State of Our Road Network and Impact of Heavy Haul

Transcription

1 State of Our Road Network and Impact of Heavy Haul Nazir Alli Abnormal Load Summit th February 2015 OpenText No

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3 South African Road Network Authority Paved Gravel Total SANRAL 21, ,403 Provinces , , ,621 Metros ,682 14,461 66,143 Municipalities 37, , ,914 Total 158, , ,081 Un-Proclaimed (Estimate) 131, ,919 Estimated Total 158, , ,000 Un-Proclaimed Roads = Public roads not formally gazetted by any Authority

4 South Africa has the 10 th Longest Total and 18 th Longest Paved Road Network in the World Roads Represents one of the largest public infrastructure investments in most countries RSA Road Replacement Cost >ZAR 2 Trillion Rank Country Road length (km) World United States India China Brazil Japan Canada Russia France Australia South Africa Spain Germany Sweden Italy Indonesia Turkey Dem Rep of Congo Zimbabwe Zambia Tanzania Madagascar Angola Namibia Mozambique Botswana Malawi Lesotho Swaziland Mauritius Seychelles SADC Total

5 Paved SANRAL Type Year V-Good Good Fair Poor V-Poor Length (km) ,093 7,149 8,807 2, % % 33.40% 41.15% 10.29% 0.71%

6 Paved Provincial Type Year V-Good Good Fair Poor V-Poor Length (km) ,104 18,016 25,064 13,946 4,355 % % 25.93% 36.07% 20.07% 6.27%

7 Authority Paved Network Condition Summary 2013 WESTERN CAPE NORTH WEST NORTHERN CAPE MPUMALANGA LIMPOPO KWAZULU NATAL GAUTENG FREESTATE EASTERN CAPE SANRAL 0% 20% 40% 60% 80% 100% Percentage of Network Very Poor (km) Poor (km) Fair (km) Good (km) Very Good (km)

8 Gravel Provincial 2013 Type Year V-Good Good Fair Poor V-Poor Length (km) ,331 34,993 56,737 37,394 % % 6.65% 24.93% 40.43% 26.64%

9 Authorithy Gravel Network Condition Summary 2013 WESTERN CAPE NORTH WEST NORTHERN CAPE Very Poor (km) MPUMALANGA LIMPOPO KWAZULU NATAL GAUTENG Poor (km) Fair (km) Good (km) Very Good (km) FREESTATE EASTERN CAPE 0% 20% 40% 60% 80% 100% Percentage of Network

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11 Why is it Happening Pavement Design? Increased Number of Heavy Axles Repetitions over year Design Life South Africa Waterproof Layer Northern Hemisphere (10 to 40 mm) (100 to 400 mm) G1 Local Street Farm To Market National Road Interstate Road South African Pavement Design (40-60% Cheaper), but is not zero maintenance design. Very short path for crack to propagate through thin surfacing preventative maintenance strategy crucial

12 National Road Network Length (Carriageway km) Why is it Happening Pavement Age 100% Pavement Age Trend 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Year >25 yrs yrs yrs yrs 6-10 yrs 0-5 yrs Please Note: 76% of paved network older than original 20 year design life, resulting in a 12 high risk for accelerated deterioration under poor maintenance regime, and the need for extensive structural strengthening (rehabilitation) of large parts of the network.

13 Why is it Happening Axle Load Numbers Half-axle tyre loads The change to Just in Time manufacturing and limited warehousing (Accountants), results in the need for smaller more frequent deliveries, which favour Road transport above Rail. Since deregulation in 1988 the modal split has changed to Road (82%) and Rail (18%). (Europe 90/10). The result is increased number of heavy vehicle axles on roads, and since road pavements are design for number of heavy vehicle axles over i.e. 20 years, the lifespan decreases. Wearing course Base layer Subbase layer Upper selected subgrade Lower selected subgrade Surfacing Structural layers High shear stress Large strains Subgrade Low shear stress Small strains Decreasing Layer Strength In situ subgrade

14 Why is it Happening Tire Pressure New Tire Technology Half-axle tyre loads Increased Tire Pressure to Reduce Contact Area Which results in reduce Rolling Resistance and 30% decrease in Fuel Consumption Modern truck tires are 30% more fuel efficient, but results in 30% + increase in damage to pavement surface layers (especially when overloaded and under or over inflated) Wearing course Base layer Subbase layer Surfacing Structural layers High shear stress Large strains Decreasing Layer Strength Upper selected subgrade Lower selected subgrade Subgrade Low shear stress Small strains In situ subgrade

15 Actual Tire Pressures on Real Trucks 15 Poor Load Distribution, Tire Maintenance and Inflation = Highly Variable Tire Pressures

16 Where is it Happening Rainfall Zones FRANCISTOWN CHIPINGE BEIRA WINDHOEK MESSINA WALVISBAY GABORONE TZANEEN KEETMANSHOOP ZEERUST PRETORIA JOHANNESBURG KLERKSDORP VOLKSRUST MAPUTO BLOEMFONTEIN LADYSMITH WEPENER ROUXVILLE DURBAN PORT SHEPSTONE CAPE TOWN CERES OUDTSHOORN SOMERSET WEST MOSSEL BAY PORT ELIZABETH EAST LONDON Wet (>1000 mm/yr) Moderate ( ) Dry (< 500 mm/yr) Wetter areas - more moisture, increase agriculture activity, more people resulting in more traffic

17 What Is The Price We Pay Government Road Condition Good Fair Poor Very Poor 3-5 Years Repair Cost = X / km Repair Cost = 6X / km (Ratio 1:6) Repair Cost = 18X / km (Ratio 1:18) 5-8 Years Year Please Note: Typical Costs for 11.4m Wide Road in Flat Terrain

18 What Is The Price We Pay Road User R 20 Good Condition Poor Condition Very Poor Condition R 18 R 16 Road User Cost (R/km) R 14 R 12 R 10 R 8 R 6 Toll Class 1 Toll Class 2 Toll Class 3 Toll Class 4 R 4 R 2 R 0 Good International Roughness Index (m/km) Poor Road User Cost is up to 90% of Total Transportation Cost

19 Strengthening/Regravel Backlog Scenario 2013 Estimate (VCI) Authority Strengthening/Regravel Backlog: Roads in Poor to Very Poor Condition (2013) Paved Gravel Total % Length Cost % Length Cost Length Cost SANRAL 11.86% R % 0 R R Provinces % R % R R Metros % R % R R Municipalities 3.62% R % R R Total Backlog R R R Notes: 1. Based on actual visual condition data for 2013 for SANRAL and Provinces, and 2009 for Metros and Municipalities. 2. Based on length of roads in Poor to Very Poor Condition base on Visual Condition Index. 3. The above backlog excludes backlogs related to periodic resurfacing of the network, upgrade of gravel roads to surfaced standard, addition of additional lanes to alleviate congestion and construction of new roads. 4. Also assumes that each road in poor to very poor condition will be economically viable to strengthen / regravel (Traffic).

20 Capacity Expansion Backlog SANRAL Only Project Initial Capital Costs (R R) GFIP Phase 2 (New Routes) R GFIP Phase 3 (Upgrades) R N1/N2 Winelands R N2 Botrivier to Port Elizabeth R N2 Wild Coast (Ndwalane to Mtamvuna River) R N2 Durban South to North R N2 Richards Bay to Ermelo R N3 Pietermaritzburg to Durban R N4/PWV3 extension Pampoen nek R N12 Johannesburg to Klerksdorp R N12 Benoni to Witbank R R72/N2 Port Elizabeth to East London R R300 Cape Town Ring Road R TOTAL R Per Annum Requirement over 10 years R Note: The above SANRAL capacity expansion projects currently has no allocated funds from National Treasury

21 Budget Requirement versus Allocation 2013 Estimate (VCI) Authority Estimated Budget Requirement per Year Total Network Maintenance Budget Per Year for 5 Years Sustain Backlogs Total SANRAL R R R R % Provinces R R R R % Metros R R R /15 Allocation R % Municipalities R R R Totals km R R R R % Notes: 1. Strengthening Backlog addressed over 5 years, and regravel over 10years. 2. The above budget excludes backlogs related addition of additional lanes to alleviate congestion and construction of new roads. 3. The above budget excludes un-proclaimed network. 4. Allocations refer to national treasury direct allocations, and do not necessarily reflects actual expenditure on roads. 5. To address sustain only needs (R65.8 bn) will require additional R1.05 per litre. (Current Fuel Levy R2.245/l for petrol and R2.095/l for diesel) 6. To address sustain + backlog, will require an additional R1.55 per litre. 7. To address sustain + backlog + SANRAL Expansion will require additional R2.17 per l %

22 IMPACT OF ABNORMAL LOADS

23 Abnormal Load What is Abnormal Load According to National Road Traffic Act: Where such a vehicle or load cannot be dismantled without disproportionate effort, expense or risk of damage into units that can travel or be transported legally, it is classified as an abnormal load When the movement of an abnormal load is considered to be in the economic and/or social interest of the country, an exemption permit may be issued to allow a vehicle(s) transporting such an abnormal load to operate on a public road for a limited period. Exemption permits are issued by provincial permit offices in terms of guidelines developed by the Abnormal Loads Technical Committee (ALTC) TRH 11: Dimensional and Mass Limitations and Other Requirements for Abnormal Load Vehicles The TRH 11 fundamental principles guiding this process are: An exemption permit for an abnormal load will only be considered for an indivisible load, abnormal in dimension and/or mass, where there is no possibility of transporting the load in a legal manner; The damage to the road infrastructure by an abnormal vehicle has to be recovered from the carrier; The risks to other road users must be reduced to a level equivalent to a situation without the presence of the abnormal vehicle on the road; The conditions imposed must take into account the economic and/or social interest of the country and public at large, and The purpose of the exemption permit system is not to undermine or circumvent the NRTA and the NRTR.

24 Abnormal Load These are legal Abnormal Loads These are illegal Normal Loads i.e. manganese ore, coal

25 Abnormal Load Routes

26 Abnormal Load Routes Pavement structures is designed for normal traffic load requirements, that the reason for special cost calculation in TRH 11 for additional damage caused by abnormal loads. New bridge structures and culverts is designed for abnormal load requirements (NC 30) on designated abnormal routes. Geometric requirements (number of lanes and width) is designed for normal traffic flow requirements. Vertical design clearances on designated abnormal routes are preserved as far as possible, if not possible, then local bypass around structure is provided (i.e. N2 Northern KZN).

27 Abnormal Load Routes Project Scheduling on abnormal load routes are driven by road user safety and economic considerations, project finance availability and not the anticipated abnormal load movements We do however accommodate movement of abnormal loads over construction sites as far as possible, but important to liaise with SANRAL about actual route availability, as permits are sometimes issued by provinces without consulting with SANRAL. If TRH 11 procedures are followed, the impact of abnormal loads are kept to the minimum for all parties concerned. Damage to Signs by Abnormal Load Arriving Un Announced on Site Delays to Prepare Damage to New Road Surface

28 Road Transport Management Systems (RTMS) RTMS is an industry-led, voluntary self-regulation scheme that encourages consignees, consignors and transport operators engaged in the road logistics value chain to implement a vehicle management system that preserves road infrastructure, improves road safety and increases the productivity of the logistics value chain. RTMS therefore is a system that voluntarily regulates the heavy vehicle industry and has achieved significant results in: Reduction and minimisation of overloading; Preventing road damage and preserving our infrastructure; Enhancing the safety of heavy vehicles on our roads; Taking care of truck drivers health (Driver Wellness Initiatives); Reduction of traffic violations (e.g. reducing speeding incidents); Improving efficiency in various industry supply chains; Actively promoting skills development within the transport sector, and Companies measuring their performance and taking responsibility for the impact of their activities.

29 Road Transport Management Systems (RTMS) The most notable benefit of RTMS accreditation is the opportunity to investigate the implementation of Performance Based Standards (PBS). This in short means that a vehicle can be designed outside the current legal limits, whilst still complying with certain safety and other requirements and can, therefore, carry heavier payloads. Actual Results - Forestry 19% more payload 13 % less fuel per ton RTMS Impact on Overloading - Sugar Industry 25% to 7%!

30 Thank you! Nazir Alli - CEO alli@nra.co.za SANRAL 48 Tambotie Avenue Val de Grace Pretoria 0184 PO Box 415 Pretoria 0001 Telephone: Fax: FRAUD HOTLINE: Website: