ecsa ebulletin july 2010

eBULLETIN July 2010

2 ECSA Bulletin July 2010

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July 2010 ECSA Bulletin 3

Update: The role of Identification of Engineering Work 4

What is the true value of an engineer? 8

Be wary of imposters soliciting members 9

Expired members encouraged to re-register 10

ECSA’s registration statistics at a glance 11

Zimbabwean delegation visits ECSA 12

ECSA at the Working World Extravaganza 13

NMMU and SANRAL join forces 14

Continuing Professional Development – it’s easy to comply 16

SANRAL refines the art of traffic management 21

Gautrain update 31

King Shaka International Airport takes off 40

Lifestyle: The Fairway Hotel & Spa opens at Randpark 50

eBulletin feedback & Editorial contributions 58

CreditsPublished by Procure Publishing on behalf of The Engineering Council of South Africa

CEO: Cameron Bramley Managing editor: Bev Hermanson Editor: Tendai Dhliwayo

Project Leader & Sales Director: Jeff Malan Advertising consultants: Jason Bramley, Geri Adolphe, Chene Madzvamuse, Rachel Harper

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Address: Procure Publishing (Pty) Ltd, Block C, The Palms Office Park, Main Avenue, Ferndale, Randburg. 2194. RSA.

Tel: +27 11 998 2800 Fax: +27 11 998 2801

Engineering Council of South Africa (ECSA),

Address Private Bag X69, BRUMA 2026

Tel: +27 11 607 9500 Fax: +27 11 622 9295

Cover Image: ©SANRAL

No part of this publication may be reproduced without the prior written consent of The Engineering Council of South Africa or the publishers. ECSA, the publisher and

staff do not take responsibility for any errors or omissions. Information was deemed accurate at time of publication, but details may change from time to time.

Online newsletter for the engineering professionals registered with the Engineering Council of South Africa

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ContentsIn this issue

http://www.ecsa.co.za/

http://www.designmagazine.co.za/pdf/ecsa_ebulletin_july2010_FA3.pdf


An update on identifi cation of engineering work

What is Identifi cation of Engineering Work?

The Engineering Profession Act (EPA) prohibits

persons who are not registered from performing

identifi ed engineering work. The reason for this

measure is to protect the public by preventing per-

sons who do not have the necessary competence

and are not accountable from doing work that has

safety, health and environmental risks. It is impor-

tant to note that this measure is designed to deal

with unregistered people in a judicial process.

This public protection measure is distinct from

those that apply to registered persons. Registered

persons must follow the Code of Conduct and, in

particular, not undertake work for which they are

not competent by virtue of their education train-

ing and experience. A mechanism is available to

the public to lodge complaints about the conduct

of anyone registered with ECSA. All complaints

are investigated and if there is a case to answer a

tribunal is held. A registered person who is found

guilty is then subject to penalties, including being

struck off the register.

What is the process for identifying engineering work?

Two acts, the EPA and the Council for the Built

Environment (CBE) Act together defi ne a process

that is not without diffi culty. ECSA must fi rst de-

fi ne identifi ed engineering work for all categories

of registration and submit it to the CBE.

Secondly, when the CBE has received the submis-

sions from all six built environment councils, it

must formulate its identifi cation of work policy.

Thirdly, the CBE is required to consult with the

councils and then consults with the Competition

Commission. This step is not intended to seek per-

mission from the Competition Commission; it is

just consultation – presumably to ensure that the

CBE’s mind is applied to competition issues?

The fourth step is for the CBE to identify engineer-

ing work: this is the actual decision on engineer-

ing work that is identifi ed. Finally, the Minister of

Public Works must publish identifi ed engineering

work as a Regulation.


What is ECSA’s view on competition issues surrounding identification of engineering work?

Engineering work involves actions that exploit

the forces of nature, try to control the forces of

nature, exploit natural resources and control com-

plex processes. Doing this work without proper

education, training and experience creates risks

to health, life, property and the environment. It is

hardly debatable that persons who have not been

certified competent should be prevented from un-

dertaking work having such risks. ECSA does not

see identification of work as a competition issue

between registered and unregistered persons;

rather the vital issue is the effectiveness of work,

the mitigation of risk and the accountability of the

persons doing the work.

How has ECSA approached the definition of identified engineering work?

We need to determine the baseline characteristics

of work that requires the competence of a person

registered in an appropriate category. There are

two approaches to a definition. Firstly, one can de-

fine the work from the bottom up – for example,

specify all the tasks that all types of practitioners

do in all possible contexts and at all possible levels

of demand. Given the vastness of engineering, this

would be a monumental task. We could never be

confident that we have a complete definition and

there will inevitably be gaps.

The second approach, which is adopted by ECSA, is

to identify the baseline type of work through the

competencies required, to ensure that the work

is performed safely and effectively. The latter ap-

proach lends itself to a generic definition that can

be applied in all engineering disciplines. The prac-

tice in jurisdictions that require registration for

performing engineering work follows the generic

approach.

How are the categories of registration handled?

ECSA has professional, candidate and specified

categories of registration. The definition of iden-

tified engineering work covers the professional

categories: Engineer, Engineering Technologist,

Certificated Engineer and Engineering Technician.

Candidates may not take responsibility for engi-

neering work and must work under the supervi-

sion of a professional. It is therefore not necessary

to have a special definition of identified work for

candidates.

The specified categories, such as Lift Inspector, are

established by the ECSA Council and their work is

defined in the Government Gazette notice that

established the category. Specified categories do

not need further definition.

Using generic competencies to identify engineering

work allows work to be classified as requiring tech-

nician, technologist or engineer competencies. This

is achieved through internationally benchmarked

ways of defining the demands of engineering prob-

lem solving and the required underpinning knowl-

edge for the categories.


Where are we in the process?

ECSA completed its identification of engineering

work, in the form of a proposed Regulation, in

August 2006. Ever since the CBE became active

in 2008, there has been a regrettable difference of

view on the nature and purpose of identification

of engineering work.

ECSA has followed the intent of the EPA, namely,

to prohibit persons who are not competent and ac-

countable from doing engineering work of a type

that poses risks to the public interest.

The CBE Team that we have interacted with has

introduced other objectives that it expects should

be simultaneously fulfilled. Identification of work

must also guide persons who wish to procure engi-

neering services by the professions, describing the

work in great detail. Linked to this, identification

of engineering work must be done by discipline;

as few professionals practise across an entire dis-

cipline the level of definition would have to be at

sub-discipline level or lower.

The CBE Team also wants the identification of work

to demarcate the practice areas of registered per-

sons by minutely defining what may and may not

be done by persons in different categories and dis-

ciplines. The CBE Act unfortunately refers to scope

of work while the other six acts require the type of

work to be defined. The CBE Team promotes scope

definitions, driven no doubt by the additional ob-

jective of guiding clients in procuring professional

services.

ECSA’s position is that the additional objectives are

not a legal requirement and cannot practically be

fulfilled for the engineering profession within in

the same definition of identified work. Other ob-

jectives will be pursued by appropriate means,

where justified.

For some time, ECSA has been in a mediation proc-

ess with the CBE and finally an agreement was

signed in December 2009. In this agreement, the

essential purpose of identification of engineering

work was recognised as providing a type definition

for engineering work that could be used to pre-

vent unregistered persons from doing work that

threatens the public interest. While de-emphasis-

ing the other objectives, the agreement left the

door open slightly. There may, therefore, remain

a difference of opinion when the CBE finally pub-

lishes its policy.

What happens next?

The Acts and mediation process have determined

the remaining steps. Steps must clearly include

those listed above that are prescribed under the

Acts. Additional consultation stages have been

identified by the Mediator.

Having demonstrated the futility of a discipline-

based definition of identified work, ECSA has af-

firmed and stands by its generic submission, which

was updated in January 2010. The mediation proc-

ess has recognised that ECSA has met its obliga-

tions under the EPA.

The final version of the CBE policy, published in

draft form in November 2009 and commented on

by ECSA and other stakeholders, is awaited. The

CBE must consider and comment on ECSA’s submis-

sion before it consults with the Competition Com-

mission. This consultation may give rise to changes

in light of competition issues. The CBE must publish

the revised version for comment and then consider

the comments. Finally, the Minister of Public Works

must publish the regulations.

Compiled by Prof. Hu Hanrahan, Special Consultant, Engineering Council of South Africa

July 2010 ECSA Bulletin 7 July 2010 ECSA Bulletin 7

http://www.mercedes-benz.co.za/ecsa


What is the true value of an engineer? By Peter Fischer

The year 2009 was a diffi cult year for most engi-

neering companies due to the global recession.

Pay increases in January were non-existent or very

small in most companies. However, lawyers and

accountants (who, incidentally, take no risk for the

advice they give) still seem to be earning two or

three times what technical staff earn in the en-

gineering fi eld.

This begs the question:

What is the value of an engineer?

Let’s propose that time is our single most valuable

‘asset’. No one ever has enough time. It can’t be

created, but it can be ‘saved’ by smart people.

Therefore, the person who saves the most time for

others should be rewarded the most.

It is easy to see that large amounts of time are

saved when we have good quality infrastructure.

For instance, at the personal level:

• Good roads and bridges allow us to get around

effi ciently and safely.

• Reticulated potable water allows people to

have drinking water on tap without drawing

it from a well or a stream and then having to

carry it for miles.

• Sanitation via water borne sewers – say no more.

• Reticulated electrical power enables us to use

all sorts of time saving machinery and gadgets

in our homes and work places.

All of this infrastructure is provided by engineers

and it can be argued that engineers save hundreds,

if not thousands of times, more time than any ac-

countant or lawyer could ever achieve.

If we believe that good things will come to good

people in time, we only have to wait long enough

for some ‘tipping point’ to occur, usually a calamity

or disaster, that will reset the relative rewards.

But why should engineers wait for a calamity? All

engineers, but especially the younger generation

who stand to inherit the reward system status quo,

should feel free to question

• of the statutory bodies: why do they curtail

the ‘guideline’ reward structures, and

• of the relevant industry associations: why

don’t they stand together and fi ght for proper

recognition of the value of engineers, so that

the rewards are in line with the skill, effort,

risk profi le and, most importantly, the overall

value (time savings) that they provide.

As soon as engineers understand that they are

Savers Of Time, and that the infrastructure which

they design, implement and manage is merely a

means to that end, engineers will start to value them-

selves and sell their skills from a different platform.

It is only a matter of time, then, before a ground-

swell of self actualisation kicks in and engineers

will step into their rightful, and well rewarded,

place in society.

With acknowledgements to John Harrison, a thinker and scholar of The Real Economy


Be wary of impostors soliciting membership! ECSA warns engineering professionals and graduates

The Engineering Council of South Africa is appeal-

ing to engineering professionals and graduates,

whether registered with ECSA or not, to be wary

of organisations purporting to represent their in-

terests and soliciting registration.

The Society for Professional Engineers is one such

organisation that has been soliciting membership

from both professionals and graduates.

Dubbing itself an internationally recognised engi-

neering society, SPE claims it is the only South Af-

rican body recognised by the Engineering Council

and alleges it was established in 1989 and that it

originated from the Engineering Association of

South Africa (EASA) established in 1942 and the

South African Association of Engineers (SAAE) of

1898.

In particular, ECSA is warning professionals and

graduates not to subscribe the Pr Eng listing of-

fered by SPE.

Whilst there are a range of voluntary associations

recognised by ECSA, SPE is not one of them and

ECSA has distanced itself from it.

The Engineering Council of South Africa is the only

statutory body established in terms of the Engi-

neering Profession Act, 2000 (Act No. 46 of 2000).

Prior to that, its predecessor was established by

the Engineering Profession of South Africa Act,

1990 (Act 114 of l990).

ECSA is encouraging all professionals and gradu-

ates to familiarise themselves with its functions

and mandate and to phone its call centre at 011

607 9500 for more information on registration-

related matters.

Do not associate with SPE! ECSA warns engineering professionals and graduates


ECSA encourages deregistered professionals to re-register

The Engineering Council of South Africa has urged

its members recently de-registered to apply for re-

registration to avoid huge costs associated with re-

application for admission.

Of the 32 000 engineering professionals registered

with ECSA, nearly 2000 were de-registered in De-

cember 2009 for non-payment of annual fees.

“We applaud the efforts of some of our profes-

sionals who were de-registered who have already

paid up their dues and we encourage those that

have not, to honour their yearly obligations to

avoid the hefty costs associated with re-applying,”

says ECSA chief executive, Dr Oswald Franks.

Of the 2000 members that were de-registered in

December 2009, 667 have already paid their out-

standing fees since January 2010 and have already

been re-registered. Re-registration entails paying

the outstanding amount as well as an administra-

tion fee of R 300.00.

Those failing to adhere to re-registration processes

by end of May 2011 will be completely expunged

from ECSA’s database of registered professionals

and will have to re-apply and pay R3 530 to be re-

admitted.

“We are committed to ensuring that every engi-

neering professional remains registered and we

will perpetually explore better and more expedi-

ent ways of bringing everyone on board,” adds

Franks.

The 2010/2011 full list of annual fees payable is ac-

cessible from ECSA’s website (www.ecsa.co.za).

http://www.steloy.com


ECSA’s registration statistics at a glance

STATISTICS AS OF 2010 / 03 / 01 BREAKDOWN ACCORDING TO RACE

TITLE MALE FEMALE TOTAL Asian Black Coluored White

Professional Engineer 14139 387 14526 576 730 118 13102

Candidate Engineer 4069 899 4968 744 1369 66 2789

Professional Engineering

Technologist

3377 86 3463 270 354 107 2732

Candidate Engineering

Technologist

1343 311 1654 202 971 38 443

Engineering Technician

(Master)

431 0 431 2 0 0 429

Registered Engineering

Technician

879 9 888 39 42 21 786

Candidate Engineering

Technician

1686 527 2213 181 1597 30 405

Professional

Certificated Engineer

1021 2 1023 37 28 7 951

Candidate Certificated

Engineer

204 0 204 22 60 6 116

Registered Lift

Inspector

160 1 161 15 5 6 135

Registered Lifting

Machinery Inspector

700 1 701 39 30 12 620

Professional

Engineering Technician

1811 250 2061 182 911 109 859

EMF 18 1 19 0 0 0 19

TOTAL 29838 2474 32312 2309 6097 520 23386


Zimbabwean delegation visits ECSA on fact fi nding mission

The Zimbabwean delegation comprised ECZ chair-

man, Dawson Mareya and CEO Dr Sanzan Diarra,

ZIE chairman, Wingfi led Vengesayi, ZIE immediate

past President Martin Manuhwa as well as the in-

terim chairman of the Zimbabwean engineers in

South Africa, Bright Mbizi.

The visit was aimed at creating rapport between

the sister organisations as well as exploring bet-

ter ways of putting their organisational systems in

place. ECZ was established in 2009 and currently

has 150 registered members out of an expected 9

000 engineering professions in Zimbabwe. Besides

exploring the functions of ECSA and its relations

with various stakeholders, the interaction between

the two groups was further aimed at assisting

Zimbabwean engineering professionals in South

Africa.

ECSA’s president and management explained the

various divisions making up the organisation as

well as the organisation’s relations with related

stakeholders. The two sister groups agreed to

work closely together to explore better ways of

aligning their functions and mandates in line with

the rest of the world.

In its quest to help set up its operations and structures, a fi ve man delegation from the Zimbabwe Institution of Engineers (ZIE) and the Engineering Council of Zimbabwe (ECZ) visited the Engineering Council of South Africa (ECSA) on a fact fi nding mission.


ECSA engages pupils on engineering

Engineering is a broad industry and many high

school pupils are not sure what it entails. In an

endeavour to expound what the industry is about

and the different routes one can take to enter

the fi eld of engineering after completing matric,

the Engineering Council of South Africa (ECSA)

has intensifi ed its efforts in showing and explain-

ing to aspiring engineers what the fi eld is about.

For hundreds of grade 11 and grade 12 pupils in and

around the Port Elizabeth area, the rare opportu-

nity of getting a glimpse of engineering came at

the right time as many fl ocked to the week-long

‘Working World Extravaganza Show’ which ex-

posed them to the different career paths available

to school leavers.

ECSA was there and the ECSA personnel, including

a Council member, had their hands full explaining

the role of the Council as well as what engineering

entails. “Most of the learners show a great deal

of interest in the engineering profession,” said

Kylie Jansen van Rensburg and Ken Ramjee who

manned the ECSA stall.

This ‘Working World Extravaganza Show’ has

been running for the past 10 years to make stu-

dents aware of the world after school. The next

show takes place later this year in East London

where ECSA will interact with pupils from the

area.

Ken Ramjee (centre) devoted his time and shared his

experience with pupils during the Port Elizabeth

‘Working World Extravaganza Show’

ECSA staffer, Kylie Jansen van Rensburg, second

from left, with some of the pupils who came to

learn more about engineering


NMMU, SANRAL Join hands to boost engineering students

Dubbed STEM (Science, Technology, Engineering

and Related Management/Mathematics Fields

Pipeline), the initiative aims to operate as a bridge

from schools into tertiary education by enabling

and preparing learners to enroll and graduate in

the science, technology, engineering and math-

ematics related fi elds of studies.

Missionvale Campus in the Nelson Mandela Bay

Metropolis has been chosen as the site for the

project, as it is easily accessible to all communi-

ties, especially the disadvantaged.

The project currently targets grades 10, 11 and 12

learners, although there are plans afoot to expand

in the future. Under the project, learners will re-

ceive valuable tutoring to prepare them for careers

in related fi elds and equip them with the neces-

sary skills to operate in a tertiary education envi-

ronment, or a science related work environment.

South Africa, like the rest of the world has a

need for engineering graduates and this initiative

should go a long way towards encouraging learn-

ers to enter the fi eld.

In response to the poor matric performance in the science and maths fi elds, the Nelson Mandela Metropolitan University (NMMU) School of Engineering recently partnered with the South African National Roads Agency Limited (SANRAL) in an initiative aimed at boosting learners with skills to enter the science, technology and engineering fi elds aft er matric.


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It is easy to comply with Continuing Professional Development (CPD) and renewal of registration

Why was it necessary to introduce CPD?

In today’s rapidly changing technological world, it is no longer possible to rely on basic engineering studies and a few years of practical training to pro-vide professional advice and services. To remain globally competitive and to maintain the high standard of engineering for which the South Afri-can engineering profession has become known in the past, it has become necessary for engineering practitioners in our country to upgrade their engi-neering knowledge and skills, like their overseas counterparts, in a more formally structured way than before.

Engineers need to regularly update their knowl-edge, and develop and refine their skills. This means undertaking on-going or continuing pro-fessional development (CPD). In addition, Section 22 (1) of the Engineering Profession Act, 2000 (Act 46 of 2000) requires that a registered person has to renew his or her registration and has “to apply, in the prescribed manner, to the Council for the renewal of his or her registration”.

CPD is also necessary for ECSA to maintain Interna-tional Recognition. It is fairly easy to comply with the requirements of the CPD system. The follow-ing categories apply:

Category 1 Due to the slow validation of formal developmental activities ECSA has awarded each person 1 CPD credit for 2006 and 1 CPD Credit for 2007. The compulsory five developmental activi-ties (category 1 activities) can be obtained over the full five year CPD cycle.

Category 2 Any registered person working in Engi-neering for more than 800 hours peryear can claim 2 CPD credits per year (1 per 400hrs). 1 CPD credit per year can also be claimed for men-toring candidates towards registration (50 hrs)

Category 3 Members of recognised Voluntary As-sociations can claim 1 CPD Credit. Additional CPD credits may be claimed for individual activities, in-cluding self study (ie. reading of technical journals etc), at 1 CPD credit per 10hrs, up to a maximum of 3 CPD credits per annum.

What does Continuing Professional Development mean?

ECSA’s definition of CPD is widely drawn and not prescriptive, so as to remain flexible enough to be relevant to all members at all stages of their ca-reers. CPD refers to activities which:• have a clear set of objectives;• have a formal, organised structure;• require active participation and – most

importantly;

ECSA’s objective is to create a culture of Continuing Professional Development through which engineering practitioners can maintain their registerability in terms of the Engineering Profession Act, 2000 and international requirements.


• extend the member’s professional knowledge and skills.

To assist members, the following guidelines on the types of activities that constitute continuing pro-fessional development are hereby provided :

Category 1: Developmental activitiesAttendance of structured educational/develop-mental meetings such as:• industry related conferences, congresses, semi-

nars and workshops;• lectures, refresher courses and colloquiums. ECSA will arrange to have Overseas courses, con-ferences etc validated. At least five credits (50 hours) must be obtained within a five year cycle from category 1 and all activities have to be vali-dated by the relevant Tertiary Institution or Volun-tary Association.

Category 2: Work-based Activities• Technical work in a practitioner’s field of spe-

cialisation;• work based activities including management;

(two credits for 800 hours of work may be earned annually under this activity);

• mentoring young engineers in the work place and career guidance (one credit for 50 hours of mentoring annually may be earned under this activity) .

Category 3: Individual Activities• Membership of recognised engineering socie-

ties, (one credit annually not linked to hours);• part-time lecturing to undergraduate and

postgraduate students;• supervision of students undertaking postgrad-

uate studies;• oral examinations of final year and postgradu-

ate students;• evaluation of M dissertations and PhD theses

by external examiners;• publication of research in peer reviewed journals;• publication of technical articles;• papers presented at conferences;

• participation in statutory, professional, institu-tional, technical or non-technical committees or task groups;

• evaluation of educational qualifications for ECSA’s Qualifications Examination Committee;

• evaluation of competence and applications for ECSA’s registration wing;

• evaluation of final year students by external examiners;

• relevant additional qualifications;• self-study which includes, but is not restricted

to studying of journals or electronic or compu-terised material.

Three credits (30 hours) may be earned annually under this portion of this category.

What ecsa requires from youECSA recognizes that, as a professional, you must decide on the type of professional development activities you undertake. However, ECSA also needs to ensure that its obligations to the public are met by setting minimum requirements for regular CPD.

All members of ECSA should claim their CPD cred-its either manually on Form ECPD 1, or electroni-cally on ECSA’s website, and should also submit the Renewal of Registration application form (Form R1.1 and R1.2), after ECSA has informed them of their renewal of registration date (which will be done five months prior to each individual’s renew-al date).

These regulations ensure that registered profes-sionals are complying with their professional ob-ligations and provide each with an opportunity to renew their commitment to personal and profes-sional development.

Retired persons have a reduced CPD requirement as stipulated in the CPD Policy Document. As al-ready indicated ECSA’s objective is to create a cul-ture of CPD through which engineering practition-ers can maintain their registerability in terms of the Engineering Profession Act, 2000 and interna-tional requirements.ECSA wishes to thank all those registered persons who have submitted their returns and applied for renewal of Registration.


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P38266 SANRAL_Engineering ad.indd 1 2010/05/18 7:16 AM

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SANRAL – Refining the art of traffic management By Bev Hermanson

Our national roads are the conduit for 80% of freight moved around the country. SANRAL, the South African National Roads Agency Lim-ited, is entrusted with the construction, care and maintenance of the national roads network, which not only includes the most important links between the main cities, but 6467 large bridges and culverts and the Huguenot Tunnel.



The South African National Roads Network has

been described as a vital asset that plays an essen-

tial role in promoting economic and social develop-

ment in the country. Recognised internationally as one

of the world’s leading roads authorities, SANRAL,

the South African National Roads Agency Limited,

has been tasked with the mandate to finance, im-

prove, manage and maintain the national roads net-

work as a way of strengthening the South African

economy. An integral part of the agency’s vision is

its effective contribution towards transformation

and the creation of jobs, thereby providing a bet-

ter life for all citizens.

Electronic toll collection

Entrusted with just 7200 km of roads to maintain

when it was established back in 1998 as an inde-

pendent statutory company, with the government

as its sole shareholder, SANRAL currently manages

16170 km of non-toll and toll roads and assets

with an estimated replacement value of more than

R186-billion.

Over the first decade of its existence, SANRAL

developed three major toll roads, namely the N4

Platinum Toll Highway that stretches from Pretoria

to the border with Botswana, the N4 Maputo De-

velopment Corridor linking Preotria with Maputo

and the N3 Toll Road from Heidelberg to Cedara

(launched in October 2006), as well as the iconic

Nelson Mandela Bridge in Johannesburg’s central

business district.

The largest project currently under way is the

Gauteng Freeway Improvement Project, which was

launched by the Minister of Transport in October

2008. The first phase, involving the upgrading of

the freeways linking and surrounding Johannes-

burg and Pretoria and the freeways leading to the

OR Tambo International Airport, covering 185 km

and costing in the region of R22-billion, should in

the main be completed by the start of the 2010


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FIFA World Cup. The second phase, covering 300

km, is expected to be launched in 2012 at a cost of

R24-billion (or more, depending on inflation).

Part of the first phase is the installation of a sophis-

ticated multi-lane freeflow electronic toll collection

system which SANRAL hopes to have operational

by the first quarter of 2011. All tolls will be collected

electronically by receivers straddling the road that

will pick up the reading of either an e-tag in the

vehicles of all commuters registered with SANRAL,

or the number plate of non-registered vehicles.

For the registered drivers, an electronic transac-

tion will be activated and their bank accounts will

be debited directly. Non-registered drivers will re-

ceive an account and be given between 5 and 7

days to pay, failing which the non-payment will be

registered as a traffic violation and the driver’s li-

cence will receive de-merit points, similar to those

that will be issued for speeding fines.

To get the e-tags, commuters will be able to reg-

ister on the Internet, at various centres along the

route, or at kiosks situated in nearby shopping

centres. Staff at the kiosks will also be able to is-

sue pre-paid vouchers and address any problems

encountered with the system.

Traffic management

One of the most challenging aspects of manag-

ing the network of roads is trying to reduce con-

gestion. To monitor the traffic patterns, SANRAL

makes use of a range of technological systems such

as the Freeway Management System, which in-

cludes the Intelligent Transport System (ITS) and

the Incident Management System (IMS).

“You can’t build your way out of traffic conges-

tion,” explains SANRAL CEO, Nazir Alli. “That is why

we have introduced our Intelligent Transport System

and Incident Management System. Through the

use of CCTV cameras and constant monitoring of

their transmissions to the transport management

centres, we can analyse the traffic patterns, en-

sure faster response times to incidents and quicker

clearance of impediments to the traffic flow. It

also helps the traffic department to apprehend

reckless drivers and unroadworthy vehicles.”

In the Western Cape, the FMS is being jointly run

by SANRAL, the Western Cape Provincial Govern-

ment and the City of Cape Town. The project cov-

ers approximately 150 km and involves the moni-

toring of the N1, N2, N7, M5 and R300 highways.

In KZN, the organisation is working in conjunction

with the eThekwini Transport Authority (ETA) to

monitor approximately 100 km of the N2 and N3

national roads. This involves a fibre optic commu-

nications backbone, CCTV cameras and variable

message systems. A number of traffic counting

stations are also being installed, to help the traf-

fic management centre to determine travel times

during peak periods.

In Gauteng, the Freeway Management System has

been used on the N1, N3, N12 and N17 highways

for some time and now, as part of the Gauteng

Freeway Improvement Project, the ITS is being ex-

tended to the R21 that leads to the OR Tambo In-

ternational Airport. The R21 route, which extends

for approximately 43 km, will have wireless CCTV

cameras, some of which will be solar powered, var-

iable message systems and traffic detection equip-

ment to monitor this vital thoroughfare. In total,

including the R21 extension, the FMS will eventu-

ally span 230 km of the Gauteng freeway system.

To complement the ITS system in Gauteng, a traffic

website has been developed – this will eventually

be rolled out to include the major cities in the rest

of the country.

In addition to being able to pinpoint accidents and

disaster areas, SANRAL’s traffic monitoring sys-

tem is valuable in predicting future maintenance


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needs, based on the volumes experienced on the

various roads. It is also used in the planning of law

enforcement and road safety campaigns.

Challenges

Potholes! On being tackled about the dismal state

of some of the country’s roads, Nazir Alli explains:

“Unfortunately, SANRAL is responsible for only

16170 km of the country’s 600000 km of roads.

The balance has to be maintained by the provincial

governments and municipalities. On the SANRAL

roads network, we make sure that potholes are at-

tended to within 48 hours.”

“To expand a bit further - basically, potholes are

a reflection of poor maintenance management

systems. Regular maintenance is vital and the tim-

ing of the maintenance is crucial. Research has in-

dicated that, if maintenance is not performed as

and when it is required, the costs to repair the

roads later escalate. If, for instance, a road is left

to deteriorate for three years, the cost is six times

more. If the road is left for eight years, the cost is

eighteen times more.”

“As part of our transformation drive, we try to ap-

point as many SMMEs as possible. We have SMME

routine road maintenance contractors who moni-

tor our roads network and are responsible for re-

pairing or replacing damaged side rails, unblocking

drains and repairing potholes. Every millimetre of

our roads is covered this way.”

Overloading

Over and above inclement weather and ultra-violet

radiation causing deterioration, roads can be dam-

aged by overloading. “Overloading causes in excess

of R600-million in repair costs every year,” Alli con-

tinues. “For this reason, we have seven traffic control

centres dedicated to monitoring overloading across


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KZN, the Free State, Gauteng, Mpumalanga and

the Limpopo Province. In addition, we currently

have twenty static weighing facilities and twelve

satellite stations, as well as around fifty weigh-in-

motion pads in place. When overloaded vehicles are

identified, they are sent to the static weigh stations

and if they are overloaded they are issued a fine.”

Getting road users to comply with the temporary

speed limits is another frustration. “Nobody obeys

the construction speed limits,” Alli adds. “We basi-

cally have to rely on the goodwill of the drivers to

behave responsibly. We appeal to the drivers to ex-

ercise caution and to respect that there are people

working there. But it’s difficult.”

Protection of the environment is a further con-

sideration that has become a key component of

SANRAL’s road infrastructure development. This

includes the limitation of pollutants, both from

exhaust fumes and noise, the minimisation of the

use of non-renewable resources and the recycling

of materials, where possible.

However, the greatest measure of SANRAL’s com-

mitment to the welfare of the country lies not in its

environmental management plans to ensure sus-

tainability, but in its commitment to tackle fraud

and corruption head-on. Due to the sheer mag-

nitude of the funds involved in road construction

and maintenance, malpractice is a constant threat.

SANRAL subscribes to the fraud hotline service,

Tip-Offs Anonymous©, an independent service

provider. In this way, employees and members of

the public have the reassurance that unethical be-

haviour, fraud and corruption can be curtailed, al-

lowing SANRAL to execute its mandate effectively

and efficiently.


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Gautrain getting ready to ride By Bev Hermanson

An integral part of the scheme to upgrade the public transport for both Johannesburg and Pretoria, the R25-billion Gautrain project is making good headway. When operations commence, it is estimated that the Gautrain will be able to transport more than 100,000 passen-gers every day in all directions providing economic mobility and the convenience of door-to-door commuting.



Conceptualised back in 1997 as part of the Gauteng

Department of Finance and Economic Develop-

ment’s social upliftment initiative, the Gautrain is

destined to have a resounding impact on the en-

tire province, changing the way people choose to

live, how they get around and even where they

choose to work. Covering 80km, with ten stations,

including a station at the OR Tambo International

Airport, the Gautrain has been pretty much de-

signed to appeal to all those single occupant com-

muters that have been contributing to all the traffic

congestion lately.

“The strategic objectives were divided into groups

– to ease congestion on the road networks; to pro-

mote the image of public transport; to promote

BEE (Black Economic Empowerment), SME devel-

opment and socio-economic development, thereby

creating more jobs; to change the shape of urban

development in Gauteng to that of transit-oriented

development, to facilitate the revitalisation of the

Johannesburg and Tshwane central business dis-

tricts, to improve accessibility and mobility in the

Johannesburg/Tshwane corridor, to promote good

governance and quality service delivery, to encour-

age the convergence of public-private partnerships

and to promote tourism,” explains Mr Jack van der

Merwe, CEO of the Gautrain Management Agency.

The objective of providing employment has cer-

tainly been realised as, so far, 11 700 direct jobs

and over 60 000 indirect jobs have been created.

There has been a dramatic increase in the number

of companies, joint ventures and enterprises es-

tablished to cope with the demand for engineer-

ing and construction expertise and supplies. Many

of these are Black Economic Empowerment and

SMME initiatives. Unfortunately, due to the brain

drain, some engineers had to be called back from

retirement, but on a more positive note, a total

of 37 construction professionals, that had left the

country to work overseas, have returned home to

participate in the project.

Stimulating property development

The positioning of the stations has certainly gen-

erated enormous interest and property developers

and hotel groups have jostled for prime positions

nearby. Each of the stations was chosen for the

unique contribution that it would make to the

area surrounding it.

“One of the questions we had to ask was: When

passengers disembark at the airport, where do

they go? Through our research, we found that the

majority of airline passengers that visit Gauteng

have a destination in the Sandton area. Once we

had established that, it was just a matter of con-

necting the dots. We had to include central Johan-

nesburg and central Pretoria, in support of the

drive to revitalize the CBDs. Hatfield, north east of

the Pretoria CBD is a potent area, with its proxim-

ity to the university, Loftus Versfeld rugby stadium,

the CSIR, business district and the many embassies

in the area. Centurion and Midrand are rapidly

expanding areas, Rosebank is another important

business and residential hub, Marlboro is situated

right next to an N3 interchange and Rhodesfield is

a residential suburb located close to the airport,”

Mr van der Merwe adds.

Facilities that had to be incorporated at each sta-

tion include provision for other forms of public

transport, such as buses and taxis and parking for

commuters. There is an emphasis on pedestrian

traffic and access control and the development of

pedestrian-friendly areas.


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A view of the progress at OR Tambo international airport

Testing the Gautrain


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Building the tunnel

Of the total length of the Gautrain line, 15,5km

is underground, linking the Marlboro station via

Sandton and Rosebank, to Park station in the cen-

tre of Johannesburg. Traditional blasting and drill-

ing methods were used for 12,5km as this method

makes it easier to have a number of teams work-

ing simultaneously to speed up the process. For the

remaining 3km, a tunnel boring machine had to

be used. Unlike the underground boring machines

that have been used in South Africa to that point,

this one had to be able to cope with soft ground.

With a rotating cutting head at the front of the

machine, the TBM, as it’s known, bored through

the ground, which was then mixed with chemicals

to form a toothpaste consistency. This mixture was

removed from the cutting area up an Archime-

dian screw and passed up a tube and discharged

behind the head of the machine. The ‘toothpaste’

was then fed along a conveyor belt to the surface

and carted away to a soil site. As the TBM moved

forward, a host of ‘services’ followed – including

compressed air, electrical cabling and lighting. The

challenge, always, was not to lose the pressure at

the front of the machine, where the cutting blades

were, as the ground had to be kept under con-

stant pressure to prevent it from collapsing. Once

a day, the cutting blades had to be inspected and

the inspectors had to go through a decompression

chamber en route. As the TBM moved forward,

the permanent structure of the precast ‘wall’ was

pieced together in segments within the shell of

the TBM. Then, as the machine moved forward,

the ‘wall’ was secured in place.

The total tunnel excavation, including the bor-

ing by the TBM, a total length of approximately

15,5 kilometers from Park Station to Marlboro

Portal, was completed in September 2009 and the

civil works, tracklaying and associated electrical &

mechanical railway infrastructure works between

Marlboro and Sandton Station are now com-

plete. Within the remaining tunnel section, good

progress has been made with the civil works, in-

cluding the installation of the final lining, cable

duct and walkways, the track and the mechanical

and electrical equipment.

Along the tunnel route, seven emergency access

shafts are located at intervals along the single-track

rail tunnel between Park Station and Sandton Sta-

tion. Construction of these shafts is continuing at

a steady pace, to ensure that all emergencies can

be handled by the time this stretch of the Gautrain

line is operational.

Phase one nearing completion

The Gautrain is being completed in two phases.

The first phase which has lasted 45 months, includes

the link between the OR Tambo International Air-

port and Sandton, as well as the stations at OR

Tambo, Rhodesfield, Marlboro and Sandton, to-

gether with the Operations Control Centre and

the Depot, both situated in Midrand. These will all

be operational on 8 June 2010.

The second phase, which is being constructed

concurrently, should be completed during mid

2011. This includes the remainder of the rail net-

work, the stations linking Sandton to Park Station

in Johannesburg and the route from Midrand to

Hatfield.


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KZN’s economy set to take offBy Bev Hermanson

Located at La Mercy, approximately 35 kilometers north of Durban’s city centre, King Shaka International Airport is a ground breaking co-operative project agreement that was reached between the National Department of Trans-port, the Provincial Government of KwaZulu-Natal and Airports Company South Africa (ACSA). It is also the first greenfields airport to be built in the past 50 years in South Africa and possibly the only one in the world that has been completed recently.


With a terminal floor area of 103,000m², 75 check-

in counters, 50 retail outlets, runway and taxiways

covering 400,000m², 12 air bridges and parking for

6500 vehicles, complemented by administration

offices, transit accommodation for tourists and

an integrated agricultural export zone, the King

Shaka International Airport is expected to make

a significantly positive impact on the economy of

the region.

Background

The prospect of building a brand new airport for

Durban was mooted during the 70s and in fact

some initial infrastructural work was completed

between 1975 and 1982. Due to the economic re-

cession of the 80s, the entire project was halted

and it wasn’t until the 90s that the notion of re-

locating the Durban International Airport was re-

vived. Extensive research, analysis and agonizing

over whether to relocate or upgrade the existing

airport ensued, however in July 2006 it was finally

concluded that the existing airport, even when

fully developed, would not provide enough ca-

pacity for the region. It was decided that a new

airport had to be built and that ACSA would de-

velop, manage and own the airport while the

Dube TradePort Company would develop a cargo

facility, trade and agri zone nearby.

Dube TradePort

The siting of the new airport complements the

development of the Dube TradePort, which is situ-

ated on 2060 ha of land that is perfectly accessible

by the two major ports of Durban and Richards Bay

and the rail and road links with Gauteng. Wholly

funded by the KZN Department of Economic De-

velopment, the Dube TradePort is intended to be

a world class freight logistics facility that will be

geared to attract a wide range of activities that

will stimulate economic advancement in the region.


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The Dube TradePort platform is split into three sec-

tions namely: Trade Zone, Agri Zone and Support

Zone (joint venture with ACSA). The Trade Zone,

which includes the cargo handling terminal at the

airport, will stimulate the import and export of

high value goods by air to and from KwaZulu Na-

tal. The Support Zone has been designed to cater

to the corporate sector as well as the suppliers of

services and tourist accommodation through the

provision of offices, buildings, conference and

entertainment facilities, while the Agri Zone will

involve the cultivation of high value farming prod-

ucts for export.

Anyone travelling by road between Johannesburg

and Durban will testify to the enormous volume of

road freight traffic that uses the route daily. When

completed, the Dube TradePort and the King Sha-

ka International Airport will alleviate the pressure

on this route by facilitating that the more than

50 000 tons of manufactured goods produced in

the region will be air freighted directly from the

local airport in the future, rather than having to

undergo the arduous transportation to Gauteng

for airfreighting from the Highveld airports. The

new cargo terminal at King Shaka, in fact, has the

capacity to handle over 100 000 tons of cargo per

year, thereby allowing for considerable growth in

the future.

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Environmental issues

Prior to commencement of the construction, there

were a number of environmental aspects that

needed to be considered. For an undertaking of

this size, a full environmental impact study was es-

sential. Clearly noise pollution and increased traf-

fic were important considerations. Fortunately,

the noise pollution and fuel transportation to the

new airport site were issued with a positive record

of decision.

Over and above these issues, the assessments also

revealed a possible threat to the bird population

in the vicinity, in particular the 3million barn

swallows that migrate every year from Europe to

roost in an area close to the airport. Known as the

Mount Moreland Reedbed, this site is in the flight

path of aircraft using the airport. Concerns raised

not only included the possible disturbance of the

bird colony on the ground, but also the possible

hazard of birds in flight putting aircraft safety at

risk.

Whilst the idea of bird strikes is alarming, this is a

hazard that is regularly encountered by all airports

worldwide. From the intensive research conduct-

ed by ACSA and the Mt. Mooreland community, it

was discovered that the swallows rarely fly as high

as the aircraft and their main activities in the area

are 30 minutes before dusk and just before dawn.

Two solutions were found to allow the birds and

the airport to co-exist. Firstly, the flight schedulers

will take these critical times into account and plan

around them, to avoid unnecessary risk to the air

carriers and secondly, a special bird detection ra-

dar system has been instituted by ACSA to monitor

the movements of the birds. The added bonus is

that this system is able to detect the presence of

bats at night, as well.

Design of the airport

The airport was designed by a consortium of

architects called the Ilembe Architectural Joint

Venture, consisting of Osmond Lange Planners

and Architects, Shabangu Architects, Mthulisi Msi-

mang Architects and NSM Designs.

As with the building of the Gautrain and the 2010

stadiums, the architects and engineers travelled to

many countries looking for lessons that needed

to be learnt. For the King Shaka International Air-

port, the opportunity to plan a building that was

to be built from scratch was most welcome as the

provision for expansion was an automatic part of

the initial plan.

“It’s in the expansion that most existing airports

have suffered enormous growing pains,” com-

ments Victor Utria of Osmond Lange Architects.

“No one predicted the extent of the future de-

mand and how passenger volumes would exert

so much pressure on the facilities. It was interest-

ing to see that, although they all have to perform

exactly the same functions, no two airports are

the same. With the planning of the King Shaka

International Airport, we had the luxury of being

able to plan for expansion in an orderly fashion.

That being said, there is no way of knowing how

changes in technology will take airport design off

onto a different tangent in the future.”

Due to the sheer size of the project, the design

responsibilities were split amongst the five design

firms in the consortium. Durban-based NSM De-

signs were tasked with the planning for the cargo

terminal, while Ruben Reddy Architects handled

the passenger terminal airside corridor, the cool-

ing towers complex and the external urban fabric

that encompassed the roads, parking areas and

pedestrian walkways. Mthulisi Msimang Architects

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parkade and offi ce building, while Shabangu Ar-

chitects from Johannesburg was responsible for

the car rental facilities, the control tower and most

of the support buildings. Osmond Lange Architects

& Planners handled the co-ordination as well as

the design of the passenger terminal building and

the retail facilities.

“An airport in its entirety is a machine and all of

the different parts are equally important to ensure

that the airport functions effi ciently,” says Utria of

the split of responsibilities. Certainly, as a mere pas-

senger, it is diffi cult to understand everything that

is involved in the running of such a large facility.

This is indeed why airports take such a long time

in the planning process – for example, Durban

Airport took 30 years to completion once the site

was identifi ed and Heathrow’s Terminal 5 took 40

years to completion. In that time, one hopes that

air travel, as one knows it, hasn’t changed too dra-

matically.

From an economic perspective, it has been estimat-

ed that, over the next 20 years, the airport could

create between 165 000 and 260 000 jobs. Over

the next 50 years, it is projected that the passenger

handling capacity may well increase from the ini-

tial 7,5 million passengers a year to as much as 45

million passengers a year. To facilitate this growth,

the aircraft parking space on the apron will have

to be expanded from the current 18 passenger air-

craft stands to 96 aircraft stands, by 2060.

“A world class facility of this quality has been long

overdue in the region and the opening of the new

airport will have great benefi ts for Durban and

KwaZulu Natal,” says Utria. Considering the vastly

improved facilities, compared with the old airport,

this can only bode well for the future.


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Untitled-1 1 15/01/10 14:38:24

http://www.metso.com


Setting new standards at The Fairway By Bev Hermanson

When one comes upon the Randpark Golf Club tucked away in the quiet suburbs off Republic Road, it’s not at all obvious that this is in fact one of the biggest golf clubs in Johannesburg. Now, nestling alongside it, The Fairway Hotel & Spa brings an added dimension to this already popular golfing venue, in the form of 5-star luxury and pampering.


Boasting not one, but two magnificent golf courses,

a superb driving range and a recently upgraded

clubhouse, the 30 year old Randpark Golf Club has

a loyal following with a 2500 membership base.

With the opening of The Fairway Hotel & Spa ad-

jacent to the golf club, there’s great anticipation

that the club will be brought into the limelight on

a more regular basis, attracting more tournaments

of an international calibre.

The land was purchased by the Plumari Group

some years ago and, as tourism has become more

vibrant with the encouragement of government,

the decision was taken to partner with Guvon Ho-

tels to develop a luxury hotel on the site. This has

resulted in a R100-million development that has

already caught the attention of the cosmopolitan

set – in fact the Brazilian soccer team booked the

hotel well before time, to secure their base for the

duration of the 2010 FIFA World Cup.

Understated hints of Africa

When one arrives at the hotel entrance, one can’t

help but be impressed by the enormity of the

stone wall that subtly shields the back-end services

from view, while drawing one past the welcom-

ing water feature, through the entrance into the

reception area. The floor detail resembles a wind-

ing path that draws one through the space. Huge

copper columns, at present a rich orange in colour,

but expected to age to a verdant green with time,

impart a sense of grandeur to the double volume

space.

The reception, with its minimalist desk inlaid with

a shimmering glass mosaic, is well lit during the

day by natural light that filters in through floor

to ceiling glass walls on either side. Just past the

glass panelled lift, there are three intimate loung-

es, each on a different level and each with its own


��

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distinctive furnishings. An outdoor terrace and

Roundabout Bar on the ground floor level over-

look the chipping and putting greens of the golf

club, while on the upper level, the Vista Bar com-

mands spectacular views of the golf courses.

Bar Verve inside is a vibey cocktail bar that prom-

ises to become a popular venue for after work

drinks. Concealed behind the bar, the wine cellar

doubles as a secluded dining room suitable for

business entertaining.

The main restaurant, Balata, (a play on the word

ball) offers a variety of seating arrangements. Up-

holstered benches with rows of small tables and

occasional chairs give off an almost saloon-style air.

There are large round 10-seater tables and tables

suitable for couples positioned around the open

space. Then, overlooking the pool deck, there’s

the ‘eat on the go’ bar that is particularly popular

for quick breakfasts and light lunches.

An air of sophistication

Designed by the hotel specialist interior design

team, Darley Interior Architectural Design, or DIAD

for short, the interiors have been given a unique

sense of place through the use of the colours,

shapes, textures and accessories that have been

used. Although the architecture can be described

as contemporary African, which is embellished

in the public areas with typically African colours –

burnt oranges, yellows, lime greens and bright

blues – the interiors of the bedrooms, with their

greys, silvers, maroons, purples and pinks, reflect

an international sophistication that is fitting of the

5-star status of the hotel.

The accommodation, consisting of 35 luxury rooms,

16 premier rooms, eight family rooms, two presi-

dential suites and one paraplegic room, is split into

two wings. Leading off the reception to the south


west, a string of luxury rooms are conveniently sit-

uated for those wishing to utilise the conference

facilities on the upper level. Beyond the restau-

rant, to the north, two levels of rooms encircle the

pool courtyard. Each room has its own balcony,

dressing area and large en suite bathroom, with

separate toilet. The suites also have a preparation

kitchen, a gas fireplace and a separate lounge for

entertaining.

On the upper level of the main building, the func-

tion and conference facilities are very much part of

the hotel offering, yet have the privacy of being

away from the general buzz of the guests’ com-

ings and goings. On the one side, the Windsor Ball

Room, which can be split into two sections, has

full catering facilities that will cope with up to 160

guests. On the other side, the large conference

room can be split into three rooms – each with its

own wall mounted plasma TV – to cater for three

different functions, if the need arises.

Subsequent phases

In the final stages of completion, the Fairway Spa is

sure to become a destination in its own right. The

various treatment rooms each have a private gar-

den and there is a relaxation lounge, sun deck and

even a snack bar. Extensive hydrotherapy facilities

include a Rasul chamber, a heated relaxation pool,

a chill pool, a sauna and a steam room. There are

manicure and pedicure rooms and a physiotherapy

room for treating sports injuries. The interior fin-

ishes are calm, the lighting is serene and the air

will soon be fragrantly alive with the scents of aro-

matherapy products.

The next phase to be completed will be the golf

villas, which should be ready to welcome guests

around the end of July 2010. The golf villas are

fairly unique in their design and offering – each

villa is a stand alone unit, so that the collection


http://www.bmgworld.net


makes up its own golf village. Of the 14 villas, 13

have four double rooms, while the last has two

double rooms.

The units are self-catering, with a large fridge, gas

hob and microwave along with all the other equip-

ment that allows for the convenient preparation

of meals. For those who prefer to eat in the hotel

restaurant, the villas are within walking distance.

Alternatively, a chef can be arranged to cook at

the villa, at an additional charge, for those that

prefer to have a private party. Furthermore, each

unit has its own braai deck so that guests can enjoy

dining al fresco, in true South African style.

The Wedding Chapel, the last phase that is due to

be completed somewhere around late August or

early September, 2010, offers a convenient alter-

native to couples who don’t want to make their

guests travel long distances to the outskirts of the

city, just to join the celebration of their special day.

After the ceremony, the Windsor Ball Room is the

ideal venue for a medium-sized reception and for

larger weddings, the Randpark clubhouse is a fit-

ting alternative.

Maintaining a ‘green’ conscience

In keeping with the recommendations of the South

African Green Building Council and other leading

environmental organisations, the developers have

set out to raise the bar on energy efficiency and

water conservation. This requirement was speci-

fied right from the start, enabling DBM Architects

to plan accordingly.

A substantial contributor to the solution has been

the use of gas. Supplied by Reatile Gaz, a Black

Empowerment supplier, gas was chosen as a com-

plement to Eskom electricity, both for its energy

saving qualities and its ability to add atmosphere,

when used as fuel in the fireplaces.

Over and above the use of gas for the self catering

hobs and the double sided gas fireplaces, gas has

also been used to fuel the central boiler system,

which is normally a huge energy guzzler. To save

water wastage when staff have to ‘run’ the hot

water before it comes out at the right tempera-

ture, the hot water will be continuously circulated

throughout the hotel and spa, to make sure that


hot water is always on tap. In addition, hot water

will be circulated through pipes in the floor slabs,

eliminating the need for under floor heating or

air-conditioning to warm the interiors.

To further reduce the need for electricity, move-

ment sensors have been used so that, if a room is

left vacant, the lights and air-conditioning are au-

tomatically turned off. All light bulbs are energy

savers and the security lights and external light-

ing are connected to solar powered photo-cells.

To conserve water, grey water will be recycled and

storm water will be collected for further use.

Over an above the artificial elements that contrib-

ute to saving the environment, the extensive use

of natural light and providing balconies, patios

and terraces so that guests can enjoy the fresh air,

has contributed substantially towards giving this

development its African character.

“One of the advantages of having a hotel like this,

wrapped around part of a golf course, is that you

don’t have to have large gardens – the greenery

is already there,” says Ryno Niehaus, design archi-

tect, DBM Architects.

“The positioning is excellent,” agrees Wynand du

Plessis, main member of DBM Architects. “The fact

that the hotel is minutes away from major shop-

ping centres such as the Heathway and Cresta

Centres, only 15 minutes from Sandton during off

peak times and within easy reach of at least 5 of

the World Cup stadiums, made The Fairway Hotel

an easy choice for the Brazilian soccer team. It is

private and out of the way, yet easily accessible

from the N1 highway.”

“Even when the FIFA World Cup is over, the hotel

should do well as there are very few top quality

hotels in the area. Business campuses such as the

MTN Head Office and the FNB & Wesbank offices

in Fairlands will likewise find The Fairway a very

convenient option for accommodation for their

visitors and for hosting functions.”


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Editorial contributions


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ecsa ebulletin july 2010

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