volumes (see below)recoups its value in 5 - 6 years;

• Significant but not quantified negative externalities associated with gravel roads make it likely that the supplyof gravel will continue to contract, the oil-minimising haulage distance threshold for gravel roads will shrink(over and above shrinkage caused by rising oil prices), and the duration between a decision to surface and thebreak-even point will shorten;

• Rural bitumen-surfaced roads constructed and maintained using labour-intensive methods bring two positiveexternalities: potential augmentation of human capital, and exploitation of SA’s large gap between shadowwages of underemployed workers and formal-sector market wages. This may directly benefit urban workers ifmigration from the countryside is in part a race for scarce wage premiums. It is probable that labour-intensiveroad construction and maintenance in urban areas would also raise welfare by exploiting a gap between shadow wages and market wages. Government should therefore subsidise use of labour-intensive methods to constructand maintain bitumen-surfaced low-volume roads in rural areas, and possibly also in urban areas. The positiveexternalities associated with bitumen surfaced roads maintained by labour-intensive methods reduce theduration between the surfacing of such roads and the break-even point.

“It is thus arguable that South Africa should maintain gravel roads only where average annual daily traffic levels aretoo low to normally justify expenditure on any road except those crucial to a community’s access to a minimallyacceptable quality of life. We suspect that if maintenance of a low-volume road is justified by traffic volumes, thensealing of that road’s surface with bitumen is also justified. The end of the gravel road in SA may be at hand."

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In 1999 Go for Gold started out as a pilot project aimed atattracting talented, disadvantaged youth into theconstruction industry. It was a slow, but steady journey.An Impumelelo Gold Award in 2005 marked the

beginning of a new era of growth, followed by the launchingof a second campus that year and a third campus in 2008.

On reflection there is no doubt that 2010 has been a year of resounding success in the quest for recognition as aunique contributor to skills development in the industry. A number of significant facts attest to this.

During the course of the year 39 matriculants were employed by industry partners as part of the structured gapyear programme, known as Phase Two. These inexperienced, untrained individuals were offered employment inspite of the general decline in the volume of work. Tertiary institutions accepted 30 first year students althoughsome of them were not the best candidates in terms of academic results. They had spent a year working in theindustry confirming their choice of career and carried the Go for Gold recommendation.

In May industry partners filled Kelvin Grove to capacity for the annual Go for Gold dinner. A record amount wasraised in spite of the general economic downturn. In July the Master Builders Association Western Cape launched the Go for Gold Sponsorship Fund at their annual dinner. Candidates who are not successful in obtainingsponsorship for training within the built environment, would be assisted with these funds.

In November Go for Gold was awarded a substantialgrant by a new and very significant partner, BasilRead. This represented the largest single donation ever received by the programme and added a leadingnational construction company to the ranks of the Gofor Gold partners. This was particularly momentous asthe Go for Gold footprint is still restricted to theWestern Cape, and was affirmation from a nationalrole player.

The final matric results were excellent. There were 54candidates who all passed and 41 attained bachelordegree access.

What does 2011 have in store for Go for Gold?Extending the footprint to other provinces? If 2010 isanything to go by, it will definitely be anothertriumphant year!

Go for Gold gainsindustry recognition

Go for Gold students during a visit to an asphalt mixing plant

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The Society has a full programme for 2011, with national seminars and workshops in the planning stages on:

• Prime coats using Sabita manual 26 as basis;• Interim guidelines on Warm Mix Asphalt;• CIDB rating system - HSE priority in best practices and project delivery;• Different properties of stabilisation cement (a cocktail hour presentation by Kobus

Louw);• Best practice guide for design and construction of slurry seals;• Binder selection.

The Society's Annual General Meeting will be held after conclusion of the RPF on 11 May 2011.

SAT Visit to warm mix asphalt trials on Higginson Highway - Durban (Rob Archibald)

On 23 November 2011 the Society for Asphalt Technology (SAT) Eastern Region arranged a site visit to theWMA trials then under way on Higginson Highway in Chatsworth, Durban. Daniel Mthimkhulu, eThekwiniMunicipality's project manager presented the background to the Higginson Highway rehabilitation project, andKrishna Naidoo provided an overview of past WMA trials and updated all on the progress of the current trials.Representatives of the three WMA technology suppliers presented brief overviews of their respective technologies. These included Akzo Nobel, Sasol Wax and National Asphalt, each of which supplied additives used in the various WMA trials.

After a general safety induction, Tony Lewis of Tony LewisConsulting cc led an inspection of the paving operations. AWMA trial using a polymer modified binder was beingconstructed on the day - a first in South Africa.

The event ended with a question and answer session back atthe marquee tent - fortunately, because the skies providedanother heavy shower in a series that had characterised theweather throughout the trials. Delegates from as far as theCity of Cape Town and the University of Stellenboschattended the site visit. Dr Malcolm Mitchell of the SouthAfrican Road Federation, who attended the site visit, took the opportunity to congratulate the WMA Interest Group onundertaking such an ambitious set of trials.

For SAT, the site visit was a great success. The large turnoutindicated the level of interest in asphalt technology andconfirmed the valuable role and contribution the societymakes towards the asphalt industry.

Society for Asphalt Technology: plans for 2011

At a Capacity Coordination for Roads (CapCoR) committee meeting held on 1 March 2011, it was agreed that asan established independent section 21 company, the South African Road Federation (SARF) should take the leadin setting up CapCoR as a separate business unit within its organisation with its own individual bank account and self-sustaining financing structure. Prospective funders and contributors to CapCoR would be canvassed mainlyfrom within the SARF membership.

Discussion are also on-going with the Department of Transport to ensure that they are fully apprised of thesituation to ensure that CapCoR is in line with, and supportive of, their broader transport related capacitybuilding initiatives. The business model of a public-private partnership for CapCoR is still being considered.It is anticipated that once the business unit has been established advertisements will be placed to identify andappoint a suitable person to drive the establishment process and manage the unit on a daily basis.

SARF to head up CapCoR initiative

SAT members check the rate of densityachievement during their site visit

Sabita’s 2010 Award for Outstanding achievement in sustainable bituminousproduct technology was presented to Arthur Taute of Vela VKEConsulting Engineers at Sabita's AGM in Durban on 24 March 2011. Theaward acknowledges Taute’s significant contributions both to the civil

engineering industry and bituminous products sector in general, and to Sabita in particular. The citation was made by Sabita Chairman Phillip Hechter.

Following Sabita's 1997 efforts to include the consulting engineering fraternityin its membership, Taute became the first from this sector to join the SabitaCouncil as Chairman of our Technology Development Focal Point, a position he still holds 22 years later.

During his tenure Arthur was prominent in canvassing Sabita membership fromthe consulting profession, participating in national initiatives, working groupsand committees to advance bituminous product technology, and assuming aninfluential role in the presentation of CAPSA.

In particular Sabita’s appreciation is focussed on Arthur’s role in initiating and fostering amore productive – and less adversarial –relationship between the sector advisingclient bodies and the sector providingproducts and services, a development whichhas laid the foundation for a productiveapplication of professional skills for thebenefit of roads in South Africa.”

Taute was also involved in a number ofnational committees and working groups onthe efficient and cost-effective delivery, andhas also served on numerous Sabita technologydevelopment task groups, notably on themanufacture and construction of hot mixasphalt.

CAPSA

Arthur has also served on the Steering Committee of CAPSA since 1994, contributed several papers to the conference, convened and chaired plenary and workshop sessions, andchaired the conference in 2004 (Sun City) and 2007 (Gaborone,Botswana.)

In addition to his service to Sabita, Arthur is widely respectedthroughout the civil engineering and consulting fraternity, whichhas enabled him to offer invaluable service as a SAICE reviewerof civil engineering candidates for ECSA professionalregistration. He is also on the Council and Executive committeeof CESA.

13

2010 Sabitaaward

acknowledgesTaute's

comprehensiveservice

Permanent councillors

AM Haycock, RL HornseyM Leenaerts, MW SamsamD Stuart

Elected councillors

AJ Broom, PJ HechterR Lehman, KG RocherMD Winfield

Co-opted councillors

GM James, T Madelon

Appointed councillors

DA Rose, A Taute

Board

MC Cronje ( will resign shortly)PJ HechterRL HornseyDE PagelMW SamsamD Stuart (replaces MC Cronje)

Sabita Council and Board

Arthur Taute, flanked by Sabita CEO Saied Solomons (left)and Chairman Phillip Hechter, with his Outstanding

Achievement award

Donald Stuart (Sasol Oil) and BrianMchunu (Much Asphalt) pictured at the

Sabita awards function

One of the major objectives of the Capacity Coordination for Roads (CapCoR)initiative is to ensure a coordinated approach to the presentation of road related courses, workshops andseminars, and to reduce the overlaps and date clashes that have been experienced in the past between theactivities of the various organisations.

As a first step towards achieving a more coordinated approach, the Asphalt Academy (AsAc) and the South AfricanRoad Federation (SARF) announced, at the Road Pavements Forum of November 2010 in Pretoria, that allContinuous Professional Development courses at NQF level 5 and above, previously run by AsAc, will now be runjointly under the management of SARF. AsAc will also provide more inputs into some of the relevant SARF courses,and work together to develop new courses in line with the needs of the industry. Coordination of these activities willnow be managed through the SARF Education Committee.

The existing courses that will now be run jointly from 1 March 2011 are:

• Bituminous binders for roads;• Design application and construction of surfacing seals;• Overview of hot mix asphalt;• Design of hot mix asphalt;• Sustainable asphalt practice;• Flexible pavement design and materials classification;• Stabilisation;• Compaction of road building materials;• Introduction to road building materials.

In addition, two new courses are being scheduled:

• Interpretation of test results:• Design, construction and maintenance of paved low volume roads.

Course schedules and registration for all courses can be accessed on the AsAc web site www.asphaltacademy.co.za, or the SARF web site www.sarf.org.za.

Other AsAc offerings

The Materials Tester Course modules will continue to be managed by AsAc, and registration can still be done through the AsAc web site. An alliance with the University of Pretoria is also being investigated to present a modularisedversion of the Road Engineering course previously run as a pilot course in association with the Gauteng Departmentof Public Transport Roads and Works. The inclusion of existing SARF/AsAc courses is being investigated to providesome of the modules.

CSIR, SARF and AsAc respond to the pothole crisis

In line with the recently formed alliance between AsAc and SARF, both organisations are pleased to announce anadditional association with the CSIR to assist in addressing the pothole crisis being experienced on many of our urbanand rural roads. From late February until May 2011 a series of regional half-day workshops will be presentedthroughout the country to launch the latest CSIR technical guide on The causes, identification and repair of potholes.The workshops will be presented by Phil Paige-Green and Amy Maharaj of CSIR, along with Basil Jonsson of SARF.

The repair of potholes in South Africa is currently done on an ad hoc basis, usually without paying attention to theunderlying causes. This generally results in rapid failure of the patches and the need for repeated repair. Theworkshops are open to all interested stakeholders but are specifically targeted at engineers, technicians, contractorsand road inspectors involved in the routine maintenance of sealed surfaced roads.

The guideline is currently the only one of its kind in South Africa, and includes an innovative pothole classificationsystem developed by the CSIR based on the causes and nature of the pothole. Each of the seven categories of potholes in the system requires a different repair technique, which is described in a way which ensures that the fundamentalcauses of the pothole is addressed during the repair.

14

AsAc and SARF join forces

The guideline and launch workshops are directly in line with the statement made by the Minister of Transport at amedia briefing on 15 February 2011, in which he announced the S’Hamba Sonke ("walking together") programme.S’Hamba Sonke is a new and innovative road maintenance programme that will focus on the maintenance of oursecondary road infrastructure using labour intensive methods. Funds being set aside for the programme are R6,4billion in 2011/12, R7,5 billion in 2012/13 and R8,2 billion for 2013/14 - a total of R22,3 billion over the next threeyears. The programme is expected to create 70 000 jobs in 2011 alone.

S’Hamba Sonke includes a massive pothole repair programme that will be rolled out nationally with immediate effectin an attempt to arrest the decline of our secondary road infrastructure. Roads engineers and superintendents will bedeployed all over the network with the responsibility of early identification and repair of the potholes. In this regardthe manual will be vital in providing guidance to ensure that the correct repair procedures are undertaken.

Details of the schedule of workshops throughout the country and registration can be viewed through the SARF website, www.sarf.org.za.

15

The preparations for CAPSA'11 at the Champagne Sports Resort in the CentralDrakensberg of KwaZulu Natal from 11 - 14 September 2011 are wellunderway. The theme of the Conference is “Roads to the Future” and willexamine and demonstrate the commitment and capacity of producers and users

of bituminous products to advance sustainable practice through the reduced relianceon non-renewable resources, care of the environment and assist in the sounddevelopment of society. The technical focus areas of the conference are:

• Reduced energy consumption in the construction of bituminous layers;• Reducing the impact of road building activities on the environment;• Designing for extended performance of bituminous layers;• Flexible pavement systems for extended life;• Asset management.

To date, 86 papers have been accepted for formal peer review and publication in theconference proceedings. A number of bulletin papers have also been submitted, with

more expected until the closing date of 31 March 2011.

The Champagne Sports Resort will provide a stunning venue that will ensure that CAPSA'11 continues theCAPSA tradition of providing an outstanding technical programme coupled with an exciting social andnetworking programme, including a gala dinner spectacular. A stimulating companions' programme is beingorganised for those who will be bringing partners to the conference. Superb exhibition facilities are also availablefor industry stakeholders to demonstrate their products and expertise.

Registrations are now open and early bird registration was extended to 31 March 2011 following which thenormal conference fee of R8 750 (ex VAT) will be effective until 30 June 2011. Late registration penalties will be effective from 1 July 2011. In addition, excellent accommodation rates have been negotiated with the venue anddelegates are encouraged to book early through the hotel to ensure accommodation at the conference venue.

To register for the conference and for more detailed information please visit the CAPSA web site atwww.capsa-events.co.za or www.capsa11.co.za.

CAPSA'11 update

Some views of the Champagne Sports Resort, the venue for CAPSA'11

The three Society for Asphalt Technology seminars on slurry seal design and construction held in Cape Town,Durban and Pretoria provided excellent feedback on the draft Manual 28: A guide to best practice in thedesign and construction of slurry seals. A common question asked at all seminars was: "Could any cement be used for slurry?" The affirmative answer to this question raised some debate as some practitioners disagreed,

based on their own experience.

Even though testing of the different available cements would postpone the publishing of Manual 28, it wasconsidered important that this matter be resolved, and Sabita commissioned a study to obtain definitive results forinclusion in Manual 28.

A total of 22 different cement samples were obtained from different suppliers and 1% per mass of aggregate mixedwith both anionic and cationic emulsions.

The results obtained proved that all cement types, including CEM V, could work i.e. no segregation occurred.However, the viscosity (thickness) of the mixes with different cement types varies, and is also influenced by thetype of emulsion. It has definitely been observed that the purer cements "gel" better, leading to the additional testing to correlate the calcium oxide (CaO) content with an easily measureable parameter on site such as the "flow". Thesetests are nearing completion.

Some interesting conclusions drawn from this extensive study are as follows:

• The viscosity of cationic slurries is much higher (less flow) than the anionic slurries; • It was confirmed that in the case of anionic slurries, the "gelling" is caused by the presence of calcium ions in

the cement, while in the case of cationic slurries this reaction is caused by the change in pH (fromapproximately 2 - 11);

• The more pure the cement (CEM I), the higher the viscosity of the slurry (less flow). Refer to the comparison

in the table below.Note: * Values to be verified

Much was learnt from this study and will be incorporated into Manual 28 as soon as the final results are available.The effort of Kobus Louw and Morne Labuschagne from Colas SA (Pty) Ltd is highly appreciated.

To resolve the issue of the influence of cement on the rheological properties of emulsion slurries raised during2010, Sabita commissioned a study on the topic for inclusion in Manual 28: A guide to best practice in thedesign and construction of slurry seals. Kobus Louw of Colas SA (Pty) Ltd, who carried out the study,submitted the following report.

Bitumen emulsion slurry consists of crusher dust/sand, Portland cement, bitumen emulsion and water used invarious surfacing applications such as texture slurries, Cape Seals, overlays and rut filling. Normally 1 - 2% cementby mass of aggregate is added to the slurry to improve the workability of the mix and enhance the ease ofapplication.

It is estimated that more than 90% of slurries prepared in South Africa are manufactured with anionic stable gradeemulsions. Cationic stable grade emulsions are used to a limited extent in the Eastern Cape, where somepractitioners believe that better adhesion is obtained between the binder and the quartzitic aggregates prevalent in

16

SampleNo.

Supplier Type CEM classification

Anionic emulsion Cationic emulsionCaO

content

Viscosity(s)

Flow(mm)

Viscosity(s)

Flow(mm)

(%mm/)

1 Afrisam RHC CEM 1 52,5N 40 47 121 10 60,3*

3 Afrisam RHC CEM V A (V-S) 32,5N 20 75 70 30 29,45*

Seminars on Sabita's Manual 28 prompt study of cement in bitumen emulsion slurries

Gerrie van Zyl, Mycube Management Services cc

the region. Stable grade emulsions cure by evaporation of the water phase, while the quick-set, microsurfacingemulsions cure by chemical and electrostatic interaction between the aggregate and cement.

Interaction between Portland cement and bitumen emulsions

Bitumen emulsions are microscopically sized dispersions of bitumen droplets in water that contains an emulsifyingagent. The emulsifying agent adheres to the surface of the bitumen droplets, giving them a specific electrostaticcharge. Anionic emulsions carry a negative charge and the pH of the emulsion is usually more than 10. Cationicemulsions carry a positive charge and the emulsion is acidic in character with a pH of less that 4.

The specific emulsions used for preparation of bitumen emulsion slurries are the stable and microsurfacing (aspecial type) grades, and the addition of a small quantity of cement to the slurry mixture causes the emulsion tothicken, preventing segregation and resulting in a homogeneous mix. The addition of the cement also improves theworkability of the mix. However, the interaction of the cement with the emulsion is different for each specific typeof emulsion.

Consistency tests were performed using the method prescribed in ASTM D 3910, i.e. placing slurry in a small coneon a plate with graduated concentric circles. The slurry is allowed to flow out of the cone and the degree of slump,measured in millimetres, is an indication of the consistency of the mixture.

Viscosity was measured using a Stormer viscometer (ASTM D562), a rotational viscometer consisting of a paddletype rotor that is spun by an internal motor. The rotor speed can be adjusted by changing the amount of loadsupplied onto the rotor. A fixed load was applied for all the slurry samples evaluated and the time required to rotatethe rotor for a fixed number of rotations was established.

A comparison of the consistency and viscosity results appear in the graphs below:

From the above results it is clear that there is a reasonably good correlation between the consistency and viscosityresults obtained on slurries prepared with anionic emulsion. The correlation obtained on the cationic slurries wasnot so good. The most important information gleaned from these results is that the consistency of slurries preparedwith cationic emulsion, is considerably higher than the equivalent anionic slurries.

The relationship between the CaO content and the viscosity appears in the graphs below.

17

Due to the ASTM D3910 consistency test (slump or flow) being done on site, the relationship between CaO contentand flow was determined. The results appear in the graph below, with the effect of CEM I cements on anionicemulsions highlighted in yellow.

Important conclusions drawn from these results are that:

• Cationic emulsion slurries have a higher water demand to obtain a specific flow, resulting in potential higherpermeability of the slurry;

• The flow obtained with CEM 1 cements from different sources react differently, specifically with anionicemulsions, resulting in the recommendation that re-evaluation of water demand is required when cement is

obtained from a different source.

Summary

• A good relationship was obtainedbetween slump and viscosity foranionic stable grade emulsion. Apoorer relationship for the sameproperties was obtained withcationic stable grade emulsion;

• All the cements evaluatedthickened the slurrysubstantially, and no segregation was observed with eitheranionic or cationic emulsions;

• Cationic stable grade emulsiongenerally thickens more thananionic stable grade emulsionthrough the interaction with the

cement;• A poor relationship was obtained between the CaO content of the cement and the viscosity and slump

properties;• Not all cements evaluated yielded the same degree of thickening of the emulsions. The degree of thickening

determines the amount of mixing water required to yield a certain workability or slump. The quantity of water added can influence the permeability of the final cured slurry obtained. The choice of cement could be veryimportant when slurries are applied, as it has a direct influence on the water demand of the slurry andsubsequent permeability of the cured layer;

• The water demand for specific purposes should be determined using the cement on site. Any change in typeand/or source of cement would require re-evaluation.

Acknowledgement

The experimental work performed by Morne Labuschagne and the valued input by Gerrie van Zyl is appreciated.

18

In line with its commitment to assisting its members to maximise the sustainability of their operations, Sabita has developed a series of technology interventions and management strategies which will allow members to monitor and manage greenhouse gas (GHG) emissions and energy consumption. These recommendations are describedin a report entitled Implications of the proposed carbon tax legislative and policy framework on Sabita

members, drawn up by Oliver Stotko of Carbon and Energy Africa.

The report also contains a comprehensive outline of the proposed legislation, and an analysis of the energy usagesand costs facing the industry once the legislation is implemented. The legislation addressed in the report —National Environmental Management: Air Quality Act (Act No. 39 of 2004), the Customs and Excise Act (Act No.91 of 1964) and the National Climate Change Response Strategy green paper - is geared towards managing,reporting and controlling carbon emissions through the use of taxes and levies. The monitoring of on-sitecombustion fuel emissions is envisaged to ascertain the quantity of carbon tax to be paid, while in the case ofelectricity and liquid fuels consumption (vehicles) the carbon tax may be implemented through addition ofenvironmental levies onto the tariff charged.

The proposed carbon tax as outlined in the Treasury discussion paper (Reducing Green House Gas emissions: Thecarbon tax option - December 2010) has been developed in line with the policy framework covered in the NationalClimate Change Response Strategy. The cost implication of this proposed carbon tax is highlighted below. Thetypical hot mix asphalt plant energy consumption values for drier aggregate heating and drying, electricityconsumption and diesel consumption are 85%, 12% and 3% respectively. The estimated cost implications of thecarbon tax on a typical HMA plant and the sector as a whole are presented in Table 1.

Table 1: Cost implications of the carbon tax

Parameter Asphalt sector 0,18Mtpa1 asphalt plant

Expected CO2 Emissions (tons/yr) 235 000 - 273 000 5 300 - 6 200

Expected Carbon Tax (at R75/ton CO2) R17-20 million/yr R400 000 - R460 000

Expected Carbon Tax (at R200/ton CO2) R47-54 million/yr R1,0-1,2 million

1 Mtpa = Mega ton per annum

Figure 1 highlights the split in terms of energy use on a typical hot mix asphalt plant, which has an energyintensity of 0,3-0,35 GJ/ton of asphalt processed.

Given the recent figures presented in the CEO'scomments on page 3 of 415 000 tons bitumenprocessed per year, and the average bitumencomposition of asphalt being 5%, a rounded figure of 8 million tons of asphalt is assumed to beproduced by the industry per year, since accuratefigures are not available. Based on theseassumptions the expected energy use of the asphalt sector is presented below:

Table 2: Estimated asphalt sector energyconsumption

Energy source Energy use (GJ/yr)

Lower value Upper value

Diesel 72 000 84 000

Heavy Fuel Oil (HFO) 2 040 0002 380 000

Electricity 288 000 336 000

Total 2 400 000 2 800 000

20

Reducing the carbon footprint of thebituminous products industry

Figure 1: Typical split in terms of asphalt plantenergy usage

Based on the expected energy consumption of the asphalt manufacturing sector and the CO2 emission factor of thevarious energy sources

2, the overall CO2 emissions of the sector can be determined as follows:

Table 3: Overall CO2 emissions

Energy sourceCO2e emissions (tons CO2e/year)

Lower value Higher value

Diesel 5 300 6 200

HFO 150 000 174 000

2 Diesel: 74,1 kg CO2e/GJ; HFO: 73,3 kg CO2e/GJ; Electricity: 277,8 kg CO2e/GJ

Making use of the expected quantity of CO2 emissions for the sector, the anticipated cost implications of the carbontax at R75/ton and R200/ton are highlighted in the following table.

Table 4: Cost implications of the carbon tax

Energy sourceCost (Rand/year)

Lower value Upper value

Diesel R397 500 R465 000

HFO R11 250 000 R13 050 000

Electricity R6 000 000 R6 975 000

Total R17 647 500 R20 490 000

The negative impact of these figures on the bituminous products industry's cost-effectiveness and sustainability isobvious, and Sabita believes the implementation of the technological and management recommendations contained inthe report will do much to minimise both unwanted cost and environmental degradation.

Technical recommendations

The report offers the following technological recommendations for reducing plant energy consumption:

• Stockpiling aggregates under a roof on sloped concrete floors (drainage in opposite direction to loading point);• Counter-current flow design of burner gas and aggregate flow direction in single drum plants;• Frequent replacement of worn flights in drier;• Effective lagging of all vessels and pipelines containing heated materials;• Flue gas heat recovery (if appropriate);• Asphalt product storage in closed silos;• Use of batch plants for applications requiring large product diversity.

Management recommendations

Management recommendations to reducing plant energy consumption include:

• Training of staff in reducing energy consumption (most relevant for electricity use);• Control of thermocouple monitoring variables to prevent energy wastage;• Careful monitoring of temperatures (particularly the flue gas temperature) to monitor the efficiency of the drier

in terms of heat transfer to input materials and prevention of excess fuel supply into burner;• Continuous monitoring of energy consumption to keep track of performance and to facilitate continued plant

efficiency improvements.

21

Much Asphalt, one of southern Africa's largestcommercial suppliers of hot and cold asphaltproducts, has installed mobile crushing andscreening equipment valued at R4-million on its

Benoni site for recycling of road millings and wastematerial.

The new machines, an impact crusher and a mobile screen,were immediately put to work on a 300 000 ton stockpileof reclaimed asphalt (RA) from various sites, includingSANRAL's Gauteng Freeway Improvement Project. Morethan 1,3 million tons of asphalt had been supplied to thisproject by the end of 2010.

Brian Neville, group technical manager, says the recyclingof the stockpile at Benoni makes sound economic andenvironmental sense.

"We can use about 95% of the recycled material in ourvarious asphalt mixes where RA is included in the project specifications. Many international studies have shown thathot asphalt mixes incorporating RA produce performance characteristics equivalent to or even better than those ofconventional mixes. Mixes incorporating RA can be expected to age at a slower rate than mixes with virgin materials,due to the binder in the RA having already undergone oxidation, so the rate of hardening of the mix is slowed.

Stockpile

"We continually add to the Benoni stockpile, which means we will have a constant supply of recycled material to addback into our asphalt mixes. This, in turn, reduces the virgin raw material input into the plant, saving not only in the costof raw materials but reducing the pressure on our natural resources, environment and carbon footprint," Neville said.

"The fact that material milled out for road rehabilitation purposes now has a value obviates the expense associatedwith removing it to spoil or stockpiling it in a road reserve for future use. The overall cost of transporting the materialback to the asphalt plant for recycling is far lower than the cost of mining, transporting and processing virgin material.

"Reclaiming asphalt material offers financial savings all round in material costs, including asphalt binder, energy costs and total job costs. So everyone benefits, including the tax payer who ultimately pays for the building andmaintenance of our roads."

Warm mix asphalt

Warm mix asphalt (WMA)technology also allows forhigher percentages ofrecycled material thantraditional hot mix asphalt.The commissioning of a300 ton/hour WMA plant at the same facility alsoallows the use of foamtechnology for themanufacture of WMA,enabling the company tosubstantially decrease itscarbon footprint through areduction in thetemperature at which thematerial is mixed andplaced on the road.Temperature reductions of20 - 30

oC are possible.

22

Much Asphaltcommissions recycling equipment at flagship

Benoni plant

Screening and stockpiling of RA at the Benoni plant

It also allows for the addition of significantly higher RA content to a conventional asphalt mix without excessiveemissions or poor workability. Less ageing of the virgin binder in warm-mix production may also allow for higherpercentages of RA.

"Another advantage of recycling is the reduction of unsightly, space wasting and dust generating stockpiles ofreclaimed material," says Neville.

Recycling road material started four years ago at Roodepoort plant with the commissioning of new plant. This plantis capable of screening material at a rate of up to 250 tons/hour into two graded fractions and one oversize material.Immediate benefits were apparent when screened material was used on a runway rehabilitation contract at OR Tambo International Airport, where the design for the bitumen treated base course included 10% recycled material.

There has been a drive to use high percentages of RA in asphalt mixes in Europe for some years, with in excess of50% sometimes recommended - even in surfacing layers. European standards make provision for RA content up to60%.

23

In December 2010 three Sabita member company sites - Colas SA's Epping plant and Much Asphalt's EersteRivier and Contermanskloof sites - were audited for compliance with Sabita's Health, Safety andEnvironmental (HSE) Charter requirements, and were awarded BitCert certificates.

During December Sabita CEO Saied Solomons handed a compliance certificate to Colas SA MD Hughes deChamps. The handover was made without ceremony as Mr de Champs had only a few days left in South Africabefore leaving to take up a position with Colas Thailand.

The Much Asphalt certificate was handed over on 25 March 2011 during a ceremony at Eerste Rivier.

The HSE awards acknowledge the commitment of member companies to ensure that they are legally compliantwith the occupational health and safety laws during the handling and application of bituminous products. Thecertification is applicable to specific facilities where companies handle, manufacture or transport bituminousproducts, and is a first step towards qualifying for the HSE award while at the same time underscoring theinternationally accepted principle that the ongoing improvement of mechanisms to ensure worker well-being andconservation of the fragile environment is an obligation, not a choice.

Current holders of BitCert certificates are Unitrans Fuel and Chemical (Milnerton), Much Asphalt (Pty) Ltd (PortElizabeth), Much Asphalt (Pty) Ltd (Eerste Rivier), Colas SA (Pty) Ltd (Epping) and Much Asphalt (Pty) Ltd

Sabita presents BitCert certificates to two member companies

Colas SA MD Hugues de Champs (left), and Phillip Hechter, MD of Much Asphalt (Pty) Ltd,receive BitCert certificates from Sabita CEO Saied Solomons on behalf of their companies

29

The Construction Industry Development Board Act (Act 38 of 2000) mandates the CIDB to determine and establish best practice that promotes, interalia, positive safety, health and environmental

outcomes. The CIDB Act also requires and mandatesthe Board to establish a Best Practice ContractorRecognition Scheme which:

a) enables organs of state to manage risk on complex contracting strategies; and

b) promotes contractor development in relation to best practice standards and guidelines developed by the Board.

The CIDB Best Practice Contractor RecognitionScheme achieves this by recognising externally certified Construction Management Systems.Two levels of accreditation are provided for:

• Level IIIa: CIDB accreditation of SANS ISO/OSHAS certified systems – typically for Grades 8 and 9contractors; and

• Level II: CIDB accreditation of CMSs certified to the CIDB standard – typically for Grade 5 to 7 contractors.

Collectively, the CIDB Contractor Competence Assessment, CIDB Construction Management Systems, and CIDBContractor Performance Reports currently form the CIDB Best Practice Contractor Recognition Scheme.

Scope and overall requirements

Better known management systems include the SANS ISO 9000 and 14000 Quality and Environmental Management Systems and the ¹BSI OHSAS 18001 Occupational Health and Safety Management System. However, these areoften only appropriate for large organisations (such as Grade 8 and 9 contractors). To promote and recogniseperformance improvement by contractors in, typically, Grades 5 to 7, the CIDB has introduced complementaryaccreditation of Construction Management Systems, based on recognisable industry minimum standards.

The CIDB standard specifies the CIDB requirements for minimum standards for a Construction ManagementSystem (CMS) covering:

• health and safety management; • environmental management (covering air, water, land and waste); and • quality management.

Service providers would apply for and obtain certification to this standard if they wish to apply for CIDB Level IIaccreditation. Clients are encouraged (or, where mandatory, are required) to specify contract requirements forConstruction Management Systems, Management Plans, and Inspection and Test Plans in the request for tender andcontract documents. The construction management abilities of potential service providers should be (or, wheremandatory, are required to be) assessed in a tender evaluation process.

Clients are encouraged to procure work from contractors with CIDB accredited CMSs in line with the guidelinesgiven in Table 1.

Sabita’s participation to date

At a recent meeting discussions revolved around the CIDB pilot project to “field test” the CMS being rolled out inthe Western Cape.

Sabita was invited to contribute by participating in field audits planned to assess implementation of the CMS. Sabitaagreed to support the initiative to establish the benefits of the CIDB CMS to Sabita members, and to ascertain howthe current Sabita systems could be merged or combined with the CIDB initiative to offer an improved valueproposition for its members.

25

Sabita activelysupports the CIDB Best

Practice ContractorRecognition Scheme

Anton Ferreira, Sabita HSE Consultant

¹ The South African National Standards organisation has published two draft Standards SANS OHSAS 18001 and SANS OHSAS 18002 for comment and will soon adopt the current BSI OHSAS Standards as is.

Table 1. Accreditation guidelines

Impressions gained

Anton Ferreira (HSE consultant to Sabita) was nominated to represent Sabita on the project. Impressions were that the CIDB CMS is not unique in structure and content, as it is designed to be fully aligned with the requirements ofOHSAS 18001, ISO 14001 and ISO 9001. However the following features of the programme are unique:

• the system is designed to merge the three systems into a single integrated “fit-for-purpose” (construction)management system;

• certification to the CIDB CMS will be a “single integrated audit” event as apposed to three separate audits;• customised support processes, such as the CIDB CMS Construction Management Plan Template facilitates

better understanding of the system requirements and will enhance user ability to implement and maintain thesystem;

However participants unanimously agreed that the structured and systematic approach of the system is its greatestadvantage. A surprising feature was that participants felt that health, safety and environment requirements weregenerally “well established and understood” (HSE auditors usually find the opposite in audits) but that qualitymanagement (QM) requirements are not as clear and well understood. The integration of QM in the CMS seemed tobe the “biggest benefit” realised in day-to-day operations;

i) A concern about the “extra workload” and generation of ”loads of extra paper” to maintain the CMS will have to be addressed by designing the system to be as “paper light” as is practicable, especially at site level;

ii) A documentation system based on project/site/job specific procedures and work instructions referencing generic centrally controlled process documents appears to be an option acceptable to participants. The acceptability of such practice i.e. complying with certification requirements will however have to be tested;

iii) A general impression was that participants were enthusiastic and positive about adopting the system and fully embracing the integrated approach; and a (salient) opinion appeared to be that the experience has certainly played a roll in improving productivity on projects.

Conclusion

The CIDB CMS initiative is a practical concept and the pilot project is worthy of full Sabita support. A further(compelling) incentive for Sabita members to support and adopt a CIDB accredited CMS is the foregone conclusionthat an externally certified CMS will in the not too distant future be legislated as a mandatory requirement to beconsidered for all public sector tenders/contracts. The current Sabita HSE Management System and other supportinginitiatives available to Sabita members could be integrated with the CIDB CMS without much effort. Sabita thereforeencourages its members to act sooner than later to assure that they remain competitive and, above all, profitable.

26

Type of work and risk

Tender Grade

MaximumTender Value(Rm)

COMPLEX, with a HIGH or MEDIUMpossibility of nonconformity with thespecification and significant impacts

SIMPLE, or simple and repetitive withMEDIUM or LITTLE possibility ofnonconformity with the specification

9 Unlimited Unlimited contractors to have Level IIIaaccreditation

Contractors to haveLevel II or III accreditation8 R130,0m

7 R40,0m

Contractors to have Level II accreditationContractors to have Level I or IIaccreditation

6 R13,0m

5 R6,5m

4 R4,0m

Contractors to have Level I accreditation Client defined requirements3 R2,0m

2 R0,65m

1 R0,2m Not applicable

Note: Notwithstanding the above the Minister may, by publication in a Government Gazette, determine a prescribedtender value requiring (mandatory) CIDB accreditation of a contractor’s CMS as a quality factor (functionality) inconstruction procurement on all public sector contracts.

The year 2010 saw unprecedented mobilisation within the bitumen emulsion industry, illustrated by itsextensive participation in the WOE2010 despite a particularly harsh environment of budget restrictions,according to Etienne le Bouteiller, Executive Director of the International Bitumen Emulsion Federation.

“The industry is aware of the specific issues that could clip its wings, but also knows full well what can favour itsgrowth. And it is ironic that it was the economic crisis itself that sparked demand for emulsion techniques, acombination of factors that has inevitably led to growth. Today, financial constraints, environmental concerns andsocial issues all make up the exceptional backdrop against which emulsion usage is growing. This is why 2010 wasa watershed year, coinciding with the launch of the American Emulsion Task Force. In Europe, the standardEN13808 and ensuing factory production controls have helped build up decision-makers' confidence in thislong-proven but ever evolving technique,” he said.

In the United States, the land of pragmatism, the FHWA, in the wake of strict budget cuts, launched a genuine“think and action tank” called the Emulsion Task Force (ETF), designed to draft performance-based specificationsfor bitumen emulsion. Some twenty years after SHRP, which led to the Superpave system for hot mixes, the ETFhas set the same targets for bitumen emulsion. In addition, the ETF’s originality, notoriety and validity lie in thefact that it pools the means and the actions of DoTs , industry, research (in particular universities) and standardsbodies (AASHTO and ASTM).

The idea that road preservation is an absolute necessity was also covered in a dedicated event, the 1stInternational conference on pavement preservation held in California in April 2010.

Economics

In terms of volume, it is important to note that the construction of new infrastructure in emerging countries,notably China and India, will inevitably lead to maintenance needs in the future, in which emulsion-techniqueswill have a major role to play. Should the Asia – Australia zone simply align with the rest of the world’semulsion/bitumen ratios (12,4%), this will create additional needs for 2,8 million tons.

To perform well in a constantly changing environment, however, the bitumen emulsion industry must never stopevaluating its markets and assessing what impacts them the most, both in the short and medium-term. To gain thisknowledge the IBEF, at the end of 2009, launched a global survey on the production of road bitumen emulsionsamongst its members and all related industries e.g. emulsion producers, oil companies and emulsifiermanufacturers.

The survey’s findings include data from over 100 countries around the world, and show that road bitumenemulsions volumes were stable from 2005 to 2009, with annual production figures totaling roughly 8 million tons. The same is true for road bitumen, with annual production of some 90 million tons. The world’sthree leading emulsion producers are the UnitedStates, France and Mexico. Since 2009, however,BRIC countries (Brazil, Russia, India, China) have joined the top ten global producers.

Comparing emulsion volumes and bitumenvolumes, it was noted that from 2005 to 2009 ashift of bitumen volumes from industrialisedcountries and Latin America to emergingcountries, in particular in Asia, took place. Foremulsions, the shift is slighter, proof that theindustry has remained dynamic and that the quality of emulsion-based techniques has helped boost the market in difficult times.

27

Bitumen emulsion in 2010: awatershed year

Figure 1. World’s top 10 emulsion producers

Environmental issues

Environmental issues are always at the heart of industry concerns, if only because of increasing regulatory pressure.As such, this is not a constraint, nor is it an opportunity – environmental protection is simply a “must”.

Environmental issues are becoming increasingly hard to ignore these days. For many companies, it has become alicense to operate. Those who don’t consider the environmental impact of their operations will find themselves at adisadvantage, not just because their competitors are doing it, but also because the public demands it”.

In France some 20 French departments have rolled out a “Convention d’Engagement Volontaire”, or voluntarycommitment agreement. Redeploying surface maintenance techniques for economic reasons is first and foremost areflection of the agreement between the Assemblée des Départements de France with its partners. In the case inpoint, the use of bitumen emulsions has helped reduce greenhouse gas emissions, as well as fossil fuel consumption. Customers and industrialists are all working to respond to the same sustainable development criteria by boosting theshare of emulsion-based techniques in surface dressings as a substitute for cut-back and fluxed bitumen. In Irelandand the United Kingdom, where these techniques are widely used, surface dressings are all emulsion-based, as ishappening with increasing frequency in Germany.

“The above makes it clear that the bitumen emulsion industry has a highly promising future, and is enjoying growtharound the globe with every major country now using bitumen emulsion on their road networks. However, there isstill much room for progress, given the technical advantages that emulsion techniques can provide,” le Bouteillersaid.

28

Figure 2 : Emulsion growth 2005 – 2009

Sabita's Manual 12: Methods for labour intensive construction of bituminous surfacings, and Manual 17: Thedesign and use of porous asphalt mixes, have been revised, updated and released in CD format. Both manuals arenow available at a cost of R50 to Sabita members, or R100 to non-members.

Sabita's comprehensive first aid kit is available at a cost of R250 to members and R500 to non-members. Thewell-known green Burns Tag is available free of charge to Sabita members. Please browse the Sabita website www.sabita.co.za or email info@sabita.co.za.

Revised Sabita Manuals released in CD format

35

30

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39

Asphalt News is published by the Southern African Bitumen Association (Sabita),a non-profit organisation sponsored by its members to serve all stakeholders

through engineering, service and education.

Sabita and the associations listed below have founded aglobal strategic alliance of asphalt pavement associations (GAPA) and

are working jointly towards a full, open and productive partnership:

Australian Asphalt Pavement Association (AAPA)National Asphalt Pavement Association (NAPA)European Asphalt Pavement Association (EAPAJapanese Road Contractors Association (JRCA)

No articles, extracts, photographs or other elements of this publicationmay be reproduced in any form whatsoever without the written permission

of the Southern African Bitumen Association

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email: info@sabita.co.zawww.sabita.co.za