1

South Africa has sufficient inherent refining capacity tomeet the country’s bitumen needs for the foreseeablefuture, but the anticipated increase in demand asinfrastructure development gathers momentum under thegovernment’s ASGISA initiative would require anincreased investment in blending and dispatchingfacilities to minimise supply bottlenecks.

This is the conclusion reached in a discussion paperprepared by Trevor Distin, CEO of the Southern AfricanBitumen Association (Sabita) to assess the ability of refineries to meet South Africa's bitumen demand trendsover the next ten years. The paper is part of an urgentstudy commissionedby the President’sOffice to evaluateSouth Africa’scapacity to supplystrategic constructionmaterials to supportthe government’ssocial and economicdevelopment plans.

In the past, bitumenproduction at SouthAfrica’s four oilrefineries (Chevron,Engen, NATREF andSAPREF) hasexceeded localdemand, with outputvarying between

1 and 4% of total crude oil throughput. Surplus bitumen is exported mainly to the Indian Ocean islands, but alsoto SADC countries where many South Africancontractors undertake road construction projects. Figure 1 indicates the supply of bitumen by refinery during2006 as a percentage of crude oil throughput.

Dramatic increase

Under-investment in road infrastructure has resulted ina decline in local demand for bitumen in recent years.This demand recently fluctuated at around 250 000 tons

Volume 21 Issue 1 May 2007

4 New Local Councillor Empowerment Programme 7 HMA forensic study points to the way forward 9 Warm Asphalt Technology10 CAPSA'07: Programme outline11 SAT gears up for heightened profile

IN THIS ISSUE

Upgrading of dispatch facilities at refineries vital to ensure that bitumen supply meetsSouth Africa's needs

The CALREF refinery in Cape Town

per year compared with volumes of 400 000 tons consumed in the 1980s. In 2006, however, adramatic increase of 17.5% inlocal demand reflected increased spending on road constructionand maintenance projects asgovernment pursues its 25%annual growth plan outlined inits Medium Term ExpenditureFramework.

Demand fluctuation

Approximately 90% of SouthAfrica’s bitumen consumptiongoes to government funded roadand runway projects, with smallamounts being used for parkingareas, private roads andindustrial applications. Demandfluctuates within any 12 monthperiod in response to factorsbeyond the control of bitumensuppliers. These include:

1. Seasonal climatic conditions: The application ofbituminous materials is restricted to periods of dry,warm weather, and this can cause daily as well asseasonal and regional fluctuations in the demand forbitumen. (Very little bituminous work is done during the cold, wet winter months in the Western Cape butdemand peaks during the hot summer months);2. Financial year end: Most road authorities andmunicipalities tend to hold back on road maintenanceexpenditure until they approach their financial year end,which places a huge burden on resources and materialsupply over a short period. The impact of this effect onbitumen consumption in 2006 is shown in Figure 2.3. Annual construction shut-down: While theDecember-January period is the most favourable forbitumen construction work in terms of weather, it is also

the time when the construction industry traditionallytakes its annual holidays. This has resulted in aparadoxically low consumption of bitumen during thesemonths;4. Export demand for bitumen: The demand forbitumen in neighbouring SADC countries is estimated atabout 60 000 tons/year, with supply by hot bulk tankers.The majority of offshore volumes, however, are supplied in hot bulk by dedicated ships, which requires that largestocks of bitumen be built up and hauled over a shortperiod to fill the ship;5. Other factors: Short term supply constraints includerefinery breakdowns caused by, inter alia, fires(SAPREF experienced a fire last year and has been down since October, and NATREF has been operating atbelow 50% capacity after lightning damaged a bitumen

2

Figure 2: Consumption of bitumen by month during 2006

Figure 1: Suply of bitumen by refinery during 2006

crude tank). The tight scheduling of refinery shutdownsfor maintenance, and limited storage and loadingcapacity.

Recommendations

Given the above constraints,Distin's paper makes the followingrecommendations:

• To counter inclementweather influences, roadauthorities should beencouraged to make greateruse of cold appliedbituminous materials such as emulsions, which are lessdependent on restrictedtemperature ranges;

• Municipal and provincialroad authorities shouldextend their budget periods to say 24 months,which would allow sufficient time for planningand implementation of projects by spreading theirperiodic road maintenance resurfacing work overa more manageable timespan;

• Improved productivity could be achieved byreducing the annual construction shut-down to the period between the Christmas and New Yearpublic holidays, and allowing workers to taketheir annual leave in mid-winter. Moratoriumsplaced by some road authorities on roadconstruction work over the Easter holiday periodshould also be critically reviewed;

• Oil companies should be encouraged to adopt amore flexible sales strategy to ensure that localdemand is not unreasonably compromised duringhigh peak demand periods such as duringplanned, and lengthy unplanned, shutdowns;

• Refineries should be encouraged to upgrade andincrease bitumen dispatching capacity to improve

the turnaround timeof road tankers atloading points. Thedemand on haulagecapacity andefficiency could also be improved withthe erection of bulkbitumen storagetanks at wharfs tostreamline shiploading.

The achievable bitumen manufacturing potential of each refinery isshown in Figure 3. Theindicated volumes arebased on currentprocessing capacity ofthe distillation units,assuming that there is

sufficient storage capacity and loading facilities in placeto facilitate dispatch.

Supply potential

The figures make it clear that apossible 253 000 tons/year sparecapacity exists at South Africa’s four refineries to meet increased localdemand, which will provide amaximum supply capacity potentialof 561 000 tons for the local market.However, if the growth rate exceeds17% per annum, bitumen demandwill exceed supply capacity by theend of 2010, necessitating furtherinvestment in refinery processingcapacity.

“In the longer term (post 2010)growth in the local demand for

bitumen is expected to closely follow GDP growth,” Distin said.

“If proper life cycle planning is done in terms of theGovernment’s Immovable Asset Management Bill(GIAMA), we can realistically expect a sustainedincrease in demand for bitumen, albeit at a lower ratethan is currently being experienced. This will requirefurther investment in bitumen distillation, blending anddispatch facilities at all the refineries to cope with longer term demand.

“However, the most logical measure to counter anyshortfall in supply in the longer term would be toinvestigate means of streamlining bitumen exportingoperations to minimise the impact on local supply before increasing investment in expanded bitumen refiningcapacity.” q

3

Figure 3: Achievable bitumen manufacturing potential by refinery

If the growth

rate exceeds 17%

per annum,

bitumen demand

will exceed

supply by the

end of 2010

Sabita’s ongoing programme of interaction with all tiersof government remains a key strategic cluster in thisorganisation’s pursuit of improved infrastructureinvestment in South Africa.

These activities are motivated by the recognition that this country’s investment in infrastructure has consistentlylagged behind national needs, and that local governmentannual road maintenance allocations falls short of theWorld Bank recommendation of 3% of capitalreplacement cost. A further motivator is the belief thatdelivery would be improved if government officials were better informed of the pivotal role played by roadinfrastructure in social and economic growth.

The onus on localgovernment councillorsto maintain their assetstructures has beengiven new impetusthrough the Acceleratedand Shared GrowthInitiative for SouthAfrica (ASGISA),which placesmaintenance high on the development agenda asa key to sustainabledevelopment andeconomic growth. Thevision is thatinfrastructure beadequately maintainedand operated, resultingin sustained service delivery, growth and employmentcreation. “Delivery” is understood to embrace not onlythe construction of infrastructure, but its operation andmanagement throughout its intended lifespan.

The South Africa Local Government Association(SALGA) has also warned that a failure to implementpreventative maintenance “can result in municipalities

incurring significant expenditure ... to replace assets notwell maintained”.

From 1997 to 1998 Sabita ran an extremely successfulempowerment programme for municipalities known asthe Local Councillor Empowerment Program (LCEP).The objective of this initiative was to expose newlyelected councillors to the importance of roads forimproving service delivery, and their role in themanagement and implementation of road provision. Over a two-year period close to 100 seminars were conductedin KwaZulu Natal, Western Cape and GautengProvinces, with just over 1000 councillors and officialsparticipating.

Decision making

These seminars, following on the heels of the 1994elections, provided the first opportunity for many of thelocal councillors to be involved in the decision makingprocess associated with the allocation of budgets and themanagement of infrastructure within a local authority.Much of the success of the seminars was the result of the

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Interaction with government: LCEP focuson the cost of deferred road maintenance

City of Cape Town Councillors and Sabita members hear presentations onthe importance of road maintenance at the LCE launch in Bellville

Some of the displays erected by Sabita members at the LCEP seminar

skilled facilitation provided by Sabita members, and theemphasis on the importance of roads in service delivery.Members in turn were also sensitised to the needs of thecommunities in which they operated, enabling them tooptimise their spectrum of services and productsaccordingly.

In its latest such initiative, Sabita’s third generationLocal Councillor Empowerment Programme waslaunched in Bellville, Cape Town, on March 15.Scheduled for presentation in urban centres throughoutSouth Africa the LCEP, under the theme “Deferred road maintenance is false economy”, featured invited

councillors, sub-council managers,technical staff, engineers and Sabita members, who heard presentationson road construction technology,funding, maintenance managementsystems, service delivery strategiesand the importance of assetpreservation.

Driving economicgrowth

Sabita CEO Trevor Distin said theprogramme was designed tounder-score the value that roadscontribute to other social assetssuch as schools, hospitals andbusiness development nodes. Theseassets, underpinned by a wellmaintained road network, in turndrive economic growth andimprovements to the quality of lifeenjoyed by residents.

"Effective maintenance programmes in our cities andtowns would facilitate the broadening and deepening of South Africa's public capital, fuelling new developmentand a quantifiable improvement in the quality of life andservices – especially in disadvantaged areas," he said.

Cape Town's road network, with an estimatedreplacement value of R21-billion, is one of the city'slargest infrastructure investments. The World Bankrecommends that between 2,5% and 3,5% of this assetvalue be spent annually on maintenance, yet the City ofCape Town has allocated only R133-million formaintenance in 2006-07 – far short of the R630-million

required.

This shortfall ishighlighted inFigure 1 from apresentation atthe LCEPseminar by IanMcDonald,Head of Roads:Assets andStrategy, for theCity of CapeTown.

"We urge theCity of CapeTown to allocate increasedfunding for road maintenance toachieve therecommendedlevels, whichwill ensureongoingdelivery of other

services in maintaining ourinfrastructure," Distin said.

Service delivery

“In the past the LCEP focused onlargely on councillors to facilitateservice delivery,” Sabita CEOTrevor Distin said this week. “Therevised programme now includes the full spectrum of financial andmanagement staff to promote anunderstanding of the role ofcouncillors in ensuring thatsufficient funds are made availableto allow timeous maintenanceinterventions that preserve one of the Council's largest assets – its roadnetwork.”

The LCEP is supported by acolourful, non-technical guidelinedetailing road usage parameters

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Figure 1: City of Cape Town funding scenario

Ian McDonald, Head of Roads:Assets and Strategy, for the City

of Cape Town.

(traffic volumes and loadings),construction methods,deterioration patterns leading todegradation over time, theincreasing repair costsassociated with deferred orinadequate maintenance, bestpractice maintenance solutions,and the responsibilitiesassociated with the MunicipalFinance Management Act.

Figure 2, a graph from theLCEP booklet, demonstrateshow repair costs escalate as aresult of deferred maintenance.

"To build on one of the keysuccess factors in theimplementation of the LCEP inprevious years, the intention isto optimise the involvement ofSabita members, particularlythose members operating inareas where seminars are to be conducted. Thesemembers will be invited to set up small exhibition stands or display their equipment to inform councillors ofavailable best practice technology," Distin said. "This

strategy will provide Sabita members with anopportunity to display their particular areas of serviceand expertise in the urban road maintenance arena, andto interact with municipal officials and councillors in anenvironment of learning and empowerment." q

6

Figure 2: The increased repair costs associated with deferredmaintenance (from the LCEP booklet)

Local and International

2007

May 22-25: 3rd

Africa Road Technology Transfer (T2)

Conference, Malawi;June 12-14: BitSafe Course, Johannesburg;July 25-27: BitSafe Course, Durban;July 25-27: Transport – the next 50

years, New Zealand;Sept. 2-5: CAPSA'06, Gaborone;Sept. 17-21: PIARC World Congress, Paris;Oct. 21-24: AAPA Pavements Industry Conference,

Sydney;Nov. 6-7: Road Pavements Forum (RPF),

meeting, Pretoria.

2008

May 21-23: Eurasphalt-Eurobitume, 4th Congress, Copenhagen;

June 24-28: 7th International conference on managing pavement assets, Canada;

July 27-29: 1st International Sprayed Sealing Conference, Australia;

Oct. 20-24: 6th Symposium on pavement surface characteristics, SURF 2008, organised by PIARC, Slovenia.

The 2006 edition of Sabita's flagship Digest publication,which reviews the most notable technologicalinnovations, industry developments, best practice andeducational initiatives in South Africa's bituminousproducts industry, is now available from the Sabitaoffice in Cape Town at a cost of R50 to members andR200 to non-members.

Also now available is arevised edition of Manual 22 – Hot mix paving inadverse weather,available at a cost or R40to members and R70 tonon-members.

Further information onSabita's wide range ofmanuals, guidelines,codes of practice andaudio-visual training aidsis available on the Sabitawebsitewww.sabita.co.za.

Contact may also be made directly to the Sabita office in Cape Town on 021 531 2718, or by email at the addressinfo@sabita.co.za

Events calendar 2007-08 Sabita publications

Industry experts met on 31 January 2007 to review aforensic study commissioned by the GautengDepartment of Public Transport, Roads and Works(GPTRW) into the premature distress and failure of hotmix asphalt at specific locations in Gauteng. Theresulting discovery process will be invaluable in bringing about a revitalisaton in the design of HMAwearing courses to achieve a history of performance andcost-effectiveness in road building and rehabilitation inSouth Africa.

Members of industry in both the consulting and supplysectors were asked to review and respond to the findingsof the multi-phase study performed by the CSIR BuiltEnvironment. It was felt that the positive step taken bythe GPTRW will lead the way to a joint resolution ofissues and challenges emanating from the report.

Key issues identified

Existing records of design and construction detail did not allow comprehensive conclusions to be drawn on somedecisions on:

• Structural design of rehabilitation, both in termsof methods and data, e.g. traffic loading andsupport layer characteristics;

• Materials design considerations of the variousmixes prescribed; and

• Diligence in quality assurance processes such asaudits to affirm the relevance of design records tothe project.

Anecdotal evidence suggested that, for reasons ofexpedient delivery, conventional engineering bestpractice had to be fast-tracked, which may have led todesigns, both of layer configuration and materialcomposition, that were not optimal.

In hindsight it is therefore perhaps not surprising thatdesign lives of the sections studied were not met.Typically, service lives of only 4 – 6 years wereachieved – approximately 50% of the expected lives.Analysis of the data studied suggests that these servicelives were probably not disproportionate, given the mixtypes and prevailing conditions of layer support andtraffic of the sections studied.

Laboratory precision

Mixes materialising on projects sometimes did notcorrespond to those designs reflected in available records.While, at first glance, this unwelcome state of affairs maypoint to shortcuts or shortcomings in quality managementprocesses, it may also partly be due to deficiencies ininter-laboratory precision and accuracy. For instance, itwas reported that the uniformity of laboratory samplepreparation associated with the Marshall procedure wasunder review, as discrepancies arising from thisinconsistency would lead to anomalies and/or disputes.

Additionally, the group suggested that laboratory mixsample preparation procedures that emulate plantconditions should be investigated, and plant and fieldtrials should be established as part of the designprocedure (depending on the scope of the project).

HMA design practice due for overhaul

The group agreed that the HMA design procedure wasdue for a major overhaul. Key goals would be:

• developing a better understanding of the packingof aggregates in mixes (rather than persistentadherence to obsolescent grading envelopes);

• matching various aggregate fractions to supplylogistics; and

• coming to grips with the relative importance ofaggregate interlock and binder hardness to resistpermanent deformation while not compromisingdurability and resistance to fatigue distress.

The group agreed that the introduction of the Bailey andother related methods, e.g. Dominant Aggregate SizeRange and PRADO, be investigated for introduction asstandard mix design practice. It was considered vital that a better understanding be gained of aggregate packing as it affects:

• Segregation;• Compactability; and• Performance characteristics

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• Forensic Investigation into the Performanceof Hot-Mix Asphalt Draft 1.2 – Dennemanand Van Assen, Pretoria September 2006;

• HMA Forensic Investigation Part 2 – Version 2.0 CSIR Built Environment, Pretoria,October 2005;

• Performance of Hot-Mix Asphalt in Gauteng;A Forensic Investigation – Denneman andSadzik, Pretoria 2007

Review of forensic study into HMA pointsthe way forward

The following papers were presented at the meeting :

Also, realistic ratios of minimum layer thickness inrelation to nominal maximum aggregate size should beadopted. A minimum ratio of three was proposed.

The introduction of a hierarchy of design protocolsdepending on contract value and traffic volume, withconcomitant tiers of specifications and standards, wasalso considered advantageous.

Aggregate packing and binderstiffness

Key to the selection of aggregate and binder componentmaterials was an informed understanding of the relativeroles of aggregate packing and binder stiffness tocounteract permanent deformation of the mix, especiallywhen exposed to slow moving heavy traffic normallyencountered at major intersections – taking into accountlocal climate conditions, e.g. temperature ranges andultra-violet radiation.

Some other important matters related to componentmaterial selection were:

• The quality of aggregates in general use as well as their suitability for stone skeleton mixes;

• The consistency (rheology) of binders employedin the design should be appropriate in terms of the dominant mechanism adopted for counteringpermanent deformation (e.g. aggregate interlock);

• Requirements for long term binder ageingcharacteristics should be established.(Interestingly, based on tests on recoveredbinders, it was noted that except for cases wheremix porosity was high, the binders used in themixes were deemed to have aged as would bereasonably expected)

Rigorous quality management

There was a need to follow a formal, rigorous procedurefor the approval of mix designs and subsequent qualityacceptance. During the investigations carried out underthe forensic study it became apparent that procedures for recording as-built data should be reviewed to facilitateinvestigative studies as part of standard engineeringpractice.

Comparative laboratory precision studies carried outduring the forensic study also highlighted the need toestablish a framework for laboratory proficiency testingas a matter of urgency.

Reasonable criteria for timing the opening of asphaltmats to traffic should be enforced to avoid the situationof newly laid asphalt, not yet sufficiently set, beingexposed to heavy traffic, resulting in excessive plasticdeformation.

Towards more proficient engineeringpractice

In future it is likely that all road authorities will operateunder increasingly stringent financial discipline.Consequently, it would be in the public interest if theproficiency of financial planning and allocations wassuch as to avoid the recurrent situation of having toexpend surplus allocations with expediency towardsfinancial year-end, thereby compromising the capacity to deploy conventional, proficient engineering practice andprocurement procedures to ensure fit-for-purpose,cost-effective road pavement solutions.

It is quite evident that a number of issues identified needurgent attention for implementation, not only inGauteng, but countrywide. The application of innovative mix design procedures and techniques, as well as theassessment of proposed quality management processes,can be tested to advantage in the other GPTRW-ledinitiatives on HMA trials for accelerated pavementtesting by HVS. This project is currently in the planningphase.

GPTRW commended

While the thrust of the meeting held in January wasrooted in a somewhat downbeat scenario ofdisappointing performance, the positive interaction itproduced may well prove to be a turning point, yieldinga new, refreshed approach to the design and construction of HMA. GPTRW should be commended for takingstock of the situation through formal investigation, andfor promoting a participative approach to the resolutionof central issues relevant to HMA in South Africa. q

8

While "Uncle Max" Pike's consummate skill was inbringing together potentially conflicting factions andhelping them resolve their differences amicably, he wasalso an experienced asphalt contractor with outstandingleadership and mentoring qualities.

Among all his accomplishments, three remain institutions in our industry to this day: As a founder of

Much Asphalt (Pty) Ltd in 1965,he established a benchmark ofquality and efficiency in asphaltproduction. Instrumental in thefounding of Sabita, he helped setup an organisation which todayrepresents the bulk of ourindustry. And his greatinnovation, the Much Annualbraai, still draws people togetherto solve their problems over a beer and a chop.

To Max, my mentor who passed away in March, I say thank you for making your footprint on my life.

A tribute to Max Pike, a pioneerin SA's asphalt industryby Dave Orton

The increasing focus on health, safety and environmental issues, in South Africa as much as internationally, hasgiven rise to a wide range of research projects aimed atevaluating alternative asphalt technologies that reducethis industry’s “carbon footprint”, while simultaneouslyimproving occupational safety.

One such technology currently receiving global attention is warm mix asphalt (WMA), using bitumen whichgenerally incorporates a variety of additives aimed atreducing the mixing and application temperatures.

Evidence presented to the World of Asphalt Conferencein Orlando, Florida, in March 2006 noted that with thistechnology asphalt mixes can be manufactured in atemperature range of 120

o-135

oC, compared to

traditional hot mix asphalt mixes which demandtemperatures in excess of 150

oC to achieve adequate

aggregate coating.

This results in a significant reduction in energy andheating costs, as well as reduced emissions from burning fuels, fumes and odours at both the mixing plant and theconstruction site.

Simply stated, a warm mix process uses a modifierwhich is added to the mix or binder to decrease theviscosity of the binder, thereby lowering thetemperatures required both for proper coating of theaggregate during mixing, and workability during pavingand compaction. Warm mix processes have alsofacilitated the compaction of stiffer, polymer-modifiedmixes, and can extend the paving season into the coolerautumn and even winter seasons. These benefits havebeen experienced by several South African contractorsduring cold nights on highly trafficked highways.

There are three WMA technologies that have beenwidely reported in Europe, of which the equipmentmodification required willvary. They are:

• The addition of asynthetic zeoliteduring mixing at theplant to induce afoaming effect in thebinder;

• A two-componentbinder system thatintroduces a soft andhard foamed binder atdifferent stages duringplant production;

• The use of organicadditives such as

Fischer-Tropsch (FT) wax (the only technologythat does not include the use of water) and a lowmolecular weight esterified wax; and

• A fourth WMA technology, available in the USA, constitutes a proprietary emulsion package inwhich water in the emulsion is released in theform of steam when mixed with the hot aggregate.

While the technology does result in higher initialmaterial costs (e.g. 3% addition of FT wax would addUS$3 per ton of asphalt mix; however, only 1-1.5% isrequired for WAM), the lower mixing temperatures yield significant fuel savings – measured at typically 30% inEuropean studies. The cost of zeolite is similar to that ofFT wax (about $3.60/ton of mix), and fuel savings areestimated to be about 15-20% when producing mixes at118

oC. It is expected that more widespread use of WMA

and higher production volumes will impact positively onfuture costs.

Although there is some concern that the tensile strengthratio (TSR) of WMA declines at lower mixingtemperatures and can lead to stripping of the binder from the aggregate, NCAT tests have shown that anti-stripping agents, such as lime used with zeolite, canproduce satisfactory results. However furtherinvestigation is needed on the issue of TSR results.

NCAT also made the following recommendations on thedesign of WMA:

• The optimum binder content should bedetermined without the warm mix additive.Laboratory tests may indicate that warm mixadditives would permit a reduction in bitumencontent, which may not be desirable in terms ofdurability and attainment of density;

• If the mixing temperature is below 120oC

consideration should be given to using a harderbinder grade. Lowermixing temperaturescause less ageing of the binder, which rendersthe mix moresusceptible to rutting –all except FT wax,which enhances thestiffness of the binder;

• The TSR tests shouldbe conducted atanticipated productiontemperatures to clear up the differences between laboratory tests andfield results onmoisture susceptibility.

9

Warm asphalt technology yields significant fuel andenergy savings, and fewer fumes and emissions

10

The novel programme format of CAPSA'07, to be heldin Gaborone from 2-5 September 2007, will feature thefirst plenary session on Health, Safety and theEnvironment as part of the bituminous productsindustry's efforts to ensure that cost effectiveness andtechnological excellence is pursued only within aframework of promoting worker wellness andpreservation of the fragile environment.

In this session, invited high profile international expertswill make presentations on:

• A European industry strategy on compliance withlegislation on health effects of exposure tobitumen – Knut Søraas, Director General,Eurobitume;

• Progress by the European asphalt industrytowards harmonisation of standards andself-regulation on health, safety andenvironmental issues – Jürgen Strum, SecretaryGeneral, European Asphalt PavementAssociation;

• Achievements and future challenges of the hot mix asphalt industry to safeguard the interests ofemployees and society; A USA perspective –Mike Acott, President, National AsphaltPavement Association (NAPA); and

• In support of Sabita's efforts towardsself-regulation, CEO Trevor Distin will concludethe session with a paper on A timeframe for thebituminous products industry in South Africa tomeet global norms and standards on workerwellness and sustainable practice.

COSHEC influence

The content for this paper will be drawn largely from the outputs of the newly constituted Steering Committee ofSabita's Centre for Occupational Health, Safety andEnvironmental Conservation (COSHEC). The committee comprises senior managers representing companiesactive in the handling of bituminous binders, with thechairman a representative of the primary producer sector, and has been tasked with developing the criteria forself-regulation – these to consist, inter alia, of areporting framework for all HSE related incidents, theBitSafe training of all personnel, the non-use of coal tarproducts, disposal of waste at approved sites only, andcompliance with the hauliers' code. An award systemwill also be introduced as an incentive for members'participation.

Two other international delegates – Mike Southern ofEurobitume, and Walter Holtrop from AAPA – will

attend CAPSA'07 under Sabita sponsorship. Southern willpresent a paper entitledDevelopment of bitumen specifications: the Europeanexperience. Holtrop's paper is entitled Current bestpractice for surface seals in Australia.

The technical sessions will include:

HMA, covering issues such as:

• quality control and performance testing;• rutting and its prevention; and• a framework for meeting the challenges to the

asphalt industry.

The session on Surface Seals will focus on:

• input parameters used in the SA surface sealdesign method;

• the operational limits of surface seals; and• juxtaposing southern African practice with best

practice in Australia.

The structural and mix design methods currently beingdeveloped in SA, and a critical appraisal of theperformance of foamed and emulsion treated materials,will be presented during the session on BitumenStabilised Materials.

During the session on Structural Design, progress on the revised SA Mechanistic Design Method (SAMDM) willbe reviewed, supplemented by a paper on assessingmaterial properties for pavement design.

All papers in the above sessions will be peer reviewed by international experts to ensure that solutions offered willstand up to international scrutiny. q

For further information on CAPSA'07 see the website http://asphaltacademy.co.za/capsa07

CAPSA'07 programme:plenary focus on HSE issues

The Gaborone International Convention Centreat the Grand Palm Hotel

11

As a society for individuals, it is incumbent on all Regional officers to ensure that thereis adequate delivery to members in theirareas. It is pleasing to note the surge inactivity during 2006, when all Regionswere active and carried out good work.

The Eastern, Southern and Central Regionsall convened workshops and shared withmembers the latest trends in Europerelating to Warm Asphalt. Similarly, allregions partook in the Sabita road showarranged to highlight industry concernsrelating to the phasing out of coal tarproducts.

The Eastern Region held a seminar at which memberswere enlightened on the interpretation of asphalt testresults, as well as the use of Bailey’s Method as a meansof determining behavioral aspects of aggregate as part of an HMA design. Another seminar was held in this region to discuss the pros and cons of asphalt reinforcement.

The Southern and Eastern Regions held technologyexchange feed-back sessions where various delegates tothe ICAP conference in Canada shared their newknowledge and experiences.

The Southern and Central regions held successful, wellattended workshops on the current status of Ultra ThinFriction Courses

Strategic priorities

Our aim is to develop and enhance our status as a“Learned Society” and to position SAT locally andinternationally as a reputable organisation. With theimprovement in our financial situation, the Council isnow in a stronger position to deliver to our members.Priority will be given to the following issues in the yearto come, although the list is not exhaustive.

These include:

• Streamlining accounting and administrationfunctions, and maintaining SAT's currentfinancial health;

• Improved delivery of technology exchangethrough better seminars, workshops andconnectivity with overseas specialists;

• Production of a members' newsletter;• Heightened profile via inputs into CAPSA'07;• Interaction with the Road Pavements Forum;• Closer ties and cooperation with industry bodies

such as Sabita, AsAc, ASPASA, IMIESA etc.;

• Continuous report-backs to members onindustry events overseas;

• Improved website, with the opportunityfor members' companies to advertise orsponsor pages;

• Making continuing professionaldevelopment (CPD) points available tomembers;

• Membership drives by regional chairmen.

"I believe the advances made by SAT overthe past few years have laid the frameworkfor us to grow the society and improve on our successes," SAT President John Onraët said."This is the result of the voluntary "sweatequity" freely given by Council members,

who are to be commended."

SAT events 2007

The following SAT events have been planned for thecoming year, with exact dates to be advised:

SAT Southern Region – Cape Town:

24 May: Hot mix paving in adverse weather conditions;July: Use of RAP in HMA;August: Interpretation of test results;October: Feedback on the updating of TMH1;October: CAPSA'07 feedback session – post conference

technology exchange session;Nov.: Can suppliers meet 2010 raw material

demands.

SAT Central Region – Pretoria:

7 June: Hot mix paving in adverse weather conditions;July: Use of RAP in HMA;August: Thin layer asphalt and associated risks;October: Understanding aggregates;October: CAPSA'07 feedback session – post conference technology exchange session;Nov.: Interpretation of test results.

SAT Eastern Region – Durban:

29 May: Panel discussion on aggregate variation in mixes:

28 June: Hot mix paving in adverse weather conditions;24 July: Understanding aggregates;August: Use of RAP in HMA;October: CAPSA'07 feedback session – post conference

technology exchange session;Nov.: Foam pavement mixes. q

Streamlined SAT gears up for enhancedservice, status and global recognition

SAT President John Onraët

12

Asphalt News is published by the Southern African Bitumen Association (Sabita), a non-profit organisationsponsored by its members to serve all stakeholders through engineering, service and education.

Southern African Bitumen Association, Postnet Suite 56, Private Bag X21, Howard Place 7450, South AfricaTel: +27 21 531 2718 Fax: + 27 21 531 2606 email: info@sabita.co.za www.sabita.co.za

At Sabita's March annual general meeting chairmanPhillip Hechter welcomed four new companies toSabita’s rapidly expanding membership base. Since thebeginning of 2006, 13 new companies have joined theSabita ranks, the latest of which are profiled below.

Companies not profiled here for reasons of deadline orspace will be fully described in the next edition ofAsphalt News.

• AG Thomas (Pty) Ltd

Formed in 1979 and headquartered in Swaziland, AGThomas (Pty) Ltd specialises in earthworks, asphaltproduction and application. The company has surfacedmore than 50% of the major roads in Swaziland, using its modern plant and equipment. The company iscommitted to quality and ensuring that it stays abreast of latest best practice technology developments in theasphalt industry. As the largest producer of HMA inSwaziland, the company operates a total of four hot mixasphalt plants, and is currently installing Swaziland’sfirst bitumen emulsion plant. The company alsoundertakes cross-border road construction and surfacingwork in Mozambique and the South Africa.

• HHO Africa

With more than 75 years of experience, multi-disciplinary consulting engineers HHO Africa haveplayed a major role in the planning and design of highprofile projects such as upgrading the Table Mountainaerial cableway, development of the V&A Waterfrontand the Cape Town International Airport. Headquartered in Cape Town, the company has played a major role inthe provision of potable water in rural areas, and in thedesign and construction of key highways, airports andrail links. The company has a 30% black equity

ownership and more than half its staff of professionals, engineers, technologists, planners and technicians comefrom previously disadvantaged communities. Asystematic skills transfer programme through in-housetraining, mentoring and support, supplemented bybursaries for tertiary education, ensures a consistentdevelopment of human capacity.

• Kantey & Templer Consulting Engineers

The K&T Group, with eight offices throughout SouthAfrica, has more than 50 years of experience in thefields of roads and transportation, structures, civil,geotechnical, electrical, mechanical and petrochemicalengineering, as well as environmental engineering andmanagement. The Group is registered with the WorldBank, African Development Bank and DBSA as anapproved consultant. A commitment to empowermentand improving staff skills and effectiveness has created a reputation for effectiveness, quality service and soundcorporate governance.

• Tar Spray cc

The company was launched in 2002 in response to anindustry need for an alternative source for the supply and application of road binders, with the emphasis onprimes. A modern, purpose-built manufacturing planthas been established at Centurion to produce polymermodified bitumen for use in spray and asphaltapplications conforming to the guideline document TG1, and anionic and cationic bitumen emulsions conformingto SABS. Tar Spray is also the developer andmanufacturer of proprietary products designed toconserve non- renewable petroleum products and toreduce carbon emissions, as well as a precoating fluid.The company operates a fleet of modern bitumendistributors and bulk haulers. q

Sabita's continuing membership growth

At Sabita’s Annual General Meeting in March, Boardmember Daniel Mashatola was elected Chairman of theSabita Board, in place of Mike Zacharias, who hasstepped down.

Phillip Hechter was re-elected chairman of the SabitaCouncil.

Amendments to theConstitution were approved to expand the membership of theSabita Council to includerepresentation by all sponsormembers, and an equalnumber of Ordinary Members.

The Sabita Council will nowcomprise six oil companyrepresentatives, six OrdinaryMembers and two AssociateMembers.

New chairman elected tothe Sabita Board

Daniel Mashatola, chairman of the

Sabita Board