Section Three. Engineering Overview

Transcription

1 Section Three Engineering Overview

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3 Road Network Management he Agency's contribution towards increasing the Tcountry's global competitiveness is to ensure that the primary road network functions efficiently, thereby enabling economic activity, tourism and social development. To achieve this, the Agency has a comprehensive road performance management framework to determine priorities against established benchmarks. Over a period of time, the provinces also commenced discussions with the Agency regarding the incorporation of select provincial roads as a first step towards creating an expanded primary road network. The primary network has strategic economic importance, and its further development, upkeep and good state of repair is essential for ensuring that the growth of the economy and social development of South Africa are supported by efficient road transport. The roads incorporated into the National Road Network for the period under review include: The N2 between Grabouw and Swellendam; The N2 between Umtata and Umtamvuna; The N9 between Willowmore and Middelburg; The R61 between Graaff-Reinet and Umtata; The N5 between Winburg and Harrismith; The N6 between Smithfield and Bloemfontein; The N8 between Bloemfontein and Ladybrand; The alternative N1 between Bloemfontein and Kroonstad via Welkom; The alternative N4 between Pretoria and Mpumalanga/Gauteng border; The R521 and R523 between Polokwane and Masekwaspoort via Vivo. The discussions are expected to culminate in the above roads being declared National Roads in the earlier part of the next financial year. The Agency also contributed towards initiatives led by the National Department of Transport concerning a national overloading combating strategy, as well as a road infrastructure strategic framework. The development of these strategies progressed well, and although neither was completed by the end of the current financial year, it is expected that they will be during the latter half of Road Network Management Page 21

4 Non-Toll Roads he primary source of funding for the non-toll national Troads in South Africa is the general state budget through National Treasury. The revenue pool, however, is hard pressed to meet demands of all other public goods and services, with the result that the funding made available for national roads provision has fallen to a level where it cannot fully finance the maintenance needs of the existing network, let alone provide for the improvements required to meet the growing traffic demands imposed on them. Maintenance and improvement activities are managed by the respective regional offices for the portion of the national road network that falls within those regions. As more than half of the non-toll road network is older than its design life, the expenditure on the non-toll road network for the year under review has been weighted towards capital expenditure items to restore the design life. Non-Toll Roads - Operations Expenditure Description Number of contracts Length (km) Cost R Routine Maintenance Safety Maintenance Periodic Maintenance Special Maintenance Total ,294,923 9,859, ,142,326 97,297, ,594,053 Note: The Operations Expenditure represents the cash flow for the year under review. Non-Toll Roads - Capital Expenditure Description Number of contracts Length (km) Cost R Rehabilitation Improvement ,833, ,815,157 Page 22 Non-Toll Roads The non-toll road expenditure is reflected in the tables on this page. New Facilities Total Note: The Capital Expenditure represents the cash flow for the year under review. 90,155, ,803,940

5 Toll Roads ince its establishment in 1998, the Agency introduced Sthree new principles into its toll road business portfolio. These include the concessioning of toll roads, the unsolicited bid procedure and the comprehensive toll road operations and maintenance (CTROM) contract mechanism. The Agency increased its toll road network by 1175 kilometers during this period. (The latter includes both Agency operated toll roads and concessioned toll roads.) Agency Toll Roads - CTROM The CTROM operations are firmly established and many of the teething problems have been resolved. After approximately 15 months, the plaza and routine road maintenance operations are running well on all of the contracts. Major construction activities on the following Agency operated toll roads were in various stages of development in this review period, with the scheduled opening of the various plazas serving these toll roads anticipated during this period and in the next financial year. These include: The N1 Vaal Toll Road Extension between Bloemfontein and Kroonstad (228km), to be tolled at the Verkeerdevlei Toll Plaza; N1 Great North Toll Road Extension between Pietersburg and Musina (210km) tolled at the Capricorn and Baobab Toll Plazas; and The N4 Magalies Toll Road Extension (60km) between Pretoria and Witbank, to be tolled at Cullinan. The planned toll road extension programme includes both private concession projects as well as Agency toll road projects. The private concessions form part of the unsolicited bids covered further in this report, whereas the planned Agency toll road projects include the following: New Toll Roads N2 Tsitsikamma Toll Road and its Extension (54km); N3 Durban - Pietermaritzbug Toll Road and its Extension (86km) (Durban to Cedara); N17 East Toll Road (160km) (Springs to Ermelo); N4 East to Gauteng/Mpumalanga Border (71km); N11 Ladysmith to Ermelo (255km); and N12 Gillooly's to Witbank (27km). Toll Roads Page 23

6 Toll Roads... continued Expenditure Expenditure on Agency Toll roads for the year under review is summarised in the tables on this page. Concessioned Roads Toll Roads - Operations Expenditure Description Number of contracts Length (km) Cost R Routine Maintenance Periodic Maintenance ,394,149 67,148,998 The N3 Toll Road Toll Operations ,376,813 The 2nd of November 2002 signified the first major milestone in respect of this 30 year concession contract. It was the expiry of the three year initial construction period, a critical date since it was the due date by which all the identified new works and major rehabilitations on the 415 km section of the N3 between Cedara (near Pietermaritzburg) and Heidelberg (near Johannesburg) had to be finalised. By this date, some small sections were not complete, but a 3 month extension was granted and all work was completed by the end of January Total ,919,960 Note: The Operations Expenditure represents the cash flow for the year under review. Toll Roads - Capital Expenditure Description Number of contracts Length (km) Cost R Rehabilitation ,085,075 Improvement ,902,959 Accumulative expenditure under the initial construction New Facilities ,340,850 Page 24 Toll Roads period is as follows: Initial construction works Routine maintenance R571.3 million R 3.5 million Total 21 Note: The Capital Expenditure represents the cash flow for the year under review ,328,884

7 The next 27 years of the concession contract will entail continuous routine maintenance and upgrade, repair and rehabilitation of the route, as and when required by traffic growth and pavement deterioration. During this time a further R2.0 billion is expected to be spent on these activities, including the construction of a 100 km section through De Beer's Pass between Keeversfontein and Warden. The N4 Maputo Development Corridor The Maputo Development Corridor Toll Road, the first toll road concession in South Africa signed in May 1997, is now well into its post-construction operational phase. Plaza operations are running smoothly at all five plazas along the route, and all have experienced reasonable traffic growth during the period under review. process whereby the private sector would provide related infrastructure on a commercially sustainable basis in order to harmonise the border post processing activities with formal and informal trading, and taxi transport in and around the border post. These initiatives promise to greatly improve the flow of traffic and pedestrians through the Lebombo Border Post, so as to further enhance cross-border trade and economic development. With the large reduction in activity after initial construction, Trans African Concessions nevertheless succeeded in maintaining a previously disadvantaged individual (PDI) employment of 146 people to the value of R13 million during the review period. SMME utilisation on maintenance activities during this period amounted to R17, 6 million. The N4 Platinum Highway Development As part of its new mandate to upgrade, rehabilitate and maintain roads within South African border post areas, the Agency, in co-operation with relevant authorities, is planning the improvement of the road infrastructure of the Lebombo Border Post. The Agency also facilitated a For the period under review, this route was under construction and formed the last section of the Coastto-Coast Spatial Development Initiative (SDI). The project is ahead of schedule. Approximately 50% of the project is open to traffic. Toll Roads Page 25

8 Toll Roads... continued The total value of completed construction work at the end of March 2003 was R1,25 billion. Two-thirds of the mainline toll plazas have been opened. The opening of the toll plazas in and around Pretoria ran smoothly after the initial teething problems. The implementation of the electronic toll collection system (E-Tag) was indeed a steep learning curve for all. The Concessionaire is exceeding the Black Economic Empowerment (BEE) and training targets that were set for the project. Unsolicited Proposals: Future Concession Roads The development of the unsolicited proposals, as listed hereunder, has progressed significantly in the current financial year. The two-stage approach adopted for the development of these schemes proved effective in that the technical, financial and environmental feasibility of the schemes could be fully assessed, before embarking on the extensive process of procuring tender documentation and the necessary legislative procedures. Page 26 Toll Roads

9 Toll Roads... continued The status, including brief details of the six projects, is following the existing N2 alignment with the The final phase of scheme development has been given below: construction of a new Knysna Ring Road. completed. The Environmental Impact Report (EIR) was submitted to the Department of Environmental The John Ross Toll Highway The first phase of scheme development highlighted a Affairs and Tourism at the end of A ROD number of environmental and technical issues which is awaited. The proposed upgrading and widening of Main Road questioned the viability of the scheme. These issues, 496 between Empangeni and Richards Bay including revolving around the final future alignment of the N2 The N2 Wild Coast Toll Highway the construction of a toll plaza. through the Garden Route, could not be resolved and it was agreed with the scheme developer to shelve A proposed new toll road between East London and The John Ross Toll Road is one of five unsolicited bids the project until such time as these issues were Durban following the existing N2 between East received by the Agency. It is also the first unsolicited addressed by the local and provincial planning London and Umtata, the existing R61 between bid to go out to tender. Tenders were received and initiatives. This once again shows the prudent Umtata and Ndwalane near Port St Johns, new green evaluated during the period under review. approach adopted in the policy on unsolicited bids. fields construction between Ndwalane and Port Edward, and the existing R61 and N2 between Port A preferred bidder, the Uthungulu Toll Consortium, The N1-N2 Winelands Toll Highway Edward and Durban. was announced early in Negotiations are underway to conclude a concession agreement and it The project provides for the extension of the existing The new toll road is some 550 km in length, is anticipated that the financial aspects will be N1 Huguenot Toll Road westwards up to the N21 approximately 90 km shorter than the existing N2 concluded in the ensuing period. (R300) and eastwards up to the Hex River Valley, as between East London and Durban. In the year under well as the creation of a new toll road on the N2 review, a considerable number of studies relating to The N2 Garden Route proposal between the N21 (R300) and Botrivier. The latter the EIA requirements including a comprehensive entails the construction of the Helderberg Ring Road public participation process were completed. These A proposed toll road for the N2 between George and Port Elizabeth, some 300 km in length, essentially which aims to relieve the considerable traffic congestion on the existing N2. culminated in the EIR being submitted to the Department of Environmental Affairs and Tourism in February The ROD is awaited. Further Toll Roads Page 27

10 Toll Roads... continued investigations regarding the geology will continue into the ensuing period. The Johannesburg-Pretoria-East Rand Toll Road Network Page 28 Toll Roads The R300 Cape Town Ring Road A proposed tolled ring road for Cape Town linking Blaauwbergstrand and Melkbosstrand on the West Coast with Westlake and Muizenberg on False Bay. The scheme consists of 61 km of new highway construction; 31 km between Brackenfell and Blaauwbergstrand, 18 km between Vanguard Drive and Westlake and 12 km between Vanguard Drive and Prince George Drive (M5), thus linking all the major radiating arterials of Cape Town. It also includes the 18 km existing sections of the N21 and R300. A number of factors such as policy issues, alignments of the various greenfields sections and land acquisition and jurisdiction are currently being considered. It is nevertheless anticipated that the final phase of development could be completed by the end of 2003 with the EIA Report being submitted shortly thereafter. The scheme, a joint development between the Agency and Gautrans, proposes to address the congestion problems on the existing network through capacity improvements on the N1 Western Ring Road of Johannesburg and N1 Ben Schoeman between Johannesburg and Pretoria. This scheme includes a new (for South Africa) toll road concept the toll expressway - for the existing N1 and the R21 between Pretoria and Johannesburg International Airport, as well as phased implementation of new toll roads such as the PWV 9, the PWV 5, the PWV 13 and the PWV 14. Some 170 km of existing freeway and 140 km of new toll road form part of the proposal.

11 Road Maintenance oad performance depends on what, when, and how Rmaintenance is performed. Roads deteriorate over time due primarily to traffic and environmental influences (i.e. weather, ultraviolet radiation, overloading etc.). For these reasons roads have to be maintained throughout their design life to ensure that they deliver the performance envisaged. The timing of this maintenance is crucial, and if not optimally performed the consequences can be disastrous as illustrated below: Ideal Maintenance: If maintenance is performed as and when required based on technical assessments of the road, the typical cost of maintenance at this stage is R0,1 million per km (2000 Rand). At this stage there will be no visible signs of distress on the road for the road user. Maintenance Delayed 3 Years: If the maintenance is not performed when required based on technical assessments, and the road is allowed to deteriorate for a further 3 years, visible signs of distress might become apparent to the road user. The typical cost of maintenance at this stage is now R 0, 6 million/per km (2000 Rand) for the same road. In other words, to repair this road will now be 6 times more expensive compared to 3 years ago when the maintenance was actually required. Maintenance Delayed 5 Years: If the maintenance is not performed when required based on technical assessments, and the road is allowed to deteriorate for a further 5 years, the levels of distress will severely affect the road user. The typical cost of maintenance at this stage is now R 1,8 million/per km (2000 Rand) for the same road. In other words, to repair this road will now be 18 times more expensive compared to 5 years ago when the maintenance was actually required. To ensure that the primary road network functions efficiently, the Agency's road network management philosophy has been: firstly to allocate its available funding resources to ideal maintenance actions (i.e. reseals and overlays), and thereafter to more extensive maintenance actions (i.e. rehabilitation); and then finally to new construction. Road Pavement Condition Monitoring Project selection within The South African National Roads Agency occurs through the Pavement Management Road Maintenance Page 29

12 Road Maintenance... continued System (PMS), which identifies the optimum strategies for providing and maintaining national roads at an adequate level of service for the available funding. The detailed road data is obtained through road condition surveys, performed by automated mobile data acquisition vehicles equipped with advanced laser, video and computer based technologies capable of collecting road condition data at highway speeds. The data collected during these surveys are used to: process regarding the protection of assets and maintenance. The pavement condition measure trends show an excellent outcome and are well within the target measures. In the year under review, 2070 km of roads, previously under provincial government control, were incorporated into the Description Unit national road network. As can be expected, this will influence the outcomes. Outcomes 2001/2002 Actual The following outcomes were achieved for the year under review and for the previous year's performances: 2002/2003 Target 2002/2003 Actual Page 30 Road Maintenance quantify the current condition of the national road network; quantify the historic performance of the national road network by comparing current results with results from previous years; predict the expected future condition of the national road network over a time period of 20 years; and evaluate the costs and benefits of various repair/maintenance strategies by evaluating how each strategy would affect the predicted future road condition over the 20 year analysis period. Consequently, the information obtained from road condition surveys is critical to the management decision Percentage of travel undertaken each year on national roads with 1 roughness less than 4,2 IRI (m/km) Note: Roughness refers to the longitudinal road surface undulations affecting the wear and operating costs of vehicles, road safety, and the impact of the vehicle on the road through excitation of vehicle mass. The Smooth Travel Exposure (STE) measurements show a lower performance than the previous year. This is a reflection of the fact that the roughness conditions of the newly incorporated roads were worse than that of the % 99 existing road network. It also suggests that the current level of expenditure on pavement smoothing will have to be increased to sustain the expanded national road network at this level in future

13 Road Maintenance... continued The Low Rut Exposure (LRE) measurements show an improved performance over the previous year. This is a reflection of the Agency's focus on this critical safety aspect Description Unit 2001/2002 Actual 2002/2003 Target 2002/2003 Actual of network operation, as well as an indication that rutting did not pose much of a problem on the newly incorporated roads. Percentage of travel undertaken each year on national roads with rut % depth less than 20 mm Note: Rut depth refers to surface depressions that can hold water and cause a vehicle to aquaplane. The High Texture Exposure (HTE) measurements show a similar performance to that of the previous year. This is once again a reflection of the Agency's focus on this critical safety aspect of network operation, as well as an indication that macro-texture did not pose much of a problem on the newly incorporated roads. Description Percentage of travel undertaken each year on national roads with 1 macro-texture higher than 0.4 mm Unit 2001/2002 Actual % /2003 Target Note: Macro-texture refers to visual coarseness of the road surface that affects surface friction at high speeds (>60 km/h) for wet conditions. 2002/2003 Actual Road Maintenance Page 31

14 Road Maintenance... continued Bridge Condition Monitoring The Bridge Condition Exposure (BCE) measurement shows a sharp decline in performance when compared to the previous year. This decline is the result of refinements made to the mathematical model used in quantifying the Overall Condition Index. These changes were required for the measurement to be representative of the actual condition of the bridges. In future the condition of the bridges will be measured against the target in accordance with the revised formula. Once current bridge rehabilitation projects are completed, an improvement in the actual BCE measurement is expected. Description Percentage of travel over or under bridges on national roads with Overall Condition Index (OCI) higher than 80 Unit 2001/2002 Actual % /2003 Target Note: OCI is a weighted defects index that gives an overall indication of the need for maintenance to a bridge. 2002/2003 Actual Page 32 Road Maintenance

15 Safety Management he Agency, in support of the Road Safety campaign, Thas implemented a number of projects in order to make the national roads safer for all users. These include pedestrian bridges and control barriers, intersection lighting, education programmes and access management. To this effect, street lighting was installed at three intersections on the N1 National Road through Worcester. On the N2 National Road between Harkerville and Soutrivier, a proliferation of accesses proved to be potentially hazardous for road users. An access management investigation was conducted which resulted in the design of several improvements, due to be implemented shortly. Other safety related projects included two footbridges and a bridge widening project to accommodate sidewalks. In addition, various sidewalks and traffic calming measures were established around schools. various Emergency Services on its roads. These systems relate to road accidents, as well as incidents which may prove to be hazardous to road users. Specific procedures and protocols were established to ensure that incidents are responded to in an efficient and appropriate manner by the various resources. During the year under review the Agency continued to maintain the existing Incident Management Systems and embarked on the introduction of these on other provincial and metro highways and freeways in Gauteng. SOS Emergency Call System SOS phones are located on toll roads, as well as along select high volume roads to provide road users with an emergency call facility. Vehicle Patrol Service Incident Management Incident Management Systems were implemented by the Agency to co-ordinate the efforts and resources of the The route vehicle patrol services cover all the Agency and concession toll roads at set intervals per day. On other roads, these vehicles traverse the routes on an ongoing basis. This is an added value service to our road users. The crews of the patrol vehicles are trained to assist stranded Safety Management Page 33

16 Safety Management... continued motorists and to assist at crash scenes, whilst they also up with the additional maintenance needs, which results and repairing and maintaining existing infrastructure; monitor road conditions and clear away hazardous objects in acceleration of the downward spiral of the condition of the lack of funds to provide law enforcement on the road surface. the road. If the road surface cracks under these stresses, personnel, equipment and modern rain water penetrates the founding layers and the road, management tools; Overload control which is softened to the point of being unable to the lack of co-operation between various areas of withstand further loading, then becomes plastic and jurisdiction; The ability of a road to withstand traffic loading depends deforms with startling speed. the need for co-ordinated management effort and on a number of factors. These factors include the strength common acceptance of responsibility; and durability designed into the road prior to its Modern tyre technology has compounded these problems, the lack of proper facilities for the law enforcement construction, the quality of the road construction, the as tyres now run at higher pressures and concentrate the agencies to ensure that road condition is preserved volume and mass of the wheel loads that pass over the forces exerted on the road surface. through focusing on overloading control; road during its life, and the history of maintenance and the problems of ineffective prosecutions; and repairs carried out to preserve its longevity and capability studied the the lack of a common strategy. to continue withstanding the effects of traffic loading. relationships between and responsibilities of the law enforcement agencies, the roads authorities and the The approach adopted by the Agency has been to bring After a road has been built and opened to traffic, a roads trucking industry, in an effort to understand the dynamics together the expertise and competencies of the traffic authority can only exercise good management of that road which have led to the phenomenon of overloading authorities, ourselves and the concessionaires as road in two ways: by ensuring that good and timely lawlessness, and the failure of the various law owners, and the private sector as service providers. This maintenance is exercised and by ensuring that the road is enforcement and roads authorities to align their was done in order to: not abused. It is on the latter that this section focuses. competencies to adequately manage road conditions. The Page 34 Safety Management Road abuse occurs overwhelmingly in the form of overloaded heavy vehicles, which consume the carrying capacity of road pavements at an accelerated rate and cause earlier deterioration. Roads authorities cannot keep links needed to be established between the parties to address accelerated road deterioration and lawlessness were identified, and steps have been taken which include overcoming the following: the need for new overloading control infrastructure, involve our provincial colleagues in roads and traffic law enforcement so as to obtain law enforcement personnel, and in the case of Mpumalanga, also land for new facilities and the use of provincially owned existing facilities. In the case of the Maputo

17 Safety Management... continued Development Corridor, the Mozambican Traffic Police and Roads Agency were also involved; N4 N3 accept financial and management responsibility for procuring suitable infrastructure; negotiate contracts with the Traffic Law Enforcement Agencies which will enable them to provide a certain Facilities 4 new traffic control centres (TCC), upgrade of 1 existing TCC, 11 new lay-by type weighbridges. 1 new TCC, 4 existing weighbridges. level of service over and above their normal services, and be compensated for the 'additional service'; place responsibility and management where it can be dealt with best, namely with the private sector, or concessionaires, who have a direct interest in the success of containing overloading; utilise the efficiencies of the private sector, who have been contracted to maintain, repair and ensure the permanent functionality of all facilities; and contribute towards the National Department of Traffic Policing Overall Management Mpumalanga: SANRAL pays for all overtime costs, and once-off costs for vehicles and equipment. Trans African Concessions (TRAC), appointed by SANRAL. KwaZulu-Natal: SANRAL pays all their operational costs. Gauteng: Services provided as part of agreement that SANRAL incurs the capital and other miscellaneous expenditure. N3 Toll Concessions, appointed by SANRAL. Transport's initiative to revise the South African strategy on overload control, and play a role in encouraging the trucking industry and other government agencies to take part in initiatives involving new methods of regulation, compliance, and management. On the two schemes already implemented, the models adopted are highlighted in the table. Operations Facility Maintenance System Maintenance Undertaken by TRAC. TRAC contracted in services. System maintenance provided by service providing contractor. TRAC supervises contract. Operator appointed by N3TC. Maintenance by KwaZulu-Natal, and by service providing contractor in Gauteng. System maintenance provided by service providing contractor. Managed by consultant appointed by SANRAL, reporting to N3TC. Safety Management Page 35

18 Environmental Management Page 36 Environmental Management ince its inception, the Agency has affirmed its Scommitment to effective environmental management of the road infrastructure. Particular emphasis has been placed on developing, implementing and monitoring systems through the Environmental Impact Assessment (EIA) Processes. Environmental management at the Agency is a deliberate, multi-disciplinary process, which requires careful preparation and planning. Information on natural and human activities, processes and systems are gathered by means of EIA Processes including extensive Public Participation Processes, and plans and procedures decided upon. The essence of any EIA Process is aimed at ensuring informed decision-making and environmental accountability, as well as ensuring environmentally sound and sustainable development. The results add environmental perspectives to existing planning processes. The manner in which products and processes could possibly impact on the environment is carefully scrutinised. Controlling this requires a documented Environmental Management System (EMS) currently in the process of being implemented at the Agency, to ensure that every project is conducted in such a manner that it ultimately conserves and protects the environment. It is acknowledged that any development will have both a positive and negative impact on the environment. The construction of a road will, for instance, impact on the biophysical and the social environment. The EIA Processes that were undertaken by the Agency on various projects investigated and assessed these impacts. The impacts are usually the result of project actions, while the severity and significance of these are predominately determined by the final alignment, design, construction activities and the mitigation measures taken to minimise such impacts. Declared Alien Plant Removal Programmes In accordance with its biodiversity policy, the Agency has continued its alien weed control programmes throughout the regions within the routine road maintenance contracts. Great success has been achieved in the control of the most invasive alien vegetation along our routes in most areas. The most active alien vegetation control may be seen along the routes in KwaZulu-Natal, where the growth rate, due to an ideal climate is high. This control is exercised in order

19 to protect the natural plant and animal species found within the road reserves, thus contributing towards the protection of our natural heritage for future generations. Environmental Impact Assessment Processes Unsolicited Proposals Further to these controls within the routine road maintenance contracts, measures have been taken to control alien vegetation beyond the road reserve boundaries. This was done in an attempt to stem the flow of seed from adjacent properties to the road reserve, thus slowing down the germination of new growth within the road reserve. The Agency has trained new ABE sub-contractors and local labour to identify and control alien vegetation. On completion of the programme, these sub-contractors are now able to continue their business unaided. The Agency has progressively managed to move a step closer to its ideal of a road reserve free of exotic plant species in favour of the protection and promotion of indigenous species. Successes in this area have been exceptional in the year under review. N1/ N2 Winelands Toll Road A number of specialist studies commenced in June 2002 and the Public Participation Process continued. The scope of each specialist study is largely determined by issues and concerns raised during the Scoping Study. The following specialist studies were undertaken: air pollution, archaeology, freshwater ecology, social impact, groundwater noise, planning, terrestrial fauna, vegetation, visual impact and traffic. An advertisement announcing the commencement of the Impact Assessment Phase of the EIA and the availability of a Background Information Document was placed in a number of local and regional newspapers. At the same time, a press release was issued to local and regional radio stations. The Background Information Document providing information on the project with maps showing the extent of the proposed project, the proposed process Environmental Management Page 37

20 Environmental Management... continued for the Impact Assessment Phase of the EIA, and details of the Public Open Days was also issued to further steps in terms of the Public Participation local and regional radio stations. R300 Cape Town Ring Road Process was distributed to interested and affected parties. A series of Public Open Days were held throughout The Impact Assessment Phase for the R300 Cape the study area to provide the public with an Town Ring Road Project included an overall The Public Participation Processes included opportunity to view the results of the specialist assessment of the proposed route. In undertaking the presentations to sub-councils of the City of Cape studies and the Draft Environmental Impact Report EIA, a number of specialist studies were Town, the Boland District Municipality, the local and to communicate their concerns to the various commissioned in order to comprehensively assess the municipalities, N2/T2 Crisis Committee and specialists regarding their studies. significance of potential positive and negative Helderzicht/Paardevlei community to explain the environmental impacts (both biophysical and social) assessment of the alternative alignments through the The final EIA was submitted to the environmental associated with the project, and to propose area under its jurisdiction. A number of Focus Group authorities in December 2002 for consideration and appropriate mitigation measures, where required. Meetings were also arranged. issuing of the ROD. These studies covered the following topics: noise, A further presentation on the Draft Environmental In addition to the environmental study, a Socio- social, planning, tourism, pedestrian routes, visual Impact Report was given to the Executive Committee economic Impact Assessment was conducted by impact, archaeology and heritage, avifauna, of the Khayelitsha Development Forum at their specialists from the University of Cape Town to herpetology, entomology, mammals, botany, request. address the concerns of the affected general public in groundwater and aquatic ecosystems. Page 38 Environmental Management Copies of the executive summary on the Draft Environmental Impact Report were distributed to interested and affected parties on the project database. A press release on the availability of the Draft Environmental Impact Report and Proposed N1/N2 Winelands Toll Highway Project providing respect of tolling, the positioning of toll plazas and the benefits of the project. The study addressed, inter alia, the overall macroeconomic impact of developing the project as a toll road and demonstrated the benefits that will accrue through the "user pay" principle. The Socio-economic Study investigated the impact of the proposed road on the national, regional and local economies, and on those parties affected by the proposed project. Numerous Focus Group Meetings were hosted and a number of Open Houses took place in September 2002.

21 Environmental Management... continued In addition, there has been an ongoing process of avifauna, agricultural potential, archaeological impact, departments. In addition, a number of informal providing feedback to queries from interested and social impact, tourism impact, air quality, noise interactions and consultations were held with affected parties. impact and visual impact. individuals, businesses, institutions and organisations which could potentially be affected by the project. N2 Wild Coast Project In addition to aforementioned specialist studies, a Socio-economic Assessment was undertaken for the Interest Group Meetings The Impact Assessment Phase of the project project, which investigated the impact of the commenced with the acceptance of the proposed road on the national, regional and local These were convened for those interested and Environmental Scoping Report by the Department of economies of those affected by the proposed project. affected parties with specific areas of interest. Various Environmental Affairs and Tourism (DEAT) in May organisations and/or individuals with similar interests In terms of this acceptance, an EIA was The final EIA Report was submitted to the relevant from a particular sector were invited to attend the undertaken for the proposed N2 Wild Coast Toll Road environmental authorities for consideration and meetings of Interest Groups, established to allow Project. issuing of a ROD in February engagement with specialist consultants on a regular basis. This phase included an overall assessment of the Overview of the Public Participation Process proposed route (i.e. the existing road sections and the Public Meetings identified new development corridor), the generation Three primary mechanisms were identified to implement of sensitivity maps for biophysical and social issues, as the Public Participation Process for the EIA Phase to date. A number of Public Meetings were held during the well as a more specific assessment of a proposed alignment within the identified corridor for the new development section. The specialist studies, which were conducted as part of the EIA, included the assessment of the following: flora, aquatic ecosystems, terrestrial fauna and These were: Focus Group Meetings Numerous Focus Group Meetings were held with key stakeholders, including specifically identified organisations, local authorities and provincial EIA Phase within the new development section of the proposed route. Social Issues Trail Issues and concerns raised during the Public Participation Process were compiled into an Issues Environmental Management Page 39

22 Environmental Management... continued Trail. This was incorporated as the core of the Social Scoping Report by the National Department of groups of directly affected landowners and Impact Assessment (SIA) within the EIA Report, Environmental Affairs and Tourism (DEAT) in stakeholders representing different sectors of society which was made available for public review from May During the Impact Assessment Phase of in the language of their choice at the start of the October the EIA, four specialist studies were conducted, process. namely a geohydrological survey; a soils, land use and During this review period, a number of Public land capability assessment; a biophysical survey and a National Road 4 Feedback Meetings were held with the interested and noise impact assessment. The final EIA Report was (Pretoria to Mpumalanga Border) affected parties registered on the project database. submitted to the DEAT in December 2002 for a ROD. An Environmental Management Plan (EMP) was also The Agency commenced with environmental studies, Other Projects produced and addresses the management of including a Public Participation Process investigating environmental impacts during the construction of the the proposed establishment of toll plazas on this National Road 17 Springs to Ermelo N17 Toll Road. 70 km section of road between Pretoria and Witbank. The Agency commenced the EIA for the rehabilitation Public Participation Process Environmental Impact Assessment Phase and upgrading of the N17 Toll Road from Springs to Ermelo and proposed construction of new sections During October 2002, a Background Information The scoping phase commenced with the acceptance between Leandra and Leven Station, at Trichardt and Document was distributed to a number of of the Plan of Study for Scoping by the DEAT. The Bethal as required in terms of the Environment stakeholders to avail opportunity for comment and goal of the Environmental Scoping Study was to Page 40 Environmental Management Conservation Act, 1989 (Act No. 73 of 1989), to assess the environmental consequences of the proposed project. Environmental Impact Assessment Phase This phase commenced with the approval of the solicit their views. The Public Participation Office assisted stakeholders in understanding their environmental rights, the legislation underpinning environmental management, and the complexities involved in linear developments. A number of briefing sessions were held for small identify and assess the potential environmental impacts (both biophysical and social) associated with the establishment of toll plazas along this section of the N4.

23 Environmental Management... continued Public Participation Phase Interested and affected parties were consulted and afforded the opportunity to participate. Interested and affected parties were informed and involved in the project from the outset in order to promote participation and transparency. In accordance with the EIA regulations, advertisements were placed requesting interested and affected parties to register their interest in the project. Thereafter, Public Meetings were held at the Bronkhorstspruit Sports Centre to present the findings of the Scoping Study and to respond to any issues/concerns regarding this Report. The following key aspects formed part of the Public Participation Process: The ROD for the project was issued on 26 September 2002 by the DEAT. A briefing paper was compiled as part of the prefeasibility assessment to provide a brief outline of the proposed project and the suggested alternatives, as well as to provide preliminary details regarding the EIA Process and explain how interested and affected parties can become involved in the project. An Open Day was held in Bronkhorstspruit to provide information regarding the proposed project, as well as to obtain feedback on the proposed toll strategies. Environmental Audits and Achievements Numerous site audits were carried out by the Independent Environmental Consultants on N3 and N4 during the period under review. The focus of these inspections was to ensure that the projects are compliant with the requirements of the ROD and EMP. It also ensured that the final hand-over and approval of environmental permits proceeded smoothly. No material non-compliances were recorded. Environmental Management Page 41

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25 Procurement of Services ne of the Agency's defined core values is that of opportunities to the previously disadvantaged groups in on an appointment basis, or Oexcellence in the delivery of service to its customers infrastructure projects. This philosophy is founded in every a request for proposals (RFP), or and investors. To meet the needs of our customers, we project which we undertake - evidenced by tangible results by means of a public tender. employ various service providers from diverse sectors of the ways in which our projects, large or small, enhance including civil, electrical, electronic, environmental, the provision of basic services, act as catalysts for Payment for services is effected in accordance with rates geotechnical, mechanical and systems engineering as well development in other growth areas, create employment, and tariffs agreed between the Agency and the South as financial, legal and marketing companies. Contracting develop SMMEs, alleviate poverty and elevate the status of African Association of Consulting Engineers (SAACE). the services of such providers follows a process of women. identification, selection, appointment with continuous Appointments are made to multiple service providers, monitoring and appraisal throughout the life of the Our programme of Black Economic Empowerment (BEE) is either in joint venture, or singularly, by virtue of its internal appointment. a deliberate, conscious pro-active, ongoing programme. empowerment policies. The joint venture arrangement More importantly, it is not restricted to local companies provides the opportunity to couple less experienced firms Targeted Procurement only. All our projects, whether put out to local and/or with more established ones, thereby creating an international competitive bidding have to comply with our environment where development by way of skills transfer The Agency's policies on targeted procurement pre-date requirements on BEE, SMME and the development of skills. and training can take place. the legislative requirements. Being fully aware of historical drawbacks which hinder participation in our projects, e.g. Procurement of Design Services Procurement of Construction Services lack of capacity, lack of competencies, little familiarity with tender documents and the completion thereof, and limited Design services are rendered by consulting engineers. The The Agency's Board is the ultimate body, through its access to resources; the Agency has specifically built into its tender requirements mechanisms which encourage the participation and development of ABEs and SMMEs. The importance that the Agency attaches to the principle of empowerment goes beyond the provision of monetary Agency maintains a database of service providers in the various fields, the largest of which is that for consulting engineering services in the road construction industry. Currently, design projects are awarded as follows: Contracts Committees, that agrees to the awarding of contracts. The process that enables the Board to make reasoned and informed decisions is one that sets the Agency apart from other procurement services. Procurement of Services Page 43

26 Procurement of Services... continued Page 44 Procurement of Services The process starts when an engineering service provider invites tenders from interested parties. The invitations are publicly advertised. Compulsory attendance at site inspection is but one of the many tender rules that prospective tenderers are required to meet. At tender closure all tenders are opened in public and prices offered recorded. Critical amongst the criteria is the tenderer's commitment to Contract Performance Goals. These goals are specific to construction in accordance with the principles of the government's Reconstruction and Development Programme. They include disclosure of the value of work intended for construction by ABEs, equity shareholdings in the tendering company by historically disadvantaged individuals (HDIs), intended number of HDIs, including women, in the management staff complement and value of work earmarked for labour enhanced construction. The engineer's adjudication results are contained in a written report on the evaluation process. Based on this report, the Agency's project management team conducts its own analysis of tenders before making a recommendation to the Board. The process is subject to audit, and contains checks and balances at several stages. Integrity of the Tender process The Agency's tender rules were specifically designed to ensure that the integrity of the tender process would not be compromised. All tenderers have to adhere to the Agency's Code of Conduct, which upholds the values of integrity and honesty, where breaching the tender process is severely penalised. Furthermore, the tender rules provide for tenderers to be disqualified and/or in future, to be blacklisted for misrepresentation of information and/or fronting. These rules also provide a penalty clause according to which failure to reach empowerment goals as set out in the contract, makes the contractor liable for a penalty of 50% of the shortfall. Evaluation criteria The evaluation weighting criteria and procedures exercised are published in the tender documents of every project. The weighting criteria in the case of conventional shortterm contracts such as new works, improvements, and rehabilitation are as follows: Price 90% or 95% Labour enhancement 2% or 1 % ABE Utilisation 5% or 2,5% HDI Equity 1% or 0,5% HDI Supervisory Staff 2% or 1% In the case of periodic contracts, e.g. routine road maintenance contracts, where the main contractor plays a managing and mentoring role and the bulk of the work is performed by ABEs and SMMEs, the weighting criteria are as follows: Financial Proposal 85% Mark-up on work by ABEs and SMMEs 5% Management Proposal 4% HDI Equity 3% HDI Supervisory Staff 3%

27 Procurement of Services... continued Legislative compliance Contracts awarded The Agency also closely examines the compliance of the tenderers with the requirements of the Employment Equity Act and the Skills Development Act, by inspecting the following: financial status; affirmative action policies; corporate social responsibility investment; environmental policy; and ability and resources to complete job on time and within budget to specification. Contracts awarded during the year under review are reflected in the table below. Type of Project Non-Tolls New Works Rehabilitation and Improvement Periodic & Special Maintenance Routine Road Maintenance Operations Routine Road Maintenance Supervision Projects Awarded No R 1 5, , , ,955 In addition to legislative requirements, the Agency has Toll New Works 2 6,504 drawn up its own criteria, which it uses in adjudicating tenders for BEE and social requirements. Rehabilitation and Improvement Periodic & Special Maintenance ,413 51,743 CTROM 6 39,807 Note: Some of these new contracts will run beyond the financial year under review. Procurement of Services Page 45

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