Highway Engineering Australia – V46.6 April 2015

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HIGHWAY ENGINEERING AUSTRALIA APRIL 2015

V46.6

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contents Published by:

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Editor’s Column

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Special Features

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Cover Story

Publisher and Managing Editor Anthony T Schmidt Phone: 1300 EPCGROUP (1300 372 476) Mobile: 0414 788 900 Email: ats@epcgroup.com

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HEA Major Projects

Editorial and Publishing Consultants Pty Ltd

Deputy Editor Rex Pannell Mobile: 0433 300 106 Email: rex@epcgroup.com National Advertising Sales Manager Yuri Mamistvalov Phone: 1300 EPCGROUP (1300 372 476) Mobile: 0419 339 865 Email: yuri@epcgroup.com Advertising Sales - SA Jodie Chester - G Advertising Mobile: 0439 749 993 Email: jodie@gadvertising.com.au Advertising Sales - WA Licia Salomone - OKeeffe Media Mobile: 0412 080 600 Email: licia@okm.com.au Graphic Design Annette Epifanidis Mobile: 0416 087 412

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CIRCULATION 8,340 Registered by Australia Post Publication No. 100001888

ISSN 0046-7391

April 2015 Volume 46 Number 6

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23 The AustStab Update 36 AustStab Member Spotlight 46 Asphalt In Focus

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57 HEA Stormwater Report 60 Intelligent Transport Systems 64 HEA Road Safety

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68 HEA Bridges 74 IAP Case Study 76 Sponsored Content 80 HEA Industry News

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About the Cover

Following its approval by ASBAP for use on Australian Roads in 110km/h speed zones, the high performance SMART CUSHION speed-dependent crash attenuatorcontinues to go from strengthto-strength in Australia. With the first units set for installation along Sydney’s M4W WestConnex Stage 1 works, SMART CUSHION also provided delegates at the recent ASPACI (Australasian & South Pacific Association of Collision Investigators) Conference in Penrith with an impressive display of its performance during an impact.

Turn to Page 12 for the full story.

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April 2015 | Highway Engineering Australia 1

EDITOR’S COLUMN

Welcome to the new look Highway Engineering Australia Building for a strong future...

Dear Readers, Welcome to the new look Highway Engineering Australia (HEA) magazine.

For those of you who are long term readers of HEA magazine - of which I am proud to say there are many thousands - you will have already noticed a significant change in the magazine... in terms of both its appearance, content and the number of pages!

It is commonly said that only three things are certain in life: death, taxes and change.

And while few would argue with the anguish that the first two cause, for many of us (myself included) ‘change’ can also represent a major challenge. Moving out of one’s comfort zone may be difficult, uncomfortable and even scary, but at the same time, it is also clearly necessary - particularly when it comes to growth.

Put simply, there can be no growth without change: and in a world where time marches on relentlessly, even remaining stagnant means that in reality, you are slipping backwards.

Over the past five years, we’ve made a number of significant changes to HEA magazine, not the least of which was the development and launch of our new branding and livery.

Now, as we enter our 47th year of publication, we felt it was the ideal time to implement our largest expansion to date not only in terms of size, but also in terms of

2 Highway Engineering Australia | April 2015

content and coverage. After all, the KPI (Key Performance Indicator) for any publication, is that it remains relative, informative and most of all, read!

Not surprisingly, as with most good business growth, these latest developments have been predominantly ‘people driven’, and are the direct result of a significant expansion of our team here at HEA. With that in mind, it gives me great pleasure to welcome aboard three new members to the HEA / EPC Media Group team.

First ‘cab off the rank’ is our new National Sales Manager, Yuri Mamistvalov, who is heading up the advertising sales teams for both HEA and its sister publications CEA (Construction Engineering Australia) and WWM (Waste + Waster Management Australia). Yuri, who will already be familiar to many of you through his many years of work in the industry, brings with him a wealth of experience and expertise in advertising, marketing and promotions, and has helped many companies - both old and new - build their brands and profiles through effective, targeted campaigns.

Next is Rex Pannell, who joins HEA magazine as our new Deputy Editor. Rex is another name who will also be familiar to many of you throughout the transport infrastructure, engineering and related industries. Needless to say, Rex’s industry

knowledge, together with his well-deserved reputation for journalistic integrity and high quality, informative articles is sure to prove a major asset for both HEA magazine and the EPC Media Group on the whole.

Last but by no means least, I would like to welcome aboard Annette Epifandis, who has taken the reigns as HEA’s chief Graphic Designer. As you will no doubt see as you read through this issue, Annette’s creative input and design capabilities have given HEA magazine a fresh new look which is both modern and sleek, whilst remaining easy to read.

In closing, I would like to take this opportunity to assure you that from a content perspective, we all remain totally committed to the guiding principal of high quality, relevant content that made Highway Engineering Australia the magazine that it is today. I would also like to take this opportunity to thank you all for your continued support and readership. After all, without you, the readers, HEA wouldn’t exist.

Anthony T Schmidt Managing Editor

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SPECIAL FEATURES

Transport funding reform critical to liveable Australian cities

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elivering the 2015 Infrastructure Partnerships Australia Oration in Sydney on 25 March, Scott Charlton said Australia’s major cities risked a decline in liveability without major investment in transport systems and an overhaul of the transport funding model.

Mr Charlton said that despite significant progress by state governments, traditional funding systems were outdated, unsustainable and unfair, and could not sustain the funding needed to address Australia’s transport infrastructure deficit.

He gave notice that over the next year, Transurban would be organising a study to test various road pricing models.

Mr Charlton said Australia’s ageing population, along with a forecast doubling of the populations of Sydney and Melbourne by 2050, would generate unprecedented competition for government funding.

It was imperative, he argued, that Australians understood the implications of continuing with the century-old funding model, based on fuel excise and fixed costs, including licence and motor registration fees.

“Without further significant investment in infrastructure everything we love about the liveability of our big cities is at risk unless we are willing to have a national conversation about how we plan for the future and our expected population growth.

“Our congestion levels are heading to the levels of the world’s most gridlocked cities with drivers in Sydney and Melbourne sitting in traffic for more than 120 hours a year by 2050.”

Mr Charlton said all levels of government recognised the need for major projects and upgrades to critical transport systems, but these projects were about keeping pace and ensuring Australia did not fall further behind in addressing the needs of its growing population.

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“We support government initiatives in the provision of new transport infrastructure, particularly in NSW and Victoria, where they are recycling capital into new roads and rail infrastructure. But the states still remain constrained by a 100-year-old funding model,’’ Mr Charlton said.

“The long-term lease of electricity assets in NSW is a good example of a state government driving reform and reinvesting

in infrastructure. User-pays policy reform is complementary and will allow governments to plan for infrastructure investment over the long term while managing the competing pressures on their budgets from both a growing and ageing population.

“Australia needs a funding model that is built on a principle of those who benefit, pay, while ensuring fairness across the community.

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The CEO of Transurban – a top 20 ASX company which manages and develops urban toll road networks in Australia and the US – has reignited the debate on the need for an overhaul of Australia’s transport funding model.

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SPECIAL FEATURES

“This kind of system would give us a sustainable funding model to plan ahead for the next half-century and encourage more efficient use of infrastructure while lessening the long-term investment burden.”

Independent research, conducted by EY Sweeny and commissioned by Transurban, found that most city motorists favoured a user-pays system rather than increased fees and higher petrol taxes to fund major road infrastructure – 60 per cent as opposed to 15 per cent.

Twice as many motorists said a userpays system was fairer for all motorists than a flat-fee approach – 57 per cent versus 31 per cent.

Mr Charlton said a number of user-pays systems were being trialled or in operation overseas and it was time Australia started to explore what model could work best here.

Overseas road pricing models were operating in Singapore, London and Stockholm, various European nations and the American States of Virginia and Oregon. The models were designed to help manage road congestion and/or fund road infrastructure.

Over the next year, Transurban would be organising a study to test various road pricing models and provide tangible data that would help progress options for a sustainable funding model.

The Road Network Pricing Study would be conducted in Melbourne across the whole road network, using volunteers from Transurban’s customer base.

The exercise would trial various user-pays models including: • a distance-based per-kilometre charge; • annual fixed costs per kilometre based on expected usage; and • price per trip or charge to access the road network.

The independent research found community acceptance was critical to implementing any major reform. The research showed there were significant issues that a first-generation road pricing system would need to satisfy to win the support of road users.

The issues included: • transparency – prices needed to be easily understood by all road users; • privacy – technology and data usage must comply with privacy laws and user expectations; • system reliability – technology and billing systems must work reliably and have inbuilt error protection; • fairness – disadvantaged groups must be protected and choice/flexibility provided to users; and

6 Highway Engineering Australia | April 2015

“This is a conversation that industry, government and everyday Australians need to be having if we do not want to be living in cities where sitting in traffic jams for hours each day becomes accepted practice.”

• tangible benefits – individuals and the community must be shown the advantages of road pricing over the existing model.

The study would also explore other models being employed throughout the world including time-of-day pricing on the network and a charge for entering the CBD. “We’ll compare the impact of these models on existing funding sources of fuel excise and registration, and gauge drivers’ preferences to the schemes,’’ Mr Charlton said.

“Obviously any funding model needs to make equity a core requirement as we know not everyone has a variety of transport options available to them.

“This is an exercise that is about industry helping to inform debate and making a tangible contribution to progressing a sustainable and fair funding model. We look forward to sharing the results with Australians.

“Reform is never easy, but we need to continue the debate and make sure we look at all the options with an open mind,” Mr Charlton contended.

“This is a conversation that industry, government and everyday Australians need to be having if we do not want to be living in cities where sitting in traffic jams for hours each day becomes accepted practice.”

Mr Charlton also said Transurban had formed a partnership with leading global companies to explore the technology that would be critical in advancing transport network management.

It was working with telecommunications company, Singtel Optus; navigation, map and traffic service provider, TomTom, and analytics software specialist, QuantumIT, to investigate new technologies in road network operations, network mapping and navigation and analytics.

“Technology has been one of the barriers to a wider user-pays system, but we now have a host of new opportunities.

“We look forward to working with government and our partners to look at how those opportunities have the potential to enhance the management of vehicle, roadside and customer systems,’’ Mr Charlton said. ●

SPECIAL FEATURES

Official end to East West Link triggers war of words A Heads of Agreement signed on 15 April 2015 signalled an end to the eastern section or Stage One of Melbourne’s massive East West Link Project and immediately triggered accusation and counteraccusation between the Victorian Government, the State Opposition and the Federal Government.

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statement issued by Premier, Daniel Andrews, and Treasurer, Tim Pallas, said that under the agreement signed by the government and the East West Link consortium, the $10.7 billion project would not proceed and compensation would not be paid to the consortium.

Mr Andrews and Mr Pallas said the government and the consortium had reached a good faith agreement that put the interests of Victorians first.

Predictably, the State Opposition described the scrapping of the project as a “reckless, political decision” and took issue with the costs surrounding the project being wound-up.

In Canberra, Prime Minister, Tony Abbott, and Assistant Minister for Infrastructure, Jamie Briggs, said the Federal Government was dismayed by Victoria’s decision not to proceed with building the East West Link.

Mr Abbott and Mr Briggs said the “unprecedented” announcement that the State Government would rather pay hundreds of millions of dollars to a consortium than build road infrastructure was a massive set back to Victoria.

In outlining the Heads of Agreement, Premier Andrews and Minister Pallas said the state would purchase the companies in the consortium (‘EWL Project Co’) for one dollar. All assets owned by Project Co would transfer to the state.

They said $339 million of net costs had already been drawn down and paid to the consortium for the bid process, and design and pre-construction.

Those costs had already been incurred and could not be retrieved. They would be retained by the consortium subject to a certification process between it and the state.

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Mr Andrews and Mr Pallas said a further $81 million in fees was incurred to establish the Project Co credit facility of $3 billion.

They said the state intended to negotiate with the banks to take over that facility to contribute to funding for the Melbourne Metro Rail Project and would receive value for those fees.

All rates, fees, swaps and obligations related to the credit facility would be worked through between the financiers and the state.

Mr Andrews said the government thanked the East West consortium members for negotiating in good faith to achieve a fair result and looked forward to working with them on future infrastructure projects.

“The government and the consortium are on the same page and have come to a good faith agreement. The government will now get on with building the projects our state needs and Victorians voted for.

“The agreement is the best possible result we could have achieved and it puts the interests of Victorians first – no $10 billion tunnel, no compensation and far more funding available for the Melbourne Metro Rail Project.”

Mr Pallas took former Treasurer, Michael O’Brien, to task and also released the contract between the East West Connect consortium and the State of Victoria, which was signed by the previous Liberal Government on September 29, 2014.

“The agreement is the best possible result we could have achieved and it puts the interests of Victorians first – no $10 billion tunnel, no compensation and far more funding available for the Melbourne Metro Rail Project.”

He accused Mr O’Brien of ramming through financial close four days later, despite the banks being prepared to wait until December 5 – after the state election.

Mr Pallas said the Treasurer confirmed that termination clauses inserted into the contract by the Liberals exposed the state to a payout to the consortium of up to $1.2 billion if Labor won the election, even if the courts found the East West Link contract invalid.

He said the Department of Treasury and Finance had confirmed the East West Link project would have cost $10.7 billion; not $6.8 billion as publicly indicated by the Liberal Government.

And he contended the Liberal Government’s own business case said it would have lost 55 cents in every dollar, increased congestion on nearby roads and forced tolls on every freeway in Melbourne.

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SPECIAL FEATURES

“Michael O’Brien is the $339 million dollar man. He sold out our state. East West is his mess and Victorians had to pick up the bill,” Mr Pallas said.

State Opposition leader, Matthew Guy, said the government’s reckless, political decision on East West Link would cost Victorian taxpayers around $800-900 million and scrap the biggest road project in Australia.

Mr Guy said the $420 million payment ($339 million of net costs and $81 million in fees) is in addition to approximately $400500 million in sunk costs already incurred by the State Government. These sunk costs, by government, included land acquisitions, project development and bid costs. They did not include sunk costs accumulated by the private sector.

Mr Guy described the decision to spend around $800-900 million to walk away from the contract as economic vandalism that would cost Victoria 3,700 new jobs and Australia’s largest new road project.

“Labor’s claim that $339 million was paid or spent by the previous government is a complete lie. One absolute certainty arising from the announcement is that the government is signing a cheque to the consortium for a minimum $339 million to extinguish this contract.

“The lost $800-900 million will mean fewer schools and hospitals will be built, fewer trains will be ordered and Victorians will still be stuck in traffic. Daniel Andrews has put politics ahead of outcomes for Victorians.

“The tearing up of this contract damages Victoria’s reputation as a place to do business – as has been proven by revelations that the French and Spanish Governments have made direct representations of concern to Victoria.”

“Daniel Andrews is playing politics and has damaged Victoria’s international reputation as a place to invest and do business,” Mr Guy said.

At the Federal level, Mr Abbott and Mr Briggs said the Victorian Government’s decision to abrogate contractual responsibilities set a dangerous precedent for future projects and threatened further investment in much-needed infrastructure in Australia.

“They have damaged investor confidence in major infrastructure projects. Australia can’t afford to discourage private investment in infrastructure because government alone cannot afford to build the infrastructure that our country needs.”

Mr Abbott and Mr Briggs said there was no alternative to the East West Link in Victoria and it was the only major shovel-ready project in the state.

“The lost $800-900 million will mean fewer schools and hospitals will be built, fewer trains will be ordered and Victorians will still be stuck in traffic. Daniel Andrews has put politics ahead of outcomes for Victorians.”

“Victorians should feel let down by Daniel Andrews who promised before the election that no compensation would be paid.

“The tearing up of this contract damages Victoria’s reputation as a place to do business – as has been proven by revelations that the French and Spanish Governments have made direct representations of concern to Victoria.

“The East West Link is the only answer.

Tens of millions of dollars and years of planning have already been invested to get the project shovel-ready.”

Mr Abbott and Mr Briggs said $3 billion from the Federal Government remained on the table for any Victorian Government which wanted to build the East West Link.

“We will talk to the Victorian Government about other projects, but the truth is there is no other major shovel-ready project in Victoria.”

A spokesperson for the consortium comprising Lend Lease, French construction company, Bouygues, the Spanish company, Acconia Infrastructure, and Lend Lease’s finance arm, Capella Capital, said it had accepted the government offer.

The spokesperson said the companies were still interested in undertaking infrastructure projects in Australia, most likely in New South Wales or Queensland.

The spokesperson said companies kept in touch with each other, looked at skill sets needed to undertake projects and came together, if necessary. ●

10 Highway Engineering Australia | April 2015

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COVER STORY

PERFORMANCE

UNDER PRESSURE highlights performance in Australian crash demonstration

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ollowing its approval by ASBAP for use on Australian Roads in 110km/h speed zones, the high performance SMART CUSHION speed-dependent crash attenuator continues to go from strength-to-strength in Australia. With the first units set for installation along Sydney’s M4W WestConnex Stage 1 works, SMART CUSHION also provided delegates at the recent ASPACI (Australasian & South Pacific Association of Collision Investigators) Conference with an impressive display of its performance during an impact.

While the ASPACI impact was only a demonstration and for not for scientific testing purposes, it did provide delegates with an array of impressive data and visuals of the SMART CUSHION in action. Most importantly, the crash test highlighted the effectiveness of SMART CUSHION in terms of absorbing and dissipating energy and reducing deceleration forces during an impact - both of which are critical factors in reducing the risk of serious injuries and fatalities to the vehicles’ occupants.

The ASPACI test involved an end-on (0° angle) impact into a SCI70 SMART CUSHION (tested containment of 2,000kg at 70km/h) by a 2012 Holden Barina Spark weighing 967kg (rear seats removed but instrumentation added) and with an impact speed of 67km/h. Photos and data from the impact are shown in the ‘Smashing Day at Panthers’ spread on the following pages.

Full video of the impact can be seen at: www.smartcushion.com.au/videos

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COVER STORY

Performance

by Design As the world’s only speed-dependent crash attenuator, SMART CUSHION’s design is unlike any other crash attenuator on the market. It is the only barrier design that absorbs all the impact energy without deforming elastometric materials, damaging the attenuator or rebounding the vehicle.

The key to SMART CUSHION’s remarkable performance lies within its unique design, which incorporates methodologies to dissipate energy both by mechanical and by hydraulic means. The impacting vehicle’s momentum is safely reduced by three interacting processes simultaneously dissipating energy. Unlike the old style attenuators, the SMART CUSHION attenuator does not reach maximum stopping resistance unless a vehicle is traveling at the maximum design speed. The hydraulic porting in the cylinder ensures that in the case of an impact into the attenuator that is equal to or less than the equivalent force of a NCHRP350 TL3 or TL2 impact, the vehicle will stop before it reaches the end of the cushion’s usable length.

There are two SMART CUSHION models depending on the road speed classification and the traffic mix. The most common model is the SCI100 which has been successfully tested to NCHRP350 TL3 requirements (vehicle of up to 2,000kg travelling at 100km/h) and is now also tested to MASH TL3-30 requirements. The other model, the SMART CUSHION SCI70, has been successfully tested to the requirements of NCHRP350 TL2 (vehicle of up to 2,000kg travelling at 70km/h). The SCI70 is commonly used in urban areas and on lower speed roads.

Saving Lives AND Saving Money In addition to its proven life-saving performance, the other major benefit of the SMART CUSHION design is the speed and ease with which the units

can be installed and repaired. SMART CUSHION crash attenuators are suitable for use in a wide range of locations, and provide outstanding protection from hazards including bridges, median barriers, motorway exit barriers, toll booths, gantry poles, etc.

They require no backstops for either temporary or permanent construction applications.

As quick and easy as the units are to install, where the SMART CUSHION really comes into its own is following an impact. Indeed, the extremely low cost of repair and reinstatement following most impacts, quite literally puts the SMART CUSHION in a class of its own.

Specifically designed for maximum durability and minimum downtime, resetting the SMART CUSHION following an impact can usually be completed by a 2-person crew in less than one hour. As an example, following a frontal impact within NCHRP 350 TL3 specifications – the most common impact into barriers of this type – the SMART CUSHION only requires a dual-stage pull-out and the replacement of two 1/4” shear bolts. An experienced crew can generally perform a two-stage reset in under 30 minutes. Side impacts within NCHRP 350 specifications should not damage the attenuator.

Major ‘Life-Cycle’ Cost Benefits When it comes to costing road safety systems ‘whole of life costs’ are a critical consideration.

SMART CUSHION’s extremely low cost of repair, together with the speed with which the units can be repaired and reinstated, delivers significant ‘LifeCycle’ cost benefits. Importantly, these cost benefits continue to increase as impacts occur – and the savings are staggering!

In fact, an 18-month study by Caltrans (California Department of Transportation) showed that using SMART CUSHIONS saved them over US$4.1M on repairs and replacement at 120 locations alone – an average saving of $34,200 per location.

In each instance, frontal impacts within NCHRP 350 TL3 specifications resulted in no structural damage to the units, with only a pair of shear bolts and less than 2 hours of labour required to repair and reinstate the SMART CUSHION into full active service. Even at locations where the SMART CUSHION has been impacted multiple times, the units have been able to be put back into full active service quickly and easily and with minimal parts and labour.

A national webinar can be seen on Severe Duty Crash Cushions at: https://www.nhi.fhwa.dot.gov/ about/innovationseries.aspx For further information on the SMART CUSHION crash attenuator, please visit the website: www.smartcushion.com.au or contact LB Australia Pty Ltd, Ph: (02) 9631 8833 or Email: roadsafety@ lbaustralia.com.au

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COVER STORY

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MAJOR PROJECTS

Next step for project to cut West Gate Bridge congestion The Western Distributor – a multi-billion dollar road project proposed to the Victorian Government by Transurban – has progressed to Stage Three of the government’s Market-led Proposals Guideline.

The Transurban proposal would connect the West Gate Freeway to CityLink via a tunnel, a second river crossing and an elevated freeway along Footscray Road.

It would relieve pressure on the West Gate Bridge, improve truck access to the Port of Melbourne and significantly reduce truck numbers in the city’s inner west.

Transurban estimates the project would generate 3,500 new construction jobs, cost $5 to $5.5 billion and have a cost benefit ratio of 1.6. If agreed to by the government, work would start at the end of 2015 and be completed by 2020.

The proposal is being assessed by the Department of Treasury and Finance, and reviewed by external consultants.

The assessment process to date has been reviewed by an independent panel of Dr Kerry Schott and Tony Canavan, who support the Stage Two assessment findings and the recommendation to proceed to Stage Three.

Premier, Daniel Andrews, said the panel noted the proposal had the potential to add strong long-term strategic value to Melbourne’s future. It would be assessed against other government plans, including the West Gate Distributor.

Treasury and Finance will undertake a thorough assessment of the project through the Stage Three process. The government will then decide whether to proceed with Transurban’s proposal, modify it, or opt for another option.

Mr Andrews said the government recognised the effort Transurban had made in bringing forward the final proposal.

“Building a direct link to the Port of Melbourne and a tunnel alternative to the West Gate Bridge would cut travel times for workers and businesses across Victoria.”

Treasurer, Tim Pallas, said the government’s rigorous guidelines meant the proposal could be properly and fairly assessed.

16 Highway Engineering Australia | April 2015

Construction underway on WestConnex A key transport infrastructure project that is estimated to inject more than $20 billion into the New South Wales economy is under construction.

Work started on 8 March on the multibillion dollar WestConnex project when the first sod was turned on the $500 million M4 Widening, which is due for completion in two years.

The M4 Widening covers 7.5 kilometres of the M4 motorway. This section will be widened from three to four lanes in each direction between Church Street, Parramatta, and Homebush Bay Drive, Homebush.

Additional ramp upgrades will include new direct access from southbound Homebush Bay Drive to the M4 westbound and a new connection from Hill Road to the M4 eastbound.

The widened M4 will meet the new M4 East which is due to begin construction next year.

WestConnex is described as “Sydney’s new world class motorway” and it will link the M4 and M5 creating 10,000 jobs.

With an additional 1.6 million people expected to live in Sydney within 20 years, congestion will have a major impact on the city without major infrastructure projects such as WestConnex and NorthConnex, and public transport projects like the North West Rail Link and Sydney Rapid Transit – including a second harbour rail crossing.

WestConnex will increase capacity and cut travel times from western Sydney and south western Sydney to the CBD, airport and Port Botany. It will also enable the urban renewal of Parramatta Road.

Travel time savings when WestConnex is complete include: • 40 minutes cut from an average peak journey between Parramatta and Sydney Airport; • 40 minutes off a trip between Port Botany and Silverwater; • 29 minutes cut from the journey between Liverpool and South Sydney; • 23 minutes off an average journey between Burwood and Sydney Airport; and • 23 minutes off the trip between Kogarah and the CBD.

WestConnex is being delivered in stages at a cost of around $14.9 billion with the NSW Government providing $1.8 billion and the Australian Government providing $1.5 billion in addition to a concessional loan of up to $2 billion.

The remainder of the financing will be provided by the private sector, based on tolls.

The start of work on the M4 widening occurred just days after approval was given for another part of the WestConnex venture.

Planning approval was granted on 4 March to fix one of Sydney’s worst pinch points; the King Georges Road Interchange, which is the first part of Stage 2 to get underway.

Federal Assistant Infrastructure Minister, Jamie Briggs, said the Australian Government’s concessional loan of up to $2 billion meant Stage 2 of WestConnex had been fast tracked by 18 months to provide relief sooner for Western Sydney motorists and businesses.

Mr Briggs said it meant easing congestion for the 100,000 motorists who used the M5 each day.

“Through our multi-billion infrastructure investments we are delivering on our joint plan to slash travel times for motorists and create tens of thousands of jobs for a stronger and more prosperous New South Wales.”

New South Wales Roads Minister, Duncan Gay, said anyone sitting in gridlock on the M5 knew this project couldn’t come soon enough.

“Stage 2 of WestConnex is all about fixing the M5 East. Stage 2 construction will start by upgrading the Interchange at King Georges Road at Beverly Hills, before we build the New M5 tunnel.

“Construction on this upgrade will start by mid-year and will almost halve travel times around the interchange when WestConnex is complete,” Mr Gay said.

“The King Georges Road Interchange Upgrade will build an extra lane in each direction and increase capacity on the eastbound on-ramp and westbound off-ramps between King Georges Road and the M5 East.

“This approval means work will be underway on both Stages 1 and 2 – both the M4 and M5 – at the same time. This is an exciting time for Sydney,” Mr Gay said.

MAJOR PROJECTS

Pacific Highway duplication pledge The Australian and New South Wales Governments have confirmed the duplication of the Pacific Highway from Hexham to the Queensland border is on track to be completed by the end of this decade.

In a statement issued on 10 March, Federal Minister for Infrastructure and Regional Development, Warren Truss, said the government had made good on its commitment to invest $5.64 billion to “finally get the job done on the Pacific Highway”.

In his statement, Mr Truss said Labor had short-changed communities along the Pacific Highway by putting off what scant funding they said they would offer until after 2019-2020.

“Labor demanded the NSW Government match its contribution 50:50, even though they had never required matching contributions when Labor was in power in the state.

“Since coming to government, the Coalition has pumped $2 billion from the defunct Epping-Parramatta rail line into the Pacific Highway and restored the traditional 80:20 funding model for new construction with the NSW Government.

“We are committed to getting the duplication completed by the end of this decade and I can report we are on schedule to achieve that timetable,” Mr Truss said.

The Pacific Highway carries more than three-quarters of all freight traffic between Brisbane and Sydney. More than 1,000 long-distance vehicles use the highway every day.

Freight volumes between the two capitals are projected to triple by 2030 and much of the Sydney-Brisbane growth will be carried along the highway.

“Improving the Pacific Highway’s efficiency is vital to improving the performance of our nation and, in doing so, we will give communities of the mid and north coast the safer, more reliable road they desperately need,” Mr Truss said.

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April 2015 | Highway Engineering Australia 17

MAJOR PROJECTS

Gateway WA passes the halfway mark Construction of the $1 billion Gateway WA Project passed the halfway mark at the end of January, six months earlier than originally scheduled.

Mid-2016 is now the scheduled completion date for the project – the original timeframe was early 2017.

Gateway WA is jointly funded by the Australian ($676 million) and the Western Australian ($310 million) Governments.

When completed, Gateway WA will deliver a fully upgraded road network around the consolidated Perth Airport terminal and nearby Kewdale and Forrestfield industrial estates.

It will significantly improve access around the airport and surrounding industrial areas, meaning businesses can move products to market more quickly and efficiently.

WA Transport Minister, Dean Nalder, said reaching 60 per cent of the construction program marked a significant milestone for the Gateway WA Perth Airport and Freight Access Project.

“The transformed road network will have a huge impact on alleviating congestion for road users,” Mr Nalder said.

“As the second half of the project advances, positive effects will be felt across the city as major elements of the upgrade are progressively opened to traffic.

“The improvements within the Kewdale

Excavating under the Abernethy Road Bridge

18 Highway Engineering Australia | April 2015

Industrial Precinct are almost finished and four of the five new interchanges will come on stream before the end of the year.

“The completion of this central zone of the project will greatly improve the connectivity, reliability and safety of the one of the state’s most important transport hubs.”

Work on Gateway WA’s major construction packages commenced in the third quarter of 2013.

To date, Gateway WA has awarded contracts worth approximately $400 million and has engaged suppliers for the provision of goods worth about $24 million. The majority of this work is being delivered by more than 600 Western Australian businesses.

The scope of the Gateway WA project includes the construction and upgrade of five main interchanges, widening Tonkin Highway to six lanes between Great Eastern Highway and Roe Highway, and upgrading Leach Highway between Tonkin Highway and Orrong Road to expressway standard.

One of the major achievements of the project so far was the final excavation work under the Abernethy Road Bridge in the Western Zone.

The bridge, which was opened to traffic late in 2014, was built using top-down construction, which involved building a permanent structure, followed by excavation from top-to-bottom. This left the excavation

under the bridge as one of the final tasks for work teams to complete.

The bridge comprises 154 continuous flight auger piles, 102 precast planks and around 500 cubic metres of concrete for the bridge deck. It is the only bridge of Gateway WA’s 11 bridges to be built using the top-down construction method.

Until recently, the remaining material under the bridge blocked the view to the other side.

Breaking through the material and finishing the excavation work was a huge sign of progress for the project team.

Now, with all the excavation undertaken, the focus is on building the Leach Highway alignment which will run underneath Abernethy Road.

The Gateway WA project is being delivered by an alliance made up of Leighton Contractors, Georgiou, GHD, AECOM and BG&E, together with Main Roads WA.

MAJOR PROJECTS

Perth Freight Link construction to start 2016 Construction work on Perth Freight Link, Western Australia’s largest road infrastructure project, is set to begin in 2016.

The $1.6 billion project is being financed by the Australian Government which is contributing $925 million and the WA Government which is investing $650 million.

Perth Freight Link will link with the $1 billion Gateway WA project and $1.2 billion NorthLink WA project to deliver significant benefits to the economy, industry, motorists and community including: • removing an estimated 500 trucks per day from Leach Highway by 2031; • reducing operating costs for the transport industry, business and commuters through freer-flowing traffic movement; • delivering environmental benefits through increased non-stop traffic movements which lessen exhaust emissions and lower fuel usage; • providing better access for residents and road users in the cities of Cockburn and Melville to Kwinana Freeway, Bibra Drive,

North Lake Road and Stock Road; • a $3.9 billion return for the State – economic projections show a $2.80 return for every dollar invested; and • improving access for the proposed Fremantle outer harbour and the expanding Kwinana industrial area.

Two contracts will be awarded for construction of the project with on-theground works for both expected to begin in early 2016.

A Heavy Vehicle User Charge – a per kilometre charge on heavy vehicles only for the freight route between Muchea and Fremantle – is planned to start once the road is finished and will eventually recoup part of the cost of the project to the State.

WA Premier, Colin Barnett, said the Perth Freight Link would start with the Roe 8 project and extend Roe Highway through to Stock Road, and transform the southern suburbs of Perth.

“The project will complete the strategic link in Perth’s road network by creating

an east-west freight connection between Kewdale, Fremantle Port and southern industrial areas,” Mr Barnett said.

“It will result in improved safety for all road users, reduced traffic congestion, fewer trucks on urban roads and significant freight industry productivity improvements.”

All works on the Perth Freight Link should be completed by mid-2019, with some of the infrastructure due to open by mid-2017 - including the first leg of the Roe Highway extension.

MAJOR PROJECTS

Mitchell Freeway extension contract awarded

Improvements to Darlington NorthSouth Corridor design

Leighton Contractors has been awarded a $160 million contract to design and construct an extension of the Mitchell Freeway – a 30 kilometre freeway in the northern suburbs of Perth.

The six kilometre extension will run from Burns Beach Road to Hester Avenue.

The project will consist of two lanes in each direction with the capacity to add a third lane – it will significantly improve transport flow to the northern suburbs and ease traffic on local roads.

The area has experienced strong traffic growth over recent years due to widespread residential development; a trend which is expected to continue.

Work on the freeway will include: • the extension of Neerabup Road east from Connolly Drive to Wanneroo Road; • duplication of Hester Avenue; and • construction of principal shared paths, pedestrian underpasses and grade-separated interchanges at Burns Beach Road, Neerabup Road and Hester Avenue.

A number of strategies were considered by the Department of Parks and Wildlife, and other environmental groups to minimise the project’s environmental impacts.

For example, underpasses will be incorporated into the road design to aid fauna movement.

Throughout the pre-project stage, Main Roads met with a community reference group to discuss local intersection design, environmental impacts, noise walls, the principal shared path and public art.

Detailed design work was due to start during April, with construction expected to commence by mid-2015. The freeway extension is planned for completion by mid-2017.

An improved design for the $620 million Darlington Upgrade on the North-South Corridor in Adelaide has been unveiled and released for public consultation. The Darlington Upgrade will help eliminate congestion by creating a non-stop motorway along the busy 2.3 kilometre section of Main South Road between the Southern Expressway and Ayliffes Road.

The alternative design will allow thousands of motorists who use Flagstaff Hill Road and Main South Road every day the ability to use the non-stop motorway to avoid three sets of traffic lights. The previous scheme only provided motorists using the Southern Expressway the ability to access the new section of road.

The Darlington Upgrade design also has a lowered road that passes underneath Flinders Drive and Sturt Road, and an interchange at the junction of the Southern Expressway and Main South Road. There is better access to the Flinders Medical Centre, Flinders University, Tonsley precinct and other local businesses, while the Main South Road/Ayliffes Road intersection is unchanged.

South Australia’s Transport and Infrastructure Minister, Stephen Mullighan, said the changes would add to the concept which was informed, in part, by public feedback.

“We know about half of the traffic coming into Darlington from the south arrives on the Southern Expressway and the other half comes from Main South and Flagstaff roads. Making the non-stop motorway accessible to all of these roads means more road users will enjoy the benefits of this substantive project. The project will be conducted in line with the State Government’s Industry Participation Policy, which seeks to give local small-to-medium businesses a better chance of being involved.”

Early works begin mid-year, with major construction starting in late 2015. Completion is due at the end of 2018.

Mackay Ring Road moving to next key stage AECOM has been selected as the preferred contractor to carry out the detailed design of Stage One of the $565 million Mackay Ring Road project.

The Mackay Ring Road is part of an $8.5 billion investment by the Federal and Queensland Governments to upgrade the Bruce Highway.

The 10-year program includes reconstruction, flood immunity measures, new overtaking lanes, rest areas and targeted safety improvements along its entire length.

And in another major initiative to improve the key highway, work has started on the final section of the Townsville Ring Road between Shaw Road and Mount Low. Construction of the final section of the Townsville Ring Road will address capacity limitations and accident risks on Shaw Road.

When completed, the Mackay Ring Road will reduce the amount of heavy vehicles carrying hazardous loads through built-up

20 Highway Engineering Australia | April 2015

areas of the city and improve efficiency and safety on the highway.

After three years of planning, the project will now move onto the detailed design phase, which is expected to take two years to finalise. Construction for Stage 1 is expected to begin in 2017 and take about two-and-ahalf years to complete.

The project will generate more than 600 direct jobs and will be one of Mackay’s largest infrastructure projects.

Design for Stage 1 includes an 11.3 kilometre, two-lane rural highway bypass that will avoid 10 signalised intersections from Stockroute Road to Bald Hill Road.

Fourteen new bridges will be constructed, including local road overpasses and major waterway crossings of the Pioneer River and the Fursden Creek floodplain.

The final stage of the Townsville Ring Road will consist of an 11.5 kilometre section crossing the Bohle Plains, which will be built

to motorway standard, with speed limits of 100 kilometres an hour.

Once completed, the ring road will reduce congestion on local roads and significantly improve the movement of freight traffic to and from the Port of Townsville.

The new section will include 10 kilometres of dual carriageway highway and new grade separated interchanges.

With a new connection to the Bruce Highway near the Mount Low Parkway, the ring road will extend from the Douglas Arterial to Mount Low. Traffic will be able to bypass busy intersections, such as the Bruce Highway-Shaw Road junction.

Work on the final section of the ring road will create 290 direct jobs.

The Australian Government is providing $160 million towards construction of the ring road, with the Queensland Government providing the remaining $40 million. Construction is expected to be completed in 2017.

MAJOR PROJECTS

Early works package for key section of Bruce Highway Tenders are being sought for an early works package as part of the $624 million Cooroy to Curra – Section C project of the Bruce Highway upgrade. The project is centred south of Gympie and, when completed, it will deliver a safer, less congested section of highway, with a greatly improved capacity to move freight more efficiently along the coast.

The upgrade will support major industries in the region, including timber, dairying and local agriculture, and will support the Queensland and national economies.

The early works package will upgrade the highway between Woondum Road and the Six Mile Creek rest area, and will be delivered in advance of further major works.

They will involve widening the existing highway and building a raised median to separate opposing directions of traffic.

Dedicated right and left-turn lanes will be built at the Keefton Road and Six Mile Creek rest area intersections to provide protection for turning vehicles.

Protected entry lanes for north and southbound traffic will improve access to the Gold Nugget service station, where several crashes have occurred in recent years.

The Australian and Queensland Governments have called on local businesses to consider tendering for the early works package, ensuring the community benefits from the job creation the project will bring.

More than 786 direct jobs will be provided for local workers over the life of the Section C project.

Detailed design for the remainder of the project is underway, with major works expected to start in early 2016.

The works are being jointly funded by the Federal and Queensland Governments, with $499.4 million and $124.9 million being contributed respectively.

In announcing on 10 April that tenders were being sought, Prime Minister, Tony Abbott, described the Bruce Highway as Queensland’s transport lifeline.

“It is the gateway to northern Australia – it’s one of the most important components of our national highway system, facilitating the movement of people and goods across the state to domestic and overseas markets.

“This upgrade is essential for Queensland and for Australia to remain prosperous and meet the challenges and opportunities of the future,” Mr Abbott said.

April 2015 | Highway Engineering Australia 21

MAJOR PROJECTS

Major upgrade for Boundary Road Interchange More than $100 million has been committed by the Federal and Queensland Governments to finance a major upgrade of the Bruce Highway at the Boundary Road interchange near Narangba in Brisbane.

The Federal Government has allocated $84 million and the Queensland Government $21 million to the works, which will include the construction of a new six-lane bridge.

Tenders for the project are expected to be called in late 2015, with construction anticipated to start in early 2016.

Benefits of the upgrade include: • The six-lane bridge, with four through lanes for Boundary Road traffic and dedicated left-slip lanes to provide free-flowing access to the Bruce Highway on-ramps; • Improved bridge clearance to avoid the need for high loads to detour onto other roads; • An upgrade and realignment of Boundary Road to four lanes at the bridge approaches to enhance safety and traffic flow; • Improved safety for pedestrians and cyclists with dedicated pathways; • Additional street lighting to enhance safety for all road users; and • Longer on-and-off-ramps to make it safer for motorists entering and exiting the highway.

The new bridge will be built north of the existing overpass to minimise disruptions to Boundary Road traffic during the construction stage.

Queensland’s Main Roads and Road Safety Minister, Mark Bailey, said the upgrade would meet the future traffic needs of a rapidly-growing area.

“This upgrade is particularly important, given the planned expansion of North Lakes. The upgrade will cater for the transport needs of the local community well into the future.

“The $105 million project will also provide 160 jobs for workers at a time when jobs and job security are more important than ever,” Mr Bailey said.

22 Highway Engineering Australia | April 2015

Upgrades for key highway networks Key highways around Australia are being improved under the Australian Government’s $229 million National Highway Upgrade Program. The program provides much-needed upgrading works such as shoulder and centreline widening, ripple strips and wire rope barriers, overtaking lanes, turning lanes and pavement improvements.

Funding includes $77 million for the Newell Highway in New South Wales, $40 million for the Great Northern Highway in Western Australia and $25 million for the Sturt Highway in South Australia.

Newell Highway (NSW) - $77 million Under the program, upgrades to the Newell Highway, include a widened centreline, between Mungle Back Creek and Boggabilla.

Construction is expected to begin in 2015-2016.

The project will be jointly funded, with the Australian Government providing $61.35 million under the National Highway Upgrade Program and the New South Wales Government $15.35 million.

The expenditure is in addition to the $233 million the NSW Government has spent on the Newell Highway since March 2011.

Great Northern Highway (WA) $40 million Improvements to the Great Northern Highway will involve construction of a bypass of New Norcia and an upgrade of floodways between Meekatharra and Newman.

Construction of the New Norcia Bypass and floodways are expected to commence in 2015-2016.

The projects will be jointly funded, with the Australian Government contributing $32.2 million and the Western Australian Government providing $8.05 million.

Sturt Highway (SA) - $25 million The Australian Government is allocating $19.9 million and the South Australian Government $4.97 million for priority projects on the Sturt Highway, including bridge widening, strengthening, barrier and intersection upgrades, new overtaking lanes and shoulder sealing of the Berri Bypass.

Construction of the projects is expected to commence in 2015-2016.

Victoria Highway (NT) - $20 million Improvements to flood immunity on the Victoria Highway at the Little Horse and

Big Horse creek crossings will be delivered as part of the National Highway Upgrade Program.

The upgrades will involve construction of new, higher level bridges at the creek crossings to make the highway more reliable in the wet season. Construction is scheduled to commence in 2015-2016.

The projects will be jointly funded, with the Northern Territory Government providing any funding above the $20 million Australian Government allocation.

Bass Highway (Tas) - $10 million The Australian Government is allocating $7.68 million and the Tasmanian Government $1.92 million to duplicate the Bass Highway between Birralee and Exton. The funding will create a consistent dual carriageway for motorists using the highway.

Construction of Birralee to Exton duplication project is expected to commence in 2015-2016.

Federal Highway (ACT) - $4 million Improvements to the Federal Highway will take the form of new truck lay-bys and decoupling areas which will benefit truck drivers and heavy vehicle operators.

The Australian Government is allocating $3.2 million and the ACT Government $800,000 for the upgrades. Construction is expected to commence in 2015–16.

Victorian Highways - $43 million In Victoria – the funding, $35 million from the Australian Government – will be used to undertake upgrades on the Western Highway, Hume Freeway, Monash Freeway and Goulburn Valley Highway.

The improvements involve bridge strengthening works on the Western Highway, Hume Freeway, Monash Freeway and Goulburn Valley Highway, and safety works between the South Australian Border and Kaniva on the Western Highway.

The funding forms part of the Victorian Government’s Stronger Country Bridges Program to strengthen bridges on key freight routes.

Heavy vehicles including semi-trailers and B-Doubles will be able to take more direct routes from farms and towns, improving productivity across the state.Construction on projects is expected to commence in 2015–16.

THE UPDATE

Pictured: Melbourne airport - Airside stabilisation project adjacent to the international terminal and taxiway

THE

UPDATE

This has been the case in Australia for more than the 20 years of AustStab’s existence. Often when I talk to people, both in practice and in academic circles, there seems to be the feeling that the process is something new and exciting, failing to recognise the long tested and established practice.

It is vital that pavements are properly designed and constructed to ensure the full life of the pavement is possible.

This AustStab segment will review the collaborative works of AustStab with Roads and Maritime Services to share current information in foamed bitumen stabilisation in New South Wales.

CEO’S REPORT

BY LEAH FISHER

The AustStab Update will also review the second foamed bitumen trial that was completed in March on the Western Highway, Ballan, in Victoria. The Austroads project seeks to inform the design parameters for foamed bitumen in Australia.

With reducing budgets, it is vital that stabilisation works are constructed in a timely manner, with all works preceding and subsequent to stabilisation works being completed well.

In this edition, we will review a case study, where work practices conducted in accordance with the AustStab and Austroads guidelines reduced the time and costs associated with preliminary and poststabilisation works.

AustStab is pleased to explore a new publishing relationship with Highway Engineering Australia (HEA). We have maintained strong relationships with the editorial and marketing team at HEA for many years.

In my travels, I hear that asset managers find it difficult to determine what is and is not legitimately tested stabilisation construction technology. In this issue, we will inform you of the ARRB Group Transport Infrastructure Product Evaluation Scheme (TIPES), and review the benefits of the process from AustStab’s perspective.

This first edition of the AustStab Update allows the members of AustStab to trial the relationship with HEA.

We will also review some recent changes to the AustStab ARRB Accredited Contractor Scheme.

We thank the team for including us on this journey. It is vital to AustStab that our publishing partners support the values and market positioning of AustStab as the centre of stabilisation pavement expertise.

AustStab is continuing to review all aspects of its strategic plan and will deliver the new plan at the Annual General meeting. The meeting will be hosted at the Yarra Valley lodge in Victoria from 27-29 July 2015.

Stabilisation in Australia is going through exciting and challenging times. As I travel around Australia, the message I receive from local and state government is consistent. Stabilisation will form a major portion of the solution for pavement maintenance moving into the future, as it addresses an increasing need to focus on quadruple bottom line reporting to the end-road-user.

This year will mark the celebration of the 4th AustStab Awards of Excellence, sponsored by Caterpillar, with new categories for the Young Stabiliser of the Year and Best Overall Award Winner. We review a past award winner in this edition of the magazine.

The experience in stabilisation is growing, with the technology continuously being recognised as a viable solution to reducing financial budgets and increasing community expectations, whilst maintaining the road infrastructure network. In March 2015, we celebrated our 1000th delegate attending our much valued training course, delivered with the Centre of Pavement Engineering Education (CPEE).

Stabilisation allows 100 per cent of quarry products in a current pavement to be recycled to produce a new pavement with a 20-plusyear life span, when properly designed and constructed.

24 Highway Engineering Australia | April 2015

I take this opportunity to thank Heath Curnow and David Berg for their contributions to AustStab as the President and Vice President for the last three years. This will be Heath’s final President’s contribution.

I have found Heath and David’s guidance and leadership of AustStab to be supportive, gentle and consistent. They have been able to view the market of Australia as a whole and have provided a clear mandate for ensuring the market stays open and welcoming to all, whilst ensuring the technical integrity of the association is maintained.

I wish them both well in their future endeavours within AustStab and beyond.

PRESIDENT’S

MESSAGE

BY HEATH CURNOW It is pleasing to note the many achievements of the association over the past three years during some otherwise tough economic times with the shortage of government funding, the cancelled East West link in Victoria and similar projects, and the implications of a downturn in mining, particularly iron ore pricing.

As the 2014-2015 season starts to draw to a close here at AustStab, we are geared-up for the fresh challenges ahead as we continue to strive towards our fundamental objectives.

AustStab continues to be focussed on educating those calling for stabilisation works to ensure the desired outcomes are met.

This is achieved by setting national standards of performance and partnering with CPEE to deliver stabilisation courses nationally, working with the Institute of Engineers Australia, Civil Contractors Federation and the Australian Asphalt Pavement Association, AAPA. Support for the AustStab association continues with: • State road agencies across the country; • AustRoads; • Leading universities from around the country; • engineering consultancy firms; • ARRB - formerly the Australian Road Research Board; • a full range of stabilisation binder suppliers; and • accredited contracting members.

For the stabilisation industry as a whole, there are many new challenges and exciting opportunities that we face in the coming years. Aside from the economic challenges facing the industry at the moment, one of the biggest challenges for AustStab is to continue to provide the high quality standard required to ensure stabilisation works are successful.

As a contracting practitioner, I constantly see contracts calling for lime stabilisation works that specify lime without nominating which type of lime.

Quicklime has the highest concentration of calcium and is typically what the industry uses for lime stabilisation on site. Other types of lime are available on the market; however, they are usually cheaper and have less calcium content.

That means they are not as beneficial or not applicable. It is important to ensure: • lime saturation tests, often using hydrated lime in the laboratory, are converted to quicklime for use on site; • also note the Available Lime Content to ensure you are getting the right concentration of active ingredient; and • remember mat tests across the width of the spreader run and check the delivery dockets.

This will help ensure the success of your lime stabilisation works.

The other challenge we face in ensuring the longevity of the industry is ensuring stabilisation works are completed with the correct equipment and experienced personnel.

Using an AustStab/ARRB nationally accredited contractor at least provides some comfort that the contractor has the required equipment and experienced staff.

Either way, it is still imperative that the mobile mixing plant be used with a centrally mounted mixing chamber to ensure all material is thoroughly mixed throughout the full depth and width of the pavement layer.

Non-purpose built attachments and agricultural machinery, and blade mixing using a grader will lead to stabilisation failures to the detriment of the stabilisation industry.

Pavement success is achieved by ensuring that you get the correct binder applied with the correct purpose-built machinery.

Note the 2015 AustStab Awards of Excellence nominations are open; submissions close at the start of July 2015. Again I would like to thank Caterpillar for their sponsorship of the awards.

The awards will be presented to the winners at the Annual Gala Dinner following the AGM, which this year will be held in the Yarra Valley in Victoria.

Thanks again to Wirtgen Australia for their continued sponsorship of the Annual Conference, with the support of the first night’s informal dinner. This year, I also welcome and thank Roadtec for providing the barista for in-between meeting sessions on the third day.

April 2015 | Highway Engineering Australia 25

THE

UPDATE

TIPES PILOT SCHEME ASSESSING VALIDITY OF ROAD INDUSTRY PRODUCTS The pavement recycling and stabilisation sector is waiting with interest on the first assessments to be made under a new evaluation scheme known as TIPES or the Transport Infrastructure Product Evaluation Scheme.

He said ARRB currently had six products under evaluation by specialist panels and four of those products were non-traditional stabilisers.

The scheme has been running for just over a year. It is being implemented by the ARRB Group Ltd and is endorsed by all state road agencies in Australia.

Of the four stabilisers under evaluation, Dr Denneman said one product was close to possible accreditation with an interim certificate.

Dr Erik Denneman – Team Leader, Pavement Technology – said the intention of TIPES was to assist road agencies with independent and expert evaluation of products.

“The evaluation process consists of a laboratory testing component to make sure the product actually does what the applicant claims. A panel of experts decides whether the product shows enough potential to be granted an interim certificate.

Dr Denneman co-authored the guidelines covering the operation of TIPES and oversees the implementation of the scheme for road construction products.

“It’s important to keep in mind that the products coming before TIPES for evaluation are used in projects which involve major investment of public money.

“Approval of products can help engender greater confidence in their characteristics and performance for the betterment of the overall roads construction industry.”

Dr Denneman said one of the main aims of the evaluation scheme was to separate the serious products from what he described as the “notso-serious ones”.

“At least anecdotally, there are stories concerning products that may not work as well as their makers claim. TIPES represents an opportunity for companies that have products which really work to prove their validity in a nationally accepted way.”

Dr Denneman said examples of products that could be covered by the evaluation scheme would include categories like road surfacing, line marking, intelligent transport systems and drainage systems.

26 Highway Engineering Australia | April 2015

“TIPES is a way of assessing non-standard products that fall outside the scope of established standards and specifications.”

“Then there is a field trial which may be as easy as installing the product to see if it works or the trial may involve monitoring for an extended period. A typical extended period would be two years, but that would depend on the product.

“If, for instance, the applicant claims its product has a certain skid resistance over a period of time, then within two years, you could probably get an idea of how the product was going to perform.”

Dr Denneman emphasised that products submitted for evaluation and possible accreditation could not be made public because of commercial-in-confidence considerations.

“The product may not be accredited by the assessment panel and, in that circumstance, the results of the assessment would not be released.

“The panel which evaluates a product is drawn from a pool of specialists; there is always one representative from a road agency and specialists from ARRB and other relevant organisations, who are selected according to their area of expertise.”

Dr Denneman said the panel size could vary and applicants were given the option to nominate an expert of their choosing. He said all those involved had to sign conflict-ofinterest and confidentiality statements.

“The applicant has the opportunity to input in every aspect of the assessment process – it first sends documentation outlining the product’s quality and function, and ARRB then appoints experts who put together a testing schedule.

“The applicant can present to the panel, but cannot take part in assessment meetings.

Certification of a product amounts to a formal report outlining its performance against a set of parameters.”

“At least anecdotally, there are stories concerning products that may not work as well as their makers claim. TIPES represents an opportunity for companies that have products which really work to prove their validity in a nationally accepted way.”

The applicant, Dr Denneman said, had the choice of whether the report was put on a product register.

“We would take on board comments from any relevant party because the more robust we can make the process, the better.

“There are no set requirements for these products and that’s the whole reason for ARRB instituting TIPES.

He said there had been lengthy discussions about the certification process.

“We’re not trying to own the process; it’s very much something the road industry is driving.”

“Obviously, road agencies would like to know which products don’t stand up to their claims, as well as those that do. But the applicant pays for the process. It’s on a fee/cost recovery basis, so it’s a voluntary exercise.”

Dr Denneman said recent history would suggest an increase in the number of products being evaluated as the scheme became more recognised.

In broad terms, Dr Denneman said, TIPES was based on similar overseas schemes, some of which were established by government and attracted subsidised funding.

Dr Denneman said industry bodies like AustStab and AAPA would be interested in the products that would be submitted to ARRB for certification.

“Some of those products may be of more interest to contractors than they are to road authorities. AustStab and AAPA were involved in discussions on the establishment of TIPES and the scheme is still open to assessment.

“I not sure about the potential size of the market, but international testing agencies have quite a number of products on their registers.

“Product assessment is quite an involved process and administratively, it’s quite demanding. But it’s an important service to industry and it’s what ARRB should be doing.

“There is a demand for accredited products and the challenge is to fairly assess all of them.

“Having subsidised funding from government or a specific authority would be an optimal arrangement and discussions on funding are ongoing.

“The TIPES pilot scheme has been established with the long-term aim of having an independent evaluation scheme that road authorities, industry bodies and their members can draw-on.

“It is designed to help those parties achieve certainty about the properties of products in the road industry.” ●

4th Annual

AWARDS FOR EXCELLENCE 2015 Gala Dinner, Yarra Valley Lodge

28th July 2015

CATEGORIES Category 1 Work Health & Safety Category 2 Excellence in Research or Education Category 3 Innovation or Excellence in Sustainability Category 4 Recycling in Local Government Category 5 Young Stabiliser of the Year Category 6 Overall Winner of the Year NOMINATIONS

Open 15th April 2015 | Close 8th June 2015

April 2015 | Highway Engineering Australia 27

THE

UPDATE

INNOVATIVE AIRPORT PROJECT RESULTS IN AUSTSTAB AWARD Negri Contractors VIC has long been associated with Melbourne Airport and one of the projects it undertook for the airport corporation resulted in the company winning an AustStab Award of Excellence for 2014.

Negri took out the award for Innovation or Excellence in Sustainability for the Delta Infill GSE (Ground Support Equipment) project.

The company, which is owned and operated

by Peter and Ronald Negri, sub-contracted Downer EDI Works to undertake the work, and it was Downer which suggested Negri submit the project as an award contender.

Matthew Kovess, Stabilisation Manager at Downer Australia, said: “We suggested this type of project would be an ideal contender for an AustStab award because it involved stabilising in a project that normally would not have been stabilised.

“We believed it showcased the best of stabilising in a unique project – a project that resulted in cost, energy and raw material savings.”

28 Highway Engineering Australia | April 2015

The project involved construction of pavement in an area set-aside for ground support equipment; an area adjacent to the airport’s international terminal.

stabilisation of the area could be undertaken late at night and in the early hours of the morning without interfering with aircraft movements.

The tender for Delta Infill GSE provided for the removal of existing materials and for them to be replaced with 200 millimetres of cementtreated crushed rock.

The other main benefit was the minimal number of truck movements involved in the work.

Mr Kovess said Negri looked at the specifications and questioned why the existing material would be removed and replaced when it could be stabilised in-situ at a lower cost.

“Negri saw stabilisation as a better option.

They provided Downer with the geotechnical report that came with the project tender and we assessed the project for its suitability to use stabilising material.

“Downer recommended lime and cement treatment and Negri agreed. Melbourne Airport Corporation recognised the benefits of the alternative submission incorporating in-situ stabilisation and awarded Negri the contract.”

The major benefit of Negri’s successful tender, Mr Kovess said, was that the

“We had 10 tankers of lime and cement delivered to the site, whereas trucking in cement-stabilised crushed rock would have involved more than 200 truckloads.

“Negri recognised that getting in-and- out of the airport confines was problematic and it saw the opportunity to minimise the number of truck movements as a real benefit, as well as the cost savings.

“In addition to the small number of trucks on site, there was a stabiliser, a spreader, water cart and grader and compaction equipment.

“The ability to keep equipment on site to a minimum will hopefully see the airport corporation planning or intending to increase its use of stabilisation in the future instead of alternative treatments requiring remove and replace.

Keep road projects moving with Limil lime.

Building a road is a big job. Which is why an increasing number of road construction projects are turning to Sibelco lime to stabilise soil and prevent unnecessary delays. And though we’ve changed our name from Unimin, we haven’t changed the quality of lime you’ve come to expect from us. Whether it’s Quicklime, Hydrated Lime or one of our many other limestone products you require, the Limil brand comes with 135 years of lime manufacturing expertise, the security of long-term supplies and a level of quality and consistency that our ISO9001:2008 Quality Program delivers.

To find out more about Limil, Sibelco and our industry-leading products, visit www.sibelco.com.au

UNM12232

THE

UPDATE

About Negri The company was founded in 1928 and is now one of Melbourne’s most experienced and capable civil construction operations.

Negri is probably best known for its work at Melbourne Airport. It has a 40-year association with the airport and, in that time, has constructed hundreds of thousands of metres of heavy-duty concrete and asphalt pavements, car parks and roads, as well as upgrading substantial parts of the airport’s infrastructure.

Negri’s other key client is VicRoads. Major projects for the roads authority include three sections of Melbourne’s ring road, Monash Freeway widening, Pascoe Vale Road Duplication between Broadmeadows shopping centre and Somerton Rd, and the Plenty Road Duplication and Tram extension in Mill Park.

Overall, its operations include: * road construction incorporating fulldepth asphalt, concrete and spray seal pavements; * bridge construction; * rail infrastructure; * heavy-duty concrete airport pavements; * noise walls; and * wire rope installation.

The AustStab Awards The AustStab Awards of Excellence for 2015, which are sponsored by Caterpillar, will be held at AustStab’s Annual General Meeting from 27-29 July.

“The stabilisation was completed in six shifts; the alternative would have been 15 shifts, as well as offsite treatment for the unsuitable sub-grade. The end result meant that an initial fourweek project delay was overcome.”

“Remove and replace style projects also involve loose material on site. Trucks taking away unsuitable material, which is usually wet and sticky, invariably track some of the spoil onto runways and it is difficult to clean-up until it dries.”

Mr Kovess said a stabilisation-based project helped to reduce the work schedule.

“The stabilisation was completed in six shifts; the alternative would have been 15 shifts, as well as offsite treatment for the unsuitable

30 Highway Engineering Australia | April 2015

sub-grade. The end result meant that an initial four-week project delay was overcome.”

AustStab President, Heath Curnow, said this year’s awards featured two new segments; a Young Stabiliser of the Year Award and the Best Overall Award Winner.

Mr Curnow said applications for this year’s awards were now open and would close in the first week of July.

“The awards have been well received since their inception. Each year the number and quality of submissions have improved, and interest is certainly growing.

Mr Kovess said Negri’s long association with the airport corporation was a benefit for the company because it understood key issues such as safety and security requirements at the airport.

“They recognise good performance and are something that can be promoted to reinforce the quality and dedication of people in our industry.”

“That was also a big plus for the corporation because it could have confidence in the contractor approaching the work in the required manner.”

Mr Curnow said the sector was expanding overall, but tight economic times meant there were parts of the market – mining for example, where there was some contraction. ●

TECHNICAL NOTE – QUICKLIME AND HYDRATED LIME IN STABILISATION Quicklime and hydrated lime are both suitable for stabilisation. In the majority of cases AustStab would recommend quicklime.

Quicklime is: • Normally considerably more cost effective • Less likely to be affected by wind • Requires fewer trucking movements • Better at drying out wet materials

Safety Both products require similar, simple safety precautions to be taken during application to minimise risk. Quicklime should not be ruled out as an option due to the incorrect perception that it is much more dangerous to handle in stabilisation applications compared to hydrated lime.

• When water is added to quicklime, hydrated lime is produced and some steam is generated (exothermic reaction).

• Quicklime and hydrated lime are strongly alkaline (pH >12).

• The process of spreading hydrated lime can create more dust due to lower bulk density and finer particle size. This is more evident in windy conditions. The dust issue can be reduced by using quicklime.

PPE when using quicklime or hydrated lime in stabilisation wear: • Dustproof goggles • Impervious gloves • Long pants and long sleeved shirts

First Aid Should lime come in contact with the skin or eyes the preferred treatment is flushing with Diphoterine® otherwise use plenty of water.

Chemical Reaction All stabilisation objectives can be achieved using either product.

• Limestone is heated (calcined) to produce quicklime • Quicklime reacts with water (slaking) to produce hydrated lime.

• Hydrated lime reacts with the silicates and aluminates in the clays to produce a permanent cementitious materials at pH 12.4

Limestone CaCO3

Quicklime CaO

Hydrated Lime Ca(OH)2 Figure 1 The Lime Cycle

Figure 2 Slaking of Quicklime in the field

Advantages of Quicklime • Quicklime per tonne costs significantly less than hydrated lime per tonne.

• Approximately 30% less quicklime (by mass) compared to hydrated lime is used to achieve the same stabilisation outcome therefore cost reduced further using quicklime.

• The bulk density of hydrated lime (typically 500 – 700kg/m3) is much lower than bulk density of quicklime (typically 1000 - 1200kg/m3).

Therefore, more hydrated lime by volume and mass is required to achieve the same outcome.

• Site silos will hold much (approx. double) more quicklime by mass.

Similarly, a delivery tanker can carry more (by mass) quicklime than hydrated lime, unless it is a high capacity vessel.

• Fewer truck movements are required if using quicklime.

• There is often less production and storage capacity for hydrated lime so it is often difficult, and sometimes impossible to supply larger projects. Quicklime is more readily available in large quantities.

• If Quicklime is spread from flacon or similar, less dust is likely to be generated compared to the amount of dust generated when spreading hydrated lime under similar conditions.

• Quicklime’s higher density means less airborne particles are generated in the spreading operation compared to the lower density hydrated lime in similar conditions.

• Quicklime dries out materials, as it uses the soil moisture as part of the reaction. The exothermic reaction can cause evaporation of excess water.

Advantages of Hydrated Lime • Hydrated lime is the only lime that can be used in an enclosed mixing process.

• Water is added to quicklime so that slaking occurs. The exothermic reaction generates some steam for a short period of time. In almost every case this should not be an issue. There may be a possibility, albeit unlikely, that traffic is delayed for a short period if steam affects visibility.

• Less water is required if using hydrated lime. If water availability is limited hydrated lime may be preferred.

• If poor quality water (eg. mine process water high in sulphates) is used for slaking the efficiency of the slaking reaction may be reduced and side reactions can reduce the amount of lime that will be available for stabilisation reactions. This is rarely an issue. Generally, potable or suitable water is available for slaking requirements.

Conclusion Quicklime when reacted with water produces hydrated lime. Both quicklime and hydrated lime ultimately produce the same chemical and pozzolanic reaction with the clay content of soils. Product selection should be based on a triple bottom line basis, of economic, social and environmental benefits and should be considered case by case. ●

April 2015 | Highway Engineering Australia 31

THE

UPDATE

RECOGNISING CONTRACTOR QUALITY AND CONSISTENCY OF PERFORMANCE Daniel felt the contractors were able to consistently deliver expertise and experience in pavement stabilisation and recycling, and the scheme delivered reviews to contractors constantly and consistently.

Clarification was delivered in 2014, as to when a plant is completing wet hire, rather than quality controlled part service works.

Contractors on part service works may be accredited under the scheme, as the ultimate control of the quality and final product incorporation into the pavement is the responsibility of the contractor.

AustStab and ARRB have continued to accredit contactors throughout Australia since 2011. The audit partners have remained consistent since the inception of the scheme, which is unique in Australia and the world in terms of what it delivers to the market.

AustStab is the industry association representing the pavement recycling and stabilisation sector. It was started by contractors in 1995 who wished to raise the level of awareness of pavement recycling and stabilisation.

ARRB provides research, consulting and information services to the road and transport industry. It is the leading provider of road research and best practice workshops in Australia.

Together, the two organisations deliver an accreditation scheme which reviews contractors constantly and consistently, and assesses them against a known documented scheme.

Accredited contractors essentially are evaluated for people, plant and experience that conform to the AustStab and Austroads’ recommendations for pavement stabilising.

People at all levels of the organisation must have at least two years’ experience in pavement stabilising and have a commitment and understanding of the AustStab and Austroads’ standards.

Plant must conform to the accreditation requirements and must include a centrally mounted mixer with moisture control. The binder spreaders must be computer controlled.

As of March 2015, accredited members were able to display the AustStab ARRB Accredited Contractors Logo on the spreaders and mixers. Logos were recently seen on equipment at the Western Highway Ballan project.

AustStab-ARRB Accredited Contractor and Chairman of the Training and Promotions Working Group, Daniel Orriss, said the logo enhanced the AustStab brand by reinforcing that AustStab and ARRB were working collaboratively to provide a consistent message about the contractors accredited under the scheme.

32 Highway Engineering Australia | April 2015

Contractors completing wet or dry hire are not covered by the AustStab ARRB Accreditation scheme. Contractors completing supervision of the works are not deemed to be accredited.

In 2015, the scheme will be reviewed to incorporate compliance of operator competency assessment in accordance with local legislation.

Why use accredited contractors? Accredited contractors have submitted all paperwork to support their applications for peer review by an AustStab and an ARRB representative.

All levels of management, from the managing director to the operator of the spreader truck, have been interviewed to confirm they have sufficient experience and expertise to complete the operations.

Reference checks are completed with past clients.

Leah Fisher, CEO of AustStab, is one of the four key auditors for the scheme and she is impressed with the quality of the reference checks.

“References are always maintained confidentially within the audit teams. In the past three years, I have only seen incredibly honest referees. If referees rate a contractor as acceptable on an item, rather than superior, they include this. It’s refreshing to see the candid nature of the referees.”

Leah also finds enjoyable the opportunity to identify an exceptional quality about each contractor.

“Each contractor brings something unique to the industry. There are contractors who have exceptional people or exceptional plant maintenance systems, or exceptional safety systems. Auditing the contractors allows me to find that one thing.

“During the numerous audits that I have completed, the inclusion of the risk of crocodile attack during reloading the water cart was still my most unusual risk. I was fascinated by how the contractor thought they could control that!”

Bob Andrews from ARRB is the most senior auditor on the team.

Thorough in his process of evaluating the contractors, Bob is always looking for the unique experiences from which the contractor can learn.

“I value meeting with people with a wealth of construction experience and seeing their strong personal commitment to stabilisation and recycling.”

All contractors are required to commit to complying with the AustStab Code of Conduct and completing works in accordance with the AustStab and Austroads guidelines, and Austroads Pavement Technology Series.

The fully self-funded scheme has been operating in its current format since 2011.

AustStab believes it is under-utilised by state road agencies and local government. Good quality management practices are already completed in accordance with the requirements of the scheme. Reference and experience checking is completed by AustStab and ARRB. The competency and background checking is evaluated.

Contractors have committed to abide by the conditions of the scheme and adopt best practice. There is no other plan in Australia that delivers this unique commitment to industry best practice.

AustStab believes it has captured in excess of 90 per cent of the market that meets the scheme’s minimum requirements. Commitment to the

Description

scheme means all contractors pricing under the accreditation regime are committed to providing the same level of professionalism.

The scheme also allows the head contractor the right to dispute any matters related to a contractor through a dispute resolution mechanism. ●

“Each contractor brings something unique to the industry. There are contractors who have exceptional people or exceptional plant maintenance systems, or exceptional safety systems. Auditing the contractors allows me to find that one thing.”

Dry Hire

Wet Hire

Supervision

Part Service

Full Service

Stabilisation Plant provided - Centrally mounted mixer and computer controlled spreader*

✔

✔

•

✔

✔

Operator Provided

•

✔

•

✔#

✔#

Binder Provided

•

•

•

✔

✔

Quality Control for Depth

•

✔

✔

✔

✔

Quality Control for Spread Rate

•

✔

✔

✔

✔

Supervision of the Stabilising Operation for binder application

•

•

✔

Supervision of the Stabilising Operation for shaping and compaction control

•

•

✔

•

✔

Records of Binder Operations

•

•

✔

✔

✔

Responsible for depth control

•

•

•

✔

✔

Responsible for binder application rates

•

•

•

✔

✔

Responsible for the full contractual risk associated with stabilisation

•

•

•

•

✔

✔

Table 1: Division of Works Accredited and not accredited under the Scheme.

• Specification of plant included in the accreditation scheme # In 2015 will include deemed competent in accordance with state competency legislation

April 2015 | Highway Engineering Australia 33

THE

UPDATE

WESTERN FREEWAY FOAMED BITUMEN TRIAL – BALLAN 2015 Victorian members of AustStab – the Pavement Recycling and Stabilisation industry body – again joined with ARRB and VicRoads to construct a trial site for Austroads Project TT1825 Mix design and field evaluation of foamed bitumen stabilised pavements.

Following the successful project on the Calder Highway in 2013, VicRoads nominated a site on the Western Freeway at Ballan, approximately 78 kilometres northwest of Melbourne and on the main freight route between Melbourne and Adelaide.

The goal of the project is to further develop the understanding between laboratory testing and field results, particularly failure mechanisms.

The existing pavement was showing considerable distress with wheel path rutting, cracking and considerable asphalt patching caused by over 10,000 vpd and 19 per cent heavy vehicles. And 265m was selected to be part of the trial leading up the hill towards Ballarat.

VicRoads identified an additional 98m of pavement adjacent to the trial section requiring rehabilitation, providing an opportunity for a full service-life-section to be constructed to showcase the benefits of foamed bitumen stabilisation.

Extensive laboratory testing was undertaken on materials sampled from site and blended with 20-40 per cent Recycled Asphalt Products – RAP – to accurately measure the effect of existing asphalt patches on the mix design characteristics.

Ideal performance was obtained with 3 per cent bitumen, 1.5 per cent hydrated lime and a 20 per cent RAP component. In the field, half the site would be constructed with 2.5 per cent bitumen to assess the influence of reduced bitumen content.

Construction was scheduled for the start of March. Taking key learnings from the Calder Highway site, additional crushed rock was imported to regulate poor shape and substitute some of the larger asphalt patches on day one.

The main work started on day two, with three AustStab contracting members and two material suppliers coming together and donating resources for the project.

A 14/7 primer seal was applied by Quality Roads and the site opened to more than 10,000 vehicles per day.

A total of 27 contractors from six different organisations worked together on the project directed by Downer and SPA. 110 tonnes of raw materials were used for constructing the foamed bitumen layer, saving more than 400 tonne from landfill over alternative rehabilitation options.

Shape, ride and texture were greatly improved in both sections, providing a safer road for users whilst adding to Austroads research project. Over the coming months and years, ARRB will continue to monitor the Western Freeway site to improve design for future foamed bitumen stabilised pavements.

Congratulations to all contributors for successfully undertaking this project, in particular Geoff Jameson (ARRB) and Brian Wright (VicRoads).

Contributions

Hydrated lime – donated by Sibelco – was spread by Downer at the designated 1.5 per cent by weight over the two separate patches, mixed by SPA with water added simultaneously through the stabiliser and re-compacted.

This project would not have gone ahead without the contribution of industry donating time, equipment and resources to deliver another successful trial site.

Off-site foaming agent was added to the C170 bitumen – donated by Viva Energy and carted by Downer – and heated to 180 degrees Celsius.

Stabiliser – SPA;

Project Management - Downer/SPA;

Spreader – Downer; Water cart – StabilLime;

“Ideal performance was obtained with 3 per cent bitumen, 1.5 per cent hydrated lime and a 20 per cent RAP component. In the field, half the site would be constructed with 2.5 per cent bitumen to assess the influence of reduced bitumen content.“

34 Highway Engineering Australia | April 2015

The scene was set with bitumen tanker and stabiliser connected at the start line.

Combining hot bitumen, cold water and air within the stabiliser mixing chamber, the bitumen foamed to more than 20 times its original size, coating finer aggregate particles to create a mortar to bind materials together in a single, flexible pavement layer.

Compaction was initially undertaken with a pad foot roller, shaped with a grader and followed by smooth drum and multi-wheel rollers. 1,450m2 was stabilised, compacted and shaped with final trim and preparation for sealing undertaken on day three.

Bitumen - Viva Energy; Hydrated Lime – Sibelco; Sealing and traffic control – VicRoads; and Plant and equipment: AustStab.●

ROADS AND MARITIME SERVICES COLLABORATE ON STABILISATION

• key items for surveillance; • technical documents, specifications, technical directions and form; • audit reviews; • test methods; • surfacing; and • an update on Austroads projects

The workshop presented an excellent opportunity for George Vorobieff, Principle Pavement and Geotech Engineer, Roads and Maritime Services, and his team to showcase the substantial development and works completed in recent years by the road agency in New South Wales.

Foamed Bitumen Stabilisation was presented as the first of a collaborative workshop series on 24 March 2015, by Roads and Maritime Services, at Ballina in the Northern Rivers region of New South Wales.

Andrew Middleton provided an informative presentation on behalf of Auststab on subgrade stabilisation using onsite side casting. This method of stabilisation was the subject of an AustStab Awards of Excellence Highly Commended winner in 2013. Andrew provided guidance on the construction methodology.

The inclusion of industry and interstate road agency representatives at the workshop demonstrated the collaborative nature of the road agency.

There were a number of distinguished presenters at the course which was attended by more than 30 delegates from industry, road agencies and local government. Current information was reviewed in the workshop series.

Jothi Ramanujam, Director (Pavement Rehabilitation), Department of Transport and Main Roads Queensland, presented information on the recent developments in Queensland.

Graham Hennessy, Senior Pavements Manager for Roads and Maritime Services, chaired the discussion. Sessions at the technical workshop included: • performance of foamed bitumen pavements;

During the National Disaster Relief and Recovery Funding, following disaster events in 2010-2012 and 2013, an estimated $3 billion was spent on stabilisation, with a substantial portion allocated to foamed bitumen stabilisation.

Rama has extensive experience in this area.

Further workshops will be hosted in Canberra on 12 May 2015 and Orange on 14 May 2015. The workshops are aimed at sharing knowledge about the process, raising awareness of new technical documentation relating to the process and generating continuous improvement in our approach to Foamed Bitumen Stabilisation.

To register for this event go to https://oep.rossjuliaross.com/ The Event Code is RMS_OTG_007. For more information contact James Allen - James.Allen@rms.nsw. gov.au. ●

April 2015 | Highway Engineering Australia 35

MEMBER SPOTLIGHT

SPA leading player in expanding sector Stabilised Pavements of Australia (SPA) has been a key player in stabilisation and pavement rehabilitation for 30 years and it believes the sector is still an evolving one that can bring longterm benefits to the road industry.

SPA’s Chief Executive Officer, David Berg, and General Manager, Daniel Orriss, told Highway Engineering Australia there was an expanding market for sustainable and cost effective solutions for pavement construction, reconstruction and rehabilitation.

Mr Berg and Mr Orriss said Stabilised Pavements of Australia was a multifaceted company which supplied plant and equipment, and also provided expertise in the form of experienced engineers and technical staff.

SPA was established in 1984 and now operates in the Australian and international markets.

In the United Kingdom, Stabilised Pavements Ltd specialises in in-situ road recycling for highway authorities and private companies, while PT. Stabilised Pavements Indo and Stabilised Pavements Malaysia

36 Highway Engineering Australia | April 2015

provide pavement recycling, road stabilisation and road profiling services to the Indonesian, Malaysian and Singaporean markets.

In SPA’s fledgling years, the focus was on working with local government, but as time passed, the company widened its base to provide a range of services to state road authorities, civil construction and development, rail, mining and private industry.

Throughout this development, SPA maintained a strong focus on local government.

Those services included stabilisation, profiling, spray sealing, road recycling, project management, major projects and transport and plant.

“The initial work with local government involved showing councils the benefits of pavement stabilisation and also supplying the specialist equipment to undertake the work,” said CEO, David Berg.

“Initially, the work was concentrated in New South Wales and Queensland, but over the years, it widened to take-in the rest of the country.

“Now we often engage with local government at an engineering level prior to construction to assist in ensuring that pavement design is fit-for-purpose and

is going to give the council involved the most cost-effective solution based on its circumstances.

“Our engineering knowledge and experience is a big part of the service we provide to local government.”

Mr Berg said the engineering and technical staff also played a key educational role in dealings with road authorities and the private sector.

“As staff change within authorities and companies, so does the need to educate successors who come into key roles to ensure they are aware of the most cost-effective and sustainable options available to them.

“We utilise the expertise of about 14 civil engineers to interact with clients on a technical level to inform them about solutions that can be integrated into their asset management.”

In addition, Mr Berg said, SPA liaised with suppliers with the aim of increasing the quality of products they provided to improve the end result for clients.

He said the advance had come from a couple of perspectives.

“One would be a greater range of products available to suit different pavement types.

“The other element would be increased working time in terms of utilising the products before they take effect. Increased working time translates into reduced risk during the construction phase and more flexibility within construction so the end product is conforming.”

General Manager, Daniel Orriss, said SPA’s technical ability had also enabled it to contribute to many innovations throughout the industry that had influenced technology, processes and solutions.

He said a key achievement for the company was pioneering the Deep Lift Stabilisation process through research with the then New South Wales RTA and importing and operating the first large reclaimer/ stabilisers (CMI RS500 Reclaimers) on these projects.

The process was initially used in the 1990s to stabilise and restore large sections of the Princes Highway, Monaro Highway and parts of the Snowy River Highway in southern New South Wales – sections that failed because of abnormally wet weather.

“We supplied specialised equipment to carry-out the Deep Lift Stabilisation and we spent millions of dollars buying the machines that were central to the process.

“The use of stabilisation in the region took the process to a new level and it was then readily used throughout the state.”

Mr Orriss said over its 30 years, SPA had also: • been the first company to introduce new features in mixing machines, including the CMI RS500’s, the CMI RS650’s and the Wirtgen WR2500’s; • reintroduced Foamed Bitumen Stabilisation (“Stabilfoam”) to the Australian market with updated machinery and technical knowledge;

• played a key role in introducing various blended cements and designer blend additives such as lime with slag and/or flyash; • been at the forefront of developing and constructing the most accurate and dustfree binder spreaders; • developed a complementary road profiling service (including mill and fill operations) with a fleet of profilers to assist with pavement preparation works; • modified plant “after-market” to improve plant safety and technical ability including: o easy access foamed bitumen test point; o fit-for-purpose water systems to ensure accurate addition of moisture and homogenous mixing; and o improved mixing rotor configuration and ground engaging tool design to improve rotor durability and mix quality.

• developed alternate foaming agent for foamed bitumen to improve safety and quality; and • added a spray sealing division in Queensland to complement pavement rehabilitation services in order to reduce cost, risk and procurement administration for clients.

In relation to modifying plant “aftermarket”, Mr Orriss said the plant and equipment used in road stabilisation was imported from the US and Europe, and SPA had closely monitored its performance under local conditions.

“We implemented ‘after-market’ modifications to suit Australian conditions and also to improve the output the machines provided.

“Some of those modifications have now been incorporated into the production of the machines in the US and Europe.”

Mr Orriss said overall, the recycling of existing pavement material had significant social and environmental advantages over more expensive construction processes.

“Socially, a shorter construction time reduces the impact on the travelling public and residents and businesses in the area of work being carried out.

“Environmentally, the nature of recycling is beneficial. The existing pavement is being utilised – we’re not looking to remove any of that material to waste and not looking to bring in any virgin material from quarries.

“The construction methodology also reduces construction plant movements, particularly trucks, which have direct C02 emissions and fuel usage. Also, when the trucks are moving from the site to their end location they’re impacting on surrounding roads.”

David Berg said he did not envisage any major shift in the future in SPA’s core business.

Mr Berg said the methodology relating to pavement stabilisation and rehabilitation was derived from basic engineering principles based on current construction plant.

“It’s the most cost effective means of rehabilitating and recycling pavements, so it’s unlikely that at any time in the near future there will be too much change or need to modify the core business.” ●

April 2015 | Highway Engineering Australia 37

MEMBER SPOTLIGHT

SPA – sustainable solutions and client service Stabilised Pavements of Australia (SPA) prides itself on servicing clients’ contracting needs and, more importantly, assisting to provide cost-effective and sustainable pavement construction and rehabilitation solutions.

Insitu stabilisation is a pavement construction and rehabilitation method that has been widely used throughout Australia for well in excess of 60 years.

SPA has been servicing the industry for over 30 of those years and has developed an engineering capacity to enable clients to utilise its experience and expertise to determine fitfor-purpose solutions to satisfy design life and functionality requirements.

Insitu stabilisation has a broad application across the civil construction industry.

It is not only limited to road pavements – it is successfully used throughout hardstand areas, structural formations, green fields construction, earthworks, dams, rail, mining infrastructure and within environmental treatment projects.

SPA operates across Australia and has developed strong relationships within private industry, local government and state road authorities throughout its 30 years of operation.

Despite a recent influx of industry competition due to boom periods in Queensland and Western Australia, clients have clearly communicated that they value the experience and quality that SPA delivers and this is ensuring we remain a leader in the industry for reputation and performance.

Our focus in recent times has been to continue to demonstrate the benefits of insitu stabilisation to clients. Benefits such as cost savings and reduction in environmental and social impacts in comparison to alternative methods are proving to be compelling in today’s market.

Many asset owners are communicating that the external pressures associated with reduced government revenue and the downturn in the profitability of the resource industry have reduced their operating budget.

This economic climate presents a clear reason to identify opportunities for direct

38 Highway Engineering Australia | April 2015

cost savings in compulsory spending activities such as road infrastructure renewal and maintenance, and highlights the reasons for increasing the use of insitu stabilisation.

SPA encourages clients to review their options for pavement related projects. This is to ensure a whole-of-life financial evaluation is undertaken to encourage the realisation of what impact initial construction costs can have on the overall expenditure per year of the life of the asset.

This is particularly important when looking at associated maintenance and renewal costs added over the asset’s life.

Recycling the pavement through insitu stabilisation not only generally decreases construction costs, but allows the asset owner the opportunity to retain the value of the existing pavement material rather than dispose of this asset which has previously been purchased.

These financial savings are enhanced by the subsequent environmental and social savings that are becoming more important during construction based on the expectations of stakeholders and society.

The construction industry and, in particular local government, has a relative shortage of engineering staff with the technical experience to implement the treatment options associated with insitu stabilisation.

SPA assists clients through this process as a ‘value add’ service to investigate an existing pavement, undertake a pavement mix design/ structural design and then provide indicative budget considerations to enable the client to make an informed decision.

These key steps are important within all insitu stabilisation projects and there are many examples of failed projects as a result of insufficient investigation and design or substandard quality and construction experience.

To maintain our position as a market leader within the construction of insitu stabilisation, SPA has continued to develop a process approach to ensuring it provides suitable resources and experience for each specific project.

With prequalification levels of R2/B1/ F75 with most state road authorities and third party certification of our management systems, SPA is positioned to act as principal contractor on large rehabilitation and reconstruction projects.

It has also maintained focus on providing local subcontracted resources to clients.

Our regional management and supervisory teams are structured to ensure we can supply the attention required to small projects, whilst still maintaining the capacity to operate a project management approach to large projects.

This ability provides us with continual feedback from clients that they enjoy the knowledge they can rely on SPA to manage their needs no matter the scope or project size.

For further information, contact your local regional office or visit www.stabilisedpavements.com

Typical Carbon Dioxide Emissions - Collector road with construction area of 3,500m2.

STABILISED PAVEMENTS OF AUSTRALIA NSW: ( 02) 4340 0111 VIC: (03) 8339 4063 Nth QLD: (07) 4412 0100 Sth QLD: (07) 3807 7600 WA: (08) 9258 4349 SA: 0409 377 382 website: www.stabilisedpavements.com

Stabilised Pavements of Australia is a leading provider of stabilisation services, profiling and spray seal operations with a focus on pavement reconstruction and rehabilitation solutions.

Our field operations are complimented by an experienced engineering team that can assist in determining suitable pavement treatment solutions that are both economical and environmentally sustainable and are often less disruptive to stakeholders than conventional alternatives.

OUR SERVICES INCLUDE: • Pavement Recycling and Rehabilitation • Foamed Bitumen Stabilisation • Subgrade Stabilising • Pavement Profiling • Pavement Design and Testing • Stabilising of Sealed and Unsealed Hardstands • Mine Access and Haul Roads • Airport Runways and Taxiways • Treatment of Acid Sulphate Soils, Tar Bound Roads and Contaminated Materials • Spray Seal • Sustainable Alternatives For further information, please contact your local regional office. or visit our website.

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MEMBER SPOTLIGHT

Power and Mobility Soil stabiliser-reclaimer answers needs To contend with a rocky, pothole, washboard work site, it is likely the first piece of heavy equipment to be of value will be a soil stabiliser-reclaimer. These machines do wonders for smoothing out and stabilising everything from dirt-gravel roads to complete job sites with rough terrain.

A soil stabiliser-reclaimer is also used for mixing lime, fly ash or cement with existing materials to improve soils and strengthen subsurfaces in preparation for backfill, anti-frost layers and base layers.

Roadtec, Inc., in Chattanooga, Tennessee, has introduced the SX-6e/ex soil stabiliserreclaimer, which sits in the mid-size spot of its recently introduced family of four soil stabiliser-reclaimer machines. The SX-6 cuts up to 20 inches (508mm) deep and 100 inches (2,540mm) wide.

The machine is equipped with a Tier 4 interim six-cylinder, 600 hp (447 kW) Cummins® QSX15 diesel engine that is engineered to provide power to the rotor through a direct drum drive.

The engine compartment is fully sealed to prevent infiltration by dirt or dust from soil binders.

With shipping weight of 68,000 pounds (29,480 kg), the Roadtec SX-6e/ex is designed to be balanced evenly for maximum traction.

Four cutting speeds and right-hand flush cut allow it to be used for a range of projects including stabilising, pulverising, or cold recycling. An industry-exclusive air-shift transmission for the cutter speeds means the operator can shift to different rpms on the cutter drum depending on application need.

40 Highway Engineering Australia | April 2015

Notable features include: • Hydraulically controlled suspension, which allows the depth of cut to be selected via push button; • Built on a sealed, strong, rigid box frame that allows controlled air flow while maintaining durability; • Fully-enclosed operator compartment (with heat and air conditioning) which shifts 18-inches to the right of centre and an operator seat which slides laterally and swings 90-degrees for increased visibility; and • A rear-mounted camera designed to provide full visibility and safety when backing-up.

The variable geometry cutter housing arrangement of the SX-6e/ex is designed to position the cutter in a way that promotes material sizing as well as the flow of the material. Heavy-duty front and rear doors are hydraulically adjustable for additional control of gradation and flow.

The Roadtec SX-6e/ex soil stabiliserreclaimer is expected to be the versatile goto choice for performing road rehabilitation, cold recycling or soil stabilisation on any project need.

Astec Australia is a market leader and specialist in providing pavers, shuttle buggies and profiling equipment to the Australian asphalt and pavement industry. The Astec Response Service Promise provides: • Availability of parts and 24/7 access to experienced people; • Willingness to listen and understand our customer’s business; • Service that adds value to a business; and • Competitive parts pricing.

For further information, contact Astec Australia on 1300 278 322.

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MEMBER SPOTLIGHT

Wirtgen WR 240/WR 240i and WR 250 Now also with integrated “S-Pack” spreader module In its recycling and soil stabilisation product division, Wirtgen provides an unrivalled range of mobile machines and systems for a variety of applications. The “S-Pack” (spreader pack) allows binding agent to be spread without generating clouds of dust; this addition to the product range creates new opportunities for optimising the range of applications and cost-efficiency.

Used on motorways, in residential areas, on industrial estates and on difficult terrain, recyclers and soil stabilisers are confronted with an extremely varied range of situations.

In many cases, contractors face additional challenges due to strict emission standards; for instance, in nature conservation areas. A solution is now available for these applications too, namely the “S-Pack” for the WR 240/WR 240i/WR 250 models from Wirtgen.

Cost-efficient spreading without dust Using the integrated spreader module, a WR with “S-Pack” spreads the binding agent

directly in front of the milling and mixing rotor which immediately mixes it into the soil.

The closed drum housing and an additional double curtain of rubber matting prevents the formation of dust clouds and ensures the material is exclusively spread inside the milled cut. Thanks to the integrated spreader module, binding agent can be spread regardless of wind and weather, and without drifting or displacement due to vehicles driving ahead or passing by.

Materials such as cement or lime must be spread safely and precisely, and processed without emissions. This is important in sensitive areas such as industrial estates that are subject to restrictions on account of food production facilities or areas near airports. This applies especially to motorways where drifting must be avoided to prevent endangering the flow of traffic.

Making easy work of difficult terrain The most powerful WR models, the WR 240/WR 240i and WR 250, are predominantly used on rough ground and soils with insufficient bearing capacity.

Wherever other machines come up against their limits, the two recyclers and soil stabilisers bring their off-road capability into play and

they now can also be used in combination with the integrated spreader module.

As a result, jobs can be completed rapidly, utilising a minimum of machinery and personnel, and also minimising transport costs.

Technical sophistication ensures top quality when mixing Spreading is optimised by a number of sophisticated technical features. Metering cells ensure the binding agent is applied in precisely metered volumetric quantities, and equally precise, continuous control of the spreading quantity is assured by microprocessor-controlled processes.

A two-part transverse auger is continuously supplied with binding agent by a conveyor unit and ensures the material is uniformly applied over the complete working width of 2.40 m.

In addition, the maximum spreading width can be incrementally adjusted to 1.60 m and 80 cm by individually switching the 80-cm-wide flaps in or out. Depending on the application concerned, the spreader can deliver between 1.5 and 40 kg/m².

The level in the binding agent tank – which has a maximum gross capacity of 5.5 m³ – is monitored at various points by sensitive sensors and precisely indicated on the control display at all times. The spreading quantity is simultaneously calibrated via the display when the bulk density of the binding agent is entered.

In addition, 10 self-cleaning air filters ensure a high flow rate and an effective purification of the exhaust air. The high flow rate of the exhaust air and the readily accessible filler neck make it possible to fill the spreader tank in less than five minutes.

LEFT: The Wirtgen “S-Pack” is predominantly used on small areas subject to special restrictions or on remote, rough ground. Here, the integrated spreader module of the WR 240/WR 240i/WR 250 delivers an optimum result, achieving an impressive quality and cost-efficiency.

42 Highway Engineering Australia | April 2015

A_W

MEMBER SPOTLIGHT

CLOCKWISE FROM TOP:

Clear operation and process control Operation of the integrated spreading system and diagnosis of the work process are simple intuitive actions effected via the control display in the driver’s cabin. The machine operator is in control of the mixing process at all times and can adapt the metered quantity to the current situation.

For more information, go to www.wirtgen.com.

The binding agent tank is located directly above the milling and mixing rotor of the Wirtgen WR; the diesel tank is over the rear wheels. A few minutes is all it takes to refill with binding agent. A conventional silo vehicle containing around 27 t can easily be emptied by the “S-Pack” within just two hours.

S-Pack” enlarges the range of solutions offered by the applications specialist Wirtgen for cold recycling and soil stabilization. With this brand new process, contractors can now respond to different challenges with greater flexibility and cost-efficiency.

With the Wirtgen “S-Pack”, the spreading quantity is adjusted via just a few buttons on the clearly structured control display. In this way, the driver always has a perfect overview of the work process and remains in full control at all times.

SucceSSful combination.

Perfect solutions for soil stabilization from a single source: Wirtgen soil stabilizers, Streumaster binding agent spreaders and Hamm rollers are ideally matched in all performance classes. For soils with excellent bearing capacity and frost resistance. Take advantage of innovative solutions from the technology leader. www.wirtgen-group.com/soil

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Lot 2, Great Eastern Highway, South Guildford WA 6055 . Tel. 08 9240 1611

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ASPHALT IN FOCUS

Gateway WA

– a challenging project that’s heading to a quality outcome

T

he $1 billion Gateway WA Perth Airport and Freight Access Project is the largest road initiative undertaken by Main Roads WA and it is a key factor in preparing the Western Australian capital for future growth.

Construction of Gateway WA started in late 2013 and it is being delivered using an alliance contract comprising Leighton Contractors, Georgiou, GHD, AECOM, BG&E and Main Roads WA. The project is being jointly funded by the Federal and WA Governments, and it incorporates road and bridge improvements, local road modifications, the use of intelligent transport system technology, facilities and connections for pedestrians and cyclists, noise walls and landscaping.

It incorporates: • widening seven kilometres of Tonkin Highway to six lanes; • upgrading three kilometres of Leach Highway to expressway standard; • constructing five new grade separated interchanges; and • constructing an additional interchange at the Roe Highway and Berkshire Road intersection.

The full scope of works is expected to be completed by mid-2016, ahead of the planned consolidation of the domestic and

46 Highway Engineering Australia | April 2015

international terminals at Perth Airport.

Two of the key players involved in Gateway WA are the leading professional services company, GHD, which is providing engineering, technical and support services and Boral, which is supplying and placing asphalt and bituminous materials for construction of the pavement.

Both companies rate the project as significant to the development of Perth and Western Australia, and GHD’s Service Line Leader, Pavements Engineering, Russell Clayton, said he believed the planning and materials used in the project would achieve a top quality outcome.

“I believe this job may even be classified as perpetual pavement – a pavement where only the top 50 or 80 millimetres is removed and replaced once every 10 or 15 years,” Mr Clayton told Highway Engineering Australia.

“The bottom layers of pavement are built to a standard that means they shouldn’t need any further maintenance.”

Trevor Distin, National Technology Manager at Boral, said Gateway WA was challenging for all parties because of its size and complexity.

“Our commitment to the project was to establish a dedicated plant which would supply asphalt needs for the project rather than supply them from existing facilities.

“We operate a quarry in the area – Orange Grove Quarry – so it was important to secure enough quantity of additional aggregate to supply Gateway WA, as well as meet the needs of existing customers,” Mr Distin said.

“On an annual basis, this equated to Boral doubling its volume of asphalt.”

Mr Distin said Boral had a dedicated project manager involved fulltime in overseeing asphalt operations to meet the alliance’s requirements.

“Remember, this isn’t a greenfields project so you have to accommodate traffic within the confines of the project. You’re limited in terms of access to the site and, of course, what you can do within the window you’re allocated.

“You’re limited in terms of access to the site and, of course, what you can do within the window you’re allocated. You also have to ensure zero harm to your workers, so it’s a big challenge.”

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ASPHALT IN FOCUS

“You also have to ensure zero harm to your workers, so it’s a big challenge.”

Mr Distin told Highway Engineering Australia that Boral benefited from a previous contract with the same alliance partners – the Great Eastern Highway Upgrade – where the highway was duplicated under traffic.

“That was basically our proving ground.

It involved about 100,000 tonnes of asphalt as opposed to 462,000 tonnes for Gateway WA, but it showed us we had the capability to produce a quality product.”

There was, Mr Distin said, a strong technical component to the asphalt which centred on mix design and meeting the contract’s technical specifications.

“That can be quite a challenge. If your specifications aren’t right, it can impact on performance and the client’s confidence that the asphalt is going to provide the life expected from a significant financial investment.

“You want an assurance the surface is not going to deteriorate; that it’s not going to rut under heavy traffic loading.

Mr Distin said the people “on the ground” had to deliver constantly and attention to detail was critical.

“That’s why we’ve introduced equipment like the material transfer device which ensures better consistency of product. The device basically remixes the asphalt before it’s tipped from the truck to the paver hopper.

The process limits segregation of larger and smaller particles, and ensures uniformity in temperature, which in turn, makes for better compaction.

“Temperature is critical to achieving insitu compaction density.”

For GHD’s Russell Clayton – who has years of experience in geotechnical and civil engineering – Gateway WA provided two major challenges from a technical standpoint.

One of those challenges, Mr Clayton said, was that the Leach-Tonkin Interchange coincided with the approach to the main runway at Perth Airport and it was impossible to build an interchange above ground.

“The whole road system had to be built in-ground to avoid conflict with aircraft movement, lighting and instrumentation, which meant there was a problem with ground water in the area being close to the surface.

“As a consequence, the roads had to be put into what are known as bath structures –

“The design of the bridges was important to help reduce the impact on height and that led to some very innovative design. There are some very elegant, slender bridges as part of the project.”

Delivered asphalt being remixed in a Shuttle Buggy prior to being paved

48 Highway Engineering Australia | April 2015

U-shaped structures that can be likened to a tunnel without a lid.

“And when you’re building roads, it’s necessary to obtain an accurate measurement of the ground water level because it has a major impact on the cost of the project.

So the hydro-geological study was a major challenge.”

Mr Clayton said the second challenge was that the bridges had to be as streamlined in depth as possible.

“The design of the bridges was important to help reduce the impact on height and that led to some very innovative design. There are some very elegant, slender bridges as part of the project.”

From a pavement design point of view, Mr Clayton said GHD had, over the years, helped Main Roads WA in bringing about innovation.

He said before the company commenced work on the Gateway project it reviewed the performance of the current road network and identified areas where there was an opportunity to improve quality.

ASPHALT IN FOCUS

“We changed specifications quite significantly and brought them up to what I would call world class standard. We also introduced a new bitumen, which would lead to the pavement structure being roughly 10 per cent thinner – that alone led to an $8 million saving just on asphalt construction costs on the project.

“We worked with the bitumen supplier, Boral, with a view to introducing a C600 class of bitumen which has a high viscosity. Typically in WA, there are two classes of bitumen – C170 which is relatively low viscosity and is normally used for wearing courses and spray seals, and C320 which is a higher viscosity and is used for structural asphalt.”

Mr Clayton said C600 had the highest viscosity and a stiffer bitumen resulted in a stiffer asphalt, which meant a thinner pavement could be laid.

“The C600 was a huge innovation. We worked with Main Roads and went through a very staged process of introducing it. Main Roads accepted it as a viable alternative and was obviously happy to benefit from the savings.”

Mr Clayton said consideration was given to using warm mix asphalt on Gateway WA after a number of significant trial sections of warm mix asphalt were laid on the Great Eastern Highway Project and proved extremely successful.

He said, however, warm mix was not introduced because it would have meant using two new technologies and the focus was on properly bedding-in the C600 bitumen.

“We decided to take a controlled, conservative approach to the Gateway WA project. There was a concerted effort between all parties involved to achieve the desired outcome and, I my view, Gateway is probably one of the highest quality asphalt projects that has been built in WA. “It’s a credit to the contractors who have put in the key people to drive the right outcome.”

Mr Clayton said the quality of the pavement would be a major factor in Gateway WA’s longevity.

“One of the downsides of the old asphalt specifications in WA was the level of compaction – it wasn’t as high as I believed was necessary.

“That meant the material lacked density and, under the action of traffic, it became prone to rutting which was a traffic hazard.

There was also the key issue of water getting into the asphalt, which leads to ultimate failure through stripping,” Mr Clayton said.

“I believe this job (Gateway WA) may even be classified as perpetual pavement -

50 Highway Engineering Australia | April 2015

“We changed specifications quite significantly and brought them up to what I would call world class standard. We also introduced a new bitumen, which would lead to the pavement structure being roughly 10 per cent thinner – that alone led to an $8 million saving just on asphalt construction costs on the project. a pavement where only the top 50 or 80 millimetres is removed and replaced once every 10 or 15 years. The bottom layers of pavement are built to a standard that means they shouldn’t need any further maintenance.

“In terms of a whole-of-life asset – with a design life of 40 years – if you only need to maintain the top layer, you’ve achieved a great outcome.”

Mr Clayton said the standard Main Roads approach required two layers of intermediate pavement to incorporate A15E modified binder to improve the fatigue of the pavement layer.

“The upper layer is a 14 mm mix and it’s 50 mm thick with A15E. Below that there is a 50 mm layer of 20 mm mix with A15E. “Because we used C600, we were able to take out the lower layer of A15E binder and put in C600 which resulted in a cost saving.

“A15E is also placed in wearing courses – the top layer of the asphalt – to resist fatigue and rutting.”

Mr Clayton said GHD would be providing full time support to the alliance until the project was completed by mid-2016.

“Gateway WA is being delivered by an alliance; the arrangement is not as contractual

as a DNC or construct-only contract, it’s more collaborative.

“When you have independent construction support, it’s not production driven. When a contractor starts building, it wants to complete the project as quickly as possible and quality is sometimes not the highest key performance indicator.

“Where there is independent support available, tabs can be kept on the progress of a project and that is invaluable to the outcome. Problems that arise can be tackled as soon as possible in a collaborative way – a quality perspective can be kept on issues that arise.”

Consistently performing and experienced staff are critical to the make-up of a dedicated team, which is essential to a good outcome, according to Mr Clayton.

“A dedicated team starts right from the top – I think some senior people in industry talk about quality, but don’t necessarily embrace it. I really believe, in this particular job, quality is embraced at all levels.

“In addition to quality people, the right equipment and attention to detail are critical.

They make the difference between an average job and a top quality outcome.” ●

ASPHALT IN FOCUS

Bay Bridge Project also a paving marvel

T

he Golden Gate Bridge might be featured on the postcards, but the Oakland Bay Bridge is a visual and engineering marvel in its own right.

That was the case when it opened as the world’s longest bridge in 1936, and the marvels continue with the recent “seismic retrofit” and construction of a Self-Anchored Suspension span (SAS).

While the engineering received much of the attention, there also were significant changes to the asphalt on the bridge.

O.C. Jones & Sons Inc., of Berkeley, California, paved large portions of the bridge.

Jones has a long history of successfully completing difficult projects on time and on budget. Past projects include paving a portion of the bridge in 1976, and toll plaza demolition, reconstruction and paving work during the last Bay Bridge shutdown in 2011.

O.C. Jones essentially handled many duties as part of the work, but none was more challenging than the placement of the specialised epoxy on the SAS portion of the new bridge.

PLACING EPOXY

Two 25 mm (1 in.) lifts of Epoxy Asphalt Concrete (EAC) were placed on the eastbound and westbound lanes of the Bay Bridge’s new SAS span. The epoxy was chosen because of its extreme durability, tractive benefits and lighter weight.

“The material used was unique, and presented some interesting challenges not normally seen with conventional asphalt concrete,” said Kelly Kolander, president and CEO of O.C. Jones. “This is the only time this material will be placed in the US this year.”

The EAC is essentially a 9 mm (3/8 in.) mix that uses a two-part epoxy. One part is blended with AR 4000 paving oil. It is combined with a specialised dry aggregate and a separate epoxy resin, and mixed in a pug mill.

The resultant EAC is then placed atop a two-part epoxy bond coat. That bond coat was applied to both the steel bridge deck and the first lift of EAC. The bond coat needed to be applied at a high application rate, using both a robotic device and spray wands. The epoxy products, as

well as the technical support, were provided by Chemco Systems of Redwood City, California.

“The EAC is significantly different from conventional AC in that once the material is produced from the batch plant, a chemical reaction begins as it is hauled to the project site,” Project Manager Bill Jensen stated.

“Due to this chemical reaction and extremely tight time and temperature requirements, consistency in travel time for the haul trucks and in the production of the material at the plant were crucial.”

So crucial was timing that O.C. Jones was able to secure a haul route to the site with the help of the Californian Highway Patrol and Caltrans. Those organisations worked to minimise traffic disruptions.

Once the material arrived, it was again tested before it could be placed through the paver. The window for mix placement was extremely tight and closely monitored by testing personnel to ensure project specifications were met. The material then was approved for placement on the bridge deck.

April 2015 | Highway Engineering Australia 51

ASPHALT IN FOCUS

1

2

1. The Weiler E1250A RTV helped the paving train move continuously and consistently.

2. The Weiler E1250A Remixing Transfer Vehicle features a conveyor swing which enables offset paving and weighs less than the RTV with storage – a key feature when working on bridges.

3. Compaction and rolling patterns were closely monitored given the challenging material.

4. The epoxy offered significant benefits including durability and traction, but was very difficult to work with.

3

RTV A PERFECT FIT

The process had another complication: trucks and other machines were not allowed to travel on the paving lane after the bond coat had been applied. That meant the material had to be loaded from the side.

This was one of the reasons that O.C. Jones utilised a Weiler E1250A Remixing Transfer Vehicle on the job. The E1250A’s conveyor accommodates offset paving, enabling trucks and the RTV to stay off the paving base and the bond coat.

In addition, the E1250A does not have storage capacity, helping the machine weigh 23,000 kg (51,000 lbs.) less than an RTV with storage – an important factor when working on a bridge, where every pound counts.

52 Highway Engineering Australia | April 2015

“Since storage or surge capacity was not required, the Weiler E1250A proved to be the right choice and performed well,” Mr Kolander said.

The material was discharged into a Cat® AP1055E Asphalt Paver, which utilised noncontact averaging skis for enhanced ride quality.

Compaction and rolling patterns were again closely monitored and achieved with Cat CB54 Vibratory Asphalt Compactors and Cat PS150C rubber-tyred rollers. The compactors typically made three complete passes, with movement up and back counting as a single pass.

Another unique aspect of the project was the need to thoroughly clean out the RTV and

paver after every pass, typically 670 m (2,200 ft.) in length. Unlike conventional AC, EAC is not thermoplastic, and cannot be re-heated.

Once the chemical reaction occurs, the mix remains hard.

“This required removing any built-up material in the paver’s auger chamber as well as inside the RTV to avoid cured EAC from falling onto the finished mat,” said O. C. Jones Area Manager, Kevin Goddard.

A SUCCESS

Mr Kolander said the demands on the job left no margin for error, yet O.C. Jones was able to deliver. He credited the Caterpillar and Weiler products for their roles in helping reach a successful conclusion.

ASPHALT IN FOCUS

Bay Bridge Facts • connects San Francisco with the East Bay; • opened November 12, 1936; • comprised of two separate bridges, a tunnel, and a mile-long elevated roadway; • project length 13.5 km (8.4 miles); • includes state-of-the-art seismic innovations not previously used; • daily average number of vehicles that use the Bay Bridge - 280,000; • daily average number of vehicles that use the Golden Gate Bridge - 100,000; • East Span damaged in 1989 Loma Prieta earthquake.

For more information: baybridgeinfo.org 4

“Being such a complicated and specialised paving project, not to mention such a highprofile one, we required high-production, quality equipment and 100 per cent uptime.

“Our Cat dealer supports us on a daily basis with our paving needs. We were pleased with the Weiler product as well. It is a wellbuilt machine that performed as advertised.”

All factors had to perform together on this project.

“The epoxy is certainly not used very often, but has some great benefits,” Kolander said.

“While not as high profile as some of the other portions of the bridge, the paving process represented a significant change as well.” ●

“Being such a complicated and specialised paving project, not to mention such a high-profile one, we required high-production, quality equipment and 100 per cent uptime. Our Cat dealer supports us on a daily basis with our paving needs. We were pleased with the Weiler product as well. It is a well-built machine that performed as advertised.”

April 2015 | Highway Engineering Australia 53

ASPHALT IN FOCUS

Increased utilisation of RAP and RAS in United States pavements

T

he average content of reclaimed asphalt pavement or RAP across the United States has increased from about 12 per cent to 20 per cent since 2007, according to a major report funded by the Federal Highway Administration.

The report, which runs to more than 30 pages, focuses on the successful utilisation of reclaimed asphalt pavement and recycled asphalt shingles (RAS) in asphalt pavements, and it features case studies of State Departments of Transport using RAP and RAS in maintaining their road network.

The research was authored by Dr Randy C. West and Dr J. Richard Willis from Auburn University, the home base of NCAT – the National Center for Asphalt Technology.

According to Dr West and Dr Willis, the ability of most highway and road agencies to maintain their pavement system has been significantly impacted by construction material prices and asphalt binder prices – binder prices have more than tripled over the last decade.

“Numerous transportation agencies have increased allowable RAP contents in many of their most used asphalt mix types.

“Since 2007, estimates from the National Asphalt Pavement Association indicate that the average RAP content across the US has increased from approximately 12 per cent to 20 per cent,” the report said.

In assessing the use of RAP, the report stated that over the last few years, most states had increased the maximum allowable RAP contents in asphalt mixtures to levels in excess of the average.

It said projects with mixes containing 30 per cent to 50 per cent RAP were becoming more common as confidence grew that the mixes could have acceptable performance, provided recognised best practices were followed.

“One of the basic principles of a successful RAP program is that, in the end, all stakeholders must benefit including agencies, contractors, and taxpayers/users. The primary benefit for agencies is a stabilisation of unit prices for asphalt mixes even when raw materials costs are increasing,” the report stated.

The report also looked at the use of RAS or recycled asphalt shingles. It said an estimated 11 million tons of roofing shingles were available for recycling each year in the United States – 10 million tons of those shingles were post-consumer (PC) shingles which originated from re-roofing structures, homes, and other buildings containing asphalt shingles.

The other one million tons of shingles came from manufacturers’ waste (MW) or factory rejects which might have some minor deficiency that prevented them from meeting the specifications required for the roofing industry.

Due to the high amount of asphalt binder in RAS, Dr West and Dr Willis said, state highway authorities had started to develop specifications which allowed contractors to use RAS for binder and virgin aggregate replacement.

They said that states which allowed RAS commonly had a maximum content of five per cent.

One benefit of using RAS in asphalt mixtures, according to the report, was the economic saving. It contended that as the material cost of asphalt binder increased, the cost of processing and using RAS in asphalt mixtures remained relatively constant.

In addition, replacing high-cost mixture components such as virgin binder and virgin aggregate in some parts of the US allowed contractors to be more competitive in the market.

54 Highway Engineering Australia | April 2015

Historically, the report said, the recycling of asphalt pavements could be described as “one of the great success stories” of the highway building industry in the United States.

It said recycling dated back to World War One, but did not become common practice until the 1970s, when asphalt binder prices dramatically increased as a result of the Arab oil embargo.

The embargo was imposed late in 1973 in response to American involvement in the Yom Kippur War – the Organisation of Arab Petroleum Exporting Countries proclaimed an embargo against a group of western nations, including the US, which saw the price of oil jump from $3 per barrel to nearly $12.

One response saw the US highway construction industry develop the asphalt milling machine to remove distressed layers of the pavement and devise methods to recycle the old paving material back into new pavements.

The report said many practices initially developed during the 1970s were still used today and were part of routine operations for pavement construction and rehabilitation. Asphalt mixture specifications had also evolved considerably since RAP usage became common practice.

According to the report, a significant amount of research continued in the past several years, focusing on the design and performance of asphalt mixes with RAP contents up to 50 per cent.

It said contractors could benefit by being more competitive with the use of RAP when they had a sufficient RAP supply and the opportunity to use it to offset higher cost virgin materials. Also, users benefited by having more roads maintained at a high level with the same transportation budget.

The report said the Florida and Ohio Departments of Transport were key players in the use of RAP. In Florida, over 75 per cent of all mixes produced for DOT projects contained RAP, with an average RAP content of 22 per cent.

Florida and Ohio and most agencies with a demonstrated history of using RAP found that contractors could be more cost-effective when the material salvaged during pavement rehabilitation was part of the cost of milling.

“Contractors will better manage the qualities of the RAP from the beginning when it becomes their property. Contractors can also make more cost effective decisions when designing mixtures under a permissive type specification that gives them latitude in processing and percentages of RAP to meet the mix design and quality assurance criteria.”

The report said the same criteria for mix design and acceptance testing should be followed regardless of RAP contents.

It said current standards set down by American Association of State Highway and Transportation Officials relating to Superpave mix design allowed high RAP contents.

“When those higher RAP contents were used, additional attention should be given to assuring the RAP characteristics were consistent, the RAP aggregate specific gravity was based on valid tests, and the virgin binder should be selected based on the stiffness characteristics of the RAP and the percentage of the RAP binder relative to the total binder content.”

The report said the US Federal Department of Transport had sample requirements to determine the suitability of RAP – sample requirements designed to ensure the RAP was free of harmful or damaging materials.

ASPHALT IN FOCUS

It said the department allowed contractors to use RAP from any source, provided the stockpile was consistent in characteristics. For single-source RAP stockpiles or RAP obtained from one or more sources that was processed and stockpiled in a continuous manner, FDOT approval required representative samples at random locations at a minimum frequency of one sample per 1000 tons.

That was required to determine gradation and asphalt content.

The RAP must also be tested for Gmm at a minimum frequency of one sample per 5000 tons with a minimum of two test results. The suitability of the stockpiled material was based on a review of the test data and a visual inspection by a departmental engineer.

The report made reference to numerous demonstration projects involving various percentages of RAP, including NCAT and other researchers who compared Long Term Pavement Performance sections of pavements containing at least 30 per cent RAP with virgin pavements constructed at the same time.

The pavements in question were constructed between 1990 and 2000 in 16 states and two Canadian provinces and were regularly monitored to assess rutting, cracking, raveling, and other distresses.

Most of the sections exceeded performance expectations for overlays and were still in service after 14 years.

From a statistical perspective, the report said, test sections containing 30 per cent RAP were found to perform as well as virgin mix sections in terms of IRI, rutting, block cracking, and raveling.

Although the sections containing RAP had more cracking (fatigue, longitudinal, and transverse) on some projects, the sections were generally performing well. On several projects where RAP sections had more cracking than virgin counterparts, the LTPP database showed that the RAP mixes had excessive dust contents or low asphalt contents.

In reference to RAS, the report said replacing virgin asphalt binder with the asphalt binder from recycled asphalt shingles was first considered in the early 1980s.

It said that as polymer modification became more commonplace with the introduction of the Superpave PG binder specifications in the 1990s, engineers started looking at ways to reduce costs of the more expensive binder and, at the same time, obtain improved performance.

One approach was replacing the polymer modified binder with an aged or reclaimed binder.

This was considered an advantage because it would further reduce the materials cost for asphalt mixture contractors, still produce an asphalt binder that would resist rutting in hot weather, but might be a disadvantage in terms of long-term cracking.

An alternative approach to using RAP was to use RAS at a percentage of five per cent or less to provide an approximate binder replacement of 10 per cent to 30 per cent.

The properties of the recycled asphalt shingles varied depending on the original composition of the shingles and the amount of time they had been oxidized in the sun.

Manufacturers’ Waste asphalt shingles had not been exposed to the sun and had not experienced additional oxidation after manufacture as opposed to the post-consumer variety. While the asphalt binder had still been air blown in production, the report said, the asphalt binder in MW shingles was not as stiff as that in PC shingles. The MW shingles were also less likely to have contamination from other roofing components such as nails, paper and pieces of wood.

The report said the Missouri and Texas Departments of Transport were leaders in using recycled asphalt shingles (RAS). It said most agencies, including Missouri and Texas, understood the importance of RAS source quality.

“RAS properties such as the grind size or gradation and deleterious materials must be controlled to produce and construct an asphalt mixture which has the capability of performing in the field.

“The finer the RAS grind, the more RAS binder can be incorporated into the mixture. This requires contractors to manage their RAS properties.”

The report said some stakeholders were concerned that the use of recycled materials in asphalt mixtures might produce inferior mixtures to virgin asphalt ones, but state agencies who had spent time and resources understanding material characterisation, mix design, and mixture production had seen significant economical and raw material savings.

The report concluded that in a similar manner to virgin aggregates and asphalt binders, it was essential for contractors and agencies to understand the properties and characteristics of recycled materials used in an asphalt mixture.

“When RAS and RAP are processed to yield consistent stockpiles and the materials are properly characterised as part of the mix design process, the resulting asphalt mixtures have been shown to have very good field performance.

“Agencies considering either beginning or increasing the use of these recycled materials should look to other agencies which have strong recycling programs for guidance and information regarding current practices to avoid early mistakes which might reduce the chances of effectively using both RAP and RAS.” The report by Drs West and Willis, and references to case studies can be accessed at http://www.ncat.us/files/reports/2014/rep14-06.pdf ●

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ASPHALT IN FOCUS

Introducing Track Pads Australia Pty Ltd Track Pads Australia Pty Ltd was established 13 years ago to provide parts and service for pavers, mills and rollers, and included new paver deliveries from the former Bitelli and Marini brands from Italy.

As the business grew with the smaller and medium-sized asphalt contractors, it was approached by two specialist Japanese paver manufacturers which recently introduced a unique paver design into Europe, Asia and Japan.

Track Pads Australia has since signed distributor deals with these manufacturers (Sumitomo and Hanta).

In July, a group of Australian contractors visited Sumitomo Construction Machinery Co. in Japan to inspect the pavers at work and, as a result, orders were placed for local delivery.

Delivery has been made on five Sumitomo pavers and two Hanta Pavers.

Basically the “J Paver� design allows a machine that is less than 2.5 metres wide to place materials, without the need for bolt-on extension boxes, to greater widths than those obtained from conventional 2.5 or 3.0 metre screeds. These machines weigh 13.7 tonne, have a hopper capacity of 13.tonne and pave from 2.3 to 6.0 metre widths.

In addition to the Sumitomo brand pavers, Track Pads Australia has been appointed the distributor for Hanta. Hanta uses similar technology to the Sumitomo pavers, both being the only two suppliers of pavers in Japan.

Early in 2014, Track Pads Australia Pty Ltd successfully negotiated with Daewoo Industries Co. Ltd, Korea, to be the Australian dealer for its range of asphalt mixing plants and concrete batching plants.

For further enquiries go to trackpads.com.au or phone 1300 669 294.

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Stormwater drain to safeguard Sydney’s Green Square Preparatory works have started on a 2.4 kilometre stormwater drain to significantly reduce flooding in Green Square – one of the fastest growing parts of Sydney – to allow construction of a new town centre.

Green Square will be the first new town centre in the City of Sydney area for more than 100 years.

The City and Sydney Water have signed an alliance with a number of private companies to build the underground water infrastructure, and construction will begin in May. The private companies involved are UGL Engineering Pty Ltd, Seymour Whyte Constructions Pty Ltd, Parsons Brinckerhoff Australia Pty Ltd and RPS Manidis Roberts Pty Ltd. Running from Link Road Zetland to the Alexandra Canal, the underground drain will take floodwaters from southern Sydney into Botany Bay. Council and Sydney Water are sharing the costs of the multi-million dollar project and will jointly oversee construction.

Green Square is four kilometres south of Sydney’s centre and it sits on a floodplain.

The major drain is essential to reduce hazardous flooding in-and-around the town centre, and allow private residential and commercial properties in a low-lying precinct.

58 Highway Engineering Australia | April 2015

Photos courtesy City of Sydney

STORMWATER REPORT

Flood waters in the urban renewal area in Botany Road have, on occasion, reached depths of 1.1 metres and 2.3 metres in Joynton Avenue.

The Green Square Town Centre is being built over 14-hectares where privately-owned mixed use developments will provide 3,700 new homes and 8,500 new jobs.

The NSW Government has identified the Green Square Town Centre as a future “Major Centre” in its Metropolitan Strategy, similar to Bondi Junction and Chatswood.

Sydney’s Lord Mayor, Clover Moore, said the City had worked closely with Sydney Water on the vital project that would transform Green Square, making it an even better location for new residents and businesses.

“This area was once Sydney’s industrial heartland, but now a lot of the industry has gone to other parts of Sydney and new jobs and residents are moving in and making this our fastest growing village.

“This project is a big part of the $440 million the City is spending on infrastructure and community facilities to make Green Square a new neighbourhood.”

Managing Director of Sydney Water, Kevin Young, said it was delighted to be partnering with council to deliver the project.

“Together we are engaging with all key stakeholders and the community to deliver maximum benefits and minimal impact to what is an exciting development opportunity for the city.

“Construction of the stormwater project provides services to accommodate the growth and development in the Green Square area, and forms a key element of Sydney Water’s commitment to urban renewal and its Liveable Cities strategy,” said Mr Young.

Construction of the drain is due to be completed by the end of 2017.

Stormwater facility preserves historic Fitzroy Gardens One of Melbourne’s largest water harvesting facilities is a key feature of a $14 million upgrade of the iconic Fitzroy Gardens.

The stormwater harvesting and re-use system is designed to preserve heritage sites, while future-proofing the gardens from the effects of climate change. The underground tank has a capacity of five million litres.

The makeover of the 26 hectare gardens was officially unveiled earlier this year by Melbourne’s Lord Mayor, Robert Doyle.

“Visitors will notice new lawns and better views of Captain Cooks’ Cottage, but what they won’t see is a sophisticated underground stormwater tank that is securing the water supply for these 167-year-old gardens,” the Lord Mayor said.

“The stormwater tank is twice the size of an Olympic swimming pool and provides half the annual watering needs of the gardens.

“It will save 59 million litres of potable water each year to keep the gardens lush and green.”

The four-year $13.9 million redevelopment included: • installation of the underground stormwater tank; • reconstruction of an original creek line at the southern end of the gardens; • planting of more than 150 new shrubs and ferns, 45 new trees, and 500 new ground covers; • a new visitor centre and 80-seat café; and • a new works depot for Fitzroy, Treasury and other city gardens.

The Fitzroy Gardens include some of Melbourne’s oldest and most significant trees; the Scarred Tree and the Fairies’ Tree, as well as the River God fountain, the Tudor Village and the floral displays at the conservatory.

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INTELLIGENT TRANSPORT SYSTEMS

Self-driving shared vehicles could take 9 out of 10 cars off city streets A new study by the International Transport Forum has found that Fleets of “TaxiBots” and “AutoVots” can deliver today’s mobility with significantly fewer cars. According to the study, which was published by the ITF at the OECD, a fleet of self-driving shared cars could make up to 90% of conventional cars in mid-sized cities superfluous. The study found that even during peak hours, only one third (35%) of the current number of cars would be needed to provide the same number of trips as today.

ITF researchers used actual transport data from Lisbon, Portugal, to modal the impact of two concepts: “TaxiBots”, self-driving vehicles shared simultaneously by several passengers (ride sharing) and “AutoVots”, which pick-up and drop-off single passengers sequentially (car sharing).

Importantly, the study was conducted on the premise that the urban mobility system upgrade with a fleet of TaxiBots and AutoVots should deliver the same trips as being currently undertaken in terms of origin, destination and timing and second, that the system should aim to replace all car and bus trips. It looked at the impacts on car fleet size, volume of travel and parking requirements over two different time scales: a 24-hour average and for peak hours only.

The largest reduction is achieved where a fleet of TaxiBots is complemented by a subway or other high-capacity public transport. The study found that nearly the same mobility can be delivered with 10% of the cars TaxiBots when combined with high-capacity public transport, giving it the potential to remove 9 out of every 10 cars in a mid-sized European city.

Interestingly, even in the scenario that least reduces the number of cars (AutoVots without high-capacity public transport), it was found that over 50% of cars would no longer be needed.

In addition, the need for on-street parking spots could be virtually eliminated with a fleet of shared self-driving cars, freeing up a significant amount of public and private space. In fact, in all cases examined, selfdriving fleets completely removed the need for on-street parking in the model city, freeing up some 1.5 million square metres (20%) of road space. The study also allowed for the removal of up to 80% of off-street parking, generating new opportunities for alternative uses of this valuable space.

Under the automated system, it was found that while the number of cars is drastically lower, the overall volume of car travel would

likely increase due to detours for pick-ups/ drop-offs, repositioning and a shift from bus trips to shared cars. A TaxiBot system with high-capacity public transport would result in 6% more car-kilometres travelled than today, because these services would have to replace not only those provided by private cars and traditional taxis but also all those provided by buses. An AutoVot system in the absence of high-capacity public transport would nearly double (+89%) car-kilometres travelled. This is due to repositioning and servicing trips that would otherwise have been carried out by public transport. Impacts on congestion would depend on system configuration.

The additional travel could increase environmental impacts, if the fleets used conventional engines, but this could be overcome through the use of electric vehicles. Interestingly, if EV’s were used, the study calculated that even with the currently available EV technology, the TaxiBot fleet would only require 2% more vehicles to accommodate for battery re-charging times and reduced travel range.

Full results and video is available at: www.internationaltransportforum.org

ITS Australia contributes to 14th Asia Pacific Forum The 2015 Asia Pacific Forum has welcomed the high technology Intelligent Transport Systems community to the 2,500 year old - and rapidly modernising - Chinese city of Nanjing.

ITS Australia Chief Executive Officer Susan Harris said that the welcome from hosts Jiangsu Provincial Department of Transport has been warm. “The rapidly developing economies of the Asia Pacific Region make the Asia Pacific Forum an increasingly important annual venue for the exchange of ideas and experiences about Intelligent Transport Systems,” Susan Harris said.

A highlight at the capacity crowd opening plenary session was the announcement of the 10 winners of the ITS Australia Asia Pacific Student Scholarships Program. The winners of participating nations China, Hong Kong, Indonesia, Japan, Korea, Malaysia, New Zealand, Singapore, Taiwan and Thailand were awarded their prize packages, which included: • Scholarship Award winners will be introduced at a ceremony at the 23rd World Congress on ITS in Melbourne in 2016 before 7,000 ITS professionals

60 Highway Engineering Australia | April 2015

• Free Student Registration to the 2016 World Congress • A call for papers invitation to participate in the 2016 World Congress as a speaker • Up to Aus$5000 cash towards expenses to attend the 2016 World Congress in Melbourne This Asia Pacific Student Scholarship Program was created to support and encourage student attendance and participation at World Congresses globally and to recognise and showcase student excellence from the Asia Pacific Region.

To build on the Asia Pacific Student Scholarship Program, ITS Australia launched an ITS Future Innovators Club designed to provide a platform to foster innovation among keen, creative young students. Initial response to this ITS Australia initiative at the Asia Pacific Forum was positive and other regions have expressed interest in the program.

A special guest of the ITS Australia delegation to the Asia Pacific Forum this year

is Australian winner of the 2014 ITS Australia Young Professionals Award Luke Madigan. A Senior Electrical Engineer at the Queensland Department of Transport and Main Roads, his award included free flights, accommodation, registration and the opportunity to present a paper at the Asia Pacific Forum.

The Forum also provided an excellent opportunity for trade promotion and industry development, with a visit to the Australian and New Zealand stands and displays of Cohda Wireless leading edge connectivity and Traffic Technologies systems by the 100 strong Chinese Government delegation.

With the 23rd World Congress on ITS to be held in Melbourne in 2016, the Forum also provided an ideal opportunity for delegates to get to know a little more about Australia. Hundreds of Asia Pacific Forum delegates were introduced to some new Australian friends thanks to the cuddly Koalas which were on the ITS Australia stand in the Exhibition hall and at the ITS Australia networking function.

INTELLIGENT TRANSPORT SYSTEMS

Iteris partners with Here on advanced traffic data and analytics Iteris has been selected, along with HERE to compete with a small group of other companies to provide traffic data and analytics for the I-95 Corridor Coalition, which stretches nearly 2,000 miles from Maine to Florida.

Iteris will work in partnership with HERE to deliver advanced traffic analytics to support the Coalition, allowing decision-makers to closely monitor traffic and weather conditions, measure performance, optimise operations, and communicate actionable information to traffic engineers. Iteris plans to provide the I-95 Coalition with a robust website, analytic tools, and archiving capabilities for real-time and historic traffic and weather information.

Iteris will utilise its iPeMS software platform which measures, manages, and visualises transportation networks, providing real-time, actionable information to optimise vehicle through-put of the entire network. With iPeMS, Iteris is able to deliver next generation

cloud-based solutions that bring the power of advanced data analytics to performance monitoring, MAP-21 reporting requirements, traffic prediction, and hyper-local weather conditions to the public marketplace.

“The opportunity provided by the I-95 Coalition members confirms the integral role of technology in traffic management operations,” said Iteris’ Tom Blair, senior vice president, iPerform. “We currently work with HERE to deliver innovative, real-time visual analytics, and traffic data services to agencies and look forward to serve the eastern seaboard.”

Roy Kolstad, VP Enterprise Sales, HERE commented: “Our traffic services, along with the Iteris iPeMS platform, can enhance the movement of people and goods along and within this corridor. We look forward to working with the states to enhance their

Tata Motors launches school bus telematics service Tata Motors has launched ‘Tata SKOOLMAN’, a telematics based tracking solution, aimed at addressing student safety during school bus travel. The Tata SKOOLMAN will be standard on the Tata Ultra school bus range and will be available for after-market fitment on other model buses.

Making its debut at the SIAM Bus & Special Vehicle Show earlier this year, the all-new Tata ‘Ultra BS3 – Safe School Bus’ is the first to be equipped with the Tata SKOOLMAN technology.

In addition to providing a host of safety features, the Tata SKOOLMAN also makes it convenient for parents to track the arrival and departure of their children in real time (through SMS alerts), live tracking on a map or via a mobile phone application. Tata SKOOLMAN also provides an effective fleet management tool for schools/bus fleet operators to plan bus routes better and manage their school bus fleet more effectively.

Commenting on the occasion, Mr R Ramakrishnan, Senior Vice President,

62 Highway Engineering Australia | April 2015

Commercial Vehicles Business Unit, Tata Motors said, “Safety of children is of paramount importance to Tata Motors as it is to parents who entrust them in the hands of schools every day. In our endeavour to make School transit safer, Tata Motors are proud to announce the launch of the Tata SKOOLMAN telematics system and the Tata Ultra Safe School Bus here today.

“We are confident that these products will represent a giant step towards ensuring safe transit for school children,” he said.

operations and provide valuable traveller information to citizens. The I-95 Coalition members will have the opportunity to receive the highest quality data, tools and support in the most efficient manner possible.”

George Schoener of the I-95 Corridor Coalition commented: “The I-95 Coalition is pleased to announce the completion of a very thorough competitive process for procuring real-time speed, travel time data and analytics.

As a result, the Coalition secured even higher quality specifications for accuracy, timeliness and granularity of the data. Additionally, the network emphasis was expanded to include freeways and arterials – creating an industryFirst, multi-vendor, unified operations picture that spans critical road classes. We’re looking forward to working with the HERE and Iteris team as part of this important project.”

Source: ITS International

About ITS Australia Established in 1992, Intelligent Transport Systems Australia (ITS Australia) is an incorporated, not for profit organisation that represents the ITS sector - fostering the development and deployment of ITS in Australia.

ITS Australia’s aim is to provide a forum to guide the development and integration of technologies, systems and standards.

ITS Australia represents many organisations and companies involved in ITS, including infrastructure providers, hardware and software suppliers, content aggregators, service providers, vehicle manufacturers, transport companies and government agencies.

Together with providing a variety of networking opportunities and fostering information exchange, membership of ITS Australia also provides an opportunity for companies, organisations and individuals to participate in setting the agenda for ITS in Australia.

For more information, visit www.its-australia. com.au or telephone 03 9646 6466.

Selected articles reproduced by permission.

Highway Engineering Australia gratefully acknowledges the assistance of ITS Australia and ITS International in sourcing content.

INTELLIGENT TRANSPORT SYSTEMS

Safe and efficient design for the 21st Century Held every five years, the International Symposium on Highway Geometric design aims to encourage the continuous improvement of highway geometric design.

The event focuses on the latest breakthrough practices relating to highway engineering in its different life phases, including daily operational effects and safe highway designs.

The symposium consists of informative podium sessions on geometric design issues throughout the world, together with country reports featuring: • recent developments in road design; • policy and practices; • technical software demonstrations; • design and research products; and • technical tours of local highway design and construction practices.

The Canadian host city – Vancouver, British Columbia, with a population of 2.5 million people – is one of the most beautiful and livable cities in the world.

With its beaches, towering coastal mountains, extensive coastline, a multicultural population and world class cuisine, Vancouver is a wonderful city to experience as a tourist and symposium participant.

The ISHGD Symposium is an opportunity for engineering professionals to meet to advance the collective knowledge around geometric highway design.

The latest research and the newest innovations are brought forward in an engaging environment. This is your opportunity to contribute to the engineering profession and meet your peers in an educational setting.

April 2015 | Highway Engineering Australia 63

ROAD SAFETY

New Queensland road safety initiative A forum held at Queensland’s Parliament House represents the first step to what two government ministers call “a concerted campaign to maintain safety on Queensland’s vast road network”.

The Safer Roads, Safer Queensland forum was held on 10 April by Police, Fire and Emergency Services Minister, Jo-Ann Miller, and Minister for Main Roads and Road Safety, Mark Bailey.

The government convened the forum following the worst Easter road toll in Queensland in more than 20 years.

Minister Miller said that in the week to 10 April, 10 people had died on Queensland roads in accidents that potentially could have been avoided.

“We must turn these terrible statistics around.”

More than 50 delegates, including representatives from the RACQ and CARRS-Q, will join road safety experts to work with government on ways to address the spike in the road toll.

“This forum is an opportunity for all of us to share ideas and strategies to maintain safety on our roads. It’s a critical issue and one that demands further public attention and action,” Ms Miller said.

The annual cost of road fatalities and injuries to the Queensland economy is estimated to be more than $4 billion, making it a significant public health issue.

Last year, 223 people lost their lives on Queensland roads. The number of hospitalised casualties is on the rise. Nearly 7,000 Queenslanders sustain life-changing injuries year-on-year as a result of serious road crashes.

“The total economic, social and emotional costs of serious road trauma on this scale are enormous and enduring,” Ms Miller said.

Minister Bailey said the forum was an opportunity to assess what steps needed to be taken to curb the spike in the road toll.

“Road safety is everyone’s responsibility.

We need to commit to a strategy and plan of action that will make a real difference.

“Over the coming months, we will release a new road safety strategy and action plan for the next two years and mobilise others to join us.

“The ideas and strategies from the forum, along with feedback from the broader community, will play a crucial role

64 Highway Engineering Australia | April 2015

in formulating new policies and road safety initiatives.

“Past experience has shown that when governments are able to tap into the collective policy firepower, resources and ideas of business, industry and the community, road safety is improved. That’s our aim,” Mr Bailey said.

The strategies and ideas that flow from the forum, along with community feedback, will be assessed and reviewed by a steering committee, which will report back to government by mid-May 2015.

New road safety commissioner for WA A Commissioner of Road Safety will be appointed by the Western Australian Government as part of a major shake-up of road safety governance in the state.

Road Safety Minister, Liza Harvey, said the government would immediately start to implement recommendations from the Review of Road Safety Governance in Western Australia.

The government broadly accepted the 56 recommendations of the Browne Review.

Mrs Harvey said changes were needed to ensure that increased funding available to road safety initiatives would deliver reduced trauma on the state’s roads.

“Western Australia’s road safety governance structure is nearly two decades old. It has not evolved to reflect the significant increase in funding provided by this government’s decision to transfer 100 per cent of speed and red-light camera infringement revenue to the Road Trauma Trust Account.

In 2014-15, the government will spend a record $100 million from the Trust Account, including $55 million on direct road improvements.

“I am confident the new Road Safety Commissioner will provide a fresh outlook and robust leadership to achieve further reductions in road trauma in our state through safer roads, enforcement and education,” Minister Harvey said.

“This step further demonstrates the government’s strong commitment to road safety as we continue to implement the Towards Zero Road Safety Strategy 20082020.”

Mrs Harvey said other recommendations to be implemented included:

• replacing the Road Safety Council with the Road Safety Advisory Council and expanding its membership to include vulnerable road users and regional representation; and • introducing a road safety experts panel to provide guidance on Road Trauma Trust Account submissions, policy advice to the commissioner and serve on the new Road Safety Advisory Council.

The commissioner will report directly to the Minister and assume responsibility for implementing the recommendations of the review. The Public Sector Commissioner is working to establish the position and recruit a person to fulfil this role.

It is anticipated an interim commissioner will be in place by July 1, 2015, to oversee the establishment of the Office of the Commissioner for Road Safety.

Safety upgrade for Great Western Highway Works on a $96 million Forty Bends and $70 million Hartley Valley Safety package have begun as part of the Great Western Highway - Katoomba to Lithgow upgrade.

The overall upgrade is valued at $250 million – $200 million coming from Australian Government coffers and the other $50 million from the New South Wales Government.

The works will improve safety for all motorists and freight operators using the highway, which is a key transport link between Sydney and Bathurst.

The Australian Government is fully funding the Forty Bends component of the project, which will upgrade the existing two and three-lane undivided road to a full, threelane divided highway.

The improvements will also reduce the chance of black ice forming on the road, improve the road’s alignment and boost traffic efficiency.

The second component of the project is the Hartley Valley Safety Works, which will receive $56 million from the Australian Government and $14 million from the State Government.

These works will upgrade several intersections and widen the road shoulders, which will allow traffic to enter and leave the highway safely and efficiently.

ROAD SAFETY

Black Spot Funding for Northern Territory

More than $2 million has been allocated to fix eight Black Spot projects in the Northern Territory, with an additional $606,000 set aside for black spots nominated by the community.

The Territory funding is part of the Australian Government’s $500 million commitment to the Black Spot Program in the 2014 Budget.

The commitment included an additional $200 million over two years from 2015-16 to fast-track investment in infrastructure across the country.

The projects are expected to prevent 49 injury crashes over 10 years, and deliver economic dividends of around $14 million.

Federal Member for Solomon and Chair of the Northern Territory Black Spot Consultative Panel, Natasha Griggs, said investment in Black Spot projects would deliver safer roads through targeted upgrades.

“These black spot projects are targeted, local actions to save lives and reduce accidents.

“This has been a community-led program, with suggestions from local drivers who are on these roads every day, vetted by a local, expert panel.

“More sites are being investigated and the Consultative Panel will meet again in June 2015 to allocate the remaining $606,000 of available funding to further projects for 2015-16.”

Improving SA’s Laura to Gladstone Road Work started in March on a $1.2 million upgrade of almost three kilometres of the Laura to Gladstone Road in South Australia’s mid-north.

A 2.8 kilometre section of the road is being reconstructed and widened to improve safety in the region under the SA Government’s Periodic Road Maintenance Program.

The improvements are part of a broader $3.5 million commitment to upgrade the entire nine kilometre section between Laura and Gladstone over three years.

The road is a key part of the B82 route which traverses the wine, farming and tourist region of the Clare Valley.

SA Minister for Transport and Infrastructure, Stephen Mullighan, said the work honoured a commitment made by the State Government to independent MP and Regional Development Minister, Geoff Brock.

Under the commitment to Mr Brock, three other projects totalling $1.94 million have begun or been completed this year. They are safety upgrades on the Bute to Kulpara Road, the Augusta Highway and the RM Williams Way.

New safety initiatives to protect Tasmanian cyclists The Tasmanian Government has adopted a dual approach to improving the safety of cyclists.

Changes to the state’s road rules, which came into force from February 25, allow motorists to cross continuous white lines to pass cyclists when safe to do so.

New cyclist warning signs are also being rolled-out as part of the safety initiative.

State Infrastructure Minister, Rene Hidding, said the government promised before the election to install new warning signs along popular cycling routes around Tasmania and the signs were being installed.

“High use cycling routes were selected in consultation with local councils, cycling groups and cyclists through the Road Safety Advisory Council’s Cycling Safety Steering Committee,” Mr Hidding said.

“There are two versions of the sign. One depicts a recommended passing distance of one metre for roads with speeds of up to and including 60-kilometres-an-hour, and the other a recommended passing distance of 1.5 metres for roads above 60-kilometres-anhour.

“The diamond advisory sign depicts a motorist passing a cyclist at these recommended distances. The sign also includes a supplementary plate with the words ‘pass cyclists safely’.”

Mr Hidding said the signs aimed to: • increase driver awareness of the presence of cyclists on roads popular with cyclists; and • encourage motorists to pass cyclists safely, but only when safe to do so. ●

April 2015 | Highway Engineering Australia 65

ROAD SAFETY

Roaddata achieves accreditation as inspection body It has become apparent over time that it is possible to make claims about service provisions and capabilities that are not easily substantiated by the customer.

As a measure of the integrity that Roaddata Pty (Australia) and Roaddata Ltd (NZ) aspire to, management chose to expose its processes to the rigors of external appraisal and, at the same time, seek accreditation at an international level.

Roaddata is proud to announce it has been successful in its objective and is now an Accredited Inspection Body in New Zealand, and registered with International Accreditation New Zealand (IANZ).

The accreditation is acknowledged and recorded with National Association of Testing Authorities (NATA) Australia.

Roaddata is sure the work undertaken to meet accreditation will be appreciated by its clients in terms of increased confidence levels in inspection results undertaken by the company.

New resource for Mobile Signs Retroreflectivity Measurement Roaddata is conscious of the need for road asset managers to have an accurate and functional method for the physical and financial control of their network signage.

To meet these objectives, the company has been using its expertise to find and assess viable options which meet the requirements for a fast, safe and cost-effective system.

Worldwide research has revealed a number of companies that offer solutions compatible with Australasian road asset management.

As a result of this work, Roaddata is now able to offer an exclusive service for the

66 Highway Engineering Australia | April 2015

mobile collection of data of network signage inventories.

The service utilizes advanced European technology that has been independently appraised by the Texas Transportation Institute. The system was adjudged to be viable for determining signage retroreflectivity performance.

Along with the retro data generated, a comprehensive inventory of signage is created.

The signage inventory includes information such as GPS Location, separate background and legend color retroreflectivity (ASTM E 1709) measurements, sign dimensions, height above ground and offset with respect to lanes. Geometry-based classification enables direct referencing to handheld instruments.

Are you managing your RRPM assets?

The performance of road markings continues to be an important contributor to accident reduction and safety.

Be it lane delineation, directional information, Reflective Pavement Markers or Audio Tactile Rumble strips, retroreflectivity is the common denominator in providing road information to drivers at night on our highways.

Roaddata has further developed its mobile Retroreflectivity Measuring Service by developing systems for RRPM recognition.

Utilising Roaddata’s Mobile Measuring Instruments and the development of sequencing software, the location of both working and non-performing (or missing) RRPMs can be determined.

This service is available separately or supplied as additional information during the course of Mobile Retroreflectivity Measuring.

Retroreflectivity Measuring Instruments Along with Roaddata’s Mobile Retroreflectivity Measuring Service, it is also the Australasian supplier of the proven Zehntner range of hand-held Retroreflectivity Measuring Instruments.

The range of instruments is even more user friendly with the introduction of a Factory Re-Calibration Service which is available in conjunction with the RIAA Biannual Conferences in Australia or the alternate year’s biannual Conference of the NZRF in New Zealand.

Roaddata is able to supply a comprehensive range of measuring tools to the road marking industry, manufacturers of signage, suppliers of product for markings, RRPMs. In conjunction with Zehntner, it is also able to provide solutions to specific problems that are identified periodically in the measuring field.

For further information on this service, contact Urban on freecall 1800 81 61 83 or email: urban@roaddata.co.nz

Improved safety on the Western Highway Work is underway on the Western Highway, one of Victoria’s busiest rural highways and most significant interstate freight routes.

The highway serves interstate trade and supports farming, grain production, tourism and a range of regional manufacturing and service activities.

The duplication of approximately 15.4 kilometres of the highway, from Beaufort to the east of Buangor, is allocated funding by the Federal and State Governments.

Key objectives of the project include: • duplicating the highway to an ‘M’ road standard; • reducing travel time by improving capacity and setting a posted speed limit of 110 km/hr; • improving safety at intersections and access to adjoining properties;

• ensuring provisions for high-productivity vehicles; and • complementing any future by-passes of Beaufort and Ararat.

The project delivers key safety benefits for Western Highway road users. Its scope includes: • upgrades to the existing carriageway; • provision of new service roads and intersections; and • new bridgeworks at Eurambeen Streatham Road, Fiery Creek and Charleycomb Creek.

Design of the project coincided with the VicRoads approval of the Ezy-Guard Smart system into the Victorian safety barrier market.

Due to its proven high performance, the MASH Test Level 3 system was chosen to mitigate many of the associated safety hazards from such a busy highway.

The modern and increased level of containment that the Ezy-Guard Smart system offers will future-proof many of the safety aspects on this part of the highway against the evolution of the vehicle fleet.

Installations include median and verge applications to prevent run off-road vehicles from impacting rigid roadside hazards or entering non-recoverable embankments.

These verge installations are terminated by the energy absorbing ET2000 Plus end terminal.

Installation was carried out by Premier Fencing Pty. Ltd., one of the leading dedicated installers of road safety barriers in Victoria.

Working with the designers, head contractor, Lend Lease, and the installer, Ingal Civil Products, provided the type of quality products and service the industry has come to rely on from Australia’s number one supplier of road safety barriers.

April 2015 | Highway Engineering Australia 67

BRIDGES

Upgraded bridges critical to road network More than 100 bridges throughout Australia will be upgraded with funding under the Federal Government’s $300 million Bridges Renewal Program and the ongoing Roads to Recovery initiative.

“These commitments are about making sure our roads and bridges support the economic and social activities of our regional communities.”

QUEENSLAND

The first tranche of the Bridges Renewal Program will provide for the upgrade of 29 bridges in New South Wales, 18 bridges in Victoria, 17 in Queensland, six in the Northern Territory, five in Tasmania and three in the ACT. In addition, 25 bridges in Western Australia will be improved under the Roads to Recovery program. That work will start this year, with $9.56 million being provided to upgrade the bridges over three years.

The Bridges Renewal Program is designed to bolster the productivity of Australia’s local bridges and drive greater efficiency in road freight and traffic movement.

Seventeen bridges across the state will be upgraded with funding of $53.36 million from Canberra.

Queensland Minister for Main Roads and Road Safety, Mark Bailey, said the new, twolane concrete bridges would significantly improve access for a number of local communities across regional Queensland.

“These upgrades are particularly important for people in regional areas who rely on a safe and efficient road network. The planned upgrades will also improve access for the movement of freight and other goods in regional and rural parts of the state.”

Minister Bailey said councils would play a vital role managing 11 of the 17 bridge upgrades.

NEW SOUTH WALES

NORTHERN TERRITORY

Under the program, $25.8 million in Federal funds will be pumped into bridges in New South Wales, matched by funding proponents. The Federal Government received over 100 upgrade proposals with local government playing a key role.

Twenty-eight of the 29 successful projects were submitted by councils.

VICTORIA

Eighteen bridges will be upgraded with $12.8 million in Federal funds, again matched by funding proponents.

Twelve of the successful projects were put forward by councils.

Victoria’s Roads Minister, Luke Donnellan, said he welcomed the funding as part of the State Government’s Stronger Country Bridges Program which would improve productivity and help regional communities to access markets with improved efficiency.

68 Highway Engineering Australia | April 2015

Six bridges will be upgraded with $6.25 million in Federal funds, matched by the Northern Territory Government.

Territory Transport Minister, Peter Chandler, said the projects being funded included upgrades to six key bridges in the Territory’s East, forming a significant improvement to the overall network.

“The Tablelands Highway is a valuable transport link for regional towns in the Northern Territory, particularly for those getting cattle to market,” Mr Chandler said.

“These bridges are spread over more than 200 kilometres and will ensure road and freight traffic can get to their destinations quickly.”

TASMANIA

Five bridges across Tasmania will be upgraded with $4.5 million in Federal funds, matched by funding proponents.

Tasmanian Minister for Infrastructure, Rene Hidding, said three of the four successful projects were proposed by local government and reflected the importance of bridge upgrades to small communities.

“Councils will play a significant role in managing these projects, and in ensuring these bridges can continue to contribute to productivity and community access.

“One example is the Westmoor Bridge near Cressy, which on completion, will increase flood immunity and improve access to local agriculture, ultimately contributing to Tasmania and the national economy.”

WESTERN AUSTRALIA

Four bridges will be upgraded with Federal funding of $9.9 million and matching WA Government funding.

State Minister for Transport, Dean Nalder, said the bridge upgrades would deliver vital improvements to the local community.

“Two bridges on the South Western Highway near Bunbury – a key freight link between Perth and Bunbury – will be upgraded. This will ensure no load limits need to be placed on heavy vehicle traffic in the near future.

“Similarly, two bridges on the South Western Highway near Byford will be upgraded, removing a detour through urban Perth for restricted vehicles. This will cater for Western Australia’s rapid growth in freight movements.”

ACT

Three bridges in the ACT will be upgraded with $800,000 in Federal funds, matched by the ACT Government.

ACT Chief Minister, Andrew Barr, said the project being funded covered three critical bridges in the Territory representing a significant upgrade to the local road network.

“One bridge on Fairbairn Avenue and two bridges on the Monaro Highway will be upgraded to increase load limits, ensuring heavy vehicle traffic continues to move efficiently throughout Canberra.”

BRIDGES

Take your

Tasman Bridge – 50 years on

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One of the largest bridge projects undertaken in Tasmania marked its 50th anniversary on March 29.

The Tasman Bridge – part of the Tasman Highway – is a key traffic route from Hobart’s Central Business District to the city’s Eastern Shore.

Construction of the bridge began in April 1960, with more than 400 workers employed on site at peak times. Two lanes were operational on 18 August 1964, and all four lanes were carrying traffic on 23 December.

The official opening by a former Governor-General of Australia, Prince Henry, The Duke of Gloucester, occurred on 29 March 1965.

Nearly 10 years later, on 5 January 1975, the bulk carrier Lake Illawarra crashed into the bridge, bringing down three spans and claiming the lives of 12 people. The 40th anniversary of that tragic event was commemorated earlier this year.

The rebuilt and upgraded bridge, with a fifth lane and extra safety measures, was opened on 8 October 1977.

Today, the Tasman Bridge remains Tasmania’s most important transport infrastructure asset.

SIAMA’s unique combination of hardware and software provides a highly accurate, extremely reliable and costeffective automated infrastructure asset inspection solution capable of delivering detail on a scale never seen before.

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April 2015 | Highway Engineering Australia 69

BRIDGES

New South Wales bridge funding initiatives New bridges will be constructed and existing bridges upgraded in regional New South Wales over four years under funding initiatives that are additional to annual road and freight budgets.

The work will be carried out under the $210 million Bridges for the Bush and $89 million Fixing Country Roads programs which are examples of Restart NSW funding initiatives.

Bridges for the Bush $135m funding from Restart NSW and co-funding from the annual roads budget and Commonwealth values the total package of works at $210 million.

Examples of projects include: • $55m new bridge at Kapooka (under construction); • $32m new bridge at Gunnedah (planning underway); • $17m new bridge over Wakool River (planning underway); • $16.4m new bridge at Gooloogong (opened February 2015); and • $12.2m new bridge near Wee Waa (under construction).

Fixing Country Roads $42.85m from Restart NSW and co-funding from regional councils, Commonwealth and industry values the total package of works at $89 million.

Kapooka Bridge NSW

Project examples are: • $2.59m new Gobarralong Bridge near Gundagai (jointly funded with Gundagai Shire Council and Commonwealth); • $1.53m new Abercrombie River Bridge (jointly funded with Upper Lachlan Shire Council and Commonwealth); and • $740,000 new Starr’s Crossing Bridge (jointly funded with Upper Hunter Shire Council and Commonwealth).

Annual roads and freight budget More than $15 billion has been spent since March 2011 for roads and bridges in regional NSW. Project examples include: • $16.4m to help Port Macquarie-Hastings Council build a new $26m Stingray Creek Bridge (works commence in mid-2015); • $8.35m new bridge over Bogan River east of Bourke on Kamilaroi Hwy (opened December 2012).

• $3.5m to help Uralla Shire Council build a new $4m bridge at Emu Crossing near Bundarra (under construction).

Companies bid for new Mandurah bridge

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70 Highway Engineering Australia | April 2015

Three infrastructure companies have been shortlisted by the Western Australian Government to prepare detailed proposals to replace the historic Mandurah Traffic Bridge with a new four-lane bridge.

Georgiou Group, Lend Lease Engineering and the OHL/York Joint Venture were selected by the government from eight industry submissions.

They will now prepare detailed concept designs for the new fourlane traffic bridge to provide safer and more efficient connectivity for Mandurah residents and road users.

The government is providing $40 million for the upgrade and the City of Mandurah is contributing $3 million.

The Old Mandurah Traffic Bridge was constructed in 1953 from timber and concrete, and a reinforced concrete overlay was applied in 1987.

More than 24,000 vehicles per day travel over the bridge which provides a link from the Mandurah city and commercial centre on the east side of the estuary to the residential and coastal areas on the west side.

WA Transport Minister, Dean Nalder, said engineering investigations had found the 62-year-old bridge was near the end of its operating life and a replacement bridge would provide for increased traffic capacity, as well as a shared-use path to improve walking and cycling facilities.

“The old two-lane timber bridge has had its load capacity limited because of its age, condition and maintenance requirements, which is an obstacle to smooth traffic flows and long term road safety.”

Main Roads will select a preferred proponent from the three detailed proposals in mid-2015, with construction likely to start late this year. Work is expected to be completed by the end of 2017.

The project works include demolishing the existing bridge, interpreting the history of this important Mandurah landmark and creating a new bridge that reflects the local culture and recreational use.

BRIDGES

Handling heavy expectations It is often said that a wharf is basically a bridge over water with just one abutment.

Wharf structures, in particular bulk material loading wharves, are subjected to unusually higher-order loadings not commonly applicable to land-based road bridges.

Such onerous loadings arise from wind and wave actions, and from the very nature of the live loads imposed by the bulk material ship loaders.

Granor Rubber and Engineering has recently been involved in the supply of structural POT-type support bearings for the wharf structures at the Roy Hill and the Fortescue Mining Groups AP-5 wharf structures at Port Hedland in Western Australia.

These wharf structures required POT bearings to accommodate unusually high vertical loads up to 19,000kN ULS with co-existing lateral loadings up to 5,500kN ULS. Many of the bearings were also required to resist occasional, but significant, vertical uplift loadings of up to 1,700kN ULS. Such parameters required significant design considerations, manufacture capacity and, most importantly, the ability to physically replicate and test such bearings at Ultimate Limit State (ULS) load conditions.

Bridge Bearings & Expansion Joints GRANOR RUBBER & ENGINEERING PTY. LIMITED 8 Reid Street Bayswater VIC 3153 Australia T +61 3 9762 9699 F +61 3 9762 9611 E info@granor.com.au W www.granor.com.au

April 2015 | Highway Engineering Australia 71

BRIDGES

Granor was able to facilitate all of these outcomes of design, manufacture and testing of the POT bearings for these two significant projects by employing a combination of in-house Granor and overseas partnership manufacturing.

The overseas-based partner, FIP Industriale Spa, was able to provide the large capacity testing facility that enabled the fullscale testing of the larger of the required POT bearings. The stateof-the-art 80,000kN vertical/7,000kN lateral capacity testing press at FIP Industriale Spa is one of the largest test presses world-wide.

Granor now enjoys a capacity statement for POT bearings that covers all feasible loading combinations that a designer may require for support of any size bridge, wharf or civil structure, no matter how large or complex.

Whilst the “POT” bearing concept of structural support bearings is the historical default used for Australian bridges, recent evolution of the “Spherical” concept of bearing has made its use more viable and, in some cases, advantageous over the “POT” bearing.

The modern designed Spherical bearings adopt the use of a high-stress capacity slide material at their translating and rotational component interfaces, providing for bearings that are dimensionally smaller than POT bearings for the same loading.

Granor, in partnership with FIP Industriale Spa, is now one of only a few world-wide entities capable of providing such high stress capacity Spherical type bearings for structures.

72 Highway Engineering Australia | April 2015

The further unique to Granor designed Graflon Series “B” slide bearings, commonly used for lighter structures and conveyor gallery supports, means that Granor covers a broad range of structural support slide movement type bearings.

Elastomeric Bearing Strip and Pads, and Laminated Elastomeric bearings rounds out the capacity statement for Granor with respect to structure-support bearings For further information email info@granor.com.au or go to www. granor.com.au

IAP CASE STUDY

IAP What’s In It For Me? FORBES SHIRE COUNCIL PROVIDING HIGHER PRODUCTIVITY VEHICLE ACCESS “Having the Intelligent Access Program (IAP) as a compliance assurance tool has been a catalyst to opening up the opportunity to develop a Higher Mass Limits (HML) network within Forbes Shire”

ABOUT FORBES SHIRE COUNCIL

Located in central western New South Wales, Forbes Shire Council occupies an area of 4,715 square kilometres with an estimated population of 9,600, approximately 7,000 of whom live in Forbes.

Forbes is approximately 385km west-north-west of Sydney with direct access to Melbourne and Brisbane via the Newell Highway, and Adelaide through the Mid-Western Highway via West Wyalong or the Sturt Highway via Narrandera.

Agricultural industries including beef, sheep, pigs, grains and fruit growing underpin the economy of Forbes Shire Council. Forbes has a saleyard, extensive grain storage facilities and a honey factory.

HIGHER MASS LIMTS (HML) ACCESS TO AND FROM FORBES

Access for 26 metre B-doubles is available between Melbourne and Brisbane on the Newell Highway; and on either the Mid-Western or Sturt Highways to Adelaide.

HML access for B-doubles from Forbes is also possible to Condobolin via Parkes, Grenfell via Marsden and Griffith via either the Mid-Western Highway or the Temora-Yenda Road.

74 Highway Engineering Australia | April 2015

PRIORITIES IN DEVELOPING THE REGIONAL AND LOCAL ROAD NETWORKS WITHIN FORBES SHIRE COUNCIL

Forbes Shire Council has 1,870km of local roads, 1,070km of which are unsealed and 46 bridges, (including culverts over 6m in length), four of which are either timber or Bailey bridges.

David Tinlin, Manager, Technical Services at Forbes Shire Council says that Council has identified priorities for upgrading the regional and local road network to permit access for HML vehicles.

“In recognition of the potential productivity benefits to transport operators, Council’s priority is to improve HML access on the Regional road network, to ensure HML access is possible on local roads in industrial areas and roads which connect receival facilities for grain and livestock,” said Mr Tinlin.

“Type 1 A-double road train access at HML, Modular B-triple access at General Mass Limits (GML) and 26 metre B-Double access at HML is possible from Condobolin to Forbes, as far as the Parkes Shire Council

IAP CASE STUDY

boundary however, vertical and horizontal alignment issues inhibit access on local roads within the Forbes urban area.”

“Council is currently upgrading the Forbes-Bogan Gate Rd and has plans to redirect this route to join the Newell Highway near Back Yamma Rd at Daroobalgie, north of the present Highway intersection,” said Mr Tinlin.

Although HML access is not currently possible to a number of grain silos in the Forbes district, including Forbes, Garema, Wirrinyna and Yarrabandai, Council acknowledges these access issues must be addressed.

ACCESS FOR HML VEHICLES AND OTHER HIGHER PRODUCTIVITY VEHICLES WITHIN FORBES SHIRE COUNCIL

Type 1 A-double road trains and Modular B-triple access at GML is permitted on the Newell Highway between the intersection of Lachlan Valley Way and the Newell Highway, south west of Forbes and the intersection of Back Yamma Rd at Daroobalgie, between Forbes and Parkes.

“Type 1 A-double road trains and Modular B-triples operating at GML can access the Central West Livestock Exchange on Back Yamma Rd as well as Mountain Industries’ premises which include grain and fertiliser silos, grain drying, aspirated and gravity grading facilities and intermodal facilities off Abattoir Road.

“However, access restrictions apply at certain times for Modular B-triples operating at GML on Back Yamma Road on school days.

“Forbes Shire Council has also approved access for 26 metre B-doubles on all of these roads as well as to the Red Bend grain silo on Wongajong Rd off Lachlan Valley Way,” Mr Tinlin said.

PRODUCTIVITY, EFFICIENCY AND ENVIRONMENTAL BENEFITS

Forbes Shire Council recognises productivity, efficiency and environmental benefits flow from opening up regional and local roads to HML vehicles.

“The opportunity to expand the HML road network within the Council’s boundaries underpins network improvements, enabling local farmers and other businesses to take advantage of HML access along

the Newell Highway corridor as well as to markets in Sydney and elsewhere.

“Council’s policy is to approve HML access on regional and local roads where the road conditions make access possible and on application from a transport operator.

“Council welcomes applications from the trucking industry to access local roads which in the opinion of Council are of a standard to support HML vehicles.

“Having the Intelligent Access Program (IAP) as a compliance assurance tool has been a catalyst to opening up the opportunity to develop a HML network within Forbes Shire Council,” Mr Tinlin said.

IAP INFORMATION

For further information, visit the TCA website: www.tca.gov.au

AT A GLANCE ● Forbes Shire Council is centrally located with access to major capital cities along the eastern seaboard ● Council has identified road upgrade priorities for HML vehicles ● Council recognises productivity, efficiency and environmental benefits flow from opening up regional and local roads to HML vehicles ● Council welcomes applications from the trucking industry to access local roads.

The information contained in this case study is intended to convey the experiences of the transport operator/s concerned. The benefits of IAP mentioned in this case study may not be true for all transport operators. Transport operators should consider the appropriateness of IAP to their business operations, objectives and circumstances before enrolling in IAP. Information in this case study has been provided by Forbes Shire Council.

April 2015 | Highway Engineering Australia 75

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It is focussed on providing environmentally sustainable solutions of a consistent and high quality.

The company’s customer base includes numerous tier one contractors, councils and state government bodies such as VicRoads.

Citywide is responsible for the maintenance of over 3,500 kilometres of regional Victorian roads on behalf of VicRoads.

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Citywide’s “micro” stabilisation crews combine specialised plant and equipment with proven pavement stabilisation methods to deliver road asset owners a cost-effective method of repairing pavement failures.

“Our micro stabilisation service is agile and responsive to customer needs, which translates to cost savings for the customers and the community,” said Infrastructure Manager,” Neville Hungerford.

“Our teams are highly skilled, flexible and available to service every corner of Victoria, NSW and potentially beyond,” Mr Hungerford said.

In contrast to traditional “large” stabilisation companies, the Citywide team utilises compact plant and equipment that is targeted at small to midsize patches which are stabilised, compacted, trimmed and sealed, all in the one day.

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76 Highway Engineering Australia | April 2015

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Comprising of only two trucks and skid steers, supported by a crew utility and traffic control, the micro stabilisation teams can undertake between 150 and 1000m2 a day given the right conditions.

This delivers a cost-effective and sustainable operation that can assist customers to reduce costs and spread their road maintenance budgets.

“Micro stabilisation is a cost-effective alternative to the traditional large stabilisation units that can often involve transporting heavy machinery, requiring large crews with limited flexibility,” Mr Hungerford said.

“Our micro stabilisation service enables our teams to easily move from site to site and quickly undertake the required repair.

Responsiveness is the key,” he said.

Citywide provides road stabilisation to local government and VicRoads – a service that repairs failed pavement by stabilising the in-situ pavement material and then providing the waterproofing seal, all on the same day.

Crews are experienced in the use of all normal additives for stabilising pavements including cement, lime, slag/lime and polymer products.

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Many road asset owners have traditionally lent towards digging out the failed pavement area and replacing it with it new material, often asphalt. This is an expensive option, especially in rural areas where asphalt may not be readily available.

Undertaking stabilisation of the in-situ material removes the need to dig-out, dispose of excess material and import new material by conditioning the existing pavement and providing a waterproof seal over the treated area in one operation.

The cost of micro stabilising the existing pavement will generally be in the order of 25-50% of the cost of the traditional method of digging out and replacing degraded material.

Citywide’s crews have worked with many councils and road authorities to deliver their “prep for seal” programs, and also provide ongoing routine and programmed maintenance. The crews can provide all other road maintenance services such as minor surface treatments, regulation patching, edge break repairs, unsealed shoulder repairs/maintenance, guide post maintenance, road side vegetation management and sign maintenance.

For more information visit www.citywide.com.au or call (03) 9261 5000.

Hitachi launches ConSite automated Data Report Service Hitachi Construction Machinery Australia (HCA) has launched the ConSite automated data report service – a service specifically designed for Hitachi construction machines with satellite system access.

ConSite closely monitors machines’ operational status and alarms, ensuring customers have optimally tuned machines to meet their specific needs. Operational data is relayed through the satellite and stored in the e-Service data base.

The ConSite service then automatically creates an individual machine monthly report which is sent to the customer and the dealer along with emergency alarms. The alarm notifications are sent as they occur so customers can identify operational issues with their machines in a timely manner.

Robert Wilson, General Manager of Service, said: “The impressive ConSite system provides Hitachi owners with new and improved access to their machines’ data information. This gives our customers the ability to improve the management of their equipment and lower their operating costs.”

The monthly report allows customers to visualise the daily operating activities and efficiency levels of their machine, along with a comparison to other Hitachi equipment of the same class and region.

Monthly report data includes machine operational and non-operational hours, graphical representation of daily hours and fuel used, as well as forecasting future dates and hours to assist with maintenance

scheduling. Additionally, the report provides a detailed list of any emergency alarm codes and information.

The monthly report can be viewed through the new Global e-Service Owner’s site or email on devices including laptops, desktop computers, smart-phones and tablets. The new Global e-Service Owner’s site also enables each customer to customise the equipment data providing a personalised view.

“The ConSite release enhances HCA’s continuous expansion with advanced technology and support services to assist customers achieve the most out of their Hitachi machines,” said Mr Wilson.

HCA’s 24/7 Customer Support Centre will monitor customer’s alarms and coordinate the dispatch of the alarms and monthly reports to the nearest HCA branch. The branches will contact their customers to resolve any appropriate issues or service requirements.

For more information about the service, visit www.hcma.com.au/Consite.

About Hitachi Construction Machinery (Australia) Pty Ltd Hitachi Construction Machinery (Australia) Pty Ltd (HCA) is a subsidiary of Hitachi Construction Machinery Co., Ltd and part of the global and diversified Hitachi Group. HCA is the exclusive distributor of Hitachi, Bell and John Deere (construction and forestry) equipment in Australia—three of the most renowned and innovative Original Equipment Manufacturer brands in the world. HCA delivers comprehensive sales, service and parts support to customers across the mining, quarry, construction, forestry, material handling and recycling industries through its wholly-owned national branch network.

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INDUSTRY NEWS

Major increase in emissions from global trade growth C02 emissions from freight transport are predicted to grow by 290 per cent in the next 35 years, according to The International Transport Forum – an intergovernmental organisation within the OECD. The ITF prediction about emissions is based on an estimate that international freight transport will quadruple by 2050.

The Forum released its ITF Transport Outlook 2015 earlier this year in Paris.

The document said freight would replace passenger traffic as t he main source of C02 emissions from surface transport.

It said in the face of shifting trade patterns, international freight transport volumes would increase fourfold (factor 4.3) by 2050 and average transport distance across all modes would increase 12 per cent.

The North Pacific route would surpass the North Atlantic as the world’s most busy trading corridor in terms of freight volume (tonne-km), growing 100 percentage points faster than the North Atlantic. The Indian Ocean corridor would see large growth, with freight volume quadrupling.

The ITF said the share of domestic transport of international freight flows accounted for 10 per cent of trade-related international freight, but 30 per cent of CO2

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emissions. This was important, according to the Forum, because domestic transport was shaped by national policies and less by international agreements.

“The foreseeable increase in global freight represents an unprecedented challenge for the world’s transport systems“, said ITF Secretary-General José Viegas.

“Increasing capacity constraints in transport can act as a brake on economic growth.

“And a quadrupling of freight emissions can seriously undermine climate change mitigation.”

Mr Viegas identified four key factors that would help to avoid such a scenario: • Improve capacity management: many freight facilities were underutilised; • Invest in missing links: more alternative and multi-modal connections increase efficiency; • Prepare for mega-ships: adapt infrastructure to more and bigger vessels, including port-hinterland connections; and • Increase vehicle utilisation: improve load factors and reduce idle times across supply chains.

The ITF Transport Outlook 2015 also focused on the latest projections for C02 emissions and health impacts for car and public transport for major cities in China, India and Latin America.

Cities in the regions are predicted to generate 38 per cent of growth in passenger transport emissions to 2050, but the document said a shift to public transport could reduce the growth by 30-40 per cent.

It emphasised that policies designed to achieve such a shift must look at climate and health impacts as some measures reduced C02, but increased other pollutants.

“The foreseeable increase in global freight represents an unprecedented challenge for the world’s transport systems.

Increasing capacity constraints in transport can act as a brake on economic growth. And a quadrupling of freight emissions can seriously undermine climate change mitigation.”

INDUSTRY NEWS

Inaugural CEO for Infrastructure Australia

A highly qualified engineer and infrastructure expert who has wide experience in the public and private sectors is the inaugural Chief Executive Officer of Infrastructure Australia.

Philip Davies led AECOM’s Infrastructure Advisory practice for Asia Pacific and was an executive at Transport for London earlier in his career.

He previously advised the Commonwealth Government on High Speed Rail and state governments on transformational transport projects.

Mr Davies’ experience included being a board member of Infrastructure Partnerships Australia and of the Committee for Sydney.

Infrastructure Australia Chairman, Mark Birrell, said the board was pleased to welcome Mr Davies and looked forward to working with him on the key reports that Infrastructure Australia would deliver in 2015 and beyond.

In mid-2014, with multi-partisan support, the Infrastructure Australia Act was amended to create an Independent Board with the right to appoint the organisation’s first CEO. Following the appointment of the Board in September 2014, an extensive recruitment process was initiated with international recruitment firm Korn Ferry undertaking the search.

Mr Davies, who was due to take-up the CEO’s role on 20 April, said he was honoured to be appointed and looked forward to working with the independent Board and the Chairman.

“This is an exciting opportunity, working closely with our State and Territory colleagues, to shape the long-term plan for Australia’s infrastructure.

“We can develop the evidence base to support the investment priorities for nationally significant infrastructure,” Mr Davies said.

Mr Birrell said Mr Davies would have a critical role driving Infrastructure Australia’s fresh mandate, starting with the finalisation of the Australian Infrastructure Audit.

Extensive public consultation on the Audit’s findings would feed into the delivery of the 15year Infrastructure Plan.

“The Australian Infrastructure Audit is a root and branch review of the key drivers of our infrastructure needs across the nation,” Mr Birrell said.

“It will set the foundations for our Infrastructure Plan, which will identify and prioritise major infrastructure projects and reforms to support Australia’s growth and increase productivity.”

Minister for Infrastructure and Regional Development, Warren Truss, said Mr Davies was an ideal fit for the CEO’s role, bringing to the position a strong record of achievement in Australia and overseas.

“The Government has reformed the governance of Infrastructure Australia … to make it a truly independent and more robust statutory authority.”

Mr Truss said Infrastructure Australia was the primary independent source of research and advice to the Australian Government.

“Infrastructure Australia has been commissioned to develop a 15-year plan for the country’s current and future infrastructure needs and plays a key role in assessing the merits of major infrastructure projects.”

Mr Truss paid tribute to outgoing Infrastructure Australia head, John Fitzgerald, who led the organisation first as Interim Infrastructure Coordinator and then as Acting CEO from April 2014.

“Mr Fitzgerald guided Infrastructure Australia through its transition to make it a more accountable and transparent body, refocussing its key priorities after amendments to the Infrastructure Australia Act 2008 in July 2014.”

Latest allocation of Roads to Recovery Funding Local governments across Australia received, early in March, $117 million under the Federal Government’s Roads to Recovery Program to assist with local road construction and maintenance.

The latest round of quarterly payments flowed to 297 local government authorities that had undertaken recent Roads to Recovery projects.

Canberra is providing $2.1 billion to local governments under the program from 2014-15 to 2018-19, which includes a doubled allocation of $350 million for the coming 2015-16 financial year.

The latest $117 million allocation is in addition to: • $575 million paid to local governments in February through the Australian Government’s Financial Assistance Grants program, which is providing $2.3 billion nationwide in 2014-5; and • $114 million announced under the first round of the new Bridges Renewal program, which will provide $300 million over five years to upgrade old bridges in need of works.

Minister for Infrastructure and Regional Development, Warren Truss, said Roads to Recovery was a vital partnership between the Federal Government and councils, supporting them with the ongoing maintenance of local road infrastructure, facilitating greater community access, improved safety and better economic and social outcomes.

Green light for Coomera Interchange upgrade Final design work is underway on an upgrade of the Coomera Interchange (Exit 54) on the Pacific Motorway, as part of a huge redevelopment of the Coomera Town Centre on Queensland’s Gold Coast.

The design work will be completed in the coming months, with construction to start in the second half of 2015.

All going to plan, the upgrade will be completed in late 2016, in time for the opening of the new town centre, where investment worth an estimated $1 billion is in the pipeline, including a new Westfield Shopping Centre.

Joint funding from the Queensland and Australian Governments has been secured for the upgrade of the interchange – the Queensland Government is providing $47.4 million, Canberra $10 million and the developers of the Coomera Town Centre are contributing $17.3 million.

The new exit will improve traffic flow and ease congestion at what is already a busy interchange. The upgraded interchange will incorporate a new bridge to the north of the existing bridge over the Pacific Motorway to ease congestion for east bound traffic.

Roundabouts will be upgraded with signalised intersections to reduce queuing on the motorway ramps and a northbound exit loop ramp will provide an easier connection to Foxwell road (east). The southbound off-ramp will be realigned to intersect with the Old Pacific Highway service road.

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INDUSTRY NEWS

The master plan for the Coomera Town Centre, covering 680 hectares, was declared by the former Labor Government in December 2009.

The Town Centre area – based around the Coomera Railway Station and incorporating the Dreamworld theme park – is projected to ultimately provide around 25,000 new dwellings, housing an extra 50,000 people.

The proposed Westfield Shopping Centre has the potential to generate more than 1,200 jobs a year over a two-year development period and around 3,300 direct and indirect jobs a year later.

Work starts on key western Sydney arterial Construction is underway on the $70 million Werrington Arterial Road project – a key development in providing transport infrastructure for western Sydney.

The Werrington Arterial Road forms part of the joint Federal-New South Wales $3.6 billion Western Sydney Infrastructure Plan designed to cut travel times for motorists and help grow the region’s economy.

The governments estimate the arterial road project will generate economic benefits of almost four times the initial investment and also reduce congestion and provide better links between the M4 and Great Western Highway.

They are each contributing up to $35 million to the cost of the arterial and Burton Contractors Pty Ltd is undertaking the work.

State Minister for Roads and Freight, Duncan Gay, said New South Wales had seen record investment in roads with major projects now underway.

“Roads to support a future second airport – WestConnex, NorthConnex and the Pacific Highway – are amongst our biggest investments and are all underway.

“These projects mean improved travel times and road safety for motorists, better access to growth areas for jobs and housing, and lower transport costs for freight operators.”

Route selected for Tenterfield Bypass A preferred route has been selected for the future heavy vehicle bypass of the New England Highway at Tenterfield in northern New South Wales.

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The decision is an important step in planning the project, which aims to improve traffic flow and safety in the Tenterfield central business district, which carries heavy vehicle and pedestrian traffic.

The preferred route starts just north of the Tenterfield Creek Bridge on the southern edge of the town and re-joins the New England Highway near Cowper Street, north of Tenterfield.

This option was selected because it links most closely to the town centre and will encourage light vehicles to continue to travel through the central business district. It also includes overbridges to ensure connectivity with the western side of Tenterfield.

The Federal Government has committed $6 million to plan the bypass and an upgrade of the New England Highway at Bolivia Hill.

NSW Roads and Maritime Services worked with the community and stakeholders to identify the preferred route for the bypass from four shortlisted corridors.

The New England Highway is a major interstate freight route between Newcastle and Queensland, and acts as an alternative route to the Pacific Highway.

Further planning of the bypass, funding and community feedback on the preferred route will be considered as part of the design concept stage.

Plan Melbourne ‘reboot’ A renewed Plan Melbourne strategy will give a long-term vision for integrating Victoria’s public transport and infrastructure, housing the state’s growing population, increasing jobs and liveability, and dealing with climate change.

That’s the view of Planning Minister, Richard Wynne, who said the government was giving Plan Melbourne “a reboot to ensure it delivered the kind of city the community needed”.

Mr Wynne announced on 27 March that he would reconvene the expert Ministerial Advisory Committee that developed the original Plan Melbourne.

He said the first release of the draft version of the strategy attracted 450 submissions and had benefited from the involvement of 10,000 Victorians.

But, Mr Wynne contended, the final plan included political elements aimed at last year’s Victorian election rather than 2050.

The Minister said the final plan focused on short-term politics and projects that bore little relationship to the long-term planning framework.

“Planning is about people, and the community was largely ignored in the first version of Plan Melbourne.’’

Mr Wynne said the government would release the public submissions on the draft and obtain new advice that reflected the weight of submissions, the right priorities and key long-term projects.

New community consultation on a refreshed Plan Melbourne would be completed by the second half of 2015.

“I want to bring the community voice back to the process. We need to have the Plan Melbourne that the community and stakeholders intended; the one we were meant to have,” said Mr Wynne.

The new plan is expected to be incorporated into the Planning Scheme in the first quarter of next year.

Funding to upgrade key Queensland highways Improvements to the New England, Flinders, Landsborough and Cunningham highways will be delivered as part of the Federal Government’s $229 million National Highway Upgrade Program.

Canberra is allocating $49.3 million through the program to improve infrastructure for freight vehicles operating in Queensland’s major resource and agricultural regions.

State Government funding of $12.3 million will assist in boosting safety and improving the quality of major roads.

Works to be delivered on the New England Highway include the provision of a further overtaking lane, pavement widening works and intersection upgrades.

Drivers on the Flinders Highway between Hughenden and Cloncurry will benefit from pavement widening and strengthening, while the Landsborough Highway will be upgraded between Morven and Kynuna.

There will also be pavement rehabilitation on the Cunningham Highway between Mutdapilly and Warrill View.

Construction of projects funded under the National Highway Upgrade Program is expected to commence in 2015-16.

INDUSTRY NEWS

‘Roadworks Roundup’ to Update Motorists Over the forward estimates, the Tasmanian Government is investing $733 million in the state’s roads, with more than a-third of the expenditure committed to maintenance, including line-marking and improving road surfaces.

Much work is underway, including seven sites on the Midland Highway and on the South Arm Highway, the intersection of the East Derwent Highway at the Bowen Bridge and the Esk Main Road between Avoca and St Marys.

The government is moving to reduce the level of disruption caused to motorists by the upgrades by launching Roadworks Roundup to make the latest information on road works available.

Roadworks Roundup can be found in the Roads and Traffic section of the Department of State Growth website – it will provide weekly updates on all State network roadwork sites where delays, reduced speed limits or other altered driving conditions can be expected.

The Department is also investigating a smartphone app, which could provide real-time information on road and weather conditions.

In addition to the state initiative, Federal funding of $15 million is financing an upgrade to the interchange east of the Tasman Bridge that will improve access for east-bound traffic.

The project is being managed by the Department and will enhance the safety of motorists merging from the East Derwent Highway onto Rosny Hill Road and the Tasman Highway.

A dedicated lane from the East Derwent Highway is being built to access the Tasman Highway, while later, the ramp to Rosny will be upgraded.

A new shared pedestrian and cycling path linking the Yolla Street pedestrian overpass to the Tasman Highway pedestrian overpass will also be built.

The work is being undertaken by the Tasmanian-based company VEC Civil Engineering.

Inaugural CEO for Infrastructure Tasmania The link between infrastructure and local government has been reinforced with the appointment of the inaugural Chief Executive Officer of Infrastructure Tasmania (ITas).

Allan Garcia, CEO of the Local Government Association of Tasmania, has been chosen to fill the Chief Executive’s role at the newly created infrastructure body. He was to begin work in the first week of May. State Minister for Infrastructure, Rene Hidding, said Mr Garcia would bring valuable skills in leadership, intergovernmental relations, negotiation and policy implementation to the role.

Mr Hidding said the establishment of ITas delivered on a key election commitment that would enable more efficient infrastructure development and drive productivity, economic growth and community amenity.

“ITas was established to ensure the effective coordination, planning and assessment of major infrastructure

proposals in Tasmania, with an initial focus on transport infrastructure.

“As CEO, Mr Garcia will establish and develop strong relationships with key stakeholders, including local infrastructure providers, Infrastructure Australia and the Australian Government,” Mr Hidding said.

“He will lead strategic thinking and planning to support the implementation of the government’s long-term future directions, including the identification of current and future infrastructure needs.”

Mr Hidding said a priority for ITas would be the development of an Integrated Freight Strategy to address system bottlenecks and barriers to efficiency and productivity. He said it would work with State Government agencies, local government, the business community and infrastructure interest groups.

Annual adjustment to heavy vehicle road user charges Stakeholders had until 17April to lodge submissions with the National Transport Commission on the annual change to the road user charge on fuel for heavy vehicles.

Chief Executive Officer of the NTC, Paul Retter, said the consultation process would provide views and evidence from stakeholders to help inform the Federal Government when it set road user charges on fuel for heavy vehicles for the 2015-16 financial year.

The annual adjustments take place between more wide-ranging determinations on heavy vehicle charges.

Currently, the NTC’s draft recommendation is that heavy vehicle road user charges would increase by 0.6 per cent from 1 July this year, bringing the total road user charge on fuel to 26.3 cents per litre.

Mr Retter said, however, this was subject to approval by Minister for Infrastructure and Regional Development, Warren Truss,

who would take into account the views and evidence provided by Australia’s transport industry and other stakeholders.

Mr Retter said the minister had asked the NTC to conduct a 60-day formal consultation process on his behalf to ensure the government had access to the best and most relevant information.

“We are consulting with Australia’s transport industry and other stakeholders before providing our final recommendation for consideration by the minister.”

The revenue from the road user charge on fuel contributes to road infrastructure spending by the Commonwealth, state and territory governments.

Mr Retter said the formula used for the annual charges was set in the Model Heavy Vehicle Charges Act 2007, but interested parties had the right to submit their views before the minister made his final decision.

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INDUSTRY NEWS

Australian first for Woolgoolga to Ballina upgrade In an Australian first, Pacific Complete (Laing O’Rourke and Parsons Brinckerhoff) has been chosen as the preferred delivery partner for the 155 kilometre Woolgoolga to Ballina section of the Pacific Highway upgrade.

The section represents the final stretch in the full duplication of the highway from Hexham to the Queensland border.

Federal Minister for Infrastructure and Regional Development, Warren Truss, said the upgrade was the first time the Delivery Partner Model had been used for a major Australian infrastructure project.

“Using a delivery partner is globally recognised as an innovative and effective way to get the best results for major infrastructure projects and it has been used on large-scale projects such as the 2012 London Olympic Games,” Mr Truss said.

“The model has been tailored to meet specific needs of the Woolgoolga to Ballina section of highway, combining the knowledge and expertise of government in areas such as engineering and planning with that of private industry.

“Expressions of interest were sought last year, with three major consortia shortlisted for the final stages of the competitive process.

“Pacific Complete has been chosen as the preferred delivery partner for its design, building and management expertise, and will oversee the 155 kilometre upgrade.”

New South Wales Minister for Roads, Maritime and Freight, Duncan Gay, said the State Government was “ahead of the game” when it came to the Pacific Highway upgrade.

“Since 2011, over $3.4 billion has been invested into Pacific Highway upgrades, resulting in a series of major construction milestones such as the opening last year of the 25 kilometre Sapphire to Woolgoolga section of highway,” Mr Gay said.

“The work that we are doing is crucial not only to helping save lives, but to creating jobs and better regional economies.

“This delivery partner model is a new way of doing business for us as well as the industry and I’d like to thank the shortlisted consortia Pacific Complete (Laing O’Rourke and Parsons Brinckerhoff), Jacobs Fulton Hogan Joint Venture and PacWay consortia (Advisian, Aurecon, Mace and Seymour Whyte) for working with us to get the best possible outcome.”

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The delivery partner is expected to employ over 200 people and will establish its main office in Grafton.

During construction peak, 4000 people will work directly on the project, with a further 12,000 working indirectly on the upgrade.

Preliminary works have started between Woolgoolga and Ballina. Roads and Maritime Services are preparing the project for the preferred delivery partner to take over.

Planning and design funding for Melbourne Metro Rail The Victorian Government has allocated $1.5 billion to cover all anticipated planning, design and significant early works ahead of major construction of the Melbourne Metro Rail Project in 2018.

The funding injection provided in the 2015-16 State Budget will allow the Melbourne Metro Rail Authority to complete the reference design, undertake the statutory planning process and start what the government describes as a “public transport mega-project”.

The funding also provides for land acquisition, preparation of Expression of Interest and Request for Tender documents, and significant early works such as tram rerouting and service relocations, ahead of contract award and major construction of the tunnels.

Premier, Daniel Andrews, and Minister for Public Transport, Jacinta Allan, announced the funding allocation on April 28 at the project’s first geotechnical testing site since the development was abandoned by the previous Liberal government.

Geotechnical investigations are a key part of planning and designing the project,

The partnership with Pacific Complete will mean New South Wales can combine private industry expertise with the engineering knowledge within Roads and Maritime Services to reduce costs and deliver quality projects.

The Australian and NSW Governments have agreed to fund the construction of the Woolgoolga to Ballina upgrade on an 80:20 funding split.

providing critical data about ground conditions and soil quality.

The information gathered will inform the precise alignment, depth and design of the new rail tunnels and underground stations.

Over the coming months, 140 boreholes will be drilled between South Kensington and South Yarra.

The testing builds on previous geotechnical work undertaken for Melbourne Metro Rail and will be complemented by site surveying, underground service identification and other preparatory works.

“To build underground tunnels, you need to know exactly what’s under the ground. That’s what geotechnical testing will tell us,” Ms Allan said.

“Melbourne’s new underground rail network will move 20,000 extra people in peak hour.”

Mr Andrews said the Melbourne Metro Rail Project would transform Melbourne’s rail network into an international style metro system, like London or New York.

It would, he said, increase the capacity, reliability and efficiency of Melbourne’s busiest train lines.

“Melbourne Metro Rail is the biggest public transport infrastructure project in Australia and the biggest overhaul of our public transport system since the City Loop,” Mr Andrews said.

INDUSTRY NEWS

Russell Road upgrade as part of Perth station development An overhaul of road conditions south of Perth will see the Western Australian Government increase the capacity of the Russell Road bridge and improve intersections on Russell and Gibbs roads.

The upgrade of the bridge and the intersections is part of a $105 million cash injection in this year’s WA Budget for the new Aubin Grove train station project.

Transport Minister, Dean Nalder, said the project was a prime example of the government creating an integrated network that linked roads to public transport and parking to improve traffic flow, providing residents with choices about their mode of transport.

The wider bridge over the Kwinana Freeway will allow better movement of buses and cars around the station, including access to its 2,000-bay car park.

“This is great news for road users in Perth’s southern suburbs,” Mr Nalder said.

“This significantly enhances the government’s spending commitment to Aubin Grove and is another example of our co-ordinated approach to transport planning.

“We are building an integrated transport network across car, rail, bus, bikes, ferries, taxis and freight, which will provide better transport options with more choices. This integrated network is smarter. We are using innovation and technology to make what we have work harder.”

Treasurer, Mike Nahan, said the government was investing in transport infrastructure in an unprecedented way to meet the needs of a growing state, and giving people across Western Australia better choices in efficient transport.

“We are planning and prioritising for the exploding population. We have a plan to meet the future needs of a growing state.

We understand that a modern city and state must have an efficient transport network for social and economic reasons.”

Mr Nalder said the government believed in smart transport rather than just contributing increased funding.

“These road works will greatly improve station access, as well as the general connectivity of Perth’s southern suburbs.

Importantly, it will make using public transport even more attractive for people intending to drive and park at the station,” he said.

The Public Transport Authority will work with Main Roads WA to progress the design and develop the scope of works for expected delivery in early 2017. The station and bridge will be delivered by the same contractor to minimise disruption and create cost efficiencies.

Forrestfield-Airport Link legislation The $2 billion Forrestfield-Airport Link is a step closer with the introduction of enabling legislation to the Western Australian Parliament.

The Railway (Forrestfield-Airport Link) Bill 2015 will formalise the government’s plans and ability to construct the 8.5 kilometre rail spur from the Midland Line out to Forrestfield via Belmont and Perth Airport.

WA Transport Minister, Dean Nalder, said the legislation brought the Forrestfield-Airport Link closer to reality.

“The government is pleased to be delivering this important new public transport corridor to the people of Perth,” Mr Nalder said.

The new rail line will run underground for eight kilometres in twin-bored tunnels beneath the Swan River and the airport; a move that will significantly reduce impacts on the local community and the environment.

“Linking our eastern suburbs and Perth Airport to the CBD is a critical part of the government’s plan to future-proof the city by providing increased access to public transport.”

The Forrestfield-Airport Link will feature three new stations, including a bustrain interchange station at Airport West (Belmont), a second station at Consolidated Airport (near the current international terminal) and a bus-train interchange station on Dundas Road in Forrestfield.

The Minister said progress on the project was being made behind the scenes.

“Field work for initial geotechnical studies along the route of the underground rail line is complete and this information will now be analysed.

“The Public Transport Authority recently received five responses of Expressions of Interest for the design and construction of the new rail line, and an evaluation of these is well under way,” he said.

The link is due for completion in 2020.

It features parking for up to 3,000 cars at Forrestfield and Airport West stations, and the project budget includes a $73 million investment in new buses and trains.

Extra southbound widening for Kwinana Freeway The Australian and Western Australian Governments have committed a further $14.9 million towards widening the Kwinana Freeway, southbound, from Armadale Road to Russell Road.

The additional investment will provide a further three kilometres of widening works south to Russell Road, bringing the total length of the project now under way to around 7.2 kilometres.

More than 52,000 vehicles use the section of the Kwinana Freeway each day, already exceeding its capacity, and the figure is expected to rise to 75,000 vehicles by 2021.

Assistant Minister for Infrastructure and Regional Development, Jamie Briggs, said the additional widening, along with other infrastructure investments like the Perth Freight Link, Northlink WA and Gateway WA, would unlock the economic capacity of Western Australia.

WA Transport Minister, Dean Nalder, said delivery of the new works would avoid the need for further widening or other congestion control measures to be implemented from 2018 to 2020.

“By delivering infrastructure in the current competitive marketplace, we expect to achieve significant savings to provide better roads for motorists and greater value for taxpayers’ dollars.”

Construction of the Armadale Road to Russell Road section of the Kwinana Freeway is expected to commence in the coming months and to be completed by mid-2016.

Kwinana Freeway southbound widening is now valued at $77.5 million, with the Australian and Western Australian Governments each providing $38.75 million in funding.

Beaudesert bypass given approval The Queensland Government will work with the Scenic Rim Regional Council to deliver the $27.5 million Beaudesert Town Centre Bypass.

Minister for Infrastructure, Local Government and Planning, Jackie Trad, said there had been a dramatic increase in demand for road freight in the area over the last few years.

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INDUSTRY NEWS

Ms Trad said heavy vehicles travelled through Beaudesert from Bromelton and south of Beaudesert, negatively impacting on local traffic.

“This vital piece of road infrastructure will significantly reduce traffic flow through the township and improve road safety by providing a more efficient alternative route that is better suited to heavy vehicles.

“The project will support Scenic Rim Regional Council’s planned revitalisation of the Beaudesert town centre and allow businesses to make better use of their outdoor areas to attract visitors and beautify their town for locals and visitors.”

Ms Trad said the project would be jointly funded with council and the government would invest up to $26 million into the project.

“The Beaudesert Bypass will provide a raft of immediate and long-term economic and employment benefits by creating jobs, attracting investment, and stimulating development in the region,” Ms Trad said.

“The bypass is critical to the ongoing development of the Bromelton State Development Area, which is a 15,000-hectare site located six kilometres west of the town that has the potential to create up to 18,000 jobs.

“Approximately 85 jobs will be created during construction, which is due to start next year and be completed in 2017.”

Scenic Rim Regional Council Mayor, John Brent, said the bypass was a vital piece of infrastructure which would help drive the region’s economic growth and prosperity for decades to come by supporting employment, business opportunities and development.

“The importance of this project to not only Beaudesert and the Scenic Rim, but also to Queensland’s economy as a catalyst for the Bromelton State Development Area, cannot be understated.

“I commend the government for its show of support for the Scenic Rim in driving ahead with this critical infrastructure project.”

The first stage of the Beaudesert Town Centre Bypass will start at the Mount Lindesay Highway, near the saw mill, and run west of the town centre, joining Beaudesert-Boonah Road.

The project will be delivered under the Queensland Government’s Priority Development Infrastructure program.

Upgrade for key Adelaide intersection Construction has started to improve right-turn lanes at the intersection of North East Road and Grand Junction Road in Adelaide.

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South Australia’s Road Safety Minister, Tony Piccolo, said the works included extending the right-turn lanes on both North East Road and Grand Junction Road, and upgrading the traffic signals to fully control right-turn movements.

“In December last year, I announced that $2.8 million would be invested to upgrade right-turn lanes at 12 key intersections across metropolitan Adelaide,” Mr Piccolo said.

“This is a very busy intersection which has been the site of a high number of crashes.

“Between 2008 and 2013 there were a total of 120 crashes at this intersection, including 37 casualty crashes. While they are all not right-turn crashes, this upgrade will potentially reduce the crash rate.”

The improvements at North East/Grand Junction Road intersection are funded by the Motor Accident Commission’s (MAC) Road Safety Infrastructure Fund.

Commission CEO, Aaron Chia, said the $270 000 investment at the intersection would improve safety for motorists.

“Right-turns at intersections are a more complicated manoeuvre for drivers. This upgrade will mean a safer environment for those turning right onto Grand Junction or North East Road,” Mr Chia said.

The works are expected to be completed by the end of May 2015.

Smoother Bruce Highway upgrade now operational Burdekin motorists will benefit from a $50 million upgrade project on the Bruce Highway covering the stretch of road from Sandy Corner to Collinsons Lagoon.

The project has been jointly funded, with the Australian Government committing $40 million and the Queensland Government $10 million.

The upgrade, officially opened on 22 April, delivers significant improvements to safety, flood immunity and freight efficiency on the Bruce Highway, benefitting more than 7,000 vehicles each day.

The project features a range of safety improvements – the completed works comprise a realignment of the highway, a new southbound overtaking lane, intersection improvements and construction of an overpass which separates road and rail infrastructure.

The stretch of the highway is now much easier for motorists and heavy vehicles to

travel. Drivers will no longer be delayed by having to stop at the level crossing and the flood immunity works will help reduce the frequency and duration of road closures due to flooding.

The project provided 65 jobs for local workers.

Progress on ‘transport efficient’ Midland Highway The Tasmanian Government is committed to investing in the Midland Highway to improve transport efficiency and safety on the key north-south link, according to Minister for Infrastructure, Rene Hidding.

Mr Hidding said for drivers on the highway in recent months, the signs of progress have been unmistakable with road works underway at seven sites – the first projects funded under the $500 million coinvestment with the Australian Government.

“This is all part of our strategy to improve the Midland Highway’s AusRAP safety rating from one and two-star to a minimum threestar out of five for its entire length.”

Mr Hidding said he expected, in May, to be in a position to announce more details of the government’s forward work program and a rolling action plan of major and minor projects.

“Work will start later this year on duplicating the section between Perth and Breadalbane, with environment, heritage and engineering surveys complete, and hopefully there will be a tender early in the second half of this year.

“We have also established a Perth Projects Reference Group in partnership with the Northern Midlands Council to provide for extensive public consultation.”

Mr Hidding said work to improve curves south of Tunbridge had been completed by Shaw Contracting and VEC Civil Engineering had finished its work on the Kings Meadows Connector Roundabout.

By the end of April, VEC’s work on road widening to the north of Spring Hill Road and the upgrade of the Mud Walls Road junction was due to be completed along with the slow vehicle turnout lane at the junction of Esk Main Road at Conara. The lane was being constructed by Shaw Constructing.

By the end of May, Mr Hidding said, Hazell Bros would complete its widening of the highway south of Spring Hill and south of Kempton Road, subject to weather.

INDUSTRY NEWS

Focus on improving Hunter transport network More than $270 million will be spent over the next 10 years by the New South Wales Government to build key roads and fix congestion pinch points across the state’s Hunter region.

The $273 million Hunter Roads Package takes the total contribution to the region’s infrastructure to more than $1 billion.

The package will be funded by the Rebuilding NSW initiative and it will begin in 2015-16. It is designed to reduce travel times, improve safety and create local jobs during construction.

The package will consist of road projects, including: • $12 million to upgrade the intersections of Pacific Highway and Kahibah Road, and Pacific Highway and Northcott Drive, Highfields.

• $8 million to upgrade the intersections of Industrial Drive and Tourle Street, and Industrial Drive and Werribi Street, Mayfield.

• $7 million for two additional lanes on the New England Highway between Racecourse Road and Anambah Road, Rutherford.

• $4 million for planning and pre-construction to widen Hillsborough Road to four lanes between Warners Bay and the Newcastle Inner City Bypass.

88 Highway Engineering Australia | April 2015

• $2 million to improve access from University Drive into Newcastle University, Callaghan Campus.

• $2 million to build an overtaking lane westbound on the New England Highway between Golden Highway and Singleton, Whittingham, and • $1.5 million to upgrade the intersection of Griffiths Road and Broadmeadow Road, Broadmeadow. ●

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