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SPECIAL FeatureS Assessing Environmental Impacts of East West Link 2 Budget 2013 – Transport Infrastructure Investment
State Budgets – Victoria, Queensland & Tasmania
August ISSUE AustStab Segment (Stabilisation) Road Safety Road & Pavement Maintenance Intelligent Transport Systems Road & Line Marking Compaction Pipes & Pipeline Technology Stormwater Review Water Efficiency Parks, Street Furniture & Recreation Equipment
Warm Mix Validation Project
Boral Role in Peninsula Link Project
Double/Double Seal Design
CIVIL WORKS Major Project Governance
Strengthening Heritage Landmark
New Role for iNSW
Manuals to Aid Flood Engineers
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Aerial view of Melbourne from the end of the Eastern Freeway in Abbotsford. Source: Linking Melbourne Authority. Photo: Heaven Pictures.
Probing the impacts of planned East West Link The framework for assessing the environmental impacts of Melbourne’s proposed $6 billion to $8 billion East West Link was released on May 28 by Victoria’s Planning Minister, Matthew Guy. The planned tunnel project would run from the Eastern Freeway to City Link in Parkville. Mr Guy said the scoping directions for the Comprehensive Impact Statement would address the range of environmental, engineering and heritage matters for the project. “I have requested that the Linking Melbourne Authority thoroughly investigate key matters associated with the project and identify ways to avoid or minimise any impacts. “While the East West Link includes one of the longest road tunnels in Australia, to minimise impact on the community and parkland above, there are still various issues that need to be carefully assessed – particularly where there are surface works.” Mr Guy said an independent assessment committee would be established to consider the findings of the Comprehensive Impact Statement, as well as submissions from members of the community and other stakeholders. The Comprehensive Impact Statement is expected to be released for public comment by the end of 2013. 2
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“Last year we drilled 43 boreholes to get an idea of the soil and rock types, their material properties and suitability for tunnel construction methods that exist underground throughout the project corridor.”
The assessment committee will make final recommendations on the project to Mr Guy who will then consider the required statutory approvals. Construction is expected to commence in late 2014, subject to the timing of approvals and the conclusion of arrangements for commercial delivery of the project. In other developments, geotechnical drilling crews and other field specialists are involved in detailed planning work for the link. Minister for Roads, Terry Mulder, said while an indicative corridor had been developed, ongoing geotechnical work, along with community
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and industry input, would help to refine the city-shaping road. “Last year we drilled 43 boreholes to get an idea of the soil and rock types, their material properties and suitability for tunnel construction methods that exist underground throughout the project corridor,” Mr Mulder said. “We’re now at the stage where we have received some useful feedback from the construction and engineering industries, which has informed us of where we should conduct further drilling.” Linking Melbourne Authority is working through an approval process with the relevant authorities for the next stage of drilling, which is expected to include 50 additional boreholes located along the Eastern Freeway, Alexandra Parade, Princes Street, Cemetery Road corridor, Royal Park and around CityLink. LMA’s Chief Operating Officer, Geoff Rayner, said the drilling would be undertaken along the East West Link corridor, including three holes in roads within the Melbourne General Cemetery, to better understand the ground conditions given the tunnel would be deep beneath the surface under the cemetery. “We’ve been working closely with Heritage Victoria and the Southern Metropolitan Cemetery Trust on the drilling in the cemetery, including identifying sites that are within long-standing roadways where there is no evidence of previous burials,” Mr Rayner said. “There will also be a full archaeological investigation at each of the three locations within the cemetery to clear each site before drilling commences. “In addition to the drilling, we will also be undertaking a seismic survey in Royal Park, which involves burrowing shallow holes and measuring the density of underground material.” Geotechnical drilling at key locations along Alexandra Parade.
Traffic congestion on Alexandra Parade – congestion the link is designed to reduce.
“This is a project for Victoria, to benefit Victorians – so community involvement is crucial.”
The first stage of the East West Link is a six kilometre tunnel and road connection from the Eastern Freeway to CityLink, with planning work to consider a future connection to the Port area. Mr Mulder encouraged all members of the community to become involved with planning for the East West Link, with many avenues available for people to provide feedback and input into the project. Linking Melbourne Authority was scheduled to conduct public displays in early June, where members of the public would be able to talk to the project team and have their say on the East West Link. “This is a project for Victoria, to benefit Victorians – so community involvement is crucial,” Mr Mulder said. The Victorian Government was due to discuss details of the project’s first stage with financiers, engineers and major construction contractors on June 6. The contractors included the French construction company, Bouygues and the Spanish construction and engineering conglomerate, Cintra/Ferrovial. 4
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Major upgrade for stretch of Adelaide’s South Road The 3.7 kilometre stretch of Adelaide’s South Road between Torrens Road and the River Torrens will be significantly upgraded, improving safety and travel times along Adelaide’s north-south traffic corridor. The $896 million project will be jointly funded by the Federal and South Australian Governments in response to a comprehensive twoyear planning study for South Road. The solution proposed by the SA Government and supported by Canberra will transform a critical section of South Road. Being part of the National Land Transport Network, the stretch of road is consistently busy, carrying between 33,000 and 52,000 vehicles a day. The project is designed to provide a section of road that will accommodate forecast increased traffic volumes 20 years from now and one that provides a faster, more efficient and safer route for South Road and surrounding traffic. It will incorporate lowering a section of the roadway between Torrens Road and the River Torrens, and reducing traffic bottlenecks while retaining pedestrian, cyclist and local traffic crossings at ground level. A lower roadway under Grange and Port Roads will enable better movement for passing traffic while addressing congestion issues along that strategic north-south corridor. By taking the Outer Harbour line above South Road, the project will also create an opportunity for an elevated rail station at Croydon that
eliminates the need for two level crossings. Early work on the project is due to begin later in 2013. SA Transport and Infrastructure Minister, Tom Koutsantonis, said the stretch of South Road had been identified as a high priority by Infrastructure Australia. “Unlike many sections of Adelaide’s road network that are congested during peak periods, this section of South Road experiences high levels of congestion all day,” Mr Koutsantonis said. “When completed, 2.5 kilometres of road, between Hawker Street and Ashwin Parade, will be non-stop travel. This will improve current conditions and account for considerably increased passenger and freight traffic well into the future. “The $896 million project also allows for its future connection to the Superway to the north and provides improvements for east-west traffic on Port Road and Grange Road,” Mr Koutsantonis said. “This proposal arose from a two-year planning study for the NorthSouth corridor that allowed for input from businesses, residents, stakeholders and the wider community to develop an optimal design. “The feedback enabled DPTI (Department of Transport Planning and Infrastructure) to determine the community’s needs for pedestrian and cyclist crossing points, local road connections and access to properties both during construction and after the project is completed.”
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Tunnelling complete on Legacy Way Tunnelling on Brisbane’s Legacy Way project is now complete after the breakthrough earlier this month of the project’s second tunnel boring machine (TBM) Annabell. Transcity – a joint venture between Spanish Infrastructure company Acciona, Italian tunnelling specialist Ghella and local Brisbane experts, BMD Constructions – is celebrating the breakthrough of both machines after they successfully tunnelled through Brisbane’s inner west in record time. Launched from the Toowong worksite in September 2012 after a spectacularly short assembly time of less than three months, TBM Annabell joins her sister TBM, Joyce, in setting new industry benchmarks having excavated an average of 163.8 metres per week. Transcity Project Director, Fernando Fajardo, spoke about the project’s achievements. “Our TBMs have achieved incredible records with Annabell excavating 48 metres in one day, as well as a maximum of 239.9 metres in one week, and a 30 day maximum of 818.9 metres. TBM Joyce was the machine to break the world record for large diameter TBMs, excavating an outstanding 49.7 metres in just one day.” The design of all production related plant and equipment, as well as the logistics processes, were centred on maximising production rates and using innovative techniques. 6
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Techniques like the construction of an underground conveyor system to transport all excavated spoil directly into the adjacent Mt Coot-tha Quarry; designing a grout system that can be pumped directly into the twin tunnels; and incorporating permanent structures into temporary work, assisting the entire team in enhancing work processes and increasing efficiency. Transcity Tunnel Manager, Matteo Ortu, said the spoil conveyor system now served a second purpose. “A key element in our logistics process has been the decision to use our spoil conveyor in reverse to assist with back-fill operations for the twin tunnels.” “This solution limits our community and environment impacts as the alternative would have been to truck material from an external quarry into the worksite, resulting in thousands of truck movements eliminated from surface roads over the course of backfilling operations.” Transcity will now focus on the disassembly of both machines under the eastern cut and cover tunnel structure, located adjacent to the Inner City Bypass at Kelvin Grove. Once this process is complete and the team has access to both mainline tunnels, the mechanical and electrical fit-out works will begin.
Above: Aerial view of work on Brisbane’s Legacy Way project Below:Crews assess progress of construction work Bottom: Legacy Way’s spoil conveyor now being used in reverse to assist with back fill operations
Next stage of the ‘missing link’ The proposed motorway linking Sydney’s F3 with the M2 has progressed to Stage 3 under the New South Wales Government’s unsolicited proposals assessment process. Stage 3 of the process involves finalising of all outstanding issues with a view to entering into a binding agreement for the motorway, if the government decides to accept the final offer. The development has been welcomed by Federal Infrastructure and Transport Minister, Anthony Albanese. “This development brings the project closer to construction and follows the commitment we gave in the Federal Budget to make this much needed, long talked about missing link a reality sooner rather later,” Mr Albanese said. The Federal Government is providing $405 million to the project with a matching contribution from the State Government. The private sector will provide the balance of the required funding. The State Government received the unsolicited proposal from private motorway operator ,Transurban, and the Westlink M7 shareholders during 2012, to construct the eight kilometre link along the Pennant Hills Road corridor.
A cross-agency committee has been working with Transurban and the Westlink M7 shareholders to develop and assess the proposal. The Cabinet Infrastructure Committee has approved progression of the unsolicited proposal to Stage 3, with a view to entering a binding agreement next year with the proponents to deliver the project. Premier, Barry O’Farrell, said the so-called “missing link” had the potential to cut 15 minutes from travel times in each direction and remove thousands of trucks from Pennant Hills Road. State Roads Minister, Duncan Gay, said the F3-M2 link would provide a continuous motorway between western and south western Sydney and the Central Coast and Hunter region. “We have been working closely with the private sector to progress this new motorway project, to reduce congestion on Sydney’s roads and provide better and more efficient movement of freight across the state,” Mr Gay said. The NSW Government will seek to negotiate a final binding offer with the proponents before making a final decision on whether to accept the proposal.
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Ten year update plan for Bruce Highway The Federal Government has committed to a 10-year, $4.1 billion capital works program for the Bruce Highway which will further improve safety, cut travel times, ease congestion and improve the road’s flood immunity. The Bruce Highway is Queensland’s main north-south transport link covering 1,700 kilometres and connecting Brisbane to the state’s major regional and coastal communities. Each day, the road is used by more than 500,000 motorists and truck drivers. The package of works is in addition to work started five years ago – the latest announcement takes the total commitment by Canberra to $5.7 billion. A timetable for the work will be negotiated with the State Government. Components of the 10 year plan (2012-13 to 2021-22) are: Yeppen South Floodplain Upgrade: improve the flood immunity between the Burnett Highway and the Yeppen Roundabout. Includes construction of two newly raised northbound lanes and a new 1.6 kilometre long bridge. Mackay Northern Access upgrade: widening the section between the northern end of Ron Camm Bridge to north of Mackay Bucasia Road (near the Davey Street overpass) from four to six lanes. Mackay Ring Road—finalise planning and build: finalising the detailed planning, undertaking land acquisition and building a 28 kilometre ring road around Mackay including a dedicated link to the Port of Mackay. Rockhampton Northern Access Corridor – Yeppoon Road to Boundary Road: widening the section between Yeppoon Road to Boundary Road from two to four lanes and the upgrade of two intersections. North Queensland Flood Immunity Package: Improve flood immunity between Bowen and Ingham. Work includes: • Construction of a new higher level bridge to replace the Haughton River and the raising of approaches; • Construction of a new higher and longer bridge to replace the bridges at Cattle Creek and Frances Creek – also involves raising the section between Cattle Creek and Toobanna; • Construction of a new higher and longer bridge to replace the Sandy Gully Bridge and realigning the approaches to Q50 flood immunity; and • Construction of a new higher and longer bridge to replace the Yellow Gin Creek Bridge – also involves an intersection upgrade at Beachmont Road.
Caloundra Rd to Sunshine Motorway – Stage 1: construction of a new flyover ramp providing a direct non-stop connection for motorists travelling north on the Bruce Highway from the Sunshine Motorway. This will significantly improve safety and congestion by removing the current at grade intersection. Gateway Motorway to Caboolture – Managed Motorways: installation of an electronic freeway management system including variable speed limit signs; entry ramp signalling; CCTVs; digital message signs providing live updates on traffic conditions and delays; and signs advising drivers of lane and speed restrictions. Pavement widening: St Lawrence to Bowen: pavement strengthening and/or widening of around 21 kilometres of the Bruce Highway between St Lawrence and Bowen. Four sections will be targeted: St Lawrence to Mackay; Mackay to Proserpine; Proserpine to Bowen; and Bowen and Ayr. Cairns Southern Access Corridor – widening between Robert Rd to Foster Rd: widening the Bruce Highway between Robert Road and Mulgrave Road/Ray Jones Drive from four lanes to six lanes. Work is the next stage of the upgrade of the southern approach to Cairns and builds on the current work between Sheehy Road to Ray Jones Drive. Bruce Highway – South of Home Hill to North of Ingham: Pavement strengthening and/or widening of around 79 kilometres of the Bruce Highway between Home Hill and Ingham. Four sections will be targeted: Wangaratta Creek to Edward Street, Ayr; Edward St, Ayr, to Stuart Bypass intersection; Stuart Bypass intersection to Lannercost Street; and Lannercost St to north of Ingham. Cooroy to Curra Section C & D: funds for planning for future construction of Section C & D of the Cooroy to Curra section of the Bruce Highway. This will help determine the final cost and construction timetable for the upgrades of these two remaining sections. Bruce Highway Black Spots: package will continue the roll out of firstever dedicated Bruce Highway Black Spot Program which is already fixing over 100 dangerous black spots between Caboolture and Cairns. Bruce Highway Overtaking Lanes: package will continue the roll out of first-ever dedicated Bruce Highway Safety Program which is already fixing over 100 dangerous black spots between Caboolture and Cairns.
Dukes Highway safety upgrade completed All the section priorities for resurfacing as part of the Dukes Highway Safety Upgrade program have been completed with the recent end of work on a six kilometre stretch of road between Cannawigara and Bordertown. A total of eight kilometres of the highway was targeted as part of the current six year program, which commenced in 2008. Repairing and resurfacing deteriorating sections of the key link between Adelaide and Melbourne is only one element of the safety program. In addition, 86 kilometres of safety barriers are being installed and 90 kilometres of the highway are being widened – measures which better separate vehicles and help prevent head-on collisions. The Dukes Highway Safety Upgrade program is being jointly funded by the Federal ($80 million) and South Australian Governments ($20 million). 8
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The two governments have already funded the installation of audible centre-line strips along 90 kilometres of the highway; a measure which, according to international research, can reduce the number of crashes by as much 14 per cent. The strips alert drivers to the fact they are drifting onto the wrong side of the road and possibly into the path of an oncoming vehicle. Other elements of the safety program included the removal of roadside hazards, construction of seven new rest areas, upgrades of 10 existing rest areas, and provision of 11 new and extended overtaking lanes. The Dukes Highway was originally established in the 1850s as a route for transporting gold from the Victorian goldfields to Adelaide.
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Further improvements to Melbourne’s M80 The Billion dollar upgrade of Melbourne’s M80 Ring Road reached another milestone at the end of May with completion of work along the section between Sydney Road and the Calder Freeway. The project involved widening a 10.7 kilometre section to at least six lanes to improve traffic flow and deliver smoother, less congested driving conditions for the more than 140,000 motorists who use the road every day. In addition, the Federal Government set aside a further $525 million in new money in the Budget to upgrade and widen the last sections of the M80 as part of its next Nation Building Program. That allocation takes total Federal investment in the motorway to more than $1.4 billion. The current M80 Upgrade is being jointly funded by the Federal ($900 million) and Victorian ($300 million) Governments, with this package of works expected to be completed by the middle of next year.
Victoria’s Roads Minister, Terry Mulder, said the current works were installing extra lanes along 23 kilometres of the link to Melbourne’s south-western suburbs, as well as the airport and the Hume Freeway. “The section just completed now has a minimum of three lanes in each direction and up to five lanes between the Tullamarine Freeway and Jacana Tunnel,” Mr Mulder said. “As well as widening the road, we’ve also installed the latest electronic freeway management technology to give VicRoads the tools to better manage traffic flows and ensure we get the most out of the investment we’re making. “This is part of the Victorian Government’s $5.6 billion infrastructure spend this year, and we have a record $6.1 billion we’ll be investing next year. “It further secures Victoria’s place as the home of freight and logistics in Australia,” Mr Mulder said.
East West planning process underway Community members can learn more and have their say about Melbourne’s East West Link project under a formal planning process for the city-shaping development. The planning process was launched on 16 May. Victoria’s Transport Minister, Terry Mulder, said an indicative corridor for the project had been developed and it was time to receive feedback from the community before finalising a more detailed design for release over the coming months. “We’re getting on with the job of delivering the East West Link for the Victorian community as announced in the Victorian Budget,” Mr Mulder said. “This work will concentrate on any social, heritage and environmental impacts of the project and how they can be best avoided or mitigated. “While we know that we clearly need the East West Link, it’s important to understand any local concerns so that we can take these into account as the project develops. We are encouraging everyone to participate in the planning process and upcoming consultation activities for the East West Link. “We also expect the market to have some innovative ideas on the project given its expertise in financing and constructing major tunnel projects around the world, so we’ll also be seeking ideas from industry,” Mr Mulder said. Minister for Planning, Matthew Guy, said the planning process and consultation was beginning. “I have decided that a Comprehensive Impact Statement (CIS) is required under the Major Transport Project Facilitation Act 2009,” Mr Guy said. “This is a clear, transparent planning and assessment process that involves community feedback on this important project for all Victorians.” Mr Mulder said this meant there would be a range of technical studies in areas like social, heritage and environmental to help understand any issues, with the final CIS documentation expected to be on exhibition for public comment by the end of 2013. “This is really looking at all the nuts and bolts of the East West Link and making sure that people have the opportunity to provide input 10
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into its development, while also applying for the necessary approvals ahead of its construction,” Mr Mulder said. Government agency, Linking Melbourne Authority, was due to hold a series of public information displays for the East West Link in the first week of June. There will also be more information on the project and planning process available through an online consultation at www. linkingmelbourne.vic.gov.au and a community reference group, which is being established to help facilitate communication between the planning team and the wider community.
Work crews take soil samples as part of East West Link planning process.
Proponents sought for Moorebank Intermodal Terminal Private companies had until 12 June to register their interest in developing and operating the Moorebank Intermodal Terminal to be constructed in Sydney. The Federal Government called on 21 May for Registrations of Interest from local and international companies and consortia to deliver what it described as a “major milestone in the delivery of this nationally significant infrastructure project”. The Moorebank Intermodal Terminal will bring the public and private sectors together to generate around $10 billion in economic benefits through reduced freight costs, reduced traffic congestion and better environmental outcomes. “The Terminal is due to commence operations in late 2017 and will be Sydney’s major rail freight solution for decades to come,” Federal Infrastructure and Transport Minister, Anthony Albanese, said. “Once up and running, it’s forecast the Terminal could remove 1.2 million trucks each year from Sydney’s roads – that’s equivalent to 3,300 trucks per day.” “This project is essential to delivering greater freight efficiency and competitiveness for Australian businesses and is looking to make improvements along the length of the supply chain.” The Registration of Interest process was undertaken by Moorebank Intermodal Company which was established in December 2012 to take the project to market.
Since its establishment, the company engaged widely with industry. Briefings were provided to more than 60 Australian and international companies including large rail freight operators, intermodal users, financiers and construction companies. “There is strong interest across the board in project participation as well as from industry players keen to use the terminal. This reflects the commercial benefits of this venture,” Minister for Finance and Deregulation, Penny Wong, said. “The Moorebank Intermodal Terminal is an example of government working with the private sector to bring about an infrastructure project in the best interest of the state and the country.” Private sector companies and consortia with world-class expertise in the planning and management of major freight and logistics facilities including intermodals and warehousing were asked to register their interest. “This process will assist the company to identify a global field of interested participants,” Senator Wong said. The proposed intermodal terminal will include a port shuttle terminal capable of handling up to 1.2 million containers annually, an interstate terminal served by the Australian Rail Track Corporation network with capacity for a further 500,000 containers annually, and complementary warehousing. The next stage in the procurement process will commence with a request for Expressions of Interest in August 2013.
Fresh capital injection for Restart NSW Major road projects will benefit from funding of $4.7 billion that has been allocated to Restart NSW, a fund established in 2011 to drive the renewal of key economic and social infrastructure in New South Wales. Commitments from Restart NSW – totalling more than $2.6 billion – include $1.8 billion for the WestConnex Motorway and upgrades to the Pacific and Princes Highways. WestConnex is the combined M4 and M5 extensions and is estimated to cost $10 billion. The latest funding for Restart NSW comprises the proceeds of two major asset transactions, tax revenues that exceeded forecasts from 2011-12 and the government’s Waratah Bonds program. State Treasurer, Mike Baird, said thanks to the success of the recent transaction involving Port Botany and Port Kembla, Restart NSW had been boosted to $4.7 billion and had enabled the government to fully fund its commitment to the first stage of WestConnex. “There remain uncommitted funds in Restart, but these will be allocated in a financially responsible way,” Mr Baird said. “Our infrastructure program is critical to rebuilding the economy, creating jobs and improving the lives of people in NSW, whether it’s their daily commute or the quality of the schools and hospitals in their local communities.” Mr Baird said along with $4.3 billion in net proceeds from the ports transactions, Restart NSW had received $312 million from the lease of the Sydney desalination plant, $96 million from windfall tax revenues announced in the government’s Half Yearly Review and $46 million to date from Waratah Bonds. Nearly a third of the proceeds of Restart are reserved for projects in regional NSW, with 10 per cent of this funding to be spent on the Resources for the Regions program. Along with WestConnex and Resources for the Regions, projects being funded by restart include: • upgrades to the Pacific Highway and Princes Highway; • an Illawarra Fund worth $100 million from the lease of Port Kembla; and • Bridges for the Bush – a $135 million program for replacing and upgrading 17 bridges in regional areas.
All projects are on the recommendation of Infrastructure NSW, which must approve any withdrawal of funds for infrastructure.
“Our infrastructure program is critical to rebuilding the economy, creating jobs and improving the lives of people in NSW, whether it’s their daily commute or the quality of the schools and hospitals in their local communities.”
Southern Expressway duplication reaches halfway mark Work on duplication of Adelaide’s toll-free $407.5 million Southern Expressway has passed the halfway mark with the project’s focus shifting from excavation to laying the road surface. Three of nine bridges spanning the duplicated expressway had been extended by the first week in May and asphalt was now being laid on the new carriageway. “Reaching the asphalting stage means we have moved nearly 1.55 million cubic metres of earth, which equates to about 90%of the total excavation,” SA Minister for Transport and Infrastructure, Tom Koutsantonis, said. “Around 210,000 tonnes of asphalt will be laid over the next 12 months to complete pavements on the 18.5 km expressway duplication. “Three of the nine bridges have now been extended to span the expressway, with two more set to re-open in the coming months. 12
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“Road users can expect to see a lot of activity around Marion, Beach and Sherriffs Roads as work continues on new interchanges and construction begins on new expressway bridges and new north-bound and south-bound off-ramps,” Mr Koutsantonis, said. The Minister said the next bridge scheduled to be reopened was Elizabeth Road at Christies Downs – it was due to be opened at the end of May. Mr Koutsantonis said duplicating the expressway was estimated to save about 13 minutes of travel time between Bedford Park and Old Noarlunga compared to Main South Road. “We are halfway toward opening a toll-free expressway that allows motorists to travel at any time of the day and avoid 16 intersections with traffic lights on Main South Road.” Mr Koutsantonis again thanked local businesses and residents along the route of the duplication project who had experienced inconvenience during the excavation works.
transport infrastructure investment Spending on transport infrastructure, particularly roads, is a key component of any Federal Budget, and the 2013-14 Budget handed down on May 14 is no exception. Federal Minister for Infrastructure and Transport, Anthony Albanese, said the Budget continued the rollout of the government’s current multi-billion dollar capital works program in each jurisdiction and also started to identify major projects to be funded as part of the next Nation Building Program, which would commence in July 2014. On the following pages, Roads and Civil Works Magazine has compiled a rundown of Federal spending in each state and territory as part of the budget.
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In New South Wales, a preliminary schedule of new projects to be funded and delivered over the five year life of the next Nation Building Program (2014–15 to 2018–19) has been developed after talks between Canberra, the State Government and Infrastructure Australia. The projects are: • Sydney Motorways Program – deliver the M4 and M5 extension in partnership with the NSW Government and private sector. o Federal contribution: $1.8 billion. • Sydney Motorways Program – the F3 to M2 Missing Link. Funding to help deliver this project in partnership with the NSW Government. o Federal contribution: $400 million. • F3 Productivity Package – a package of four projects that includes the widening of the F3 between Tuggerah and Doyalson and between Kariong to Somersby, and capacity improvements to the Kariong Interchange ramps, and the Weakleys Drive intersection. o Federal contribution: $195.8 million. • Port Botany Upgrade Program – the removal of the rail level crossing at the General Holmes Drive with the construction of a road underpass; and planning for the duplication of the Port Botany Rail Line. o Federal contribution: $40 million. • Port Botany rail line upgrade – the upgrade of the Port Botany Rail Line to improve access and connectivity between the port and the future Moorebank Intermodal Terminal. This project also includes future planning for the Metropolitan Freight Network. o Federal contribution $75 million. • M4 on-and-off ramps between Erskine Park and St Clair – work to progress the scoping, planning, preconstruction work on an additional set of on-and-off ramps along the M4 at Roper and Erskine Park Roads. o Federal contribution $5 million (already announced). • Bolivia Hill – the realignment of three kilometres of the New England Highway at Bolivia Hill to improve safety. o Federal contribution: $80 million. • Scone Level Crossing – fixing congestion and safety issues around the level crossing along the New England Highway in Scone. o Federal contribution: $45 million. • Mt Ousley upgrades – project will involve the construction of two new northbound and two new southbound climbing lanes on Mt Ousley Road between Bulli Tops and Picton Road interchange. o Federal contribution: $42 million. • Kapooka Bridge – replacement of the Kapooka Bridge on the Olympic Highway and the removal of sharp curves on approach. o Federal contribution: $19.5 million (already announced). 14
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• Newell Highway overtaking lanes – extra overtaking lanes on the Newell Highway to support freight movements in rural NSW. The new overtaking lanes are planned for 32 kilometres north of Moree, northbound; 19 kilometres north of Jerilderie, northbound; 58 kilometres north of Jerilderie, southbound and 15 kilometres north of Parkes, southbound. o Federal contribution: $5 million (already announced). As well as setting the agenda for the future, the 2013–14 Budget also provides the final annual instalment of $1.7 billion for the current Nation Building Program (2008–09 to 2013–14). The Budget also brings forward $100 million towards the Hunter Expressway, a 40 kilometre dual carriageway between the F3 and the New England Highway near Branxton, which is now expected to be completed by the end of this year (Federal Contribution $1.5 billion). This year’s funding allocation will enable work to be completed on the following major projects: • Construction of the new Bulahdelah Bypass on the Pacific Highway. o Federal contribution: $303.6 million. • Straightening of the Pacific Highway between Herons Creek and Stills Road. o Federal contribution: $53 million. • Duplication of the Pacific Highway at Devils Pulpit north of Grafton. o Federal contribution: $62 million. • Construction of the new Bega Bypass. o Federal contribution: $60 million. • Upgrade of the intersection between the Barton Highway and Murrumbateman Road including the construction of a right turning lane. o Federal contribution: part of a $40 million package. • Duplication of the Great Western Highway between Woodford to Hazelbrook. o Federal contribution: $70 million. • Construction of a new two-lane bridge over the Hunter River at Aberdeen. o Federal contribution: $28 million. • Eliminating sharp curves on the rail line between Maitland and the Queensland border. o Federal contribution: $99.2 million. Over the coming 12 months work will also continue on a range of projects, including: • Duplication of the Pacific Highway between Sapphire and Woolgoolga. o Federal contribution: $632 million. • Duplication of the Pacific Highway between Tintenbar and Ewingsdale. o Federal contribution: $566 million. • Upgrading the ballast and drainage systems on the rail line between Sydney and Melbourne. o Federal contribution: $83 million. • Upgrading the Northern Sydney Freight Corridor which will speed up the movement of freight trains through Sydney, remove up to 200,000 trucks a year off its roads and improve the reliability of passenger services. o Federal contribution: $840 million. • Construction of the Moorebank Intermodal Terminal in partnership with the private sector, a facility which will take 1.2 million trucks a year off Sydney’s road network, prevent gridlock around the Port Botany and ultimately transform the movement of freight along the entire east coast.
• Upgrading the Port Botany Rail Line to eliminate dockside bottlenecks and increase capacity along the line to the Port from 700,000 to around one million containers a year. o Federal contribution: $145.4 million. This year’s funding allocation will enable work to commence on a range of projects, including: • Duplication of the Pacific Highway between the Oxley Highway and Kundabung. o Federal contribution: to be finalised. • Duplication of the Pacific Highway between Kundabung and Kempsey. o Federal contribution: to be finalised. • Duplication of the Pacific Highway between Frederickton and Eungai. o Federal contribution: $381 million. • Duplication of the Pacific Highway between Warrell Creek and Nambucca Heads. o Federal contribution: to be finalised. • Duplication of the Pacific Highway between Nambucca Heads and Urunga. o Federal contribution: to be finalised. • Widening the Great Western Highway to three lanes along Forty Bends. o Federal contribution: part of a $200 million package. • Construction of a new stronger bridge to replace the existing Kapooka Bridge on the Olympic Highway. o Federal contribution: $19.5 million. • Construction of four new overtaking lanes along the Newell Highway. o Federal contribution: $5 million. The 2013–14 Budget continues funding for a range of initiatives which improve the State’s local roads and make them safer: • $20.2 million to eliminate another 83 dangerous black spots; • $322.4 million to assist councils across the State to maintain and upgrade their local roads; and • $12.2 million to provide 12 new and upgraded rest areas, 60 new or upgraded stock ramps and loading pens and two truck wash facilities for heavy vehicle drivers and livestock transporters.
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The preliminary schedule of new projects to be funded and delivered over the five year life of the next Nation Building Program (2014–15 to 2018-19) comprises: • Melbourne Metro – a nine kilometre underground railway from west of South Kensington to east of South Yarra that will help increase capacity on the Melbourne Rail Network. o Federal contribution: $3 billion. • M80 (Western and Metropolitan Ring Roads) – completion of 38 kilometres of capacity improvements on the M80 Ring Road including introducing an Intelligent Transport System for the whole corridor. The specific sections being upgraded are: o Princes Freeway to Western Highway;
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o Sunshine Avenue to Calder Freeway; o Sydney Road to Edgars Road; and o Plenty Road to Greensborough Highway. o Federal contribution: $525.1 million. • Managed Motorways – upgrade the Intelligent Transport System on the 4.1 kilometres section of the Monash Freeway (M1) between High Street and Warrigal Road. This work will include additional sensors to help improve traffic flow as well as more Variable Speed Signs. o Federal contribution: $9.9 million. • Managed Motorways ��� upgrade the Intelligent Transport System on the 29.4 kilometres section of the Monash Freeway (M1) from Warrigal Road to Clyde Road. This work will include additional sensors to help improve traffic flow, more Variable Speed Signs and the use of hard shoulder for additional capacity. o Federal contribution: $68.6 million. • Ballarat Freight Hub – development of a general freight centre in the Ballarat West Employment Zone. o Federal contribution: $9.1 million. • Princes Highway West – construct the next stage of the duplication of the Princes Highway West, between Winchelsea and Colac. o Federal contribution: $257.5 million (previously announced). Minister Albanese said the Federal Government had worked with the Victorian Government to develop a solution to allow the delivery of the Melbourne Metro rail project. He said the project would be funded through a combination of upfront and availability payments, with the Federal Government contributing 50 per cent of the cost of each. Details of the implementation of the project will be worked through with Victoria in the coming months. The Budget also provides the final annual instalment of $1.5 billion for the current Nation Building Program (2008-09 to 2013-14). This year’s funding allocation will enable work to be completed on the following major projects: • Widening the Western Ring Road (M80) to a minimum of three lanes in each direction between Sydney Road and the Calder Freeway and between Sunshine Avenue and the Western Highway. o Federal contribution: $788.8 million. • Widening the Metropolitan Ring Road (M80) to a minimum of three lanes in each direction between Edgars and Plenty roads. o Federal contribution: $75.8 million. • Duplication of Clyde Road in Berwick between High Street and Kangan Drive. o Federal contribution: $30 million. • Upgrading the Western Highway between Stawell and the South Australian border including bridge strengthening, new overtaking lanes, and new and upgraded rest areas. o Federal contribution: $40 million. • Installation of the latest freeway management technology along the West Gate Freeway between the Western Ring Road and Williamstown Road, including new mounted Variable Speed Limit Signs, ramp signalling, closed circuit TV and Variable Message Signs. o Federal contribution: $12.5 million. Over the coming 12 months work will also continue on a range of projects, including: • Construction of the Regional Rail Link, currently the nation’s biggest public transport infrastructure project and Melbourne’s first major new rail line in 80 years, which will connect West Werribee to Southern Cross Station. o Federal contribution: $3.225 billion. > 20
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special feature < 18 • Duplication of the Western Highway between Ballarat and Stawell. o Federal contribution: $404 million. • Duplication of sections of the Princes Highway East between Traralgon and Sale. o Federal contribution: $140 million. • Duplication of the Princes Highway West between Waurn Ponds and Winchelsea. o Federal contribution: $85.5 million. • Upgrading the ballast and drainage systems along the rail line between Sydney and Melbourne. o Federal contribution: $83 million. This year’s funding allocation will also enable construction to begin on a new level crossing that will restore Ballarat’s Avenue of Honour to its former condition (Federal contribution: $1million). The 2013-14 Budget continues funding for a range of initiatives which will improve Victoria’s local roads and make them safer: • $16.1 million to eliminate another 63 dangerous black spots; • $218.7 million to assist councils across the state to maintain and upgrade their local roads; and • $4.6 million to provide five new or upgraded rest areas, two intersection improvements, 86 new or upgraded stock ramps and loading pens and lighting upgrades at five stockyards.
queensland The preliminary schedule of new projects to be funded and delivered over the five year life of the government’s Nation Building Program (2014-15 to 2018-19) comprises: • Brisbane Cross River Rail – construction of approximately 9.8 kilometres of new underground tunnel from Yeerongpilly Station through to Victoria Park, including four new underground stations that will help increase capacity on the Brisbane Rail Network. o Federal contribution: $715 million (includes $100 million in 2012-13). • Gateway Upgrade North – upgrade of the Gateway North between Nudgee Road and Barrett St northbound, and Depot Road southbound including widening from four to six lanes. This is in addition to the $125 million already invested in this road, which included the construction of an additional 2.5 kilometre northbound lane between Sandgate Road and Barrett Street. o Federal contribution: $718 million (conditional on no new tolls being imposed). 20
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• Ipswich Motorway – widen the Ipswich Motorway between Rocklea to Darra from two to three lanes in both directions between Oxley Road and Suscatand Street. Upgrade the northern service road across Oxley Creek and introduce smarter motorway treatments for the entire section. o Federal contribution: $279 million. • Bruce Highway Package – a dedicated package of work to improve safety and productivity as well as reduce travel times and improve flood immunity. o Federal contribution: $4.1 billion over ten years. • Warrego Highway Upgrades – package of works between Toowoomba and Miles which will improve safety, capacity and regeneration of various sections on the Warrego Highway. o Federal contribution: $317.5 million. The Brisbane Cross River rail will be funded through a combination of upfront grants ($715 million), and availability payments, with the Federal Government contributing 50 per cent of the cost of each. In addition, Canberra will provide a guarantee to private sector debt in the Public Private Partnership component of the project. The Budget also provides the final annual instalment of $1.2 billion for the current Nation Building Program (2008-09 to 2013–14). This year’s funding allocation will enable work to be completed on the following major projects: • Construction of a new interchange at Mains and Kessels Road in Macgregor. o Federal contribution: $280 million. • Flattening and straightening the Bruce Highway over the Cardwell Range. o Federal contribution: $128.5 million. • Duplication of the Bruce Highway between Temples Lane and Boundary Road on the southern approach to Mackay. o Federal contribution: $50 million. • Straightening and raising the Bruce Highway between Sandy Corner and Collinsons Lagoon. o Federal contribution: $50 million. • Straightening the Bruce Highway south of Gin Gin and upgrading the intersection with the Bundaberg-Gin Gin Road. o Federal contribution: $20 million. • Construction of a new higher bridge over the Yeppen Lagoon and the upgrade of the roundabout at the intersection of the Bruce and Capricorn highways south of Rockhampton. o Federal contribution: $68 million. • Construction of a new interchange at the intersection between the Bruce and Dawson Highways, the Calliope Crossroads near Gladstone. o Federal contribution: $150 million. • Realigning and widening the Bruce Highway through Cairns’ southern suburbs between Ray Jones Drive and Sheehy Road. o Federal contribution: $150 million. • Upgrading the Burdekin River Bridge on the Bruce Highway including structural repair work. o Federal contribution: $25 million. • Strengthening and widening the Warrego Highway between Roma and Mitchell including the construction of a new higher bridge over the Maranoa River at Mitchell. o Federal contribution: $44.1 million. • Construction of three new overtaking lanes along the Warrego Highway between Oakey and Dalby. o Federal contribution: $10 million.
Over the coming 12 months, work will also start on a range of projects, including: • Duplication of the Bruce Highway between the Cooroy South interchange and Sankeys Road (also known as Section A). o Federal contribution: $395 million. • Duplication of the Bruce Highway between Vantassel Street and Cluden, south of Townsville. o Federal contribution: $110 million. • Construction of a new interchange to replace the existing intersections between Roys Road and Bells Creek Road, as well as upgrading the Boundary Road interchange. o Federal contribution: part of a $195 million package. • Construction of the final section of the Townsville Ring Road between Shaw Road and Mount Low. o Federal contribution: $160 million. In addition, work on the following projects will continue throughout 2013-14: • Straightening and extending the southbound on-ramp from the Gateway Motorway to the Pacific Motorway widening Mt GravattCapalaba Road between Broadwater and Gardner Roads. o Federal contribution: $70 million. • Construction of an additional northbound lane along the Gateway Motorway between the Sandgate Road Interchange and south of the Deagon Deviation. o Federal contribution: $125 million. • Widening the Pacific Motorway from four to six lanes between the Nerang south and Mudgeeraba Interchanges. o Federal contribution: $111.8 million. • Straightening and widening the Bruce Highway from Cabbage Tree Creek to Carman Road, and across Back Creek Range. o Federal contribution: $80 million. • Upgrading the Pumicestone Road interchange including the construction of a new higher overpass over Bruce Highway. o Federal contribution: part of a $195 million package. • Construction of a new interchange at the intersection between the Warrego and Brisbane Valley highways at Blacksoil. o Federal contribution: $54 million. • Construction of new or upgraded rest areas along the Warrego Highway as well as installing audible edge lines. o Federal contribution: $5 million. • Construction of the Legacy Way tunnel connecting the Western Freeway at Toowong with the Inner City Bypass at Kelvin Grove. o Federal contribution: $500 million. • Construction of the new Moreton Bay Rail Link between Petrie and Kippa-Ring, a project first mooted more than a century ago in 1895. o Federal contribution: $742 million. • Construction of the Gold Coast Rapid Transit, a 13 kilometre light rail network connecting Griffith University at Southport to Broadbeach. The first ever Federal investment in light rail. o Federal contribution: $365 million. The 2013–14 Budget continues funding for a range of initiatives which improve the State’s local roads and make them safer: • $12.5 million to eliminate another 45 dangerous black spots; • $197.7 million to assist councils across the State to maintain and upgrade their local roads; and • $3.6 million to provide five new or upgraded rest areas, two stock ramps and other stockyard improvements for heavy vehicle drivers and livestock transporters.
The preliminary schedule of new projects to be funded and delivered over the five year life of the next Nation Building Program (2014–15 to 2018–19) comprises: • South Road – Torrens Road to River Torrens – upgrade and widen South Road between Torrens Road and the River Torrens. This work will include the sinking of 1.4 kilometres of the road below surface as well as the construction of two new grade separated interchanges and a passenger rail line overpass. o Federal contribution: $448 million, with $20 million brought forward to kick–start the project. • Tonsley Park Public Transport Project – upgrade the public transport infrastructure in and around Tonsley Park, including duplicating a section of the Tonsley Rail Line, as well as upgrading Clovelly Park and Tonsley stations with a new park–and–ride facility and bus interchange. o Federal contribution: $31.5 million. • Managed Motorways – installation of an Advanced Traffic Management System on the South Eastern Freeway between Stirling and Mount Barker. The system will include variable speed limit and message signs. o Federal contribution: $8 million. • Managed Motorways – installation of Intelligent Transport Systems on the South Eastern Freeway between Crafers and Stirling, including hard shoulder running, lane use management and better incident management systems. o Federal contribution: $4.5 million. • Anangu Pitjanjatjara Yankunytjatjara (APY) Land – upgrade sections of the 210 kilometres of main access road between the Stuart Highway and Pukatja, and improving 21 kilometres of community roads. This package of work will provide all weather access to airstrips in Pukatja, Umuwa, Fregon, Mimili, Indulkana, and to the Umuwa and Fregon homelands. o Federal contribution: $85 million. The Budget also provides the final annual instalment of $196.2 million for the current Nation Building Program (2008–09 to 2013–14). This year’s funding allocation will enable work to be completed on the following major projects: • Constructing the new South Road Superway, the largest federally funded project in the State’s history which features a new 2.8 kilometre elevated roadway between Wing Street and Taminga Street on South Road. o Federal contribution: $406 million. • Construction of new overtaking lanes, rest areas and other safety works on the Dukes Highway. o Federal contribution: $80 million. ROADS JUNE/JULY 2013
Over the coming 12 months, work will also continue on a range of projects, including: • Untangling the passenger and interstate freight lines near Adelaide’s CBD at Goodwood and Torrens. o Federal contribution: $232.1 million. The Budget continues funding for a range of initiatives which improve the State’s local roads and make them safer: • $4.7 million to eliminate another 22 dangerous black spots; • $87.1 million to assist councils across the State to maintain and upgrade their local roads; and • $2.9 million to provide seven new or upgraded rest areas, nine new or upgraded stock ramps and two road upgrades to improve safety and access for heavy vehicle drivers and livestock transporters.
New projects to be funded and delivered over the five year life of the next Nation Building Program (2014–15 to 2018–19) are: • Tonkin Highway – three grade separations of intersections at Benara Road, Morley Drive and Collier Road to improve freight movements along the Tonkin Highway. o Federal contribution: $140.6 million. • Leach Highway – the upgrade of High Street in Fremantle between Carrington Street and Stirling Highway to a four lane divided road on a new alignment. o Federal contribution: $59 million. • Perth Public Transport Package – funding for future rail infrastructure in Perth, including work on Perth Light Rail Project or the Airport Link. Priorities and construction timetables will be determined in consultation with the WA Government. o Federal contribution: $500 million over ten years. • Great Northern Highway – package of works to be undertaken along approximately 87 kilometre section of the Great Northern Highway between Muchea and Wubin, including realignment of sections of the highway, intersection upgrades, road widening and construction of additional overtaking lanes. o Federal contribution: $307.8 million. • North West Coastal Highway – upgrades over 136 kilometres of the North West Coastal Highway between Minilya and Barradale, include widening and strengthening works, as well as the construction of two new bridges. o Federal contribution: $174 million. 22
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• Swan Valley Bypass – construction of the Swan Valley Bypass, a new highway from the Reid Highway and Tonkin Highway intersection to Muchea. The highway will be 40 kilometres long, with dual carriageway for 15 kilometres and single carriageway for 25 kilometres. o Federal contribution: $418.3 million, with $25.3 million brought forward to kick–start the project. The budget also provides the final annual instalment of $623 million for the current Nation Building Program (2008–09 to 2013–14). This year’s funding allocation will enable work to be completed on the following major projects: • Re-routing the Great Northern Highway to the north of Port Hedland’s Wedgefield industrial estate. o Federal contribution: $191.2 million. • Untangling rail and road access to Esperance Port including replacing two existing level crossing with overpasses. o Federal contribution: $60 million. • Construction of a new southbound on ramp from Abernethy Road onto the Tonkin Highway, part of the first stage of the $1 billion Gateway WA project. o Federal contribution: $7.6 million. • Sinking the railway line through Perth’s CBD, a central component of the visionary Perth City Link project which will reunite the City’s retail district with the Northbridge entertainment precinct. o Federal Contribution: $236 million. Over the coming 12 months, work will also continue on a range of projects, including: • Gateway WA project; a major upgrade of the roads around Perth Airport, including widening the Tonkin Highway from four to six lanes and building new interchanges along the Highway, with work starting this year on: o A freeway-to-freeway interchange at the Tonkin and Leach Highways intersection, with free flowing movements in all directions, and includes a major new access to the international terminal. o An interchange at the Tonkin Highway, Horrie Miller Drive and Kewdale Road intersection, removing one of Perth’s worst black spots. o An interchange at the Leach Highway and Abernethy Road intersection. o Federal contribution: part of a $686.4 million package. • Straightening and widening the Great Northern Highway along the notorious Bindi Bindi section. o Federal contribution $32 million. • Re-railing the line between Koolyanobbing and Kalgoorlie as well as constructing a new 1,800 metre passing loop. o Federal contribution: $60 million. • Restoring and upgrading of Western Australia’s Grain Rail Network. o Federal contribution: $135 million. The 2013–14 Budget continues funding for a range of initiatives which improve the State’s local roads and make them safer: • $7.5 million to eliminate another 36 dangerous black spots; • $161.4 million to assist councils across the State to maintain and upgrade their local roads; and • $3.7 million to provide 13 new or upgraded rest areas, one upgraded decoupling bay and one road upgrade to improve access for heavy vehicle drivers and livestock transporters.
New projects to be funded and delivered over the five year life of the next Nation Building Program (2014–15 to 2018–19) are: • Midland Highway Package – dedicated package of works that will improve safety and productivity as well as reduce travel times. It will include planning for a future Launceston Bypass; duplication of the Perth to Breadalbane section; planning and initial construction work on Bridgewater Bridge; and dedicated safety upgrades at Mona Vale, St Peters Pass, and between Mangalore and Bagdad. o Federal contribution: $500 million over 10 years. • Freight Rail Revitalisation – continue the improvements to the major lines on the freight rail network, including replacing approximately 290 track kilometres of old rail track. o Federal contribution: $119.6 million. • Brooker Highway – address congestion and access issues at the intersections with Goodwood and Elwick Roads as well as replace the existing Howard Road roundabout with traffic lights. o Federal contribution: $25.6 million. • Domain Highway – planning and the development of design options to reduce congestion at the Domain Highway and Brooker Highway Interchange. o Federal contribution: $4 million. • Huon Highway – upgrade of the Huon Highway and Summerleas Road intersection, which will include raising the Huon Highway along its existing alignment and lowering the Summerleas Road to pass beneath it. o Federal contribution: $17.5 million. • Tasman Highway Ramps – install new on and off ramps at the intersection between the Tasman and East Derwent highways. o Federal contribution: $13 million (previously announced). The Budget also provides the final annual instalment of $124.0 million for the current Nation Building Program (2008–09 to 2013–14). This year’s funding will enable work to be completed on the following major projects: • Straightening and widening Port Sorell Main Road as well as associated safety works. o Federal contribution: $1 million. • North East Freight Roads Package: o Replacing seven bridges in the Mathinna and Evercreech area. o Widening the Tasman Highway and installing safety barriers between Derby and Gladstone Main Road. o Widening Gladstone Main Road and installing safety barriers between the Tasman Highway and the town of Herrick.
o Upgrading the intersections of Lilydale and Prossers roads and Patersonia and Prossers roads. o Widening and upgrade of Bridport Main Road (due for completion in 2015). o Federal contribution: part of a $34 million package. • Replacing sleepers, rail and ballast along key sections of the main North–South line including through the Rhyndaston area. o Federal contribution: $75.9 million. • Replacing sleepers, rail and ballast along key sections of the Burnie to Western Junction Line as well as replacing bridges over the Leven and Forth rivers. o Federal contribution: $28.9 million. Over the coming 12 months work will also start on: • Construction of the new Bell Bay Intermodal Terminal, a facility which will allow more efficient freight movements through the Bell Bay industrial precinct. o Federal Contribution $5.2 million. • Restoring the Abt Railway to a safe standard as part of a joint rescue package designed to secure a bright, viable future for this important piece of Australian history. o Federal contribution: $6 million. The 2013–14 Budget continues funding for a range of initiatives which improve the State’s local roads and make them safer: • $1.8 million to eliminate another 15 dangerous black spots; • $49.9 million to assist councils across the State to maintain and upgrade their local roads; and • $1.8 million for 2 projects to replace bridges on key freight routes.
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A preliminary list of projects to be funded and delivered over the five year life of the next Nation Building Program (2014–15 to 2018–19) is: • Regional Roads Productivity Package to upgrade six regional roads, with work expected to start in 2014–15: o strengthening and widening sections of the Roper Highway as well as improving its flood immunity; o sealing sections of Port Keats Road as well as improving its flood immunity; o replacing gravel on poor sections of the Santa Teresa Way; o construction of a new bridge over Rocky Bottom Creek on Central Arnhem Road; o strengthening, widening and sealing sections of the Buntine Highway; and o replacing gravel on poor sections of Arnhem Link Road. o Federal contribution: $90 million (previously announced). • Widening the last section of Tiger Brennan Drive between Berrimah Road and Darwin’s CBD, with work expected to commence late 2013. o Federal contribution: $70 million (previously announced). The Budget also provides the final annual instalment of $108.7 million for the current Nation Building Program (2008–09 to 2013–14). This year’s funding allocation will enable construction to begin on a new rail overpass along the Stuart Highway south of Alice Springs (Federal contribution: $13 million). Over the coming 12 months, work will also continue on a range of projects, including: • Strengthening, widening and straightening sections of Central Arnhem Road as well as erecting new concrete bridges over the Goyder and Donydji rivers. o Federal contribution: $40 million. • Strengthening and widening the Arnhem Highway between the Stuart Highway and Jabiru as well as improving its flood immunity and delivering targeted safety upgrades. o Federal contribution: $20 million. As part of the $160 million Flood Immunity, Safety and Productivity Package, work will also continue on: • Strengthening and widening sections of the Stuart, Victoria and Barkly highways so as to provide better, all–weather access for local miners and cattlemen as well as tourists. 24
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o Federal contribution: $63 million. • Construction of new parking bays and rest areas as well as upgrades to key intersections along the Stuart, Victoria and Barkly highways to better accommodate road trains. o Federal contribution: $28 million. • Installing 16 additional overtaking lanes along the Stuart Highway between Katherine and Darwin. o Federal contribution: $19 million. The 2013–14 Budget continues funding for a range of initiatives which improve the Territory’s local roads and make them safer: • $0.8 million to eliminate more dangerous black spots; • $29.7 million to assist councils across the Territory to maintain and upgrade their local roads; and • $6.3 million to strengthen 4 bridges, provide 4 new or upgraded truck parking bays and 2 cattle loading ramps for heavy vehicle drivers and livestock transporters.
Australian Capital Territory The Budget for the ACT begins identifying the major projects to be funded as part of the next Nation Building Program, which will commence in July 2014. After consulting with the Territory Government, Canberra said it was in a position to lock in a preliminary schedule of projects to be funded and delivered over the five-year life of the next Nation Building Program (2014–15 to 2018–19). The projects are: • installation of a ramp metering system, an ACT first which will improve traffic flow along the Cotter Road Northbound Ramp onto the Tuggeranong Parkway, a section of road used by up to 4,000 motorists an hour. Federal contribution: $330,000; and • construction of the dual carriageway, four–lane Majura Parkway connecting the Federal Highway to the Monaro Highway. Federal contribution: $144 million (previously announced; underway). More projects likely to be added in the period ahead. The Budget also provides the final annual instalment of $74 million for the current Nation Building Program (2008–09 to 2013–14). It continues funding for a range of initiatives which improve the Territory’s local roads and makes them safer: • $22.4 million to assist the ACT Government to maintain and upgrade its local roads; • $900,000 to eliminate more dangerous black spots; and • $300,000 to strengthen the Barry Drive Bridge in Turner to allow it to be used by heavier trucks.
Australian Technology Park 27-28 May 2014 Sydney | Australia
About the Conference
The 6th Australian Small Bridges Conference has been designed to alert bridge and road engineers, managers, contractors and suppliers about significant new developments and requirements for bridges. The two day conference program will focus on small to medium bridges, both road and pedestrian. Small and medium bridges are the most common type of bridge in Australia. Local Government Authorities are in particular currently faced with major challenges in their management and so Local Government Projects are a major theme of the conference.
Topics Include • timber bridge inspection • timber bridge restoration • bridge investigation & evaluation • pedestrian bridges • elevated boardwalks • viewing platforms • bridge aesthetics • bridge innovations
Small Bridges are located not only within road reserves but also occur on train lines, parks & gardens, national parks, mines, forestry areas, private property and in public areas such as zoos. Small bridges can be for vehicles, trains, pedestrians or even stock & wildlife. Structures such as elevated boardwalks and viewing platforms also fall within the scope of this conference. This event will bring together councils, state government road managers, railways, government agencies and the private sector. State and Local Government Engineers, leading practitioners and consultants in the bridge sector will present up-to-the-minute, highly relevant information to assist asset owners, road managers and engineers to perform their roles in an increasingly complex bridge and road environment.
Sponsorship & Exhibition
Contact: Scott Matthews, BE, Conference Convenor, p +61 3 8534 5004 e email@example.com
Call for Papers
To be considered for the initial round of speaking program selection, send an abstract by 30 August 2013, or earlier to Scott Matthews, BE, Conference Convenor, p +61 3 8534 5004 e firstname.lastname@example.org
• concrete bridges • steel bridges • modular bridges • bridge replacement • bridge maintenance • repair & strengthening • railway bridges • case studies
Registration and Register Interest To register your interest or to receive the full speaking program when available, please see www.smallbridgesconference.com. Alternatively, contact the Registration Manager: p +61 3 8534 5050 f +613 9530 8911 e email@example.com
More Information: For more information on the conference including Program, Venue and Registration, please visit our conference website www.smallbridgesconference.com or contanct the Conference Convenor. The conference website will be regularly updated with new information.
East-West Link project dominates Vic transport budget The Victorian Government has committed to funding the first stage of the multi-billion East West Link project – one of the centre pieces of the State budget handed down on 1 May. The six kilometre eastern section of Melbourne’s East West Link, from the Eastern Freeway to CityLink, will be the initial stage of the project. The East West Link is an 18 kilometre road connecting the Eastern Freeway at Hoddle Street with the M80 Ring Road in Sunshine West. The statutory planning process for roadway Stage 1 is now underway and the project is expected to go to market for procurement by late 2013. Construction is expected to commence in late 2014, and a construction period of around five years is anticipated. “This landmark project will reduce chronic congestion issues and transform east west travel across Melbourne, at an estimated capital cost of between $6 billion and $8 billion,” Premier, Denis Napthine, said. “It will create around 3,200 jobs, drive productivity and secure the long-term economic future of our State. “We have considered the business case and it’s clear the East West Link is a vital missing piece in our road network. “In a growing Victoria, it is essential we get on with delivering this project to improve travel times and reduce the over-reliance on the M1 corridor, which comes to a grinding halt every time there is an incident,” Dr Napthine said. Treasurer, Michael O’Brien, said the government was able to deliver the East West Link and other critical infrastructure because of the strength of the Victorian economy. Mr O’Brien said the link would be delivered as a Public Private Partnership, with financing sourced from the Victorian Government, Commonwealth Government and the private sector. Toll revenue is expected to partly offset the costs of the project over the longer term. “There is a clear role for the private sector in delivering this project,” Mr O’Brien said. “The government will call for Expressions of Interest later this year to deliver the project under a Public Private Partnership arrangement, with a view to awarding a contract in late 2014. 26
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Roads Minister, Terry Mulder, said the Budget funding would be used to enable the Linking Melbourne Authority to complete formal planning approvals for the eastern section of the East West Link, undertake a procurement process to call tenders for its construction, and deliver the project. “Extensive background work has already been completed and we have identified a corridor for the eastern section, primarily along Alexandra Parade, with the project to use a combination of construction methods including tunnelling to reduce local impacts,” Mr Mulder said.
“This landmark project will reduce chronic congestion issues and transform east west travel across Melbourne, at an estimated capital cost of between $6 billion and $8 billion,”
“The government will soon start talking with communities about the preferred corridor, with a view to finalising a design which considers the needs and concerns of local communities, while enabling construction of this complex piece of infrastructure. The planning study for the eastern section will be conducted under the Major Transport Projects Facilitation Act 2009, with a Comprehensive Impact Statement (CIS) expected to be released for public comment by the end of 2013. For more information, visit www. linkingmelbourne.vic.gov.au
Road network improvements The Victorian Budget allocated $630 million to fund road network improvements and maintenance including $294 million to commence planning and procurement for the East West Link Stage one.
Mr Mulder said the Budget had a strong focus on easing congestion and improving safety, through the construction of three rail crossing grade separations, and the acceleration of planning and pre-construction work on seven others. He said $52.3 million was earmarked for the metropolitan level crossing blitz, with work to begin this year to remove the crossing at Mountain Highway and Scoresby Road, Bayswater. “Major construction work will also begin at crossings at Springvale and Mitcham. “The funding will also deliver planning and preconstruction works at railway crossings at North Road, Ormond; Blackburn Road, Blackburn; Main Road, St Albans; Mountain Highway and Scoresby Road, Bayswater; Burke Road, Glen Iris and Murrumbeena Road, Murrumbeena, to prepare the projects in readiness for construction,” Mr Mulder said. Duplication of High Street Road would, the Minister said, begin in 2014, with $15.6 million to upgrade the road between Stud Road and Burwood Highway in Wantirna South. “In a time of growth across Victoria, this section of High Street Road is being used by more than 20,500 vehicles every day. “It is currently a single lane in both directions, and by duplicating this section of the road, we will remove a choke point, reducing congestion throughout the area, greatly improving road safety and providing better cycling and pedestrian facilities.” More than $11 million had been allocated to improve capacity, operating speeds and travel times on the M1 through the extension of the Managed Motorways program along the Monash Freeway from High Street to Warrigal Road. Installation of variable speed limits and message signs, combined with lane control signs, will enable VicRoads to improve the operation of the freeway, while keeping motorists informed about travel conditions. In other Budget spending, the government allocated $9.4 million to upgrade and duplicate Cardinia Road between the Princes Highway and Shearwater Drive, Pakenham. Roads across the state will undergo an extensive program of upgrades and
improvements, with $170 million allocated to repair and restore parts of the network over the next three years. “We will extend the highly successful $45 million Repair and Restore program, with $70 million for additional road maintenance during 2013-14,” Mr Mulder said. “The Repair and Restore program was extremely effective in treating roads which were damaged by wet weather last year.” Eighty million dollars has been earmarked over the next two financial years for resurfacing works, which will make roads more resilient to wet weather and less prone to wear and tear. An additional $32 million for vital maintenance for the West Gate Bridge is also being delivered. The Omeo Highway will finally be sealed along its entire length, with $6.9 million committed to upgrading the remaining 12.5 kilometres of unsealed road. Ten million dollars has been allocated to the Kilmore-Wallan bypass to further the planning process and start pre-construction activities, with major works to get underway so the bypass is finished by 2017. “Our commitment to regional roads has been further strengthened with $28 million towards Transport Solutions a package of projects aimed at supporting regional freight through targeted investment in regional roads,” Transport Solutions Mr Mulder said. He said further $97 million would be invested in a series of projects to provide both immediate and ongoing benefits for the freight and logistics sector. “These initiatives will improve the efficiency of freight movement, benefiting business, local communities and the environment. An efficient and productive freight and logistics sector is one the cornerstones of a healthy economy and a growing state.” Mr Mulder said a key Budget initiative was the Transport Solutions regional freight initiative, which would see the government providing $28 million for 30 projects designed to support growing regional export industries. “This funding delivers a huge return on a smart investment, designed to improve freight flows from key regional export areas to our major ports.”
Boost for Bruce Highway in Queensland Budget The 2013-14 Queensland Transport and Roads Investment Program (QTRIP) will deliver a record $690 million for the Bruce Highway as part of the on-going effort to improve the state’s 1,700 kilometre lifeline. Minister for Transport and Main Roads, Scott Emerson, said the government had increased its contribution to the Bruce Highway to $153 million – or 22 per cent of funding for this federal road. “We are continuing to lift our commitment to the Bruce Highway, to now fund almost one-quarter of this federal road – now it’s up to the Federal Government to ensure they keep growing their funding,” Mr Emerson said. “The Budget will also deliver an additional $340 million over the next four years, as part of our promise for an additional $1 billion over 10 years to bring the Bruce Highway up to a satisfactory standard. “This will ensure we can continue to deliver more capacity, boost safety and improve flood mitigation.” The Budget will deliver $65 million to start the $790 million Cooroy to Curra (Section A) upgrade. Mr Emerson said the government had also used the Budget to refocus the QTRIP to fast-track flood recovery works over the next two years as part of the $10.3 billion program. “We are currently out to tender on more than $276 million of work as part of our recovery from ex-Tropical Cyclone Oswald.
“There is also $72 million for Roads to Resources, including the start of on the Toowoomba Ring Road and Townsville’s Blakey’s Crossing.” Highway funding in QTRIP for 20132014 includes: • Bruce Highway: $690 million; • Warrego Highway: $315.8 million; • Landsborough Highway: $138.5 million; • Cunningham Highway: $125.5 million; • Pacific Motorway: $123.1 million; • Carnarvon Highway: $79.6 million; • Flinders Highway: $66.8 million; • Dawson Highway: $62.5 million; • Kennedy Highway: $38.4 million; • Capricorn Highway: $28.4 million; • New England Highway: $19.1 million; • Peak Downs Highway: $17.9 million; and • Barkly Highway: $2.8 million. With regard to public transport, the budget is the first to integrate the whole of Queensland, following changes to TransLink which occurred from January 2103. Mr Emerson said all forms of transport would benefit from funding increases. “We’ve allocated $645 million to fund bus, ferry, coach and air services across Queensland, which is an increase of nearly $30 million on last year,” he said. “A further $51 million has been allocated for infrastructure to improve interchanges and access to public transport.”
“We’ve allocated $645 million to fund bus, ferry, coach and air services across Queensland, which is an increase of nearly $30 million on last year,” ROADS JUNE/JULY 2013
Road maintenance critical to Tasmanian development Strategic road maintenance and upgrades are a key priority of the Tasmanian Budget, according to Minister for Infrastructure, David O’Byrne. The State Government is boosting the annual road maintenance budget by $1.5 million in 2013-14, to a total of $44 million. The 2013-14 program will see about 75 kilometres of road resurfaced and rehabilitated in southern Tasmania, 69 kilometres in the north-west, and 48 kilometres in the north-east. The resurfacing is scheduled to start in October and run until about April 2014. Mr O’Byrne said the road maintenance program was a crucial economic investment.
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“Good roads are crucial for connecting communities, doing business efficiently, and growing jobs. We’re also determined to help save lives by providing the safest and most modern road conditions possible. “The State Government’s key economic priority is diversifying our economy to make us more resilient as some markets fluctuate. “That requires good transport infrastructure that provides reliable and efficient access around Tasmania,” Mr O’Byrne said. “It is vital for supporting our tourism, agricultural and aquaculture industries which are all priority growth sectors that play to Tasmania’s natural strengths.”
Extra maintenance works are also being carried out as part of 16 projects under the $90 million Community Roads Program, which is delivering safer roads around Tasmania. A total of $31 million worth of road resurfacing and rehabilitation works were recently completed by local contractors in the 2012-13 season. Those contractors included Venarchie Contracting, Downer EDI Works, and Roadways Pty Ltd. The work occurred at about 100 different locations on state and national roads, including the Midland, Tasman, Brooker, Bass, Stanley, Lyell and East Tamar highways.
Toowoomba Council using Broons’ eCombi rollers Queensland’s Toowoomba Regional Council has recently taken delivery of two Broons eCombi Rollers for its road construction and maintenance work. The council originally took delivery of one machine, and because it was satisfied with the quality of the roller’s output, followed-up with an order for a second machine. Both rollers come with a 1600mm smooth drum option. Neale Lawson, council’s Fleet Procurement Officer, said both rollers were working in the Millmerran area, southwest of Toowoomba on the way to Goondiwindi. “The area to cover is vast, and the distances to travel are great. It is sandstone country there, and the operators are saying that the eCombis are doing a much better job at compaction than the old rollers they are replacing,” Mr Lawson said. There are multiple gangs working on the roads in the area, and between them, they have the two eCombis, a Rockbuster and two Grid Rollers to perform the rock breaking, compaction and road finishing work. Broons now offers the eCombi in three configurations – one with independent
compaction wheels and no brakes, one with disc brakes and a fixed axle, and a vibrating roll drum model is also available. In the few short years since the roller was first released, nearly 30 machines have been delivered to councils and road contractors in a variety of configurations. All have proven popular and productive. The eCombi’s is operator-friendly. The change from roll drum to tyres and back is easily controlled hydraulically from the cabin of the grader or tow tractor. It is also very easily manoeuvred on country roads. The eCombi has a compaction width of two metres on the roll drum and slightly wider on the tyres. The roll drum is normally 25mm thick, although it can be optioned with 36mm thickness, and can be ballasted with water to increase its weight and compaction pressure. Fully ballasted, the operating weight of the eCombi is around eight tonnes. The static linear load of the standard model 1400mm smooth drum is close to 35kg/cm or 900kg/ tyre when ballasted.
Further details can be obtained from Broons technical staff on (08) 8268 1988, e-mail at firstname.lastname@example.org or through the website www.broons.com
TOWED eCOMBI ROLLER
PRACTICAL, ECONOMICAL, VALUABLE
Call 08 8268 1988
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Stehr soil stabiliser heading down under in world first Broons’ Director, Stuart Bowes, announced at Bauma in Munich recently that the first Stehr SBF 24-2 soil stabiliser delivered in the world would be coming to Australia. The new design of soil stabiliser lowers only the rotor into the ground; the entire machine stays on the surface and there are no side skirts; making it the most practical soil stabiliser on the market. “We’ve had a fabulous response with sales of the Stehr machines in Australia this year, delivering eight new units in just five months, such is their popularity. But Stehr has now built a game changer in the soil stabilisation market and we want to be the first to put it to use,” Mr Bowes said. “Stehr exhibited a large range of its equipment at Bauma where it was able to demonstrate several machines and the level of interest from Australian visitors in the new SBF 24-2 stabiliser was outstanding.”
“The build quality is first class German engineering. Until now, no other company has developed a soil stabiliser where only the rotor lowers into the ground and there are no side skirts to get jammed, such is the revolutionary new design.” With a mixing depth approaching 600mm and 2.4m wide, the new Stehr SBF 24-2 soil stabiliser uses a rotating cam action to lower the rotor. “It’s very simple and infinitely variable, but a totally unique design,” said Mr Bowes. “By lowering the rotor into the ground, the capacity of the mixing chamber increases
proportional to the depth, and hence the volume of material processed; so the action results in a totally homogeneous mix.” Coupled to a 250hp+ tractor via the 3pt linkage, Stehr soil stabilisers are highly portable and can be operating within minutes of arriving on site. Their size makes it possible to drive the tractor to site with the stabiliser on the back. So, for a council or local contractor, no float movements are required. Broons technical staff can provide details on a Stehr soil stabiliser on (08) 8268 1988, by e-mail at firstname.lastname@example.org or the website www.broons.com/stehr
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Above: Boral crews working on asphalt pavement on Melbourneâ€™s Peninsula Link project, which opened to traffic earlier this year. ROADS JUNE/JULY 2013
John Lambert, CEO, AAPA
Although last year seems only a short time ago we are now half through 2013. And it is therefore only a few months until the next AAPA International Flexible Pavement Conference. This is to be held in Brisbane from 22 to 25 September. AAPA’s major conference is held once every two years with its Health and Safety Conference held on the alternate year. This year’s conference is shaping up to be one of our best with a strong focus on its theme “Developing New Age Solutions.” Now I know some of you will think this is a typical marketing term, invented by a team of marketing experts. But we did not go to marketing experts; instead we looked at our industry and asked ourselves what is our biggest challenge. The answer was to not sit on our backsides and say how good we are. Instead it was to look to the future and identify every risk and opportunity. Then we can look at determining the solutions to our risks and take advantage of opportunities. And this includes developing a range of new solutions to old problems. To ensure the conference focused on New Age Solutions meant that we could not just put out a call for papers and see what we got. We did call for papers and received some outstanding contributions. But at the same time we went out to experts in Australia and around the world, and asked them to contribute a paper on issues that directly addresses our current and emerging challenges and opportunities. 32
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We therefore have papers aimed at optimising pavement thickness; on high modulus asphalt and growing the use of RAP. We will also have a management stream aimed at senior managers and a session aimed at local government. There will also be a meeting of the Southern Hemisphere Sprayed Sealing Alliance along with a series of relevant papers. The Global President of Caterpillar Paving, Jim McReynolds, will be one of several key note speakers and he will discuss some of the issues in the US and future directions in paving equipment. There will also be presentations from students sponsored by AAPA, discussing their current projects including the results of monitoring of pavements in-situ. The conference will be opened by Neil Scales, Director General of Queensland Transport and Main Roads, and will include a large exhibition of equipment and services. Immediately following the conference there will be a Master Class where technical experts from overseas and Australia will meet to hold detailed discussion on pavement design, particularly perpetual pavements and high modulus asphalt. In short, there will be something for everyone and I recommend that you mark the dates. The conference is a major event on AAPA’s calendar. But throughout each year AAPA works closely with our industry to constantly improve the way we operate. This includes through a range of activities in each state and nationally, including working with Austroads. The outcomes of these activities include changes in specifications, new Worktips (available from the AAPA website) and the sharing of knowledge in areas such as health and safety. As an example, an issue has recently arisen where a driver of a bitumen tanker was charged for carrying a cigarette lighter in a vehicle carrying a flammable material. While under ADG7 it may be appropriate for a driver of most vehicles carrying flammable liquids to not carry any ignition source, a lighter is required for a bitumen tanker to light the burners. This matter has been raised by AAPA and a resolution is expected shortly. Watch the AAPA website for details. Another significant area of AAPA’s work is training. As everyone in our industry knows, AAPA provides the standard for knowledge training in the bituminous surfacing industry.
This includes courses on asphalt placement and compaction, sprayed surfacing and, importantly, the safe handling of bitumen. AAPA also ensures that its courses are always up to date. For example, proposed changes in the Austroads Guidelines relating to double/double seals have been known for some time and have been included in the relevant training courses. Now that the changes have been adopted by Austroads, AAPA is developing an updated course that will be made available in the next couple of months. We have also recognised that although the AAPA Working Safely with Bitumen course is essential training for anyone in our industry, people commencing in our industry need a readily available induction course. With this in mind, AAPA is nearing the final stages in the development of an induction course. This won’t replace the Working Safely with Bitumen Course, but will provide some knowledge until the person can attend the full course. Again, watch the AAPA website over the next couple of months for details. Before finishing this note, I would like to support our Chair’s comments on the two retiring Board members. I have enjoyed the opportunity to work with both Bruce Gidley and Mike Bailey over several years. Like Sergio, I also would like to thank them for their contributions to AAPA and to our industry, and wish them well in the future. I would also like to welcome Lisa Archbold to the Board and look forward to working with her as we continue to meet the challenges and opportunities our important industry faces.
“The answer was to not sit on our backsides and say how good we are. Instead it was to look to the future and identify every risk and opportunity.”
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Sergio Cinerari, Chairman, AAPA
Since the last Asphalt Review we have had two changes in the membership of the AAPA Board. Firstly, Bruce Gidley has resigned. Many will know that Bruce has been a senior member of VicRoads for a number of years including most recently as its Chief Operating Officer. However, he has decided to retire from VicRoads and therefore has also resigned as the Government Director on the AAPA Board. Bruce has been a very strong supporter of the roads construction industry for many years and a great supporter of AAPA. In his various roles in VicRoads, Bruce has successfully promoted an efficient and effective road industry in Victoria. This included supporting the close working relationship between AAPA industry members and VicRoads. Even when appointed COO, he still found time to participate in many of the VicRoads/ industry AAPA liaison committee meetings. In his role as Government Director on the Board , Bruce continued to ensure that AAPA maintained its ongoing and effective relationship between its industry and Government members. Bruce will be missed on the Board. Currently discussions are being held with state road authorities to determine Bruce’s replacement. The second resignation is Mike Bailey. Mike was the Producer Director. After many years as the General Manager-BP Bitumen Australia, Mike has been promoted and will be leaving the bitumen side of his company. Mike’s contribution and that of his staff has been invaluable over many years. This includes working closely with the Queensland Branch, as well as nationally through the National Technology Committee and various 34
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Austroads/AAPA working groups. As a Board member, Mike contributed to discussions to ensure that a balance was achieved between bitumen suppliers, asphalt companies and sprayed sealing companies. Like Bruce, Mike’s enthusiasm for the bituminous surfacing industry will be greatly missed. Lisa Archbold has taken Mike’s position in BP and has agreed to take on the vacant position on the AAPA Board. Lisa has held a number of positions with BP including working directly for the CEO, Paul Waterman, in a leadership role focusing on strategic alignment. She was also seconded to the UK from February 2007 to December 2010 working in areas associated with management, strategic and pricing issues associated with industrial lubricants. Lisa returned to Australia in January 2011. Lisa’s background, combined with the skill of her staff will provide a valuable contribution to the effective management of AAPA and on behalf of the Board and members I congratulate her on her appointment within BP, and look forward to working with her on the Board. The AAPA Board has seven Directors. Therefore when two are replaced it can make a difference to the way the Board operates. Some of you may think that as Chair, I would be a little concerned about this. But, although I will miss Bruce and Mike’s contribution I am excited about the fact that we will have two new members. New members have the opportunity to challenge the way we operate.
“In our industry I often hear both clients and some of our own staff respond when asked why we do a task in a particular way that “we have always done it that way”. There is no more certain way to fail than to not always be on the look-out for better ways to do a task.”
This will ensure that we review those practices that we do “because we always do it that way”. In our industry I often hear both clients and some of our own staff respond when asked why we do a task in a particular way that “we have always done it that way”. There is no more certain way to fail than to not always be on the look-out for better ways to do a task. Many people are afraid of change. They regard themselves as being cautious, but too much caution is as bad, if not worse, than never taking a risk. Currently, we all know that some of our pavements are too thick. This wastes resources and money. The AAPA Asphalt Pavement Solutions – for Life Project is investigating the application of Perpetual Pavement designs in Australia. This is used in the US and Europe to design pavements that will last indefinitely, with minor resurfacing every 15 to 20 years, without using excessive amounts of material. AAPA will shortly be promoting new specifications that will enable industry and governments to apply designs that will utilise materials more efficiently and I recommend that we all embrace these designs as the pathway to the future. Similarly there are other areas that we may wish to consider change and ask the question, is there a better way? One of these could be to look at extending the paving season. Currently during the colder and wetter months of the year, asphalt surfacing in the southern States slows considerably; this means that labour and assets are underutilised which, in turn, equates to waste. Some time ago, warm mix specifications were approved for use in a number of States, this type of product can allow us to pave that little bit longer into the colder months. We should be challenging ourselves to use this product more than we currently do, remembering that it also affords us the opportunity to incorporate more reclaimed asphalt product. We should be always seeking to extend the paving season; it makes economic sense for all stakeholders. So I strongly support change – not just for the sake of change – but for providing better outcomes. I am looking forward to working with our new Directors and in working with an industry that constantly seeks to grow by embracing change. I hope to never hear the words “we do it this way because we always have.”
Outcomes from Austroads/AAPA Warm Mix Validation Project By Kieran Sharp, ARRB Group Introduction AAPA and Austroads jointly conducted a project to validate the hypothesis that warm mix asphalt and hot mix asphalt performed the same in practice. This recognised that warm mix is used successfully around the world and that it was therefore unnecessary to undertake detailed and lengthy tests in Australia. Despite this, state road authorities and the asphalt industry considered it appropriate to have some evidence that Australian warm mixes would perform equally to hot mixes in this country. The project developed was in three parts: 1. The development of a test protocol agreeable to road authorities and industry to enable the performance of warm mix and hot mix to be compared. This protocol was developed through a joint committee reporting to Austroads and AAPA and was subsequently revised at the conclusion of the project. WMA Evaluation Protocol (Austroads 2012a & 2013b). 2. The placing and monitoring of various warm mix samples and hot mix controls on a section of a major road. These were monitored over two years to validate the hypothesis that warm mix performed the same as hot mix. (Austroads 2013a). 3. An extensive laboratory testing program to support the validation.
WMA Evaluation Protocol The WMA Evaluation Protocol provided a guide to the conduct of laboratory tests and field validation tests in order that the performance of WMA and conventional hotmix asphalt (HMA) could be compared. The Protocol was written in such a way that, as a type of WMA is evaluated, the results could be distributed and discussed across Australian States and New Zealand through the Austroads and AAPA frameworks. 36
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Whilst the Protocol could be applied to any asphalt mix, the scope of this Protocol is confined to wearing courses consisting of dense-graded asphalt and conventional binders. Recycled asphalt pavement (RAP), if included in the WMA, is also addressed. The Protocol addresses: • the testing of both laboratory-manufactured and production samples of asphalt containing additives and surfactants; • the testing of asphalt containing foamed bitumen: during production only; • desirable site conditions for a field validation site; • the timeframe for the evaluation; and • data and information exchange. A draft Protocol was prepared in 2010, with the outcomes of this project used to develop the revised Protocol which is shortly to be published by Austroads presented in Austroads Report AP-T231-13, see references.
Validation Trial of WMA and HMA technologies The validation project trialled three thin (40 mm thick) WMA surfacings (chemical additive, polymer additive, foaming) and a hotmix asphalt “control” surfacing at a site in Melbourne. Issues addressed included the experimental design, a description of the site, details of the mixes tested, the condition parameters monitored, and the performance of the surfacings after two years of trafficking. The location selected for the validation trial was a south-bound (Melbourne-bound) section of Sydney Road (also called the Old Hume Highway). The site is predominantly flanked by industrial properties, with kerb and channel drainage and a table drain. The posted speed limit is 80 km/h. The site was selected by VicRoads Metro North West Region in consultation with the industry participants. Photos of the validation site before treatment are shown in Figure 1.
Figure 1: Photos of validation site before treatment
The site was approximately 1.3 km long, including a signalised intersection which was not part of the study. It consisted of three lanes, each approximately 3.5 metres wide. The existing surface was an ultra-thin asphalt which was cracked and ravelled – normal end-of-service distress. However, the pavement was assumed to be structurally sound, with the observed distress only related to the surfacing.
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The AADT was 24,000, including 14% CVs. The WMA and the HMA “control” sections were laid out in such a way that each mix type was subject to the same level of traffic. General details of the asphalt mixes tested in the validation trial are presented in Table 1. An organic additive (Sasobit®) and a chemical additive (CECABASE RT®) were tested, whilst the Astec water-based binder foaming method was used in all of the foaming applications. Various percentages of RAP (0%, 10%, 50%) were also tested. The ‘control’ mix was a 14 mm HMA with C320 binder (VicRoads DGA Type H mix).
Table 1: General Details of Mixes Tested in Validation Trial A, B, C: HMA
14 mm HMA, 0% RAP, C320 Binder (VicRoads DGA Type H mix)
14 mm WMA 0% RAP (organic additive – Sasobit®)
14 mm WMA 10% RAP (organic additive – Sasobit®)
14 mm WMA 0% RAP (water-based binder foaming)
14 mm WMA 10% RAP (water-based binder foaming)
14 mm WMA 0% RAP (chemical additive – CECABASE RT®)
14 mm WMA 0% RAP (water-based binder foaming)
14 mm WMA 50% RAP (water-based binder foaming)
Results of Performance Testing The structural (strength) and function (roughness, rutting, texture) performance of the validation sites after almost two years of trafficking was excellent, with no discernible difference between the WMA and HMA “control” sections and no discernible difference between the various WMA mixes, including mixes containing additives, those incorporating various percentages of RAP and those manufactured using a foaming process.
Figure 2: Variation in average roughness in the slow lane over time (intersection: 335485 m)
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Figure 3: Variation in average rutting in the slow lane over time (intersection: 335-485 m)
The variation in average roughness in the slow lane over time is shown in Figure 2. The peak IRI value of about 7.0 in the slow lane relates to a survey conducted in January 2009, about 15 months prior to the site being overlaid, whilst the peak value of about 4.0 relates to the survey conducted in April 2010 just prior to the overlay being installed. The influence of the overlay, in terms of a reduction in roughness, is clearly evident, as is the fact that the average roughness levels after almost two years of trafficking were still low, with only a small increase in absolute values since the trial commenced. The variation in average rutting in the slow lane over time is shown in Figure 3. As with the roughness data, the peak value of about 9 mm in the slow lane related to the survey conducted in April 2010, just prior to the site being overlaid. It is noted, however, that the rutting in the original surface was also low (3-4 mm) with cracking being the main observed surface distress. Once again, the influence of the overlay in terms of a reduction in rutting is clearly evident as is the fact that the average rutting after almost two years of trafficking was still low, with only a small increase in absolute values since the trial commenced. It can also be seen that the level of rutting was independent of both generic mix type (HMA and WMA) and type of WMA mix (foam process, additives, percentage of RAP, etc.). In terms of surface texture, the peak macro-texture value of about 3 mm in the slow lane relates to the survey conducted just prior to the site being overlaid. This level of texture was not related to the roughness per se, but rather to the fact that the existing surface was an ultra-thin asphalt which generally has a higher macro-texture level than generic dense-graded asphalt. Once again, the level of texture after overlay was uniformly very low and independent of both generic mix type (HMA and WMA) and type of WMA mix. A comparison of the cracking in the original surface of the most heavily-trafficked (slow) lane prior to overlay, and in December 2010 and in March 2012 (almost two years after the sites were opened to traffic), revealed that the extent of cracking after almost two years of trafficking, compared to the extent of cracking prior to patching and overlay, was small. Almost all of the cracking that was observed appeared to be reflection cracking. In terms of surface deflection, the maximum deflections were generally very low, this being related to the very strong base on which the original pavement was constructed. The introduction of the overlays had some minor influence on the deflection values but there was little, if any change, in maximum deflection over the 12 months
between the two surveys in August 2010 and August 2011. Once again, the maximum surface deflection was independent of both generic mix type (HMA and WMA) and type of WMA mix. The results of the validation trial only apply to the WMA surfacings manufactured with the particular technologies and binders trialled, and for the traffic and environmental conditions experienced. Further work is required to assess the structural performance of WMA pavements and any likely impacts on the structural design procedures currently documented in the Austroads guidelines. In terms of the draft WMA Evaluation Protocol, the trial conducted under the Austroads project was far more detailed, in terms of demands, than a production/demonstration trial and much more in line with the requirements for a validation/implementation trial. The main difference was that, whilst the validation trial involved various asphalt mixes (binders, aggregate types, RAP, etc.), it was only one application (one pavement structure, one traffic type – albeit different traffic in each of three lanes – and one environmental condition). In addition, only thin (nominally 40 mm thick) surfacings were tested. Further work is required to assess the structural performance of structural layers incorporating WMA and any likely impacts on the structural design procedures currently documented in the Austroads guidelines. However, it is considered that, in terms of the “field evaluation” component of the WMA Evaluation Protocol, the requirements would be applicable to any validation trial (e.g. thin asphalt surfacing, structural asphalt layer, accelerated pavement testing, etc.).
“The results of the validation trial only apply to the WMA surfacings manufactured with the particular technologies and binders trialled, and for the traffic and environmental conditions experienced. Further work is required to assess the structural performance of WMA pavements and any likely impacts on the structural design procedures currently documented in the Austroads guidelines.”
Laboratory Evaluation A summary of the laboratory tests conducted on the plant mixes placed in the WMA demonstration trial sites is as follows: • Binder content and aggregate grading: all the mixes conformed to the criteria. • Volumetrics (gyratory and Marshall compaction methods): whilst most mixes did not conform to the target design air voids range (even with the production tolerance considered), the values for both the HMA and WMA were comparable. • Marshall stability and flow: the results for all the mixes were satisfactory and there was no discernible difference between the HMA and WMA mixes.
• Indirect tensile modulus: the values for the WMA produced using the water foaming method were generally similar to, or lower than, the values for the WMA mixes produced using additives; this may have been due to the fact that the addition of the additives resulted in a stiffer mix. There was no discernible difference between the other HMA and WMA mixes. • Moisture sensitivity (laboratory and field samples): the mixes supplied by one company (both laboratory and field samples) generally had values lower than the specification. There was no discernible difference between the HMA and WMA mixes. • Wheel tracking: all the mixes satisfied the specification except for the WMA (C1). It was not clear whether the performance of the WMA mixes was different to the HMA as some of the results conflicted with each other and the air voids of some of the samples were questionable. • Fatigue life: the results were mixed; some of the results may have been affected by low air voids. - Binder viscosity (fresh binders and recovered binders – taken from the asphalt plants during production): - most of the fresh binders conformed to the specified viscosity range; - the viscosity of the recovered binders was high - the use of RAP and/or prolonged storage time may have partially contributed but the main reasons for this are unclear; - in general, the recovered viscosities of the WMA (without RAP) were lower than the viscosities of the HMA. Although the intention was to prepare all the mixes and carry out all the testing in the same manner, certain variations (e.g. prolonged mix storage time, over/under compaction of specimens, laboratory equipment and staffing issues) occurred which were related to logistic/ operational issues. It is possible these variations may have influenced some of the test results. Generally, the laboratory performance of the HMA and WMA mixes was similar. As already discussed, this was also reflected in the validation trial, where field performance was satisfactory and independent of mix type, additive or percentage of RAP. In terms of the WMA Evaluation protocol, it was clear the requirements for laboratory testing in the draft Protocol were too demanding, both in terms of the number of samples that could be manufactured in a limited time and the number of tests required. These issues will be addressed in the revised Protocol.
Conclusions The validation project confirmed the hypothesis that the WMA mixes used did perform the same as the HMA controls over the two year period. As a result, several state road authorities have already adopted warm mix in their specifications.
References Austroads, 2012c, Field validation of warm mix asphalt pavements, AP-T214-12, Austroads, Sydney, NSW. Austroads, 2013a, Laboratory evaluation of warm mix asphalt mixes, AP-T230-13, Austroads, Sydney, NSW. Austroads, 2013b, Evaluation protocol for warm mix asphalt mixes, AP-T231-13, Austroads, Sydney, NSW. A copy of the report Field Validation of Warm Mix Asphalt Pavements AP-T214-12 can be downloaded from the Austroads Website.
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Boral played key role in infrastructure project From time to time, AAPA includes an article on a project undertaken by one of its members. This highlights the quality of work that the road surfacing industry undertakes to achieve safe and sustainable roads for all Australians. This edition highlights the role Boral played in achieving the outstanding success of Peninsula Link in Melbourne. This success was achieved even though Victoria experienced some of the wettest years on record. And even with this weather, Boral was able to achieve an outstanding ride quality and very high safety performance. Peninsula Link not only highlights the quality of work done by the bituminous surfacing industry, it also showcases the importance of roads to Australia and why our industry is a key component of the Australian society and economy. For example; Peninsula Link enables motorists to travel from Melbourneâ€™s CBD to Rosebud without experiencing a traffic light. This saves time, increases road safety and reduces the environmental impacts caused by vehicles stopping and starting in congested traffic. The project also included a 25 kilometre walking and cycling path starting in Patterson Lakes and connecting with other popular paths in the area, and more than 1.5 million plants, shrubs and trees will be planted along the freeway corridor to improve the environment.
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Originally drafted in the 1969 Melbourne Transportation Plan, Peninsula Link is a six lane freeway spanning 27 kilometres, beginning at the southern end of Eastlink in Carrum Downs and leading into the Mornington Peninsula Freeway in Mount Martha. Peninsula Link gives drivers the choice of bypassing nine sets of traffic lights and six major roundabouts, ultimately allowing road users to travel from the Mornington Peninsula to Melbourne Airport without encountering a single traffic light. The freeway officially opened in January 2013, at a total cost of $759 million, and is the first road project in Australia to be delivered as an Availability Model Public Private Partnership (PPP). The successful consortium, Southern Way, comprising Abigroup, Billfinger Berger and the Royal Bank of Scotland, engaged Abigroup Contractors to design and construct the Peninsula Link Project under a Design and Construct Contract. As part of developing its Proposal, Abigroup formed an Alliance with Boral Resources (Vic) and agreed the scope, price, program and commercial terms for the delivery of asphalt pavement and sealing works. As construction is now completed and the freeway opened, Lend Lease Infrastructure Services now operates and will maintain the freeway for the next 25 years before handing back the asset in an agreed condition to Vic Roads. Client/Construction Team: Client: Abigroup Contractors Pty Limited Contractor: Boral Resources (Vic) Pty Limited
Performance The program required 40,000 tonnes per month for 10 months. However, after experiencing two of the wettest years on record in Australia, there was a significant challenge to complete the
15TH I N T E R N AT I ON A L
F L E X I B L E PAV E M E N T S C O NF E R E N C E
22-25 September 2013 | Royal International Convention Centre | Brisbane | Australia
ABOUT THE CONFERENCE
This significant Conference will feature eminent presenters from Australia and around
Speakers will be invited from international Asphalt Organisations, Research
the world, including invited key speakers. A balanced, relevant technical program,
Institutes, Road Agencies and Companies to ensure that the conference will
supplemented by a major supporting exhibition, will make this Conference the
truly provide an international perspective.
highlight of the 2013 flexible pavements calendar both in Australia and internationally. The Australian Asphalt Pavement Association presented its first International
The conference will also provide ample networking opportunities, including a social program, so that all delegates can mix and hear from their colleagues.
Technical Conference in Sydney, Australia, in 1971, and since then has conducted a conference fourteen times in total with either an International or National Flexible Pavement Conference being staged by AAPA every two years. In addition to the speaking streams, the conference will have a social program
LATE ABSTRACTS The First Call for Papers is now closed, however, Late Abstracts may now be
and a major exhibition of equipment and related products and services.
suitability. When an Abstract is accepted, it is on the condition that the final
The conference focus is primarily on technical issues associated within
please submit an applicable abstract (100-150 words). Content should be
the flexible pavements and industry. It is for all forms of flexible pavements
sufficient to outline the thrust of the paper. All submissions to be forwarded to:
Abstracts will be reviewed by the AAPA National Technology Committee for
See website for accepted speakers
Technical Paper is acceptable to the National Technology Committee. To be considered as an official speaker/presenter during the conference,
including for roads, airfields, paths, car-parks, industrial and port areas. Technical papers will address issues such as specifications, procedures
and equipment. All facets of flexible pavements will be covered, including
t +61 3 8534 5004 e email@example.com
AAPA Conference Convenor
research, manufacture, construction, maintenance and test methods. In today’s world, environmental sustainability is a key issue and papers will
address issues such as asphalt perpetual pavements, life cycle impact,
29th March 2013: First call for papers closed
warm mix asphalt, recycled asphalt and emulsions, and the environmental
22th August 2013: Technical papers due
and the economic benefits of maintenance. As a guide, papers may be in the following key areas:
• Delivering new age solutions
• Asphalt mix design
For more information on the conference including program,
• Asphalt perpetual pavements
• Sprayed seal design/construction
venue and registration please visit our conference website
• High modulus asphalt
www.aapaconference.com.au or contact the conference convenor.
• Increased use of warm mix and RAP
• Life cycle costing
(Reclaimed Asphalt Pavements)
• Asset management
• Roads, paths and car-parks
• Quality assurance
• Airﬁeld, industrial and port
• Developments in thin surfacings • Speciﬁcations • Environmental aspects
pavements and hard-stands • Pavement management and maintenance
The conference will also include a sessions for senior managers. This may
The conference website will be regularly updated with new information as the conference develops. More Information on Speaking, Sponsorship & Exhibition Contact Scott Matthews, BEng Conference Convenor p +6 13 8534 5004 e firstname.lastname@example.org
address issues such as contracts, national harmonisation of health and safety laws, and other business related issues affecting the surfacing industry.
REGISTER Online Registration is now open at www.aapaconference.com.au
Alternatively, please contact: Registration Manager t +61 3 8534 5050 e email@example.com
earthworks and pavements on time, and asphalt works were ultimately delayed. To mitigate this setback and keep the project on schedule a compressed program was implemented, which saw approximately 300,000 tonnes of pavement laid in four months, with the largest month at 113,000 tonnes. In total, of the 410,000 tonnes of asphalt produced, approximately 50,000 tonnes of Recycled Asphalt Product (RAP) was utilised by the Astec T400 mobile asphalt plant. This included increasing the VicRoads Standard RAP specifications by an additional 10%, with up to 40% RAP used for the fatigue asphalt layer. Under the Vic Roads specification, Recycled Asphalt Product (RAP) could be added in accordance with the following: 20mmSF – 30%, 20mmSI – 20%, 14mmH – 10%, and Asphalt with C600 or Polymer – 0% The additional 10 % allowance could be included in all the asphalt types above provided additional testing is completed. 42
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When dry weather was available this additional 10% was introduced into production. To ensure greater comfort and safety for road users, a key factor in the performance of the freeway was ride quality, which was used to measure the “roughness” of the road surface. After construction was completed, a series of ride car tests resulted in an average rideability across the 27 kilometre span that came well within VicRoads specifications. The average ride-ability achieved for the project was 0.75 IRI against a Vic Roads Specification of 1.4 IRI. Previous to this project the best average IRI achieved by the industry on any Victorian Freeway was around 1.0 IRI. The process adopted to achieve this ride was not new and has been used in Queensland for many years. The important philosophy behind the ride quality control was to adopt the appropriate methodology for each layer of asphalt and ensure that accurate survey level control was applied to the sub-tending layers.
Key Facts • Full depth asphalt in five layers including OGA surfacing for the northern 14km; • Prime and 10mm SAMI followed by thin lift SMA and OGA surfacing for the southern 13km; • Widening and 40mm overlay of the 13 local roads associated with the freeway; • Approximately 410,000 tonnes and 300,000m2 of SAMI Seal; • About 350,000 tonnes of asphalt aggregates used; • 230,000 tonnes of rock and crushed rock products from Boral Quarries and 3900m3 of concrete from Boral Concrete; • Averaged a total of 22% RAP across the asphalt produced for the project with a total of 50,000 tonnes of RAP used in production of around 228,000 tonnes of asphalt that allowed the use of RAP; and • Average ride-ability achieved for project was 0.75 IRI against a Vic Roads Specification of 1.4 IRI. Prior to project, typical IRI achieved by the industry on any Victorian Freeway was around 1.0 IRI.
“Boral Quarries supplied about 350,000 tonnes of asphalt aggregates to the project through the Alliance. Another 230,000 tonnes of rock and crushed rock products from Boral Quarries and 3900m3 of concrete from Boral Concrete, was also supplied to the project.”
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AAPA Training Report Maintaining a healthy and safe workplace is a key objective of every person, whether they are the Chief Executive, office worker, pavement designer or rake hand. With this in mind, AAPA offers “Working Safely With Bitumen” training courses each year across Australia. This course provides participants with a clear understanding of the risks associated with bitumen. It also explains how to work with bitumen in a safe way. The course is aimed particularly at those people who handle bitumen. However, it is also relevant to managers and senior managers to provide an understanding of the risks associated. Office staff, pavement designers and anyone involved in the industry also benefit from knowledge of bitumen. The aim of the course is to achieve zero bitumen burns and AAPA recommends that those working with
bitumen should redo this course at five to six year intervals. Over the next few months, this course will be offered in Perth, Adelaide, Melbourne, Launceston, Hobart, Sydney, Brisbane and Darwin. Additional courses may also be offered on request. Please contact AAPA if you are interested in your company sponsoring a course. Other courses will also be held in various locations around Australia and these can be seen on the accompanying calendar of events. To register for a course please refer to the AAPA website where registrations can be made on-line at www.aapa.asn.au As well as the courses listed, AAPA is currently developing two new courses. The first course is an induction course on the safe handling of bituminous materials.
This course will be available on-line to those commencing in the industry. It will not replace the Working Safely with Bitumen course, but will provide introductory information about bitumen. It is also being designed as a refresher for those in our industry to undertake regularly (eg; every two years). The second course will be a short course to update knowledge for those involved in the spray sealing industry about Austroads’ changes in the double/double seal design. Although those who have done the AAPA Sprayed Sealing course in the last few years will be aware of the changes, those who did the course before that will benefit from this update. Information on AAPA Trainings and on new courses as they are developed can be found on the AAPA website.
July 2 3 3
Polymer Modified Binders & Bituminous Emulsions Working Safely With Bitumen Pavement Maintenance Practices
Sydney Perth Sydney
NSW WA NSW
TC1346 TC1349 TC1347
Asphalt Placement & Compaction Working Safely With Bitumen Working Safely With Bitumen Working Safely With Bitumen Working Safely With Bitumen Sprayed Sealing Selection & Design Sprayed Sealing Design Sprayed Sealing Field Procedures Working Safely With Bitumen Working Safely With Bitumen Bituminous Surfacing – Principles and Practice
Sydney Adelaide Melbourne Launceston Hobart Adelaide Adelaide Adelaide Sydney Brisbane Sydney
NSW SA VIC TAS TAS SA SA SA NSW QLD NSW
TC1348 TC1350 TC1351 AC1351 AC1352 TC1354 TC1355 TC1356 TC1352 TC1353 TC1357
Working Safely With Bitumen Sprayed Sealing Selection & Design Bituminous Surfacing – Principles and Practice Sprayed Sealing Design Sprayed Sealing Field Procedures Sprayed Sealing Selection & Design Sprayed Sealing Design Sprayed Sealing Field Procedures Polymer Modified Binders & Bituminous Emulsions Sprayed Sealing Selection & Design Pavement Maintenance Practices Sprayed Sealing Design Asphalt Placement & Compaction
Darwin Melbourne Brisbane Melbourne Melbourne Perth Perth Perth Adelaide Brisbane Adelaide Brisbane Adelaide
NT VIC QLD VIC VIC WA WA WA SA QLD SA QLD SA
AC1357 AC1358 TC1358 AC1359 AC1360 AC1361 AC1362 AC1363 TC1359 AC1364 TC1360 AC1365 TC1361
Bituminous Surfacing – Principles and Practice Polymer Modified Binders & Bituminous Emulsions Pavement Maintenance Practices Asphalt Placement & Compaction
Melbourne Perth Perth Perth
VIC WA WA WA
TC1362 TC1363 TC1364 TC1365
4 9 11 19 23 23-24 24 25 25 30 30-1 Aug August 6 6-7 6-8 7 8 13-14 14 15 27 27-28 28 28 29 September 3-5 10 11 12 44
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Double/Double Seal Design Updated Austroads Guideline Double/Double Seals are a seal consisting of two successive applications of binder each followed by an application of aggregate. They are a tough and resilient form of sprayed seal that is used across Australia. An update of the Double/Double Seal Design for the Austroads Sprayed Seal Method has recently been published. This document (AP-T236-13) replaces Sections 6.7 and 8 of AP-T68, Update of the Austroads Sprayed Seal Design Method (Austroads 2006). The update was prepared by AAPA and Austroads members of the joint Austroads/ AAPA Bituminous Surfacing Working Group. Changes to the method include a new seal selection table, revised voids factor charts and polymer factors, plus the addition of a new seal type - the XSS (extreme stress seal). The XSS is aimed at coping with extreme stresses imposed by heavy traffic conditions and high pavement temperatures, in particular large volumes of traffic that include high proportions of heavy vehicles and large heavy vehicles (such as B-doubles),
on-line publications website www. onlinepublications.austroads.com.au.
as on rural freeways and highways and long climbing lanes. Adjustments and allowances are incorporated in the procedures to cater for aggregate shape, traffic level, embed merit, existing surface texture, hardness of existing surfaces and absorption of binder by either aggregates or the existing substrate. The design procedures covers double/double seals with unmodified bitumen (Class 170, Class 240, and Class 320), multigrade binder, emulsions and polymer modified and crumb rubber binders. An important addition is the preliminary sprayed seal selection table. This provides guidance on the selection of seals for a range of traffic volumes, stress levels and climatic conditions. A copy of the Undated Sprayed Seal Design Method (AP-T236 -13) can be downloaded from the Austroads
AAPAS SPRAYED SEAL SELECTION AND DESIGN AND SPRAYED SEAL DESIGN COURSES UPDATED In line with AAPAs policy to ensure that its training courses reflect current practice and address emerging issues information on the new Double/Double seal design method have been incorporated in our seal design courses (Sprayed Seal Selection and Design and Sprayed Seal Design). To assist those that have undertaken our seal design courses in the past AAPA is finalising a new, short course which will provide information on the recent changes. This course should be available in the next few months. For information on who should attend, when and where the new update course is being offered, or for information about any AAPA Training course refer to the AAPA website (www.aapa.asn.au) under Training. Alternatively give the AAPA Training Centre a call (0398535322).
Update to the AAPA Binders Guides • Guide to the Manufacture Storage and Handling of Polymer Modified Binders • Guide to the heating and storage of binders for sprayed sealing and asphalt manufacture To reflect the products specified in the latest Austroads specification framework for polymer modified binders and multigrade bitumen’s (AGPT/T190), AAPA in close consultation with binder suppliers and manufacturers has revised two guides: • The Guide to the Manufacture Storage and Handling of Polymer Modified Binders • Guide to the heating and storage of binders for sprayed sealing and asphalt manufacture (Advisory Note 7). The Guide to the Manufacture, Storage and Handling of Polymer Modified Binder has been prepared as an aid to promoting best practice in the manufacture, storage, transport, handling and application of polymer modified binders.
This document replaces the previous version entitled Code of Practice: Manufacture, Storage and Handling of Polymer Modified Binders, which was published in June 2004. Procedures contained in the guide provide assurance to end users of consistent quality of hot PMB materials produced in a controlled manufacturing environment. A significant difference between Polymer Modified Binders (PMBs) and conventional bitumen is the need for additional care in handling to ensure that the effectiveness of
the polymer or crumb rubber is not reduced by overheating, contamination, or other degradation during storage and transport. Advisory Note 7 provides guidance on heating temperatures and storage times for bitumen’s and modified binders for sprayed sealing and asphalt applications. Recommendations are provided on maximum storage times where binders are held at the spraying or asphalt mixing temperature ranges recommended in the advisory note. Where binders must be held for more lengthy periods, medium term storage times and temperatures have also been included. For ease of reference the supplier’s product name for each of their modified binders and the equivalent Austroads binder class (where applicable) have been included. Both these guides are available for download from the AAPA website (www.aapa.asn.au) under Publications. For information on Austroads Guidelines refer to the Austroads website (www.austroads. com.au). ROADS JUNE/JULY 2013
Longitudinal joints were placed on this formula: Add 6 mm (1/4”) for every inch of asphalt. Mountain States paves so that the top joint is always underneath the road stripe. It also staggers the lifts so the joints, too, are staggered. This meant the 76 mm (3”) bottom lift was placed at a width where the stripe would go. Next came a 63 mm (2.5”) lift that was offset 30 cm (1’). The final lift, also 63 mm (2.5”), was placed in line with the first lift. The crew worked from the inside (closer to the freeway divider) to the outside because it helped with traffic flow on the jobsite.
Consistent from start to finish The priority for the Interstate 25 project near Albuquerque, New Mexico, came down to a single word: smoothness. The importance of smoothness is nothing new to contractors who handle highway and interstate work. Yet, while contractors know the goal, it’s other challenges that can complicate a job. And when those challenges take the focus away from the goal, smoothness, time and money can be lost. “We have to hit our smoothness goals, and also achieve production targets,” said Henry Smith, operations manager with Mountain States Constructors Inc., the firm handling the paving project. “That requirement isn’t anything new to us, but it’s an ongoing challenge. Meeting those specs takes work.”
Project description The state of New Mexico supervised interstate expansion. The road was widened from four lanes to six, including 3.6 m (12’) shoulders on each side. A median wall also was built. The existing roadway was completely replaced. “We took the entire road all the way down to the subgrade, rebuilt the profile and then rebuilt the subgrade,” said Smith. Three lifts of asphalt, totaling 203 mm (8”), were placed on the subgrade. Bonus pay was based on the IRI. The spec for maximum pay was 41.
Milling The project started with milling the existing four lanes of highway. A Cat® PM201 Cold Planer removed the asphalt. The material was transported to the nearby asphalt plant for recycling. The mill also picked up the old base course and recycled that, too. “With that big mill, we took out 8” (203 mm) of asphalt and 6” (152 mm) of base down to the subgrade,” said Brian Wanner, foreman on the jobsite. 46
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New drainage pipes were placed, followed by a minus 19 mm (3/4”) subgrade. A Cat 140M Motor Grader created a new subgrade profile. Then came the median and concrete walls, followed by the 152 mm (6”) base course of recycled material, and finally the asphalt.
Paving A Cat AP1055E Asphalt Paver with AS3301C screed handled the three lifts. The first lift was 76 mm (3”), and the second and third were 63 mm (2.5”) each. Smoothness was always on the mind of the crew. “It’s very critical in this state,” Smith said. “Achieving that targeted smoothness is all about consistency. We want constant motion; we want the rollers equally spaced so they’re completing consistent passes at consistent temperatures.” A remixing transfer vehicle delivered the asphalt to the AP1055E. “The operator and screed man kept a close watch on the paver’s pace and the material flow. “We always have the auger half full; we follow that and other basics,” Smith said. The crew’s pace varied because the temperatures in New Mexico can fluctuate greatly in a single day. The paver has to work at a pace that enables the compactors to hit target densities before the mat becomes too cool. “We work at about 30’ (9 m) per minute when it’s cold, and much faster when it’s warmer,” Wanner said. That pace led to placement of about 317 metric tons (350 U.S. tons) per hour during the cooler months. Mountain States operates its own plant to help achieve consistency. The job utilised recycled mix, which was placed in trucks by three drops at the plant. The mix arrived at a temperature of about 157º C (315º F) and was about 152º C (305º F) immediately behind the paver.
Compacting A Cat CB564D Asphalt Compactor handled breakdown work. It made two passes with a pass up, and then back, counting as a single pass. The CB564D worked right up to the screed and then back to a temperature above 121º C (250º F). That distance varied depending on the ambient temperature. The second roller, a Cat CB64, worked at temperatures between 107º-121º C (225º-250º F). The third roller, also a Cat CB64, worked at a temperature of about 85º C (185º F). Both the second and third rollers made between three to six passes, depending on the readings and the temperatures.
Screed control enhancements lessen the likelihood of accidental adjustment.
A Cat CB564D handles breakdown compaction.
New road networks part of Sydney and Melbourne Airport Master Plans Improved road networks within the Sydney and Melbourne Airport precincts are key aspects of master plans released by the operators of both the business and tourist gateways. The preliminary Draft Master Plan for Sydney Airport was released in the first week of June and the document for Melbourne Airport was made public in late May. The first integrated ground transport plan for Sydney Airport is designed to improve traffic flow and airport ground access through reconfigured terminals and new roads and facilities to encourage greater use of public transport. “Our ground transport plan includes a new one-way ring road for the T2/T3 precinct and improvements to T1 including the creation of a free-flowing road through the precinct and a new city-bound exit by 2018, which will increase ‘green light’ time at key intersections by up to 33 per cent,” Sydney Airport Chief Executive Officer, Kerrie Mather, said. “The plan will encourage greater use of public transport with the creation of new bus and multi-purpose parking facilities. We also continue to advocate for new and more affordable bus and train services to the airport. “Numerous government studies have shown that while we have runway and apron capacity for several decades to come, it is ground access to the airport that is impacting on customers.”
A concept plan to evolve Sydney Airport from separate international and domestic operations into two integrated terminal precincts has received strong stakeholder support and is included in the Preliminary Draft Master Plan. “Aviation has changed dramatically over the past decade, with significant advances in aircraft and navigation technology, and airlines forming market-changing partnerships to create virtual networks. We’re responding with flexible facilities to meet these changes and provide a superior passenger experience, Ms Mather said. “Sydney Airport is the nation’s most significant transport and tourism infrastructure, generating an economic contribution of $27.6 billion a year. We’ve consulted extensively with all stakeholders and, in particular the NSW Government, on developing a holistic ground transport solution. “Sydney Airport has invested more than $2 billion in improved passenger facilities and capacity since 2002, and we will be continuing to invest significantly to support the implementation of this master plan to facilitate the 74.3 million passengers a year forecast to be using the airport by 2033,” Ms Mather said. The new T2/T3 road will create a widened entrance to the precinct at Sir Reginald Ansett Drive and exit onto Qantas Drive
resulting in better traffic flow by simplifying intersections and increasing “green light” time by up to 33 per cent. The new road will be supported by a new bus and multi-purpose parking facility to be located between Ninth Street and the new dedicated exit, which will encourage greater use of public transport by improving access to the terminals for buses and passengers. At T1, car park entry and exit gates will be relocated and a new centre road will be built to create a free-flowing corridor that will improve traffic flow in the precinct, as well as the departures road. A new city-bound exit will improve traffic flow for vehicles using Airport Drive. In addition, provision has also been made for bus facilities in this precinct. “We are proposing five and 20-year ground transport solutions in this master plan to improve access to the airport and encourage more people to use public transport,” Ms Mather said. “The plan we’ve detailed complements the state government’s pinch points strategy, transportation plan for the Port Botanyairport area and WestConnex project. These are positive initiatives that recognise the economic significance of the airport and Port Botany precinct.” The 2033 Preliminary Draft Master Plan is on public exhibition and submissions may be made until 30 August 2013. ROADS JUNE/JULY 2013
After comments on the Preliminary Draft Master Plan have been considered, a Draft Master Plan will be submitted to the Federal Government for approval. Melbourne Airport’s 2013 draft Master Plan sets out the vision for the development of the airport over the next 20 years to cater for the 64 million passengers who are forecast to come through the airport each year by 2033 (compared to 29 million this year). The plan includes what’s described as a “long-term road solution” and ground transport initiatives. The long-term road solution takes the form of an elevated loop road built above the existing road network to cater for more vehicles and reduce travel time as the number of passengers
using the airport grows. The loop road will be constructed in stages over several years, with the first stage expected to begin in 2015. It also contains details of initiatives to facilitate the movement of people to and from the airport, including a proposed airport rail link. According to Melbourne Airport CEO, Chris Woodruff, the 2013 draft Master Plan is an important milestone in the development of Melbourne Airport, and an important blueprint for Victoria’s economic future. “The draft Master Plan highlights the economic and social importance of Melbourne Airport and how its future growth will continue to drive the Victorian economy, including more than doubling spending by interstate and
international visitors from $8.5 billion to $18 billion by 2033; growing the number of jobs directly related to airport operations from more than 14,000 now to 23,000; and more than doubling the airport’s contribution to Gross State Product from $1.47 billion to $3.2 billion over the next couple of decades. “Melbourne Airport is about to embark on the most significant period of growth since it opened in 1970, and the publication of our preliminary draft Master Plan is an opportunity for all Victorians to comment on our plans,” Mr Woodruff said. The draft Master Plan will be submitted to the Federal Minister for Infrastructure and Transport for approval following the public consultation process.
The plan incorporates upgrades and improvements to the existing network including: • a $20 million extension of the Collins Street tram line into Victoria Harbour – currently under construction; • additional capacity on major city through roads – Bourke Street and Batmans Hill Drive; • providing an additional 30 per cent vehicle capacity during peak periods; and • improved pedestrian and cyclist connections
to the CBD, Northbank and Footscray. Lord Mayor, Robert Doyle, said Access Docklands was an important blueprint and integrated with the City of Melbourne’s transport strategy, the Melbourne Transport Plan. “The tram extension to Victoria Harbour will take visitors to the intersection of Bourke and Collins Streets, an iconic new meeting place for our city, and home to a new library and community services hub,” Cr Doyle said.
Transport infrastructure upgrade for Melbourne’s Docklands Funding of $36 million for transport infrastructure in Melbourne’s Docklands precinct was given the green light at the end of April by Victoria’s Planning Minister, Matthew Guy, and Melbourne’s Lord Mayor, Robert Doyle. A $20 million extension of the Collins Street tramline is one of the key initiatives launched as part of Access Docklands initiative. Access Docklands is a long-term transport plan designed to improve the area’s trams, roads, pedestrian and cycle paths. The plan follows an 18 month consultation with Docklands’ businesses, workers, residents and Victorian government agencies. “Access Docklands builds on Docklands’ vision as a world-leading sustainable urban development precinct and ensures transport infrastructure operates as efficiently and effectively as possible,” Mr Guy said. “Docklands is the biggest governmentprivate sector partnership in Victoria’s history and has attracted more than $8.5 billion of private sector investment to the precinct. “Access Docklands will ensure the right transport infrastructure is available for more than 60,000 employees and 20,000 residents who will call Docklands home by 2025.” 48
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Work starting to upgrade key Bruce Highway interchange Acciona Infrastructure Australia has been selected to deliver the upgrade of the increasingly congested and hazardous Pumicestone Road Interchange on the Bruce Highway, with work scheduled to begin in June 2013. Expected to be completed within 18 months, this fully-Federally funded $96.1 million project is part of targeted improvements being made to the Bruce Highway between Caboolture and Caloundra. The interchange is already used by more than 50,000 vehicles a day. In addition to the congestion, the clearance beneath the existing overpass is too low, forcing bigger trucks to make lengthy detours.
The project will build a new, higher overpass over the highway, lengthen and straighten the on-and-off-ramps, improve the intersections with local roads, as well as install pedestrian and cycling facilities. The upgrade is in addition to the new interchange to be built at the intersection with Roys Road and Bells Creek Road, with this work scheduled to begin later in 2013. It will also complement the improvements which will soon be made at the Boundary Road Interchange. In other work on the highway, construction is underway on widening and strengthening the foundations of the southern approaches to the Isis River Bridge. The $13.7 million, fully-Federally funded project, will also install new north and
southbound overtaking lanes just south of the bridge, giving motorists more opportunities to pass slower moving vehicles safely. The project is being delivered by Sunstate Group Queensland and is expected to be completed in early 2014. Funding for this upgrade is coming from the Federal Government’s $4.1 billion, 10-year plan for a better, safer Bruce Highway. As well as rebuilding critical sections of the highway, the funding is also being used to: • install 50 new overtaking lanes; • fix over 100 dangerous black spots between Caboolture and Cairns; and • build some 24 new rest areas and stopping places as well as upgrading a significant number of existing rest areas.
New lanes for Northbridge tunnel Perth’s Northbridge Tunnel is capable of carrying about 30,000 extra vehicles a day following the opening at the end of April of two new lanes. The tunnel now carries three lanes of traffic in each direction which means reduced congestion for the 100,000 motorists who use the tunnel each week day. The $57 million Mitchell Freeway and Northbridge Tunnel project form part of the Western Australian Government’s Perth CBD Transport Plan to address congestion. “This project is part of a bigger package of transport solutions underway that will improve our CBD road network and address the challenges associated with Perth’s
increasing population,” said State Transport Minister, Troy Buswell. “We understand traffic congestion is frustrating and has an impact on people’s day-to-day lives. The increasing traffic on our roads reflects the state’s prosperity – with growth and development comes extra people and cars. “The government has recognised this growth and is delivering road projects that will be completed in the months to come and will deliver long-term benefits,” Mr Buswell said. “One of the biggest changes west-bound drivers will notice is the new Mitchell Freeway on-ramp from the Graham Farmer
Freeway’s Loftus Street exit. This significantly improves safety by eliminating the need for drivers to cross multiple traffic lanes to exit the freeway north-bound at Vincent Street. Mr Buswell said motorists would realise the full benefits of the extra west-bound lane in the tunnel when the additional lane on the Mitchell Freeway was completed from Vincent Street to Hutton Street by the end of the year. Main Roads WA has produced a brochure containing important safety information and tunnel driving tips, and a new series of videos of the various traffic movements within the tunnel, which can be viewed on the tunnel’s dedicated webpage.
Repairing flood-damaged roads in Queensland Work on some of Queensland’s most flooddamaged roads was being put out to tender during May. The round of work will involve repairs to the Captain Cook Highway, Lansborough Highway, Flinders Highway, Warrego Highway and the Bruce Highway. The projects are being delivered under the Natural Disaster Relief and Recovery Arrangements – a joint Federal-State initiative. Under the arrangements, the Federal Government provides 75 per cent of
the funding and 25 per cent originates from Queensland. State Transport and Main Roads Minister, Scott Emerson, said with the inclusion of flood recovery works and asset management contracts, $1.7 billion in road works would be out for tender across Queensland in coming months. “The first key milestone was recently achieved for the procurement of long-term asset management contracts for major roads in south east Queensland.
“Firms were asked to register their interest in three five-year contracts estimated at a total cost of $450 million. “Registration of interest closed last week (the first week in May) and, from those submissions, we will short-list down to six based on an analysis of proponents. The preferred proponents will then be invited to tender for one of the contracts.” The initiative was announced in December 2012 and work is expected to start in June 2013. ROADS JUNE/JULY 2013
ITS Australia backs heavy vehicle smart technology trials National peak body, Intelligent Transport Systems Australia, has given its support to new funding of $1.7 million from the Federal and New South Wales Governments for trials of Cooperative Intelligent Transport Systems (C-ITS) technologies. ITS Australia is the nation’s principal organisation focused on facilitating the development and deployment of advanced technologies across all modes of transport. The Heavy Vehicle Safety and Productivity Program funds provide for pioneering projects involving heavy vehicle to infrastructure communication technologies to make roads safer. On the busy South Sydney to Port Kembla truck corridor, the Cooperative Intelligent Transport Systems Initiative (CITI) provides for fitting dedicated short-range communication transceivers to heavy vehicles that regularly travel this route. Intelligent Transport Systems Australia Chief Executive Officer, Susan Harris, said this was one of the few C-ITS trials around the world focused on heavy vehicles. “This facility will be set up with major players in the logistics industry to establish this corridor as a test bed for trialling a range of C-ITS technologies in real world conditions,” Ms Harris said. “This corridor features steep gradients and carries a large portion of the trucks travelling to and from the port (Port Kembla). These heavy vehicles are mixed in with light vehicle traffic, which creates testing driving conditions ideal for such development work.” The CITI project has the potential to speed development and testing of C-ITS technologies such as: • providing real time traffic signal phase and timing (SPAT) information to the driver in the vehicle cabin; • providing advanced driver alerts about conditions at intersections, particularly at high risk junctions; • testing approaches to communication spectrum allocation; • exploring issues associated with C-ITS applications in remote areas away from fixed line power supply; and • systems that streamline commercial activities, such as access to and from the port. In addition, the Heavy Vehicle Safety and Productivity Program will fund a Connected Rest Area Project using C-ITS to enable heavy vehicle drivers to locate rest areas and to explore the integration of this technology within existing systems, including drivers’ electronic work diaries. “The safety and productivity of Australia’s road freight industry is critical to the nation’s international competitiveness and standard of living. C-ITS are the next major step forward to improving the safety, environmental and economic performance of our transport systems,” Ms Harris said. “Enabling heavy vehicles to communicate with their surroundings introduces a new level of safety by alerting drivers to danger, or giving them confidence to continue on their journey. “These Heavy Vehicle Safety and Productivity Programs will help build the Australian body of knowledge about C-ITS. They will also help grow user acceptance as more people learn about and benefit from these systems. We expect to see these technologies being built into vehicles in the next three to five years. 50
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“At a time when Australia must maximise the competitiveness of its industries, ITS Australia encourages governments to work with the business and research communities to develop technologies that can significantly increase the productivity of the transport network, while reducing risk to safety and the environment,” said Ms Harris.
Susan Harris, ITS CEO
“Enabling heavy vehicles to communicate with their surroundings introduces a new level of safety by alerting drivers to danger, or giving them confidence to continue on their journey.
Major shift in Victorian road maintenance funding What has been described as “a radical change to road maintenance funding” is being implemented by the Victorian Government with a $170 million package to address the condition of the state’s roads. For the first time, VicRoads will have a dedicated, multi-year capital program for road maintenance. This initiative includes $90 million which will go towards renewing deteriorated roads by strengthening the pavement and a further $80 million for resurfacing works to make roads more resilient to wet weather. The package will be delivered across three years, and will replace the system based on funding allocated on an annual basis. “The previous system sometimes resulted in a short-term focus and didn’t always provide the best solution for the long-term,” Premier Denis Napthine said. “Making this significant commitment over the course of three years will give certainty which will lead to better decisions about the timing and type of maintenance to be carried out.
“It will also help us achieve better value for money from our maintenance contracts – all of this will result in better roads for Victorian motorists,” Dr Napthine said. Minister for Roads, Terry Mulder, said the end of the drought and recent flood events in Victoria had revealed the true condition of the state’s roads, and the government had responded accordingly. “The announcement builds on the $45 million committed in October last year to ‘Repair and Restore’ Victorian roads. Our new $170 million package is also in addition to VicRoads base funding for road maintenance. “In 2013/14 the government will spend $466 million on road asset maintenance. This includes the base level of maintenance funding in addition to the first year’s allocation of the new $170 million resurfacing and renewal package. The new $170 million three-year package will allow VicRoads to develop a comprehensive program of works to be rolled out across the state.”
Progress in Melbourne’s south east A $55.6 million project currently underway to duplicate Clyde Road at Berwick in Melbourne’s outer south east is designed to ease congestion on the road, which carries up to 30,000 vehicles a day, including a large number of heavy vehicles. The duplicated section of the key arterial will cut travel time by around 20 per cent during peak periods, reduce crash rates by 30 per cent by 2017, as well as improve road safety for cyclists through a separated bicycle lane. VicRoads said service relocations were well advanced, asphalt had already been laid in some sections and preparations were underway to install lights in the coming months at the Mansfield Street and Reserve Street intersections. The completed project would greatly enhance the important freight link, and improve a vital access road for the local campus of Monash University. The Clyde Road upgrade is a jointly-funded project with the Federal Government contributing $30 million and the Victorian Government contributing $25.6 million.
Pacific Highway tender Tenders are being called for detailed geotechnical design on four sites as part of the Woolgoolga to Ballina Pacific Highway upgrade in northern New South Wales. The successful contractor will be required to develop an overall strategy to treat four soft soil areas between Glenugie and Ballina to ensure future construction can progress quickly. The pre-construction work will begin in the coming months – the four areas to be treated are:
• Tyndale and Maclean; • Chatsworth Island at Harwood; • to the south of Woodburn; and • north of Broadwater. Once completed, the 155 kilometre upgrade will provide easy highway access for local traffic. The project starts about six kilometres north of Woolgoolga and ends about six kilometres south of Ballina. The upgrade will eventually lead to
improved flood immunity, road safety and traffic flow on the stretch of the highway. Since 2008, the Federal Government has committed more than $7.9 billion and the NSW Government a further $2.5 billion to the nation building project. The governments are jointly funding the planning and preconstruction work. The design work contract is expected to be awarded in the second half of this year.
Upgrading heavy transport facilities on NSW country roads Funding of nearly $50 million has been allocated to improve transport and freight links in country New South Wales. The Federal and NSW Governments have committed almost $40 million to replace the Kapooka Rail Bridge along the Olympic Highway, near Wagga Wagga. The rail bridge is carrying an increasing number of heavy freight vehicles – about 150,000 truck movements each year – and the funding will result in the bridge being replaced. Sharp curves on either side of the
current structure will be removed. Once completed, the project will open 315 kilometres of road for additional higher mass limit use, removing 4,200 heavy vehicle trips each year. The new bridge will cross the main southern railway to the north of the current crossing. Nearly $10 million has been allocated to build new overtaking lanes on the Newell Highway which will cut down travel times and improve road safety.
The extra lanes on the Newell also will help support freight movements in rural NSW. The new overtaking lanes are planned in the vicinity of 32 kilometres north of Moree, northbound; 19 kilometres north of Jerilderie, northbound; 58 kilometres north of Jerilderie, southbound; and 15 kilometres north of Parkes, southbound. Large volumes of freight are carried on the route every day and it is important motorists are provided with safe passing opportunities. ROADS JUNE/JULY 2013
Road Engineering & Maintenance
1-2 April, 2014
Melbourne Park Function Centre, Melbourne & Olympic Parks
ABOUT THE CONFERENCE The 9th Australian Road Engineering & Maintenance Conference will once again alert state and local government road engineers, councillors, managers, as well as consultants, contractors and suppliers about the most important new developments and issues in roads and their environs. This includes other pavements including car-parks, hardstands, bicycle-paths and foot-paths. This long running annual roads conference attracts over two hundred participants each year and provides an opportunity for you to interact with hundreds of your peers from around Australia and New Zealand. What sets this conference apart is its practical presentations and workshops. The Conference has two streams at all times with a mixture of speaking sessions and practical workshops. Delegates may freely swap between both streams at no additional charge. There will be plenty of opportunity to network with your peers during the event and also at the optional conference dinner being held on day one after the networking drinks reception.
SPONSORSHIP & EXHIBITION Join us in Melbourne and take up this ideal opportunity to showcase your products and services at what we believe will be a memorable experience for you and our delegates. We offer a variety of sponsorship, exhibition and advertising opportunities that can be tailor made to your requirements. To obtain a prospectus or for further enquires please contact Scott Matthews. e firstname.lastname@example.org t +61 3 8534 5004
WHO SHOULD ATTEND • • • •
Road Engineers Road Maintenance Staﬀ Road Designers and Consultants Local, State and Federal Road Authorities
• Road Asset Owners including National Parks and Private Operators • Contractors • Consultants
CALL FOR SPEAKERS Individuals interested in speaking at the conference are invited to submit a synopsis of approximately 100-150 words to Scott Matthews via email@example.com
KEY CONFERENCE TOPICS MAY INCLUDE • Roads Safer by Design - Road Safety & Traﬃc Engineering • Design • Construction • ITS for Roads – New Technologies • Local and Rural Roads • Road & Pavement Maintenance Practices • Road Maintenance Management • Asset Management • Good Paving and Sealing Practices
• • • • • • • • •
Cracks: Treatment and Prevention Service and Utility Reinstatement Pavements, Hardstands, Car-parks Bicycle-paths, Pedestrian Precincts & Foot-paths Achieving Sustainability on Projects Delivery Models and Contracts Culverts, Services and Drainage Road Planning Landscape & Urban Design of Roads & Pedestrian Precincts
CASE STUDIES Practical case studies are a feature of this conference
WORKSHOPS A series of Workshops will be conducted parallel to the speaking stream.
EXHIBITION Update your knowledge at the Conference Road Exhibition.
REGISTRATION To register, or to view the full speaking program when available, please visit www.roadconference.com.au Phone: +61 3 8534 5050 Fax: +613 9530 8911 Email: firstname.lastname@example.org
Super Earlybird Registration closes October 1 The Conference is supported by major road bodies in Australia including AAPA, AILA Vic Branch, AustStab and CMA.
Stormwater Review contains case studies of leading stormwater projects as well as timely updates about developments within the stormwater industry. For further information about how to contribute an article please email Rex Pannell at email@example.com
Above: Special Fabricated Galvanised Mild Steel Grating to Council specifications. Product and photo supplied by
BR Durham & Sons - Ph: 02 4587 7011
Photo by Vasile Bulgac
Latest stormwater scheme to benefit WA Wheatbelt town What has been described as a “landmark” project will allow the eastern Wheatbelt town of Kulin in Western Australia to better harvest and use stormwater. The WA Government has given the local shire nearly $315,000 for the project that will cut the cost of watering parks and sportsgrounds by as much as $200,000 a year. WA Agriculture and Food Minister, Ken Baston, said many rural communities could not afford scheme water for irrigation in summer, which impacted on their ability to maintain the amenities. “This two-year pilot project aims to develop a local water supply by converting town run-off into quality irrigation water. Stormwater run-off will be captured and the town’s drainage systems and water storage capacity will be upgraded. “It will also ease the demand on standpipe water for emergency purposes, including water for stock and firefighting.”
Mr Baston said the vast majority of water used in towns was for irrigation and not human consumption. “So to save that precious water and yet still maintain parks and sportsgrounds with an alternative source is of great value to the town and the wider community.” Kulin is one of seven local governments, along with Merredin, York, Nungarin, Toodyay, Lake Grace and Northam, to receive Royalties for Regions funding for a stormwater reuse project. Regional Development Minister, Brendan Grylls, said the projects would benefit Wheatbelt communities by providing better water security and reducing reliance on scheme water. “These innovative projects will help to capitalise on water availability in our Wheatbelt towns, providing the water supply required to support town amenity and regional development in WA.” The Kulin project will be delivered by the Department of Agriculture and Food in partnership with Wheatbelt Natural Resource Management Inc.
Abigroup a preferred contractor for Melbourne Water’s capital works program Abigroup has been selected as one of three service providers that will be responsible for providing design and construction services to Melbourne Water for Treatment Plants and Transfer/Pipeline assets in Victoria. Under a three-year framework agreement, Abigroup and its joint venture partner CH2M HILL, will have the opportunity to provide design and construction services for a proposed $1 billion worth of projects from Melbourne Water’s projected $2.5 billion capital program. The program is part of the authority’s 2013 Water Plan. Works proposed in the plan include a $200 million capacity upgrade to the Western Treatment Plant, a $130 million renewal of ageing water supply pipes and $96 million for the delivery of essential services in Melbourne’s growing western region. 54
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General Manager for Abigroup’s water business, Chris Bulloch, said: “We are very pleased to have been appointed one of the preferred service providers by Melbourne Water for this important infrastructure program that will drive innovation and provide essential services to the Melbourne community for the future. “This work is a continuation of successful water infrastructure programs delivered by Abigroup, and represents an opportunity to deliver water and wastewater infrastructure with one of Australia’s largest public water authorities.” Abigroup is also delivering capital works programs for clients in the water sector including Sydney Water and Hunter Water Corporation in New South Wales, ACTEW in the ACT, LinkWater, Gold Coast Water and the Whitsunday Regional Council in Queensland.
Upgrading the City of Unley’s water security The City of Unley in Adelaide will save up to 98 million litres of drinkable water per year and have more secure, safe and sustainable water supply for the local community under a Federally-funded stormwater harvesting project. Canberra has contributed more than $2.5 million towards The City of Unley Stormwater Project, which involves installing stormwater harvesting and reuse infrastructure at locations across the city. The stormwater harvested from the project will be used to water parks and reserves within the City of Unley and, in turn, benefit the wider community by reducing the demand on Adelaide’s drinking water. The project will also reduce the potential for flooding within the area, and decrease the amount of urban run-off that enters local creeks, by re-directing and storing stormwater for later use. Federal Member for Adelaide, Kate Ellis, said the project would help secure the municipality’s water supply for the future. “Not only will the project save millions of litres of drinking water, it will also return council’s open space to pre-drought conditions (2005-06) and improve conditions in local parks and reserves for the community,” Ms Ellis said. “By saving potable water, the project puts into practice good water resource management that uses water wisely, secures water supplies, supports healthy rivers and takes action on climate change.” The City of Unley Stormwater Project is funded through the government’s Water for the Future initiative under the National Urban Water and Desalination Plan.
19-20 November 2013 The Hotel Windsor Melbourne
3rd local Government & Public Sector
Building Maintenance & ManageMentConference www . buildingmaintenanceconference . com . au
About the ConferenCe This practical conference will cover all the key issues relating to the maintenance and management of Local Government, Government and Public Sector buildings, including the implementation of technology solutions. Many of these buildings can be small in scale and due to this have particular maintenance and management requirements. Their particular use also often creates particular demands. This year’s conference expects to attract 150+ building maintenance managers/officers, leisure centre managers/officers, facility managers, engineers, surveyors, consultants and building asset managers over two days. A comprehensive conference program will include two speaking streams to allow for a wide coverage of different building types and uses, rural and urban locations as well as issues that will be addressed. The aim of this conference is to provide practical guidance to all delegates that can be immediately used. Our conference venue has specially discounted hotel room rates available for all conference participants. Details on the venue facilities, car parking, location and other important delegate information are on the conference website.
SPonSorShIP & exhIbItIon oPPortunItIeS
CAll for SPeAkerS
Join us in Melbourne and take up this ideal opportunity to showcase your products and
Please submit an abstract of 100-300 words to
services at what we believe will be a memorable experience for you and our delegates.
Scott Matthews via firstname.lastname@example.org
We offer a variety of sponsorship, exhibition and advertising opportunities that can be
or + 61 3 8534 5004
tailor made to your requirements. To obtain a prospectus or for further enquires please contact Scott Matthews. e: email@example.com t: +61 3 8534 5004
who Should Attend
ConferenCe toPICS As a guide, topics and papers may be in the following areas:
• Building Maintenance Managers and Officers • Facility Managers
• Building Systems
• Asset Management
• Leisure Centre Managers/Officers
• Smart Building Technologies
• Green Power
• Building Asset Managers and Owners
• Buildings Management
• Air conditioning
• Engineers, Building Surveyors and Consultants
• Building Information Modelling
• Security & CCTV
• Project Delivery and Financing
• Contracts and Models
• Maintenance Delivery & Management
• Building Condition
• Design, Management & Operation of Specific Building Types
froM • Local, State and Federal Government • Educational Organisations • Not-For-Profit Organisations • Art Galleries • Sporting Facilities
• Energy Efficiency, including Retrofitting
• Any organisations that are within the broad Public Sector
• Power for Buildings + Facilities
• Building Audits • Toilets • Ground Maintenance • Building Repairs
Early Bird Registration Closes 19 August | Book now for only $800+gst contact us: p +61 3 8534 5050 e firstname.lastname@example.org
Don’t Mention It?
Australian senior executives’ mea culpa on major project governance By Associate Professor Graeme Cocks, Melbourne Business School With the federal election looming, proposals for much-needed infrastructure and other major projects are making the headlines. Yet as economist, Saul Eslake, recently told journalist, Jessica Irvine, Australia stands a better chance of seeing a Tasmanian AFL team than it does of getting a coherent national infrastructure plan. The major project curse is certainly alive and well in IT. The LINK project to replace Victoria Police’s ageing LEAP database was scrapped after A$100 million was spent on it. In the UK, the NHS attempt to digitise medical records through the National Programme for IT was a £12 billion failure; and the BBC is licking its wounds on the A$150 million failure of its Digital Media Initiative, now dubbed “Don’t Mention It”. Project success rates in Australia are on average 40-50 per cent. When coupled with the time and cost overruns, one can only wonder what the cost is to the GDP. Engineers Australia told a Senate committee earlier this year that at least $6 billion is wasted during the tender process and another $6 billion in litigation. Not to mention the costs to business of bottlenecks.
Why do so many major projects go wrong? In conjunction with Caravel Group, Melbourne Business School surveyed 100 public and private sector Australian senior executives. Blame for failure has traditionally been laid at the door of the Project Management team. However, the executives we surveyed – far from taking a Don’t Mention It policy - pointed the finger at governance arrangements they themselves had instituted. Executives rated Governance Teams as dysfunctional, lack the skills and experience to govern major projects, exhibit poor corporate behaviour, are conflict-ridden and rarely have their performance measured or reviewed. Aside from monitoring progress and supporting the Project Management Team, the Project Governance Team should focus on the strategic intent of the project and delivery of the value promised in the business case. Project Governance therefore encompasses authority, accountability, stewardship, leadership, direction and control. Yet too many Governance Teams are stacked with “stakeholders” to secure buy-in, rather than people with proven ability to govern projects. These people are often heavily conflicted and have no accountability for their Project Governance role. Teams also performed badly in ensuring zero conflicts of interest. Going to the heart of this problem, Infrastructure Australia in its Review of Project Governance Effectiveness In Australia (based on our findings), has recommended using Independent Project Governors to remove obvious conflicts of interest, and separating stakeholder management from Project Governance roles in Governance Committees. It has also called for the promotion of education and upskilling of people to perform Project Governance roles through various industry and educational institutions. When measured against nine basic elements for successful Project Governance the respondents deliver an average score of only 24%. The most glaring omission is lack of an approved Governance Plan – these were absent 87% of the time. Governance teams also failed to adequately understand delegated financial authority, and the difference between consultants, solution and project delivery SMEs. Our findings demonstrate that a major rethink and reform of Project Governance practices in Australia is required. Associate Professor Graeme Cocks has had a wide-ranging career in executive management. His particular areas of expertise include strategic planning and operations management, process analysis, project management, performance measurement, technology transfer, business integration and change management. email@example.com
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Strengthening heritage landmark for the 21st century â€“ the Queens Bridge project, Melbourne
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Last December saw the fruition of a seven-year partnership between the City of Melbourne and infrastructure consultancy, pitt&sherry, with the implementation of strengthening works on Melbourne’s heritage-listed Queens Bridge. Built in 1889, Queens Bridge crosses the Yarra River to link Melbourne’s original CBD area with the increasingly busy Southbank residential and entertainment precinct. The bridge’s original designer could not have foreseen the structure’s modern-day load: two lanes of road traffic in each direction, two tram lines and two pedestrian footpaths. While providing one-off specialised services at certain stages of an infrastructure project may sometimes be a perfectly valid approach, pitt&sherry operates on a multi-specialist model. The City of Melbourne was able to leverage this; engaging the consultancy to deliver a wide range of services and advice. The council not only engaged the firm to advise on the most effective ways to strengthen the bridge without compromising its heritage appearance and appeal – a specialised and challenging task in itself – but asked it to prepare the technical specifications, schedule of costs, help select the contractor and inspect the works. The result? Greater calibre and consistency of advice across the project’s lifecycle.
Withstanding contemporary loads Queens Bridge is a five-span structure with continuous wrought iron riveted plate web girders; continuous wrought iron riveted box girder crossheads; cast iron, concrete-filled cylindrical columns; arched bracing; and abutments built from basalt and Stawell freestone. The bridge spans approximately 95 metres, comprising two end spans each 16.5 metres long and three centre spans each 20.9 metres long. The bridge piers and abutments are skewed approximately 15 degrees from the perpendicular axis to the centreline. In 2004, the council engaged pitt&sherry to load test the bridge and carry out
material testing on representative samples from the structure. The work confirmed another consultancy’s 2002 desktop analysis that some of the key components were under-strength. In 2008, pitt&sherry recommended strengthening works for the main girders and box girder crosshead. The City of Melbourne engaged the firm to undertake detailed design and documentation work. “When Queens Bridge was originally designed in the late 19th century, the heaviest vehicles were steamrollers, which weighed about 15 tonnes,” said Andrew Sonnenberg, Bridge Engineering Manager for pitt&sherry. “They imposed far less stress on bridges than today’s trucks which can weigh in excess of 60 tonnes.” What’s more, since the introduction of High Mass Limit Vehicles on 1 July 1999, state road authorities have been assessing some of their structures for Quad Axle vehicles. This means trucking operators can run vehicles that are the same size as before, but can carry more goods. On the plus-side, this translates to fewer trucks on the road. However, because each vehicle is heavier, bridges will take more stress. “For example,” says Sonnenberg, “B-double Higher Mass Limit Vehicles, which are among the heavier trucks in their class, weigh about 68 tonnes. Over time, taking these loads could cause damage to the structure of older bridges. We had to strengthen Queens Bridge to mitigate this risk.”
“When Queens Bridge was originally designed in the late 19th century, the heaviest vehicles were steamrollers, which weighed about 15 tonnes. They imposed far less stress on bridges than today’s trucks which can weigh in excess of 60 tonnes.”
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Clockwise from left: Removing a decorative piece; Revealing the bridge’s composition; Removing iron to access voids; Inside a wrought iron void.
“Ultimately, our longstanding involvement enabled us to achieve the client’s goal of strengthening the bridge for contemporary traffic loads, while maintaining its heritage integrity and appearance,”
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Designing invisible strength “Our site investigation in May 2008 had indicated that, under ultimate loading conditions, the main girders had inadequate shear capacity near the piers. “The box girder crossheads, which support the main girders at the piers, were inadequate for shear strength under ultimate loading conditions. The deficiency, approximately 50 per cent of the ultimate design shear force.” pitt&sherry proposed strengthening the main girders for shear by adding web stiffeners to the bridge in areas within three metres of each pier centreline; a total of around 160 stiffeners. It also recommended strengthening the box girder crossheads by inserting rectangular hollow sections into both
voids of the box girder, and then filling the void with grout. “We were conscious that the bridge’s Heritage Victoria listing gave it considerable architectural, aesthetic and historical importance,” said Sonnenberg. “By inserting new members inside the existing crossheads, we were able to achieve our client’s aim of preserving the bridge’s original aesthetic.”
Uncovering and preserving the bridge’s past Before detailing the strengthening works, pitt&sherry went onsite with a contractor to remove a section of the heritage-era decorative capping and better understand the construction and materials that lay underneath. “This way we could see what was actually built, rather than just what was in the original drawings,” Sonnenberg said. The bridge turned out to be made from wrought iron, joined with rivets. The firm recommended using fully tensioned bolts, which are the modern-day equivalent of rivets. “This not only kept the design consistent with the original construction methods,” Sonnenberg said, “but delivered a superior reliability compared with a technique like welding on wrought iron.” Although this approach of site investigation cost the City of Melbourne a little more upfront, Sonnenberg believes it paid dividends in the long-term. “Understanding the constraints and what was achievable mitigated
a lot of risk for our client, and maximised the design’s effectiveness.”
Ongoing project involvement pitt&sherry has completed annual inspection and maintenance plans for bridges within the municipality for some years now. “Over this period, Andrew and his team have developed a sound knowledge of the bridges in our jurisdiction, and an understanding of our needs as a client,” said Michael Norton, City of Melbourne’s Principal Engineer, Infrastructure. “These factors, along with the firm’s involvement in the initial testing and design phases of the Queen’s Bridge project, gave us the confidence to call on them for assistance in other aspects of the project.” In early 2012, after securing funding to proceed with the construction phase, the council asked pitt&sherry to help select the tenderer to complete the 12-week construction phase. It also undertook regular inspections and provided technical advice throughout the construction period to ensure the work was completed to specification. “Ultimately, our long-standing involvement enabled us to achieve the client’s goal of strengthening the bridge for contemporary traffic loads, while maintaining its heritage integrity and appearance,” Sonnenberg said. “The solutions were totally concealed within the structure – yet, essentially, made the bridge crossheads twice as strong. It was a really positive outcome.”
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Budget fails growth in broader economy By Megan Motto, Chief Executive Officer of Consult Australia Consult Australia – the association that represents the business interests of consulting firms operating in the built and natural environment – said it “lamented” that the 2013-14 Budget failed to invest in those parts of the broader economy best placed to provide growth for the future. “The sentiment of this Budget is to save and spend based on ideology, rather than investing to boost the economy,” Consult Australia’s Chief Executive, Megan Motto, said. “The government’s productivity agenda is substantiated by new infrastructure investment in a pipeline of flagship mega-projects: the Bruce Highway; Brisbane Cross River Rail; Melbourne Metro and the F3M2 link among them. “The government’s continued investment in Infrastructure Australia should be applauded as it continues to recognise the importance of providing confidence and certainty in what is a nationally significant pipeline of projects.
“The significant investment in education is admirable, but without parallel investments supporting business confidence we will struggle to achieve the national prosperity required to sustain budgets over the long-term.”
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“These are long-term ‘no-brainer investments’. They should be supported by state governments, and will repay themselves easily through an improved flow of goods and services in our cities and regions,” Ms Motto said. “However, there is a missed opportunity in the government’s belated recognition of the need to identify new funding and financing arrangements to help attract private sector investment to the infrastructure pipeline in the long-term. “The government’s announcement of a $3.6 million advisory function within Treasury to consider new financing options for megaprojects is important, but is too little and too late to deal with the magnitude of the problem. “Of particular concern, the case for leveraging private financing to support smaller-scale infrastructure projects is ignored. There is also little focus on making Australia a stronger place to do business, or more competitive as an advanced services hub. Ms Motto said there was no recognition of the vital role of small business in driving economic growth, or new initiatives to reduce regulatory burden, nor incentives for business innovation and growth. “The significant investment in education is admirable, but without parallel investments supporting business confidence we will struggle to achieve the national prosperity required to sustain budgets over the long-term.” In a statement coinciding with the delivery of the budget by Treasurer, Wayne Swan, his ministerial colleague – Infrastructure and Transport Minister, Anthony Albanese – said the budget started identifying future funding priorities, with urban public transport infrastructure and regional highways set to be the “big winners”. Mr Albanese said the government would look to build more productive, sustainable and liveable cities by partnering with the private sector. “Delivering the new road and rail infrastructure our cities need will require not only a partnership between governments, but also with the private sector. That’s why we are taking the next step with new, innovative ways of attracting greater private investment in public infrastructure. “Importantly, the government’s approach involves investing in both urban road and rail infrastructure. If not tackled in such a balanced way, traffic congestion will cost our economy $20 billion a year by 2020. “That’s why we have re-engaged with our cities and committed more to urban public transport infrastructure than all our predecessors since Federation combined. Nonetheless, we recognise there is more to be done and we will do it in partnership with the private sector.” Mr Albanese said investment in vital infrastructure extended well beyond the limits of Australia’s cities to the highways which connected the regions and carried much of the nation’s wealth. “In fact, two-thirds of our infrastructure budget is earmarked for projects in rural and regional Australia, a record the 2013-14 Budget builds on, adding to what is already the largest road construction program since the creation of the national highway network some 40 years ago”.
New role and appointments for Infrastructure NSW Infrastructure NSW has been given a new charter from the State Government – it is changing functions from formulating a state infrastructure strategy to advising government on delivering the projects. “The first two years of Infrastructure NSW have been nothing short of a success. It has developed a blueprint which has received broad community support and which the government is implementing,” Premier Barry O’Farrell, said. “Now the Strategy is developed, iNSW shifts gears and moves from a planning phase to the financing and delivery of these important projects,” Mr O’Farrell said. “At the same time as iNSW is changing gear, its inaugural chairman, Nick Greiner, has advised of his intention to stand down from that role at the July board meeting. “I will be proposing to Cabinet that former head of the Business Council of Australia, Graham Bradley, become the next Chair of iNSW. I thank Nick Greiner for all his work in establishing iNSW and overseeing the preparation of the State’s first 20-year Infrastructure Strategy.
“Given the huge challenges we inherited, developing a future, long-term infrastructure plan was never going to be easy, but Nick’s strategic thinking – supported by the board and CEO Paul Broad – ensured that goal was achieved. “Nick’s experience and knowledge of government proved invaluable in formulating the plan, as well as helping to deliver on the NSW Government’s commitment to redevelop Sydney’s international convention and exhibition facilities. “With the Strategy in place, the NSW Government and iNSW’s focus is now on financing and delivering the infrastructure improvements the community and economy need. “The NSW Government is building two of the nation’s largest transport infrastructure projects – the North West Rail Link and WestConnex – and we’re upgrading regional transport through the Bridges for the Bush program. “I’m delighted someone of Graham Bradley’s stature has agreed to take on this crucial role for this next phase. Graham is one
of Australia’s most respected and experienced non-executive directors and well known to many of us. “He is a former head of the Business Council of Australia, Chairman of HSBC Australia and a member of its Hong Kong Board and a former Managing Director of Perpetual. “Mr Bradley has an enviable record of achievement and is perfectly suited to take iNSW forward.” Mr O’Farrell said he had also received the formal resignation of the CEO of iNSW, Paul Broad. Mr Broad will, subject to the approval of other jurisdictions, be the next CEO of Snowy Hydro. “It’s terrific to know in his new role that Paul’s skills will not be lost to government. “Jim Betts, the former Victorian Secretary of Transport, has been appointed as interim CEO, pending the conclusion of a merit selection process for the position. “Mr Betts has a long track record of working with government and with the private sector to deliver better transport services to the public,” he said.
Global search for ideas on major Melbourne development The Victorian Government is conducting a global search for ideas and concepts for the proposed multi-million dollar development of Federation Square East on the edge of Melbourne’s CBD. On April 30, the government launched a Request for Industry Submissions on the site – those submissions must be lodged by July 18. “The government is looking to harness the innovation and creativity of the private sector for proposals to develop this important site,” Minister for Major Projects, David Hodgett, said. “It is seeking proposals from industry to understand the structures that the market considers could deliver a viable landmark development and a value for money outcome for Victoria.” Specifically, Mr Hodgett said, the government was seeking feedback on: • commercial structures;
• ownership structures; • contractual structures; • the apportionment of risk; and • costs and extent of any State contribution required. “From today, we are beginning a worldwide search for ideas for the Federation Square East site to transform it from a ‘black hole in the city landscape’ to a mixed-use precinct with a focus on civic functionality and improved connections with its surrounding areas,” Mr Hodgett said. The minister said the project was about finding new ways to revitalise the north bank of the Yarra and better integrate the CBD with both the river and Melbourne’s cultural, sporting and entertainment precincts. “The government acknowledges that there are challenges to developing this site in terms of cost and construction. We believe that industry is best placed to
come up with innovative, value-for-money solutions. “The aim is to find out what is possible and how much interest there is in developing the site. We do not have a predetermined outcome in mind. “The responses provided will determine if there is sufficient appetite from the market and whether any project is viable enough to proceed further,” Mr Hodgett said. The Federation Square East site is bounded by Federation Square to the west, Flinders Street to the north, Batman Avenue to the east and Birrarung Marr to the south. There is 3.3 hectares of land included in the proposal, of which approximately 2.3 hectares is rail yards. The remaining hectare is currently used for car parking and associated uses. Request for Industry Submissions documentation for Federation Square East is available from the Major Projects Victoria website at www.mpv.vic.gov.au
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Revised manuals to aid flood engineers
The Queensland Government has taken another step to strengthen Queensland’s flood resilience. It has established an Independent Advisory Council to provide advice on flood mitigation manuals used by flood engineers during flood events at Wivenhoe and Somerset dams and North Pine Dam. Water Supply Minister, Mark McArdle, said the establishment of the Ministerial Advisory Council for Flood Mitigation Manuals was a recommendation of the Queensland Flood Commission of Inquiry’s final report.
“This Advisory Council has a critical role as the manuals guide operational decisions about water release rates during a flood event – when a dam exceeds its full supply level and it is necessary to open its gates to release excess water,” he said. “Importantly, this Advisory Council … consists of qualified, independent individuals with no involvement in the development of the revised flood mitigation manuals.” Mr McArdle said Seqwater would prepare and submit revised flood mitigation
manuals for Wivenhoe and Somerset dams and North Pine Dam, for approval, before the next wet season. “As responsible Minister, I need to consider how competing objectives are balanced, including minimising downstream disruption for small flood events and protecting urban areas during large flood events,” he said. “This process enables me to draw on the engineering and hydrological expertise of the Advisory Council to make evidence-based decisions when approving a manual.” Mr McArdle said the four SEQ councils directly impacted by flood operations at these dams were invited to provide a representative. He said the Advisory Council Chair, Rowena McNally, brought extensive knowledge of the water industry from her work on the Mount Isa and Gladstone Water boards, in addition to a wealth of experience from her work as an accredited arbitrator, facilitator and lawyer. The Ministerial Advisory Council for Flood Mitigation Manuals includes: • Ms Rowena McNally, Independent Chair • Mr William (Bill) Weeks – Director (Hydraulics), Department of Transport and Main Roads and Registered Professional Engineer Queensland • Mr Geoff Garrett (Queensland Chief Scientist) • Mr Carl Wulff – Chief Executive Officer (Ipswich City Council) • Mr Steve Roso – Principal Engineer (Moreton Bay Regional Council).
AECOM leads study into Australia’s high speed rail network Global professional, technical and advisory services provider – AECOM – led a consortium to undertake, on behalf of the Federal Government, the second phase of a study into the implementation of a High Speed Rail (HSR) network on the east coast of Australia. Building on the work of the phase one study, also led by AECOM, the research investigated how the proposed HSR could play an effective role in meeting future travel demand. AECOM’s Infrastructure Advisory team led a consortium – including SKM, Booz and Co, KPMG, Hyder, Acil Tasman and Grimshaw Architects – to define the preferred system, appraise the financial and economic performance, and examine potential governance and procurement arrangements 64
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for the implementation of a high speed rail network. AECOM Chief Executive – Australia New Zealand, Michael Batchelor, said the report would enable the government to continue its comprehensive program of public consultation and debate on the role HSR could play in Australia’s transport future. “A high speed rail network could transform Australia’s transport network,” Mr Batchelor said. Key findings of the HSR report: Typical express journey times are under three hours: • two hours and 44 minutes between Sydney and Melbourne; • two hours and 37 minutes between Brisbane and Sydney; and
• one hour and 4 minutes between Sydney and Canberra. Trains would run at an average speed of 300 kilometres an hour up to a maximum of 350 kilometres an hour on a dedicated track. The estimated cost of the network is $114 billion, comprising $64 billion between Brisbane and Sydney and $50 billion for the Sydney, Canberra and Melbourne section. The preferred alignment has been designed to meet market needs in terms of journey times and reliability, while also being environmentally and economically sustainable. The full report and feedback forms are available at: www.infrastructure.gov. au/hsr.
Sustainable water solutions stand out as finalists in engineering excellence awards Community and council funded irrigation and water projects dominate the roll call of finalists in the Engineers Australia, Sydney Division Excellence Awards 2013. The highest number of entries into the awards program was in the category of Engineering for Regional Communities. Stephen Finlay, Executive Director, Engineers Australia, Sydney Division said it was indicative of the extraordinary contribution its members were having in the development of sustainable water solutions for regional Australia. “The finalists in this category are having a real impact on the improved water services and sustainability of waterways across regional New South Wales. With councilfunded projects featuring heavily this year, it is a great sign of the commitment that so many regional communities have made to improving infrastructure like new pipelines, sewage treatment facilities, wastewater plants and stormwater harvesting and reuse projects. “We are proud to represent our members who continue to champion sustainable water solutions where Australia needs them most,” said Mr Finlay. Finalist in two categories, Engineering for Regional Communities and Software and Embedded Systems – the Computer-Aided River Management Project (CARM) by the State Water Corporation with joint entrant Water for Rivers – achieves water savings while delivering an improved service to all water users of the Murrumbidgee River. By taking a “whole valley approach”, the engineers ensured the irrigation needs of
the whole region were considered in the development of the sustainable solution. Other finalists included; • Lismore City Council’s Southern Trunk Main project which increased sewage infrastructure and caused minimal disruption to landowners, residents and Aboriginal sites of significance. This project was announced as a finalist as it caters for Lismore’s expected population growth over the next 25 years. • Regional NSW is welcoming Griffith City Council’s Wastewater Treatment Facility, the largest membrane bio-reactor (MBR) facility in NSW (at time of commissioning in May 2012). Funded entirely by ratepayers, and managed by the council, engineers collaborated with operational staff to ensure the design and construction would meet their on-going needs for effective staff operability of the plant. • Liverpool Plains Shire Council is championing increased water infrastructure projects and has been awarded finalist status for two projects in the category of Engineering for Regional Communities. a. In 2011, the council received a government grant of $1.1 million under the Regional and Local Communities Infrastructure Program RLCIP-SP ($120m) to reconstruct and augment storm water drainage in Werris Creek. The project addressed many long-term drainage problems in the area which were causing damage to both public and private property. b. Quipolly Dam supplying water to Werris Creek received a safety and storage upgrade by Liverpool Plains Shire Council as
a proactive measure to secure future water supplies. The upgrade of the dam now has the capacity to supply four individual town water supplies as part of the council’s long-term Regional Water Supply Scheme. • The Mardi-Mangrove Link, is the largest water infrastructure project undertaken on the Central Coast in over 25 years. The pipeline, entered by Wyong Shire Council with joint entrants Gosford City Council and GHD, is a key element in securing the region’s water supply for the next 40 years. Innovative engineering and construction solutions optimise energy use and lifecycle costs for this project. • With water sustainability concerns, Dubbo City Council has installed a 10 megalitre stormwater harvesting tank beneath Apex Oval’s playing surface. The collected recycled water is used to irrigate the Dubbo Sporting Complex, ensuring the community facilities are usable throughout the year. • Located 88km south of Townsville, Ayr has a population of 8000 residents. ITS Trenchless (based in NSW) repaired Ayr’s ageing irrigation infrastructure to provide long term performance benefits and significant cost savings. Championing proactive sustainable water solutions for regional Australia, finalists in the Engineering Excellence Awards Sydney 2013 are invited to enter the second level of the awards, with winners to be announced at the Engineering Excellence Awards Sydney Gala Dinner, 20 September 2013. For more information about the Engineering Excellence Awards Sydney, visit www.engineersaustralia.org.au/sydeea
New phase of Perth City Link Project Work crews are laying track in the Fremantle Line Tunnel as part of the landmark Perth City Link Project. The track laying started early in May after the completion of the 600 metre tunnel – the tunnel will take the Fremantle line below ground. The $609 million tunnel and the sinking of the Wellington Street Bus Station are part of a $2.75 billion investment by the Western Australian Government in transforming the heart of Perth. The track laying is expected to be completed in the coming months. The sinking of the Fremantle Rail Line is the first major step in the redevelopment – work on the Perth City Link
Rail project started in August 2011 and is on target to be completed in 2014. “The tunnel roof will quite literally be the foundation for Perth’s new city squares and buildings where people will shop and eat,” said WA Transport Minister, Troy Buswell. “Ultimately we’ll see vibrant squares that will become focal points just like Federation Square in Melbourne and transform the way we use the city centre.” The government has started procurement for the Perth City Link Bus project – it will demolish the existing facility and build a new underground bus station at Wellington Street. The City Link development is a 5.2 hectare
precinct between the Horseshoe Bridge and Perth Arena. It will be home to a mix of commercial and residential buildings as well as open public spaces. “Perth City Link will fundamentally change the face of Perth and the way we use our city by sinking the rail, creating new connections between the CBD and Northbridge, and bringing a vibrant new heart to the city centre, Mr Buswell said. “Together with Elizabeth Way, the Riverside Project and the Perth Stadium, the Perth City Link is part of an era of transformation which will deliver benefits for generation of Western Australians.” ROADS JUNE/JULY 2013
CIVIL WORKS Image: Award Recipients from Left to right - Dusha Dayananda, David Muir Sure Constructions, Fred Vanderslik accepting the award for Joel Hutchinson, Daniel Tabone, Christopher Mundy, Christopher Priesly, Vy Thao Dang, Kiri Fausett, Damien Scire, Nicholas Burr and Sean Delaney for Delplant
Outstanding Students Honoured at CCF Awards for Excellence The Civil Contractors Federation, representing civil construction companies in Victoria, places a high emphasis on training the next generation of contractors to meet the challenges of the future. CCF welcomes the opportunity to acknowledge all people undertaking training within the industry, and to recognise those who excel. The federation’s awards recognise the achievements of those undertaking or promoting training within the civil construction industry. This includes people undertaking apprenticeships, vocational education and tertiary studies. The CCF also recognises organisations that have a significant emphasis on developing their staff through training and personal development. The Civil Contractors Federation of Victoria acknowledged exceptional achievements by students and commitment to training by employers, at the inaugural CCF Awards for Excellence in Training, held on April 17th 2013, at Leonda at Hawthorn in inner Melbourne. The awards proved to be an outstanding networking opportunity for civil contractors. Representation from TAFE’s was also strong and the interaction between companies and training bodies on the night was a positive sign post, indicating a shift away from the long held misconception that the civil construction industry holds fewer opportunities for career progression than other trades. CCF’s Victorian Chief Executive Officer, John Stewart said: “By recognising students at both tertiary and vocational 66
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levels, the Training Awards illustrate the civil construction industry contains different pathways and opportunities for advancement.” “The calibre of award recipients, from apprentices and graduates to Certificate III and IV students, was also a clear benchmark as to the quality of the future leaders of our industry. The awards illustrated the increasing recognition of the importance of training to the long-term health of the industry.” Cameron Quentin, Enterprise Manager at the Gordon TAFE, was pleased to see the level of engagement by the industry, and believes this reflects a renewed commitment to up-skilling Victoria’s civil construction workforce. “Looking to the future, it’s so important for the industry to focus on training, and CCF is playing a strong role in supporting this for its members, and for the sector as a whole”. GEOFF BROWN AWARD 2012 -1ST YEAR CERTIFICATE III IN CIVIL CONSTRUCTION WINNER: CHRISTOPHER MUNDY - CUT & FILL
CCF - BEST FINAL YEAR APPRENTICE - ROADS WINNER: CHRISTOPHER PRIESLY - SPRAYLINE CCF - BEST FINAL YEAR APPRENTICE WATER WINNER: NICHOLAS BURR - SURE CONSTRUCTIONS 2012 CERTIFICATE IV IN CIVIL CONSTRUCTION, SUPERVISION WINNER: DANIEL TABONE - WINSLOW CONSTRUCTORS 2012 DIPLOMA OF CIVIL CONSTRUCTION MANAGEMENT WINNER: KIRI FAUSETT - DRAPER’S CIVIL CONTRACTING IAN JACKA AWARD 2012 OUTSTANDING GRADUATE IN CIVIL ENGINEERING WINNER: DUSHA DAYANANDA THE MOST OUTSTANDING 1ST YEAR FEMALE STUDENT IN CIVIL ENGINEERING 2012 WINNER: VY THAO DANG 2012 TRAINING EMPLOYER OF THE YEAR AWARD – ROADS WINNER: SURE CONSTRUCTIONS PTY LTD 2012 TRAINING EMPLOYER OF THE YEAR AWARD - WATER WINNER: DELPLANT PTY LTD
2012 -2ND YEAR CERTIFICATE III IN CIVIL CONSTRUCTION WINNER: DAMIEN SCIRE - JACO TRENCHING & BORING 2012 - 3RD YEAR CERTIFICATE III IN CIVIL CONSTRUCTION WINNER: JOEL HUTCHISON - WHELAN GROUP
Contractors Pty Ltd and Leed Engineering and Construction Pty Ltd. Xypex Australia is pleased to be partnering with engineers GHD and concrete suppliers Boral and Holcim for this project.
South Road Superway – South Australia Xypex Admix C-5000 and Ecotec Silica Fume have been specified in South Australia’s new $812 million South Road Superway. Requiring long-term durability and protection of reinforcement steel due to the aggressive nature of the soil, and to meet the design life requirements and reduce maintenance and service costs, Xypex Admix C-5000 has been placed in all piles and pile caps, while Ecotec Silica Fume has been placed throughout all of the concrete. Xypex Technical Department worked closely with Boral Concrete and Design Engineers to design specialist concrete mixes, which incorporated Xypex Admix C-5000 to meet the project requirements.
The South Road Superway will feature: • a 2.8 kilometre elevated roadway; • a two-way service road underneath the elevated roadway at-grade signalised intersections at Cormack Road, Grand Junction Road, Kateena Street and Days Road; • urban design and landscaping with a mix of indigenous shrubs, groundcovers and grasses; and • the most advanced motorway management system integrated into the Traffic Management Centre. The design and construction has been awarded to Urban Superway Joint Venture comprising John Holland Pty Ltd, McMahon
Forgan Bridge - QLD
Increasing the life of Civil/Commercial Infrastructure through durability by crystallisation
Xypex crystalline technology extends service life and reduces ongoing maintenance costs for both new and existing structures with proven ability to significantly increase the service life of concrete Visit www.xypex.com.au for more information or your nearest Xypex office.
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Reducing maintenance and extending service life
Maintaining and improving infrastructure and long-term environmental impacts have all been cited as major areas of concern in the 2012 AWA/Deloitte State of Water Sector Report. National Concrete Solutions (NCS) – a specialised concrete repair, waterproofing and remediation contractor – is working with stakeholders to reduce ongoing maintenance costs, extend service life and long-term environmental impact through repair and remediation. Replacement of infrastructure can be a costly exercise. NCS General Manager, Lynn Butler commented: “When compared to the cost of replacement, remediation has been shown to save up to 75% of costs. “With the CSIRO estimating the combined value of the urban existing water, wastewater and stormwater infrastructure assets across Australia to be $50 billion, and many of these critical assets in need of repair or replacement, effective solutions for remediation are increasingly required,” Mrs Butler said. “Remediation rather than replacement is considered advantageous as a cost saving and 68
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also as an important time saver by reducing the time an essential facility is off line or out of service”. NCS capabilities include solutions for concrete degradation, joint installation and rehabilitation, protective coatings, concrete repair, rectification of water ingress or egress, and also comprise long-term maintenance plans. NCS has provided solutions for structures including water treatment plants, spillways, reservoirs, dams, irrigation channels and filtration plants. “We are able to customise our solutions as we are backed by leading manufacturers such as Xypex, who recently partnered with us to produce a speciality render for Southern Rural Water’s Boisedale Tunnel,” Mrs Butler said. Boisedale Tunnel, an 80-year-old concrete structure, which serves as an irrigation channel, is owned and operated by Southern Rural Water. NCS was contracted to extend the service life due to the replacement cost being estimated at over $13 million. The tunnel was constructed by using corrugated iron as formwork, and shaped into an oval shape at approximately 1.8m diameter.
After 80 years of the abrasive effect of water, much of the concrete internal surface had suffered from scouring up to 10-15mm and exposure of large aggregate. Some areas were scoured as much as 300mm. The tunnel was considered a confined space, with the ventilation shafts being used innovatively to gain access for compressed air, power, water and product delivery for in excess of 10 tonne of products utilising chutes. To meet the needs of Southern Rural Water, a specially manufactured render incorporating Xypex Crystalline Technology was applied to the wall after extensive preparation by grinding and water blasting. To complement the speciality render, Xypex Megamix II, was utilised in the heavily damaged areas where a high-build mortar was required to bring back to contour and improve the durability of the concrete lining. NCS has also experience with remediation carried out while assets are operational. This has the benefit of reducing shut-down periods necessary for essential assets. As a recent example, Casino Water Treatment Plant, operated by Richmond Valley Council, had
four concrete water filtration tanks requiring rectification. The tanksâ€™ surfaces had deteriorated leaving a heavily exposed aggregate finish. Rather than shutting down the whole plant, each tank was isolated and works were completed while the remaining three tanks remained in operation. This allowed the council to continue operation at a slightly reduced level before full recommissioning on completion of all tanks. After preparation, Xypex Megamix II was applied to the tank walls, floor and baffle trays. Joints were re-sealed using Sikaflex Tank. Xypex Megamix II was selected for its superior bond strength, chemical durability, potable water certification and its crystalline technology, while Sikaflex Tank was selected because of its high chemical resistance and potable water certificate. Although NCS is located in Sydney, Brisbane and Melbourne it has also serviced interstate and regional locations, including projects in Morwell, Vic; Chinchilla, Qld; Bordertown, SA; and Cooma, NSW. Clarendon Spillway in Queensland required remediation after years of exposure caused
the main expansion joint, between the upper deck and spillway ramp, to deteriorate. Due to potential long-term issues, NCS was contracted by SEQ Water to rectify the joint and spalling, extending the service life. WPA 460 epoxy primer, Mapei Mapeband tape, WPA 230 UV membrane and Xypex Megamix II were all utilised in the repair. Visit NCSâ€™s website, www.ncsaustralia.com. au for more information.
EXTENDING SERVICE LIFE
Replacement of water infrastructure can be a costly exercise. Repair and remediation has been shown to reduce costs by up to 75%. Whether it is concrete degradation, joint installation and rehabilitation, protective coatings, concrete repair, leak repairs or long term maintenance plans, NCS can provide economical and long term solutions. Contact NCS for your next project VIC - (03) 9545 5283 NSW/ACT - (02) 9896 2411 QLD - (07) 3442 4350
Improved void protection all in the design When designing and manufacturing Void Protection Covers for the Water and Wastewater sector, it is essential to consider the safety aspects and importantly the functionality of the lid design, while at the same time complying with Q.A.; OH&S: AS/ NZS48012001; EMS: ISO140012004 standards. McBerns is releasing its latest 4-Sided Void Protection Cover design onto the market. The new improved design has many advantages. An important part of the design, is its functionality while providing safety at all times. So a great deal of research and development has been invested in the design of the safety covers; consultation, observation and design modifications. The covers have to be easy and safe to use for all aspects of inspection and maintenance tasks carried out on site with a part or fully open void. The 4-Sided Void Protection Cover has done just that. The safety grates are incorporated within the lid opening, which when opened in sequence form a four-sided
safety barrier. The front grate can be lifted out to allow complete access into the void. The safety grates lock into place with easy to operate anti-loose locking fasteners. It only takes a few minutes to erect a compact void protection safety barrier on site, making regular inspections and maintenance tasks faster and safer. No longer are costly and time consuming portable barriers required. McBerns has produced an exclusive aluminium extrusion for the lid frame sections. This streamlines the fabrication process by eliminating joins and welding points, resulting in greater strength. The low profile rolled outside edge further reduces the trip hazards. New is the easy lift handles for grates over a metre in size and the lock box with a universal security key. As with all McBerns lid designs, they are constructed of strong, lightweight aluminum and are finished with a non-slip surface coating. A pump-out flap in the grate allows for safe access of hoses and monitoring equipment when the lid is open. The gas sampling port on the lid enables
odour logging to be be done without opening the lid. McBerns is commited to continually developing better products for a safer workplace and better environment. For more info go to the web site: www.mcberns.com or phone 61 7 5445 1646.
MCBERNS VOID PROTECTION COVERS IMPROVE WORKERS SAFETY ON-SITE .
“McBerns is an Australian company servicing the Water & Wastewater Industry for 23 years with quality Australian Made Products, Services & Technical Advice.”
SAFETY LID FEATURES:
♦ CUSTOM MADE TO SUIT SITE SPECIFICATIONS. ♦ IMPROVED ONSITE SAFETY FOR WORK CREWS. ♦ 4 SIDED VOID PROTECTION, HINGED SAFETY GRATES ♦ STRONG WITH LIGHTWEIGHT LID LIFT UNDER 20KGS. ♦ EASY LIFT HANDLE ON GRATES OVER 1 METRE ♦ REDUCED TRIP HAZARDS & NON SLIP COATING. ♦ CONCEALED HINGES & LOCK BOXES WITH UNIVERSAL SECURITY KEY ♦ GAS & WATER TIGHT SEAL STOPS ODOUR ESCAPING ♦ GAS SAMPLING PORT & PUMP-OUT FLAP IN SAFETY GRATE. ♦ ALL MCBERNS BRANDS ARE DESIGNED & MANUFACTURED IN AUSTRALIA
www.mcberns.com Working Towards a Safer Work Place and Better Environment!
McBerns Pty Ltd
KUNDA PARK QLD AUSTRALIA
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Weather stations for water and waste water At Environdata Weather Stations, we have supplied weather monitoring systems to both the water and waste water industries for over 30 years. As a result, we understand what these industries need and design and build robust weather stations right here in Australia that will survive the harsh local climate and will provide reliable and accurate weather monitoring solutions Why are weather stations needed for water management in mines? Relevant, quality information is essential when making the best management decisions, and decisions based on the weather can be the hardest to make without good data. When do we need to be careful of odour drift? When do we need to dose with deodorant or activate neutralising sprays? How much rain have we had, what evaporation should we have experienced in the ponds last week? Sites will experience unique weather conditions that can vary wildly from the official reports and impact on every aspect of the business. Therefore collecting on-site weather data is becoming increasingly essential.
So how is accurate, relevant and reliable weather data collected for a site? The answer is to install an Environdata automatic weather station, to provide live data on demand or alerts via SMS, giving the information needed to be confident in management decisions plus accurate records as a back-up. With SMS alerts based on rainfall, companies can manage how and when remote sites are attended. With evaporation and water level sensing they can better manage their water storage and evaporation. With wind movement firmware they can track odour drift and respond to the environmental reporting requirements of the site. Envirodataâ€™s systems meet Australian Standards, including its own tilt down 10m mast built to withstand 216km/hr winds, which is installed and serviced from ground level. Not all weather stations are created equal. With an Environdata weather station companies will receive the quality and reliability they need, plus 10 years free phone and email support, full system integration capability, quality backup, service and advice.
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Water & Waste
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ROADS JUNE/JULY 2013
Road safety & signage
Big business launching program to reinforce road safety Australia’s business sector will take a lead in improving road safety under a National Road Safety Partnership Program to be launched later in 2013. Establishment of the program is being led by a steering committee comprising senior representatives from a diverse range of major companies and organisations The National Transport Commission (NTC) has supported the development of the program, which is designed to assist businesses to share information about how to improve road safety in their workplace. Acting Chief Executive of the NTC, George Konstandakos, said the initiative was unique as it was industry driven and aimed to promote the role of businesses in reducing the road toll. “Work-related road crashes account for almost half of all occupational fatalities in Australia and 15 percent of the national road toll. As almost half of the new vehicles sold in Australia each year are purchased by businesses, there is an opportunity for them to have a significant impact on road safety.” John Nagle – Chief Executive of Lumley Insurance, part of Wesfarmers Insurance – said that improving road safety in their workplace was good for the community and good for business. “Businesses can not only make a positive contribution to the community by cutting the number of incidents staff and vehicles are involved in, but they can also improve
productivity and reduce their costs from time lost to injury and compensation,” said Mr Nagle. Steering committee member Rod Baker – Road & Rail HSSE Manager, Shell Australia – said that Shell supported the program as it recognised the contribution businesses could make in reducing road deaths and injuries. “People who carry out business for Shell globally travel about 3.6 million kilometres every day. That is about 100 times around the world each day, or 1.3 billion kilometres each year. Road transport is integral to the way Shell does business, so getting road safety right is a priority,” Mr Baker said. “Road safety is a global issue and improvements are in everyone’s interests.” The steering committee is currently working on the establishment of a website in conjunction with the NTC and UK Roadsafe to provide an interactive repository for businesses of all sizes to share information about improving workplace road safety. Members have also collaborated on the development of several case studies that illustrate the safety, productivity and environmental gains achievable by businesses making changes to their safety culture. The National Transport Commission served in a facilitating role in establishing this program. The National Road Safety Partnership Program can be found on the NTC website. Members of the program Steering Committee are:
John Nagle, Chief Executive of Lumley Insurance
AAA, Australian Local Government Association, BHP Billiton, Coca-Cola Amatil, Hanson, Holden, Origin Energy, Rio Tinto, Telstra, Shell, Suncorp/Vero, Toll Group, Uniting Care Queensland, VicRoads/ National Road Safety Executive, Volkswagen, Wesfarmers Insurance and Zurich.
Mandating brake technologies to improve road safety A proposal to boost road safety by mandating brake technologies in light vehicles made or imported into Australia has been announced by the Federal Government. Under the proposal, the Australian Design Rules would be amended to make Electronic Stability Control compulsory for new light commercial vehicles, such as utilities and goods vans. Brake Assist Systems would be made standard in light passenger vehicles, including cars, passenger vans and off-road vehicles,
ROADS JUNE/JULY 2013
and also in light commercial vehicles. Electronic Stability Control helps drivers maintain control of their vehicles by automatically braking individual wheels when sensors detect the vehicle is skidding. Brake Assist Systems help drivers to stop safely by detecting when a driver is trying to make an emergency stop and maximising brake performance to halt the vehicle in the shortest possible time. The proposal had the potential to save the lives of drivers and pedestrians alike.
Each year over 200 pedestrians and cyclists die on Australian roads and many more are seriously injured. “Mandating vehicle technology that helps drivers to avoid collisions is an effective way to make our roads safer for all users, and will further bolster the government’s efforts under the National Road Safety Strategy, aimed at reducing deaths and injuries on Australia’s roads,” Road Safety Minister, Catherine King, said.
Focus on safety and productivity of transport system The National Transport Commission is continuing to focus on improving the productivity, safety and environmental performance of the Australian transport system. The focus comes in a new era that has seen implementation of historic reforms to the regulatory environment and rapidly emerging technology, according to the NTC’s latest Strategic Plan and Work Program. Commission Acting Chief Executive, George Konstandakos, said supporting the new National Heavy Vehicle Regulator and the Office of the National Rail Safety Regulator remained a priority focus. “We will continue to lead the development of regulatory policy related to the Heavy Vehicle National Laws and the Rail Safety National Laws,” said Mr Konstandakos. “Work is already underway on many of the legislative and policy items outlined in the National Heavy Vehicle Regulator Forward Work Program, such as developing further options to improve heavy vehicle access to road networks. “A Rail Safety National Law maintenance group comprising industry and government representatives will also be established to ensure that the law continues to reflect best practice and delivers its intended outcomes,” he said. Mr Konstandakos said another key deliverable of the work program was to develop a fairer heavy vehicle charging system. “We will continue to work closely with industry and governments as we develop detailed options for how heavy vehicle charges are set, including making specific recommendations on what the charges should be.” This follows the Standing Council of Transport and Infrastructure (SCOTI) noting of the NTC’s Heavy Vehicle Changes Review Policy Paper on 10 May 2013 and agreement for the NTC to proceed with developing a regulation impact statement based on the review paper. The introduction of a more comprehensive and transparent review process is another feature of the work program. “We will build on our performance monitoring and evaluation review processes to ensure current reforms deliver on their promise of a more productive, safer and more sustainable transport system,” said Mr Konstandakos. “A key challenge we face is how to harness the productivity and safety benefits of emerging technology such as Electronic Work Diaries (EWD), which provide an alternative electronic recording system to improve fatigue management in the heavy vehicle sector. “EWD is a potentially ‘game-changing’ policy area and we will work collaboratively with our reform partners as we further develop regulatory reform options in this emerging area,” said Mr Konstandakos. “We will also continue to work with governments and industry on facilitating implementation of the National Ports Strategy and will explore technology opportunities in port supply chains, productivity reforms and reporting on the strategy’s implementation progress.” The work program reflects the outcomes of the draft report 2012 Review of the NTC and other relevant transport bodies, and a collaborative planning workshop which the NTC held with government and industry stakeholders in December last year. Priorities are based on the delivery of the Council of Australian Governments (COAG) and SCOTI projects that will provide the most effective national regulatory and operational reforms.
NTC Acting Chief Executive, George Konstandakos
The NTC is required to develop a three-year rolling Strategic Plan and Work Program for submission to SCOTI each year. The documents were prepared under the guidance of NTC Commissioners, with valuable input from governments, industry stakeholders and the NTC staff. The NTC’s 2013/2014 to 2015/16 Strategic Plan and Work Program were approved by SCOTI on 10 May 2013 and can be downloaded from the NTC website.
“EWD is a potentially ‘gamechanging’ policy area and we will work collaboratively with our reform partners as we further develop regulatory reform options in this emerging area,”
ROADS JUNE/JULY 2013
Road safety & signage
Reaffirming commitment to road safety Federal Road Safety Minister, Catherine King, has called on all governments to reaffirm their commitment to improving road safety in Australia, by implementing priority actions agreed in the National Road Safety Strategy 2011-2020. Ms King reaffirmed the Federal Government’s strong commitment to road safety at a meeting on May 10 of Australian Transport Ministers in Canberra. “The strategy aims to reduce the number of road crash deaths and serious injuries by at least 30 per cent by 2020 – an ambitious target, but one that is undeniably worth committing to. “We have made positive progress on many of the agreed strategy initiatives, but there is more to be done.” “While Australia remains a world leader in road safety, the number of fatalities and injuries on our roads is unacceptably high and inflicts a great deal of pain on families and communities around the country,” Ms King said. Around 1,300 people are killed in road crashes in Australia every year and more than 33,000 other people are seriously injured.
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ROADS JUNE/JULY 2013
To coincide with the United Nations Decade of Action for Road Safety, Minister King reiterated the government’s strong support for international efforts to reduce road trauma. “Around 90 per cent of road fatalities occur in low and middleincome countries, so our efforts to improve road safety in those places really are life-saving work. “We are the largest donor to the World Bank’s Global Road Safety Facility, we contribute to regional road safety measures through international forums like APEC, and we are delivering safety improvements through our aid-funded infrastructure programs in developing countries.” The World Health Organisation recently reported 1.24 million road deaths in 2010 alone. “The effort needed to cut this number cannot come from government alone – community support and participation is essential,” Ms King said.
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Get Smart SMARTER ROAD BARRIER SOLUTIONS Highly regarded road safety brands, ACP and Barrier Systems have come together in Australia to offer a complete barrier solution to improve road safety everywhere. SMARTER CRASH CUSHIONS The TAU-IIâ„˘ Crash Cushion is ideally suited as permanent protection of roadway hazards such as the ends of rigid barriers, tollbooths or utility poles from 700mm to 2440mm in width. - Fully re-directive - Multiple foundation and transition options - Ease of installation - No debris build up due to open architecture. SMARTER TEMPORARY SOLUTIONS The Absorb 350 is ideally suited to providing temporary protection for work zone areas approved up to TL2 in all states. It requires no ground anchoring and comes with a large range of transitions. Ease of deployment, retrieval and repair make this system a smarter choice. SMARTER GATE SOLUTIONS Armorguard Gate is a moveable barrier and can be easily positioned by one man in multiple configurations. Since the barrier utilises wheels it can be rolled in and out of place over asphalt, concrete or gravel. This is ideal where emergency and utility access is needed. It comes in various sizes to fit your needs.
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Road safety & signage
Delnorth products exceed Australian standards Delnorth is a market leader of roadside products in Australia, commencing with the reboundable Steel-Flex®, patented, guide post which is sold into every state and worldwide from the company’s Australian manufacturing facilities. There are agents in Europe and distributors on almost every continent. As a continuation to innovative product development, Delnorth has now completed the extensive 36-month accelerated weather testing at the Allunga outdoor exposure testing facility for Sign-Flex®. Sign-Flex® is a first in the Australian sign industry, being the only other sub-strate apart from aluminium to pass full testing and be approved in all states by the governing road authorities.
Sign-Flex® not only complies with, but also exceeds Australian standards The features and benefits of SignFlex® have been widely recognised by road authorities in the process of gaining approval in all States. “I note that this material is not as rigid as conventional sign backings and therefore should assist in providing a safer environment for all road users, especially the more vulnerable users such as motorcyclists.” To learn more about Steel-Flex®, SignFlex® and our full range of impact and UV resistant products, go to www.delnorth. com; phone: +61 2 4966 8655; Fax: +61 2 4966 8644 or email: email@example.com
Delnorth Sign-Flex® Features and Benefits Feature
• Safe Handling - eliminates the risk of personal injury through cuts and puncture wounds. • Reduced Vehicle Damage – reduces potential claim costs that can be caused by metal signs.
• Easy to lift and store - reduced risk of personal injury from manual handling. • Improved Vehicle Performance – reduces the load on service vehicles such as Emergency Response and Traffic Control vehicles.
• Improved Safety for Road Users – restraightens immediately after repeated impacts to provide continuous traffic control signage. • Reduced Maintenance and Replacement costs – no more bent and non-compliant signs.
• Cost of Life Benefits – unlike plastic or corflute material, Sign-Flex® will not breakdown or become brittle.
10 year Adhesion Warranty
• Performance Assurance - 10 year Avery Dennison Adhesion Warranty provides long term performance assurance. • Meets or Exceeds AS1906.1 - adhesion test compliant including temporary signs.
10 year Impact Warranty
ROADS JUNE/JULY 2013
• Peace of Mind – Delnorth will replace any Regulatory, Warning or Parking sign should the sign substrate break after impact. Conditions apply.
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DELNORTH INTERNATIONAL - AUSTRALIAN OWNED & OPERATED MANUFACTURERS & SUPPLIERS TO THE ROADING INDUSTRY SINCE 1991 For further information please contact: DELNORTH INTERNATIONAL Phone: +61 2 4966 8655 Fax: +61 2 4966 8644 E-mail: firstname.lastname@example.org Internet: www.delnorth.com
Road safety & signage
Smart Cushion Where does the energy go? The internal parts of a Smart Cushion are few - to look down the middle of the frame there are no elastic components that store energy when deformed and there are no steel components absorbing energy by fracturing. For the Smart Cushion energy is not absorbed in violent destruction or deformation of components of the attenuator. The Smart Cushion is merely a series of frames that sequentially slide along a fixed track or base, and the first frame is connected to a wire rope which in turn connects to a hydraulic cylinder. When you look through the compacting frames of the Smart Cushion you see nothing but a void from start to finish - a void outlined by the regular square shape of the steel frames and the fender side plates adjoining those frames. The Smart Cushion is a modern solution to control wayward vehicles with a very small carbon footprint for fence maintenance. Despite the energy of the wayward vehicle being absorbed by Smart Cushion, the only components that generally need replacing are two shear pins. Not only is Smart Cushion a smart design, but it is simple to install, to repair and to maintain. The Smart Cushion is different to old style crash cushions. Energy from the wayward vehicle is simply and safely dissipated or stored by this three part interrelated motion of the moving steel frames, the steel wire rope wrapping around sheaves and the purpose- built hydraulic cylinder. The wire rope, the sheaves and the hydraulic cylinder are located in the base between the tracks for the frames. The components are protected from damage, and provide easy access when exposed for repair work.
So, where does the energy go? For a typical NCHRP350 TL3 frontal impact test (that is, for 2000kg pick-up truck at 100kph) about half the energy is dissipated in dragging the wire rope around the sheaves. The balance of the energy is roughly equally converted by moving the frames, by the hydraulic cylinder and by deformation of the pick up truck crumple zone (plus other, minor, vehicle deformation). The hydraulic cylinder does not have a return spring. The hydraulic ram has to be physically restored so there is no danger of vehicle rebound causing a secondary accident or incident. There have been several maintenance cost surveys in the US in the last five years. The Smart Cushion is always the lowest cost crash cushion to repair and it is always the fastest crash attenuator to repair. These advantages of simplicity of design, low repair cost, and reduced risk of exposure for work crews have resulted in several US DoTâ€™s applying for and receiving approval for sole sourcing of Smart Cushion where high performance crash attenuators are required. For more information on the Smart Cushion contact Paul Hansen at LB Australia on 02-9631-8833 or by email email@example.com. *At the time of publishing, Lb Australia was waiting on Austroads to approve use of the Smart Cushion. At June 2013, Smart Cushion is only approved for use in work zones in South Australia.
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