23rd Annual Southern African Transport Conference 2004
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Item Kinematic Analysis of Lifting Booms System for Aerial Work Platform Based on Differential Forward Incremental PID controller(SATC, 2014-09-30) Luo, Tianhong; He, Haiyan; Yin, Xinxian; Zhu, Sunke; Luo, Jiayuan; haiyan0he@163.comPaper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa.Item The upgrading of roads in the Clermont/Kwadabeka area, Durban(SATC, 2004-07) Shaik, M.J.; Allopi, D.R. (Dhiren)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. The Reconstruction and Development Programme [RDP] started by the South African Government some ten years ago has as its main ambition the provision of civil engineering infrastructure to communities that severely lacked and still lack these essential services. As such, a major component of this programme is to provide the essential road network to the previously disadvantaged communities. However, this delivery programme has been somewhat set back with various problems and the provision of black top roads to appropriate standards in the Clermont and Kwadabeka area has in many cases proven to be a short term solution. Many roads in this area have been upgraded from existing gravel to sealed blacktop standard roads rather hurriedly. In many cases, the critical design elements have been overlooked and the obvious results are roads with premature failure. Unfortunately a fair amount of roads in this area have not even lasted up to half of their expected design life. The existing design procedure adopted by the role players, or lack thereof, has in many cases resulted in the failure of a number of roads in the area under investigation. Various factors linked to the immediate road conditions ensure that a standard road design cannot be applied as a norm. Therefore, when designing to upgrade an existing gravel road, a thorough investigation of all local factors should be carried out. This paper aims to investigate the current status and condition of the road network in the area and also do an investigative analysis of road layerworks that have failed. Alternative designs and proper maintenance plans will also be suggested for the area under investigation and other areas with similar constraints.Item The economic and social benefits of the Amadiba Road project(SATC, 2004-07) Little, R.D.; Lachman, A.Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. Amadiba Road is a community-based, labour-intensive, 40 km long gravel road in the north-eastern corner of the Eastern Cape. It was requested by a poor community who had no real roads and needed access to the nearest towns, Port Edward and Bizana. It was also desirable for the purpose of opening up the area to tourism opportunities, surely the industry with the best prospects for employment. The area is one of unspoilt natural beauty and plant life, being in the Pondoland Centre of Endemism, so special care had to be taken not to affect the environment. The project was innovative in the type of contract employed, and in the type of bridges and drifts used. Of the construction funds 55% were spent on wages, 5% on local goods and services and 20% on local haulage contractors resulting in 80% of the funds remaining in the community with the consequent multiplier effect.Item Public transport : a new planning paradigm required to succeed(SATC, 2004-07) Kingma, RonPaper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. In the 1950’s public transport in South Africa was at its pinnacle. The major cities enjoyed extensive networks of rail, bus and tram systems. Not only did these systems operate without subsidy, but the operator paid the authorities for the rights to operate on routes. During the 1960’s authorities adopted the North American Transportation Planning approach focusing primarily on private cars. Freeways were built, arterials were widened, tramlines were buried under bitumen and footway widths were reduced to accommodate parking. This private car planning philosophy has prevailed for almost half a century. With the latest policy documents and National Land Transport Transitional Act No.22, 2000 there is a renewed emphasis on putting public transport first. In order to implement this policy a new transport-planning paradigm is required. This paper investigates a new paradigm which truly puts public transport and the people first, as opposed to the existing paradigm which treats public transport and people as a by product to private vehicles.Item Normative surveys to determine end-user perceptions of public transport interchanges(SATC, 2004-07) Verster, B.Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. The way in which the users of a Public Transport Interchange (PTI) perceive their environment is of the greatest importance in determining the ideal PTI. In order to gain insight into the perceptions of PTI end-users, a survey was done by means of the descriptive survey method and personal interviews. The aforementioned end-users needed to be classified in distinct groups due to the fact that each group has different perspectives and needs with regards to a PTI. These groups consisted of passengers, transport operators, informal traders and formal traders. Six destination PTIs with different socio-economic settings in Cape Town were chosen for the survey. Destination PTIs were chosen because they are characterised by a higher concentration and diversity of activities, which means that more can be learnt from them with regards to the performance successes or failures of public transport interchanges. A total of 1 696 respondents represented the sample population for this survey. These comprised of 1 055 passengers, 289 transport operators, 203 informal traders and 149 formal traders. This paper will describe in detail the survey process that was followed; the numerous obstacles encountered and highlight some unexpected findings.Item Effect of aging on viscoelastic performance of asphalt binder(SATC, 2004-07) Tian, Xiaoge; Zheng, Jianlong; Zhang, Qisen; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. The aging of asphalt binder is an important factor to asphalt pavement service property. In this paper, rolling thin film oven (RTFO) is used to simulate the short-term age of asphalt binder during construction, then pressure aging vessel (PAV) is used to age the RTFO test residues for different hours. The authors studied the effects of aging on viscoelastic performance of asphalt binder by using bending beam rheometer and dynamic shear rheometer. The results indicate that the aging of asphalt binder will decline its viscous performance and enhance its elastic performance, so its resistance to deformation will be enhanced while its anti-fatigue cracking capacity will decrease.Item A South African perspective on Bridge maintenance management(SATC, 2004-07) Wium, J.A.; Rautenbach, J.; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. A Bridge Management System enables road authorities to manage the allocation of limited available funds for maintenance of the infrastructure. This paper presents the results of the most recent series of inspections of four local authorities in South Africa. The results include bridge condition information and funding needs. It is observed that of all bridge components considered when the condition rating of a bridge is determined, those components related to the road, road approaches and waterways are the components with the highest need for maintenance for the four authorities considered in this paper. The number of bridges inspected is a function of the funds available for inspection and maintenance. Not all bridges have been inspected for all the authorities considered. In order to generate accurate network predictions, it is required that all the bridges in a network be inspected, and that the data be captured. With the shortage of maintenance funding available, authorities tend to address only critical current problems. Exact figures of maintenance expenditure are not available, but it is most probable that current maintenance spending falls far short of the requirements. It is shown to what extend the bridge networks can deteriorate over a 25 to 30 years period if adequate maintenance funds are not available.Item Rotary interchange on National Route 3(SATC, 2004-07) Walden, S.; McGuigan, D.J.; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. The paper describes the background, modelling, geometric design and performance of the reconfigured Armitage Road/Sanctuary Road interchange on the N3 in Pietermaritzburg. This reconfigured interchange is the first rotary type constructed on a National Route in South Africa. The development of the node surrounding the original half-diamond interchange (including a regional shopping centre), rendered the existing interchange incapable of handling the projected traffic volumes. The new interchange needed to satisfy both commuting and access requirements. Furthermore, the constrictions imposed by the site and financial constraints dictated that the options in meeting the stated goals were limited. In order to accommodate these divergent functions, innovative proposals were tested in the quest to provide an efficient and effective solution. The modeling and testing was undertaken using a combination of accepted computer programs namely SIDRA and the SimTraffic/Synchro pairing. The adopted rotary interchange was deemed the optimum in complying with the various constraints. This assessment process is described in detail in the paper. The rotary design parameters are dealt with covering, particularly, the geometry, the constraints and scope, roadmarking and signposting. The rotary was commissioned one week before the opening of the regional shopping centre that serves the entire KwaZulu-Natal Midlands. Consequently the rotary was subjected to intense testing in a very short period of time by motorists who themselves were undergoing a familiarization process. The performance in the weeks and months following the commissioning is explained in the paper covering the adjustments and fine-tuning necessary to achieve optimum performance and capacity.Item Low-cost housing location in South African cities : empirical findings on costs and benefits(SATC, 2004-07) Biermann, S.; Van Ryneveld, M.; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa); Venter, C.J. (Christoffel Jacobus)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. Low-cost housing delivery in South Africa is largely occurring at low densities on the urban peripheries where land is cheap, but where infrastructure and transport costs are often thought to be higher. To help provide an empirical understanding of the costs of sprawl, this paper analyses evidence from eight case study areas in Johannesburg and Ethekwini on the actual costs to all parties, as well as the benefits offered by each locality to its residents. Benefits are assessed in terms of the sustainable livelihoods approach. The findings do not support the compact city hypothesis that more central locations necessarily have lower overall costs and offer higher benefits than more distant locations. Variations are observed across areas in terms of travel distances and expenditures, infrastructure and land costs, and types of benefits, which are not related to the locality of the settlement in any simple way. Historical land use policy and lack of integrated planning have distorted the urban form to such an extent that theoretical cost differentials between sprawling and denser development do not necessarily materialise. It is suggested that simplistic dichotomies such as 'central' and 'peripheral' are less useful in the context of the multi-nodal South African city, and that planners should employ a more nuanced set of measures to assess the costs and the benefits associated with any particular housing development and its associated transport implications.Item Issues with traffic signals(SATC, 2004-07) Sampson, J.D.; Van As, S.C.Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. In 2000, the National Department of Transport commissioned the redrafting of Volume 3, Traffic Signal Design and related chapters of the Road Traffic Signs Manual. The first draft was completed in April 2001 and has been in use since that date. Various changes to the design of traffic signals appear in this draft, requiring changes to the National Road Traffic Regulations. The changes to the Regulations were promulgated in September 2003. During the preparation of the document a number of issues arose that were not dealt with, mainly because the research necessary had not been undertaken. Most of the issues relate to the configuration of signal faces, and include amongst others the following: �� Traffic operations during right-turn phases are often inefficient because drivers are not able to anticipate the flashing green arrow and sometimes do not see it. �� The lagging right-turn phase has several advantages when compared with the leading right-turn phase, but its effectiveness is currently being limited due to the signaling system. There is a need to consider changes to the system. �� A protected-only right-turn phase is one in which the right-turn movement is allowed only when a green flashing arrow signal is indicated. A new signal face and road sign is now provided for this in the regulations. Experience with the signal face, however, has shown that while it serves this purpose, it does have a number of disadvantages. An alternative approach may be required and is discussed in the paper. This paper also addresses some alternative signaling methods. It is proposed that a research project be commissioned to properly investigate and evaluate both existing and alternative traffic signal systems.Item City logistics : changing how we supply(SATC, 2004-07) Ramokgopa, L.N.; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. Urban freight transport is an important activity in the context of urban life. It is fundamental to sustaining our lifestyle and serves industrial and trade activities essential to wealth generation. Efficient freight transport can play a significant role in the competitiveness of an urban area and is an important element of the urban economy, both in terms of the income it generates and the employment levels it supports. However, freight transport is responsible for traffic and negative environmental impacts in urban areas such as congestion levels, pollution, noise and fossil fuel use. Freight transport is, therefore, an important factor in urban sustainability. The benefits of city logistics solutions and the disadvantages of urban freight transport should be compared to motivate the investment in city logistics. The paper looks at factors contributing to a successful urban freight transport planning and its sustainability. The intention of the paper is to highlight and sensitize the stakeholders to the city logistics concept, its potential advantages and implications of implementation.Item Issues with traffic impact assessments(SATC, 2004-07) Van Rensburg, J.F.; Van As, S.C.Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. As part of the process of managing transportation infrastructure, traffic impact assessments are undertaken to establish the impact of development on traffic operations on the road or street network. In many instances, traffic impact assessments are also used to establish the extent of mitigating measures that may be required to address such impact. Developers are often requested to bear the full cost or contribute towards such measures. Traffic impact assessments are undertaken based on the guideline document published by the National Department of Transport or the guidelines prepared by the erstwhile City Council of Pretoria. Although these guidelines are considered quite comprehensive and useful, a number of issues with traffic impact assessments have been identified and an urgent need exists to address these issues. Amongst others the issues include the following: �� The legal framework for traffic impact assessments is currently not very clear and should be clarified. �� Developer’s responsibility for network upgrading should be clarified together with the role of traffic impact assessments in establishing such responsibility. �� Inter-authority co-operation and cross-border issues is currently not satisfactory. There is an urgent need for a uniform approach and a greater degree of co-operation. �� The professional standard of both officials and consultants is a matter of concern and steps are required to improve the standard and integrity of traffic impact assessments. �� A variety of technical issues have been identified. Current assessments are primary aimed at private transport, while very little attention is often given to the needs of other modes of traffic, such as walking, cycling, public transport and freight. Inadequate attention is also often given to impacts such as road safety and mobility needs. In addition to the above issues, there are various other issues that also need to be addressed. The above, however, is sufficient to indicate that the traffic impact assessment methodology should be urgently revisited. The purpose of this paper is to describe some of these issues and to discuss some proposed changes to the methodology.Item Placing rail operations back on track : the Langkloof as a case study(SATC, 2004-07) Van der Mescht, Johan; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. The Langkloof, a fertile agricultural district producing mainly deciduous fruit for export, can be described as a narrow, elongated valley wedged between the Tsitsikamma- and Kouga mountain ranges. Transportation infrastructure serving this region is limited to a single-lane surfaced road, Route 62, and a narrow gauge railway line. While the road pavement is deteriorating at an alarming rate because of damage caused by an increasing number of heavy freight vehicles, the rail capacity remains under-utilised. The future of the rail link has been in jeopardy because of negative growth in income-generating traffic. However, since the beginning of 2003, a determined and successful effort has been made to shift bulk freight from road to rail to improve usage of existing rail assets. The increase in rail borne traffic has necessitated the re-opening of previously abandoned sections of the railway and has also reduced heavy vehicular traffic on the R62. This paper reports on progress towards improving the efficiency and profitability of rail operations. It is anticipated that retaining and expanding the rail service in the Langkloof will not only complement existing road transport, but also serve as a competitive alternative, which can only impact positively on the economy of this region.Item Design hour for rural roads(SATC, 2004-07) Van As, S.C.; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa); Van Niekerk, A.Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. Traditionally, rural roads in South Africa have been designed for the traffic volume that occurs in the 30th highest hour of the year. Many urban roads, however, have been designed (or evaluated) for the highest peak-hour traffic volume that occurs during a "normal" week of the year. Urban roads have a relatively flat annual traffic flow distribution and the differences between the traffic volumes in the 30th and 100th highest hours as well as the highest normal peak-hours are usually not significant. Rural roads, however, can show significant peaks during the year with the result that the 30th highest hour traffic volume can be significantly higher than the volume that occurs in the normal peak hour. The 30 highest hours of a year in rural areas typically occur during school holidays, and then only during a few specific weeks of the year. It is therefore probably not economical to design roads to provide a high level of service during such hours, and a relatively low level of service for these hours may have to be accepted as an economic necessity (particularly when the 30th highest traffic flow is high relative to average flows). An alternative approach, discussed in the paper, is to design a road to provide a higher level of service during the highest "normal" peak hour, and to check whether the level of service is acceptable during the 30th highest hour.Item The impact of advanced telecommunication technologies (ICTs) on transport and the built environment(SATC, 2004-07) Maritz, J.; Lamprecht, T.J.; Singh, Y.; Sallie, I.M.; King, D.Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. With information and telecommunications technologies (ICT) transforming the way we live and work, there is a clear need to investigate what impact these developments could have on transport and the nature of cities. Researchers must understand and explain the way in which ICTs are transforming the cities where people live and work. With every decade, the use of new telecommunications systems is progressing faster and becoming more widespread in society. Digital living will include less and less dependence on being in a specific place at a specific time, and even the transmission of place itself will start to become possible. The aim of this paper is provide an overview of the impact of advances in ICT and related technologies on cities, and specifically how they could impact on transport. The paper looks at a few ICT application areas and also relates them to South African realities and trends. The outcome of the research could be used to inform future policy-making and planning in the South African context. Possible further research needs are also identified in view of the lack of current and relevant local information on the topic.Item On the computer simulation for traffic systems(SATC, 2004-07) Cai, YuanLi; Song, HouBing; Han, ChongZhaoPaper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. In this paper, the significance of computer simulation for traffic systems is analyzed and both the relationship between traditional transportation systems and simulation technology and the relationship between Intelligent Transportation System (ITS) and simulation technology are discussed. The research interests and approaches of traffic simulation are reviewed in details and contemporary development and applications in this field are presented. Finally，several important future prospects in the traffic simulation based on digital computers are pointed out according to the recent research and development of modern computer simulation technology. The tendencies include virtual reality technology, network and system integration, parallel computing, object-oriented programming, discrete-event simulation, travel demand simulation and traffic control system simulation.Item Study on pavement performance of HMA mix's aggregate gradations near restricted zone(SATC, 2004-07) Zheng, Nanxiang; Cong, Zhuohong; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. According to pavement performance tests this paper analyzes six HMA mixes which gradations are BRZ, CRZ, TRZ, HRZ, ARZ and AC-16 by Chinese Specification respectively. The restricted zone may not be necessary to follow every performance when all other relevant requirements of Superpave design are requested. HMA mix's pavement performance is optimal when the gradation is through the restricted zone.Item Application of grey-related decision-making methods to the evaluation of road performance for high-grade highway base materials(SATC, 2004-07) Zheng, Nanxiang; Wu, Chuanhai; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. This paper introduces the grey-related decision-making methods to the evaluation of road base materials for the purpose of providing more objective and scientific basis to the selection of high-grade highway base materials and the bettering of designs.Item Evaluating the resistance to reflective cracking of asphalt mixtures in south China(SATC, 2004-07) Zhang, Xiao-Ning; Zou, G; Wang, Shao-Huai; Wang, Duan-Yi; Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. Reflective cracking is one of the common problems faced with the asphalt overlay on an existing concrete road. The key to prevent reflective cracking is mainly depending on the performance of asphalt mixture. But now there is not still a simple and facile method and an index to evaluate reflective cracking resistance of asphalt mixture. This paper brings forward impact tenacity as an index and validates it by the simulating test. According to this principle we can design FAC asphalt mixture that is feasible and validated by trial road.Item The impact of urban sprawl on the inhabitants of eThekwini municipality(SATC, 2004-07) Yusuf, M.P.; Allopi, D.R. (Dhiren); Southern African Transport Conference (23rd : 2004 : Pretoria, South Africa)Paper presented at the 23rd Annual Southern African Transport Conference 12 - 15 July 2004 "Getting recognition for the importance of transport", CSIR International Convention Centre, Pretoria, South Africa. Most of South African cities are expanding primarily through the development of new housing areas beyond the existing urban periphery in a relatively unplanned manner. The urban periphery thus consists of pockets of housing developments which are isolated and separated from each other by major roads or open spaces. Urban sprawl leads to an increase in the cost of providing for public infrastructure, more expensive residential and non residential development costs, reduces transportation effectiveness and choice of mode, higher energy consumption, reduction in community interaction, greater stress, destruction of the environment and inner city deterioration. The concept of one family per plot has also contributed towards the sprawling nature of our cities. Transportation and land use patterns are interdependent. Automobile orientated transport leads to higher demand for land for the construction of roads and parking than other forms of transportation and encourages low-density urban expansion. This increases per capita land development costs. Automotive transportation allowed and encouraged radical changes in the form of cities and the use of land. Cheaper land in the outer parts of cities and beyond became attractive to developers; much of it being converted from agricultural uses. Densification has to be assessed as a long term process with opportunities to restructure cities so that their ability to respond positively to challenges and proactively improve city performance. Cities are dynamic places and as issues and realities changes over time so must cities respond in order to satisfy the needs of all its inhabitants. An on-site investigation will be conducted within the study area in order to establish the impact of urban sprawl on the inhabitants. Once the information has been collated and analysed, policy guidelines and recommendations to manage urban sprawl and thereby densification of the study area will be suggested.