THE UPGRADING OF THE JOHN ROSS HIGHWAY

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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
THE UPGRADING OF THE JOHN ROSS HIGHWAY SARF
REGIONAL SEMINAR - 20 MAY 2009
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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
1 Background 2 Project Scope
3 Socio-Economic Objectives 4
Engineering Features 5 Environmental
Management
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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
1. BACKGROUND
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Planning History

• Existing John Ross Highway constructed in 1972 to
  serve the proposed new harbour development.

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Planning History

• Existing John Ross Highway constructed in 1972 to
  serve the proposed new harbour development.
• In 1983 the recorded traffic on the JRH through
  Empangeni Rail was 14 150 vehicles per day and at
  the Alton intersection was 8 400 vpd.

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Planning History

• Existing John Ross Highway constructed in 1972 to
  serve the proposed new harbour development.
• In 1983 the recorded traffic on the JRH through
  Empangeni Rail was 14 150 vehicles per day and at
  the Alton intersection was 8 400 vpd.
• During 1984 planning for capacity improvements
  started as a traffic growth of 8 pa was
  predicted.

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Planning History

• Existing John Ross Highway constructed in 1972 to
  serve the proposed new harbour development.
• In 1983 the recorded traffic on the JRH through
  Empangeni Rail was 14 150 vehicles per day and at
  the Alton intersection was 8 400 vpd.
• During 1984 planning for capacity improvements
  started as a traffic growth of 8 pa was
  predicted.
• A Basic Planning Report for the Doubling of the
  JRH that would serve the future development of
  Empangeni and Richards Bay was completed in 1985.

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Planning History

• Existing John Ross Highway constructed in 1972 to
  serve the proposed new harbour development.
• In 1983 the recorded traffic on the JRH through
  Empangeni Rail was 14 150 vehicles per day and at
  the Alton intersection was 8 400 vpd.
• During 1984 planning for capacity improvements
  started as a traffic growth of 8 pa was
  predicted.
• A Basic Planning Report for the Doubling of the
  JRH that would serve the future development of
  Empangeni and Richards Bay was completed in 1985.
• A dual carriageway facility was planned that
  would link a proposed northern bypass of
  Empangeni to a proposed Harbour Arterial near
  Alton at km 10.

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Mhlathuze Floodplain

• The 1985 Basic Planning Report predicted large
  settlements beneath the fill across the
  Mhlathuze Floodplain due to soft compressible
  subsoils.

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Mhlathuze Floodplain

• The 1985 Basic Planning Report predicted large
  settlements beneath the fill across the
  Mhlathuze Floodplain due to soft compressible
  subsoils.
• Silty fine sands with clay and peat lenses overly
  granites at depths varying between 10 and 100 m.

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Mhlathuze Floodplain

• The 1985 Basic Planning Report predicted large
  settlements beneath the fill across the
  Mhlathuze Floodplain due to soft compressible
  subsoils.
• Silty fine sands with clay and peat lenses overly
  granites at depths varying between 10 and 100 m.
• Settlements of up to 2 m were predicted and to
  safeguard the integrity of the existing road it
  was proposed to increase the median width to 52m.

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Mhlathuze Floodplain

• The 1985 Basic Planning Report predicted large
  settlements beneath the fill across the
  Mhlathuze Floodplain due to soft compressible
  subsoils.
• Silty fine sands with clay and peat lenses overly
  granites at depths varying between 10 and 100 m.
• Settlements of up to 2 m were predicted and to
  safeguard the integrity of the existing road it
  was proposed to increase the median width to 52m.
• An early start and a slow rate of earthworks
  construction together with a surcharge was
  proposed.

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Mhlathuze Floodplain

• The 1985 Basic Planning Report predicted large
  settlements beneath the fill across the
  Mhlathuze Floodplain due to soft compressible
  subsoils.
• Silty fine sands with clay and peat lenses overly
  granites at depths varying between 10 and 100 m.
• Settlements of up to 2 m were predicted and to
  safeguard the integrity of the existing road it
  was proposed to increase the median width to 52m.
• An early start and a slow rate of earthworks
  construction together with a surcharge was
  proposed.
• It was subsequently decided to construct a 1,2 km
  long bridge across the entire length of the
  floodplain.

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Project Cost

• The original estimated construction cost was R
  11,6 million (1985 Rands), and escalated at 12
  pa over 25 years would now be R 197 million.

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Project Cost

• The original estimated construction cost was R
  11,6 million (1985 Rands), and escalated at 12
  pa over 25 years would now be R 197 million.
• Despite the high traffic growth and predicted
  good internal rate of return the provincial road
  authority was not able to fund the project.

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Project Cost

• The original estimated construction cost was R
  11,6 million (1985 Rands), and escalated at 12
  pa over 25 years would now be R 197 million.
• Despite the high traffic growth and predicted
  good internal rate of return the provincial road
  authority was not able to fund the project.
• In 2001 the road was de-proclaimed as a
  provincial road and DOT together with SANRA
  proceeded to plan a toll road.

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Project Cost

• The original estimated construction cost was R
  11,6 million (1985 Rands), and escalated at 12
  pa over 25 years would now be R 197 million.
• Despite the high traffic growth and predicted
  good internal rate of return the provincial road
  authority was not able to fund the project.
• In 2001 the road was de-proclaimed as a
  provincial road and DOT together with SANRA
  proceeded to plan a toll road.
• The 2002 construction cost estimate was then R
  218 m but the toll road option was abandoned and
  the road reverted back to the province.

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Project Cost

• The original estimated construction cost was R
  11,6 million (1985 Rands), and escalated at 12
  pa over 25 years would now be R 197 million.
• Despite the high traffic growth and predicted
  good internal rate of return the provincial road
  authority was not able to fund the project.
• In 2001 the road was de-proclaimed as a
  provincial road and DOT together with SANRA
  proceeded to plan a toll road.
• The 2002 construction cost estimate was then R
  218 m but the toll road option was abandoned and
  the road reverted back to the province.
• In 2005, after a number of commitments from other
  funding sources the province agreed to proceed
  with the project. The 2005 estimate was then R
  308 m.

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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
2. PROJECT SCOPE
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CBD
HARBOUR
KWAZULU-NATAL DEPARTMENT OF TRANSPORT
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Fact Sheet

• Description Upgrading of the John Ross
  Highway between Empangeni and
  Richards Bay
• Design 4-lane dual carriageway urban
  arterial, upgradable to 6-lane configuration
  
• Scope Construct new Eastbound
  Carriageway
• Rehabilitate Westbound Carriageway
• Total Length 16 km
• Total Project Cost R 877 million
• Spent to date R 388 million
• 2009/10 budget allocation R 170 m
• Completion Date 2011

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Funding Plan
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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
3. SOCIO-ECONOMIC OBJECTIVES
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Socio-Economic Objectives

• - Comply with EPWP requirements
• - Maximize opportunities for emerging
  contractors and support their development
• Maximize job opportunities for the local
  unemployed
• Develop the technical skills of contractors by
  providing mentorship and training
• - Give priority to the employment of women,
  youth and people with disabilities

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Implementation Strategy

• Maximize the use of all stages of Vukuzakhe
  contractors
• Use hired plant for site preparations and to
  maintain continuity of construction activities
• Use labour contracts for ad hoc construction
  activities
• Purchase materials for grade 1 contractors using
  KZN DOT annual contracts
• Use experienced contractors in JV with emerging
  contractors for the advanced construction
  activities such as layerworks and major
  structures

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EPWP LABOUR-INTENSIVE CONSTRUCTION
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GRADE 1 VUKUZAKHE CONTRACTOR
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EARTHWORKS BY VUKUZAKHE CONTRACTORS
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GRADE 4CEPE VUKUZAKHE CONTRACTOR
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VUKUZAKHE CONTRACTOR IN JV
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JV PARTNER GRADE 3 VUKUZAKHE CONTRACTOR
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Socio-Economic Outputs To Date
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Skills Development Objectives

• To expose school learners to a construction
  project that encourages them to consider a career
  in engineering, and more specifically the road
  construction industry.
• To provide appropriate classroom and on site
  practical training over 24 months to 15
  learnership students. They are sponsored by KZN
  DOT as part of the EPWP Vukuphile Learnership
  Programme rolled out by DPW.
• To present short courses such as carpentry, steel
  fixing, shuttering, concreting, kerb laying,
  concrete-lined drains, manholes and pipe laying
  for local youth (NYS Programme) and for the
  emerging contractors.
• To provide opportunities for experiential
  training for technikon students (8 students have
  received inservice training to date)
• Promote JV arrangements that facilitate the
  transfer of skills in the workplace

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SCHOOL GROUPS
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ON SITE TRAINING
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HANDS ON TRAINING COURSES
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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
4. ENGINEERING FEATURES
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MHLATHUZE FLOODPLAIN
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910 m
( 28 Spans )
up to 60 m deep piles
MHLATHUZE FLOODPLAIN BRIDGE
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MHLATHUZE FLOODPLAIN BRIDGE
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LINK BRIDGE - PLAN
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300m
( 13 Spans )
NSEZI RIVER BRIDGE - PLAN
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NSEZI RIVER BRIDGE
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Bridge Contracts
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LAYERWORKS TO BE DONE BY JV CONTRACTORS
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Access to the CBD and Harbour
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DIFFICULT GROUND CONDITIONS
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Materials Used To Date
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18TH CULVERT
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KwaMbonambi
Richards Bay
Empangeni
KFC
Gingindlovu
Proposed Improvements at Empangeni
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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
5. ENVIRONMENTAL MANAGEMENT
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KWAMBONAMBI GRASSLAND
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REHABILITATION OF SAND BORROW PIT
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REHABILITATION OF CONSTRUCTION TRACKS
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KWAZULU-NATAL DEPARTMENT OF TRANSPORT
THANK YOU TO THE SOUTH AFRICAN ROAD
FEDERATION FOR GIVING US THE OPPORTUNITY TO SHARE
OUR EXPERIENCE WITH YOU