NZ Contractor March 1703

NEW ZEALAND’S CIVIL CONTRACTING INDUSTRY MAGAZINE

M A RC H 2 0 1 7

Hitachi ZW-5 wheel loaders hit NZ INSIDE: Working together for women – Fulton Hogan steps up Stretching bottlenecks – Auckland’s southern motorway Slip lessons in Northland – a tricky repair underway Killing us softly with H&S – a veteran’s personal view

$8.95

CONTENTS CONTRACTOR

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INSIDE: Regulars 4 Editorial 6 Upfront 8 Contractors’ Diary 18 On the cover 50 Classic Machines 54 Motoring 56 Innovations 58 Civil Contractors NZ update 58 Advertisers index

Comment 40 Malcolm Abernethy CCNZ 42 David Worsnop Connexis 43 Jonathan Bhana-Thompson Heavy Haulage Association 44 Kate Henderson & Helen Brown Kensington Swan 45 Hays Recruitment

Highlights / Features 20 Working together for women

An unlikely relationship was cemented earlier last year when Fulton Hogan’s became a sponsor of Endometriosis NZ.

22 Stretching motorway bottlenecks

A $268 million project addresses severe congestion issues plaguing Auckland’s Southern motorway.

26 A matter of logistics

Global Transport is no stranger to awkward or complex heavy haulage jobs like a recent shipment of mining gear from Peru to Otago.

ON THE COVER With lower fuel consumption, increased productivity and enhanced maneuverability, operator comfort and safety, there is plenty to get excited about with the imminent New Zealand release of Hitachi’s new generation ZW-5 Wheel Loader range.

30 Slip lesson in Northland

The Hautapu slip in Northland proves to be a tricky repair project.

34 Viaduct’s massive $13m refurbishment

Massive refurbishment of an historic viaduct demands the best technological and safety approach.

See page 18

46 Kerrie McEwen Plan A 48 Greg Sheehan Greg Sheehan’s Transport Assistance

Training 38 Certified Civil Tradespeople C ongratulations to the newest Certified Civil Tradespeople from around the country.

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30 MARCH 2017 3

CONTRACTOR EDITORIAL

PUBLISHER Contrafed Publishing Co Ltd Suite 2.1, 93 Dominion Road, Mt Eden, Auckland PO Box 112357, Penrose, Auckland 1642 Phone: +64 9 636 5715 Fax: +64 9 636 5716 www.contrafed.co.nz

Why recognising fake news is important “Fletcher Building / Downer NZ Alliance wins contract to build Trump’s wall.”

“Media urged to stop reporting earthquakes in bid to reduce copy-cat behaviour.”

“London to secede from UK if Brexit goes ahead.”

Clearly (hopefully), you will recognise that these “alternative fact headlines” fall into the category of fake news. You may even have read about fake news and alternative facts lately.

That, or you’ve been living under a rock. Even more worrying would be if you’re not living under a rock, and still haven’t heard of such taunts.

To accuse media of propagating fake news is the best way to discredit them. Repeat the assertion often enough and some non-discerning members of the public will believe. Any attempts media might make to counter the accusations can be laughed off, with “Well, they would say that, wouldn’t they?”

Sadly, some media have only themselves to blame. Reliance on social media, dumbed-down newsrooms, and basic lazy journalism have led us to short attention spans, few serious debates and the insidious growth of clickbait.

Alternative facts are a way of telling your version of the truth – generally a version that also happens to be untrue. Again, make the assertion often enough, and some will believe.

It’s all about perception. Think of the negative-perception damage done to efforts to extend Auckland’s motorway past Puhoi when it was dubbed the “holiday highway”. It was never anything of the sort, but as a pithy catchphrase, the highway extension immediately became a waste of money.

The danger is that we become immune to the constant overload of false news and distorted facts. And this is important for us here at Contractor magazine. It’s important that readers can have confidence that there is no political agenda behind what we do, which is to serve our shareholders, by serving our readers. And we pay for this by introducing readers to advertising.

Our job is quite old-fashioned. We filter what is often an overload of information and bring you what we consider is a balanced mix of fact, inspiration, commentary and industry achievements in civil contracting. Different facts require different styles: whether it’s straight reporting, first-person thoughts and opinions, expert analysis or story-telling.

We don’t, and won’t, always get it right. But we do try. Censorship is insidious and once crossed, it’s hard to know where to stop. So please tell us when you see something wrong.

Please tells us when you hear of something we should be addressing. Please question assertions of “fake news” and “alternative facts”. And don’t let apathy and repetition of the message distract you.

Because there’s a word for a world without a strong, independent media. It’s called fascism.

Kevin Lawrence, Editor

GENERAL MANAGER & EDITOR Kevin Lawrence DDI: 09 636 5710 Mobile: 021 512 800 Email: kevin@contrafed.co.nz EDITORIAL MANAGER Alan Titchall DDI: 09 636 5712 Mobile: 027 405 0338 Email: alan@contrafed.co.nz REGULAR CONTRIBUTORS Malcolm Abernethy, Mary Searle Bell, Richard Campbell, Hugh de Lacy, Cameron Officer, Richard Silcock, Chris Webb.

ADVERTISING / SALES Charles Fairbairn DDI: 09 636 5724 Mobile: 021 411 890 Email: charles@contrafed.co.nz ADMIN / SUBSCRIPTIONS DDI: 09 636 5715 Email: admin@contrafed.co.nz PRODUCTION Design: TMA Design, 09 636 5713 Printing: PMP MAXUM

Contributions welcome Please contact the editor before sending them in.

Articles in Contractor are copyright and may not be reproduced in whole or in part without the permission of the publisher.

Opinions expressed in this magazine are not necessarily those of the shareholding organisations.

www.linkedin.com/NZcontractor @NZContractormag nz contractor magazine nz contractor magazine The official magazine of Civil Contractors NZ www.civilcontractors.co.nz The Aggregate & Quarry Association www.aqa.org.nz The New Zealand Heavy Haulage Association www.hha.org.nz The Crane Association of New Zealand www.cranes.org.nz Rural Contractors New Zealand www.ruralcontractors.org.nz The Ready Mixed Concrete Association www.nzrmca.org.nz Connexis www.connexis.org.nz

ISSN 0110-1382 4 www.contractormag.co.nz

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CONTRACTOR UPFRONT

Essential roading forum this month The 2017 Road Infrastructure Management (RIMS) is being held at the Waipuna Hotel & Conference Centre in Auckland, Wednesday 22 March and Thursday 23 March.

Day one’s plenary presentations are aimed at the broad roading infrastructure management industry. They will have a focus on sharing asset management good practice examples, data collection, works management, transforming data into intelligence and the use of systems and data in optimised decision making and the management of assets.

Day two is made up of two concurrent, focused theme streams that will go in to more detail on roading optimised decision making and corridor access management.

An important goal of day two is to provide a forum for professionals in the sectors of the industry who do not often get the opportunity to meet as a community to come together and make contacts/network.

Among the presenters CCNZ chief Peter Silcock will provide an update on the ConstructSafe competency testing programme, which was launched in April 2016 to raise health and safety competency across the construction industry and assist PCBUs to meet their responsibilities under the Health & Safety at Work Act. Dawn Inglis of the Road Efficiency Group will update efforts to implement a common level of service and performance framework with the One Network Road Classification (ONRC) system, which is a cornerstone of improved road maintenance planning for the 2018/21 National Land Transport Programme.

Dr Phillipa O’Shea (Downer NZ), Hui Chen (Downer Australia) and Hamish Featonby will make a joint presentation on developing a new dTIMS predictive model to reduce long-term routine maintenance.

This country has been using the IDS model for predictive analytics since 1997. The model uses the internationally recognised World Bank HDM set of models for treatment selection and 6 www.contractormag.co.nz

optimisation to maximise the Pavement Condition Index (PCI) as the objective function.

The Transport Agency’s movement to the Network Outcomes Contract (NOC) procurement model requires suppliers to perform a minimum level of network coverage (BPQ) with their periodic maintenance programme as well as maintenance activities from a lump sum budget. NOCs have a focus on delivering level of service outcomes via Operational Performance Measures (OPMs). Therefore the objective function shifts to one focused on Maintenance Efficiency (Periodic and Routine).

The Downer NZ model was developed to address this and is designed to model different ‘families’ (class, traffic, location, etc) of roads using historical ‘all faults’ data to predict the likelihood and quantum of maintenance required for a particular road.

Using the ‘family’ of roads approach allows for flexibility to investigate all aspects of the road corridor such as the impact of drainage condition, which is well documented in numerous papers to have a major influence on pavement performance. The model is compatible with the latest dTIMS V9.5 and can be utilised as a standalone package or used alongside existing models (such as the IDS) to allow for multi-objective optimisation.

The model was developed by collaboration between asset engineers from both Australia and New Zealand, with key experts Paul O’Docherty and Dr Nabin Pradhan carrying out several workshops to determine and refine all aspects of the model.

Downer has used this model on all of its current NOCs and is currently in the testing validation stage. Initial hit rate analysis indicates that the model is generating strategies that align with the objective of “right treatment at the right time in the right location”, it says.

Make sure you attend RIMS 2017 for this very useful presentation and many more – see www.rims2017.co.nz.

What about Auckland’s roads?

Bridge replacement green light Fulton Hogan and engineer Aurecon have been awarded the $40.7 million tender to replace three one-way bridges in Northland.

Two bridges sit at Matakohe between Wellsford and Dargaville and the third at Taipa on the southern shore of Doubtless Bay. The contract can be extended to include the replacement of the Kaeo bridge, which is slated for construction to start next year.

The government pledged to build the bridges in a 2015 byelection when its candidate lost to NZ First leader Winston Peters.

Funding of $26.1 million has been approved for the Matakohe project and $16.6 million for Taipa, and a request for funding is expected to be made for the Kaeo bridge replacement in the first quarter.

Reportedly, public consultation on the preferred alignment for the Matakohe and Taipa projects will take place in the first quarter of 2017, with building expected to begin later in the year.

The remaining six one-way bridges are still in the planning phase and haven’t had economic assessments. The first four bridges are expected to be the most expensive.

Auckland Transport has come under fire over the $11 million cost of refurbishing its new head office.

“Auckland Transport is continually pleading it must cut road maintenance budgets because it doesn’t have enough to maintain essential services,” says Auckland Ratepayers’ Alliance spokesperson Jo Holmes.

“Yet somehow it can find $11 million to make the former Vodafone HQ in the most expensive part of Auckland even more luxurious for staff.”

AT justified the move to its swanky new building on the grounds of alleged cost savings of around a $1 million a year, she says.

“But with refurbishment costs a whopping $11 million any overall savings for ratepayers are fanciful. Once again Auckland Council with its offshoot Auckland Transport are off the rails spending our money.”

Concrete seminars this month The design of reinforced concrete structures is typically significantly influenced by earthquake actions, so the NZCS is running seminars on the fundamentals of reinforced concrete seismic design.

These seminars will provide a thorough overview of the fundamentals of analysis, design, and detailing required to ensure satisfactory seismic performance. They will deliver practitioner focused training, enabling participants to make an immediate impact in their workplace. Key topic areas covered will be establishing seismic design loads, seismic design of reinforced concrete members, and recommendations for modelling of concrete structures.

Throughout these seminars, the topics covered will be discussed in relation to relevant New Zealand Standards. Particular emphasis will be placed on explaining the background to design requirements and on advances and changes that have resulted from the 2010/2011 Christchurch and 2016 Kaikoura earthquakes.

Seminar dates are: Nelson March 7; Christchurch March 8; Taupo March 10; Wellington March 14; Auckland March 15; Queenstown March 17; North Harbour March 20.

To register or for more information call 09 536 5410 or email concrete@bluepacificevents.com.

MARCH 2017 7

CONTRACTOR UPFRONT

Largest CRL tender The largest component of the City Rail Link (CRL) project – the construction of the tunnels and new stations – took a major step forward recently with the release of the first tender documents.

There will be two new stations as part of the build of the underground rail line linking Britomart with the existing western line near Mt Eden. The new stations will be near Aotea Square with entrances at Wellesley and Victoria Streets and a station in Mercury Lane, just off Karangahape Road. The present Mt Eden train station will be extended and redeveloped.

The Aotea Station involves cut and cover construction of a 15 metre-deep, 300 metre-long underground station and plant room box, including platforms, lifts and escalators to street level, plant rooms housing station and tunnel equipment, full station fit-out and entrances at either end at Victoria and Wellesley Streets.

Karangahape Road Station involves mined construction of a 32 metre-deep underground station, including platform tubes and 150

metre-long platforms, lifts and inclined escalator to street level, plant rooms housing station and tunnel equipment within two shafts, full station fit-out, entrance at Mercury Lane and provision for a future entrance at Beresford Square.

The tunnels feature twin-bored tunnel construction (circa seven metre diameter) between the Mt Eden station and the southern end of Aotea Station.

The tunnels and stations contract will be procured using a Design and Construct model with a lump sum price based on a bespoke contract.

You can view a feature on current construction in the February issue of Contractor: bit.ly/Contractor_CRLbuild.

Photo: CRL Mercury Lane station. An artist’s impression of the new Karangahape train station, which will be the deepest station at 30 metres deep. It’s expected to be a catalyst for urban development in the surrounding area.

CONTRACTORS’ DIARY Date

Event & Venue

Contact

2017 2-4 Mar 16–17 Mar 22-23 Mar 17-18 May 21-24 May 17 Jun 19-21 Jul 23-25 Jul 2-5 Aug

The Transport and Heavy Equipment (THE) Expo, Mystery Creek Events Centre Land Development Engineering Forum. Mercure Hotel, Wellington Road Infrastructure Management Forum, Waipuna Hotel, Auckland Green Pavlova: NZRA’s Parks and Open Spaces Conference, Wellington 5th International SaferRoads Conference, Auckland CCNZ Auckland branch gala awards, Auckland AQA/IoQ Joint Annual Conference, Viaduct Events Centre Auckland Local Government New Zealand Annual Conference, SkyCity,, Auckland CCNZ Annual Conference and AGM, Dunedin Events Centre

Please send any contributions for Contractors’ Diary to kevin@contrafed.co.nz, or phone 09 636 5710

8 www.contractormag.co.nz

info@theexpo.co.nz bit.ly/IPWEA_LandDevEngForum www.rims.org.nz/ bit.ly/NZRA_GreenPavlova www.saferroads.co.nz auckland@civilcontractors.co.nz www.aqa.org.nz/annualconference www.lgnz.co.nz www.ccnzconference.co.nz

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CONTRACTOR UPFRONT

Damaged railway tracks in progress KiwiRail is having problems keeping the public off its damaged railway tracks as the Main North Line rebuild between Christchurch and Blenheim gathers pace.

Work includes putting the track back in place and surveying in preparation for returning the track to its proper position.

Track work is continuing south of Lake Grassmere and is also underway between Hundalee and the Waiau River.

On-site inspections of bridges and geo-tech slumps and slips are continuing, and preparation for geo-tech testing is underway.

The substantial programme, part of the North Canterbury Transport Infrastructure Recovery (NCTIR) alliance effort, involves more than 100 KiwiRail staff consultants and contractors.

“Because the line hasn’t been operating people have become complacent and we are having some real problems with people accessing the railway line,” says South Island Network services manager Jeanine Benson.

“Our staff have also seen people walking across our bridges.”

In our April issue of Contractor Chris Webb will review the current work on this section of railway in detail.

Fuel profits under review but not taxes

Wellington’s $30m road maintenance

It’s another one of those ‘the market rules’ but the government will take a socialistic stick to ‘make it work under competition’.

Energy and Resources Minister Judith Collins has started a ‘Market Study into fuel prices/returns’ to be undertaken by MBIE. “The Fuel Market Financial Performance Study, which is expected to be completed by the end of June is designed to determine how fair petrol and diesel prices are at the pump.

“MBIE data shows that fuel margins have more than doubled over the last five years. The Market Study will report on fuel company returns and will include in-depth analysis of oil companies’ finances.”

The study doesn’t cover the ‘fairness’ of the government own taxes, which make up almost half of the cost of fuel in this country and reportedly nearly 20 times the reported profit by fuel companies on a per litre basis. Z’s net profit on fuel, for instance, is around five cents per litre, while the tax on 91 octane is $0.97 cents per litre.

Wellington City Council has awarded its ‘road corridor’ maintenance contract for the south and east of the city to Fulton Hogan until June 2020.

Fulton Hogan and its key subcontractor, EcoMaintenance, will carry out work including resealing roads and footpaths, replacing sections of kerb and channel, trimming and spraying roadside vegetation, emptying roadside sumps, sweeping streets, removing graffiti and collecting litter.

The city’s other road maintenance contractor, Downer, covers the central city and northern and western suburbs and will continue to work in those areas until the end of June 2020.

Wellington spends over $30 million a year on road maintenance.

10 www.contractormag.co.nz

UPNEXT with Pacifecon Contractor magazine is pleased to announce a new monthly data set brought to you by Pacifecon. Each month we’ll run a table like the one below which will highlight major infrastructure projects coming on-stream across New Zealand and the Pacific Islands in the not-too-distant future.

To be most useful, we won’t include contracts that have already been let as they can often be found on the NZTA or local councils’ websites. The aim is to highlight upcoming civil contracting work which contractors may wish to bid on. Deliberately, it won’t be an exhaustive list; there are just too many across the country to include. And to keep it interesting (rather than maintenance-type projects which are covered by NOCs anyway), we’ll be aiming for some big-ticket items alongside more modest – though still significant – infrastructure build.

Pacifecon, for those who may not be familiar with the service, was established over 30 years ago and has research teams throughout the country. Researchers maintain a database of projects through early planning, in planning, tendering and commencing stages, in both vertical and horizontal infrastructure.

The database also records local council-related capital intentions.

As of January 31 2017, nearly 4000 infrastructure projects with a value of $57 billion were in the pipeline of work waiting to start.

If you would like more information on these projects, or realise that a subscription to the Pacifecon building intelligence service would be a useful way to increase your market share and productivity, go to www.pacifecon.co.nz, or phone 09 445 0345.

• Contractor magazine thanks Pacifecon for sharing this data with our readers.

Name Location Estimated $$

Estimated start date

Earthworks & infrastructure for 1500 houses

South Auckland

$150m

Late 2018

Subsequent stages of new subdivision

South Auckland

$57m

Updating & expansion of existing irrigation infrastructure

Otago

$35m

2017 Q3

$17m

2017 Q3

Streetscape South upgrade Auckland

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July 2018

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MARCH 2017 11

CONTRACTOR UPFRONT

M2PP expressway finished early

A mild steel monstrosity from the past A little bit of Kiwi ingenuity turned up next to Contrafed’s carpark over summer.

If you don’t recognise it – our Classic Machines columnist, Richard Campbell, says it is a Massey-Fergusson – either a model 330 or 350 from the early 1970s.

“Primarily an agricultural tractor, this one has had a TracGrip backhoe attachment mounted to the rear,” says Richard.

“The boxy structure at the front is a counterweight to stop it from falling over on its bum with all that weight in the rear.

“I see just in front of the canopy are a couple of vertical structures that would have once held a front end loader attachment.

“There were literally hundreds of these conversions done during the 1950s, 1960s and 1970s. The most

12 www.contractormag.co.nz

The Mackays to Peka Peka Expressway M2PP opened last month, four months ahead of the original scheduled completion date of June.

The $630 million, 18-kilometre, four-lane expressway along the Kapiti Coast includes 18 bridges and 16 kilometres of walking and cycle ways.

The Expressway is part of the Wellington Northern Corridor, which stretches from Wellington Airport to just north of Levin. The Wellington Northern Corridor is one of the government’s Roads of National Significance, identified as key to economic growth.

The project featured in the April and August 2015 issues of Contractor magazine, and as a specialist feature in the August 2016 issue.

These can be viewed online at www.contractormag.co.nz.

Consultants merge under weird name

popular candidate seemed to be the Ford 5000 (little bit more grunt than the Masseys/Case/David Browns).

“A lot of folks entered into contracting in a small way with one of these conversions as it was cheap.”

Engineering and design consultancy Harrison Grierson has merged with traffic and transportation engineering specialists T2 to form the robotic sounding HGT2.

In January, Harrison Grierson and T2 were jointly appointed to the new Traffic and Transportation Engineering Professional Services panel for Auckland Transport.

It was the first merger in Harrison Grierson’s 131-year history and the new entity operates from T2’s current Auckland CBD premises, with minimal change to personnel roles and responsibilities.

RR supplies excavator engines For the first time Rolls-Royce is supplying MTU engines for use in excavators, after winning an order from British construction equipment manufacturer JCB. MTU’s Series 1000 engines are compliant with EU-Stage IV and EPA Tier 4f emissions legislation and are to be used to power new excavators in JCB’s JS 300, JS 330 and JS 370 Series. The machinery manufacturer is choosing MTU for its excavators for the first time. The MTU brand is part of Rolls-Royce Power Systems.

The excavators weigh between 30 and 37 tonnes and each is to be powered by a six -cylinder Series 1000 inline engine from MTU delivering up to 210 kW. Also driven

by MTU Series 1000 units is JCB’s new 457 wheel loader, which was launched on the market two years ago.

A new JS 370 excavator equipped with an MTU 6R 1000 unit is to be unveiled at the CONEXPO trade show in Las Vegas this month.

WHO WON THAT TENDER? Was Plan A the wind beneath their wings?

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MARCH 2017 13

CONTRACTOR UPFRONT

Massive historic tractor auction A huge private collection of over 100 classic and historic tractors and associated equipment is going under the hammer on Saturday April 14 by Euro Auctions in Northern Ireland.

Amassed and maintained by John Flynn over the past four decades, this cherished collection (said to be in full working order) is reputed to be one of the best in private hands and includes many historically important models from the 1950s and 60s with several pre-1940s machines.

For example, the BZ 5845, is a fantastic example of the Ferguson Brown Type A from 1938 with its Coventry Climax engine. It comes with its original logbook and a wealth of documented Irish history.

Following a successful 1933 demonstration of his Black Tractor, Harry Ferguson spent time refining it and in 1935 struck a deal where David Brown Tractors would build them and Harry Ferguson would sell them. In October 1938 the Ferguson Brown tractor was demonstrated in the USA to Henry Ford Senior and he was so impressed that, with a simple handshake, an agreement was reached that resulted in the Ford‑Ferguson 9N. Full details and a catalogue for this auction are available at www.euroauctions.com and bidders are required to preregister if they bid via Euro Auctions’ free internet service.

Contact Euro Auctions on +44 (0) 2882 898262.

NZTA calls for public submissions Long-term options for improvements to State Highway 1 from the southern end of the Cambridge section of the Waikato Expressway up to, and including the SH1/29 intersection at Piarere, have been narrowed down to five, and the public is invited to let the NZTA know their preferred choice.

These options range from minor changes to the existing State Highway to development of a full four-lane expressway. The expressway options could be developed along the existing road or on a completely new road.

You can look at the options and provide feedback via an on-line survey, and attend a public information day at the Karapiro Hall on 9 March, between 2pm and 7pm, to discuss the short-listed options with the project team.

Meanwhile, short term work begins in May and will include creating a wide centre line over the majority of the route to reduce head on crashes and installing side barriers in high-risk areas, to reduce the impact of run-off road crashes. Other improvements will see a right-turn bay at Keeley’s Landing and visibility improvements at selected intersections.

The long-term options and survey can be viewed at: www.nzta.govt.nz/c2p.

14 www.contractormag.co.nz

Electric lessons from Scania Scania will start its first field tests of battery electric buses in the northern Swedish city of Ostersund. Three Scania Citywide LF buses will be in operation from the end of 2017 with an additional three buses added in early 2019.

Scania presently offers a wide range of buses and coaches for alternative fuels, including biogas, bioethanol, biodiesel and hybrid electric buses.

Two new charging stations will be built in Ostersund to supply the six buses at both ends of the 14-kilometre major bus line. With 10-minute charging, buses will run every 15 minutes for a total of 100 journeys each day.

Last year the company was in the news for its experimental electric-truck service on public roads. On the E16 motorway outside the central Swedish city of Gavle a two-kilometre test strip of electrical road for heavy-truck transport operations was built.

Electrically powered trucks from Scania operate along the route, providing goods-transport services under real traffic conditions. Each truck in the project receives electrical power via a pantograph power collector mounted on the frame behind its cab. The pantographs are in turn connected to overhead power lines located over the right lane of the test road. For added flexibility, the trucks are also equipped with electric hybrid powertrains developed by Scania with the idea that this permits the trucks to operate as electric vehicles when on the electrified road and as regular hybrid vehicles at other times.

Each truck can connect to and disconnect from the overhead wires while in motion. Outside the electrically powered lane, the pantograph is disconnected and the truck is powered by the combustion engine or by the battery-charged electric motor. The same applies when the driver wants to overtake another vehicle while on the electrical road then return to their lane and resume using electricity.

The technology, known as conductive electrical transmission, has been developed by Siemens, which, in association with Scania, has been conducting trials of electric trucks at its research facility outside Berlin since 2013.

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CONTRACTOR UPFRONT

Aggregate matters High failure rates for B Grade quarry qualifications are a symptom of wider issues within the quarry industry which it is determined to address as part of a wider response, says Aggregate and Quarry CEO ROGER PARTON. A recent article in our journal (published in the back of Q&M magazine), Aggregate News on B Grade Certificates of Competence covered the debate going on within our extraction industry.

It outlined how failure rates of 60 percent are being recorded for B Grade CoC oral exams run by WorkSafe’s Board of Examiners.

The article surveyed a range of views on what were the causes of this high rate of failure.

The story was picked up by Radio NZ’s Morning Report, which included commentary from a union spokesman who claimed the industry was determined to avoid any regulation.

Nothing could be further from the truth.

What is true is that the quarry industry did not want to be included in the rushed mining laws that followed the Pike River disaster. Sorry, but given the last underground coal mine is now closing this year, we were right to say we did not need our guys wading through laws that referred to issues like ‘methane’, which don’t exist in quarries; we wanted, and still want, quarry-specific regulations.

Behind the objection of being lumped in with mining was another reality. The average age of a worker in the quarry sector is midfifties. Many of our employees can turn a digger on a sixpence, but they may not have had much, if any, formal training. Some of them are not highly literate, so complex and irrelevant mining regulations would not assist their understanding of what is required.

Besides it is Government, not industries, which set the regulatory environment.

Over their working life, the average quarryman has seen Governments alternate between complete hands-off the steering wheel to taking a firm grip. That’s where we are now, a firm grip, and our industry has been working very closely with WorkSafe to develop laws and regulations that are fit for purpose. And the quarry sector is actually well ahead of many other industries, because we were required to make some major changes ahead of the new legislation, including the detailed new Good Practice Guidelines on quarry safety, which we launched with WorkSafe in late 2015.

Underground mines are (or were when still open) often run by tertiary-educated professionals with big management teams and workforces in their dozens, or even hundreds. In contrast, many quarries are one or two-man bands.

One of the issues emerging in the high B Grade oral exam failure rate is that it is viewed as being too close in detail to the A Grade qualification.

Someone with a B Grade CoC might manage four staff; an A Grade can manage a quarry with 40 or more workers. In the same way as 16 www.contractormag.co.nz

a driver’s licence is less onerous to get than a Passenger Services Licence, there needs to be a differentiated requirement for a B Grade CoC. More than that, there’s a strong case for another level of qualification for the small, specific sites that dot our landscape.

You’ll have seen them in places like an alluvial riverbank, where a couple of guys might be crushing river gravel.

Getting qualifications in place and the training to support these takes time. I acknowledge our industry had a year’s extension to get CoCs in place by January this year. Many in our industry did leave their new, or renewed, CoC oral exam until the latter part of 2016. Some were clearly not properly prepared; others felt like they were being put back in a classroom they’d left 40 or more years before, and were spooked by it. We need to work on how exams are conducted and better prepare our people for them.

In mid-February, the Aggregate and Quarry Association and Institute of Quarrying NZ brought together a half day summit on these issues. We met with Mark Pizey, WorkSafe’s Chief Inspector Extractives and worked to develop a package of measures which we think can get some real progress on the current B grade failure rate.

At time of writing, details were to be confirmed and I can’t speak for WorkSafe, but I can say that the AQA/IOQNZ will be working with their members on several fronts, including: • A survey of CoC oral examinees to ask about their exam experiences, what training they received and how useful was it; • Development of some sample questions a CoC oral candidate is likely to face; • Seeking clarity on what, if any, materials a candidate can take into an oral exam such as the Good Practice Guidelines or emergency management plans; and • Contributing to a new round of regional forums including running mock oral exams.

AQA/IOQNZ will also continue to work with WorkSafe on any potential to develop a lower grade qualification, even as an interim.

Longer term, we also want to review the unit standards currently required for a CoC and how training can be better tailored to industry realities.

We would also like to see a Government crackdown on the hundreds of unregistered quarries who are not even attempting to meet the regulatory requirements and who feature far too prominently in industry injury statistics.

As industry bodies, we only represent a small percentage of quarries. Far from dragging the chain on regulation, we are committed to making it work.

UPFRONT CONTRACTOR

Are you reading us online?

Two years ago Contrafed Publishing re-launched its website and digital publishing services at contrafed.co.nz.

Through this site everyone has full access to a vast library of features and stories written across the spectrum of our magazines: Contractor; Q&M; Local Government; and our three annual Perspectives – Contractor, Local Government and EnergyNZ. For our Contractor readers we file online every magazine after it has been printed for a month, meaning you have access to Richard Campbell’s wonderful series on Classic Machines, plus a myriad of articles on projects, trends and commentary on the civil contracting sector.

Since launching in February 2015, the site has attracted an increasing volume of visitors, with a record 10,000 visits in January this year alone.

Most of this traffic was searching for the commentary that is published in the 2017 Contractor Perspective. Leading the charge was a huge number of eye-balls looking at NZTA chief Fergus Gammie’s comment piece called ‘On the cusp of a transport revolution’. Not sure what it is about considering the country has one of the oldest fleets in the western world, but who are we to judge?

Richard Campbell’s review of the International Harvester 175 pay loader was also a popular feature during the first month of the year.

At the time of going to print we were only half way through February, but the most popular online Contractor articles were both from the 2017 Contractor Perspectives. One was on ‘Exciting advances and opportunities’ in technology by Alan Sharp from Trimble; and the other on recruitment (maybe reflecting the time of the year when many of us are looking at other pastures? If you haven’t read it already look up Jason Walker’s (Hays) comment called ‘Skilled professionals in short supply’.

Another popular online read is Chris Webb’s ‘Under Auckland City’ feature, reviewing the first stages of the massive City Rail Link being constructed in Auckland.

Chris details the work of a 170 tonne Soilmec SR100 double rotary cased continuous flight auger (CCFA) piling rig, which cuts something of a profile in downtown Auckland. Nicknamed ‘Gomer’ and claimed to

be the first of its kind here, the rig is well travelled, having completed projects in Copenhagen, Denmark, and later Oman. The machine measures 5.1 metres wide and 11 metres long, with a mast some 29 metres in height.

Built by Soilmec and operated by Trevi Construction, the machine began working for Connectus, the McConnell Dowell Hawkins joint venture charged with building this part of the CRL, last May. Elsewhere in the Contractormag.co.nz site, in the ‘blog’ section, is a number of pictorial slides shows of different projects in progress of near completion.

So, if you haven’t joined our digital publishing readers online, please do so now and put Contractormag.co.nz into the favourites bar on your browser.

MARCH 2017 17

CONTRACTOR ON THE COVER

Hitachi ZW-5 wheel loaders hit NZ

With lower fuel consumption, increased productivity and enhanced maneuverability, operator comfort and safety, there is plenty to get excited about with the imminent New Zealand release of Hitachi’s new generation ZW-5 Wheel Loader range.

TO CELEBRATE, CABLEPRICE will launch two of the new machines

in early March at THE EXPO, Mystery Creek, Hamilton. The two new Wheel Loaders on show there will include a forestry specific ZW310-5 that has been set up with Ensign Log forks as well as a ZW180-5 that is ideally suited for the New Zealand construction and quarrying sectors.

“We are excited to launch this highly productive and versatile new Hitachi line-up,” says Alex Kelly, National Equipment sales manager for CablePrice NZ. “These loaders have been developed in response to customer requirements for high productivity, lower fuel consumption and a low total cost of ownership.”

The new Hitachi ZW-5 Wheel Loader range is suitable for a very extensive range of applications in the construction, forestry, agriculture, mining and quarrying industries.

“These -5 machines have already been in operation in Australia for over a year, where they have proven to be very reliable workhorses, particularly in the forestry and construction industries,” says Alex.

The extensive range offering of nine models starts with the ZW140-5 through to the impressive 47 ton ZW550-5, all of which are equipped with powerful engines that deliver very 18 www.contractormag.co.nz

strong breakout performance and are capable of impressive travel speeds.

The machines come with two work modes (Standard and Power) that provide flexibility when performing particular tasks while ensuring that low fuel consumption and maximum productivity isn’t compromised. A quick power switch can be selected by the operator to boost power when required.

Additional fuel savings can be achieved with an optional auto-engine shutdown function that avoids fuel consumption when the machine is idling excessively. The ECO monitor display also shows the operator when the wheel loader is operating economically in ECO mode.

Alex says operator comfort and safety has been carefully considered in the new range, with several modifications made to the wheel loaders’ already spacious cab.

“The heated air suspension seat can slide further back creating more leg room and the tilting telescopic pop-up steering column has also been repositioned to create additional space.”

Other cab comforts include an MP3 input and holder, a cooler/ heated box as well as a drink and lunch box holder. Temperature in the cab is regulated with effective air conditioning, and noise levels are reduced thanks to a high level of sound insulation.

A double air conditioner filter protects the driver when working in potentially hazardous environments such as indoor disposal facilities or where there is dust or industrial waste.

Good forward, side and rearward visibility is also critical for site safety, and the new Hitachi ZW-5 range ticks all the boxes, says Alex.

“The pillar-less front windshield combined with the large sun visor that can effectively block the sun’s glare creates excellent forward visibility, whilst the rear-view camera automatically displays when reverse is selected which allows the operator to see right behind the machine.

“The rear counterweight is also visible from both sides of the machine.”

Automatic gearshift controls in the new generation machines have improved maneuverability around the job site with a feature of the new automatic transmission being an automatic shift up delay of four seconds from second to third gear.

“The shift changes on the ZW-5 are based on engine load rather than RPM or speed, ensuring the transmission shifts are made at the most efficient time,” says Alex.

“This creates efficiencies when it comes to digging work, truck loading and working in confined spaces.”

A new clutch cut-off system controls clutch disconnection timing depending on travel speed and brake pedal depression with three modes available depending on the slope of the job site. Three models ZW140-5, ZW370-5 and ZW550-5 also have a Traction Control System that prevents slippage in snow, slippery or muddy conditions by reducing the maximum rim pull.

Quick routine maintenance is also a breeze thanks to a variety of features incorporated into the ZW-5 range design.

“The redesigned engine and radiator cover can be opened fully, providing quick and convenient access, with greasing points, oil levels and fuel filters all easily accessed at ground level,” says Alex.

“This allows the operator to maintain the machine quickly and easily on a daily basis.”

The CablePrice team is looking forward to getting the new Hitachi wheel loaders around the country, he adds.

“We expect to have a lot of interest in the two new demonstrator models at THE EXPO and invite any interested customers to contact their local CablePrice sales representative to discuss a machine demonstration.”

•

MARCH 2017 19

CONTRACTOR PHILANTHROPY

Working together for women An unlikely relationship was cemented earlier last year when Fulton Hogan, a large company with 80 percent of its 3500 Kiwi staff men, became a sponsor of Endometriosis NZ – a small charity devoted to tackling a painful women’s health issue. BY MARY SEARLE BELL .

SO WHAT DO endometriosis and civil construction have in

common?

Not a lot on the face of it. One is a cruel medical condition, affecting thousands of New Zealand women, the other is about building roads, ports, airports, and infrastructure. Regardless, a recent partnership between Fulton Hogan and Endometriosis New Zealand has been forged – a surprising but very happy pairing.

Endometriosis is a condition where tissue similar to the lining of the uterus is found outside the uterus – in places like

“It affects lots and lots of men – not in a physical sense, but as husbands, partners, fathers, sons, employers and taxpayers.”

20 www.contractormag.co.nz

the pelvic lining, ovaries, and bowel – where it shouldn’t be.

It can cause pain with periods, bowel problems, painful sex, tiredness and low energy, and fertility issues, amongst other problems. It affects around one in 10 girls and women, with many more undiagnosed, and Endometriosis NZ says at least 120,000 Kiwi girls and women have the condition.

Obviously, the physical condition is very much a women’s problem, however, in reality, it impacts more than just women, Endometriosis NZ CEO Deborah Bush explains to Contractor.

“It affects lots and lots of men – not in a physical sense, but as husbands, partners, fathers, sons, employers and taxpayers,” she says.

Some 27 percent of school girls between the ages of 13 and 18 are taking time off because of distressing period symptoms, she adds, and while endometriosis often starts young (from a girl’s first period) it still takes over eight years to get a diagnosis

from first presenting with the problem.

In the workforce 11 hours per woman per week are lost to absenteeism because of endometriosis. For couples, a third of women in fertility clinics are there because of endometriosis.

The cost of this disease to the taxpayer is $1.2 billion per year in surgical and medical expenses. So clearly, it’s not just a women’s problem.

Deborah says one of her roles at Endometriosis NZ is to raise public awareness and perception of the condition and to bring about change. Endometriosis NZ’s services are largely in education but it is also working with government to bring about legislative change.

“I thought it would be helpful to have a large construction company to support us.”

So she approached Fulton Hogan, one of the biggest construction companies in the country, and its board was interested right away.

They could see it was bigger than just a female problem and that a whole community approach is needed to address the effects of endometriosis. A check of the company’s own medical claims showed endometriosis was a prevalent issue amongst staff.

Fulton Hogan CEO Robert Jones says they identified strong synergies between the two organisations, including mutual values and a common commitment to making a difference: “Like Fulton Hogan, Endometriosis NZ is a pioneer in its field, recognised in its own right as an industry leader, providing services, support, and connecting its community.”

He says the company is on a diversity journey – it has a programme called ‘Road to Success’ to focus on minority groups in their business, such as women, Maori, Pacific Islanders and Asians, and to develop them to leadership roles.

They’re beginning with women, and so the relationship with Endometriosis NZ ties in nicely with that.

“Going forward, the industry is busy and there’s a resource shortage,” says Robert.

“We are working hard to attract women into the industry, and our relationship with Endometriosis NZ shows we are serious about addressing issues for women in business.”

He says the company already offers flexibility of working hours and is amenable to family responsibilities.

Since the relationship was launched in April 2016, Robert says a number of men on his staff have told him that their wife

“We are working hard to attract women into the industry, and our relationship with Endometriosis NZ shows we are serious about addressing issues for women in business.”

or partner suffers from endometriosis and it has had a negative impact on their lives. He says they are grateful Fulton Hogan has got involved to tackle the problem.

“Guys you wouldn’t ever imagine talking about things like this have spoken to me about it. It’s been a real eye opener.”

Deborah says the social stigmas around endometriosis, period pain and dyspareunia (painful intercourse), are one of the last remaining taboos of modern medicine. One of the jobs of Endometriosis NZ is to break down these barriers.

“Fulton Hogan wants to remove barriers for women who want to work in engineering or roading, it’s a very family-oriented company that cares about communities and the people in them.

Endometriosis deeply affects relationships and families.”

Deborah describes the relationship between the two companies as warm, friendly and supportive. She says the Fulton Hogan board have always been comfortable meeting uncomfortable topics, and do so with empathy.

“It’s been nothing but a wonderful, positive experience,” she says.

The money provided by Fulton Hogan will help Endometriosis NZ deliver world-leading education on the topic – funding the ‘me’ (Menstrual Health and Endometriosis) programme in secondary schools, it will also fund Endometriosis NZ to work collaboratively in a research project with the University of Adelaide and University of Melbourne.

Robert says the relationship is also creating opportunities for joint events to help raise the profile of the condition.

Endometriosis NZ has held talks with Fulton Hogan staff and Fulton Hogan staff have been involved in Endometriosis NZ events.

“It’s a new relationship – we’re working through how to make it better,” he says. “Over time we will see it develop and mature, but we’re just starting.”

MARCH 2017 21

CONTRACTOR ROADING

Stretching motorway bottlenecks A $268 million project in Auckland will address severe congestion issues plaguing the Southern Motorway that creates delays for freight and commuter vehicles. BY MARY SEARLE BELL. AN ESSENTIAL PART of Auckland’s motorway network, the

Southern Motorway is the primary route between Auckland and Hamilton, and the corridor for freight in and out of the region.

Every day some 110,000 vehicles travel in both directions between State Highway 20 and Hill Road, and 85,000 between Hill Road and Takanini.

The Southern Corridor Improvements project concerns the stretch of the Southern Motorway from the interchange with State Highway 20 at Manukau southwards down to Papakura and is designed to address bottlenecks at several locations caused by an imbalance in the number of lanes heading both north and south, which fluctuates from three to two lanes between Hill Road and Takanini.

The opening of the Waterview Tunnels this year and the completion of the Western Ring Route (an alternative state highway route through Auckland) in 2021 will increase the amount of southbound traffic reaching State Highway 1 at this 22 www.contractormag.co.nz

point in the motorway.

The upgrade will see the motorway widened and more lanes added to improve traffic flow. Southbound, the new configuration will see four lanes (currently three) between the SH1/SH20 connection and Hill Road, and three lanes (currently two).

CPB Contractors (formerly Leightons) began work in October 2015; now, more than a year later, good progress has been made. Widening works are well underway, bringing narrowed lanes on the motorway and lower speed limits as the contractors work in the road corridor.

So far, the southbound side of the motorway under Alfriston Road has been lowered in to allow the addition of the third lane.

Pavements have been constructed in the median between Pahurehure Inlet and Alfriston Road. Traffic has been moved across to the median to allow works to progress on the

MARCH 2017 23

CONTRACTOR ROADING

southbound shoulder, where the new pavements will soon be completed and tied into the existing lanes.

Permanent noise walls made of precast concrete are being constructed along the southbound side of the motorway between Pahurehure Inlet and Alfriston Road. And, as the area along the motorway is not entirely flat, some locations have needed retaining walls to create a level and stable surface for the noise wall.

The NZTA says the Hill Road to Takanini southbound section should be open by March. The extra lane will help accommodate the increase in traffic expected as a result of the Waterview Tunnel opening in April.

There are 23 bridges on the project that will either be modified or built from scratch. These include four new bridges as part of the upgraded Takanini Interchange, and three cycle/ pedestrian bridges at Pescara Point and Pahurehure Inlet.

The NZTA says most the bridge work in the project involves widening the existing structures, which is complex for both the design and construction as the existing traffic flows must be maintained. The existing structures near Takanini are very narrow which does not allow much construction space for tiein works.

In the case of the Orams Road bridge, the entire span requires widening to allow the construction of an additional lane underneath. This will require the current bridge to be demolished, and means it will be closed and traffic diverted for several months while this work is carried out.

As part of the project, a new, 4.5-kilometre-long shared 24 www.contractormag.co.nz

walking and cycle path is being constructed from Papakura to Great South Road. A new pedestrian bridge is being built over State Highway 1 at the southern end of the Pahurehure Inlet (at Pescara Point). A steel orthotropic box girder with triangular cross-section, the structure will have a variable depth along the three spans, with the central span stretching 45 metres. The bridge will curve in both horizontal and vertical alignments.

Adding additional challenges to the project, the North Island Main Trunk railway line runs alongside the motorway.

There are two existing structures over the tracks within the project area – one for northbound traffic and a second for southbound. These both require widening. The NZTA says one of the main challenges here is to avoid reducing the clearance to the railway due to the extension of the cross fall.

There are also two new structures to be constructed over the rail corridor – one for the northbound on-ramp and one for the southbound on-ramp.

In addition, associated changes are being made to the overhead electrical lines for the railway as well as some utilities relocations within the corridor.

With much of the work on the southbound lane complete, this year the project focus has shifted to the construction of the new northbound lane between Papakura and Takanini interchanges. Vegetation clearing was started in late 2016 and other preparatory work, such as earthworks, drainage and noise wall construction, began in January.

The project is scheduled to be completed in 2018.

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CONTRACTOR HEAVY HAULAGE

A matter of logistics Richard Hyde of Global Transport is no stranger to large, difficult or complex haulage jobs. In fact, getting awkward pieces of gear from A to B is his speciality, and that recently included a shipment of mining gear from Peru to Macraes Mine in Otago. BY MARY SEARLE BELL.

GLOBAL TRANSPORT was contracted to get five Cat 789D dump

trucks onto a ship in a Chilean port, across the South Pacific Ocean to the port in Timaru and then onto transporters for the rest of the journey to the mine.

The dump trucks had been bought for a mining job in the copper-rich Antofagasta region of Chile in 2013 but had barely been used. As such, they were a bit grubby but virtually new.

The seller of the trucks used a local heavy haulage company to get the vehicles to the port in Peru, and that’s where Richard’s company took over. Global Transport had a ship on charter to move the equipment to Port Timaru. Richard’s agent coordinated with the port authority about the shipment and 26 www.contractormag.co.nz

introduced Richard to the authority the day before the move to “make them aware of who we are and what we’re doing”, says Richard.

“Meeting face to face is better than email,” he told Contractor.

“They understand you have ownership of the operation. When I got there, people knew who I was.”

The head of operations at the port of Mejillones spoke fluent English and Richard says this helps when you are dealing with stevedores, customs agents, etc.

“While most of South America speaks Spanish, the meaning of some words which may be spoken in Chile are different to those same words spoken in, say, Peru or Argentina.”

Seals frolic in Chilean port while Cat dump trucks are loaded.

Richard says they would usually ship out of the port city of Antofagasta, however, the town was no longer tolerating big loads being transported through its streets. This meant they had to use Mejillones Port, 100 kilometres to the north of Antofagasta. This is a container port but it does allow break bulk operations.

The Cat dump trucks were parked outside the port. The dump bodies had been removed for transport and the chassis were complete with wheels. Although they were pretty clean, Richard decided to give them the once-over again outside of the port to ensure that when they reached New Zealand he would have no issues with MAF. A local truck wash company

was hired and duly arrived with water blaster and vacuum cleaner to get rid of the last of the dust.

The bodies were then taken by transporter and the chassis were driven into the port for loading onto the ship.

In Chile, customs does export clearance at the hook. After two chassis were loaded on board and with the third chassis rigged, the ship ballasted and about to lift, the customs officer overseeing the loading decided they had not customs cleared that truck. So rather than start a war of words, it was disconnected and another loaded instead.

Richard says he wasn’t quite sure what it was all about – a show of power perhaps – but “you can’t kick up a stink as they MARCH 2017 27

PHOTOS SUPPLIED BY GLOBAL TRANSPORT.

CONTRACTOR HEAVY HAULAGE

Top: The chassis and truck bodies arrive at Mejilones Port in Chile ready to export.

Above: A Cat 7890 chassis loaded onto a Fulton Hogan transporter ready to head to Macraes Mine.

Right: The Cat chassis are stowed aboard the vessel for the journey to New Zealand.

28 www.contractormag.co.nz

The bodies were discharged directly onto widening trailers with four rows of eight wheels and headed to the mine site, a 175-kilometre trip south. The bodies are 12.7 metres long and 7.6 metres wide and weigh between 38 and 44 tonnes each.

The chassis were then off-loaded. Although the chassis were too heavy to transport via the road with their wheels on, the wheels had been deliberately left on as the chassis needed to be mobile to move onto the Port at Mejillones, and, more importantly, so they could be driven inside the vessel to the final stow position. It also meant, after being discharged, the trucks could be driven to a laydown area at the port and then a trailer manoeuvred under the chassis, the trailer raised to take the weight of the chassis, then the wheels removed.

A tyre handler was brought down from the mine to remove the wheels. This is a loader with a tyre and wheel attachment.

It clamps the wheel then takes the wheel nuts off.

With the wheels removed, the chassis, which weigh around 68 tonnes each, were then lashed to the transporters – either a widening trailer with four rows of eight wheels and two axle dollies or a five axle widening trailer – and departed for the mine.

The wheels and ancillary items comprised another 10 loads to the mine and were transported on flatbed trailers.

The 20 heavy hauls were undertaken by Fulton Hogan, which had three transporters, assisted by BR Satherley Transport, with another two transporters.

You can see some excellent footage of the move, including the gear being hauled up the Macraes Road hill, on the Global Transport website: www.globaltrans.info/projects/31-cat-789dump-trucks-chile-to-new-zealand.

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would make life difficult”.

Fortunately, it wasn’t an issue. It added about an hour-anda-half to the process, but the lifting and stowing went well, says Richard. Little power struggles and ensuring everyone is in the know and happy with the way things are going is all part of working in South America.

“You have to play the game or everything will just stop,” says Richard. “It’s better than it was 20 years ago, but it’s a different culture.

“My jobs run pretty smoothly because I’ve done it so often.

But it’s all about knowing the risks – ensuring the right people have been contacted, the correct funds have been paid to the respective parties, and the right questions have been asked.

“Preparation is everything,” he says. “Surprises are the things that kill you.”

After a day and a half, the ship was ready to sail.

The ship, which had originally come out of the US Gulf, was en route to Australia and was late, so the pressure came on the master to run at maximum speed to Port Timaru. However, at the port in Timaru there was another ship on the berth.

In order to avoid unnecessary fees, Richard contacted the captain of the ship and asked him to slow down a bit.

At Port Timaru, Laurie Cantwell took control of the operation (Richard was in Peru overseeing another transport operation).

Discharge went smoothly as a lot of planning went into the stowing of the vessel. And discharge is always quicker than loading a vessel, says Richard.

“If transporters are sitting, waiting to catch a lift via the ship’s hook, it costs money.”

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MARCH 2017 29

CONTRACTOR PROJECT

slip lesson in Northland

Though not quite of South Island earthquake scale, the Hautapu slip in Northland was nevertheless a tricky repair project. HUGH DE LACY explains.

AS LANDSLIDES GO – and the Kaikoura earthquakes have set a

new standard in severity – the slip at Moerewa, 75 kilometres north of Whangarei, was no biggie, but because it was beneath rather than above the road it presented challenges unique to its site.

The slip itself occurred following a tropical storm in mid2014 that undermined a northbound passing lane running across the face of Turntable Hill.

The passing lane had to be closed, but the slip caused no major traffic impediment other than removing one of the few passing opportunities on a busy stretch of Northland highway leading to the Far North and the Bay of Islands.

30 www.contractormag.co.nz

But for all that it was a challenging job to fix, especially while keeping the other two lanes open, and, with no short detour route available, it was vital to keep open the transport links between Whangarei and the top end of the island.

The slip initially dropped out near the top of Turntable Hill, forcing the closure of about 150 metres of northbound passing lane, before the second subsidence 50 metres to the south closed the rest of the lane.

Temporary water-filled barriers were installed to keep traffic back from the edge of the slips and they remained in place for the better part of 24 months.

Planning repairs proved so challenging that the tender

Rock control completing rope access micropiling.

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䤀一吀䔀刀䰀伀䌀䬀䤀一䜀 倀刀䔀䌀䄀匀吀 䌀伀一䌀刀䔀吀䔀 䈀䰀伀䌀䬀匀 倀䠀 㠀 ㌀ 㐀㠀㠀 吀伀䐀䄀夀

MARCH 2017 31

CONTRACTOR PROJECT

Forming working platform for drillers.

was not put out by NZTA until the design of the repairs was completed in early April of last year, and it was won by Fulton Hogan’s Northland branch, headed by regional manager Keith Cocking.

The company’s Northland Construction Division, headed

by Andy Booth and with Ross Harper as project manager, was given the daunting task of starting the repairs in the middle of last year’s winter.

With a 25 metre drop to the bottom of the hill and little room to manoeuvre, the earthworks methodology was critical to ensuring the safety of the crews working on the site, and also of the travelling public.

Once firm ground had been reached on the northern slip by cutting a track down the face and excavating the unstable material, a 12-tonne tracked rig from Whanganui subcontractor Rock Control drilled 50 holes, each 30 metres deep and 150mm in diameter, for the micro piles that provided the base on which to rebuild the hillside.

Including raking piles at 45 degrees, these anchors were grouted, and rose vertically from the drilling platform where they were connected by a concrete base poured over the top of them.

On this base were then set two rows of gabion baskets which were also tied back to a row of anchors set into the slip-face at 45 degrees.

The rest of the 161 anchors were installed beneath the gabion baskets, and connected in pairs with timber walers to support the rest of the exposed slip.

The slip was then covered in a Terramesh blanket to avoid further erosion.

Extensive improvements to the site’s drainage were also carried out to prevent water getting into the underlying subgrade material which probably caused the slip in the first place.

This work included renewing the drainage culverts across 32 www.contractormag.co.nz

the hill section of the road, subsoil drainage, shot-creting the existing drainage paths and installing new chambers to gather and control the flow of water in the event of a repeat of the downpour that triggered the slip.

From there it was a case of back-filling up to the road-level, followed by standard re-paving and the installation of a guardrail for increased driver safety.

The secondary slip to the south required a slightly different treatment, though it too was stabilised by anchors over the top section of the slip where the key repair strategy was the installation of a Terramesh basket wall – a gravity-based retaining wall.

With limited space to work in, the secondary slip had to be cleared down to a suitable formation which was found 12 metres below the existing road level.

Heavy rocks were installed to create a flat and solid foundation on which to build the wall.

Complicating this section of the project was the presence of the fibre-optic cable taking high-speed broadband to the top of the country.

The second slip also used a formation of gabion baskets to tie into an existing retaining wall at the southern end.

“It was quite a tricky job, to put it mildly,” Fulton Hogan’s Andy Booth told Contractor.

“Just cutting a track down to the bottom of the slips for the drilling rig was a challenge because we had so little room to work in.

“We worked closely with NZTA, Opus consultants and the local iwi to ensure the best result for the whole community.”

The cost of the project was around $1.5 million, with work beginning in September of last year, two years after the slip was detected.

It was finished just before Christmas, in time for the heavy holiday traffic heading to the vacation spots of Doubtless Bay, the Bay of Islands and the Far North.

Excavation of soft clays and installing rock base.

Installing first layer of terramesh on a 6+m deep rock spall base with fibre optic in background.

Working carefully around the fibre that feeds the rest of Northland.

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CONTRACTOR TECHNOLOGY

This is the second, and more technical, story on the viaduct which we published in March 2016 and can be viewed at: www.contractormag.co.nz/contractor/makatote/

Viaduct’s massive $13m refurbishment A massive reburbishment of an historic viaduct demands the best technological and safety approach.

LOCATED ON THE southwestern slopes of Mount Ruapehu, the

Makatote Viaduct bridges the Makatote Gorge 12 kilometres south of National Park.

Opened in 1908 it is 262 metres long, 78 metres high, is 700 metres above sea level and is a Category 1 heritage structure.

Until 1981, it was the tallest structure on the North Island Main Trunk and remains our third tallest railway viaduct.

Concerns over its deteriorating paint system, continuing corrosion of the century-old steel and the need to increase live load capacity – prompted KiwiRail to commission TBS Farnsworth to undertake design and physical works to repair and strengthen the steel work, upgrade the live load capacity, and refurbish the paint system.

Graham Matthews is TBS Farnsworth’s technical director, and at the recent Australasian Corrosion Association’s (ACA) international conference in Auckland he outlined the challenges to deliver what Horizons Regional Council allows as the only site in the region to obtain an ‘exceeds compliance’ result.

In early 2012, TBS Farnsworth was engaged through an Early Contractor Involvement (ECI) agreement to carry out the refurbishment, says Graham.

A lump sum contract was awarded to the company in June 2014 for the full refurbishment, including strengthening and structural works to be completed by January 2017. TBS worked with Opus International Consultants to generate a brief on 34 www.contractormag.co.nz

the current condition of the structure, the environment, and a coating design life of at least 50 years before full replacement would be required. Physical works started in September 2014 and were completed in October 2016.

Refurbishment was always going to be an environmental challenge with the the area recording an average of 200 days of rainfall a year. During winter snow is common and frosts very severe. Being in a pristine natural environment also meant unique environmental concerns had to be addressed, including protecting the surrounding area from hazardous dust and protecting the endangered whio (blue duck) colony below.

TBS and KiwiRail worked closely with the Department of Conservation throughout the project including developing an erosion and sediment control plan, and the careful storing of hazardous substances.

The viaduct is a riveted structure with girders on the piers, and components of the trusses had been built up using a lot of small section lacing. In total, there are 15,400 square metres of steel and, by completion, 15,300 litres of paint had been used on the project.

Many elements were replaced during the refurbishment both in the towers and trusses, because significant corrosion had occurred through water pooling, combined with a lack of maintenance – aggravated by the harsh environment.

During this work trains continued to use the viaduct.

The coating system had previously been based on red lead primer (RLP), which worked very well – even when surface preparation was poor. It had performed adequately since the last full blast and paint of the viaduct in 1959, but there was now significant coating breakdown and heavy corrosion.

Unsurprisingly, a reassessment in 2010 confirmed that the RLP would have to be removed and a complete new coating system applied. Removing this required full encapsulation so no lead could escape to the atmosphere.

Reaching the piers and trusses required significant temporary scaffolding works, the design process for this proving a significant project in itself. Due to the limits in allowable wind loadings, sequencing was carefully managed to ensure the encapsulated area/s did not risk toppling the bridge structure.

Each scaffolding tower had bespoke footings – both concrete pads and steel beams. Beams were used when concrete foundation piers were well off the ground and where the dead weight of the scaffold needed to be transferred to the foundation, thereby reducing the chances of the structure overturning in high winds.

The largest scaffold, at 76 metres high, was for pier six. It contained 270 tonnes of scaffold equipment and consumed 4500 man-hours to build. It was fitted with a man-riding 500 kilogram power hoist with internal access using stairways. No ladders were used as they were deemed unsafe, especially for helmet-clad abrasive blasters, and inefficient when carrying materials and equipment.

Working from south to north, TBS Farnsworth progressively encapsulated the sections. Trials had demonstrated that all cleanliness standards were easily achieved by abrasive blasting, using about 200 tonnes of garnet in total.

Encapsulation was double wrapped to form an insulation system during winter, and diesel indirect-fired heaters pumped air into the system so that paint continued to cure on the bridge while snow was falling outside.

“Heating the piers was more difficult because we couldn’t fit a second skin over those and with the hot air rising, height

Encapsulation was double wrapped to form an insulation system during winter, and diesel indirect-fired heaters pumped air into the system so that paint continued to cure on the bridge while snow was falling outside.

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CONTRACTOR TECHNOLOGY

Two dust collectors were used on site; a larger 15 cubic metres per second one (30,000cfm 100hp 99.95 percent retention of 0.5 micron and greater particle size) at the top of the bridge.

of the heater spaces had to be reduced,” says Graham.

“We completely sealed floors every 10 metres to contain the heat, which made painting through the winter possible but was much slower and more costly.”

Resource consent requirements specified that 99 percent of the waste had to be captured. Part of the compliance solution was erecting an abrasive blast plant building that also allowed the project to proceed year round. It was eight metres high and had a lifting, eight metre-wide door that sealed. The space was connected to a large dust collector to control any lead-containing dust from escaping the recovery/recycling plant.

Two dust collectors were used on site; a larger 15 cubic metres per second one (30,000cfm 100hp 99.95 percent retention of 0.5 micron and greater particle size) at the top of the bridge. A 700mm diameter duct was run 260 metres along the western side of the bridge with ‘Ts’ at each pier. A second 10 cubic metres per second (20,000cfm 65hp) dust collector was placed at the base of the larger piers, as ducting runs from

the larger unit were getting too long.

A stationary vacuum recovery unit was also inside the building. Gravity chutes were used to bring the recovered abrasive down the piers, with the vacuum system used to clean the containments themselves.

The recovered abrasive was then loaded into a recycler capable of processing three tonnes per hour. The waste stream from the recycler had a proprietary leaching reduction additive manually blended into it, and when there was sufficient waste the bulk bags were emptied into 15 three cubic metre hookbins and fully blended using a small digger.

“The leachable lead levels were so low, the spent abrasive could be dumped as non-hazardous waste,” says Graham.

The deteriorating paint system had led to significant corrosion and section loss of key elements on the viaduct.

“The intricate lattice work connected by hundreds of thousands of rivets made painting especially difficult.

“A spray application would normally be the most efficient way to apply paint, but the low film build produced around

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the edges and the back of rivets had led to their premature failure. All had to be stripe coated, by hand, three times.

“All surfaces were sprayed, down to the smallest steel sections. The steel plate girders had some bigger flat areas, but they weren’t sufficient to warrant using airless spray equipment.”

Graham says one of the biggest challenges of the project was to provide a watertight rail deck between the four rails that would withstand the expansion and contraction due to the temperature, vibration and rail movement as each train passed over the bridge.

“With the very regular rain this proved to be highly troublesome, as the rain affected the blast and painting operation which made recovery of wet, spent garnet very difficult.

“We used a drier to recycle it.”

The bottom level of the scaffold was lined with linoleum to produce an impervious, tough deck that garnet could be swept and shovelled off.

blood lead levels, and were tested every month for any change. Everyone remained clear throughout the duration of the project.

“With the harsh weather, wet decontamination wasn’t feasible so we used dry air washing instead, and all staff wore dust masks in the transition area,” says Graham. This proved to be very successful.

“This work has proved that a project involving the removal of large amounts of lead need not affect the environment adversely.

“It can be controlled with simple, innovative methods that leave the environment better than when we started.”

Health and safety Graham recalls that when the viaduct was originally constructed seven workers fell to their deaths. While working conditions have vastly improved, this time work was largely determined by the need to manage the risks associated with lead.

“There were no lost-time injuries during the project and just three medical treatment injuries over the two years of work on a very hazardous and challenging site.”

Personnel were given a baseline heath check including

Opened in 1908 the viaduct is 262 metres long, 78 metres high, is 700 metres above sea level and is a Category 1 heritage structure.

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CONTRACTOR TRAINING

More Certified Civil Tradespeople announced Congratulations to New Zealand’s newest Certified Civil Tradespeople, who hail from Christchurch and the Bay of Plenty. The group all have significant industry experience and achieved their certification through Recognition of Current Competence (RCC). They are: Che Gallagher of Fletcher Construction, Christchurch – #CTC0000013 The first person in the country to become Civil Trades certified in Pipeline Construction and Maintenance, with an endorsement in Trenched.

Che is also the first person to become Civil Trades certified in more than one area. He was one of the initial pilot group in December 2015 and achieved Civil Trades Certification in Road Construction and Maintenance, with an endorsement in Road Construction.

Lindsay Ward of Higgins, Rotorua – #CTC0000019 Civil Trades certified in Road Construction and Maintenance, with endorsements in Road Construction and Road Maintenance.

Troy Ward of Fulton Hogan, Christchurch – #CTC0000020 Civil Trades certified in Road Construction and Maintenance, with endorsements in Road Construction and Road Maintenance.

Anton Walcott of Fulton Hogan, Civil South – #CTC0000021 Civil Trades certified in Road Construction and Maintenance, with an endorsement in Concrete (Non-Structural).

Lance Cropper of Dormer Construction – #CTC0000023 Civil Trades certified in Road Construction and Maintenance, with an endorsement in Earthworks.

Connexis civil industry and training manager Robbie Paul is delighted that Civil Trades is starting to gain traction within the industry.

“There are currently more than 300 people enrolled in qualifications with the objective of becoming Civil Trades certified, the majority of whom are going through the RCC process.

“We expect this number to increase significantly over the coming months, following the roll out of the associated New Zealand Apprenticeship programmes.”

• For more information on Civil Trades Call Connexis on Freephone 0800 486 626 or go to www.civiltrades.co.nz.

The search for accreditation THERE IS A LACK of recognised contractor accreditation and expected lives before corrosion becomes an issue.

career development options for staff throughout the surface preparation and coatings application industries, says the Australasian Corrosion Association (ACA).

There is significant anecdotal evidence that this lack of training programmes leads to inconsistent quality outcomes on protective coatings, in turn delivering projects with shorter than 38 www.contractormag.co.nz

The ACA held a Contractors’ Forum, chaired by Justin Rigby of Remedy Asset Protection, during the Corrosion & Protection 2016 conference held at Sky City, Auckland late last year. The ACA is a not-for-profit association keen to reduce the impact of corrosion for all stakeholders.

“The forum was held for the first time this year, with the

aim of establishing a Contractors’ Technical Group,” says Justin Rigby.

The New Zealand Blast Association (NZBA) is no longer operating and the ACA has become the primary association representing contractor interests, with contractors making up one third of the membership.

Peter Dove of GHD is part of the ACA education and training committee and he says there have been many attempts at introducing these schemes across New Zealand and Australia.

Unlike other countries where coating contractor specification schemes can be freely specified, there is a members-only scheme in Australia, he adds.

Some local companies have application staff trained to Australia’s nationally recognised Certificate III in Surface Preparation and Coatings Application, or another privately owned application training certification. And there are efforts to formally introduce this through the Motor Industry Training Organisation (MITO), which is NZQA accredited. Since March 2015 MITO has delivered the NZ Certificate in Protective Coatings.

However, this accreditation is not recognised in Australia where some registered training organisations are offering courses for protective coatings such as those administered through TAFE at its Illawara campus in NSW and Federation University. An earlier industrial painting trade certificate is now defunct.

Internationally, the Society for Protective Coatings (SSPC) provides applicator accreditations in many modules including abrasive blasting, airless spray application, thermal spray

metallising and intumescent fireproof coatings. The most common ones required in Australasia are SSPC C7 and C12 accreditations for abrasive blasting and airless spray painting.

However, both require 500 hours of experience, meaning new workers are ineligible.

‘Train the Painter’ is an innovative approach where all course material is available online and also delivered face to face by accredited trainers. NACE International has also developed an ‘Industrial Coatings Application’ course that is available online only.

The ACA wants to support an applicator accreditation scheme to include the interests of both asset owners and contractors – however, they need the support of both groups if they are to succeed.

It’s hoped asset owners will support such initiatives by agreeing which training or career development option can be used throughout Australasia, and to nominate this in their contracts. This would allow project managers to adhere to this training requirement when evaluating supplier quotations, says Rigby.

Peter Dove adds: “I’m coming to the conclusion that we should be promoting Cert III as it’s nationally recognised.

“Once everyone has confidence in our registered training organisations it will have real meaning ¬– and means an extra $4 per hour to the tradesman.”

• For further information, contact the ACA’s Training Committee, https://training.corrosion.com.au/.

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MARCH 2017 39

CONTRACTOR COMMENT

Lowest price seldom delivers best outcomes MALCOLM ABERNETHY, EXECUTIVE OFFICER, CIVIL CONTRACTORS NEW ZEALAND

THE ISSUE OF LOWEST price versus value for money is a recurring one – one which got me thinking when responding to both a contractor’s and council’s concerns recently. During research for the query I discovered the following true story from a few years ago on Stuff.co.nz with identities changed to protect the companies and councils involved!

On enquiry, and following Official Information Act requests, the procuring council admitted it placed too much weight on lowest price for the ‘Main Street’ tender, despite knowing it could be risky. Staff recognised the risk in accepting the successful bid, $500,000 below the estimated cost, but recommended it anyway.

The enquiry and admission came in the lead-up to the oneyear anniversary of the start of construction on the project. The upgrade work had an estimated cost of $2 million with a start date of late February and required completion by August of the same year.

The council dropped the successful bidder in August over performance concerns and replaced it with a company turned down for the original tender. A year after the work started it was not completed and the replacement company was to begin work on the final stages.

During investigations the council communications team provided a written response that said that with hindsight there had been too much weight placed on price. Tender evaluation documents obtained from the council indicated that staff were full of praise for the replacement contractor’s experience and track record from similar projects. The replacement contractor had bid about $1.8 million for the upgrade: nine percent below the estimated cost.

However under the evaluation method, non-price attributes such as technical skills and track record comprised only 30 percent of the weighting with the remaining 70 percent based on price.

The original contractor (the successful bidder) provided a $1.5 million bid being 25 percent less than the estimated cost of the project; price then became the deciding factor in the tender process. Council staff suggested differences between the estimate and the original contractor’s bid resulted from the original contractor expecting 50 percent lower costs for paving and pipe laying – noting at that time the “highly competitive nature of the market”.

The original contractor was also a “smaller company so [had] lower overhead costs”, the report said. However, concern about the low nature of the bid was included in the report’s statement of risk.

“When contractors don’t have enough money on the job then inevitably quality and time will suffer. Contractors must understand both how a bid is evaluated, and how and what their costs are made up of.”

“It is considered there could be some risk due to the low tender price from the contractor in that there could be pressure on the contractor to recover costs via variations claims.”

The original contractor had good references, which indicated it claimed for only a “minimal number of variations”.

The successful bidder (original contractor) was paid about $540,000 for its portion of the project with the replacement contractor’s component being $1.2 million ¬– making the total contract worth $1.74 million, a little less than the replacement contractor’s original bid. Overall the ‘Main Street’ upgrade costs went from $2.2 million to $2.84 million, an increase of $640,000.

The council replied that: “With hindsight, but noting the very competitive market at the time, too much weight was placed on price.

“It is unlikely that such weight would be given to price for any other projects of this complexity and direct public impact.

“The issue of the tender price being so far below the engineer’s estimate was considered. References were taken up and it was agreed that there was no evidence that the contractor was not capable of doing the job … it also has to be considered that at the time the contracting market was very competitive.”

It is inevitable that a council will consider stories such as this to inform its tender evaluation decisions and so contractors must consider their reputational risk, the loss of payments, or the imposition of liquidated damages.

When contractors don’t have enough money on the job then inevitably quality and time will suffer. Contractors must understand both how a bid is evaluated, and how and what their costs are made up of.

Contractors must realise that even if a low price is submitted the client will always want on time, quality outcomes.

Postal Address: PO Box 12013, Thorndon, Wellington 6144 Physical Address: Margan House, 21 Fitzherbert Terrace, Thorndon, Wellington 6011 Phone 0800 692 376

40 www.contractormag.co.nz

CONTRACTOR COMMENT

Building the talent pipeline DAVID WORSNOP, CEO, CONNEXIS

THE HUGE INVESTMENT in our infrastructure means that it is now

more important than ever for contracting firms to attract and retain the right people.

Following the $110 billion investment identified in the 30 Year Infrastructure Plan, demand for competent, qualified people is at an all-time high. It is forecast that a further 49,000 people will be required for the infrastructure workforce by 2025, including an additional 19,600 new people needed in the civil sector alone by 2020.

The role of Civil Trades The launch of Civil Trades was a defining moment for the civil industry and we are now in a better position than ever to meet the skills challenge.

The ability to offer the civil workforce a recognised, skilled trade has been transformational. For the very first time, the industry is able to provide a consistent standard of excellence for existing employees and an exciting future for those considering a career in it. Organisations who are already embracing Civil Trades have done so passionately.

While the initial phase of Civil Trades concentrated on people already employed in the industry, the second phase will focus on attracting and upskilling new entrants.

The timing to ramp up this second phase is ideal – at the end of last year the government announced its target of 50,000 people in apprenticeships by 2020 while at the same time Connexis launched a suite of New Zealand Apprenticeships for Civil Infrastructure, which can lead to Civil Trades Certification.

During the second phase, our attention will also turn to how we can assist employers in linking with job seekers.

While Civil Trades is a powerful tool in increasing the attractiveness of the industry, emphasis needs to be put on the connection between employers and potential employees, to ensure companies can find the people they need. So how can we help?

Transition to work Connexis has been partnering with industry on a number of initiatives to bridge the gap between job seekers and employers.

One of these is Transition to Work, a pre-employment programme which provides people for new contracts requiring large-scale employment.

The basic premise of the programme is to take people with no industry experience and put them through training to equip them with the skills they need to be work-ready and of value to employers. Each programme is set up to meet a pre-agreed requirement for a specific contract (usually 10 to 20 people) and 42 www.contractormag.co.nz

is facilitated by Connexis.

Participants undergo a stringent recruitment process and drug testing. Those selected attend a residential training course focusing on compliance training, technical training and life skills. On successful completion of the course, participants are placed in full time employment where they will work towards a Level 2 New Zealand Certificate in Infrastructure Works. While pre-employment programmes are nothing new, the introduction of Civil Trades means employers can now offer a structured career pathway, with the option for their employees to progress to a New Zealand Apprenticeship and ultimately Civil Trades Certification.

A number of programmes targeting Maori and Pasifika funded by Te Puni Kokiri have already been run successfully around the country.

And by the time you read this, a pilot programme funded by the Ministry of Social Development will be underway with the goal of providing 15 people for a major North Island project.

Initiatives such as Transition to Work are a win-win for everyone involved. Employers benefit from getting the right people at the right time, while recruitment and selection is taken care of on their behalf. The individuals involved gain skills and employment, as well as the opportunity to work towards a recognised trade. The economy gets a boost through the employment of local people, and most significantly, the industry benefits from the boost to the talent pipeline.

Time to get on board Connexis remains committed to working with the civil industry to build the talent pipeline. Whether you’re looking to upskill your existing staff or attract new talent then we can help.

Industry demand and ongoing government support bodes well for programmes such as Transition to Work, and we are confident that it will pave the way for more in the future.

In addition, with all of the supporting mechanisms now in place, there has never been a better time to get on board with Civil Trades.

Over the coming year we will be putting additional resource into refining and streamlining our administrative processes, enabling us to meet customer needs more effectively than ever before.

Ultimately, we are all responsible for meeting the skills challenge and future proofing the civil industry. If you aren’t already on board with Civil Trades, we look forward to welcoming you.

COMMENT CONTRACTOR

Kaikoura earthquake improved route opportunity JONATHAN BHANA-THOMSON, CHIEF EXECUTIVE, NZ HEAVY HAULAGE ASSOCIATION

THEY SAY THAT out of tragedy comes something good, and

while this may be over-simplifying the earthquake that hit the Hurunui-Kaikoura region in the early morning of November 14 last year, the Heavy Haulage Association sees an opportunity that must be seriously considered when the full rectification of SH1 occurs.

The epicentre of the earthquake was reportedly 15 kilometres north-east of Culverdon, but ruptured northwards such that the greatest release of energy was near Seddon some 100 kilometres north. The earthquake resulted in the tragic death of two people, cut off Kaikoura and other towns and people living in the area for days, and resulted in a detour route of around 150 kilometres for traffic and freight travelling between Blenheim, Christchurch and other points south.

This route could be in place for many months yet as the rectification work is undertaken and the government has stated that the cost could be up to $2 billion covering work to both road and rail including various structures on the route.

NZTA’s latest news release about the work to be undertaken put it this way: “The scale and the complexity of the slips on State Highway 1 are unprecedented in New Zealand, and the task ahead of us is huge.”

The government has put together an alliance called North Canterbury Transport Infrastructure Recovery (NCTIR) and its, perhaps ambitious, target is to have SH1 north of Kaikoura fully open by the end of this year. NCTIR is an alliance partnership between the NZ Transport Agency, KiwiRail, Fulton Hogan, Downer, HEB Construction and Higgins.

The only alternative route through SH6 and other state highways through the Wairau Valley, Murchison, Springs Junction and the Lewis Pass is longer and features many onelane bridges and narrow sections. NZTA has commissioned work on up to 30 sections of this route that are deteriorating under the load of all the traffic that has previously travelled on SH1.

This inland route is one that is very familiar to those in the heavy haulage and overdimension transport sector – it is the route that has always been used to transport those wide and high loads that cannot fit through the tunnels or low overbridges on SH1.

While this is the only viable route for large loads, there are aspects of this route that mean that it is nowhere near ideal.

This includes many one-lane bridges with narrow pavement width. This means that wide and heavy loads that would normally be carried on trailers at least 3.3 metres in width on the pavement have to be transported on trailers that are set at around 2.9 metres.

The NZHHA recognised that the reinstatement work that needs to be undertaken by the alliance to re-open the road also opens an opportunity to provide a better carriageway and dimension envelope for larger loads.

What this means is that without driving with absolute care, there’s increased risk of instability and possible rollover in an extreme situation.

The NZ Heavy Haulage Association recognised that, while we would not wish an earthquake on anyone, the reinstatement work that needs to be undertaken by the alliance to reopen the road also opens an opportunity to provide a better carriageway and dimension envelope for larger loads.

Late in 2016 the association wrote to Simon Bridges, the Minister of Transport, about the opportunity to create a freight route that not only caters for normal freight, but also for overdimension and overweight loads.

Our argument centred around the once in a lifetime chance to remove the physical impediments while emphasising the efficiency and safety aspects of a properly constructed route.

In the view of the association the main issues are the tunnels with restrictive height and width and two rail overbridges, as well as some cut banks that are too close on the uphill side of the highway.

The association has subsequently been asked to provide information about the potential number of overdimension loads that have been carried on the inland route that could benefit with the more efficient coastal route through Kaikoura if this was opened up.

A survey that the association carried out of transport operators known to travel this route on a frequent basis showed that there are at least 1800 wide and high loads annually that could travel on SH1 if this was opened to a wider envelope. It will now be up to NZTA to carry out a benefit/cost analysis of the potential prospects proposed by the association.

The association sees huge benefit to the not only the transport sector, but to all those sectors of industry that are served by the oversize transport sector in the South Island.

We urge the NZTA to take an enlightened forward thinking view of this chance to open up the coast route that will not only benefit sector members but also wider aspects of the nation’s economy.

MARCH 2017 43

CONTRACTOR LEGAL

CCA update: Demonstrating ‘reasonable value’ KATE HENDERSON, SOLICITOR AND HELEN BROWN, SPECIAL COUNSEL, KENSINGTON SWAN’S CONSTRUCTION AND INFRASTRUCTURE TEAM

WHILE WRITTEN CONTRACTS are mandatory for residential

building works with a value of above $30,000, there is no such requirement for commercial contracts. The majority of commercial contractors will at least agree on a contract price or method of payment at the outset of a job, and record this agreement to protect their position.

But, what if this doesn’t occur – a written contract is never concluded and work progresses? Or key terms have not been resolved prior to the work being undertaken – how will payments be dealt with? The Court of Appeal considered these points in CJ Parker Construction Ltd (in liq) v Wasim Sarwar Ketan, Farkah Rohi Ketan and Wasim Ketan Trustee Company Ltd [2017] NZCA 3.

In this case, the trustees had engaged CJ Parker to carry out renovations to a motel. After some initial negotiations, works commenced without a written contract being executed. The parties had not agreed a contract price, or payment method.

Near the completion of the first stage of works, the trustees engaged a quantity surveyor to inspect and value the works carried out to date – the QS valued the work undertaken as being worth $420,305. However, the trustees had already paid CJ Parker $505,000. After some communication, the trustees terminated CJ Parker’s involvement.

CJ Parker sent the trustees an email purporting to be a final payment claim, for $240,542.10. The trustees responded by email, refusing to pay the invoice and claiming that CJ Parker owed them for the overpayment.

CJ Parker commenced summary judgment proceedings on the basis that it had issued a valid payment claim under the Construction Contracts Act 2002 (CCA), and the trustees had failed to respond with a valid payment schedule.

The proceedings focused on section 17 of the CCA, which deals with how the amount of progress payments is calculated.

Typically, this is with reference to the relevant period, the value

“...the requirements for a valid payment claim where there is no agreed contract price, or provision for labour rates or materials, may be more onerous than cases where the price is agreed.” of the work carried out, and any other relevant provisions in the construction contract. Section 17(4) says that where a contract does not expressly provide for a contract price or other rates and prices, the work will be calculated in accordance with its ‘reasonable value’. There is no mechanism in the CCA for assessing reasonable value.

44 www.contractormag.co.nz

It is always preferable to agree the fundamentals up front, in particular the contract price and method of payment, and to record these in a written contract to avoid any confusion down the line.

The High Court found CJ Parker had not issued a valid payment claim, and on appeal, the Court of Appeal confirmed that decision.

CJ Parker had argued it was sufficient to claim a clear and exact amount, for a defined period. However, the Court of Appeal found that the requirements for a valid payment claim where there is no agreed contract price, or provision for labour rates or materials, may be more onerous than cases where the price is agreed.

CJ Parker’s claim, for example, included a single unit charged for labour costs – as there was no agreed price for labour, a statement of the total hours worked or hourly rates was necessary for the trustees to assess how the amount was calculated, and whether the value claimed was reasonable.

CJ Parker failed to demonstrate the amount claimed was reasonable, and therefore had not demonstrated the calculation of the amount payable and had not issued a valid payment claim.

This case illustrates several key points: • The CCA applies to both written and oral contracts, provided that the agreement relates to construction work, and you are not prevented from issuing payment claims if a contract price or other rates and prices have not been agreed; • If pricing and payment matters have not been agreed, you will need to provide sufficient detail for the Principal to be able to assess the reasonable value of the work; • It is always preferable to agree the fundamentals up front, in particular the contract price and method of payment, and to record these in a written contract to avoid any confusion down the line. This does not need to be onerous – there are many readily available standard form building contracts, in particular NZS3910:2013, that are fair, balanced, widely accepted by the industry and require limited amendment. ensington Swan offers 15 minutes of free advice on construction K issues to CCNZ members.

Kensington Swan regularly provides comment on topical construction issues, visit www.nzconstructionblog.com to keep up to date.

COMMENT CONTRACTOR

Preparing for a job change HAYS RECRUITMENT IF A NEW JOB is on your radar this year, you need a strong story,

consistent brand and evidence that you can add value, according to recruiting experts Hays.

“We’re seeing more job opportunities in highly-skilled industries across New Zealand,” says Jason Walker, managing director of Hays in New Zealand.

“But despite a shortage of suitably skilled and experienced candidates, a focus on securing the most useful person has seen employers become more mindful when recruiting.

“Employers won’t take a chance on a candidate who doesn’t meet all their criteria, meaning jobseekers need to work hard to prove they are the right person for the job and possess the necessary technical and soft skills along with the right cultural fit.

“Once identified, employers move quickly to secure the right person – whether that’s in a temporary or permanent capacity.”

To stand out and secure your next career-advancing move, Hays suggests you: 1. Be honest: Employers won’t consider you if you don’t match 100 percent of a job’s requirements. So before applying, ask yourself if your skills and experience match those required for the job you want. If not, look for opportunities to up-skill yourself within your own time in order to be ready to apply the next time a similar job becomes available.

2.

Service your CV and online profiles regularly: Employers move quickly once they identify highly-skilled suitable talent.

Regularly updating your CV and online profiles to reflect the progression of your skills, responsibilities and successes ensures you project an accurate representation of the value you offer. It also keeps you ready to apply the minute your dream job becomes available.

3. Provide evidence: When updating your CV, add quantifiable achievements and results to give hiring managers the evidence they want that you produce results. One simple trick to help you do this is to use action verbs to bring your successes front and centre. For example, instead of writing that you managed a team, try verbs such as ‘directed’, ‘united’ or ‘motivated’– ie, “I united and motivated a team of five underperformers. After one year our customer service scores had increased 55%.”

4.

Know your story: A unique selling proposition, or USP, differentiates you in the candidate market based on your personal strengths, skills, experience and value. It spells out why an employer should select you above all other candidates. If you don’t have a USP, identify it so you have an authentic and consistent story that communicates to hiring managers the value you could provide to them.

5. Be aware of your brand: From the blogs you write to your status updates, the people and organisations you follow to the content you like, your collective online activity personifies your ‘brand’. Hiring managers research you online so make your brand work for you by ensuring every update, tweet and share is aligned to your area of expertise, communicates what you’ve done and is true to who you are.

6. Consider temporary roles: Temporary and contract roles have become the ‘new normal’ in workplaces and can give your career a boost. By undertaking a temporary assignment you gain experience in new areas, develop new contacts and increase your confidence. And while some people see temporary assignments as their ideal lifestyle choice, others use them as stepping stones to permanency.

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WWW.RMCPLANTAUDIT.ORG.NZ MARCH 2017 45

CONTRACTOR COMMENT

Are you ‘tender fit’?

KERRIE McEWEN, SENIOR CONSULTANT, PLAN A – TENDER SPECIALISTS

HOW LONG UNTIL your next major deadline? It’s four weeks

until my next big one – mountain-biking 47 kilometres from Wanaka to Arrowtown. There’s only so much adrenalin will do for me over that distance, so I’m making sure I’m wellprepared.

The same approach is sensible when you’re tendering or bidding for a new contract.

While my career won’t suffer if I don’t come first mountainbiking (unless I happen to fall and break both wrists, which might dent my productivity as a writer), the same can’t be said for tendering. No second prize – losing a tender can be painful financially and have a far-reaching impact on livelihoods.

With some serious hills on the way, the Motatapu event is going to test me. I’m one of those competitive personality types, but being reasonably new to an event of this scale, in my mid-40s, and with a mostly desk-based job, I’m naturally a bit nervous about my fitness levels.

A lack of preparation and low levels of ‘tender fitness’ are two of the biggest risks for bid teams, especially on ‘must win’ bids. This is an area where good enough is often not good enough.

To avoid the wheels falling off your next tender, try these training tips. Some of these, particularly 4) and 5), can be part of your everyday tendering fitness routine so you’re not trying to do everything at once just before the deadline.

1) D evelop a win strategy – Understand what’s required, what your client is really looking for, and how you will deliver a better solution than your competitors. In all your strategy work, consider everything from your end client’s perspective. What will your solution mean for them? How will it benefit them and provide long-term value? What’s going to differentiate you from your competitors? (I’d like to say I’ve bought an e-bike to deal with Motatapu’s hills, but they’re not allowed, apparently. My strategy? Good, old-fashioned training with lots of hill sessions thrown in.)

2) S et a plan – Work backwards from your deadline, set goals and milestones for review, and make sure your bid team commits to them. (For me, that’s meant regular training sessions, even in bad weather.)

3) S eek advice or help – If the tender documents are complex or if you’re low on resource, ask an expert for assistance.

Insight on tendering strategy and best practice is much more valuable if it’s received earlier rather than later in your tendering programme. Avoid the ‘ambulance at the bottom of the cliff’ if at all possible! (So I know what to expect, I’m training with and will ride the event alongside a friend who’s done Motatapu before.)

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A lack of preparation and low levels of ‘tender fitness’ are two of the biggest risks for bid teams, especially on ‘must win’ bids.

This is an area where good enough is often not good enough.

4) G et training – If you don’t respond to tenders frequently, consider signing up to a training course on tender response writing to lift your game. Even if you respond to tenders all the time, gaining a fresh perspective and insight from other sectors through a training course can be extremely valuable. (I joined the local multi-sport club and have been hitting the hills with them on a regular basis since last September).

5) R eview your existing attributes library – Do your ‘Relevant Experience’ and ‘Track Record’ reference project write-ups need updating? Will they score highly in the evaluation criteria, particularly ‘Relevance’ and ‘Currency’? If they’re more than five years old, it’s definitely time to consider a refresh of your content. (Replacing my 10-year-old hardtail, I’ve upgraded to a new full-suspension mountain bike.)

Have you made assumptions that your client knows your track record already? What if the evaluation team has changed since you last worked with this client? Have you made it easy for them to award you top marks? Do you have suitable case studies already prepared to support your proposal?

Adding relevant quotes and evidence aligned with your win themes to these sections will help to cement your position as preferred tenderer.

Often neglected until the last minute before a tender is due, CVs are a vital part of tendering success. Are your current CVs relevant and compelling enough to convince the evaluators to put your team on the podium ahead of your competitors? Adding details of specific achievements for key personnel will improve your score in this area. A good CV shows relevant skills and experience. A great CV connects those to the bid or contract at hand.

What about those other sections commonly requested in tenders, such as ‘Resources’ including systems for quality, H&S, environmental, and financial management? Are they up-todate? Do they describe the benefits and value for the client?

Don’t forget to describe what’s in it for them. (I have to admit my friend who suggested I ride Motatapu proposed it over a glass of wine – with the prospect of more wine post-event.)

6) G et feedback on past proposals – If you’ve just lost a tender, grab the opportunity for a debrief with the client.

Ask about areas where you can improve your score and attend to these early in your next tender programme. It’s a numbers game and every point awarded can help. (Believe it or not, I’ve been practising wheelies with my 7-year-old in the back yard after falling off recently – I attempted to ride up a kerb and it didn’t end well. I want to do better next time.)

7) O n your marks ... write a compelling proposal – First and foremost, focus on your client. Ask yourself why they’ve asked the questions they’ve asked. Consider what they will most likely want to see in the ideal response.

Here’s a challenge – on a recent tender, use the ‘Find’ function in Word to count how many times the client’s name appeared in your content compared to your own company name. Carry out the same exercise for ‘we’ versus ‘you’ or ‘your’. How many paragraphs or sentences begin with your company name? How do all those results compare with your intent to focus on the client?

Secondly, structure your tender response so it’s easy for the evaluators to find everything they need to award you top marks. Do provide evidence and articulate your clearlydefined win themes throughout your proposal, but don’t add

endless appendices without good reason. If there’s a page limit imposed, stick to it (or risk having those extra pages disregarded or disqualified from evaluation). Make sure your submission complies with any requirements for separate price and non-price envelopes.

Thirdly, consider your writing style. Using a concise but conversational writing style can vastly improve the readability of your proposal – a significant benefit if the tender evaluation team has varying levels of technical knowledge. It’s still okay to be technical and specific, but make sure you spell out the benefits for the client without overloading content with jargon.

Pay attention to grammar, punctuation and spelling –

“...provide evidence and articulate your clearlydefined win themes throughout your proposal....” they’re important! Have someone independent review the content at important checkpoints throughout your tender programme; they’ll often spot errors or inconsistencies that you can’t see (but that the evaluators might).

Above all, be prepared to win.

MARCH 2017 47

CONTRACTOR COMMENT

H&S is killing us softly GREG SHEEHAN, SHEEHAN’S TRANSPORT ASSISTANCE

A few months ago , I celebrated 50 years of working in the road

transport industry, so I feel that I am qualified to offer positive comment on an industry that I love, have many friends in and have received accolades and awards for my contribution to, over these past years.

My involvement in transport and cartage actually started some years prior to 50 years ago, when as a morning newspaper boy aged 12, I delivered the NZ Herald six days a week to residents, dairies, local motor camps and hotels in Takapuna, on Auckland’s North Shore. For three years, prior to leaving school and starting fulltime work, I rose every morning at 4.50am to start delivering an average 100 newspapers a day (a daily run of an hour and a half) for 17/6d per week in all weathers. That takes commitment and dedication. Yes, the pay rate did rise over the years to 32/0 ‘bob’ or $3.20 a week in today’s money, but it was a good job!

You were required to have a good raincoat and hat, gumboots and a dynamo for lights on your bike. You were expected to have your bike in good mechanical order as well.

The only trouble was as you slowed to a letterbox to fold and push the paper into the letterbox, the lights went out and on a dark wet morning you couldn’t see. Oh … to have a modern LED battery light then!

But that was the start of learning about health and safety.

You were able to stay reasonably warm and dry, if it was wet and cold, other early risers could see you riding on the footpath and hopefully as you rode from gate to gate you didn’t take a tumble on to the ground as you rode bow legged with the canvas paper bag between your legs! Hi-Viz jackets hadn’t been invented then, but it was entirely up to you to do your job carefully and safely. Today it’s called zero harm.

In our early teenage years we progressed from our bikes to riding ‘shotgun’ on various other modes of transport. The Northern motorway and Auckland Harbour Bridge were under construction and the after school activities not only included homework and footy practice, but riding as a passenger on CAT DW15s and CAT DW20 motor scrapers, CAT D8s towing cable-operated scoops and best of all a J6 diesel powered 4 x 2 Bedford tip truck, as the motorway construction progressed.

From a health and safety point of view, you learned very quickly, that if you didn’t hold on tight, you invariably whacked your arm or funny bone, grazed a shin or got other minor grazes. It’s like a big swing on a tree, you only fall once and hurt yourself and from then on, you hold on tight!

But … you learned what was safe and what was not! You soon learned about safe angles for machinery to operate on, how to drive it correctly, how to carry out daily service functions and maintenance. A sunhat, sunglasses and boots were the safety items of the day. You learned to always make eye contact with a machine operator if you were walking on the 48 www.contractormag.co.nz

site. You never walked behind a working machine at any time and as you got to know more about earthworks, machinery and trucks, you developed a love for this type of work. Blokes would show you how to do all kinds of stuff. When the bosses weren’t around, you could have a quick drive of things. At the end of the day if you were quick enough you would drive the machine from the diesel refuelling tank to the park area for the night.

Most tip trucks of the day had wooden decks with a cam and roller hoist and you learned how to always tip on level ground. You learned how to spread metal, how to back a trailer and a Saturday job washing trucks always got you a drive around the yard to park neatly in the row with others.

General freight had to be tied on with ropes and tarps, not ratchet straps and curtain siders like today.

Later teenage years were spent riding in trucks on and off the Port of Auckland’s various wharves with phosphate, soda ash, sulphur, export iron sand (yep that too) and containers as they became more popular. Sand, gravel and builders mix was delivered to sites all over Auckland from barges at Devonport, Birkenhead and Panmure and major construction sites like Paremoremo Prison, the steel mill at Glenbrook and additions to Auckland Port, were served from Winstones and Stevensons quarries by trucks and trailers that you had learned to drive and had now obtained the correct licences for. The opening hours of the wharf or quarries dictated the hours that you could work. There were no log books or allowable work time/driving hours that you had to manage.

The same thing applied to logging trucks or stock trucks as mills or slaughter works had “work time” that you either met or you waited till the next day to deliver to.

There was no induction to enter a port area, a construction site, a forestry skid site or timber mill, or quarry. Why? Because you were expected to know what hazards were there! Logic made you aware that you kept away from other machinery, mobile or fixed, you didn’t need a painted walkway between buildings, you kept away from big holes or unfenced pits, you stood where a machine operator could see you as he loaded your truck or trailer and you acknowledged the loader driver when he had finished servicing your requirements, so that you could then carry out any load security or pre-trip departure activity.

So, what has happened over the latter years? We have stood by and watched as personal health and safety has been dictated to us by other persons, generally who have no knowledge or involvement in our industry. How can someone who has never ridden in a truck, sat in a digger’s cab or thrown a chain over a log, dictate what must be a formal requirement to enter a worksite? These rules, now endorsed by WorkSafe NZ to protect us from ourselves, have closed our industry to

young people to the detriment of road transport businesses throughout the country.

You are no longer allowed to take your young son, or daughter for that matter, with you to work. They can’t ride in the truck with you on to a port, into a quarry, on to a forestry site, into a construction site or into some warehouses.

Why! Because they haven’t been inducted! No longer is it deemed that they will be safe on the site, because someone else is now delegated with ensuring that they are unable to learn. Our young people are being denied access to all sorts of industry because it is deemed unsafe for them by new rules for workplace safety.

Why can’t WorkSafe NZ promote a ‘learn on the job’ ticket whereby young people can be a recognised participant in road transport as an offsider or riding ‘shotgun’ in Dad’s truck or with any other adult prepared to show them the ropes and learn as they go. They could for instance qualify as a learner through a MITO programme, whereby the basics of safe travel in a truck to and from various worksites, construction zones, wharves or forestry would enable them to do what they want!

That is to learn on the job while being with Dad, an older sibling or friend. It should be offered to them at school as part of a chosen curriculum or certainly available as part of choosing a career path into our industry.

Tech drawing, metalwork, woodwork, business studies and cooking are all offered to our young people at school as part of a learning experience. Why not basic road transport?

Without being able to access the basics required to learn about this fantastic industry, WorkSafe and the rules

surrounding it are now slowly strangling any desire on the part of young people, to be a part of road transport and are the cause of health and safety regulation now killing our industry through a severe lack of young entrants.

No wonder there is a severe shortage of truck drivers! Let’s do something about it now!

Greg together with his wife Karin , own Sheehan’s Transport Assistance based in Kinloch, Taupo.

His business was formed in 1998, following a career in the road transport industry. It encompasses oversize load piloting, heavy haulage logistics and permitting applications for clients.

Greg, for 10 years served on the board of directors of the NZ Heavy Haulage Association and also served three years as chairman of that organisation.

He is an authorised trainer/assessor for MITO and the NZ Transport Agency.

His company holds an award from the NZ Minister of Defence presented in 2015 for “The provision of superior service” to the defence industry and he was recognised by his peers in the NZ Heavy Haulage Association in 2016 with the awarding of the Gus Breen Memorial Award for Outstanding Achievement.

Email: sheehanstransport@xtra.co.nz Mob: 027 293 6206, Office: 07 378 7153

HAVE YOU GOT OVER 5 YEARS' EXPERIENCE WORKING IN THE CIVIL INFRASTRUCTURE INDUSTRY? YOU COULD BE ELIGIBLE TO APPLY FOR CIVIL TRADES CERTIFICATION THROUGH RECOGNITION OF CURRENT COMPETENCE (RCC)

IN PARTNERSHIP WITH CCNZ

TO FIND OUT MORE CALL 0800 486 626 OR VISIT WWW.CIVILTRADES.CO.NZ

MARCH 2017 49

CONTRACTOR CLASSIC MACHINES CL

M

A

ASSIC

C H I N E S

The Caterpillar DW21 revisited Born of necessity, the Caterpillar DW21, the great granddaddy of all Caterpillar 2-axle scrapers, went on to become a very successful scraper for Cat and also laid the groundwork for the later two-axle 600 series machines. By RICHARD CAMPBELL. WE ORIGINALLY HAD a look at the

Caterpillar DW21 back in May 2004. As with some of those articles that were written in the early 2000s, a lot more information has become available and I’m also able to share a wider photographic perspective of these machines nowadays.

The people at Caterpillar realised with hindsight that they had missed a great opportunity when turning down RG LeTourneau’s proposal to build a selfpropelled scraper in the early 1940s.

As a result, LeTourneau practically had the whole self-propelled scraper market to itself following the war, its only competition being Heil, LaPlantChoate and Wooldridge, none of which had the large manufacturing capacity of LeTourneau.

Caterpillar could undertake very little research and development work on new products during the war years, its primary task was to supply track type tractors and 50 www.contractormag.co.nz

motor graders to the military in quantity, so its hands were somewhat tied.

However, during late 1944 when the tide of war had obviously turned in the Allies favour, resources were made available to begin design on what was to become the DW21.

It took until 1948 to produce a working prototype.

At the same time work was also underway on a three-axle machine to be known as the DW20.

Both of these machines were powered

by Caterpillar’s newly developed D337 six-cylinder engine, a feature of which was a Rootes blower to pack more combustion air into the cylinders. The early D337 was unique as the only Caterpillar diesel engine to be ever manufactured with a blower.

There were basically six versions of the DW21 built by Caterpillar over the period of its development.

Commencing with the 8W series in 1951, this featured the No 21 cable scraper with a capacity of 15 cubic yards struck and 19.5 cubic yards heaped.

The aircleaner was mounted on the left side of the machine in front of the operator with an angled fuel tank mounted on the machine’s right fender. This version had a single exhaust pipe. Engine output was 225 flywheel horsepower and the machine weighed approximately 24 tons empty.

Problems with exhaust back pressure causing cylinder head failures and valve ‘floating’ led Caterpillar to modify the cylinder head and exhaust manifold to a twin stack design around serial number 8W1061.

A complete reworking of the machine’s fuel tank allowed the aircleaner to be shifted from in front of the operator and fitted in a notch set into the fuel tank on the right hand side. This also reduced the

1. McFarland Construction DW21 getting a push from a Caterpillar D8-2U in sandy load. Points of note are the single aircleaner in front of the operator, narrow exhaust stack and the clean, rounded front of the machine, all spotting features of an early 8W series DW21.

PHOTO: AUTHOR’S COLLECTION

2. A Dutch-based “twin-stacker” DW21 in a bit of bother during stopbanking.

European contractors embraced the DW21 and many were sold to France, Holland, Germany and the UK. This example has a locally supplied cab.

Although this is still an 8W series machine, note how the aircleaner has been relocated to the right front, set into a recess in the fuel tank.

PHOTO: INTERNET

3. The very first DW21 ever sold belonging to Nick Cenci & Sons. This machine was delivered in New York in 1951. Note the aircleaner in front of the operator, the lack of any radiator guard rails and the mesh covering the radiator front.

PHOTO: AUTHOR’S COLLECTION

amount of air intake piping required.

Heaped scraper capacity was also increased to 20 cubic yards.

With these modifications the machine’s empty weight rose to 27.5 tons.

All of the 8W series DW21s had Caterpillar’s 2-cylinder gasoline pony motor starter for the D337 engine.

Ongoing problems with the D337 engine led to the next version of the machine, the DW21C, introduced in 1955.

The tractor unit was redesigned and a turbocharger was fitted to the D337 engine, replacing the Rootes blower.

Installation of the turbocharger increased engine output to 300 flywheel horsepower.

A wider range of tyres could also be fitted

with the 29.5x29 wide base type supplanting the 24x29 of the original DW21.

A new scraper was also provided, the ‘lowbowl’ No 470, which had a capacity of 18 cubic yards struck and 25 cubic yards heaped.

Empty weight was now 29 tons.

For the first time, the D337 engine was available with a direct electric starter motor as well as the traditional Caterpillar pony engine.

Caterpillar saw fit to make a distinction between the two starting methods calling the direct electric start model a 58C series and the gasoline starting engine model the 69C series.

The next version of the DW21, the DW21D, was introduced in 1958.

4. Beautiful study of a DW21C unloading on the fill in Washington state, in the US. The DW21C was the first of the DW21s to employ the No 470 lowbowl scraper. Note also the increased size of the exhaust pipe compared to the early 8W series machines. The nose of the machine still lacks any form of radiator protection.

PHOTO: ALLAN WIRKALLA

MARCH 2017 51

CONTRACTOR CLASSIC MACHINES

1. A DW21 doing what DW21s do best! This imposing beast, a DW21G belonging to Halloway Construction, is working on Interstate 94 in Michigan. The contractor had over 30 DW21s of various series working on this assignment.

PHOTO: AUTHOR’S COLLECTION

2. Two New Zealand based DW21Gs working at Lake Hawea in September 2005.

It would appear that the right hand machine still has the petrol starting engine (small exhaust pipe on hood) while the machine on the left is direct electric start. The machines are owned and lovingly maintained by Taggart Earthmovers.

PHOTO: AUTHOR’S COLLECTION

1

Horsepower was increased to 320 flywheel horsepower and the front of the tractor unit now had a perforated steel radiator guard replacing the former models’ wire mesh arrangement.

Capacity of the No 470 scraper remained the same.

Caterpillar identified the DW21D as the 85E series with electric starter motor and the 86E series with gasoline pony motor starting.

Around 1959, further changes were made to the DW21 with increases in horsepower and scraper capacity.

These alterations resulted in the machine designation being changed to DW21G, however, despite these changes, Caterpillar curiously did not alter the serial number sequence, the machines remaining as the 85E and 86E series.

The D337 engine received a new turbocharger, boosting the flywheel horsepower to 345 and the scraper was upgraded to the No 470B model with a struck rating of 19.5 cubic yards and a heaped rating of 27 cubic yards.

Increasing the horsepower necessitated adding twin aircleaners to cope with the engine’s demand. This is a good spotting feature when trying to identify between DW21C, DW21D and DW21Gs as the Gs are the only ones with two aircleaners.

Heaviest of all the DW21s at 30 tons empty, the DW21G was the final production model of the machine.

52 www.contractormag.co.nz

2

It was replaced by the Caterpillar 631A in late 1960.

Transmission All of the DW21 models featured a manual (constant mesh) transmission.

On the early 8W series machines, this was a 5-speed forward and reverse type designed and built by Cat with a 16” double plate, air-boosted clutch.

Later variants only featured 5-forward and 1-reverse ranges.

‘Gun’ operators could effect gear changes without using the clutch by momentarily activating the cable control unit which temporarily lugged the engine down enough to change ranges. This process was known as “winch changing” and was fairly widely employed.

Caterpillar also experimented with a semi-automatic transmission known as Synchro-Touch, which allowed the operator to dial up the gear required and electric solenoids would do the rest.

However, the system was prone to condensation damage resulting in all manner of gearbox failures and was quickly and quietly discontinued, while those units equipped with the device were converted back to the standard manual transmission.

The New Zealand Connection New Zealand had a very healthy population of Caterpillar DW21s with over

30 being imported. These represented almost all of the sub series that Caterpillar built of the type, including the early single and double stack 8W series machines.

By far the largest operator of the type was W Stevenson & Son which used a giant fleet of them to remove overburden from the Kopuku opencast mine in the Waikato.

Such was the high standard of maintenance carried out by “Stevies” that most of the fleet lasted well into the early 1980s before being retired to second-line duties.

Other major users included Green & McCahill, McBreen-Jenkins and the late Jack Trenouth, who had an immaculate set of machines.

For the Model Collector The Caterpillar DW21 is a machine crying out for a decent model to be made of it.

As of the date of publication there are two models available, one in 1:40 and the other to 1:87 scale.

The 1:40 scale model was manufactured

by Revell in the early 1950s and while not being entirely inaccurate, is extremely basic. It was intended as a giveaway from Cat dealers to customers and their children.

Revell’s model depicts an 8W series machine and examples can be found on Ebay for under US$100. It is more of a

B R I E F S P EC I F I CAT I O N S Caterpillar DW21C (the most numerous model) Engine: Caterpillar D337T 6-cylinder turbocharged diesel rated at 300 horsepower @ 1800 rpm Transmission: Caterpillar 5-speed constant mesh manual transmission Clutch: Caterpillar 16” double plate with air booster Top Speed: 20.5 mph Brakes: Shoe type brakes on all wheels, fully air operated and synchronised to brake scraper first to prevent jackknifing Steering: Hydraulic using 4x cylinders Turn Circle: 36’ Tyres: 29.5 x 29, 22-ply E3 Scraper: Caterpillar No 470, fully cable operated via a 2-drom Cat No 27 PCU Capacity: 18 cubic yards struck, 25 cubic yards heaped Length: 41’7” Width: 11’9” Height: 11’ Op Weight: 29 tons (empty), 56.5 tons (loaded) curio for collectors rather than a true scale model.

German model maker Roco turned out a model of the DW21 to 1:87 (HO) scale in the early 1960s. It was also released by Austrian company Umex.

Roco’s model depicts a DW21C but has quite a few inaccuracies, especially in the scraper itself, which require a bit of work to turn the model into a decent replica.

So, until one of the large dedicated manufacturers such as Classic Construction Models takes notice and fills the void, those I’m afraid, are your options.

3

3. Factory photo of a brand new DW21C with No 470 scraper in tow. This particular unit is a 58C series machine which featured direct electric starting, a first for the DW21.

PHOTO: AUTHOR’S COLLECTION

4

4. Late DW21D or early DW21G – hard to tell from the photo angle – getting a push from a Caterpillar D8-14A. Caption on the back of the photo (from Caterpillar) just says DW21. The DW21 was replaced in late 1960 by the model 631A which had an entirely different tractor unit featuring powershift transmission and planetary final drives.

PHOTO: AUTHOR’S COLLECTION

MARCH 2017 53

CONTRACTOR MOTORING

Land Cruiser

legend at its purest If there was ever a clearer personification of the old “If it ain’t broke, don’t fix it” adage than the Toyota Land Cruiser 70 Series, I‘m yet to come across it, says CAMERON OFFICER. I YOU COULD BE forgiven for thinking you’re looking at some classic Cruiser, lovingly restored to glory by a keen enthusiast. But this is actually the latest (2016) Land Cruiser 70 Series; in fact the tester only had 3000 kilometres on the clock, would you believe.

It’s hard to label this a “modern” Land Cruiser 70 Series without a stifled laugh,

At a glance Toyota Land Cruiser 70 Series Double Cab-Chassis Engine: 4.5-litre turbo diesel V8 Power: 151kW Torque: 430Nm 0-100km/h: N/A Max speed: N/A Tow rating: 3500kg (braked) Fuel economy: 10.6-litres/100km C02 emissions: 281g/km Price: $79,380

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but it really is the modern interpretation of what remains the purest 4x4 truck in Toyota’s extensive line-up. There are many touchpoints inside this that are a direct link back to the faithful 40 Series Land Cruisers of the 1960s and 1970s.

This is a 4x4 interior like they used to make, with everything built and lined for hard-wearing longevity. Window winders – relics from a bygone age – replace window switches in this model and you have to reach out and manipulate the mirrors manually to suit your rearward requirements, rather than push a toggle switch.

The driver’s door is festooned with stickers advising you when and where to use four-wheel drive, all with the same fonts and colours as your old FJ40 had. The steering wheel looks odd until you realise that’s because there isn’t a single button on it. There’s only a lap belt in the rear centre seating position (although the entire rear bench tumbles forward for extra storage, which is handy). Even the hard plastic pocket for your mobile phone seems like a reluctant add-on.

About the only concessions to

modern motoring are a reversing camera and, inside the cab, Toyota’s 6.1-inch wide touchscreen display system, allowing you to pair your phone and stream music via Bluetooth connectivity.

The 70 Series’ 4.5-litre V8 turbo diesel engine delivers maximum power of 151kW and peak torque of 430Nm from as low down in the rev range as 1200rpm; handy for pulling optimistically-loaded trailers.

Of course, if you’re crawling through muddy worksites, top-end power isn’t the most important part of the equation.

With a reputation for mud-plugging that remains up with the best of the best, the Land Cruiser 70 Series is about as surefooted a wagon as you’re likely to find.

Often, it’s at its best when crawling along, the tachometer needle barely moving.

The part-time 4WD system comes with both high and low ratios (selected via a good old-fashioned stubby secondary gear lever rather than some flashy button, of course) and features dual automatic locking hubs and front and rear differential locks for the really rough stuff.

When crawling along in low ratio four-

wheel drive, an ‘Idle Up’ switch allows you to incrementally speed up your progress without needing to stab at the accelerator and risk inadvertently bouncing off a half-buried rock. There’s only one transmission available; a fivespeed manual.

An air intake snorkel, side steps, front and rear tow hooks, front mud flaps and a locking fuel cap are other exterior highlights. A Land Cruiser 70-Series wagon is available in either bare-basics ‘Troop Carrier’ mode, and in significantly up-spec’d LX wagon mode. But single and double cab-chassis models make up the bulk of both the range and those that leave Toyota dealerships.

Incidentally that tray on our test truck isn’t part of the purchase price; it’s an official Toyota tray with drop-sides, tiedown bars and a neat slide-out spare tyre rack (all 70 Series’ models come with a full-size 15" spare steel wheel as standard). But it’s an add-on, meaning that this truck’s $79,380 asking price isn’t even the whole story. No, the Land Cruiser 70 Series isn’t cheap.

Thing is though, like all Toyota commercial vehicles, it’ll hold its value on the used market. Not that you’ll ever sell it – the 70 Series will go until the end of time. You could add another couple of zeros to the odometer of this one and I’d wager it’ll be running as smoothly then as it does now.

Updated Great Wall ute promises cheap and cheerful trade transport GREAT WALL’S DOUBLE CAB ute has a new name, new styling and a price that will play into the hands of medium-sized businesses looking to expand their fleets.

Great Wall Motors New Zealand released details of the new-look line-up in a press release in February, confirming that a 2.4-litre petrol-engined entry-level double cab 4x2 Steed will feature retail pricing of $26,990.

The only utes on offer in the New Zealand market currently that come close to that price are the Genio and Pik-Up models from Mahindra, which sit in the mid-$20,000 region also. Most mainstream ute manufacturers’ entry-level models sit in the mid-$30,000s.

The Steed will launch with four models; two petrols and two 2.0-litre turbo diesels, with the choice of 4x2 and 4x4 drivetrains for each. Other than that, buyers will have one specification option across the range. The range-topper will be the $31,990 double cab diesel 4x4.

The press release suggests all Steeds will feature a high level of spec and safety equipment for the price, including six airbags, 16'' alloy wheels (and a full-size spare), stainless steel sports bars and cargo bed liners across the range, with either five-speed manual or six-speed auto gearbox options. Payloads will range from 1010 kilograms (4x2 petrol) to 1022 (4x4 petrol).

I’ll be reviewing a Great Wall Steed in a future issue, with the newly updated utes set to arrive in New Zealand during the next couple of months.

MARCH 2017 55

CONTRACTOR INNOVATIONS

Diamond Z equipment from Ditch Witch Ditch Witch New Zealand has diversified its product portfolio with the addition of Diamond Z grinders and metal recycling equipment.

Manufactured in the US, this line-up of horizontal, tub, enclosed, tyre and solid waste grinding hardware has a global reputation for ground-up engineering dependability.

Says Ditch Witch New Zealand general manager, John Grant: “Diamond Z has been constructing specialised grinding equipment for nearly two decades and is recognised as the world’s premier manufacturer of industrial tub and horizontal grinders.

“Such is the wide range of options the company offers, we’re confident there will be a Diamond Z grinding solution for any Kiwi application.”

In 1996 Diamond Z built the world’s first fully enclosed tub grinder.

The company saw the need for a sealed system which could still process wood stumps, green waste, tyres and construction and demolition waste in a consistent and safe manner. The tub grinder quickly grew in popularity, especially with operators working in urban areas and environmentally-sensitive locations.

Mixing solid construction, manoeuvrability and reserves of grinding

power, Diamond Z also designed the SWG 1600, the world’s first and only on­site mobile solid waste grinder.

Built exclusively to process municipal solid waste and construction and demolition disposal, in overseas markets this model has been deployed in landfill and transfer stations, where its impressive 300 ton-per-hour production rates have had a direct result on net operating income for a variety of operators.

“These are just two of the many model lines available, but it’s examples like these that show the Diamond Z brand really will open up new territory for us,” says John.

“As with our introduction to New Zealand of the Komptech range of mechanical and bio-mechanical waste treatment machinery last year, bringing the Diamond Z name into the fold means we have even more of an opportunity to discuss recycling solutions with an entirely new audience.

“Taken together, our company now offers a vast array of options for our combined recycling industries.”

More information: Phone 0800 396 9583 or 09 570 1002.

Z+F laser scanning Position Partners is now the distributor for Zoller and Frohlich (Z+F) 3D laser scanning solutions throughout Australasia.

Z+F is a respected electrical engineering firm based in Germany and under the distribution agreement, Position Partners offers sales, training and technical support for a range of Z+F laser scanners.

“Z+F has a reputation for delivering industry-leading solutions that are innovative, reliable and highly accurate,” says Martin Nix, Position Partners CEO. Position Partners is offering the popular Z+F IMAGER 5010 series as well as the new Z+F IMAGER 5016, a compact, high performance instrument that delivers more than one million points per second accuracy up to distances of 360 metres.

For more: Phone 0800 867000, or visit www.positionpartners.co.nz.

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INNOVATIONS CONTRACTOR

Sakai SV520 series now available Good compaction is the key ingredient for any successful roading or earth compaction project and Sakai, a manufacturer of vibratory compaction equipment, has launched its innovatively designed Sakai SV520 series through New Zealand distributor AB Equipment.

The SV520 is designed for medium to large compaction jobs and includes new features that lower operating costs and enhance operator comfort, including an air conditioned ROPS cabin, variable frequency and amplitude control as standard. Also the SV520DF comes complete with a removable padfoot shell kit to greatly increase the versatility of the machine.

Sakai originally introduced the SV520 and 520DF models both powered by Isuzu 4BG1T diesel engines with a rated output of 83.3kW at 2,100rpm at last years Bauma Show. Combining simplicity with some very clever technology the Sakai SV520 roller has a compactive force that reaches target density in a lesser number of passes to achieve better compaction uniformity. On top of this Sakai’s new Eco compaction mode (ECM), is said to reduce fuel consumption by up to 20% while maintaining compactive performance.

Operator comfort and safety is paramount. The durable dual rubber isolation system between the drum and operator deck reduces noise levels to as low as 87 dB (A) allowing the driver to become more focused and productive.

South Auckland contractor B&T Earthmoving along with retaining wall and pile foundation company Polespecs and environmental resource company Waste Management are recent converts to the popular Sakai SV520DF model Through AB Equipment customers can access a wide variety of

Sakai compaction equipment to suit any construction application.

Popular amongst the range is the SW652 7-tonne double smooth drum vibratory roller, the SW502 4-tonne double smooth drum vibratory roller and the TW504 4-tonne combination vibratory roller.

For further information call 0800 30 30 90 for the location of your nearest nationwide AB Equipment office, or visit our website www.abequipment.co.nz.

For improved road maintenance Australian-based road maintenance and manufacturing company Stabilcorp has Released its ShoulderMaster Gravel Skid Steer attachment.

This product is said to build on the success of its first paving attachment, the SM1500 which delivers both asphalt and gravel.

This powerful machine has a capability to disperse material up to 2.2 metres wide through a larger hopper design and wider conveyor belt delivering material at a high rate to any verge or road shoulder.

The company believes there is a significant pent-up demand for such a product and anticipates strong sales particularly in regional areas and also export markets, and the company is attending CONEXPO this month.

“Overseas interest for ShoulderMaster has been outstanding,” says Peta Pinson, managing director of Stabilcorp.

“We have fielded numerous enquiries from New Zealand and many other countries. The product fills a much-needed gap in the road maintenance industry, as governments invest billions of dollars to maintain vital road networks and improve road safety.”

Closer to home, Stabilcorp will also showcase its ShoulderMaster attachments at the upcoming Diesel Dirt & Turf Expo during April in Penrith, NSW. MARCH 2017 57

CONTRACTOR CIVIL CONTRACTORS NEW ZEALAND

CCNZ update Welcome to New Members CHB Earthmovers, Hawke’s Bay branch and Bull Earthworx, Auckland branch.

CCNZ Kensington Swan Roadshow February/March 2017 In conjunction with Core Associate, Kensington Swan and Major Associate, Manage Company, CCNZ will be running a national roadshow in the late February/March period. The purpose of the roadshow is to ensure that members have information about: 1. How you can best manage the legal requirements of the retentions regime that comes into force on 31 March 2017.

2. How you can manage your ACC risk and cost and prepare for the upcoming changes to the Safety Star Rating and the ACC Experience Rating schemes.

3. CCNZ activities and initiatives.

By the time that this article is published the Roadshows will be well underway. Dates, times and venues will be sent directly to members

SAVE THE DATE: CCNZ conference 2–5 August 2017 CCNZ is pleased to announce its 73rd Annual Conference is being held in Dunedin from Wednesday 2 to Saturday 5 August 2017.

The programme committee is developing an informative businessorientated programme and planning is well underway for an exciting social programme featuring the President’s Welcome; CablePrice Theme Dinner; Z and Connexis Awards Luncheon; and, the CCNZ/ Hirepool Construction Excellence Awards Dinner.

Further details will be posted on the website www.ccnzconference.co.nz or contact ForumPoint2 Conference Partners on 07 838 1098 or email conference@fp2.co.nz.

CCNZ Call for Conference Papers The Call for Papers for the CCNZ 73rd Annual Conference is now open.

The 2017 Conference is being held at the Dunedin Centre, Dunedin from 2 to 5 August 2017 and we invite you contribute to the Conference by submitting an abstract for consideration for oral presentation at the Conference. We value your input and encourage you to share your knowledge with the wider industry.

Please refer to the following links for further information on submission, and if you have any questions please do not hesitate to contact Melanie Robinson, Project Coordinator, ForumPoint2 Conference Partners... melanie@fp2.co.nz or 07 838 1098.

4000 tests make ConstructSafe the new standard Uptake of ConstructSafe competency testing is mushrooming with over 4000 tests delivered including almost 1000 in January.

CCNZ CEO Peter Silcock, who is also a member of the Construction Safety Council, says he is “surprised but pleased by the numbers for January” and expected the uptake to grow rapidly as clients and head contractors start to specify ConstructSafe as a minimum competency standard for contractors and subcontractors.

“It is great that more and more organisations are recognising the benefits and value of ConstructSafe,” he says.

“While compliance was one driver, with NZTA requiring all contractors working on the network to be ConstructSafe certified

by July 1, there is also a realisation that the test is a meaningful assessment of competency and is providing valuable information for contractors to better plan and target training investments.”

CCNZ is still working on getting more clients including local authorities to recognise ConstructSafe. Now that numbers in the system are rising people have more confidence in setting it as their bench mark.

Go to www.constructionsafetycouncil.co.nz/constructsafe for further information about ConstructSafe.

ADV E RTI S ERS IND EX Allied Petroleum

47

Gough Cat

Auckland Cranes

35

Heaney 21

Shouldermaster 9

OFC, 18, 19

Hirepool 25

Simple Shelter

33

Industrial Seatbelts

Super Tyre Warehouse

39

CablePrice CB Norwood – Kubota

29

15

17

Real Steel

11

CCNZ 40

Komatsu OBC

Synergy Positioning

12

Counties Ready Mix Concrete

Mimico 5

Thomson Reuters

37

NZ Ready Mixed Concrete Assoc.

45

Triple Six

Connexis 49

Plan A

13

Youngman Richardson

Global Survey

Porters Equipment

ConExpo – Con/AGG 2017

58 www.contractormag.co.nz

31 IBC

41

IFC

7 36

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