asphaltNEWS - Southern Africa Bitumen Association

volume 25
issue 1
asphaltNEWS
April 2011

In this issue
CEO comments 3
Culmination of SA's WMA trials 4
Local and International events 9
Gravel roads - a thing of the past? 10
Go for Gold gains industry recognition 11
SAT plant for 2011 12
SARF to head up CapCoR initiative 12
Sabita's Outstanding Achievement award 2010 13
AsAc and SARF join forces 14
CAPSA'11 update 15
Cover picture: WMA paving trials on the Higginson Highway
Opposite: Paver at work during the Higginson Highway WMA trials
Asphalt News is published by the Southern African Bitumen Association (Sabita), a
non-profit organisation sponsored by its members to serve all stakeholders through
engineering, service and education.
No articles, extracts, photographs or other elements of this publication
may be reproduced in any form whatsoever without the written permission
of the Southern African Bitumen Association
Editorial board: John Fensham and Jeanette Nichol
Effects of cement in bitumen emulsion slurries 16
Reducing the bitumen industry's carbon footprint 20
Much Asphalt commissions recycling plant 22
BitCert certificates presented 23
Sabita supports contractor recognition scheme 25
Bitumen emulsions in 2010 - a watershed year 27
Revised Sabita manuals issued in CD format 28
Sabita publications 29
Sabita members 29

A
record 445 000t of bitumen was consumed in South Africa
during 2010, showing an increase of some 10% on 2009.
Government’s recently announced billions in future
infrastructure spend bodes well for the industry, although
the challenge to unlock funds in a manner that enables consistent
demand over at least a 3 year cycle still appears illusive.
A recent development of framework agreements by the CIDB,
endorsed by Treasury, is a step in the right direction to deal with
this tough nettle and as such is worth pursuing.
Council activity
We have a change of faces on Council with the departure of Hugues de Champs and Gary Catin, both of
whom served Sabita ably during their tenure, we are grateful for their contribution. As we say good bye to
them, we warmly welcome their replacements, Rocco Lehman of Rand Roads and Thierry Madelon of
Colas SA, who no doubt will bring fresh perspectives to Council deliberations.
The Sabita Award for Excellence was presented to Arthur Taute for his many years of unstinting service to
the industry, and to Sabita as chairman of the Technology Development Focal Point. He was also
prominent in canvassing the consulting engineering sector on Sabita’s behalf, resulting in a significant rise
in the number these companies on our membership list. Congratulations Arthur, and Sabita thanks you.
Asphalt Academy (AsAc)
The AsAc/SARF alliance kicks off with the announcement that all Continuing Professional Development
courses at NQF level 5 and above, previously run by AsAc, will now be run jointly under the management
of SARF. AsAc will also provide inputs into some of the relevant SARF courses, and the two organisations
will work together to develop new courses in line with the needs of industry.
Technology development
Work has started on the asphalt mix design manual, with the objective to update the South African
guidelines for the design of premixed asphalt based on the latest available technology. These guidelines
will be linked to structural pavement design methods with the intent to compile a national standard
specification for asphalt. We should also see the completion of Phase 2 of the HiMA project within the
next few weeks.
Environmental legislation
The newly promulgated Air Quality Act (39 of 2004) came into effect on 1 April 2010, and was derived
from the Air Prevention Pollution Act (1946) and similar legislative processes and procedures currently
being implemented in Europe. The intention of the legislative authorities is to keep up with changes in the
industry and to amend legislation that will facilitate and encourage the incorporation of new,
environmentally-friendly technology.
Discussions have been held with the Department of Environmental Affairs to deal with matters specific to
the asphalt industry. This resulted in the compilation of a comprehensive report (see Sabita’s website) to
serve as a guideline for use by the asphalt production industry in obtaining environmental authorisation,
and to enlighten the environmental authorities on the history and operational cycles of the asphalt
production industry in South Africa.
Future greenhouse gas legislation is being developed, and is set to take on the form of a proposed carbon
tax. A report (see Sabita’s website) on this legislation has been commissioned to gain an understanding of
the the implications for the asphalt industry and the strategies which may be applied to reduce the carbon
intensity of operations.
33 3
CEO's comments
2010 lays the groundwork from which
Sabita can move forward
Sabita CEO Saied Solomons

Culmination of South Africa’s warm
mix asphalt trials a huge success
As reported in previous issues of asphaltNEWS, strenuous efforts have been made over the past two years to
gather sufficient know-how for warm mix asphalt (WMA) to be implemented in South Africa.
The use of WMA, whereby asphalt is manufactured and paved at significantly lower temperatures, is accelerating
rapidly around the world, driven strongly by factors such as significant reductions in greenhouse gases, much
improved working conditions, as well as reduced fuel and energy usage. Other spinoffs include improved
compactibility and the ability to haul WMA over longer distances compared to HMA.
The first WMA trial in RSA was undertaken during November 2008, and the second trial in May and June 2009.
This work culminated in the completion of the final and most extensive WMA trial on Durban’s Higginson
Highway over a period of nine months during 2010. Preparation work commenced with the initial laboratory mix
designs in April, full-scale plant mix trials in May, June and July, with the main trials undertaken from 25 October
to 8 December 2010.
The trials, which cover a 3,4 km length of the outbound carriageway and include ten base and eight surfacing mixes,
are undoubtedly the largest of their kind ever carried out in South Africa; the total quantity of mix paved in the
plant mix and main trials amounted to approximately 15 000 tons.
With both the previous trials having shown that WMA can be successfully manufactured and paved at temperatures
at least 20 o C below those of conventional asphalt, the intention of the Higginson Highway trials was to push the
boundaries by:
• reducing temperatures further;
• increasing reclaimed asphalt (RA) contents;
• using polymer modified binders; and
• achieving quality and performance characteristics equal to conventional HMA.
These trials also provided the opportunity to manufacture and pave both base and surfacing mixes.
Managing the trials
In the same way as in the previous trials, decisions regarding the scope of the trials, as well as the management of
the work throughout the trials, were directed by the WMA Interest Group, comprising representatives of eThekwini
Municipality, road authorities, asphalt suppliers, contractors, technology suppliers, consultants, as well as Sabita
and SARF. Agreement was reached for a temperature reduction of at least 30 o C for mixes using conventional
bitumen and 20 o C for mixing using polymer modified binders.
Site selection and investigation
The section selected for the trial is situated on
the outbound (West bound) carriageway
between the interchanges at 42nd Avenue
(M20 Pelican Drive) and Chatsworth
Circle/Shallcross Road 337, a distance of
approximately 3,5 kilometres. The
carriageway consists of two traffic lanes with
the total width of about 7,4 metres.
Based on the full rehabilitation investigation
carried out on the section, the rehabilitation
strategy decided upon was to mill out most of
the two upper layers of aged, cracked asphalt
from the existing pavement, and to pave an
80mm thick asphalt base and an asphalt
surfacing with a thickness of 50mm. A 25mm
to 30mm asphalt leveling course was paved
on the exposed milled surface before
5 4
Tony Lewis, Tony Lewis Consulting cc
The paving and monitoring team for the Higginson
Highway trials

proceeding with the asphalt base and surfacing layers. This project therefore provided an ideal test bed for the
WMA trials, with an opportunity to include both asphalt base and surfacing mixes in the trials.
Selection of basic mix design and WMA technologies
For the asphalt surfacing mixes the same grading requirements as in the previous WMA trials were used, i.e.
eThekwini Municipality’s Mix “D”, which is similar to that of the COLTO “medium” continuously graded asphalt
surfacing mix. In the case of the asphalt base, agreement was reached to use eThekwini’s Mix “B”, a continuously
graded asphalt base mix with 100% passing the 26,5 mm sieve size.
The Sasobit® technology of Sasol Wax, which had been used previously in both previous WMA trials, was used
again in one of the surfacing mixes. Rediset WMX®, a product of Akzo Nobel, used for the first time in RSA in the
Leicester Road WMA trials, was used in one of the surfacing mixes by itself, and in combination with a plastomer
(EVA) in two of the asphalt base mixes. A product of Sasol Wax not used in the previous trials, SasolWax Flex,
which acts as both a WMA technology and as an elastomer, was used in both surfacing and base mixes.
During the initial design stage of the trials it was found that softer, 150/200 penetration grade bitumen was required
in the 40% RA mixes to achieve acceptable recovered binder properties. Readily available 80/100 penetration grade
bitumen was treated with a Sasol Wax product known as SasolWax Exp 1655, a high performance modifier
designed for high RA applications. Another WMA technology, NA Foamtec, was used for the first time in South
Africa, in both surfacing and base mixes. This foamed bitumen technology was developed locally by National
Asphalt and was used in a surfacing mix with penetration grade bitumen and with a plastomer (EVA) modified
binder in one of the base mixes.
Raw materials
Aggregate, sand, and filler: The aggregate was sourced from two quarries, and an active filler, consisting of 1%
hydrated lime, was used in all the mixes, including “warm” and “control” mixes, for both base and surfacing.
Reclaimed asphalt (RA): RA sourced from various projects in the eThekwini Metro, was used in the trial mixes.
Regular grading and binder content testing was carried out; an average 4,4% binder content was obtained on the
coarser fraction while that of the finer fraction was higher, at 5,6%. Recovered binder property testing showed the
penetration of the RA to be in a narrow range of 5 - 6 pen, with R&B softening points of around 84 o C. The results
therefore indicate that the binder in the RA is significantly age hardened. This obviously has to be taken into
account at mix design stage, particularly when designing mixes with high RA contents.
Laboratory mix designs
In brief summary, the Bailey Method was used to optimise the volumetric properties of the mix, with three mixes
with different aggregate/RA grading blends being manufactured and compacted at conventional temperatures. The
blend that produced the most satisfactory volumetric properties was selected for further testing. These designs are
regarded as the “control” mix designs.
The same aggregate blends and RA were used in the manufacture of the “warm” mixes. In these cases the mixes
were manufactured at three different temperatures; 20 o C, 25 o C, and 30 o C, respectively, below conventional
mixing temperatures.
It should be noted that it was not possible to carry out laboratory mixes using the NA Foamtec WMA technology,
and instead full-scale plant mixes, where the binder content was purposely varied so as to determine the optimum
binder content of the mixes, were undertaken.
Plant mix trials stage
The plant mix trials were regarded as the second essential step in the trials; by mixing and paving a substantial
quantity of each mix it was possible to verify the laboratory mix design. Importantly, the plant mix trials provided
the opportunity to gain experience in adjusting the mixing plant to achieve the required reductions in temperature.
Once the results of the various plant mix trials had been assessed and found to be satisfactory they were accepted
for use in the main trials on Higginson Highway.
5

Manufacturing and paving the main trials
Paving site preparations: The preparation work consisted essentially of milling out approximately 100mm of the
existing asphalt and paving a 25mm to 30mm levelling course. The levelling course provided an ideal, smooth surface
on which to place the grid. Before paving of the base layer trials, Glasgrid strips were laid out and rolled with a
pneumatic tyred roller. The pressure sensitive adhesive on the lower side of the grid ensures that it adheres to the
asphalt surface under the action of the roller tyres. The tack coat was applied to cover the full width of the lane before
paving the base layer.
Transporting the mix to the paving site: Transportation of the various asphalt mixes from National Asphalt’s
mixing plant to the paving sites, for both the plant mix trials and the main trials on Higginson Highway, was carried
out by means of tip trucks with load capacities ranging from 7 tons to 16 tons. The trucks’ load bins were sprayed
with Sasolwax BituGlide, a releasing agent, before they were filled with asphalt. Canvas tarpaulins covers were
used to reduce temperature loss during transportation.
Trial findings
Mix temperatures: Tables 1 (base mixes) and 2 (surfacing mixes) describe the various parameters used in the trials.
Also shown are the RA contents used in the trial mixes.
The temperature limits mandated by the WMA Interest Group are detailed in these tables; the higher temperatures
required for the “control” mixes relative to the “warm” mixes are evident. The significantly higher temperature
requirements for the polymer modified mixes, compared to those of the mixes where unmodified bitumen was used,
should also be noted.
For ease of access, the results of compaction tests carried out on the trial sections are recorded in Tables 1 and 2. As
can be seen, the minimum 92% of voidless density requirement was easily achieved in all the trial mixes.
Table 1. Temperature limits applied to the base mixes
Mix
No.
Description
Asphalt base
Mix
type
Temperature limits ( o C) Actual
field
compaction
Manufacturing Arrival on
site
Compaction
(% of
voidless
density)
92% min.
B9 Mix B (40/50 Pen, no RA) Control 155-165 150-160 140-145 96,6
Mix containing 10% RA
B3 Mix B A-E2 Control 165-175 160-170 142-147 96,9
B4 Mix B A-P1 mixes 165-175 160-170 142-147 97,3
B1
Mix B A-E2 (SasolWax Flex) 60/70
pen
"Warm"
140-150 130-140 120-130 96,1
B2 Mix V A P-1 + Rediset® 60/70 pen mixes 140-150 130-140 120-130 95,7
B10 Mix B A P-1 Foamtec 60/70 pen 140-150 130-140 120-130 94,4
Polymer modified mixes containing 40% RA
B8 Mix B A-E2 80/100 pen + EXP Control 165-175 160-170 142-147 94,9
B5 Mix B A-P1 80/100 pen + EXP mixes 165-175 160-170 142-147 96,8
B6
B7
Mix B A-E2 (SasolWax Flex) 80/100
pen "Warm"
Mix B A-P1 + RedisetWMA® 80/100
pen + EXP
mixes
140-150 130-140 120-130 96,0
140-150 130-140 120-130 95,5
During the course of the trials the mix temperatures were taken in each truck at the weighbridge, with temperature
requirements at the midpoint of the manufacturing ranges for control and “warm”mixes. The goals set for reduced
temperatures were successfully achieved and in fact substantially exceeded.
6

Table 2. Temperature limits applied to surfacing mixes
Mix
No.
Description
Asphalt surfacing
Mix
type
Mix containing 10% RA
Temperature limits ( o C) Actual
field
compaction
Manufacturing Arrival on
site
Compaction
(% of
voidless
density)
92% min.
S6 Mix D 60/70 RA Control 155-165 145-155 135-145 94,9
S2 Mix D Sasobit® 60/70 pen mixes 120-130 110-120 100-110 95,2
S3 Mix D RedisetWMX® 60/70 pen "Warm" 120-130 110-120 100-110 93,6
S7 Mix D Foamtec 60/70 pen mixes 120-130 110-120 100-110 93,4
Polymer modified mixes containing 20% RA
S4 Mix D A-P1 80/100 pen Control 165-175 160-170 142-147 93,7
S5 Mix D A-E2 80/100 pen mixes 165-175 160-170 142-147 94,4
S8
S9
Mix D A-E2 (SasolWax Flex) 80/100
pen "Warm"
Mix D A-P1 + RedisetWMX® 80/100
pen
In summary :
mixes
140-150 130-140 120-130 95,0
140-150 130-140 120-130 94,8
• Base mixes:
All the “warm” mixes were paved at average temperatures approximately 35 o C below the mid value of the
“control” mix manufacturing temperature range, and about 25 o C below the average temperatures at which
the “control” mixes were paved. This includes the mixes containing 40% RA.
• Surfacing mixes:
o Mixes using unmodified bitumen: Temperature reduction of around 35 o C was achieved.
o Mixes containing polymer modified binder: Approximately 30 o C reduction in temperature between mid
value of the “control” mix manufacturing temperature range, and about 20 o C between actual “control” and
“warm” mix manufacturing temperatures is evident.
Comparison of some engineering properties of “warm” and “control” mixes
One of the main aims of these trials was to establish whether the engineering properties of WMA are at least as good
as those of similar, conventional HMA mixes. This evaluation can be undertaken by comparing WMA and HMA
results of the following test parameters, summarised in Tables 3 and 4:
• resilient modulus;
• dynamic creep;
• indirect tensile strength (ITS); and
• MMLS rutting.
An examination of the results in these tables shows that the “warm” mixes perform at least as well as the “control’
mixes, and the effect that polymer modification of the binder has in stiffening the mixes is clearly evident.
It should be noted that at the time of writing the results of the stiffness and fatigue testing on beam samples was not
yet available; these results will no doubt add a useful additional dimension to the trial findings.
7
8

Table 3. Summary of some of the engineering properties of the base trial mixes
Mix
No.
Description
Asphalt base
ITS
(kPa)
Gyratory
voids (%)
Dynamic
creep
(MPa)
Resilient
modulus
(MPa)
MMLS
rutting
(mm)
B89 Mix B (40/50 Pen, no RA) 1157 0,8 42,4 4651 2,0
Mix containing 10% RA
B3 Mix B A-E2 1289 2,1 38,2 7744 1,0
B4 Mix B A-P1 1575 2,5 47,9 7744 1,2
B1
Mix B A-E2 (SasolWax Flex) 60/70
pen
1167 2,6 42,0 5010 1,8
B2 Mix V A P-1 + Rediset® 60/70 pen 1261 2,0 54,3 4713 1,4
B10 Mix B A P-1 Foamtec 60/70 pen 1727 5,9 49,0 3875 1,0
Polymer modified mixes containing 40% RA
B8 Mix B A-E2 80/100 pen + EXP 1830 1,0 36,8 8684 1,3
B5 Mix B A-P1 80/100 pen + EXP 1990 1,2 49,2 8602 0,9
B6
B7
Mix B A-E2 (SasolWax Flex) 80/100
pen
Mix B A-P1 + RedisetWMA® 80/100
pen + EXP
Table 4. Summary of some engineering properties of the surfacing trial mixes
Mix
No.
Description
1586 1,5 41,0 6101 1,4
1454 2,0 43,2 6566 0,9
Asphalt surfacing
ITS
(kPa)
Gyratory
voids (%)
Mix containing 10% RA
Dynamic
creep
(MPa)
Resilient
modulus
(MPa)
MMLS
rutting
(mm)
S6 Mix D 60/70 RA 1365 2,5 36,2 4747 2,1
S2 Mix D Sasobit® 60/70 pen 1032 4,5 33,6 3772 1,6
S3 Mix D RedisetWMX® 60/70 pen 1143 2,7 27,3 2590 1,8
S7 Mix D Foamtec 60/70 pen 1030 3,5 36,9 3820 1,5
Polymer modified mixes containing 20% RA
S4 Mix D A-P1 80/100 pen 1322 3,5 51,1 5020 0,7
S5 Mix D A-E2 80/100 pen 1423 2,3 31,7 4428 1,2
S8
S9
Mix D A-E2 (SasolWax Flex) 80/100
pen
Mix D A-P1 + RedisetWMX® 80/100
pen
Conclusions
1547 2,0 54,0 4855 1,6
1168 1,3 50,5 4744 1,0
The information and practical experience gained from the Higginson Highway trials is the culmination of all three
WMA trials undertaken in the Durban area over the past two years. During this time confidence has been gained that:
• all the WMA mixes included in these trials have performed well against the fundamental requirement of being
at least as good as conventional HMA;
• a variety of asphalt mixes can be manufactured and paved at significantly lower temperatures, with potential
burner fuel savings, as well as reduced emissions, fumes and odours that result in healthier working conditions;
8

• “warm” technologies can be combined with recycled asphalt at contents of up to 40%. This not only results in
the environmentally-friendly practice of reusing the old asphalt, but also in real savings as significantly less
new aggregate and bitumen has to be used in the recycled mixes;
• combining WMA technologies with conventional polymers and reclaimed asphalt works well.
• there is convincing evidence that WMA should be considered as a standard specified option for all pavement
classes.
The way forward
The following recommendations are made regarding the way forward:
• Reduce manufacturing and paving temperatures further, while taking into consideration practical limitations
such as weather conditions, haulage distance, as well as paving quality control and crew skill level;
• Monitor cost benefits due to reductions in burner fuel consumption when WMA is used on full-scale projects;
• Optimise the design of the mix, based on each specific WMA technology;
• Utilise the information gained from these trials, together with that gained from work in other countries where
WMA is used, in the compilation of a national guideline and specification.
The resounding success of this project was no doubt the result of excellent cooperation and teamwork between all
parties involved in the trials.
Local events 2011
SAT Southern Region cocktail hour (Presentation on
WMA)
7 April (Date may change)
SAT Southern Region seminar (Bituminous binders for
road construction)
14 April (Date may change)
Road Pavements Forum
10 - 11 May, Villa Via Hotel, Gordons Bay
SAT Southern Region seminar (Plant types and asphalt
transport)
19 May (Date may change)
SARF Road Safety Conference
7 - 8 June CSIR Pretoria
CAPSA'11 Exco and Steering Committee meetings
8 June
SATC 2011
11 - 14 July, CSIR, Pretoria
Sabita Council meeting
21 July, Cape Town
SAT Southern Region seminar (Asphalt paving)
28 July (Date may change)
CAPSA'11
11 - 14 September, Drakensberg, South Africa
SAT Southern Region seminar (Testing and testing
procedures)
20 October (Date may change)
Road Pavements Forum
8 - 9 November, CSIR, Pretoria
Sabita Board and Council meeting
9 November (after the RPF)
Local and international events
9
International events 2011
Road Asset Management (PIARC)
4 - 6 April, Swakopmund, Namibia
2 nd Middle East Bitumen 2011
2 - 5 May, Dubai
Mexican Asphalt Conference (AMAAC)
4 - 6 May, Mexico
ARRB 3 rd international surface friction conference
15 - 18 May, Gold Coast, Queensland
5 th International conference (ICONFBMP)
2 - 3 June, Thessaloniki, Greece
10 th International conference on low volume roads
24 - 27 July, Orlando, Florida, USA
14 th AAPA International Flexible Pavements
Conference
25 - 28 September, Sydney, Australia
24 th PIARC World Road Congress
26 - 30 September, Mexico
2 nd International Conference on WMA
11 - 13 October, St Louis, Missouri, USA
International Events 2012
TRA 2012
23 - 26 April, Athens, Greece
5 th Eurasphalt & Eurobitume Congress
13 - 15 June, Istanbul, Turkey
7th RILEM International Conference on
cracking in pavements
20 - 22 June, Delft, Netherlands
ISAET
9 - 12 October, Crystal City, Virginia, USA

Gravel roads - a thing of the past?
A
report by Don Ross (University of Cape Town’s School of Economics) and Kim Field (Department of
Finance, University of Alabama at Birmingham), commissioned by Sabita and entitled South African road
surfacing policy, international oil price changes, and the shadow pricing of costs and benefits, concludes that
South Africa’s policy of maintaining gravel roads cannot be supported or sustained.
The report also notes that in the current climate of “infrastructure push” and increased funding, the administrative
structures to facilitate a coordinated, dynamic optimisation of overall infrastructure expenditure do not exist.
“Roads constitute the single largest component of the actual and planned infrastructure allocation, constituting
roughly one-quarter of the budgeted expenditure through 2010. The budget of South African National Roads Agency
Ltd (SANRAL) has increased from R2,1billion in 2005-06 to a projected R11,5-billion in 2009-2010. Outside of this
amount, R3-billion has been allocated toward rural roads through the Provincial Infrastructure Grant for the
Expanded Public Works Programme (EPWP). National government has set aside an additional R9-billion for
municipal transport, roads and precinct upgrading specifically relating to 2010. Municipalities and provinces spend
further amounts on roads as aspects of integrated projects (e.g. port enhancements) funded separately. Finally,
SANRAL raises funds from tolling and Build-Operate-Transfer (BOT) schemes that are reinvested in roads. (BOT
revenues alone are forecast to reach an eventual steady state of R20-billion.)
“The point is that we will waste much of these resources if we are not strategic with their investment. As it progresses,
the infrastructure push changes the background conditions against which national departments, provinces,
municipalities and parastatal agencies plan and budget. Therefore, planning and budgeting practices need to adjust in a
coordinated way, progressively and continuously. This is the main aspect of what economists mean by ‘dynamic optimisation’.
Figure 1. South Africa's provincial and municipal
road network
(Data source NDOT, 2001)
This proportion of unsurfaced roads is higher than in other
countries with per capita GDPs similar to SA’s. There are strong
economic reasons for thinking that many of these roads, at least
among those made with gravel rather than dirt, should be
upgraded to bituminous pavement. Other gravel roads, and most
dirt roads, should not presently be maintained at all except
where a community is crucially dependent on them for basic
mobility, or where a road can be entirely maintained by local
labour with no public contribution beyond workers’ salaries.
The detailed economic analysis, too lengthy to be included here,
is summarised, with principal conclusions, as follows:
High proportion unsurfaced
The report notes that South Africa’s 18 000 km of
national roads (that is, roads administered by
SANRAL) are surfaced. However, 80% of the
remaining 530 000 – 550 000 km of ‘proclaimed’
(provincial and municipal) roads is unsurfaced.
There are an additional 221 000 km of
unproclaimed access roads, made of gravel or earth,
not falling within the official maintenance
responsibility of any tier of government. Figures 1
and 2 provide a visual summary.
• A substantially higher proportion of the price of gravel
roads than of surfaced roads is driven by the petroleum price. As the petroleum price rises, the relative
opportunity costs of gravel and surfaced roads should be expected to shift in favour of surfaced roads;
• At present oil prices any gravel road that averages more than 10 km in haulage distance from nearest sources of
adequate aggregate material should either be allowed to deteriorate and then be abandoned or, if worth
maintaining, be sealed with a bitumen surface at its soonest scheduled maintenance point;
10
Figure 2. South Africa's road surfaces
(Data source NDOT, 2001)

• The specific figure cited in (2) will get smaller, at an accelerating rate, as the price of oil rises;
• Barring a persistent surge in inflation beyond the official target of the Reserve Bank, an investment in a
bitumen surface seal on any road that is worth maintaining at all for the sake of traffic volumes (see below)
recoups its value in 5 - 6 years;
• Significant but not quantified negative externalities associated with gravel roads make it likely that the supply
of gravel will continue to contract, the oil-minimising haulage distance threshold for gravel roads will shrink
(over and above shrinkage caused by rising oil prices), and the duration between a decision to surface and the
break-even point will shorten;
• Rural bitumen-surfaced roads constructed and maintained using labour-intensive methods bring two positive
externalities: potential augmentation of human capital, and exploitation of SA’s large gap between shadow
wages of underemployed workers and formal-sector market wages. This may directly benefit urban workers if
migration from the countryside is in part a race for scarce wage premiums. It is probable that labour-intensive
road construction and maintenance in urban areas would also raise welfare by exploiting a gap between shadow
wages and market wages. Government should therefore subsidise use of labour-intensive methods to construct
and maintain bitumen-surfaced low-volume roads in rural areas, and possibly also in urban areas. The positive
externalities associated with bitumen surfaced roads maintained by labour-intensive methods reduce the
duration between the surfacing of such roads and the break-even point.
“It is thus arguable that South Africa should maintain gravel roads only where average annual daily traffic levels are
too low to normally justify expenditure on any road except those crucial to a community’s access to a minimally
acceptable quality of life. We suspect that if maintenance of a low-volume road is justified by traffic volumes, then
sealing of that road’s surface with bitumen is also justified. The end of the gravel road in SA may be at hand."
In 1999 Go for Gold started out as a pilot project aimed at
attracting talented, disadvantaged youth into the
construction industry. It was a slow, but steady journey.
An Impumelelo Gold Award in 2005 marked the
beginning of a new era of growth, followed by the launching
of a second campus that year and a third campus in 2008.
On reflection there is no doubt that 2010 has been a year of resounding success in the quest for recognition as a
unique contributor to skills development in the industry. A number of significant facts attest to this.
During the course of the year 39 matriculants were employed by industry partners as part of the structured gap
year programme, known as Phase Two. These inexperienced, untrained individuals were offered employment in
spite of the general decline in the volume of work. Tertiary institutions accepted 30 first year students although
some of them were not the best candidates in terms of academic results. They had spent a year working in the
industry confirming their choice of career and carried the Go for Gold recommendation.
In May industry partners filled Kelvin Grove to capacity for the annual Go for Gold dinner. A record amount was
raised in spite of the general economic downturn. In July the Master Builders Association Western Cape launched
the Go for Gold Sponsorship Fund at their annual dinner. Candidates who are not successful in obtaining
sponsorship for training within the built environment, would be assisted with these funds.
Go for Gold students during a visit to an
asphalt mixing plant
11
Go for Gold gains
industry recognition
In November Go for Gold was awarded a substantial
grant by a new and very significant partner, Basil
Read. This represented the largest single donation ever
received by the programme and added a leading
national construction company to the ranks of the Go
for Gold partners. This was particularly momentous as
the Go for Gold footprint is still restricted to the
Western Cape, and was affirmation from a national
role player.
The final matric results were excellent. There were 54
candidates who all passed and 41 attained bachelor
degree access.
What does 2011 have in store for Go for Gold?
Extending the footprint to other provinces? If 2010 is
anything to go by, it will definitely be another
triumphant year!

Society for Asphalt Technology: plans for 2011
The Society has a full programme for 2011, with national seminars and workshops in the planning stages on:
• Prime coats using Sabita manual 26 as basis;
• Interim guidelines on Warm Mix Asphalt;
• CIDB rating system - HSE priority in best practices and project delivery;
• Different properties of stabilisation cement (a cocktail hour presentation by Kobus
Louw);
• Best practice guide for design and construction of slurry seals;
• Binder selection.
The Society's Annual General Meeting will be held after conclusion of the RPF on 11 May 2011.
SAT Visit to warm mix asphalt trials on Higginson Highway - Durban (Rob Archibald)
On 23 November 2011 the Society for Asphalt Technology (SAT) Eastern Region arranged a site visit to the
WMA trials then under way on Higginson Highway in Chatsworth, Durban. Daniel Mthimkhulu, eThekwini
Municipality's project manager presented the background to the Higginson Highway rehabilitation project, and
Krishna Naidoo provided an overview of past WMA trials and updated all on the progress of the current trials.
Representatives of the three WMA technology suppliers presented brief overviews of their respective technologies.
These included Akzo Nobel, Sasol Wax and National Asphalt, each of which supplied additives used in the various
WMA trials.
After a general safety induction, Tony Lewis of Tony Lewis
Consulting cc led an inspection of the paving operations. A
WMA trial using a polymer modified binder was being
constructed on the day - a first in South Africa.
The event ended with a question and answer session back at
the marquee tent - fortunately, because the skies provided
another heavy shower in a series that had characterised the
weather throughout the trials. Delegates from as far as the
City of Cape Town and the University of Stellenbosch
attended the site visit. Dr Malcolm Mitchell of the South
African Road Federation, who attended the site visit, took the
opportunity to congratulate the WMA Interest Group on
undertaking such an ambitious set of trials.
For SAT, the site visit was a great success. The large turnout
indicated the level of interest in asphalt technology and
confirmed the valuable role and contribution the society
makes towards the asphalt industry.
SARF to head up CapCoR initiative
At a Capacity Coordination for Roads (CapCoR) committee meeting held on 1 March 2011, it was agreed that as
an established independent section 21 company, the South African Road Federation (SARF) should take the lead
in setting up CapCoR as a separate business unit within its organisation with its own individual bank account and
self-sustaining financing structure. Prospective funders and contributors to CapCoR would be canvassed mainly
from within the SARF membership.
Discussion are also on-going with the Department of Transport to ensure that they are fully apprised of the
situation to ensure that CapCoR is in line with, and supportive of, their broader transport related capacity
building initiatives. The business model of a public-private partnership for CapCoR is still being considered.
It is anticipated that once the business unit has been established advertisements will be placed to identify and
appoint a suitable person to drive the establishment process and manage the unit on a daily basis.
12
SAT members check the rate of density
achievement during their site visit

2010 Sabita
award
acknowledges
Taute's
comprehensive
service
In particular Sabita’s appreciation is focussed
on Arthur’s role in initiating and fostering a
more productive – and less adversarial –
relationship between the sector advising
client bodies and the sector providing
products and services, a development which
has laid the foundation for a productive
application of professional skills for the
benefit of roads in South Africa.”
Taute was also involved in a number of
national committees and working groups on
the efficient and cost-effective delivery, and
has also served on numerous Sabita technology
development task groups, notably on the
manufacture and construction of hot mix
asphalt.
CAPSA
Sabita’s 2010 Award for Outstanding achievement in sustainable bituminous
product technology was presented to Arthur Taute of Vela VKE
Consulting Engineers at Sabita's AGM in Durban on 24 March 2011. The
award acknowledges Taute’s significant contributions both to the civil
engineering industry and bituminous products sector in general, and to Sabita in
particular. The citation was made by Sabita Chairman Phillip Hechter.
Following Sabita's 1997 efforts to include the consulting engineering fraternity
in its membership, Taute became the first from this sector to join the Sabita
Council as Chairman of our Technology Development Focal Point, a position he
still holds 22 years later.
During his tenure Arthur was prominent in canvassing Sabita membership from
the consulting profession, participating in national initiatives, working groups
and committees to advance bituminous product technology, and assuming an
influential role in the presentation of CAPSA.
Arthur has also served on the Steering Committee of CAPSA since 1994, contributed several papers to the conference,
convened and chaired plenary and workshop sessions, and
chaired the conference in 2004 (Sun City) and 2007 (Gaborone,
Botswana.)
Donald Stuart (Sasol Oil) and Brian
Mchunu (Much Asphalt) pictured at the
Sabita awards function
Arthur Taute, flanked by Sabita CEO Saied Solomons (left)
and Chairman Phillip Hechter, with his Outstanding
Achievement award
In addition to his service to Sabita, Arthur is widely respected
throughout the civil engineering and consulting fraternity, which
has enabled him to offer invaluable service as a SAICE reviewer
of civil engineering candidates for ECSA professional
registration. He is also on the Council and Executive committee
of CESA.
Permanent councillors
AM Haycock, RL Hornsey
M Leenaerts, MW Samsam
D Stuart
Elected councillors
AJ Broom, PJ Hechter
R Lehman, KG Rocher
MD Winfield
Co-opted councillors
GM James, T Madelon
13
Sabita Council and Board
Appointed councillors
DA Rose, A Taute
Board
MC Cronje ( will resign shortly)
PJ Hechter
RL Hornsey
DE Pagel
MW Samsam
D Stuart (replaces MC Cronje)

AsAc and SARF join forces
One of the major objectives of the Capacity Coordination for Roads (CapCoR)
initiative is to ensure a coordinated approach to the presentation of road related courses, workshops and
seminars, and to reduce the overlaps and date clashes that have been experienced in the past between the
activities of the various organisations.
As a first step towards achieving a more coordinated approach, the Asphalt Academy (AsAc) and the South African
Road Federation (SARF) announced, at the Road Pavements Forum of November 2010 in Pretoria, that all
Continuous Professional Development courses at NQF level 5 and above, previously run by AsAc, will now be run
jointly under the management of SARF. AsAc will also provide more inputs into some of the relevant SARF courses,
and work together to develop new courses in line with the needs of the industry. Coordination of these activities will
now be managed through the SARF Education Committee.
The existing courses that will now be run jointly from 1 March 2011 are:
• Bituminous binders for roads;
• Design application and construction of surfacing seals;
• Overview of hot mix asphalt;
• Design of hot mix asphalt;
• Sustainable asphalt practice;
• Flexible pavement design and materials classification;
• Stabilisation;
• Compaction of road building materials;
• Introduction to road building materials.
In addition, two new courses are being scheduled:
• Interpretation of test results:
• Design, construction and maintenance of paved low volume roads.
Course schedules and registration for all courses can be accessed on the AsAc web site www.asphaltacademy.co.za, or
the SARF web site www.sarf.org.za.
Other AsAc offerings
The Materials Tester Course modules will continue to be managed by AsAc, and registration can still be done through
the AsAc web site. An alliance with the University of Pretoria is also being investigated to present a modularised
version of the Road Engineering course previously run as a pilot course in association with the Gauteng Department
of Public Transport Roads and Works. The inclusion of existing SARF/AsAc courses is being investigated to provide
some of the modules.
CSIR, SARF and AsAc respond to the pothole crisis
In line with the recently formed alliance between AsAc and SARF, both organisations are pleased to announce an
additional association with the CSIR to assist in addressing the pothole crisis being experienced on many of our urban
and rural roads. From late February until May 2011 a series of regional half-day workshops will be presented
throughout the country to launch the latest CSIR technical guide on The causes, identification and repair of potholes.
The workshops will be presented by Phil Paige-Green and Amy Maharaj of CSIR, along with Basil Jonsson of SARF.
The repair of potholes in South Africa is currently done on an ad hoc basis, usually without paying attention to the
underlying causes. This generally results in rapid failure of the patches and the need for repeated repair. The
workshops are open to all interested stakeholders but are specifically targeted at engineers, technicians, contractors
and road inspectors involved in the routine maintenance of sealed surfaced roads.
The guideline is currently the only one of its kind in South Africa, and includes an innovative pothole classification
system developed by the CSIR based on the causes and nature of the pothole. Each of the seven categories of potholes
in the system requires a different repair technique, which is described in a way which ensures that the fundamental
causes of the pothole is addressed during the repair.
14

The guideline and launch workshops are directly in line with the statement made by the Minister of Transport at a
media briefing on 15 February 2011, in which he announced the S’Hamba Sonke ("walking together") programme.
S’Hamba Sonke is a new and innovative road maintenance programme that will focus on the maintenance of our
secondary road infrastructure using labour intensive methods. Funds being set aside for the programme are R6,4
billion in 2011/12, R7,5 billion in 2012/13 and R8,2 billion for 2013/14 - a total of R22,3 billion over the next three
years. The programme is expected to create 70 000 jobs in 2011 alone.
S’Hamba Sonke includes a massive pothole repair programme that will be rolled out nationally with immediate effect
in an attempt to arrest the decline of our secondary road infrastructure. Roads engineers and superintendents will be
deployed all over the network with the responsibility of early identification and repair of the potholes. In this regard
the manual will be vital in providing guidance to ensure that the correct repair procedures are undertaken.
Details of the schedule of workshops throughout the country and registration can be viewed through the SARF web
site, www.sarf.org.za.
CAPSA'11
update
The preparations for CAPSA'11 at the Champagne Sports Resort in the Central
Drakensberg of KwaZulu Natal from 11 - 14 September 2011 are well
underway. The theme of the Conference is “Roads to the Future” and will
examine and demonstrate the commitment and capacity of producers and users
of bituminous products to advance sustainable practice through the reduced reliance
on non-renewable resources, care of the environment and assist in the sound
development of society. The technical focus areas of the conference are:
• Reduced energy consumption in the construction of bituminous layers;
• Reducing the impact of road building activities on the environment;
• Designing for extended performance of bituminous layers;
• Flexible pavement systems for extended life;
• Asset management.
To date, 86 papers have been accepted for formal peer review and publication in the
conference proceedings. A number of bulletin papers have also been submitted, with
more expected until the closing date of 31 March 2011.
The Champagne Sports Resort will provide a stunning venue that will ensure that CAPSA'11 continues the
CAPSA tradition of providing an outstanding technical programme coupled with an exciting social and
networking programme, including a gala dinner spectacular. A stimulating companions' programme is being
organised for those who will be bringing partners to the conference. Superb exhibition facilities are also available
for industry stakeholders to demonstrate their products and expertise.
Registrations are now open and early bird registration was extended to 31 March 2011 following which the
normal conference fee of R8 750 (ex VAT) will be effective until 30 June 2011. Late registration penalties will be
effective from 1 July 2011. In addition, excellent accommodation rates have been negotiated with the venue and
delegates are encouraged to book early through the hotel to ensure accommodation at the conference venue.
To register for the conference and for more detailed information please visit the CAPSA web site at
www.capsa-events.co.za or www.capsa11.co.za.
Some views of the Champagne Sports Resort, the venue for CAPSA'11
15

Seminars on Sabita's Manual 28 prompt study
of cement in bitumen emulsion slurries
The three Society for Asphalt Technology seminars on slurry seal design and construction held in Cape Town,
Durban and Pretoria provided excellent feedback on the draft Manual 28: A guide to best practice in the
design and construction of slurry seals. A common question asked at all seminars was: "Could any cement be
used for slurry?" The affirmative answer to this question raised some debate as some practitioners disagreed,
based on their own experience.
Even though testing of the different available cements would postpone the publishing of Manual 28, it was
considered important that this matter be resolved, and Sabita commissioned a study to obtain definitive results for
inclusion in Manual 28.
A total of 22 different cement samples were obtained from different suppliers and 1% per mass of aggregate mixed
with both anionic and cationic emulsions.
The results obtained proved that all cement types, including CEM V, could work i.e. no segregation occurred.
However, the viscosity (thickness) of the mixes with different cement types varies, and is also influenced by the
type of emulsion. It has definitely been observed that the purer cements "gel" better, leading to the additional testing
to correlate the calcium oxide (CaO) content with an easily measureable parameter on site such as the "flow". These
tests are nearing completion.
Some interesting conclusions drawn from this extensive study are as follows:
• The viscosity of cationic slurries is much higher (less flow) than the anionic slurries;
• It was confirmed that in the case of anionic slurries, the "gelling" is caused by the presence of calcium ions in
the cement, while in the case of cationic slurries this reaction is caused by the change in pH (from
approximately 2 - 11);
• The more pure the cement (CEM I), the higher the viscosity of the slurry (less flow). Refer to the comparison
Sample
No.
Supplier Type CEM classification
in the table below.
Note: * Values to be verified
Much was learnt from this study and will be incorporated into Manual 28 as soon as the final results are available.
The effort of Kobus Louw and Morne Labuschagne from Colas SA (Pty) Ltd is highly appreciated.
To resolve the issue of the influence of cement on the rheological properties of emulsion slurries raised during
2010, Sabita commissioned a study on the topic for inclusion in Manual 28: A guide to best practice in the
design and construction of slurry seals. Kobus Louw of Colas SA (Pty) Ltd, who carried out the study,
submitted the following report.
Bitumen emulsion slurry consists of crusher dust/sand, Portland cement, bitumen emulsion and water used in
various surfacing applications such as texture slurries, Cape Seals, overlays and rut filling. Normally 1 - 2% cement
by mass of aggregate is added to the slurry to improve the workability of the mix and enhance the ease of
application.
It is estimated that more than 90% of slurries prepared in South Africa are manufactured with anionic stable grade
emulsions. Cationic stable grade emulsions are used to a limited extent in the Eastern Cape, where some
practitioners believe that better adhesion is obtained between the binder and the quartzitic aggregates prevalent in
16
Gerrie van Zyl, Mycube Management Services cc
Anionic emulsion Cationic emulsion
Viscosity
(s)
Flow
(mm)
Viscosity
(s)
Flow
(mm)
CaO
content
(%mm/)
1 Afrisam RHC CEM 1 52,5N 40 47 121 10 60,3*
3 Afrisam RHC CEM V A (V-S) 32,5N 20 75 70 30 29,45*

the region. Stable grade emulsions cure by evaporation of the water phase, while the quick-set, microsurfacing
emulsions cure by chemical and electrostatic interaction between the aggregate and cement.
Interaction between Portland cement and bitumen emulsions
Bitumen emulsions are microscopically sized dispersions of bitumen droplets in water that contains an emulsifying
agent. The emulsifying agent adheres to the surface of the bitumen droplets, giving them a specific electrostatic
charge. Anionic emulsions carry a negative charge and the pH of the emulsion is usually more than 10. Cationic
emulsions carry a positive charge and the emulsion is acidic in character with a pH of less that 4.
The specific emulsions used for preparation of bitumen emulsion slurries are the stable and microsurfacing (a
special type) grades, and the addition of a small quantity of cement to the slurry mixture causes the emulsion to
thicken, preventing segregation and resulting in a homogeneous mix. The addition of the cement also improves the
workability of the mix. However, the interaction of the cement with the emulsion is different for each specific type
of emulsion.
Consistency tests were performed using the method prescribed in ASTM D 3910, i.e. placing slurry in a small cone
on a plate with graduated concentric circles. The slurry is allowed to flow out of the cone and the degree of slump,
measured in millimetres, is an indication of the consistency of the mixture.
Viscosity was measured using a Stormer viscometer (ASTM D562), a rotational viscometer consisting of a paddle
type rotor that is spun by an internal motor. The rotor speed can be adjusted by changing the amount of load
supplied onto the rotor. A fixed load was applied for all the slurry samples evaluated and the time required to rotate
the rotor for a fixed number of rotations was established.
A comparison of the consistency and viscosity results appear in the graphs below:
From the above results it is clear that there is a reasonably good correlation between the consistency and viscosity
results obtained on slurries prepared with anionic emulsion. The correlation obtained on the cationic slurries was
not so good. The most important information gleaned from these results is that the consistency of slurries prepared
with cationic emulsion, is considerably higher than the equivalent anionic slurries.
The relationship between the CaO content and the viscosity appears in the graphs below.
17

Due to the ASTM D3910 consistency test (slump or flow) being done on site, the relationship between CaO content
and flow was determined. The results appear in the graph below, with the effect of CEM I cements on anionic
emulsions highlighted in yellow.
Important conclusions drawn from these results are that:
• Cationic emulsion slurries have a higher water demand to obtain a specific flow, resulting in potential higher
permeability of the slurry;
• The flow obtained with CEM 1 cements from different sources react differently, specifically with anionic
emulsions, resulting in the recommendation that re-evaluation of water demand is required when cement is
obtained from a different source.
Summary
• A good relationship was obtained
between slump and viscosity for
anionic stable grade emulsion. A
poorer relationship for the same
properties was obtained with
cationic stable grade emulsion;
• All the cements evaluated
thickened the slurry
substantially, and no segregation
was observed with either
anionic or cationic emulsions;
• Cationic stable grade emulsion
generally thickens more than
anionic stable grade emulsion
through the interaction with the
cement;
• A poor relationship was obtained between the CaO content of the cement and the viscosity and slump
properties;
• Not all cements evaluated yielded the same degree of thickening of the emulsions. The degree of thickening
determines the amount of mixing water required to yield a certain workability or slump. The quantity of water
added can influence the permeability of the final cured slurry obtained. The choice of cement could be very
important when slurries are applied, as it has a direct influence on the water demand of the slurry and
subsequent permeability of the cured layer;
• The water demand for specific purposes should be determined using the cement on site. Any change in type
and/or source of cement would require re-evaluation.
Acknowledgement
The experimental work performed by Morne Labuschagne and the valued input by Gerrie van Zyl is appreciated.
18

Reducing the carbon footprint of the
bituminous products industry
In line with its commitment to assisting its members to maximise the sustainability of their operations, Sabita has
developed a series of technology interventions and management strategies which will allow members to monitor
and manage greenhouse gas (GHG) emissions and energy consumption. These recommendations are described
in a report entitled Implications of the proposed carbon tax legislative and policy framework on Sabita
members, drawn up by Oliver Stotko of Carbon and Energy Africa.
The report also contains a comprehensive outline of the proposed legislation, and an analysis of the energy usages
and costs facing the industry once the legislation is implemented. The legislation addressed in the report —
National Environmental Management: Air Quality Act (Act No. 39 of 2004), the Customs and Excise Act (Act No.
91 of 1964) and the National Climate Change Response Strategy green paper - is geared towards managing,
reporting and controlling carbon emissions through the use of taxes and levies. The monitoring of on-site
combustion fuel emissions is envisaged to ascertain the quantity of carbon tax to be paid, while in the case of
electricity and liquid fuels consumption (vehicles) the carbon tax may be implemented through addition of
environmental levies onto the tariff charged.
The proposed carbon tax as outlined in the Treasury discussion paper (Reducing Green House Gas emissions: The
carbon tax option - December 2010) has been developed in line with the policy framework covered in the National
Climate Change Response Strategy. The cost implication of this proposed carbon tax is highlighted below. The
typical hot mix asphalt plant energy consumption values for drier aggregate heating and drying, electricity
consumption and diesel consumption are 85%, 12% and 3% respectively. The estimated cost implications of the
carbon tax on a typical HMA plant and the sector as a whole are presented in Table 1.
Table 1: Cost implications of the carbon tax
Parameter Asphalt sector 0,18Mtpa 1 asphalt plant
Expected CO2 Emissions (tons/yr) 235 000 - 273 000 5 300 - 6 200
Expected Carbon Tax (at R75/ton CO2) R17-20 million/yr R400 000 - R460 000
Expected Carbon Tax (at R200/ton CO2) R47-54 million/yr R1,0-1,2 million
1 Mtpa = Mega ton per annum
Figure 1 highlights the split in terms of energy use on a typical hot mix asphalt plant, which has an energy
intensity of 0,3-0,35 GJ/ton of asphalt processed.
Given the recent figures presented in the CEO's
comments on page 3 of 415 000 tons bitumen
processed per year, and the average bitumen
composition of asphalt being 5%, a rounded figure
of 8 million tons of asphalt is assumed to be
produced by the industry per year, since accurate
figures are not available. Based on these
assumptions the expected energy use of the asphalt
sector is presented below:
Table 2: Estimated asphalt sector energy
consumption
Energy source Energy use (GJ/yr)
Lower value Upper value
Diesel 72 000 84 000
Heavy Fuel Oil (HFO) 2 040 000 2
Figure 1: Typical split in terms of asphalt plant
energy usage
380 000
Electricity 288 000 336 000
Total 2 400 000 2 800 000
20

Based on the expected energy consumption of the asphalt manufacturing sector and the CO2 emission factor of the
various energy sources 2 , the overall CO2 emissions of the sector can be determined as follows:
Table 3: Overall CO2 emissions
Energy source
CO2e emissions (tons CO2e/year)
Lower value Higher value
Diesel 5 300 6 200
HFO 150 000 174 000
2 Diesel: 74,1 kg CO2e/GJ; HFO: 73,3 kg CO2e/GJ; Electricity: 277,8 kg CO2e/GJ
Making use of the expected quantity of CO2 emissions for the sector, the anticipated cost implications of the carbon
tax at R75/ton and R200/ton are highlighted in the following table.
Table 4: Cost implications of the carbon tax
Energy source
Cost (Rand/year)
Lower value Upper value
Diesel R397 500 R465 000
HFO R11 250 000 R13 050 000
Electricity R6 000 000 R6 975 000
Total R17 647 500 R20 490 000
The negative impact of these figures on the bituminous products industry's cost-effectiveness and sustainability is
obvious, and Sabita believes the implementation of the technological and management recommendations contained in
the report will do much to minimise both unwanted cost and environmental degradation.
Technical recommendations
The report offers the following technological recommendations for reducing plant energy consumption:
• Stockpiling aggregates under a roof on sloped concrete floors (drainage in opposite direction to loading point);
• Counter-current flow design of burner gas and aggregate flow direction in single drum plants;
• Frequent replacement of worn flights in drier;
• Effective lagging of all vessels and pipelines containing heated materials;
• Flue gas heat recovery (if appropriate);
• Asphalt product storage in closed silos;
• Use of batch plants for applications requiring large product diversity.
Management recommendations
Management recommendations to reducing plant energy consumption include:
• Training of staff in reducing energy consumption (most relevant for electricity use);
• Control of thermocouple monitoring variables to prevent energy wastage;
• Careful monitoring of temperatures (particularly the flue gas temperature) to monitor the efficiency of the drier
in terms of heat transfer to input materials and prevention of excess fuel supply into burner;
• Continuous monitoring of energy consumption to keep track of performance and to facilitate continued plant
efficiency improvements.
21

Much Asphalt, one of southern Africa's largest
commercial suppliers of hot and cold asphalt
products, has installed mobile crushing and
screening equipment valued at R4-million on its
Benoni site for recycling of road millings and waste
material.
The new machines, an impact crusher and a mobile screen,
were immediately put to work on a 300 000 ton stockpile
of reclaimed asphalt (RA) from various sites, including
SANRAL's Gauteng Freeway Improvement Project. More
than 1,3 million tons of asphalt had been supplied to this
project by the end of 2010.
Brian Neville, group technical manager, says the recycling
of the stockpile at Benoni makes sound economic and
environmental sense.
"We can use about 95% of the recycled material in our
various asphalt mixes where RA is included in the project specifications. Many international studies have shown that
hot asphalt mixes incorporating RA produce performance characteristics equivalent to or even better than those of
conventional mixes. Mixes incorporating RA can be expected to age at a slower rate than mixes with virgin materials,
due to the binder in the RA having already undergone oxidation, so the rate of hardening of the mix is slowed.
Stockpile
"We continually add to the Benoni stockpile, which means we will have a constant supply of recycled material to add
back into our asphalt mixes. This, in turn, reduces the virgin raw material input into the plant, saving not only in the cost
of raw materials but reducing the pressure on our natural resources, environment and carbon footprint," Neville said.
"The fact that material milled out for road rehabilitation purposes now has a value obviates the expense associated
with removing it to spoil or stockpiling it in a road reserve for future use. The overall cost of transporting the material
back to the asphalt plant for recycling is far lower than the cost of mining, transporting and processing virgin material.
"Reclaiming asphalt material offers financial savings all round in material costs, including asphalt binder, energy costs
and total job costs. So everyone benefits, including the tax payer who ultimately pays for the building and
maintenance of our roads."
Warm mix asphalt
Warm mix asphalt (WMA)
technology also allows for
higher percentages of
recycled material than
traditional hot mix asphalt.
The commissioning of a
300 ton/hour WMA plant at
the same facility also
allows the use of foam
technology for the
manufacture of WMA,
enabling the company to
substantially decrease its
carbon footprint through a
reduction in the
temperature at which the
material is mixed and
placed on the road.
Temperature reductions of
20 - 30 o C are possible.
22
Much Asphalt
commissions recycling
equipment at flagship
Benoni plant
Screening and stockpiling of RA at the Benoni plant

It also allows for the addition of significantly higher RA content to a conventional asphalt mix without excessive
emissions or poor workability. Less ageing of the virgin binder in warm-mix production may also allow for higher
percentages of RA.
"Another advantage of recycling is the reduction of unsightly, space wasting and dust generating stockpiles of
reclaimed material," says Neville.
Recycling road material started four years ago at Roodepoort plant with the commissioning of new plant. This plant
is capable of screening material at a rate of up to 250 tons/hour into two graded fractions and one oversize material.
Immediate benefits were apparent when screened material was used on a runway rehabilitation contract at OR Tambo
International Airport, where the design for the bitumen treated base course included 10% recycled material.
There has been a drive to use high percentages of RA in asphalt mixes in Europe for some years, with in excess of
50% sometimes recommended - even in surfacing layers. European standards make provision for RA content up to
60%.
Sabita presents BitCert certificates to two member companies
In December 2010 three Sabita member company sites - Colas SA's Epping plant and Much Asphalt's Eerste
Rivier and Contermanskloof sites - were audited for compliance with Sabita's Health, Safety and
Environmental (HSE) Charter requirements, and were awarded BitCert certificates.
During December Sabita CEO Saied Solomons handed a compliance certificate to Colas SA MD Hughes de
Champs. The handover was made without ceremony as Mr de Champs had only a few days left in South Africa
before leaving to take up a position with Colas Thailand.
The Much Asphalt certificate was handed over on 25 March 2011 during a ceremony at Eerste Rivier.
The HSE awards acknowledge the commitment of member companies to ensure that they are legally compliant
with the occupational health and safety laws during the handling and application of bituminous products. The
certification is applicable to specific facilities where companies handle, manufacture or transport bituminous
products, and is a first step towards qualifying for the HSE award while at the same time underscoring the
internationally accepted principle that the ongoing improvement of mechanisms to ensure worker well-being and
conservation of the fragile environment is an obligation, not a choice.
Current holders of BitCert certificates are Unitrans Fuel and Chemical (Milnerton), Much Asphalt (Pty) Ltd (Port
Elizabeth), Much Asphalt (Pty) Ltd (Eerste Rivier), Colas SA (Pty) Ltd (Epping) and Much Asphalt (Pty) Ltd
Colas SA MD Hugues de Champs (left), and Phillip Hechter, MD of Much Asphalt (Pty) Ltd,
receive BitCert certificates from Sabita CEO Saied Solomons on behalf of their companies
23

The Construction Industry Development Board Act
(Act 38 of 2000) mandates the CIDB to determine
and establish best practice that promotes, inter
alia, positive safety, health and environmental
outcomes. The CIDB Act also requires and mandates
the Board to establish a Best Practice Contractor
Recognition Scheme which:
a) enables organs of state to manage risk on
complex contracting strategies; and
b) promotes contractor development in relation
to best practice standards and guidelines
developed by the Board.
The CIDB Best Practice Contractor Recognition
Scheme achieves this by recognising externally certified
Construction Management Systems.
Two levels of accreditation are provided for:
• Level IIIa: CIDB accreditation of SANS ISO/OSHAS certified systems – typically for Grades 8 and 9
contractors; and
• Level II: CIDB accreditation of CMSs certified to the CIDB standard – typically for Grade 5 to 7 contractors.
Collectively, the CIDB Contractor Competence Assessment, CIDB Construction Management Systems, and CIDB
Contractor Performance Reports currently form the CIDB Best Practice Contractor Recognition Scheme.
Scope and overall requirements
Better known management systems include the SANS ISO 9000 and 14000 Quality and Environmental Management
Systems and the ¹BSI OHSAS 18001 Occupational Health and Safety Management System. However, these are
often only appropriate for large organisations (such as Grade 8 and 9 contractors). To promote and recognise
performance improvement by contractors in, typically, Grades 5 to 7, the CIDB has introduced complementary
accreditation of Construction Management Systems, based on recognisable industry minimum standards.
The CIDB standard specifies the CIDB requirements for minimum standards for a Construction Management
System (CMS) covering:
• health and safety management;
• environmental management (covering air, water, land and waste); and
• quality management.
Service providers would apply for and obtain certification to this standard if they wish to apply for CIDB Level II
accreditation. Clients are encouraged (or, where mandatory, are required) to specify contract requirements for
Construction Management Systems, Management Plans, and Inspection and Test Plans in the request for tender and
contract documents. The construction management abilities of potential service providers should be (or, where
mandatory, are required to be) assessed in a tender evaluation process.
Clients are encouraged to procure work from contractors with CIDB accredited CMSs in line with the guidelines
given in Table 1.
Sabita’s participation to date
At a recent meeting discussions revolved around the CIDB pilot project to “field test” the CMS being rolled out in
the Western Cape.
Sabita was invited to contribute by participating in field audits planned to assess implementation of the CMS. Sabita
agreed to support the initiative to establish the benefits of the CIDB CMS to Sabita members, and to ascertain how
the current Sabita systems could be merged or combined with the CIDB initiative to offer an improved value
proposition for its members.
25
Sabita actively
supports the CIDB Best
Practice Contractor
Recognition Scheme
Anton Ferreira, Sabita HSE Consultant
¹ The South African National Standards organisation has published two draft Standards SANS OHSAS 18001 and SANS OHSAS
18002 for comment and will soon adopt the current BSI OHSAS Standards as is.

Table 1. Accreditation guidelines
Tender
Grade
Maximum
Tender Value
(Rm)
Impressions gained
Anton Ferreira (HSE consultant to Sabita) was nominated to represent Sabita on the project. Impressions were that the
CIDB CMS is not unique in structure and content, as it is designed to be fully aligned with the requirements of
OHSAS 18001, ISO 14001 and ISO 9001. However the following features of the programme are unique:
• the system is designed to merge the three systems into a single integrated “fit-for-purpose” (construction)
management system;
• certification to the CIDB CMS will be a “single integrated audit” event as apposed to three separate audits;
• customised support processes, such as the CIDB CMS Construction Management Plan Template facilitates
better understanding of the system requirements and will enhance user ability to implement and maintain the
system;
However participants unanimously agreed that the structured and systematic approach of the system is its greatest
advantage. A surprising feature was that participants felt that health, safety and environment requirements were
generally “well established and understood” (HSE auditors usually find the opposite in audits) but that quality
management (QM) requirements are not as clear and well understood. The integration of QM in the CMS seemed to
be the “biggest benefit” realised in day-to-day operations;
i) A concern about the “extra workload” and generation of ”loads of extra paper” to maintain the CMS will
have to be addressed by designing the system to be as “paper light” as is practicable, especially at site
level;
ii) A documentation system based on project/site/job specific procedures and work instructions
referencing generic centrally controlled process documents appears to be an option acceptable to
participants. The acceptability of such practice i.e. complying with certification requirements will
however have to be tested;
iii) A general impression was that participants were enthusiastic and positive about adopting the system and
fully embracing the integrated approach; and a (salient) opinion appeared to be that the experience has
certainly played a roll in improving productivity on projects.
Conclusion
Type of work and risk
COMPLEX, with a HIGH or MEDIUM
possibility of nonconformity with the
specification and significant impacts
9 Unlimited Unlimited contractors to have Level IIIa
8 R130,0m accreditation
7 R40,0m
6 R13,0m
5 R6,5m
4 R4,0m
3 R2,0m
2 R0,65m
1 R0,2m Not applicable
Contractors to have Level II accreditation
The CIDB CMS initiative is a practical concept and the pilot project is worthy of full Sabita support. A further
(compelling) incentive for Sabita members to support and adopt a CIDB accredited CMS is the foregone conclusion
that an externally certified CMS will in the not too distant future be legislated as a mandatory requirement to be
considered for all public sector tenders/contracts. The current Sabita HSE Management System and other supporting
initiatives available to Sabita members could be integrated with the CIDB CMS without much effort. Sabita therefore
encourages its members to act sooner than later to assure that they remain competitive and, above all, profitable.
26
SIMPLE, or simple and repetitive with
MEDIUM or LITTLE possibility of
nonconformity with the specification
Contractors to have
Level II or III accreditation
Contractors to have Level I or II
accreditation
Contractors to have Level I accreditation Client defined requirements
Note: Notwithstanding the above the Minister may, by publication in a Government Gazette, determine a prescribed
tender value requiring (mandatory) CIDB accreditation of a contractor’s CMS as a quality factor (functionality) in
construction procurement on all public sector contracts.

Bitumen emulsion in 2010: a
watershed year
The year 2010 saw unprecedented mobilisation within the bitumen emulsion industry, illustrated by its
extensive participation in the WOE2010 despite a particularly harsh environment of budget restrictions,
according to Etienne le Bouteiller, Executive Director of the International Bitumen Emulsion Federation.
“The industry is aware of the specific issues that could clip its wings, but also knows full well what can favour its
growth. And it is ironic that it was the economic crisis itself that sparked demand for emulsion techniques, a
combination of factors that has inevitably led to growth. Today, financial constraints, environmental concerns and
social issues all make up the exceptional backdrop against which emulsion usage is growing. This is why 2010 was
a watershed year, coinciding with the launch of the American Emulsion Task Force. In Europe, the standard
EN13808 and ensuing factory production controls have helped build up decision-makers' confidence in this
long-proven but ever evolving technique,” he said.
In the United States, the land of pragmatism, the FHWA, in the wake of strict budget cuts, launched a genuine
“think and action tank” called the Emulsion Task Force (ETF), designed to draft performance-based specifications
for bitumen emulsion. Some twenty years after SHRP, which led to the Superpave system for hot mixes, the ETF
has set the same targets for bitumen emulsion. In addition, the ETF’s originality, notoriety and validity lie in the
fact that it pools the means and the actions of DoTs , industry, research (in particular universities) and standards
bodies (AASHTO and ASTM).
The idea that road preservation is an absolute necessity was also covered in a dedicated event, the 1st
International conference on pavement preservation held in California in April 2010.
Economics
In terms of volume, it is important to note that the construction of new infrastructure in emerging countries,
notably China and India, will inevitably lead to maintenance needs in the future, in which emulsion-techniques
will have a major role to play. Should the Asia – Australia zone simply align with the rest of the world’s
emulsion/bitumen ratios (12,4%), this will create additional needs for 2,8 million tons.
To perform well in a constantly changing environment, however, the bitumen emulsion industry must never stop
evaluating its markets and assessing what impacts them the most, both in the short and medium-term. To gain this
knowledge the IBEF, at the end of 2009, launched a global survey on the production of road bitumen emulsions
amongst its members and all related industries e.g. emulsion producers, oil companies and emulsifier
manufacturers.
The survey’s findings include data from over 100 countries around the world, and show that road bitumen
emulsions volumes were stable from 2005 to 2009, with annual production figures totaling roughly 8 million tons.
The same is true for road bitumen, with annual
production of some 90 million tons. The world’s
three leading emulsion producers are the United
States, France and Mexico. Since 2009, however,
BRIC countries (Brazil, Russia, India, China) have
joined the top ten global producers.
Comparing emulsion volumes and bitumen
volumes, it was noted that from 2005 to 2009 a
shift of bitumen volumes from industrialised
countries and Latin America to emerging
countries, in particular in Asia, took place. For
emulsions, the shift is slighter, proof that the
industry has remained dynamic and that the quality
of emulsion-based techniques has helped boost the
market in difficult times.
Figure 1. World’s top 10 emulsion producers
27

Environmental issues
Figure 2 : Emulsion growth 2005 – 2009
Environmental issues are always at the heart of industry concerns, if only because of increasing regulatory pressure.
As such, this is not a constraint, nor is it an opportunity – environmental protection is simply a “must”.
Environmental issues are becoming increasingly hard to ignore these days. For many companies, it has become a
license to operate. Those who don’t consider the environmental impact of their operations will find themselves at a
disadvantage, not just because their competitors are doing it, but also because the public demands it”.
In France some 20 French departments have rolled out a “Convention d’Engagement Volontaire”, or voluntary
commitment agreement. Redeploying surface maintenance techniques for economic reasons is first and foremost a
reflection of the agreement between the Assemblée des Départements de France with its partners. In the case in
point, the use of bitumen emulsions has helped reduce greenhouse gas emissions, as well as fossil fuel consumption.
Customers and industrialists are all working to respond to the same sustainable development criteria by boosting the
share of emulsion-based techniques in surface dressings as a substitute for cut-back and fluxed bitumen. In Ireland
and the United Kingdom, where these techniques are widely used, surface dressings are all emulsion-based, as is
happening with increasing frequency in Germany.
“The above makes it clear that the bitumen emulsion industry has a highly promising future, and is enjoying growth
around the globe with every major country now using bitumen emulsion on their road networks. However, there is
still much room for progress, given the technical advantages that emulsion techniques can provide,” le Bouteiller
said.
Revised Sabita Manuals released in CD format
Sabita's Manual 12: Methods for labour intensive construction of bituminous surfacings, and Manual 17: The
design and use of porous asphalt mixes, have been revised, updated and released in CD format. Both manuals are
now available at a cost of R50 to Sabita members, or R100 to non-members.
Sabita's comprehensive first aid kit is available at a cost of R250 to members and R500 to non-members. The
well-known green Burns Tag is available free of charge to Sabita members. Please browse the Sabita website
www.sabita.co.za or email info@sabita.co.za.
28

BP SA (Pty) Ltd
Chevron SA (Pty) Ltd
Engen Petroleum Ltd
P.O. Box 1806, Durban 4000
Tel 031 2758867 Fax 031 2652701
P .O. Box 714 Cape Town 8000
Tel 021 4037242 Fax 021 4030380
P.O. Box 1043, Jhb 2000
Tel 011 4806202 Fax 011 4806003
SPONSOR MEMBERS
Actophambili Roads (Pty) Ltd P.O. Box 4434 Atlas Park 1465 Tel 011 8941433 Fax 011 8941412
AG Thomas (Pty) Ltd P.O. Box 100 Manzini M200 Swaziland Tel +268 5184499 Fax +268 5186363
AJ Broom Road Products (Pty) Ltd P.O. Box 16421 Dowerglen 1612 Tel 011 4543102 Fax 011 4542790
Akasia Road Surfacing (Pty) Ltd P.O. Box 259 Bon Accord 0009 Tel 012 5629500 Fax 012 5629600
Aqua Transport & Plant hire (Pty) Ltd Private Bag X11 Ashwood 3605 Tel 032 5336883 Fax 032 5336695
Asphalt Services cc P.O. Box 1765 East London 5200 Tel 043 7451014 Fax 043 7451245
Astec – Asphalt Technology P.O. Box 589 Rothdene 1964 Tel 016 3621310 Fax 016 3623024
Bitumen Constr. Services (Pvt) Ltd P.O. Box M78 Harare Zimbabwe Tel +263 4 305506 Fax +263 4 305507
Bitumen Supplies & Services (Pty) Ltd P.O. Box 1028 Sunninghill 2157 Tel 011 8039338 Fax 011 8039881
Colas SA (Pty) Ltd P.O. Box 82 Eppindust 7475 Tel 021 5316406 Fax 021 5315514
Concor Roads & Earthworks P.O. Box 925 Crown Mines 2025 Tel 011 4952126 Fax 011 4952496
Group Five Civil Engineering P.O. Box 1750 Bedfordview 2008 Tel 011 4096600 Fax 011 4096789
Javseal (Pty) Ltd P.O. Box 26317 Isipingo Beach 4115 Tel 031 9025988 Fax 031 9022457
Kaulani Civils South (Pty) Ltd P.O. Box 23 Vlottenburg 7604 Tel 021 8813152 Fax 031 8813512
Milling Techniks (Pty) Ltd P.O. Box 779 Gillits 3603 Tel 031 7929580 Fax 031 7004447
More Asphalt (Pty) Ltd P.O. Box 2180 Durbanville 7550 Tel 021 9750784 Fax 021 9750792
Much Asphalt (Pty) Ltd P.O. Box 49 Eerste Rivier 7100 Tel 021 9004411 Fax 021 9004446
National Asphalt (Pty) Ltd P.O. Box 1657 Hillcrest 3650 Tel 031 7362146 Fax 031 7361938
Phambili Road Surfacing (Pty) Ltd P.O. Box 145 Mkondeni 3204 Tel 033 3461982 Fax 033 3461995
Polokwane Surfacing (Pty) Ltd P.O. Box 288 Ladanna 0704 Tel 015 2931221 Fax 015 2931258
Power Construction (Pty) Ltd P.O. Box 129 Blackheath 7581 Tel 021 9071300 Fax 021 9056912
Rand Roads (div. of Grinaker LTA) Private Bag X030 Kempton Park 1620 Tel 011 9235304 Fax 011 3976294
Roadmac Surfacing (Pty) Ltd P.O. Box 8378 Bloemfontein 9300 Tel 051 4300404 Fax 051 4300400
Roadsmart (Pty) Ltd P.O. Box 30344 Tokai 7966 Tel 021 7130129 Fax 021 7130128
Roadspan Surfaces (Pty) Ltd P.O. Box 30550 Jet Park 1469 Tel 011 5528505 Fax 011 5528513
Spray Pave (Pty) Ltd P.O. Box 647 Alberton 1450 Tel 011 8685451 Fax 011 9001470
Tarfix (Pty) Ltd P.O. Box 844 North Riding 2162 Tel 011 7084797 Fax 011 7084797
Tarspray cc Suite 327, P.B. X09 Weltevreden Park 1715 Tel 012 6690511 Fax 012 6690003
TOR Construction cc P.O. Box 914 Hartenbos 6520 Tel 044 6940008 Fax 044 6940006
Tosas (Pty) Ltd P.O. Box 14159 Wadeville 1422 Tel 011 3232000 Fax 011 9022755
Van Wyk Tarmac cc P.O. Box 12535 Onderstepoort 0110 Tel 012 5611871 Fax 011 5611321
Zebra Surfacing (Pty) Ltd P.O. Box 14335 Kenwyn 7790 Tel 021 7613474 Fax 021 7971151
30
Sasol Oil (Pty) Ltd
Shell SA Marketing
(Pty) Ltd
Total SA (Pty) Ltd
ORDINARY MEMBERS
P.O. Box 4211, Randburg 2125
Tel 011 8899773 Fax 011 8899859
6 Ipivi Road, Kloof 361
Tel 031 5711000 Fax 031 7646208
P.O. Box 579, Saxonwold 2132
Tel 011 7782376 Fax 011 6876381

ASSOCIATE MEMBERS
Afrisam SA (Pty) Ltd P O Box 6367 Weltevreden Park 1715 Tel 011 6705500 Fax 011 4759326
Arcus Gibb (Pty) Ltd P.O. Box 3965 Cape Town 8000 Tel 021 4699172 Fax 021 4245571
Aurecon SA (Pty) Ltd P.O. Box 1347 Cape Town 8000 Tel 021 4812400 Fax 021 4255588
BKS (Pty) Ltd P.O. Box 3173 Pretoria 0001 Tel 012 4213500 Fax 012 4213501
Bigen Africa Services (Pty) Ltd P.O. Box 5339 Rivonia 2128 Tel 011 8020560 Fax 011 8020565
Dick King Lab Supplies (Pty) Ltd P.O. Box 82138 Southdale 2135 Tel 011 4999400 Fax 011 4936349
DuPont de Nemours Int SA P.O. Box 3332 Halfway House 1635 Tel 012 6835600 Fax 012 6835663
GMH/CPP Cons. Eng. P.O. Box 2201 Randburg 2125 Tel 011 4620601 Fax 011 4620672
Goba (Pty) Ltd P.O. Box 180 Sunninghill 2157 Tel 011 2363331 Fax 011 8078535
HHO Africa P.O. Box 6502 Roggebaai 8012 Tel 021 4252870 Fax 021 4194689
Iliso Consulting (Pty) Ltd P.O. Box 686 Gillits 3603 Tel 031 2662600 Fax 031 2662616
Jeffares & Green (Pty) Ltd P.O. Box 1109 Sunninghill 2157 Tel 011 8070660 Fax 011 8071607
Kantey & Templer (Pty) Ltd P.O. Box 3132 Cape Town 8000 Tel 021 4059600 Fax 021 4196774
Kaymac (Pty) Ltd T/A Kaytech P.O. Box 116 Pinetown 3600 Tel 031 7172300 Fax 031 7023173
Lafarge Industries (Pty) Ltd P.O. Box 139 Paarden Eiland 7420 Tel 021 5088000 Fax 021 5088120
Lidwala Cons. Engineers (Pty) Ltd P.O. Box 2930 Nelspruit 1200 Tel 013 7532864 Fax 086 5005574
Nadeson Cons. Services (Pty) Ltd P.O. Box 51121 V&A Waterfront 8002 Tel 021 4184988 Fax 021 4195187
Namibia Technical Services cc P.O. Box 30623 Windhoek Namibia Tel +264 61 215324 Fax +264 61 215327
PDNA and Assoc. (Pty) Ltd P.O. Box 7786 Roggebaai 8012 Tel 021 4182929 Fax 021 4186440
Rankin Engineering Consultants P.O. Box 50566 Lusaka Zambia Tel +260 1 290562 Fax +260 1 293156
Sasol Technology Fuels Research P.O. Box 1 Sasolburg 1947 Tel 016 9604068 Fax 016 5224835
Sasol Wax (a div. of SCI) Chemcity 2 P.O. Box 1 Sasolburg 1947 Tel 016 9602126 Fax 016 5222063
SRT (Pty) Ltd P.O. Box 15324 Westmead 3608 Tel 031 7004510 Fax 031 7003165
SSI Eng. & Env. Cons. (Pty) Ltd P.O. Box 867 Gallo Manor 2146 Tel 011 7986051 Fax 011 7986005
TPA Consulting (Pty) Ltd P.O. Box 1575 Westville 3630 Tel 031 7651907 Fax 031 7652551
Tshepega Engineering (Pty) Ltd P.O. Box 33783 Glenstantia 0010 Tel 012 6652722 Fax 012 6655597
Unitrans Fuel & Chem. (Pty) Ltd P.O. Box 31 Tableview 7439 Tel 021 5510636 Fax 021 5511996
Vela VKE Cons. Eng. (Pty) Ltd P.O. Box 72927 Lynnwood Ridge 0040 Tel 012 4813821 Fax 012 8034411
Worley Parsons RSA (Pty) Ltd P.O. Box 36155 Menlo Park 0102 Tel 012 4256300 Fax 012 4601336
WSP SA Civil & Struct. Eng. (Pty) Ltd P.O. Box 2330 Edenvale 1610 Tel 011 4502290 Fax 011 4502294
AFFILIATE MEMBERS
Beosumbar & Associates cc P.O. Box 605 Westville 3600 Tel 031 2667494 Fax 031 2667404
Cape Peninsula Univ. of Technology P.O. Box 652 Cape Town 8000 Tel 021 4603074 Fax 021 4603710
Chemimpo SA (Pty) Ltd P.O. Box 1378 Randburg 2125 Tel 011 2932048 Fax 011 7873513
DMV Harrismith (Pty) Ltd P.O. Box 912 Harrismith 9880 Tel 058 6222676 Fax 058 6230271
Letaba Lab (Pty) Ltd P.O. Box 739 White River 1240 Tel 013 7527663 Fax 086 6754843
Mdubane Energy Services (Pty) Ltd P.O. Box 4876 Durban 4000 Tel 031 3042470 Fax 031 3019302
MTTC (Pty) Ltd P.O. Box 912-387 Silverton 0127 Tel 012 8003018 Fax 012 8004381
N3TC (Pty) Ltd P.O. Box 2063 Bedfordview 2008 Tel 011 4543596 Fax 011 4540777
Outeniqua Lab (Pty) Ltd P.O. Box 3186 George Industria 6536 Tel 044 8743274 Fax 044 8745779
Salphalt (Pty) Ltd P.O. Box 234 Isando 1600 Tel 011 8232218 Fax 011 8262239
South African Road Federation P.O. Box 31577, Braamfontein 2017 Tel 011 4035604 Fax 011 4037736
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Asphalt News is published by the Southern African Bitumen Association (Sabita),
a non-profit organisation sponsored by its members to serve all stakeholders
through engineering, service and education.
39
Sabita and the associations listed below have founded a
global strategic alliance of asphalt pavement associations (GAPA) and
are working jointly towards a full, open and productive partnership:
Australian Asphalt Pavement Association (AAPA)
National Asphalt Pavement Association (NAPA)
European Asphalt Pavement Association (EAPA
Japanese Road Contractors Association (JRCA)
No articles, extracts, photographs or other elements of this publication
may be reproduced in any form whatsoever without the written permission
of the Southern African Bitumen Association
Southern African Bitumen Association (Sabita)
Postnet Suite 56, Private Bag X21
Howard Place 7450
South Africa
Tel: +27 21 531 2718
Fax: +27 21 531 2606
email: info@sabita.co.za
www.sabita.co.za