Highway Engineering Australia V48.2 August 2016

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V48.2

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ABN 85 007 693 138 PO Box 510, Broadford Victoria 3658 Australia Phone: 1300 EPCGROUP (1300 372 476) Fax: (03) 5784 2210 www.epcgroup.com Publisher and Managing Editor Anthony T Schmidt Phone: 1300 EPCGROUP (1300 372 476) Mobile: 0414 788 900 Email: ats@epcgroup.com 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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ISSN 0046-7391

2

Editor’s Column

4

Special Features

12

Cover Feature: A1 Roadlines

18

Product Focus

August 2016 Volume 48 Number 2

12

20 Industry News 24 Major Projects

27

28 Road Safety 39 ITS Special Feature 52 Asphalt In Focus

44

59 Stormwater Report 65 AustStab News 70 ACA Corrosion Feature

About the Cover Designed to crush in progressive stages according to the severity of the impact, Scorpion® Truck Mounted Attenuators from A1 Roadlines deliver outstanding protection for workers and road users alike. Importantly, their ‘modular’ design also plays a major role in helping to reduce the cost of repairs (particularly after moderate impacts and/or in the event of accidental damage) with only the damaged components requiring replacement.

Turn to Page 12 for the full story.

56

EDITOR’S COLUMN

Time to crack down on unroadworthy vehicles Dear Readers, When considering road safety and how to improve it, first thoughts usually turn to the ‘big four’ - speed, alcohol, drugs and fatigue.

Unfortunately, most people don’t immediately think about the horrendous impact that unroadworthy vehicles can have on road safety.

Bombs, bush-bashers, heaps, junkyard candidates (any many other names which I won't use in this forum) - whatever the name, the problem is the same - there are many unroadworthy and dangerous vehicles driving on our roads, and they pose a significant hazard to all.

Perhaps not surprisingly, many of them are 'discovered' following their involvement in serious, often fatal, road accidents.

Although it is difficult to even begin to calculate the number or percentage of unroadworthy vehicles using the roads, I feel confident - as a regular driver on rural and metropolitan roads in most Australian States and Territories - that I am not alone in thinking that the unroadworthy vehicle problem is extensive to say the least.

Most alarmingly, from my ‘casual observations’, I can only conclude that the problem is becoming increasingly widespread and continues to worsen.

While I feel certain that most of you would not consider the safety of yourselves, your loved ones, or for that matter, the safety of

2 Highway Engineering Australia | August 2016

all other road users an ‘optional’ or luxury item, it is a sad fact that there are many who do. Whether it is because they choose to ignore the severity of the problem with their vehicles, or that they simply don’t understand or consider the disastrous consequences that can result in the event of a vehicular malfunction, is essentially a moot point.

Regardless of the reasons, for some people, ensuring that a vehicle is well maintained and roadworthy represents nothing but an inconvenient waste of time and money. In fact, based on some of the examples that I have seen in my travels, it appears that there are some who believe that if a vehicle is capable of movement in the general intended direction (forward movement optional) and has a better than 5% chance of actually arriving at the intended destination without losing too many important pieces, it is considered ‘good enough’.

While I clearly understand the fiscal pressures facing many Australian families, and sympathise with the difficulties caused by increases in the general cost of living, I believe that there can be no justification for placing anyone at risk with a sub-standard, unroadworthy vehicle.

With that in mind, I believe that if we are serious about removing unroadworthy and dangerous vehicles from our roads, we have little choice other than to introduce mandatory annual vehicle inspections nationally.

While vehicle inspections are currently part of the registration process for certain categories of vehicles in NSW, ACT and NT, the majority of states still have no such arrangements for private passenger vehicles. Making the inspection part of the re-registration process provides an ideal opportunity for all vehicles to be checked thoroughly, and non-compliance to be addressed immediately.

Although it may seem unjust to some to attempt to overcome a problem which in many instances is ‘cost related’ by imposing yet another charge or cost for vehicle owners, I believe the removing unroadworthy vehicles from the road network represents an excellent investment in road safety, and will result in a significant reduction in risk to both the owners and occupants of the offending vehicles, and all other road users.

And while the establishment and operation of a vehicle checking scheme will carry a cost for governments, I also believe that any investment in saving lives and reducing road trauma must surely be considered ‘good value’.

Anthony T Schmidt Managing Editor

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SPECIAL FEATURE

United States Secretary of Transportation, Anthony Foxx and Australian Minister for Infrastructure and Transport, Darren Chester, celebrate signing the Memorandum of Cooperation in Melbourne during August.

Australia and the US prepare for ‘next generation’ transport infrastructure

A

ustralia's vision for developing smart cities and thriving regions, and utilising new technologies to advance transport networks has been strengthened by an agreement with the United States on driving the next generation of transport infrastructure.

Federal Minister for Infrastructure and Transport, Darren Chester, signed a Memorandum of Cooperation in Melbourne on 3 August following discussions with the United States Secretary of Transportation, Anthony Foxx.

Mr Chester said the collaboration on transport infrastructure highlighted the continuation of the strong bilateral relationships between Canberra and Washington.

“This agreement with the United States will provide a mutually beneficial knowledge base for delivering 21st Century transport infrastructure solutions as technology driven cities and regions become a reality.

“We are already seeing the results of this cooperation. Today we discussed a range of issues, including our use of Public Private Partnerships to deliver major projects, leveraging private sector investment in infrastructure and best practice in project development, as well as the use of intelligent transport systems in congested cities.

4 Highway Engineering Australia | August 2016

“Australia was also the first country in the world to regulate drones and Secretary Foxx was eager to learn more about how the Australian system works. Fruitful discussions, such as these, will pay future dividends for citizens of both countries.”

Mr Chester said there would be ongoing opportunities to meet with international partners in Australia, including in the latter half of this year.

“Melbourne will host the 23rd Intelligent Transport Systems World Congress from 10 to 14 October. This is the world's most important forum for discussing technology-based solutions to some of the most challenging infrastructure problems of our times,” Mr Chester said.

“It will provide an opportunity for us to share our expertise in areas such as smart cities, while also meeting with some of the best infrastructure and transport minds in the world.

“I am delighted that we have reached agreement on this Memorandum of Cooperation with the United States, and I am looking forward to ongoing engagement with the US on these important issues.”

Secretary Foxx said the new agreement would strengthen collaboration on infrastructure investment strategies, and embark on key transportation priorities in technology and innovation between the US and Australia.

"In this era of globalisation and interdependence, cooperative partnerships around the world are a necessity, and we’re fortunate to have great friends in Australia who understand this imperative," he said.

"Today we committed to strengthening our longstanding cooperative relationship in order to harness data and best practices to build safer and smarter transportation systems."

One of the key areas of cooperation identified in the new agreement is the development of Public Private Partnerships to advance critical infrastructure projects.

Secretary Foxx met with Australian transportation officials at Federal and State levels, as well as key private sector leaders, to learn more about Australia's experience with PPPs and to identify strategies that could foster the growth of successful PPPs in the United States.

“Australia is a recognised leader in employing PPPs to support a wide array of infrastructure projects, allowing smaller government investments to leverage much larger amounts of private capital to support the construction of roads, bridges, transit systems and more.”

Secretary Foxx also used his visit to Australia to highlight the US Department of Transportation's newly-launched Build America Bureau.

The Bureau serves as a one-stop shop for government and private sector entities looking for innovative ways, including PPPs, to fund infrastructure projects.

The Build America Bureau is responsible for driving transportation infrastructure development projects in the United States.

It streamlines credit opportunities and grants, and provides access to credit and grant programs with more speed and transparency, while also providing technical assistance and encouraging innovative best practices in project planning, financing, delivery, and monitoring.

"Today we committed to strengthening our longstanding cooperative relationship in order to harness data and best practices to build safer and smarter transportation systems."

Ford's first fully autonomous vehicle.

Photo courtesy of Ford.

Uber and Ford behind key global ITS initiatives

T

he pace of advancement in the Intelligent Transport Systems sector has been highlighted by developments during August involving Uber Technologies and Ford.

Uber Technologies - the American multi-national online transportation network company - has acquired self-driving trucks start-up company, Otto, and formed a $A390.24 million alliance with the Volvo Car Group to develop self-driving cars.

The price Uber paid for Otto was undisclosed, but reports put the value at $680 million.

And Ford announced plans for a high-volume, fully autonomous SAE level 4-capable vehicle in commercial operation in 2021 in a ride-hailing or ride-sharing service.

Uber’s co-founder and CEO since 2011, Travis Kalanick, said under the arrangement with Volvo, customers in the US city of Pittsburgh would, from August, be able to summon self-driving cars from their phones.

Mr Kalanick said the initiative was critical in terms of road safety.

“Over one million people die on the world’s roads every year and 90 per cent of these accidents are due to human error. In the US, traffic accidents are a leading cause of death for people under 25 and this is a tragedy that self-driving technology can help solve.

“That’s why our partnership with Volvo is so important,” said Mr Kalanick.

“Volvo has consistently been a leader when it comes to safety. And partnership is crucial to our self-driving strategy because Uber has no experience making cars.

“To do it well is incredibly hard, as I realised on my first visit to a car manufacturing plant several years ago. By combining Uber’s self-driving technology with Volvo’s state-of-the art vehicles and safety technology, we’ll get to the future faster than going it alone.”

Uber’s Pittsburgh fleet consists of specially modified Volvo XC90 vehicles with sensors that use cameras, lasers, radar, and GPS receivers. The vehicles will, for the time being, be supervised by humans in the driver’s seat.

Volvo is due to deliver 100 vehicles for the program by the end of the year.

Mr Kalanick said he was excited about Uber acquiring Otto, a technology startup company with the stated mission of “rethinking transportation, starting with selfdriving trucks”.

“Anthony Levandowski, Otto’s co-founder, will lead our combined self-driving efforts reporting directly to me – across personal transportation, delivery and trucking – in San Francisco, Palo Alto and Pittsburgh.

“More and more the world of atoms is interacting with bits. In order to provide digital services in the physical world, we must build sophisticated logistics, artificial intelligence and robotics systems that serve and elevate humanity.

“When it comes to this advanced technology stack, Otto plus Uber, is a dream team. We now have one of the strongest autonomous engineering groups in the world.

“Self-driving trucks and cars that are already on the road thanks to Otto and Uber’s

SPECIAL FEATURE

Advanced Technologies Center in Pittsburgh; the practical experience that comes from running ridesharing and delivery services in hundreds of cities, with the data and intelligence that comes from doing 1.2 billion miles on the road every month.”

Ford is working towards a commercial ride-hailing or ride-sharing service in 2021.

The company is investing in or collaborating with four start-ups to enhance its autonomous vehicle development, doubling its Silicon Valley team and more than doubling its Palo Alto campus.

“The next decade will be defined by automation of the automobile, and we see autonomous vehicles as having as significant an impact on society as Ford’s moving assembly line did 100 years ago,” said Mark Fields, Ford president and CEO. “We’re dedicated to putting on the road an autonomous vehicle that can improve safety and solve social and environmental challenges for millions of people – not just those who can afford luxury vehicles.”

Autonomous vehicles in 2021 are part of Ford Smart Mobility, the company’s plan to be a leader in autonomous vehicles, as well as in connectivity, mobility, the customer experience, and data and analytics.

Ford’s first fully autonomous vehicle will be a Society of Automotive Engineersdefined level 4-capable vehicle.

Plans are to design it to operate without a steering wheel, accelerator or brake pedal for use in commercial mobility services such as ride sharing and ride hailing within geo-fenced areas and to be available in high volumes.

“Ford has been developing and testing autonomous vehicles for more than 10 years,” said Raj Nair, Ford executive vice president, Global Product Development, and chief technical officer.

“We have a strategic advantage because of our ability to combine the software and sensing technology with the sophisticated engineering necessary to manufacture highquality vehicles. That is what it takes to make autonomous vehicles a reality for millions of people around the world.”

This year, Ford will triple its autonomous vehicle test fleet to be the largest test fleet of any automaker – bringing the number to about 30 self-driving Fusion Hybrid sedans on the roads in California, Arizona and Michigan, with plans to triple it again next year.

Other developments in the ITS sector and updates on preparations for the 2016 ITS World Congress in Melbourne in October are featured in Highway Engineering Australia’s ITS Australia segment.

August 2016 | Highway Engineering Australia 5

SPECIAL FEATURE

New roads to travel for ARRB’s Gerard Waldron

“W

hen you’ve lived and breathed something as awesome as ARRB for 15 years, there are certainly mixed emotions when you decide to retire.”

Gerard Waldron, speaking with Highway Engineering Australia after announcing his retirement as Managing Director of Australia’s independent national road transport research body, ARRB Group.

“At one level you feel you’re betraying your people because you’re leaving them, but at another level you feel it’s time to move on and allow someone else with new insights to lead those people for another 15 years,” Mr Waldron said.

The roads and transport industry leader will remain with ARRB until November 2016, while its Board selects a successor to him.

He will work with the Board and members to build ARRB’s business plans for 2017.

Mr Waldron said his time at ARRB could best be described as “quite a journey”.

“We transitioned from a world class research organisation to an organisation that supports outcomes in the field. That’s been the major part of the journey.”

Mr Waldron said the transition basically stemmed from a conversation he had with an ARRB member, soon after taking on his role.

“He told me ARRB had some really clever people who wrote detailed and technical reports that gathered dust on shelves and didn’t really benefit members”.

“He was really saying members didn’t have the time to sift through the reports to find ‘one gem or nugget’ and to understand how to apply it to benefit their operations.”

Mr Waldron said the emphasis on research shifted to a more encompassing philosophy of research, development and implementation – the first step of that shift was ARRB’s knowledge transfer activity.

“The knowledge transfer activity was the first vehicle for improving communication between the operational people in our member organisations; making them aware of the research we were undertaking and what the findings would mean to them.

“One of the steps ARRB took after establishing the knowledge transfer activity was to become a source of tools. If you make tools available, you can provide members with support so they can achieve

6 Highway Engineering Australia | August 2016

reliable outcomes that embody the best wisdom and quality research.”

Mr Waldron said that over the years, ARRB had developed a large number of tools, including the internationally recognised Road Safety Risk Manager.

“The Road Safety Risk Manager is the underpinning technology of the International Road Assessment Program (IRAP) and is used all over the world.

“It’s the basis of the World Road Association’s road safety manual, which ARRB contributed to technically as well as managing the project on behalf of the Association.

“And at a local level, it’s the foundation of ANRAM, the Australian National Risk Assessment Model, which helps road agencies identify fatal and serious injury crash risk across all parts of the road network,” said Mr Waldron.

“Tools like this are increasingly available online and our knowledge transfer program is holding more and more webinars and training sessions to assist practitioners in understanding how the tools support them in making operational decisions.”

Mr Waldron said a key challenge facing ARRB was undertaking public interest research without public funding.

“We’re paid to undertake specific projects, but we’re not paid to provide a public interest research centre.”

During his tenure, Mr Waldron has played a significant role building ARRB’s commercial arm, using revenue earned to directly fund the organisation’s research.

“ARRB has had a major emphasis over the past 15 years in developing its commercial businesses – better than 80 per cent of our business activity and much more than 80 per cent of our income is earned from commercial operations.

“Those profits are being used to subsidise public interest work we undertake to the extent of about 50 per cent.

“On the commercial front, we’re probably the world’s leading provider of technology that road agencies are using to monitor the condition of their transport networks."

Also under Mr Waldron’s leadership, ARRB has spearheaded the Australian Driverless Vehicle Initiative (ADVI) as a founding partner, to ensure the safe and successful transition of driverless vehicles onto Australian roads.

“Initiatives like ADVI have continued to boost ARRB’s profile and cemented it as one of the few agencies globally equipped to bring together researchers, technical experts, governments, and industry from around the world to deliver major projects in the Australian public interest.”

You can read more of Mr Waldron’s comments on ARRB’s role in the delivery of connected and automated vehicles in the ITS Australia segment of this issue of Highway Engineering Australia.

Mr Waldron said after he retired from ARRB, he would continue to represent Australia in his position as the Vice-President of FEHRL – the Forum of European National Highway Research Laboratories – for the next three years.

“I’ll be continuing my involvement with FEHRL to ensure ARRB and Australia can remain connected to the international research community and take advantage of the latest developments.”

Mr Waldron said he would also work with his sons in the family business and look at taking up directorships in companies in the transport sector if any opportunities became available.

ARRB Board Chairman, Gary Liddle, said Mr Waldron had played a significant role with ARRB and thanked him for his contribution to the company over the past 15 years.

“Gerard has laid the foundation for sustainable growth and has continued to build the reputation of ARRB as a world-class research institute among its members, the industry and public,” Mr Liddle said.

Coinciding with Mr Waldron’s retirement, the ARRB Board has made new appointments. New board members include: • Michael Caltabiano, Chief Executive Officer, Australian Asphalt Pavement Association; • Kevin Reid, National Manager Network Outcomes Highways and Network Operations, New Zealand Transport Authority; and • Stephen Troughton, Deputy Secretary Infrastructure and Services, Transport for NSW.

SPECIAL FEATURE

Three consortia in the race for Melbourne Metro

T

hree consortia comprising what the Victorian Government describes as the world’s best construction companies have been shortlisted to build the Metro Tunnel and five new underground train stations.

The bidders for the $6 billion Public Private Partnership (PPP) – Victoria’s biggest public transport project – were announced on 11 August by Premier Daniel Andrews and Minister for Public Transport, Jacinta Allan.

They are Continuum Victoria, Cross Yarra Partnership and Moving Melbourne Together.

• Continuum Victoria comprises ACCIONA Infrastructure, Ferrovial Agroman, Honeywell, Downer EDI and Plenary Origination; • Cross Yarra Partnership comprises Lendlease Engineering, John Holland, Bouygues Construction and Capella Capital; and • Moving Melbourne Together comprises Pacific Partnerships, CPB Contractors, Ghella, Salini Impregilo, Serco and Macquarie Capital.

8 Highway Engineering Australia | August 2016

“The best construction companies in the world are lining up to build the biggest public transport project in Australia – the Metro Tunnel,” Mr Andrews said.

“Melbourne needs the Metro Tunnel and major work starts next year. The Metro Tunnel will let us run trains so often that you won’t need a timetable – you’ll just turn up and go.”

The Metro Tunnel will create 4,700 jobs and free-up space in Melbourne’s City Loop to run more services in and out of the city on lines across the network, benefiting passengers across Melbourne.

The PPP will build and fit-out the ninekilometre Metro Tunnel and the five new underground stations at Arden, Parkville, CBD North, CBD South and Domain.

Premier Andrews and Minister Allan also revealed new details about the construction of the tunnels, with up to six tunnel boring machines (TBMs) set to be used during construction.

Each of the machines is up to 100 metres long and weighs more than 1,000 tonnes.

In preparation for the major work, three giant shafts will be excavated in the Central Business District – at Franklin Street and A’Beckett Street near Melbourne Central station, and at City Square near Flinders Street Station.

The shafts will be up to 11-storeys deep and will enable the roadheaders to be lowered into the ground to begin excavating around two million cubic metres of soil and rock.

The shortlisted bidders for the PPP will be asked to submit a formal proposal by early next year, with a contract expected to be awarded by the end of 2017.

Work on the Tunnel and Stations PPP will begin in 2018. For more information about the project, visit metrotunnel.vic.gov.au A business case for Melbourne Metro showed the nine-kilometre rail project would generate a cost-benefit ratio of 1.1, which means it will deliver $1.10 for every $1 invested. Including wider benefits the project's cost-benefit ratio is 1.5.

SPECIAL FEATURE

Plan to keep Perth connected and moving

A

n initiative, described as Perth’s most comprehensive transport plan in two decades, is designed to ensure the capital’s bus network, rail links, roads and cycleways grow to cater for a population of 3.5 million.

The Perth Transport Plan for 3.5 million People and Beyond has been developed over two years by transport planning experts, based on extensive research and modelling.

Western Australia’s Transport Minister, Dean Nalder, said planning for transport options to accommodate an extra 1.4 million people would help maintain Perth's status as one of the most liveable cities in the world.

Under the plan, which has been released for public comment, Perth's public transport system would be significantly expanded.

Key rail projects proposed include: • expanding the city's train network from 180 kilometres to 300 kilometres, including a new rail line to service Morley and East Wanneroo; • extending existing rail lines to Yanchep, Bellevue and Byford to cater for growing suburbs; and • extending the Thornlie line to Cockburn Central.

10 Highway Engineering Australia | August 2016

The plan also recommends Bus Rapid Transit (BRT), where buses have a designated lane, to areas where the level of demand does not warrant heavy rail.

BRT routes would connect Ellenbrook to Bassendean Station, Midland and the new East Wanneroo rail link. BRT or light rail would connect Glendalough Station to Scarborough Beach.

Minister Nalder said road transport would remain the dominant way for people and freight to travel and the plan expanded the city's core system of freeways, mostly by upgrading existing highways to freeway standards.

He said key plans for roads included: • Stock Road to extend north from Leach Highway, linking with Stephenson Avenue at Jon Sanders Drive, with an extension tying into the Mitchell Freeway. The extension will include tunnels; • Fremantle-Rockingham Highway to serve the Western Trade Coast strategic industrial centre; and • an East-West City Link connecting Canning Highway at Berwick Street to Riverside Drive and a tunnel connecting Riverside Drive with the Narrows interchange.

The plan recommends increasing Perth's cycleway network from the current 172 kilometres to more than 850 kilometres.

"Improved road and freight networks, tunnels and river crossings will play a part in our future network, keeping the city vibrant, connected and productive," Mr Nalder said.

"Aside from new infrastructure and expanded services, network efficiency measures and strategies to influence travel choices will make sure we get maximum value out of the transport system.

"With the cost of congestion in Perth currently estimated at $2 billion a year, the government has developed a comprehensive and smart plan that will keep Perth and our economy moving.

"This plan draws from expertise within the state's transport agencies, universities, recent research and global knowledge. While this is a plan prepared by transport planning experts, everyone has a right to have a say on what we aspire our city to look like,” Mr Nalder said.

“The government will be consulting with local governments, industry and the community during the months ahead."

Submissions in response to the plan close on 28 October 2016

COVER STORY

Modular Design Delivers Performance & Savings When purchasing new equipment - especially in these days of tight budgetary constraints - it may be tempting to opt for a product or solution with a lower initial cost. However, when it comes to safety equipment, there are a couple of other critical considerations that must be taken into account.

First and foremost, is performance - safety equipment MUST be able to perform as specified. After all, choosing the right safety equipment can literally be a matter of life or death, and the cost of a serious injury or fatality will far outweigh any financial savings that could be made as a result of choosing equipment based primarily on the purchase price.

12 Highway Engineering Australia | August 2016

Then, there is the critical matter of 'whole-of-life’ cost.

Put simply, when it comes to safety equipment - particularly items such as impact attenuation systems, which by their very nature are extremely likely to require repairs and/or replacement parts following an impact - low initial cost does not always equate to getting a good return on the investment. Indeed, what may appear at the outset to be a ‘better value’ solution can in fact end up being an extremely expensive selection, with repair and/or replacement costs quickly adding up to multiples of the initial purchase price.

The 'bottom line' is: if every impact even a minor impact - results in a majority or even total replacement of the unit, perceived savings can soon disappear.

And the costs will continue to escalate… year after year!

With that in mind, the high performance Scorpion® truck-mounted crash attenuator (TMA) features an innovative modular design that allows quick and easy replacement of only the damaged components, resulting in a significant reduction in the cost of repairs following an impact.

Distributed exclusively throughout Australia by traffic control, linemarking and safety equipment specialists A1 Roadlines Pty Ltd, Scorpion® TMA's not only deliver outstanding worksite protection for workers and motorists alike, they have also been designed to overcome the cost and inconvenience of having to replace the entire unit even after only a minor or medium level impact.

Successfully tested to meet the strict requirements of NCHRP 350 Test Level 3 (TL3) for impact speeds of up to 100km/h, the Scorpion® crash attenuators provide protection from impacts by errant vehicles with weights of up to 2,000kg.

The key to their performance capabilities - both in minor and severe impacts - lies within their unique modular

Following an impact, the Scorpion TMA's unique modular design allows quick and easy replacement of only the damaged components, resulting in a significant reduction in the cost of repairs and delivering excellent 'whole of life' cost benefits.

design. The Scorpion® attenuators consist of strut and cartridge sections that are linked together on a support frame. The unit’s curved side rails are manufactured from corrosion resistant aluminium tubing, and provide full-width protection along the entire length of the attenuator. The side rails have been specifically designed to absorb energy from severe impacts, whilst also redirecting the impacting vehicle away from the rear of the truck.

The unit’s aluminium ‘cartridge’ sections are filled with a specially designed moisture-proof aluminium honeycomb material, which collapses and absorbs the energy from an impacting vehicle. The aluminium boxes are painted with a bright yellow powder-coated finish for maximum visibility and lasting durability.

Together with its outstanding impact absorbing capabilities, this unique ‘modular’ design also plays a critical role in helping to reduce the cost of repairs (particularly after moderate impacts and/ or in the event of accidental damage) with only the damaged components requiring replacement.

Janine Goodsell, Manager, A1 Roadlines, explained:

BELOW FROM LEFT: The damaged components being removed following an impact; With the damaged components removed, the remaining sections are checked prior to the new components being fitted; Fitting the new components. The majority of TMA repairs can generally be completed within a 1 day turnaround.

"When it comes to critical safety equipment such as Truck Mounted Attenuators, 'whole of life' cost is a critical consideration."

"With most non-modular units, even minor damage caused by a driver inadvertently reversing into an object or colliding with a stationary object while positioning the vehicle, can have extremely costly consequences. In fact, with some units, even minor impacts can result in having to replace the majority of the TMA unit," she said.

"Needless to say, when you consider that very low speed and minor impacts account for around 80% of the total impacts into TMA's, the cost and inconvenience of having to replace an entire unit or the majority of a unit any time minor damage occurs can be considerable to say the least."

Importantly, even after most 'medium severity impacts', the Scorpion® TMA only generally requires replacement of one or two of the 'cartridge' sections and, depending on the angle of impact, a set of aluminium side deflection bars. What's more, as well as being significantly cheaper

than having to purchase and fit an entire TMA unit, the fact that A1 Roadlines hold an extensive stock of parts and have specialist repair teams on hand, means that these TMA repairs can generally be completed within a 1 day turnaround.

"As with most things, the true value of a TMA unit is not only in the initial purchase price, but also in the cost and length of time it takes to get the vehicle back on the road after in impact," Janine Goodsell said.

"With over 80% of TMA repairs only requiring replacement of the outermost 'A' cartridge section (with the chevron delineator) or a minor item such as a light panel, it's after an impact where the 'true value' of Scorpion TMA is clearly apparent."

"The Scorpion TMA units are extremely quick and easy to repair, and with the greater majority of repairs coming in at only a fraction of the cost of a replacement unit, they deliver outstanding 'whole of life' value," she concluded.

For further information, please contact: A1 Roadlines Pty Ltd, Ph: (03) 9765 9400 or visit the website: www.a1roadlines.com.au

August 2016 | Highway Engineering Australia 13

COVER STORY

HI-VIS SAFETY BOOST A1 ROADLINES HIGH PERFORMANCE FLASHING

ARROW BOARDS AWARDED RMS TYPE APPROVAL Seen as another major 'feather in the cap' for leading traffic control and linemarking equipment specialists A1 Roadlines, the company's full range of LED Flashing Arrow Signs has just been awarded full Type Approval from NSW Transport Roads & Maritime Services (NSW RMS). The Type Approvals, which follow on from an extensive testing and performance assessment program, stand as testament to A1 Roadlines' commitment to developing quality products that help to maximise worksite safety.

When it comes to improving worker Occupational Health and Safety, few would argue that road construction and maintenance worksites present one of the most difficult and challenging OH&S environments around. Indeed, the issues surrounding both worker safety and driver behaviour within worksites have been a major concern for road authorities, contractors and law enforcement agencies for many years.

Needless to say, one of the key factors in improving worksite safety and worker OH&S is to ensure that road users can see the

14 Highway Engineering Australia | August 2016

worksite and/or plant and equipment clearly – in all ambient light and weather conditions.

This is particularly important on busy roads which generally have an abundance of signs, lights and other distractions.

With that in mind, the A1 Roadlines team set out to develop a range of flashing arrow signs that would not only be robust and reliable enough to stand up to even the toughest operating environments, but most importantly, would help to maximise worksite visibility for approaching vehicles.

Janine Goodsell, Manager, A1 Roadlines, explained:

"Despite their relative simplicity, flashing arrow signs play a critical role in worksite safety and as such, their performance in the field is paramount.

"Whether it's a vehicle mounted unit or a stand-alone trailer mounted unit, at many worksites, the flashing arrow sign is often the primary traffic control / warning device. They provide drivers with an advance warning of an impending hazard and, importantly, directional information to assist in diverting and controlling traffic around construction or maintenance activities.

The Type C LED Flashing Arrow Sign is also available for Truck or Trailer Mounted Attenuators

"And that's why high visibility is so important," Janine added. "Put simply, the more visible the sign, the earlier it can be seen and the more warning the driver has.

This, in turn, allows for earlier lane changes and smoother transitions past the worksite."

Available is a choice of five models, including single-sided, double-sided and as a fully self-contained trailer mounted unit, A1 Roadlines Flashing Arrow Signs are fully-compliant and certified to NSW RMS Specification FAS/5 for Illuminated Flashing Arrow Signs (Ed 1/Rev0) and Australian Standard AS4192:2006.

For more information on the full range of A1 Roadlines Flashing Arrow Signs, please contact: A1 Roadlines Pty Ltd, Ph: (03) 9765 9400 or visit www.a1roadlines.com.au

Flashing Arrow Signs Type A and Type B The Type A or Type B LED Flashing Arrow Signs are designed to be vehicle mounted

and give advance warning of a short-term road closure. They are available in single or double sided and operate from 12V to 24V systems without voltage converters.

The arrow controller is lightweight and available for single or double-sided arrow signs.

Features • Easy to use one touch controller, with real time display • Arrow can be changed at the push of a button • In built LED diagnostics • Automatic dimming • Heavy duty military specification wiring connectors • Optional power lift control

Modes of Operation • Arrow Right • Arrow Left • Double-Headed Arrow • Non-Directional Warning

Flashing Arrow Signs Type C

The Type C LED Flashing Arrow Sign meets AS4192-2006 Illuminated Flashing Arrow Signs and Roads & Maritime Services Flashing Arrow Sign Specification FAS/5.

Type C LED Flashing Arrow Sign Trailer is a self-contained item of plant supplied on its own trailer with back-up battery supply powered by two (2) 80W solar panels positioned flat on top of the arrow sign to attain the optimum solar energy regardless of trailer direction.

Used in conjunction with other signs and devices it provides advanced warning and directional information to assist in diverting and controlling traffic around construction or maintenance activities.

A lockable steel enclosure protects the controller and batteries from the elements and vandalism.

Modes Of Operation • Arrow Right • Arrow Left • Double-Headed Arrow • Non-Directional Warning

August 2016 | Highway Engineering Australia 15

HOW JOHN HOLLAND DELIVERS INFRASTRUCTURE TO EXCEED MAJOR PROJECT TARGETS Ahead of the NSW Transport Infrastructure Leaders Summit, we interviewed Peter Trueman, Industry General Manager - Transport Infrastructure, John Holland.

Within 10 years, the demand for travel in Sydney’s CBD is projected to increase by nearly one-third. Congestion already costs Sydney about $5.4 billion annually – a figure expected to increase to $7.8 billion by 2020.

Should this growth occur without integrated transport infrastructure in place, the city could experience significant decline in livability and productivity.

Which is why the NSW Government continues to deliver a world-class transport system, building the infrastructure needed to cater for future growth outcomes while providing the improvements the community expects today.

And transport agencies such as Sydney Trains, NSW TrainLink, State Transit Authority and Sydney Metro are working together and engaging with major contractors to meet those expectations.

Contracting firms like John Holland take on incredible responsibility to not only meet accelerated delivery targets, but also set the foundations for future transport projects that will provide a seamless travel experience for commuters.

Only recently, the team that built Australia’s longest railway tunnels on the $8.3 billion Sydney Metro Northwest project won a major industry award.

Tunnel builder CPB John Holland Dragados was recognised with Infrastructure Partnerships Australia’s award for contractor excellence, at the 2016 National Infrastructure Awards. CPB John Holland Dragados had been given the $1.15 billion contract in mid-2013, and the project involved twin 15km railway tunnels between Bella Vista and Epping, which were completed in January ahead of schedule.

“As our Project Director, Terry Sleiman says, the Sydney Metro Northwest project has been a terrific opportunity to participate in the delivery of an extremely important piece of infrastructure for Sydney and, in particular, for people in the communities where we have been working. It also showcases what can be achieved when both the public and private sectors work together with a common purpose,” says Peter Trueman, Industry General Manager – Transport Infrastructure, at John Holland.

Four tunnel boring machines were used for this one transport infrastructure project – a first-time feat in Australian history. Development of Sydney Metro Northwest is well within schedule, set to open in the first half of 2019.

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Managing a growing pipeline of works John Holland is currently delivering Sydney Metro Northwest STC and OTS projects, Westconnex 1B and several other rail projects in NSW. The company is also delivering major transport projects in WA and Victoria.

A key area of leadership focus for the business – and a key resourcing challenge for the business – is the huge amount of involvement in preparing for, and tendering, all of the projects that are about to hit the market, particularly Sydney Metro, WestConnex M4-M5 link and the RMS “Wave”.

“Activity has been steady until now in a stable market, which has helped John Holland to deliver some outstanding outcomes, particularly on Sydney Metro Northwest, where the TSC project especially is well ahead of schedule and has been successful in many respects for us, for our partners, consultants, suppliers and for government,” Peter notes.

“The exciting thing is the number of forthcoming projects in which we are involved. Already the consulting industry is extremely busy. For us at John Holland, the current challenge is servicing and funding the many tender processes. In the near future, as more and more tenders turn into contracts that move into delivery, the infrastructure construction industry will experience a very exciting time, especially in NSW,” he adds.

A key challenge will be the significant, concurrent tendering activity. The complexity of the large, urban projects, including WestConnex M4-M5 connection and Sydney Metro, will challenge industry’s technical capability and capacity, especially in the context of so much concurrent construction.

On the major tunnel projects, there are challenges in obtaining approvals for delivery, particularly in the context of the parallel procurement and planning processes, as well as significant delivery risks as the projects move into more and more urban areas.

“The challenges with the many projects under tender are changing. As well as the urban environment and the need for excellent integration management, there will be more issues with the availability of people, plant and materials,” Peter says.

Be sure to learn more about the NSW Transport Infrastructure Leaders Summit in September: www.nswtransportinfrastructure.com.au

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PRODUCT FOCUS

JLG INTRODUCES NEW METROPOD HIGH PERFORMANCE LED LIGHTING TOWER JLG is excited to introduce the Metro-POD, the latest model in the Metro Series of lighting towers.

The Metro-POD utilizes the same chassis and mast design of the other towers in the Metro Series, the Metro-MH & Metro-LED, but utilizes three LED POD lights. These lights are designed to provide a low glare 360 degree lighting pattern.

JLG’s new Metro Series Lighting Towers are purpose-built using ISO9001 standards in Australia, with features designed to suit Australian and New Zealand markets.

Results of recent surveys highlight what is important to light tower owners: proven reliability, prompt supply of parts and service and transportability over long distances.

The JLG Metro-POD will also help users save on fuel. Extra low voltage, high-output LED lights, in combination with fuel-efficient engines and start/stop controllers, greatly reduce fuel consumption.

The Metro-POD has a 48-volt DC extra low voltage system removing the requirement for an Electrician to ‘Tag & Test’ and a quick-disconnect light head makes short work of disassembly.

Operators will find it easier to comply with noise regulations thanks to the new exhaust system, sound proofing and quieter running engines on the JLG Metro-POD. They will also enjoy the ease of set-up and maneuverability of this tower.

JLG Metro Series Lighting Towers are designed for side-byside loading on trucks, allowing seven units to be transported on a standard semi-trailer or 11 units at a time on a B-Double. This will produce significant savings for rental companies, contractors and their customers.

Whilst the list of standard features on the JLG Metro Series are impressive, they can also be customised to almost any application with a host of additional options and accessories, many of which are available in kits.

For customer convenience and peace of mind, all JLG products are backed by JLG’s industry-leading Ground Support network.

Factory-trained technicians are available at JLG workshops and through our extensive fleet of field service vehicles, all of which are equipped with In Van Terminals (IVT) and spare parts.

To learn more about the Australian designed and developed JLG Metro Series Lighting Tower, call JLG Australia on 131 554 or JLG New Zealand on 64 9276 1278, or visit www.jlg.com.au

18 Highway Engineering Australia | August 2016

INDUSTRY NEWS

Master Plan sets future direction for City Road A seven-year capital works plan to transform City Road – a major thoroughfare on the outskirts of Melbourne’s Central Business District – has been endorsed by Melbourne City Council.

The City Road Master Plan will deliver a range of projects to create a safer and more environmentally sustainable road and surrounding areas.

It will deliver $38.5 million in funding for capital works projects that will better connect Southbank to the city’s Arts Precinct, the Yarra River and city gardens.

Key elements of the plan for City Road include: • improved intersections and pedestrian crossings; • upgraded footpaths; • new street furniture; • a new bicycle route through Southbank catering to the growing number of people riding to-and-from the area for work and recreation; • extensive tree planting and better water management, including permeable paving to reduce flooding and runoff to the Yarra River. This element of the plan helps council achieve its urban forest and other environmental objectives; and • transformation of unused spaces in-andaround the Kings Way Undercroft to provide more usable community space, while also improving connections between the Arts Centre and City Road.

Melbourne’s Lord Mayor, Robert Doyle, said the Master Plan recognised that Southbank was one of the highest-density and fastest changing areas in Australia and that City Road must evolve with it.

“The City of Melbourne recognises that now is the time to invest in the transformation of City Road to meet the community’s requirements now and into the future.”

Cr Cathy Oke, Portfolio Chair for Transport, said council had consulted with the community about its experiences and

20 Highway Engineering Australia | August 2016

expectations of City Road, and she believed the plan reflected the community’s needs.

“The master plan, with its focus on encouraging more people to walk, cycle and take public transport, is consistent with council’s Transport Strategy 2012.”

Cr Oke said community feedback was extremely positive with close to threequarters of responses on the Participate Melbourne website supporting the draft master plan.

The plan was prepared in partnership with VicRoads, the authority responsible for managing the carriageway. VicRoads supports the final master plan and will cooperate with the City of Melbourne on its implementation.

Detailed design will begin in 2016-17 with individual projects to be considered by council as part of its annual budget and planning processes.

Review of SA level and pedestrian crossings

All level and pedestrian crossings in South Australia are being reviewed by the State Government to improve safety on the rail network.

Over the next four years, the government will invest $12 million for a program of upgrades at railway crossings and also consider reducing the number of the crossings.

There are 710 railway crossings on public roads in metropolitan and rural South Australia, and more than 360 pedestrian crossings on Adelaide’s passenger rail network.

Between 2011 and 2015, four people were killed and six people were seriously injured at railway crossings, and 660 near-misses were reported by rail operators.

The funding to improve the level crossings is in addition to significant investment being made on major upgrades, including the $238 million Torrens Junction rail underpass at Park Terrace, and the Outer Harbor rail overpass included in the $896 million Torrens to Torrens project.

The draft Railway Crossing Safety Strategy is available online and the government will be asking South Australians to provide feedback through an online survey.

The new strategy details a number of ways to manage the safety risks at metropolitan and rural level and pedestrian rail crossings. They include: • grade separate railway crossings; • identify crossings for infrastructure and safety improvements; • identify crossings for possible closure where safer alternatives exist; • increase utilisation of CCTV and safety cameras to manage the risk of queuing; • trial vehicle activated signs on passive rural crossings; and • raise awareness and educate people about the dangers of railway crossings.

Transport and Infrastructure Minister, Stephen Mullighan, said all too often, level crossing accidents featured on the news around Australia.

“Wherever rail, roads and footpaths meet, there is a unique set of safety risks, which creates the potential for death or serious injury, and that makes this one of our most important initiatives.

“The strategy proposes a number of initiatives that will improve and address safety concerns at level and pedestrian crossings across the State,” Mr Mullighan said.

“To achieve our objective of zero harm, the fewer opportunities for people and vehicles to meet at an intersecting train or tram track, the safer our rail network will be.

INDUSTRY NEWS

“Our train and tram drivers regularly encounter instances of pedestrians playing chicken with trains and cars dangerously darting across level crossings or tram tracks, putting themselves, the train or tram drivers and the public at risk.”

Victoria’s future innovators build bridges to better engineering skills A team from Kaniva College has taken out the All-Rounder Award at the Victorian judging of the 2016 Aurecon Bridge Building Competition held at Scienceworks, Melbourne during August.

The winning All-Rounder entry, sponsored

by Vic Roads, bore an astounding 438 kilograms before destruction, despite the bridge weighing less than 500 grams.

The winners of the other award categories judged on the day were: • Efficiency award – Koonung College • Strength award (sponsored by Vic Roads) – Marcellin College • Innovation award – Mentone Grammar The Aurecon Bridge Building Competition helps some 1,000 Year 8 and Year 9 High School students bring their ideas to life by encouraging them to develop their understanding of science, technology, engineering and maths (STEM) by building a bridge using icy pole sticks, string, glue and cardboard.

The competition not only provides students with a bridge engineering challenge to solve, but also provides the avenue of feedback

from expert judges. The battle for the cash prizes will be played out in front of all local participating schools at each judging location, with the spectacle of seeing the bridges loadtested to destruction.

STEM subjects are the building blocks for the inquisitive, adventurous and inventive to make engineering and technology work, but are also considered to be an important building block for the future of the Australian economy.

According to Australia’s Chief Scientist, advances in the physical, mathematical and biological sciences in the past 20 to 30 years has underpinned $330 billion a year of Australia’s economic output. STEM employees have also been found to be some of the most innovative workers, and their skills in active learning and critical thinking are highly valued.

However, employers have reported difficulty in recruiting STEM qualified staff.

“Aurecon believes that by enabling students to get hands on and learn the basic principles of engineering, our global engineering organisation is helping to proactively develop Australia’s next generation of engineers,” said Mr William Cox, Aurecon’s Managing Director for Australia and New Zealand.

“Engineering is a great career choice for the youth of today offering a strong likelihood of employment in a diverse range of fields,” he said. “Australian Government’s National Innovation and Science Agenda, for example, estimates that within the next decade approximately 75 per cent of jobs in the fastest-growing industries will demand science, technology, engineering and mathematics (STEM).”

Bridge and structural engineering experts from Aurecon and competition supporters have been appointed as judges to assess each bridge for workmanship, creativity, visual appeal and functionality to determine an

The team from Kaniva College who took out the All-Rounder Award at the Victorian judging of the 2016 Aurecon Bridge Building Competition

overall score. New prizes for award categories have been added to the competition in 2016 for an all-round, innovation, efficiency and strength awards.

New building materials, testing and scoring mechanisms and award categories are a few of the clever innovations that a group of Monash University engineering students designed for this year’s competition.

Winners in each region are announced on the day after the testing of all bridges has been completed and scores tallied.

Better support for Qld councils to deliver essential infrastructure Queensland councils will have more resources to deliver essential community infrastructure, including roads, following a State Government decision to index the maximum infrastructure charges on new developments.

Minister for Infrastructure, Local Government and Planning, Jackie Trad, said indexing the charges would assist councils to better fund local infrastructure needed to support new development.

“Councils have always been responsible for delivering trunk infrastructure like major roads, pipes and parks, but with new development arising right across Queensland, this can put a financial burden on councils in supporting new communities, retail and industrial spaces,” Ms Trad said.

“Councils are able to seek contributions from developers to help fund trunk infrastructure by imposing charges on development approvals.

“Since the maximum charges were first set in 2011 they have not increased and these charges no longer reflect the real cost of construction and building, which is starting to hit the bottom line of council budgets.

“The Local Government Association of Queensland estimated that councils would have missed out on $26 million in revenue for delivering trunk infrastructure if these charges were not indexed for another year.”

Under the current Sustainable Planning Act 2009 charges can be indexed by applying an increase based on an average of the previous three years of increases to the cost of building roads and bridges.

August 2016 | Highway Engineering Australia 21

INDUSTRY NEWS

“Under the newly indexed amounts, councils will be able to charge developers up to $2 more per m2gfa for retail premises, $1.55 more per m2gfa for office premises, or a total $311.20 extra per house with three or more bedrooms,” Ms Trad said.

“Although this may not seem like much, when you multiply the amount by all newly approved developments in a local government area, it adds up and will go a long way in supporting councils’ bottom line.”

Ms Trad said the new Planning Act 2016, which will commence in 2017, made provision for the annual indexation of the maximum infrastructure charges to occur automatically.

“But it’s important we introduce the indexed charges now and not wait until the new Act commences next year, so that councils can continue to deliver necessary infrastructure without being unfairly compromised.”

Improving road quality and travel times in APY Lands A South Australian company has been awarded a $780,000 contract to undertake road design work as part of the Main Access Road Upgrade Project in South Australia’s Anangu Pitjantjatjara Yankunytjatjara (APY) Lands.

Greenhill Australia will design nearly 150 kilometres of the main access road between Kaltjiti (Fregon) and Iwantja (Indulkana), including the Mimili Airstrip Access Road.

The road is unsealed and predominantly un-sheeted, and as it is below the natural surface level, is susceptible to flooding.

The new design will provide for a road surface which will improve ride quality, safety and accessibility for road users.

The contract forms part of the $106.25 million joint Commonwealth and State project to improve living standards of the local Anangu by providing better access to essential services and facilities.

It is also aimed at reducing travel times and the cost of operating a vehicle in the region.

The design work is expected to be completed by the end of September.

The Australian Government has committed $85 million and the South Australian Government $21.25 million for the five-year upgrade of about 210 kilometres of roads in the APY Lands.

The full project is expected to be completed in June 2019.

22 Highway Engineering Australia | August 2016

Feedback being assessed on proposed Swan Street Bridge upgrade VicRoads is currently assessing feedback on four architectural and urban design options to improve the look and feel of Melbourne’s Swan Street Bridge.

The bridge is the gateway to Melbourne’s sport and entertainment precinct linking the Royal Botanic Gardens, Sidney Myer Music Bowl, Shrine of Remembrance, Rod Laver Arena, AAMI Park, Hisense Arena and the MCG. It has been a city icon since it opened in 1952.

Sally Draper Architects, BKK Architecture, John Wardle Architecture and Watson Architecture & Design submitted designs to improve the look of the bridge and surrounding area.

The designs focused on aspects including lighting, viewing platforms and unique architectural features on the barriers of the bridge.

VicRoads displayed each of the four options so pedestrians, cyclists, motorists and rowers could have their say on them.

The authority called for feedback on how the designs could work together with surrounding parklands and venues to ensure a safer, more inviting and accessible crossing over the Yarra River.

Feedback from the community will be used to finalise the look and feel of the upgraded bridge.

The Victorian Government is investing $30 million to upgrade Swan Street Bridge, including an additional traffic lane and two new separated shared paths for cyclists and pedestrians on both sides.

The upgrade will be complete in late 2017 and will reduce traffic congestion, improve safety, and provide greater access to Melbourne’s sports and entertainment precinct.

Increasing percentage of LEVs in Fleet SA The proportion of low emission vehicles (LEVs) in the South Australian Government fleet will be increased to 30 per cent over the next three years.

The target will result in the number of LEVs in the fleet increasing from 161 to about 2,000.

Reducing emissions from Fleet SA vehicles was a key recommendation of the government’s Low Carbon Investment Plan.

The new procurement policy is a significant step towards the goal of making Adelaide the world’s first carbon neutral city.

Treasurer, Tom Koutsantonis, said developing the strategy involved seeking detailed information from motor vehicle manufacturers from around the world.

The process resulted in an improved understanding of the low emission technologies, available and emerging in the near future, and informed the development of the policy.

Mr Koutsantonis said the procurement of LEVs would ultimately extend to Ministerial vehicles and the government was currently negotiating with a range of suppliers.

“The government is a significant customer and that means we can use our purchasing power as a lever to enact change.

“The purchase of around 2,000 low emission vehicles will also help drive innovation, investment and jobs in this growing industry.

“The government will continue its support of Holden and purchase locally-built vehicles until production at the Elizabeth plant ceases next year.”

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MAJOR PROJECTS

Construction underway on Gold Coast Stage 2 light rail Construction of Stage 2 of the Gold Coast Light Rail extension started in July.

Stage 2 will connect the existing light rail system at Southport to heavy rail at the Helensvale station.

The 7.3 kilometre route will run from Helensvale heavy rail station adjacent to the Gold Coast Line, then adjacent to the Smith Street Motorway to connect with Stage 1 at the Gold Coast University Hospital light rail station. It will effectively use existing road and rail corridors.

Stage 2 will include three new light rail stations at Parkwood East, Parkwood and Helensvale, and 1,400 park’n’ride carparks at Helensvale and Parkwood stations.

The extension will support up to 1,000 direct and indirect jobs during construction and operation.

Queensland’s Transport Minister, Stirling Hinchliffe, said since the State Government and GoldLinQ finalised project documents in April, the construction contractor, CPB Contractors, had worked on the detailed design and approvals process, and had since started construction.

"Stage 2 will link the tram to the train and transform the Gold Coast, improving connectivity with Brisbane and delivering significant economic benefits and job opportunities for the region.

"It will improve regional connectivity, providing public transport users with easy transfer between light rail, heavy rail and bus which will help to ease road congestion.

"Construction will continue into 2017 with testing in the second half of next year to ensure there will be trams carrying passengers to-andfrom Helensvale before the Gold Coast 2018 Commonwealth Games.

"Stage 2 is a critical project that we are determined to see built for the Games.

"GoldLinQ and CPB Contractors have committed to achieving a high level of local involvement in the workforce during the construction phase which will support local jobs and be a big boost for the Gold Coast economy."

GoldLinQ CEO, Phil Mumford, said initial Stage 2 construction activities included the establishment of construction site areas, clearing of vegetation within the project boundary and placement of temporary fencing and environmental controls.

"Relocation of underground services and civil construction, including earth works, will be underway in coming months along with construction of bridges and other infrastructure required for this vital transport link," Mr Mumford said.

"During construction every effort will be taken to minimise disruption and to keep the community up-to-date on activities."

Level crossings ‘go’ as part of key Melbourne rail upgrade Major construction on the $1.6 billion project to remove every level crossing between Dandenong and Melbourne started from the beginning of August.

That’s when preparations began to install two gantry cranes weighing 230 tonnes near Murrumbeena Station, on the Cranbourne-Pakenham line, ready for an advanced engineering feat not seen before in Victoria.

The huge gantry cranes – 40 metres wide and 150 metres long – will install the 2,500 locally-manufactured segments of the new, modern elevated line by moving back and forth in the air while trains keep running underneath.

The advanced technique significantly reduces the impact on passengers and nearby homes during construction.

The elevated line will remove nine of Victoria’s worst level crossings, reducing road congestion, improving safety and creating space to run more trains in and out of the city.

New power and signalling will be installed and 30 platforms along the Cranbourne-Pakenham line will be extended so they are ready for 65 new high-capacity trains that will begin using the line when the project is finished in 2018.

There will be impacts on commuter car parking while the five new elevated train stations are built. The car park at Murrumbeena Station was closed and the car park at Noble Park was partially closed from the start of August and will remain shut until the project is finished in 2018.

Carnegie Station car park was closed from 7 August, Clayton Station car park will partially close in September and Hughesdale Station will close later in the year, also until 2018.

All parking temporarily lost at these stations will be off-set in Holmesglen, East Malvern, Huntingdale and Sandown Park. Once completed, the project will allow a significant increase in the number of commuter car parks along the line.

Premier, Daniel Andrews, said the level crossings being removed under the project were Melbourne’s worst level crossings; they were dangerous, congested, and reduced the number of trains running on Melbourne’s busiest train line.

“We’re getting rid of every level crossing by building modern elevated rail – it means less disruption, five new stations, and 11 MCGs of new community space.”

Minister for Public Transport, Jacinta Allan, said the massive construction effort would create more than 2,000 jobs building a better line to carry more trains without clogging up the road network.

“There will be impact on car parking while we build the new stations, but every space will be off-set nearby, and ultimately the project will create more parking for passengers, as well as new open space for the community.”

Pictured at top: Artist's impression of Murrumbeena Road following the removal of the notorious suburban level crossing. Image courtesy Level Crossing Removal Authority

24 Highway Engineering Australia | August 2016

MAJOR PROJECTS

Major upgrade to reduce congestion of Melbourne’s M80 Work is about to start on Melbourne’s M80 Ring Road upgrade between Sunshine Avenue and the Calder Freeway.

The $300 million project will ease congestion and provide safer travel for the 160,000 vehicles that use the freeway every day.

The Ring Road will be widened from two-to-four lanes to fix the notorious bottle neck at Sunshine Avenue.

The project will involve upgrading 3.2 kilometres of the road, resulting in: • more lanes in each direction; • improved interchanges; • widening, strengthening and safety improvements to the EJ Whitten Bridge; and • a better experience for pedestrians and cyclists via a revamped shared user path.

Ramp signalling and an overhead Lane Use Management System will help to ensure a smoother and more efficient journey for motorists.

The upgrade will cut travel time by saving Greensborough-bound motorists up to 15 minutes and Altona-bound motorists up to 10 minutes.

It will boost the Victorian economy with the creation of 1,350 direct and indirect jobs.

Work on the upgrade will start within weeks and the project is expected to be completed by late 2018.

Fulton Hogan is the successful tenderer for the project – the company issued a statement to say it recognised the importance of such a “vital corridor” in Melbourne’s road network and the role the EJ Whitten Bridge performed in connecting communities.

“It is more than just cars on the road, it represents Melbourne’s workforce getting to and from work safely and on time to meet the needs of the local community and economy,” Fulton Hogan said.

“We are excited to partner with VicRoads in this highly anticipated project.”

The Australian and Victorian Governments are each contributing $150 million to the cost of the upgrade.

Extra lanes to cut congestion on Monash Freeway Construction of Melbourne’s Monash Freeway Upgrade will start in September – Fulton Hogan has been awarded the contract for the work, including building more than 30 kilometres of additional lanes.

The project is designed to reduce congestion for the 200,000 motorists who use the freeway each day.

The Monash will be widened from four-to-five lanes in each direction between EastLink and the South Gippsland Freeway, and

from two-to-three lanes in each direction from the South Gippsland Freeway to Clyde Road.

Ramp signals will be installed at nine new locations between Chadstone and Pakenham, including the EastLink Interchange, to improve traffic flow and reduce stop-start driving conditions and dangerous sudden braking.

The state-of-the-art technology will help to balance the amount of traffic entering the freeway and reduce the number of cars waiting on the entry ramps.

Thirty-eight electronic Lane Use Management Signs (LUMS) will be installed between Warrigal Road and the South Gippsland Freeway, creating one of the longest stretches of managed motorway in the world.

The LUMS will be used in conjunction with a new automatic incident detection system to improve traffic flow by providing motorists with information in the event of an incident.

There will also be eight new variable message signs installed to give drivers important real time road condition and travel information.

“With more lanes and smart technologies we’re removing choke points and ensuring a more reliable journey for motorists now and into the future,” said the Minister for Roads and Road Safety, Luke Donnellan.

It is estimated the upgrade will reduce the number of serious crashes by 20 per cent by creating smoother traffic flow onto and along the improved route.

The project will create more than 400 jobs during construction, as part of a major transport infrastructure program that is creating more than 15,000 jobs across Victoria.

Construction will be completed in 2018 and no new tolls will be introduced on the Monash.

Sod turned on non-stop northern Perth transport route Ground was officially broken in mid-June on the first section of the $1.12 billion NorthLink WA project to provide a non-stop transport route between Morley and Muchea.

Morley is 10 kilometres north east of Perth’s Central Business District and Muchea is 57 kilometres north of the CBD. Western Australia’s Transport Minister, Dean Nalder, said the project was an essential component of the long-planned integrated freight transport system for Perth.

"NorthLink WA is a major infrastructure investment that will bring benefits to the whole community," Mr Nalder said.

August 2016 | Highway Engineering Australia 25

MAJOR PROJECTS

Tonkin Highway will become a six-lane freeway between Guildford Road and Reid Highway, with new interchanges at Collier Road and Morley Drive, and a flyover at Benara Road. Other flyovers will be built at Beechboro Road North and Marshall Road, with interchanges at Hepburn Avenue, Gnangara Road and The Promenade at Ellenbrook.

"Tonkin Highway provides a vital link for traffic movements to commercial and industrial areas across Perth," said Mr Nalder.

“The highway carries more than 70,000 vehicles a-day and the project will result in more free-flowing traffic, similar to the Gateway WA project.

“For drivers using the freight route from Kewdale to Muchea, NorthLink will potentially avoid up to 16 sets of traffic lights, one railway crossing and 21 speed limit changes.”

The first section of the project, being undertaken by John Holland, involves the construction of the Collier Road and Morley Drive interchanges and the Benara Road flyover.

A joint venture between BGC Contracting Pty Ltd and Laing O'Rourke Australia Construction Pty Ltd - Great Northern Connect - is the preferred proponent for the next section between Reid Highway and Ellenbrook.

The WA Government is investing $223 million in NorthLink WA and the Australian Government’s contribution is $894 million.

Queensland commits $800 million to kick-start Cross River Rail

The Queensland Government has made an in-principle commitment of $800 million towards building the state’s number one infrastructure project – Cross River Rail.

Cross River Rail comprises a 10.2 kilometre link from Dutton Park to Bowen Hills, with 5.9 kilometres of tunnel under the Brisbane River and Central Business District.

It will connect to Brisbane’s northern and southern rail networks from day one of operations, providing significant benefits to commuters from both directions.

26 Highway Engineering Australia | August 2016

It will be the capital’s second rail river crossing and will ease congestion, improve network reliability and increase accessibility to the CBD, allowing more people to travel longer distances, with shorter journey times.

The $800 million commitment was announced on 27 June as Building Queensland – the state’s independent infrastructure adviser – declared the project ready for state investment in its Infrastructure Priority Pipeline Report.

Premier, Annastacia Palaszczuk, said the investment was the biggest funding commitment to Cross River Rail by any government in its history, and was part of the government’s $40 billion four-year infrastructure program announced in the 2016-17 State Budget.

“This builds on our recent commitment of $50 million in the Budget to establish the Cross River Rail Delivery Authority and commence early work, and $634 million funding to deliver the critical European Train Control System which will pave the way for the project.”

Minister for Infrastructure, Jackie Trad, said ensuring such a significant project continued to move forward would require support from all three levels of government and partnerships with the private sector.

“We expect the $5.4 billion Cross River Rail project will transform from a single piece of transport infrastructure into one of Australia’s largest innovation and economic development initiatives.

“It will drive new development and population growth, better access to jobs and schools, and higher property values.

“The economic case is clear that for every dollar we invest in Cross River Rail, our economy will see a return of $1.21. Supporting this project should be a no-brainer for the Federal Government, Brisbane City Council, and private partners.

“If we look to projects like London’s £15 billion CrossRail project, we can see that partnerships between the public and private sector can work, with innovative funding solutions like availability payments, development rights and value sharing on the table.

“One of the key tasks of our new Delivery Authority will be to explore innovative funding models so Cross River Rail can finally be delivered.”

Treasurer, Curtis Pitt, said the in-principle commitment of $800 million fitted with the priorities of the Budget: growing innovation, attracting investment and building infrastructure.

"The Palaszczuk Government's contribution to this project will come from the State Infrastructure Fund which received an allocation of $2 billion in the Budget.

"Delivery of Cross River Rail will require support from all levels of government, as well as third-party finance and close examination of value-sharing options.

"Our commitment is contingent on funding contributions from the Commonwealth Government and clearly this is exactly the type of project Queenslanders expect them to back.”

Transport Minister, Stirling Hinchliffe, said Building Queensland’s Business Case highlighted the economic benefit to the nation of building Cross River Rail.

“Building Queensland predicts it will boost public transport use across the region by 29,000 trips per day in 2036, which will ease congestion taking 18,500 cars per day off the road.

“Cross River Rail will support more than 1,540 jobs each year during construction and, with an anticipated construction timeframe of five years, the project could generate more than 7,700 jobs for Queenslanders.

“When Cross River Rail is operational it will generate and support approximately 570 jobs each year.”

Image courtesy SA Department of Planning, Transport and Infrastructure

MAJOR PROJECTS

Tracks being laid for Sydney Metro

EoI for Torrens Junction project Expressions of interest are being called for a project to improve productivity on the national rail freight network and traffic flows on Adelaide’s Inner Ring Route.

The $238 million joint South Australian and Commonwealth project involves separating the freight and passenger rail lines at the Torrens Junction, and creating a rail underpass to remove the level crossings at Park Terrace and Gibson Street.

The completed project will enable 1,800-metre freight trains to operate between Adelaide and Melbourne, increasing the maximum length of the trains by about 20 per cent.

It will also remove the need for freight trains to stop for Outer Harbor line passenger trains.

Removing the level crossing on Park Terrace will also improve traffic flow for almost 50,000 vehicles using the Inner Ring Route each day and eliminate the need for freight trains to slow down through the Torrens Road and Hawker Street level crossings, which adds to traffic delays.

Torrens Junction is part of the Goodwood and Torrens Junctions Upgrade, which includes a new pedestrian and cycling overpass at Goodwood to complete the popular Mike Turtur bikeway, as well as level crossing safety improvements at Leader Street.

Together, these projects are expected to support, on average, about 212 jobs a year during construction and will be delivered in line with the SA Government’s Industry Participation and Steel Procurement policies.

SA’s Transport and Infrastructure Minister, Stephen Mullighan, said the project would deliver benefits across the economy, from productivity gains for the rail freight industry to the road improvements for commuters, transport operators and people who derive an income from the roads, such as couriers and delivery drivers.

“About 160 passenger trains pass through the Torrens Junction and Park Terrace level crossing every day amounting to regular and substantial delays to the almost 50,000 vehicles which use this part of the Inner Ring Route.

“The project will reduce delays for road users at the Torrens Road and Hawker Street level crossings by removing the need for freight trains to slow down on approach to the Torrens Junction.”

About 11 freight trains travel through the Torrens Junction every day, closing the Torrens Road and Hawker Street level crossings for up to six minutes each time.

This project is expected to cut the time motorists spend waiting at these level crossings by more than half, improving travel times for the 25,500 vehicles on Torrens Road each day and the 5,500 vehicles using Hawker Street.

The first railway tracks were laid on 8 June for the Sydney Metro – a project described as “revolutionary” by New South Wales Premier, Mike Baird and Transport and Infrastructure Minister, Andrew Constance.

Mr Baird and Mr Constance met with workers installing the first section of track at what will become the Sydney Metro train stabling facility at Rouse Hill, 42 kilometres north west of central Sydney.

“Everywhere you look across the state, there’s an exciting new project shaping the future,” the Premier said.

“Tunnelling for Sydney Metro Northwest is finished, the skytrain is almost 50 per cent complete, and we are now taking the next momentous step by laying the first tracks.”

Minister Constance said the project was powering ahead and on schedule to take passengers in the first half of 2019.

“This is Sydney getting ready for the future; once completed, Sydney Metro will be able to move more people across the harbour in the busiest time of day than the Sydney Harbour Bridge and Tunnel combined.”

Inside the Sydney Metro trains facility, 19 kilometres of railway steel is being laid, as well as 11,500 sleepers and 30,000 tonnes of ballast.

Twenty-two metro trains will be stabled at the facility and maintained when services start in the first half of 2019.

When stage two is built, the facility will maintain the extra trains needed to service the entire line to Bankstown – 20 kilometres to Sydney’s west. The site will also house the Sydney Metro operations centre.

Eventually, 108 kilometres of railway steel will be used across the Sydney Metro Northwest project.

The final design of the new Bella Vista station on the $8.3 billion Sydney Metro Northwest was also unveiled on 8 June – the design incorporates the iconic Sydney Metro Northwest canopy designs.

Sydney Metro Northwest includes eight new metro stations, five existing stations upgraded to metro standards and 4,000 new commuter car parking spaces.

August 2016 | Highway Engineering Australia 27

ROAD SAFETY

THE OPTIMUM MEDIAN GATE FOR TRAFFIC SAFETY You may have driven past many median gates without giving them a second thought or you may have wondered why there are sections of steel spliced into the concrete median barriers.

Median gates are often included in new road designs to provide “contraflow” capability, while still maintaining a positive barrier protection for median cross- over.

This means if a serious accident forces a full highway closure northbound, the gate can be opened, allowing the northbound traffic to turn around and head south.

The highway is usually closed at the previous exit, but any traffic already past the exit can turn around safely. Often these gates are installed near the entrances to tunnels or bridges, where expedient turn-around of vehicles is a priority.

As our roads are carrying bigger trucks like B-doubles and Triples, the design of median gates needs to allow for these larger vehicles. The gate must also be crashworthy when closed and require a containment level of Test Level 3 as a minimum. TL3 is the containment of a 2,000 kilogram utility at 100 kilometres-an-hour.

This means the gate will perform in a manner similar to the permanent median barrier when struck by an errant vehicle. Not

only must the gate safely redirect the impacting vehicle, it must also remain in an operating condition – ready to be opened in an emergency.

When the NorthConnex project design team needed a median gate, the requirement was clear; a high-performance barrier gate capable of allowing the largest of heavy vehicles to turn around safely.

The project design team consulted Ingal Civil Products and selected the BarrierGuard Gate, a 30-metre titan of high-strength galvanized steel.

The BarrierGuard Gate is available in sizes from six-to-36 metres and even up to 50 metres pending project approval.

It is anchored at either end with retractable wheel sets enabling the centre gate section to be raised for opening.

The flexible nature of the gate makes it the natural choice for retrofitting in existing motorways. The existing median barrier can be cut and the BarrierGuard Gate installed in the gap.

Standard transition hardware manufactured at Ingal Civil Products’ modern manufacturing facility in Sydney completes the installation. With only 16 anchors per gate, the BarrierGuard Gate is quick and easy to install.

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ROAD SAFETY

DREAMS AND ASPIRATIONS CRITICAL TO IMPROVING ROAD SAFETY John Merritt, VicRoads Chief Executive Officer, is by self-admission a “man of dreams” when it comes to road safety.

And one of those dreams is that he and the organisation he heads is open to change because in Mr Merritt’s words “the world is changing rapidly around us and we are hungry for the technology that can help get us to where we need to be in the safety space”.

“And we make that promise to people on the basis that no matter where you live; whether you are in a growing outer suburb or regional city, whether you live on a farm or in a city apartment, that all of us are working hard to take the stress out of your journey.

“We’re working to get you safely to where you need to be, because in VicRoads, we’re only here for you and your family.”

Mr Merritt outlined his dreams, his aspirations, at a symposium on 15 August to discuss Victoria’s Towards Zero road safety initiative.

The Towards Zero 2016-2020 Road Safety Strategy maps out how Victorian road safety partners will work towards a 20 per cent reduction in deaths and a 15 per cent reduction in serious injuries in five years.

The strategy is about creating a safe system for all Victorians – safe roads and roadsides, safe speeds, safe vehicles and safe road use by all people using the road.

Mr Merritt said it was hard for organisations like VicRoads and the Transport Accident Commission to become aspirational because of the day-to-day reality of dealing with road trauma, but he had a number of dreams to make the state’s roads safer.

“For me, the dream is that our young and vulnerable people aren’t dying on the roads because of one simple, lousy, stupid mistake.

“My dream is that people in the country aren’t killed at four times the rate as people in the city.

“My dream is that our neighbourhoods aren’t just corridors for traffic, they’re great places to live and belong.

“My dream is that our daily commute takes about the same time on a Tuesday as it does on a Friday; and I know what time to leave to be at work or at home on time.

“My dream is that I can walk, I can ride my bike, we can catch public transport in more ways and in different combinations because our roads are safe to ride on, they’re safe to walk beside, and public transport is a real choice for us.

30 Highway Engineering Australia | August 2016

John Merritt (second from left) with VicRoads team members at the new Hub@exhibition customer service centre

“My dream is that we respect each other on the roads, no matter what we’re driving or riding.

“My dream is that trucks aren’t the enemy, but they’re a reflection of our own jobs and our prosperity.

“My dream of my own organisation is that we fix the roads that need to be fixed and we build the ones that need to be built.

“And importantly,” Mr Merritt said: “we admit it when we get things wrong and we try to make it right.”

Mr Merritt said VicRoads was determined to put a stronger focus on where road trauma was happening, particularly on rural roads.

“What must change is for those of us who plan and build, and are the custodians of the system, to take responsibility for all that we know that happens on our roads and make sure motorists can make mistakes and survive them. It’s about preventing these crashes and minimising harm.

“The fact is our rural situation is diabolical; four times as many deaths per hundred thousand, 44 per cent of our deaths occur on high speed country roads.

“Critically, 64 per cent or nearly two-thirds of these crashes on high speed rural roads are as a result of drivers crossing the centre line.

“But our urban challenge is not that slight either. There were 115 fatalities last year and 23 per cent of those occurred at 60 or 70 kilometre-an-hour (km) intersections.

“Nearly 20 per cent of serious injuries are on 40-to-50km local streets. Over the last five years one hundred people would still be alive if they had been struck in a 40km zone; not in a 50 or 70km zone.”

Mr Merritt said a critical factor in the road safety equation was the number of new drivers and new cars coming onto Victoria’s roads by the day and by the week.

He said about another 2,000 drivers would come onto the roads in the week beginning 15 August and a similar number of new vehicles would be registered during that time.

“And where that really hits us is in dense urban areas. At the moment we’re running about 1,000 car and tram collisions a year; it’s growing at 15 per cent a year at the moment. So how we organise and plan these urban areas, and how we think about these issues at conferences, is becoming increasingly important.”

Mr Merritt said the work being undertaken by the Victorian Government and its agencies to remove 50 dangerous level crossings, including two crossings at outer suburban Bayswater, was part of the solution.

“We’re taking two of them out at Mountain Highway and Scoresby Road.

“Importantly, the current Mountain Highway is six lanes in this section and in the process of taking the crossing out we’re shrinking that road back to four lanes.

“We’re trying to create a human space for the good people of Bayswater because we know when we’ve modelled all of the cars in the car park at Bayswater station, more than half of them had driven less than 500 metres to get there,” Mr Merritt said.

“So one of our biggest ambitions in Towards Zero is getting people out of their car and getting them walking through really safe human spaces towards their destination and we’re really optimistic about what we can do in that work.”

ROAD SAFETY

LANDMARK WA ROAD SAFETY CAMPAIGN The first two of five major road safety education campaigns have been launched in an effort to change the behaviour of Western Australian motorists who put at risk the lives of other road users.

The campaigns target what Road Safety Minister, Liza Harvey, describes as the very best and worst drivers – the initiatives are based on some of the most extensive road safety research ever conducted in Australia.

"The Zero Hero campaign recognises the 800,000 West Australian motorists who haven't lost a demerit point in the last three years and seeks to normalise that good driving," Mrs Harvey said.

"Through Zero Heroes, we want to highlight the vast majority of drivers are doing the right thing and encourage them to influence the driving of those around them – their children, parents, friends and other loved ones."

The Minister said the second campaign would target the Risk Takers who speed, drink drive, used their mobile phones and did not wear seatbelts. In 2013, 62 Risk Takers were killed on Western Australian roads.

"Our research shows Risk Takers endorse speeding, don't see any of these behaviours as a road safety issue and are not motivated by personal injury.

"However, the research indicates they are motivated by the threat of losing their licence, subsequent loss of freedom and negative social consequences, and our campaign reflects that."

The Risk Takers campaign documents the life of “Nate”, who has lost his licence and is forced to rely on his mother to drive him around. The campaign follows Nate over

West Australian Road Safety Commissioner Kim Papalia and Police Minister Liza Harvey at the launch of WA's new Zero Heroes road safety campaign.

the period he has lost his licence as the stark reality of his new life sets in.

"This campaign aims to have those risk takers in our community cringe and think about how their life would be impacted should they end up in Nate's position something they find much more realistic

than actually dying as a result of their risky driving," Mrs Harvey said.

Funding of $4 million has been allocated from the Road Trauma Trust Account to deliver the road safety education campaigns in 2016-17. The campaigns will spread across TV, online, radio and outdoor advertising.

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ROAD SAFETY

• larger grants of up to $30,000 for detailed project plans that show expenditure, project stages and time frames.

Transport for NSW will award up to $1.6 million in grants over four years.

Applications must be evidence-based, using research or best practice principles and they must address local issues, targeting specific groups or problems, and align with the NSW Road Safety Strategy 2012-2021.

Proposed changes to Dangerous Goods Code The National Transport Commission has released proposed improvements to the Australian Code for the Transport of Dangerous Goods by Road and Rail.

Chief Executive of the NTC, Paul Retter, said the proposed Code included changes to help align it with the latest UN recommendations (UN19), specific Australian changes and improvements to rules governing the transport of dangerous goods in limited quantities, as approved in-principle by the Ministerial Council in 2015.

“We continually update the Code to keep Australians safe and to cut unnecessary red tape on business.”

Mr Retter said the proposed changes would: • cut the red tape faced by people transporting limited quantities of household and personal care goods classified as dangerous; • implement a common placard limit of two tonnes for all movements of limited quantities of goods classified as dangerous; and • allow retail packages of very small quantities of goods classified as dangerous to be transported in a mixed package to be carried as general freight.

“These changes have been designed to help businesses get their goods to market efficiently without imposing a detectable level of risk to the Australian public,” Mr Retter said.

“However we are keen to hear a range of views about whether they are an appropriate and effective way of doing this.”

Funding for community road safety initiatives Applications closed on 31 July for funding under Round Two of the New South Wales Community Road Safety Grants Program.

The program provides funding to community groups across the state to deliver locally run safety projects to help increase road safety awareness and support safer road use.

Projects must align with the internationally recognised safe systems approach and they will be assessed by a panel of representatives from Transport for NSW, Roads and Maritime, and the New South Wales Department of Education.

Funding opportunities are: • grants of up to $5,000 for road safety projects that involve community engagement and improve road safety awareness in local communities;

32 Highway Engineering Australia | August 2016

Random breath testing – 40 years on Forty years of random breath testing was marked in Victoria on 11 July, with thousands of lives saved since police conducted their first test in 1976.

Minister for Roads, Luke Donnellan, joined Assistant Commissioner for Road Policing, Doug Fryer, at a random breath testing site in Melbourne’s inner north to mark the anniversary.

Victoria was the first state in Australia to introduce random breath tests for drivers and Minister Donnellan said it had a proud history of road safety innovation.

Since its introduction, random breath testing has helped to save thousands of lives, has helped to prevent road trauma and has been critical in changing Victoria’s drink driving culture.

The proportion of motorists killed with a blood alcohol level of more than point-05 has dropped dramatically – from 49 per cent in 1977 to 15 per cent in 2014.

And roadside breath testing by police has expanded from 40,000 tests in 1978 to around four million tests annually.

In 1989, the year the Transport Accident Commission commenced its drink drive campaigns, 114 drivers and riders died in road accidents involving an illegal blood alcohol concentration. This figure dropped to 22 in 2014.

In its latest initiative to crack down on drink driving, the government will require everyone convicted of the offence to have an alcohol interlock device fitted to their car.

Under the reforms, anyone found to be driving with a blood alcohol content of point-05 will be required to drive vehicles fitted with an interlock device for a specified period, depending on the severity of the offence.

The government is also delivering a new fleet of drug and booze buses to give police more resources to test and catch more drivers.

The initiatives are part of the Towards Zero 2016-2020 Strategy and Action Plan which aims to reduce the number of lives lost on the state’s roads by 20 per cent, to below 200, over the next five years.

More than $1 billion over five years has been invested to protect motorists and support safer roads as part of the strategy.

“We’ve come a long way in changing people’s attitudes since Victorians took their first breath test in a ‘puff bag’,” said Minister Donnellan.

“We know that drinking alcohol and driving doesn’t mix, and we owe it to all motorists, trauma victims, their families and friends to deliver new ways to keep our roads safe.”

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ROAD SAFETY

FOCUSING ON AN INTEGRATED APPROACH TO ROAD SAFETY “What’s probably been most important in road safety in the last five years or so has been the increased recognition of the need for a safe driving system.”

Lauchlan McIntosh – President of the Australasian College of Road Safety (ACRS) – commenting on the need for an integrated approach to improve safety on the road network.

“Without safer cars and safer drivers, without safer roads and safer speeds we won’t be effective in reducing road deaths and injuries.

“One of the difficulties we have with regard to road safety is understanding that while drivers are a key factor, they are not the only factor, and we need to recognise that people make mistakes.

“We need to make sure the systems in vehicles and the infrastructure itself – the roads – can be made to a standard that minimises the risk of people dying or being seriously injured if they make a mistake or run off the road.”

Mr McIntosh said business was joining with government in playing a part in the move to an integrated approach to road safety.

“Over the years, government has been regarded as the setter of regulations and standards with which drivers, road infrastructure providers and, to a lesser extent, vehicle manufacturers have to comply.

“Now we’re seeing an increased interest from business in being responsible for road safety. Companies employ drivers, buy vehicles and set operational and safety standards for themselves.

“For their part, insurance companies try to encourage road users to be responsible through the way premiums are structured – they even encourage people to drive safer cars.”

Mr McIntosh has been President of the Australasian College of Road Safety since 2007, and is Deputy Chair of the Australasian New Car Assessment Program (ANCAP), after over 20 years as Chairman. He is a Trustee of the international Global NCAP program From 1994 to 2006 Mr McIntosh was the Executive Director of the Australian Automobile Association (AAA) where he led a major national SaferRoads program with other organisations in 2003-2006.

He was an inaugural director of the International Roads Assessment Program (iRAP) and a past President of Intelligent Transport Systems Australia, which is staging the 2016 ITS World Congress in Melbourne in October.

In 2007, he was appointed a Member in the General Division of the Order of Australia. The appointment recognised his service to the community through significant contributions to the development and promotion of road and motor vehicle safety programs, and to the mining industry.

He was awarded the ACRS Fellowship in 2006 and the Roads Australia John Shaw Medal in 2013.

Mr McIntosh is recognised for his expertise across many road safety disciplines, including engineering, management, policy, administration, and occupational health and safety.

Mr McIntosh said the ACRS played a unique role in road safety; it provided a forum, a network, for specialists in the sector to exchange information.

“Leading road safety practitioners in each state are members, as are the road safety departments within governments, the police and driver training organisations.”

The College in association with Austroads and The George Institute for Global Health is staging the premier road safety conference for

34 Highway Engineering Australia | August 2016

Australia, New Zealand and the Asia Pacific region in September.

The 2016 Australasian Road Safety Conference 2016 will be held at the National Convention Centre, Canberra, from 6-8 September.

With a theme Agility, Innovation, IMPACT, it will showcase the regions’ leading researchers and practitioners dealing with the road safety issues identified in the United Nations Decade of Action for Road Safety.

Those issues are: • road safety management; • infrastructure; • safe vehicles; • user Behaviour; and • post-crash care.

Delegates will be presented with a comprehensive program highlighting the latest research, education and policing programs, policies and management strategies, and the latest technological developments in the field.

Mr McIntosh said the safety of vehicles was key to overall road safety and the Australasian New Car Assessment Program played a critical role in ensuring the vehicle safety.

“ANCAP is the only independent, autonomous body that assesses the crash-worthiness of new cars and also looks at their relative safety performance.

“Its work means Australians are buying and driving world best quality vehicles.

“The Star Rating that ANCAP provides is really valuable; perhaps a decade ago we had only 60 per cent of cars that were 5 Star and now that figure is 95 per cent. The difference between a 5 Star and a 4 Star vehicle in saving a life is quite significant.

“There’s a school of thought that people can’t afford to buy the safest car available, but our experience at ANCAP says that’s not so,” Mr McIntosh said.

“The safety features in new cars don’t cost a lot and, in the long run, they are hugely beneficial to motorists.

“A similar star rating system for roads, AusRAP in Australia and iRAP internationally, can help drivers and road builders understand the relative safety of different road networks.”

Mr McIntosh is also involved with Global NCAP, which tests cars in developing countries.

“We know that major manufacturers still don’t necessarily specify the best quality safety in cars around the world.

“The United Nations has a set of standards and, at Global NCAP, we’re encouraging all countries to sign-up to those. At the moment, not all countries have signed.”

The progressive introduction of connected and automated vehicles on to the roads, according to Mr McIntosh, would make a huge difference to road safety.

“We’ve seen improvements in technology over a long period of time – electronic stability control prevents vehicles from skidding or sliding and adaptive cruise control warns drivers of impending impacts.

“Features like these are helping to reduce crash rates by 25-to-50 per cent and that’s massive.

“We know these technologies work and we should encourage their introduction, but there are millions of cars on the roads and we won’t see all new cars switch to new features tomorrow.

“Then there is the issue of people’s expectations about connected and automated vehicles,” said Mr McIntosh.

“Some people are overawed by these vehicles and are concerned when they hear instances of them being involved in crashes.

“The same people accept the reality of hundreds of accidents involving vehicles with people behind the wheel – they tend to ignore those crashes, but become overly worried when one automated car is involved in a mishap.

“Over time, connected and automated vehicles will make a difference to safety on the roads in addition to the advances being made in traffic advisory technology.

“But at the same time, there is increasing complexity in other life communication systems, not always directly linked to driving, and as we become involved with these we lose sight of the real safety risks of roads, cars, bikes, trucks and buses interacting.

Alarmingly for the first time in decades, Mr McIntosh said, deaths from road crashes were up by about 10 per cent in the last year, almost 100 extra deaths and perhaps 3,000 additional serious injuries.

“The College Conference in September will be a key area for developing real collaborative, coordinated efforts to ensure we have a safe system with less, not more deaths and injuries.”

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ROAD SAFETY

Safety report deems overpass billboard compliant An independent assessment of a digital LED electronic billboard on a Kwinana Freeway overpass bridge, about 12 kilometres from Perth, found the billboard met key safety guidelines.

Western Australia’s Department of Transport engaged the ARRB Group to conduct a safety assessment on the billboard at Bull Creek railway station, near Leach Highway. It measures 12.66 metres wide and 3.35 metres high.

The billboard was activated in April 2015 and raised public safety concerns.

In its report, ARRB found the digital device “is acceptable from a safety perspective” when assessed by the Main Roads Policy and Application Guidelines for Advertising Signs, an Austroads report APR420-13 and relevant research.

State Transport Minister, Dean Nalder, said the government supported the use of billboards as an advertising tool, accepted ARRB's findings on the Bull Creek advertising mechanism and reactivated it in the second week of July.

"The billboard was assessed against safety relevant criteria that were successfully applied in a number of other jurisdictions in Australia.”

Mr Nalder said to allay any public concerns, the government adopted a conservative “start-up” commissioning approach which was within the Main Roads WA guidelines for advertising signs.

The Minister said use of the electronic billboard would meet strict safety and compliance guidelines regarding colour, changeover time and size and illumination, consistent with the ARRB Group's safety assessment advice.

"To assist road users to adapt to change, dwell times or the time allocated to particular advertisements will be extended to 60 seconds (from 45 seconds) and a lighting specialist will be in attendance to validate luminance levels," he said.

Mr Nalder said Main Roads Western Australia would further review the safety aspects of the billboard over forthcoming months.

While the electronic billboard will be primarily used for advertising, it will also display – if required – emergency incident messages.

38 Highway Engineering Australia | August 2016

Gippsland roads to receive safety upgrade More than $20 million is being invested in road safety upgrades and resurfacing of deteriorating roads across Victoria’s Gippsland region.

The works will be delivered by the Eastern Region Alliance, a partnership between VicRoads and Fulton Hogan, and they will start in October.

The funding will provide works to rehabilitate sections of road to make them smoother and resistant to further damage.

Nearly 18 kilometres of roads in Gippsland will receive over $10 million in upgrades including the Princes Highway, Bass Coast Highway and Hyland Highway, and other rural roads including: • Traralgon-Maffra Road at Traralgon and Cowwarr; • Main Neerim Road at Rokeby and Neerim South; • Brodribb Road at Hazelwood; • Maffra-Rosedale Road at Nambrok; • Fish Creek-Foster Road at Fish Creek and Foster; • Waratah Road at Fish Creek and Waratah North; and • Tarra Valley Road at Yarram and Tarra Valley.

The works will reduce the level of deterioration of road surfaces and will support local primary producers to send their products to the market or to the factory, as well as support local residents.

The improvements will create smoother and safer roads, and also help to preserve their longevity.

While interim measures, such as asphalt patching works over the winter period, will ensure roads can continue to operate safely in the short-term, the works will ensure their ongoing, safe operation.

Over 150 sites across Gippsland, including Aerodrome Road will see a further $10 million in resurfacing works that will fix rough sections of road patched to waterproof so they are more resistant to future damage.

Upgrading motorcycle safety for riders in east Gippsland Motorcycle safety in Victoria’s Gippsland region is being boosted with 228 kilometres of safety upgrades, funded from the Motorcycle Safety Levy.

The Transport Accident Commission’s Motorcycle Safety Levy Program aims to reduce road trauma suffered by motorcyclists by funding projects that specifically benefit riders, including infrastructure improvements, research projects and educational activities.

Each year, more than 29 people are killed and 300 people are seriously injured in eastern Victoria with around 25 per cent of all fatal and serious injury crashes involving motorcycle riders.

The $5.4 million investment to upgrade safety will be split across three projects in East Gippsland: • Great Alpine Road – $3.69 million; • Licola Road between Licola and Heyfield – $1.1 million; and • Omeo Highway between Bogong High Plains Road and Anglers Rest – $632,000.

Minister for Roads and Road Safety, Luke Donnellan, said the safety improvements would address a history of crashes along regional roads which were popular with riders.

“We know motorcyclists are overrepresented in serious and fatal crashes and that’s why we’re identifying the routes riders use so we can make them safer.”

Minister Donnellan said rub rail protective barriers would be installed to further reduce risks to motorcyclists who lose control.

Extra signage and guide posts would, he said, be installed to alert riders to sharp curves ahead so they could adjust their speed and have better control.

A number of intersecting driveways and roads would also be resealed to improve the road’s surface and stop hazardous gravel spilling onto the road.

Sign post cushions would also be trialled on the Omeo Highway.

ITS SPECIAL FEATURE

Intelligent Transport Systems News and Feature Articles

ITS SPECIAL FEATURE

Photo courtesy ITS International

CRISS-CROSSING THE GLOBE TO PROMOTE

MELBOURNE 2016

Susan Harris, ITS Australia CEO, and Dean Zabrieszach, ITS Board member and Project Director for this year’s World Congress in Melbourne, could be forgiven for feeling they’re in a semi-permanent state of jet lag.

They have criss-crossed the globe selling the virtues of Melbourne as the host city for the Congress and as a smart city which will fully utilise the economic and social benefits of intelligent transport systems.

“We’ve been out-and-about making sure we leave ‘no stone unturned’ in spreading the word about what we have to offer in Melbourne in October,” Ms Harris said.

“Technology is moving so quickly and we’ve encouraged everyone we’ve met to attend the Congress to ensure they’re across the latest developments in the transport sector. They can take that knowledge back to their cities and communities.

Ms Harris said ITS Australia was delighted with the way preparations for the Congress were tracking.

“The sponsors, exhibitors and registrations strongly reflect the diversity that Melbourne 2016 will feature.

“We’ve seen clearly from the responses of attendees in Europe and the United States that they’re eager to connect with colleagues from the AsiaPacific and to showcase the latest technology.

“From our conversations in China and other parts of the Asia-Pacific, it’s apparent attendees are keen to connect with global brands and see how other parts of the world are delivering technology.

40 Highway Engineering Australia | August 2016

“There’s a really good value-add for everyone by bringing together such a really strong mix of traditional global players and the enthusiasm we’ve experienced for the event from the Asia-Pacific,” Ms Harris said.

“The exhibition component of the Congress is in really good shape. We’re over 80 per cent sold, which is on par with other world congresses at the same stage of preparation for the event.

“And attendees are particularly excited about the technical tours program with some close to being fully booked. We’re also confident the demonstrations will be popular; things like being able to get into a vehicle and have it transition to automated driving always go down well.”

Dean Zabrieszach said the theme of the Congress – Enhancing Liveable Cities and Communities – had struck a chord with everyone associated with the event.

“The notion of liveable cities taking advantage of the rapid advances in intelligent transport systems is gathering pace. That’s why Melbourne, with its great success in topping the Economist Intelligence Unit's Global Liveability Index over the years, makes it such an ideal venue for the Congress.

“The focus of the event will be maximising the benefits of developments in transport technology to ensure cities not only maintain, but enhance, their liveability.

“Those benefits will result in reducing congestion, increasing the level of safety in our cities and, overall, improving their environments in a cost effective way,” Mr Zabrieszach said.

“Having spent time in government, as well as the private sector, I can say there is always going to be emphasis placed on ‘return on investment’.

“What’s the benefit? It has to be clearly demonstrated and that’s the challenge for the Melbourne Congress.

“To show that major cities around the world – renowned tourist venues – can retain their liveability for future generations.”

Ms Harris and Mr Zabrieszach said they were confident more than 7,000 delegates from around 60 countries would be in Melbourne for the congress, and they encouraged everyone attending to enjoy themselves as well as take advantage of the technological pulling power of the event.

“Have fun and relax with your global colleagues while you’re at the Congress, and also take advantage of the tourism opportunities around Australia and in New Zealand.”

ITS SPECIAL FEATURE

NEW SPEED TRIAL TO MAKE

MONASH FREEWAY SAFER AND MORE EFFICIENT What’s been billed as an Australian-first technology trial involves speeds on Melbourne’s Monash Freeway increasing or decreasing based on live traffic conditions.

The new state-of-the-art approach to speed management provides for speed limits to change in response to road conditions, such as an increase or decrease in traffic volumes, weather conditions and the time of day.

The Dynamic Speed Trial – which started in the first half of July – operates between High Street in Ashburton and Glenferrie Road in Toorak. Motorists can, in appropriate conditions, increase their speed from 80 kilometres-an-hour to 100 kilometres-anhour on this section of the Monash.

VicRoads Chief Executive, John Merritt, said the trial was being implemented at a time when Victoria was rapidly growing and changing with 1,800 people moving to Melbourne each week.

Mr Merritt said this meant in 10 years, one million extra people would be living here.

“This is driving us to think differently about the future of our road network, and how we offer better connections to jobs, services and markets.

“We’re at a turning point in the history of transport as we know it. The advent of automated vehicles and intelligent infrastructure that supports real-time traffic monitoring and management means we have great opportunities to move people and goods more efficiently and safely than ever before.”

The Dynamic Speed Trial utilises existing technology including CCTV and road sensors, as well as overhead electronic signs to change speed limits when conditions allow, not just if there are road works or a collision.

The six-month pilot trials three different phases: phase one will vary speeds at night; phase two will include night and off-peak periods such as weekends; and phase three will run 24-hours a day, including peak periods.

“We hope that the results from the trial will allow us to raise speed limits in other similar locations, especially if this supports freight operators to travel through Victoria more efficiently during off peak times,” Mr Merritt said.

The pilot complements the Monash Speed Trial – a trial under which trucks travel at 90 kilometresan-hour along a 10 kilometre section of the freeway between Huntingdale Road and Jacksons Road.

The Monash Speed Trial will run for 18 months, with a second trial phase banning trucks from the right hand lane alongside the 90 kilometre-an-hour speed limit in order to evaluate the effectiveness of the two measures.

Reducing the speed that trucks are travelling will create greater distances between cars and trucks and allow cars to navigate safely around trucks, reducing the likelihood of rear-end and side-swipe crashes.

The trial’s focus will determine the effectiveness of reducing the speed limit for trucks to improve road safety and reduce the number of crashes involving cars and trucks.

“We hope this small difference in speed will create greater gaps between cars and trucks, and ease tensions and issues such as tailgating and sideswiping, keeping the traffic moving and increasing safety for everyone,” Mr Merritt said.

“As road use increasingly outstrips road supply, we have to focus on making the best possible use of the infrastructure we already have.

“It’s what VicRoads calls ‘sweating our assets’. This is where innovation and technology

play an increasingly important role in helping us deliver more safe and efficient journeys wherever possible.”

Results from both trials will be independently examined and will be used to help inform future decisions around speed, allowing business and the community to make the most of the state’s road network.

Victoria’s Minister for Roads, Luke Donnellan, said providing safer speeds that were right for the road would mean people could safely reach their destinations without impacting on the productivity of the state’s freight industry.

“Around 80 per cent of all crashes on the Monash are either rear-end crashes or side-swipe crashes – so we’re looking at innovative ways to make Victorian roads safer.”

Victorian Transport Association CEO, Peter Anderson, said the association had a history of working with governments and statutory authorities on initiatives that produced safety benefits for motorists and productivity gains for freight operators.

“We support the Monash Speed Trial because we believe speed reductions here have the potential to create productivity and safety improvements for operators, which is good for business.”

August 2016 | Highway Engineering Australia 41

ITS SPECIAL FEATURE

NEW AWARD CATEGORY ADDED TO

ITS AUSTRALIA AWARDS An Autonomous Vehicle Award has been added to the ITS Australia Awards 2016.

The ITS Australia Awards are a celebration of excellence in the Intelligent Transport Systems industry, and are hosted annually by ITS Australia.

The Awards program is a major initiative to recognise professional ITS expertise and to raise awareness across all levels of government and the community about the benefits of ITS technologies to Australia’s cities, economy, environment, and transportation.

The new Autonomous Vehicle Award is sponsored by the Australian Driverless Vehicle Initiative (ADVI).

It has been instituted to recognise excellence from an organisation that has initiated, developed and/or delivered over the previous year a new and innovative piece of research, product, program, service, legislation, business model or other innovation or achievement.

That innovation or achievement must have played or will play a key role in accelerating the safe and successful introduction of driverless vehicles on Australian roads.

The organisation should be based in Australia and/or have a branch office in Australia that has contributed to the innovation or achievement.

The other award categories are:

GOVERNMENT AWARD

• Developed or deployed a significant new innovative ITS system or service over the course of the previous year.

• Can demonstrate deliverability over the course of the previous year.

• Whose new system and/or service fostered advanced deployment of ITS services.

• Has been developed or deployed in Australia.

• Is an organization that plays a leading role in the ITS Community.

• Has delivered benefit to the Australian community.

• Winner will be nominated by ITS Australia for the chance to win the ITS World Congress Government Award to be presented at the 24th ITS World Congress in Montreal.

INDUSTRY AWARD

• Developed or deployed a significant new innovative ITS product or service over the course of the previous year.

• Can demonstrate deliverability over the course of the previous year.

• Whose product and/or service played a key role in accelerating development and deployment of ITS in its region.

42 Highway Engineering Australia | August 2016

• Has been developed or deployed in Australia.

• Is an organisation that plays a leading role in the ITS Community.

• Has delivered benefit to the Australian community.

• Winner will be nominated by ITS Australia for the chance to win the ITS World Congress Industry Award to be presented at the 24th ITS World Congress in Montreal.

YOUNG PROFESSIONAL AWARD

• A young ITS professional who through their student and working career in Australia has shown a passion and dedication for working towards excellence in ITS. • ITS Australia is proud to provide funding towards travel, accommodation and registration to attend the ITS Asia Pacific Forum in Hong Kong, 27 – 29 July 2017.

• To be eligible, entrants must be under 30 years of age (as at 31 December 2016) and be working in the ITS field and/or undertaking graduate or post graduate studies at an accredited institution within Australia.

RESEARCH AWARD

• Recognises organisations for their key contribution to a research activity that significantly adds to the development and deployment of ITS Technology in Australia.

• Open to universities, research organisations and designated research units of commercial organisations or government.

• Research has appeared in or is eligible for inclusion in a peer reviewed journal or trade publication.

• Research relates specifically to ITS and is original in subject, or method of enquiry, or outcome/s.

LIFETIME ACHIEVEMENT (MAX LAY AWARD)

Recipients must personify achievement of the ultimate standard for a leader in the ITS field. They must be an: • Outstanding leader in the organisation/s he or she has occupied.

• Outstanding leader in the ITS field.

• Champion of vision of ITS and its fulfilment within and beyond the ITS community.

This award is determined by the ITS Australia Board of Directors and while nominations are not usually called, suggestions can be forwarded for consideration.

This year the Awards Presentation Night will be held on the last day of the ITS World Congress in Melbourne and in conjunction with the World

Congress Board of Directors Closing Dinner. It will see approximately 250 industry professionals gather to celebrate industry achievements.

Winning an award is an industry achievement and a valuable marketing tool.

Winners of the Industry and Government Awards will be nominated by ITS Australia for the chance to win the ITS World Congress 2017 Asia Pacific Achievement Award.

ROUNDTABLE FOCUSES ON CONNECTED TECHNOLOGY IN TRANSPORTATION Two senior executives from the Federal Department of Infrastructure and Regional Development were part of the speaking panel at a Canberra roundtable on the role of developing connected technology in transportation.

The roundtable was held on 31 August and it looked at the challenges associated with the deployment of connected and automated vehicles.

Donna Wieland – General Manager, Strategic Policy Branch, Surface Transport Policy Division, with the Department of Infrastructure and Regional Development addressed delegates on Policy Framework on Land Transport Technology.

Her departmental colleague – Nicole Spencer, General Manager, Land Transport Market Reform Branch – delivered an Update on Land Transport Market Reform.

The ACT’s Minister for Transport, Meegan Fitzharris, delivered the keynote address, while Craig McWilliams, Travel and Transport Leader, IBM Australia and New Zealand, shared his views on the topic - Cognitive Transport.

Delegates to the roundtable were welcomed by Brian Negus – President, ITS Australia, and Chair ITS World Congress Board of Directors.

The event was an opportunity for attendees to connect with government and industry leaders who are working to create a safer, smarter, more efficient and sustainable transportation future for Australia.

Delegates were also provided with an update on the 23rd World Congress on Intelligent Transport Systems being held in Melbourne from 10-14 October.

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ITS SPECIAL FEATURE

on the Gateway and Logan Motorways,” explains André F. Laux, Chief Operating Officer at Kapsch TrafficCom. “With this agreement we have secured our sixth multi-lane free-flow tolling project in Queensland, joining the AirportLink, Legacy Way, CLEM7, Go Between Bridge and Toowoomba Second Range Crossing, and are now the sole supplier of roadside ETC systems in Queensland,” he said.

The Gateway (including the Gateway Extension) and Logan Motorways comprise over 60 kilometres of motorway, and are part of Transurban Queensland’s go via network of Brisbane toll roads.

The Gateway Motorway provides an efficient and safe Brisbane city bypass, north-south connection between the Gold Coast and Sunshine Coast, and access to the busy port of Brisbane and airport precincts. The Logan Motorway is located to the south-west of Brisbane City and provides an essential connection between Logan, Brisbane and Ipswich.

ABOUT KAPSCH TRAFFICCOM

KAPSCH TRAFFICCOM

SECURES NEW CONTRACT FOR THE GATEWAY AND LOGAN MOTORWAYS IN QUEENSLAND, AUSTRALIA Kapsch TrafficCom Australia Pty Ltd has reached agreement with Transurban Queensland for a new project to fully replace the existing road tolling system for the Gateway and Logan Motorways in Queensland, Australia. The scope of the project comprises supply of a new tolling system with 14 tolling points, and is valued at over $14 million.

For the Gateway and Logan Upgrade Project Kapsch will deliver Transurban Queensland the latest in cutting-edge tolling technology based on the company’s single gantry multi-lane free-flow (MLFF) platform and next-generation stereoscopic vision technology for both Vehicle Detection and

44 Highway Engineering Australia | August 2016

Classification (VDC) and Automatic Number Plate Recognition (ANPR). The key project objectives are improving performance by replacing the legacy tolling system with Kapsch’s state-of-theart technology whilst minimizing the impact on motorists, a critical consideration for motorways with daily traffic in excess of 271,000 vehicles.

“Kapsch are pleased to expand on the strong partnership that has been formed with Transurban since we first commenced working together on the Melbourne Citylink Project in 1997. We are proud to be able to deliver our latest cutting edge tolling solution to toll the iconic Sir Leo Hielscher Bridges

About Kapsch TrafficCom is a provider of intelligent transportation systems (ITS) in the segments of toll collection, traffic management, safety and security, smart urban mobility and connected cars. The end-to-end solutions of Kapsch TrafficCom cover the entire value creation chain of its customers as a one-stop shop, from components and design to the installation and operation of systems. The core business comprises the development, installation and operation of electronic toll collection and traffic management systems.

References in 44 countries on all continents have made Kapsch TrafficCom a globally recognized ITS provider. As part of the Kapsch Group, an Austrian family-owned technology group founded in 1892, Kapsch TrafficCom is headquartered in Vienna, Austria, and has subsidiaries and branches in 30 countries. It has been listed since 2007 on the Vienna Stock Exchange (KTCG) and generated revenues of EUR 526 million in the fiscal year 2015/16 with over 3,700 employees.

For more information: www.kapsch.net and www.kapschtraffic.com.

ITS SPECIAL FEATURE

REGULATING THE IMPACT OF

AUTOMATED VEHICLES The National Transport Commission has received nearly 50 submissions in response to a discussion paper on the regulatory issues surrounding automated vehicles and their impact on markets, public policy and the community.

The 47 submissions have been lodged by companies in the intelligent transport systems sector, federal and state government departments, state road authorities, trucking associations, automobile clubs, the legal and insurance sectors, the scientific fraternity and academia.

At the time of the discussion paper’s release in May this year, the commission said vehicle manufacturers were progressively introducing higher levels of automation.

It said Australia was gradually getting closer to the commercial deployment of vehicles that, in certain scenarios, could drive themselves without human intervention or monitoring.

These concepts, the NTC contended, raised questions about whether Australia’s current regulatory regime could support highly or fully automated vehicles on public roads or shared railways.

It said issues such as interaction between road transport, rail safety and consumer protection laws, as well as liability and insurance, and common law

requirements needed to be addressed.

The purpose of the discussion paper was to seek stakeholder feedback on options to address regulatory barriers to increased vehicle automation. The paper: • identified key issues based on a comprehensive legal audit of Commonwealth, state and territory legislation; • summarised stakeholder feedback to an NTC issues paper, Regulatory barriers to more automated road and rail vehicles (NTC, 2016); and • discussed potential options to address the identified issues.

Paul Retter, NTC Chief Executive Officer, said clarifying what was required for the different levels of automated vehicles to legally operate across Australian jurisdictions was needed to support innovation, investment and consumer confidence.

“Australia’s laws need to be ready for the biggest change to our transport system since cars replaced horses,” Mr Retter, said.

“Amending these laws shouldn’t be hard, but making sure the new laws are nationally consistent and encourage innovation while ensuring the safety of all road users will be important.”

Some of the questions that will need to be resolved include: • how can governments enable on-road trials of automated vehicles nationally?

• how can governments help clarify who is controlling a vehicle when the human driver is not driving or when control can alternate between a human and an automated driving system?

• how should the requirement that a driver must have proper control of a vehicle be interpreted by police when there is no human driver? and; • what should happen to the range of laws that put obligations on a human driver of a vehicle such as: o rendering assistance after a crash; o complying with directions from police; and o paying any tolls or fines incurred.

Taking stakeholder feedback into consideration, the NTC will submit policy recommendations to the Transport and Infrastructure Council in November 2016.

Subject to ministerial feedback and agreement, the Commission will publish a policy paper outlining the agreed recommendations. Any future reforms would be subject to that process and would take place after 2016.

ACCESS TO PUBLIC AND PRIVATE SECTOR

BIG DATA

A draft report dealing with the access and use of big data will be released late this year by the Productivity Commission.

The commission in conducting a public inquiry into Data Availability and Use and it released an issue paper earlier this year inviting stakeholders to contribute to the inquiry.

The stakeholders – including government agencies, private entities with large data holdings, organisations interested in data access, academics and members of the community – had until 29 July to lodge submissions.

Commission Chairman, Peter Harris, said there had been a significant evolution in data collection and analysis in recent times.

“This suggests that the culture, standards and policy structures that have applied to what is commonly called big data analytics may need to move out of the back room and into the showroom, if community confidence and wide opportunity for innovation are to be maximised.

“The way data is being collected and used, or not used, appears to be changing rapidly, perhaps more rapidly overseas than in Australia.

This presents both new opportunities and new risks,” said Mr Harris.

The inquiry is seeking to explore the benefits of providing greater access for third parties to big data holdings, public and private, and considering new models for making data available.

It is also considering current policies and regulations in place to protect the legitimate interests of individuals and businesses in privacy and confidentiality, and whether those policies and regulations remain fit for purpose.

The Commission is considering principles and practical reform opportunities in response to developing trends across national and international markets, designed to position Australia to lift its performance in safe, highutility release of public datasets.

It will seek further stakeholder comment when the draft report is released in November.

A final report is scheduled to be delivered to the Australian Government in March 2017.

August 2016 | Highway Engineering Australia 45

ITS SPECIAL FEATURE

AUTONOMOUS VEHICLE TESTING ON THE RISE IN CALIFORNIA An increasing number of companies are applying to the California Department of Motor Vehicles (DMV) for approval to test autonomous cars.

There are now 14 companies which have been granted approval – the latest of them is Faraday Future, a US-based, Chinese-backed global company focused on the development of intelligent electric vehicles and mobility solutions. It was established in 2014.

“Autonomous driving is a key part of our company’s DNA,” said Jan Becker, Senior Director, Automated Driving, at Faraday Future.

“Traffic situations on public roads are inherently unpredictable. Acquiring the California Autonomous Vehicle Testing Permit is an important and exciting step forward for FF, allowing us to test our autonomous driving software, sensors, hardware, and user interfaces in ‘real-world’ environments,” Mr Decker said.

“Through this enhanced testing, and under the constant supervision of our qualified test drivers who will be behind the steering wheel at all times, we are confident in the success of the autonomous technologies that we are developing for future FF products.”

Mr Decker said each FF test vehicle was equipped with electronic interfaces to the motors, brakes, steering and other vehicle controls, which were linked to a host of computers and sensors within the car.

“The test driver can easily and safely engage or disengage manual and autonomous modes, and the vehicle provides visual indicators to the driver when features are operating autonomously.”

Companies which have won the right to test autonomous cars in California include: • Volkswagen Group of America; • Mercedes Benz; • Google; • Delphi Automotive; • Tesla Motors; • Bosch; • Nissan; • GM Cruise LLC; • BMW; • Honda; • Ford; • Zoox Inc.; • Drive.ai Inc.; and • Faraday & Future Inc.

Under the approval granted by the DMV, there are restrictions on the sale, transfer or disposal of test vehicles. Once the testing has finished, the vehicles involved can only be lawfully transferred or disposed of as follows: • to another manufacturer holding a valid AVT Manufacturer's Testing Permit; • to an auto dismantler, after a Non-repairable Vehicle Certificate is obtained; or • to an educational or research institution, or a museum for display or study.

There are also strict conditions relating to accident reporting by companies participating in trials of autonomous vehicles.

A manufacturer has to report within 10 days any accident originating from the operation of the autonomous vehicle which results in death, injury or property damage.

WORLD-CLASS SIGNALLING SYSTEM TO BOOST

SEQ’S TRAIN CAPACITY A new world-class signalling system for South East Queensland’s rail network is on the fast track, with a global Expression of Interest open to develop the $634 million project.

The EoI relates to the roll-out of the European Train Control System (ETCS) to boost train capacity on the rail network in the region.

It is being advertised on QTenders and internationally to secure a delivery partner with experience of ETCS to support Queensland Rail with the delivery of the system. The tender is expected to be finalised later this year.

Queensland’s Treasurer, Curtis Pitt, said the multi-million-dollar investment would enable more efficient movement of people and goods in South East Queensland, and would drive economic efficiencies to underpin continued development of the state.

“This piece of soft infrastructure, optimises the network in preparation for Cross River Rail and better enables the freight task and the mobility challenge for a fast moving region of Queensland.”

Cross River Rail will be a 10.2 kilometre link from Dutton Park to Bowen Hills, with 5.9

46 Highway Engineering Australia | August 2016

kilometres of tunnel under the Brisbane River and CBD. It will connect to the northern and southern rail networks from day one of operations, providing significant benefits to commuters from both directions.

Minister for Transport, Stirling Hinchliffe, described ETCS as a “game changer”.

“It features an automatic braking system that enables trains to safely travel closer together and means an extra eight trains per hour will be able to move through the busy CBD. “The signalling system will modernise our rail network and make it work harder and smarter – boosting inner-city rail capacity by 20 per cent and allowing an extra 12,000 people through the CBD each peak period, which is an extra 21 million additional commuters per year.”

Mr Hinchliffe said the signalling system would be installed at the heart of the city network, where capacity and reliability were needed most.

“The new system will be installed from Northgate to Milton, upgrading 26 per cent of the existing signalling assets in South East Queensland in one project.

"This will allow more trains to pass through the bottleneck in the CBD, where every single train line on the City network merges into a single corridor and every service stops at Roma Street, Central, Bowen Hills and Fortitude Valley stations.

“ETCS is a critical project because our current rail system is expected to reach crushcapacity by 2021 with rail demand expected to double by 2026, and triple by 2036.”

ETCS Level 2 was chosen after examining 37 other systems across the globe.

“This will be the first time Australia has used this system, which uses ‘in-cab’ technology, rather than trackside signals,” Mr Hinchliffe said.

“ETCS Level 2 means the current coloured traffic lights on the side of the track will no longer be required, with a computer in the driver's cab providing the authority to go, while taking other trains on the railway into account, maximising speed and braking efficiency.”

The new signalling system is scheduled to be operational from 2021.

ITS SPECIAL FEATURE

iMOVE BID TEAM

PREPARING IN-DEPTH CRC SUBMISSION The bid team championing the establishment of the iMOVE CRC is now in the throes of preparing a highly detailed business case in support of the research centre.

The iMOVE CRC would be a hub for collaboration, research and deployment focusing on smart transport mobility, including connected and automated vehicle technology.

Leader of the iMOVE CRC bid team, Ian Christensen, said the case for the centre had to be compelling and articulate because the team was asking the Australian Government for tens-of-millions of dollars in taxpayers’ money.

“The government has to be confident the money is going to be well spent and used with integrity,” Mr Christensen said.

“Our case has to comprise all the major outcomes the CRC aspires to deliver, the dollars that bid participants are contributing, the funding being sought by government, the research and technical programs the centre intends to implement, how the programs will be run, the economic outputs they will have and the structure and implementation of governance.”

The bid team has signed up nearly 40 participants and anticipates that number will be close to 50 by September when the government is expected to announce which bids for CRCs have officially reached stage two of the selection process.

Mr Christensen said in addition to the official bid participants, there were another 20 to 30 organisations that wanted to stay in touch with the proposed iMOVE CRC; organisations like The National Transport Commission, Austroads, the Heavy Vehicle Regulator and Transport Certification Australia.

“There are lots of organisations keenly interested in our initiative because they are intimately involved with the program of work we’re proposing and would benefit from the CRC. “Their association with us adds to the validity of iMOVE and the government recognises there is widespread community interest in the CRC proposal.”

Mr Christensen said all the parties making cash or in-kind contributions to the CRC saw it as an excellent vehicle to develop smart transport technology.

“They are companies looking at the leading edge of the curve and they see the CRC as a fantastic opportunity for a holistic approach to the targets they’re pursuing.

“They see the CRC as essential to development projects – the trialling and proving of technology, as opposed to the wiring-up of present infrastructure.”

The CRC, according to Mr Christensen, aimed to have an input in three key areas that were to some degree interrelated, but attracted different cohorts of participants.

“The first area is ‘intelligent transport systems and infrastructure’. That’s a bit jargonistic, but it essentially focuses on the people who run transport networks – road, rail, air freight or sea freight networks.

“They need to better coordinate the interfaces of their networks with other networks. They need ways to use technology to increase the capabilities of their networks without having to lay down additional asphalt or rail lines.”

Mr Christensen said the second plank of the CRC’s operation related to end-to-end freight.

“At the outset, we acknowledge that individual freight operators are usually pretty efficient, but there is a lot of capacity in the sector that is underutilised. There are trucks running around half-full and empty containers being shipped backwards and forwards because they’re the wrong size.

“There is also lots of ‘time padding’ because trucks have to leave their base early to ensure they arrive on time at their destination. We need to make journeys more predictable to reduce the amount of padding that is factored into their operation so productivity can be improved.

48 Highway Engineering Australia | August 2016

“That applies especially to shipping fresh food to overseas markets.

Australia is expert in producing high quality food, but we have such a ‘clunky’ supply chain process, that very often, food freshness is compromised.”

The third area of focus was, Mr Christensen said, the use of data to improve the movement of people.

“We’re looking here at the challenge of the daily commute to work.

“We believe it is important to improve the various networks and their interconnection so that people have some realistic choices, and are not forced to make every trip by car because that is the only thing that works” “At the moment, if commuters choose to leave their cars at home, they are likely to face having to walk, catch multiple modes of public transport and possibly walk again at the end of the journey.

“That’s usually a slow, uncomfortable and unreliable process. We need to make these alternatives pleasant and efficient in order to attract increased patronage. This will be an important step towards resolving the problem of congestion on our roads and improving people’s lives.”

“We believe it is important to improve the various networks and their interconnection so that people have some realistic choices, and are not forced to make every trip by car because that is the only thing that works.”

ITS SPECIAL FEATURE

DRIVERLESS VEHICLES MAY BE PART OF

NEW CITY CENTRE FREIGHT PLAN The role of technologies, such as driverless vehicles, is part of a new strategy being developed by Melbourne City Council to look at how deliveries are made more efficiently to central Melbourne.

The Last Kilometre Freight Plan aims to minimise disruption and reduce congestion resulting from the last kilometre of the journey of goods into city shops, cafes, restaurants, offices and homes.

City of Melbourne Transport Committee Chair, Cathy Oke, said the plan linked all modes of transport.

“This plan ensures we focus on the vital role that freight plays in the city and that we continue to improve central Melbourne for everyone who visits, works and lives in it,” Cr Oke said.

“We will investigate the feasibility of after-hours scheduling and systems to allow delivery times to be booked, as well as existing strategies such as cargo bikes which can carry small loads, don’t pollute and are well suited to the central city environment.

“An important element of the plan is thinking about, and planning for, how advancing technologies such as driverless vehicles, drones, robots and even avatars might change the game in this area.

“This plan is an important part of Melbourne’s vision to have a well-designed transport system in which people can move about safely and get what they need via an efficient and sustainable freight network.

“We’ll get better delivery options through collaborative conversations about how the city is changing. Individual initiatives will be driven

City of Melbourne Transport Committee Chair, Cathy Oke

by players in the supply chain working with the City of Melbourne, State Government and others,” Cr Oke said.

“Efficient freight means more productive businesses, a better city economy and environment.”

Lord Mayor, Robert Doyle, said Central Melbourne currently had to accommodate 10,300 service delivery vehicles every weekday, in addition to 46,000 other vehicles and 11,500 bicycles in the morning peak.

“Even a small reduction in peak period freight traffic movements could make a big difference.

“As Australia’s fastest-growing city we need to be smart about how growth is accommodated. We need to better manage freight traffic through reduced vehicle movements, spreading the load over time, and planning for the future,” the Lord Mayor said.

Highlights of the Last Kilometre Freight Plan include: • investigation of freight infrastructure at the Queen Victoria Market to identify delivery options as part of the market’s redevelopment; • consideration of last kilometre freight in local area planning, such as the Elizabeth Street Strategic Opportunities Plan and Spencer Street Master Plan; • encouragement and support for the use of low impact and alternative vehicles, including those which will increase safety by reducing conflict between heavy vehicles and vulnerable road users; • support “out of hours” freight delivery trials to reduce daytime congestion and improve efficiency; • encouragement of investigations of technological advances in freight such as systems to book on and off-street loading areas and systems to allow several deliveries to be put into one load; • collaborative sessions with all supply chain players to facilitate innovation, efficiency and improve last kilometre freight delivery; and • encouragement of the use of cargo bikes as low impact ways to deliver small loads – cargo bikes are used in a number of European cities including Cambridge and Hereford (UK), Copenhagen (Denmark), Utrecht and Houten (Netherlands), Graz (Austria) and Ferrara (Italy).

TECHNOLOGY TO IMPROVE TRAFFIC FLOW AT ‘PINCH POINT’ ON M80 Drivers on Melbourne’s M80 will be the first in the world to benefit from new technology that will help reduce traffic congestion.

The Adaptive Variable Speed Limit system recognises when traffic is starting to build and adjusts traffic speed, regulating traffic flow and providing a safer and more reliable journey for the 160,000 drivers who use the road every day.

Following a manual trial in 2014, the system has now been fully automated on the M80 Ring Road from Furlong Road to Sunshine Avenue, to relieve a pinch-point where traffic has to move

from four lanes, down to two lanes.

Powered by an algorithm, the system assesses live traffic conditions and regulates traffic speed by sending information to drivers via overhead gantries.

Without intervention, traffic would eventually become congested and stop. Instead this system aims to reduce the congestion time and maintain movement.

The system is the result of collaboration between VicRoads and the Technical University of Crete, to find new ways to reduce congestion.

The new technology will form part of the upcoming construction of the $300 million M80 Ring Road Upgrade from Sunshine Avenue to Calder Freeway, due to start later this year.

Drivers can expect to see speed limits change before traffic becomes heavy, particularly during morning and afternoon peak times.

Traffic data from the new system will be monitored and evaluated, with a view to rolling the system out more broadly across the state’s freeway network.

August 2016 | Highway Engineering Australia 49

ITS SPECIAL FEATURE

QUEENSLAND TRAFFIC TECHNOLOGY TO HIT AMERICAN HIGHWAYS Technology developed in Queensland to help reduce congestion on the road network will be trialled on highways in the US state of Colorado.

Queensland’s Main Roads and Road Safety Minister, Mark Bailey, announced the trial in the second week of August while visiting the United States to meet with industry leaders in innovative and emerging technologies.

The visit was designed to foster new relationships and showcase Queensland as a provider of innovative business solutions.

Mr Bailey said the Managed Motorways technology – developed by the governmentowned company, Transmax – demonstrated the capability to improve motorway performance by the equivalent of adding an extra lane.

“We are proud to represent world-class Queensland companies such as Transmax and to champion their expertise to potential markets in the United States.

“This is an example of the range of skills, ingenuity and capability Queensland has to implement innovative technological business solutions across the globe.

“We are working with Colorado Department of Transport to help it embrace emerging technology to manage transport, reduce crashes and improve congestion,” Mr Bailey said.

“Transmax has partnered with Parsons Brinckerhoff and Maurice Burley – an Australian consulting road safety and traffic engineer – to introduce its functionality to the United States.

“The first project involves a trial for the Colorado Department of Transport to improve the reliability, capacity and safety of its freeways.”

Transmax is a Brisbane-based, full-service ITS solutions provider owned by Transport and Main Roads; it develops, supports and deploys the international-award winning ITS platform, STREAMS. The STREAMS Managed Motorways technology utilises a rules-based software engine to manage speed limits, lane closures, variable message signs and ramp metering sites to manage and optimise traffic flow during peak conditions, motorway incidents, planned events and bad weather.

Users of the STREAMS Managed Motorways technology have reported positive outcomes, including travel time savings of 42 per cent during peak periods, a 30 per cent reduction in motorway accidents, and an 11 per cent reduction in greenhouse gas emissions.

BIG DATA –

IT’S A ‘BUZZ WORD’ Big Data is a term defining data sets that are so large or complex that traditional data processing applications are inadequate.

But one of the world’s most respected figures in the intelligent transport systems sector, Russell Shields, describes the complex term “Big Data” in a very simplistic way.

“Big Data is a nice buzz word,” Mr Shields said when asked his views on its impact on the development of increasingly effective and efficient transport networks around the globe.

He classified it as an all-encompassing term covering a variety of data that could improve forecasting, promote reliability, and increase efficiency in transport.

“Our ability to collect information, analyse and deliver it for people’s benefit is going to improve our society and bring economic benefits.”

Mr Shields is Chair of Ygomi LLC – a company which builds and operates businesses delivering services, including wireless signal processing software, vehicle communications and professional services for multi-location enterprises

50 Highway Engineering Australia | August 2016

Companies under the Ygomi banner include ArrayComm, Connexis and SEI. Mr Shields is a Board Member of the ITS World Congress and one of the honours he received in recognition of his service to the sector was being named the first US member of the ITS World Congress Hall of Fame.

In assessing the role of Big Data, Mr Shields said computer and communications technology was – over time – becoming cheaper and that allowed the collection of increased amounts of data, both real time and historical.

“This enables us to do a better job of analysing what’s going on in transport; understanding where there are problems and bottlenecks, and then working to improve private and public transport.

“Within the private sector, we need to draw the distinction between passenger and freight traffic.

“In terms of people movement, the ability to use increasing amounts of data will improve traffic through-put and bring about a reduction in

ITS SPECIAL FEATURE

CO2 levels. Data will allow vehicles to adjust their speed to take account of traffic light sequences and traffic volumes ahead of them.”

Mr Shields said the movement of freight would become more efficient because of the sector’s improved knowledge of logistics.

“This is important because more and more business is being conducted via the internet, and deliveries are being made directly to offices and homes.

“The data will also help to streamline the movement of goods between the road, rail and shipping sectors, and improve economic performance.

“Big data will improve linkages between the various modes of public transport,” Mr Shields said.

“We will know where buses should be at a given time during their journey and this will provide a better interface with the train network and improve the reliability and efficiency of public transport.”

Mr Shields was a keynote speaker at the ITS Showcase in Sydney in June this year and he will be participating in the 2016 World Congress in Melbourne in October.

He said the discussion around connected and automated vehicles would be a focal point of Melbourne 2016 and the advent of automated vehicles would bring substantial economic benefits and changes to people’s lifestyles.

“We’ll eventually have automated driving from door-to-door, which will have a significant impact on the elderly population and people with disabilities.

“It will change how people are able to move around and also change how and where they choose to live. People will be able to live a little further from where they work and have a better house for less money.

“They’ll also be able to better utilise their travel time.

“Automated vehicles might not significantly change our lifestyle for the next 10 years, but

we’ll start to see them have a tremendous impact on our whole approach to transport and mobility in the next 20 years.”

Russell Shields will be speaking at the World Congress Executive Session, Using Smart Nomadic Devices Safely to Enhance Personal Mobility, Thursday 13 October, 11am-12.30.

“We will know where buses should be at a given time during their journey and this will provide a better interface with the train network and improve the reliability and efficiency of public transport.”

ARRB KEY PLAYER

IN CHANGING VEHICLE LANDSCAPE As you will have read in the Feature Section of Highway Engineering Australia, ARRB Group is saying goodbye to its Managing Director, Gerard Waldron after 15 years.

Mr Waldron has announced his retirement, but he will remain with ARRB until November 2016, while its Board selects a successor to him.

Under Mr Waldron’s tenure, ARRB has spearheaded the Australian Driverless Vehicle Initiative (ADVI) as a founding partner, to ensure the safe and successful transition of driverless vehicles onto Australian roads.

“One of the things members expect of ARRB is to be looking over the horizon, trying to set-up things so they will be in a position to respond appropriately; to evolve policies, strategies and regulations covering developments that occur.

“That is part of our public interest activity,” Mr Waldron said.

“It’s fair to say that ARRB saw the advent of self-driving vehicles a long time before anybody else in Australia and, as a result, we established the Australian Driverless Vehicle Initiative.

“Nowadays, it has more than 60 members and they come from a broad church of participants from insurance companies to road agencies, the private sector and the Department of Defence.

“We’ve got all sorts of people involved because the advent of driverless or automated vehicles will be such a fundamental change to

the way transport is going to operate – it’s going to touch every aspect of our society.”

Mr Waldron said the ADVI covered three key areas – human factors, the regulatory framework and advocacy to enlighten the public about the development of driverless vehicles.

“Human factors are going to play a big part in the transition to driverless vehicles. The ‘man-machine interface’ will comprise what I describe as drivers of current vehicles, drivers of part-time autonomous vehicles and full-time autonomous vehicles.

“They will interact with one-another and also interact with more vulnerable road users; cyclists and pedestrians. There’s a lot of potential for misunderstanding under such a scenario and taking a leadership position in that space of human factors is an appropriate thing for ARRB to be doing.

“The ADVI also has a major investment in looking at regulatory frameworks and advising governments so that Australia ends-up with a regulatory system that is commercially workable and, importantly, protects road users,” said Mr Waldron.

“The third tranche is the advocacy area.

We obviously have a big media presence in the space and it’s important to inform the public so that legislators and regulators have support as they develop policies rather than working behind closed doors.”

ARRB and its partners managed the first driverless vehicle demonstration in the Southern Hemisphere last November in Adelaide and Mr Waldron said more demonstrations were planned in the near-tomedium term.

“The next one – to be staged in Western Australia – involves a shuttle bus which is owned by the Royal Automobile Club of WA. There are also discussions relating to demonstrations of valet parking, where vehicles will park themselves in multi-stacker car parks.”

Mr Waldron said Australia could play a leading role in the development of connected and autonomous vehicles.

“We understand most of the vehicles involved are going to come from international sources, but there are already a number of Australian companies that are working at the forefront of adapting technology that will be adopted globally.

“Australia has a real opportunity to participate in the direction of this sort of technology worldwide – an opportunity that will certainly put us in a position where we can adopt it quickly and safely to the community’s advantage.”

Mr Waldron said ARRB, through the ADVI, was one of the major sponsors and a key contributor to the ITS World Congress in Melbourne in October.

August 2016 | Highway Engineering Australia 51

ASPHALT IN FOCUS

PMBS AND SPRAYED SEAL SURFACINGS SUBJECT OF AUSTROADS INVESTIGATIONS

The results of a second year of work (2015-16) to develop a binder test that can rank the low temperature cracking performance of Polymer Modified Binders (PMBs) were published by Austroads in the first week of August.

The Australian PMB specification includes elastometer stiffness tests which provide information to binder purchasers about the low temperature properties of PMBs. Even though these tests are included in the specification, there is currently not a low temperature binder test in the specification which can be used to rank the resistance of PMBs to low temperature cracking on the road.

Studies conducted during the first year of work indicated extensiometer force ratio tests could be used to rank the low temperature cracking performance of nine of the 13 binder grades included in the Australian PMB specification if binders did not break when subjected to a standard set of test conditions (i.e. test temperature = 10 째C, test speed = 0.5 mm/s, final sample displacement = 250 mm).

52 Highway Engineering Australia | August 2016

As a number of hard PMB samples broke during extensiometer tests, investigations were conducted during the second year of work to determine if force ratio tests could be used to rank the low temperature cracking performance of the remaining four hard PMB grades (A35P, A25E S15RF and S18RF).

Studies were also conducted to determine if dynamic shear rheometer (DSR) stress ratio tests could be used to rank the low temperature cracking performance of both hard and soft PMB grades.

Seven PMB samples which represented the four hard PMB grades were subjected to varying extensiometer test conditions to find a set of conditions where the binders did not break during testing.

The optimum test conditions for the characterisation of hard binders were found to be when tests were conducted using a test temperature of 20 째C and test speed of 0.1 mm/s.

As no marked correlation was found between force ratio results determined at 20 째C and the fatigue life results obtained for a series of binders in asphalt at 10 째C, it appears that force ratio tests cannot currently be used to rank the low temperature cracking performance of A35P, S15RF and S18RF PMB grades.

An analysis of the results obtained in the first and second years of work indicated that force ratio tests that were conducted using standard test conditions were suitable for ranking the low temperature cracking performance of 10 of the 13 binder grades included in the Australian PMB specification.

A very reasonable correlation was found between the DSR stress ratio results obtained for a series of 27 different binders and the fatigue life results obtained for each of the materials in asphalt.

Based on these results, DSR stress ratio tests appear to be suitable for ranking the low temperature cracking performance of all 13 binder grades which are included in the Australian PMB specification.

The full results of the work can be found on the Austroads website at https://www.onlinepublications.austroads.com.au/ items/AP-T312-16 The work relating to PMBs was released a few weeks after Austroads published the results of a literature review which explores the permeability limits of sprayed seal surfacings.

Sprayed seal surfacings on unbound granular pavements are used on around 90 per cent of all surfaced roads in Australia. They are extensively used due to their low initial cost.

In addition to providing a wearing course surface for passing traffic, sprayed seals are intended to provide a waterproofing layer to the pavement basecourse.

Austroads documentation recognises that while sprayed seals are intended to create impervious layers, they do not always completely achieve this in practice.

The current Austroads sprayed seal design method provides some guidance for practitioners attempting to achieve a desired waterproofing capability, but there is not a framework for determining and testing the extent to which this is attained.

Research reviewed on the permeability limits of sprayed seal surfacings indicates that water ingress is possible through a sprayed seal under certain atmospheric conditions.

ASPHALT IN FOCUS

And the ingress is exacerbated by the presence of higher pressures and dynamic loading, like that caused by passing vehicle tyres.

The waterproofing capabilities of sprayed seals can be maximised by careful selection of treatment type. They are heavily reliant on good construction practices that produce seals that are free of flaws and ongoing upkeep to ward- off forms of distress that could provide access points for the ingress of water.

Conducting permeability testing on sprayed seals is complicated by their typically coarse texture, which makes generating a watertight seal between the equipment and the surface very difficult, for insitu and laboratory testing.

If the interface problems between sprayed seal and testing equipment can be resolved, and sample collection and/ or preparation techniques developed further, there is good potential for further quantitative research into the permeability of sprayed seals.

The full results of the literature review can be found at https://www.onlinepublications.austroads.com.au/items/APT311-16

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ASPHALT IN FOCUS

FOCUS ON PREVENTATIVE MAINTENANCE AND RETAIL SERVICE As our plants and machines become more technologically advanced and our business principles focus on efficiency and productivity, it is paramount that our operations incorporate a high level of continuous improvement and upskilling of staff to maintain assets.

The best practice principles and skill sets of staff from previous generations are different to today’s requirements. Regardless of the type of equipment in our businesses, our old-school mechanics and electricians need to develop their skill sets.

Their upskilling is needed to understand sophisticated control systems for fault finding diagnostics in order to keep the equipment operating at optimum performance.

In order to optimise the productivity and efficiency of equipment, there is a specific focus on preventative maintenance regimes to predict expected failures and plant/machine downtime.

Ammann has expanded its retail service division to support Australian asphalt producers with preventative maintenance services required by highly qualified asphalt plant technicians.

The Ammann team is fully equipped to conduct regular and scheduled onsite technical support, preventative maintenance services and plant audits. The audits give the customer an independent view of wear rates of their equipment and help to identify the levels of preventative maintenance required.

54 Highway Engineering Australia | August 2016

In addition, the Ammann training centre has proven to be another company success story since its opening in 2014.

The centre is delivering training courses from basic to advanced levels to ensure operators, technicians, mechanics and electricians are all upskilling and understanding the fundamental concepts of asphalt manufacturing and latest technology control systems.

As a market leader in asphalt plant design, innovation and manufacturing, the Ammann Group has broadened its horizons and invested heavily in Australia to implement the same structure and strategy as its European subsidiaries.

This investment underpins the company motto of “Productivity, Partnership for Lifetime”. The last few years has seen Ammann in Australia evolve into a market leader in the asphalt industry that can support its own products along with other brands.

“Most people know Ammann as a supplier of new asphalt plants and rollers, yet there is so much more to the business and services we offer,” said Vandersluis, Managing Director, Ammann Australia.

“The retrofit market, spare parts, service and operator training are the fundamental aspects that have made our business in Australia such a success. The One Stop Asphalt Plant Shop is the simplest way to summarise our strategy and future direction”

NEW FOR AMMANN IN AUSTRALIA Amdurit wear protection is a specialised material designed and targeted at wear points and materials utilised in an asphalt plant. The wear plates, in many cases, have increased life up to three times other wear plate compositions.

In order to achieve such an increase in wear life, Ammann developed the specially patented composition of the material face, which has achieved proven results in the field for some years.

The opportunities are endless with this product; it can be used on chutes, liners, auger screws, mixer parts – even down to loader bucket teeth. Many Amdurit customers are so impressed with the results and whole-of-life savings, that they are changing all wear parts in their machines to Amdurit.

If your business has high maintenance costs and downtime triggered by changing wear protection, give the specialists at Ammann a call to discuss the available Amdurit solutions available for your application.

AmduritÂŽ wear protection

your e c u red osts! o t How rating c ope Preferred areas of use: dryer drum outlet (main picture), reclaimed asphalt hopper discharge, crude gas channel, buffer silo, mineral scale, hot mix storage silo (pictures below)

It is worthwhile applying Amdurit to the plant components that are subject to the most wear and tear.

Amdurit is wear protection made by Ammann with a much longer lifetime in comparison to wear-proof steel. Our experience shows that Amdurit significantly lowers operating costs. A longer lifetime also reduces the amount of costly assembly and dismantling work. Its possible applications are virtually limitless thanks to different material thicknesses, material qualities and the option to produce original parts for your asphalt or concrete mixing plants or your gravel plant. A range of fastening methods such as welding, clamping and bolting make it easy to replace the original part with Amdurit wear protection.

For more information on amdurit and asphalt mixing plants, compactors and pavers see www.ammann - group.com.au

Ammann Australia 5 / 29 Business Drive, Narangba, 4504 Queensland Phone: +61 7 3293 1111 Fax: +61 7 3293 2222 info.aau@ammann-group.com

ASPHALT IN FOCUS

BLISS & REELS SEALS PARTNERSHIP WITH MARINI Bliss & Reels – one of the leading suppliers of asphalt plant and equipment in Australasia – now represents a global heavyweight in the manufacture of asphalt plants.

Melbourne-based Bliss & Reels has entered into a long-term arrangement with Marini, a company which is headquartered in Alfonsine in the north east of Italy and is part of the Fayat Group of companies.

Martin Kesselring, Bliss & Reels’ Managing Director, and his son, Jared, who is a company director; together with David Arndt, Sales Manager for Asphalt Industry, said they were attracted to Marini because of its range of quality asphalt plants.

56 Highway Engineering Australia | August 2016

ASPHALT IN FOCUS

The range includes batch type plants, fixed, mobile and ultra-compact/ultra-mobile plants, with production from 60-to-300 tph.

“The plants are of the highest technical quality; they’re in the same league as other leading world producers,” Martin Kesselring said.

“Plants in Australia have to be technically advanced because of our environmental regulations. Some countries in Europe have stricter operational requirements, but Australia’s regulations are getting tougher.”

Jared Kesselring said one aspect of regulations which was significantly tougher in Australia than Europe related to the wind loading of plants.

“Australia’s regulations are significantly higher because the plants have to withstand the destructive force of cyclones or tropical storms, particularly in Queensland and Western Australia.”

Martin and Jared said Bliss & Reels had an established history of long-term relationships with suppliers.

“We’ve been in business for 68 years and some of our suppliers have been with us for the entire journey.

“Over the years we’ve developed into the sole agents for a wide range of European and American suppliers, and we’re confident we’ll be long-term partners with Marini.

“We’re based in Melbourne with a regional office in Sydney, and we’re recognised as an international company with a presence in Australia, New Zealand and throughout South East Asia.

“We’re proud to represent some of the world’s leading production machinery manufacturers, who are at the forefront of machinery design and production output,” Jared said.

For its part, MARINI is a world leader in the production of asphalt plants. It has sold 3,000 plants throughout the world and has production branches in China, India and Turkey.

Its headquarters in Alfonsine extend over 150,000 square metres; 37,000 square metres of the facility is under cover and the company workforce consists of 400 employees.

Marini was constituted in 1973 and in 1988 the majority of shares was acquired by the Fayat Group – the largest private construction and civil engineering firm based in France, with 19,400 employees and operations in 120 countries.

The Fayat Group evolved from a civil engineering firm founded by Clement Fayat who left school at the age of 15 to become an apprentice in the construction sector.

Mr Fayat controlled the group for 56 years before handing over to his sons, Jean-Claude and Laurent, in 2013. He remains honorary president and has a hand in daily operations.

Martin Kesselring said Bliss & Reels was optimistic about the future of the asphalt sector, but he expressed concern at the level of government involvement in the provision of transport infrastructure.

“The asphalt industry is strong and robust for two key reasons. The pricing of asphalt in Australia is good and there’s a continuing demand for it because governments are promising new roads and the upgrading of existing infrastructure.

“But even so, the rate of infrastructure development is not sufficient. We’re seeing new suburbs being built in our major cities without accompanying infrastructure,” Martin said.

“We seem to be forever chopping and changing infrastructure priorities because of our short cycles of government and we badly need a 10-year plan for the roll-out of key infrastructure, whether it is roads, rail or light rail.

“I’m a strong believer in the need for quality road and rail transport. Our current trains are old style and slow, and we need to focus on introducing faster more efficient rail services for passengers and freight.

“We also need an independent body, whether it is a beefed-up Infrastructure Australia or a new organisation, to set the agenda for infrastructure planning and development. We need to get politics out of the road building.”

Jared Kesselring said there was also an urgent need to lift the standard of road construction in Australia.

“We need to see a lift in the standards to which our roads are built to a level where they are lasting more than five years before they need resurfacing.

“European highway networks comprise roads that are constructed with a base of gravel, then 20 centimetres of concrete and then 40 centimetres of asphalt. The asphalt layer is much thicker in Europe than in Australia and our roads disintegrate much quicker under bad weather conditions.

“No doubt it costs more to construct roads in Europe because of the amount of materials used, but the longevity of the roads results in reduced resurfacing costs.”

August 2016 | Highway Engineering Australia 57

ASPHALT IN FOCUS

SUSTAINABLE MATERIALS KEY PART OF WEBB DOCK WEST PROJECT Nearly 30,000 tonnes of deep and thin lift asphalt was used in Melbourne’s Webb Dock West Project – Australia’s largest automotive terminal.

The asphalt component of the development was supplied by Alex Fraser, one of Australia’s leading producers of sustainable materials for the civil construction industry.

Alex Fraser completed the Webb Dock West Project earlier this year on behalf of Melbourne International RoRo and Auto Terminal (MIRRAT) and the construction contractor CPB Contractors.

The new roll-on roll-off terminal, which opened in April, has the capacity to handle one million cars each year.

Peter Murphy, Managing Director of Alex Fraser, said in total, the company supplied: • over 8,000 tonnes of Recycled Glass Sand (made from Melbourne’s excess glass); • 117,000 tonnes of Class 2, 3 and 4 Crushed Concrete; • 30,000 tonnes of Class 2 Crushed Rock; • 119,000 tonnes of engineered fill; and

58 Highway Engineering Australia | August 2016

• the deep and thin lift asphalt.

Mr Murphy said environmental outcomes were important and using recycled materials resulted in a carbon saving of approximately 1,500 tonnes.

He said the project required detailed planning to meet the contractor’s requirements.

“We worked closely with CPB Contractors to maximise the use of recycled products. We were able to supply not only road base and asphalt, but also innovative products such as recycled glass sand, cement stabilised sand and a special engineered fill.

“The use of the engineered fill met MIRRAT’s core requirements of high productivity, reliable completion and excellent environmental credentials.”

Mr Murphy said Alex Fraser supplied its material over seven months, and the asphalt paving was completed between May 2015 and February 2016.

“Our recycling and asphalt teams did an excellent job of meeting requirements

safely, especially when you consider we were delivering up to 4,000 tonnes of product per day.”

The company is also the primary supplier of road base materials for the Bulla Road to Power Street section of Melbourne’s CityLink Tulla Widening Project.

It is supplying roadbase materials on behalf of design and construct contractor, CPB Contractors, for the $570 million section, for which Transurban is responsible.

The materials contract involves the supply of 50,000 tonnes of class 2, 3 and 4 crushed concrete, 40,000 tonnes of class 3 cement treated crushed concrete and 60,000 tonnes of recycled capping.

Supply began in March, and major works started in April. The use of the material is expected to save 1,000 tonnes of carbon from entering the atmosphere and result in 430 fewer truck movements on Melbourne’s busy roads than if traditional quarried materials had been used.

Mr Murphy said Alex Fraser had also provided sustainable material for the Dingley Bypass, sections of Melbourne’s East Link, Peninsula Link and M80 Ring Road Upgrade.

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REHABILITATING STORMWATER DRAINAGE ASSETS IN CBD INFRASTRUCTURE Managing the effectiveness and functionality of critical stormwater assets in a busy CBD infrastructure poses many logistical issues that are not always evident.

The demands on the pipes, conduits and outfalls in most Australian cities increase every year through urban expansion, extended operation and increased loading. So it is no wonder that drainage infrastructure systems are starting to creak and the instance of failure is more exposed.

But renewal through traditional open cut is also harder, more disruptive and costly; especially as legislative and environmental requirements continue to put barriers and obstacles in the path of infrastructure operators.

Melbourne is the second largest CBD in Australia and faces similar issues relative to the under-road storm drainage systems that are challenging to maintain under the continual development and re-generation of the city.

Responsibility for this rests with integrated services provider, Citywide, which operates and maintains the drainage infrastructure within the CBD. As with all pipes, serviceability and efficiency is governed by condition and this is affected by load, demand and the effectiveness of the original construction.

In many cases, the original designs did not conceive the demands that are now imposed on our drainage systems and construction

60 Highway Engineering Australia | August 2016

materials together with methodology which is now being surpassed by today’s operating pressures.

Maintenance is an important part of infrastructure management and increasingly operators are looking towards trenchless technologies to prolong the life of the assets which are showing signs of degradation or potential collapse.

Citywide sought expressions of interest from technology specialists for a program of rehabilitation in Melbourne’s CBD to structurally line 490 LM of sub-surface storm drains in diameters 300-to-600mm along some of the prime routes.

These included Flinders, Williams, Bourke and Collins Streets where traditional topdown replacement methods would not be feasible or realistic to undertake as the scale of disruption would have severely impacted on the functionality of the city.

ITS tendered and secured the contract to rehabilitate these assets with a proposal to utilise the UV Cured Berolina fibreglass lining system which is provided by BKP GmbH based in Germany.

The proposal centred on a design conforming to AS2566 pt 1 to take full SM1600 road loading and create a cast-in-place structural pipe inside the existing host pipes to a Class IV standard, which is capable of taking the full loading in the event of the complete failure of the original pipe.

Berolina is a fully expanded tight fit structural liner with no annular void between the liner and the host such that joint seals are not required.

It is available in two grades – normal and high strength enabling the design of thin wall linings that are competent to carry high loadings with the benefit of minimal loss of cross sectional area. Berolina is available in a size range of 150 to 1600mm.

Installation of the linings was undertaken at night so it did not disrupt traffic and access to the infrastructure was provided by Citywide which opened the pits and instigated traffic management.

The works were completed over a 10-night period which included CCTV condition survey, installation of the linings, reinstatement of lateral connections, a final verification CCTV survey and surface restoration.

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STORMWATER REPORT

ITS PIPETECH A FINALIST IN LEADING BUSINESS AWARDS

STORMWATER INITIATIVE TO BENEFIT YORKE PENINSULA SPORTING LIFE

ITS PipeTech has been named as a finalist in the Telstra Australian Business Awards for 2016 for its innovation in pipeline rehabilitation.

The recognition of ITS Pipetech is for being a successful business providing pipeline and culvert rehabilitation, and for extending the life of existing infrastructure and assets utilising world best practice technologies that reduce the impact on communities and the environment.

ITS PipeTech was founded in 2005 by Trevor Groeneveld, who has played a pivotal role in the growth of the pipe rehabilitation industry in Australia.

“The Telstra judges have conducted a comprehensive assessment of ITS PipeTech, said Mr Groeneveld, the company’s Executive Director.

“The assessment looked at many different elements of the business such as our financial and safety performance, the ITS team, strategy, growth, environment, social responsibility and our focus on innovation.

“I am happy to say that we have ticked the boxes in all of these key areas.

“For a long time, I have been of the view that we have a fantastic business with by far the best team of people making it all happen, which personally I have enjoyed being a part of”.

ITS PipeTech provides innovative solutions using trenchless technologies to maintain water, sewer and stormwater pipelines.

Its expertise addresses the issues of sink holes, bursting water mains and leaking sewers, and tackles the incidence of collapsing roads and railways by reinforcing drainage structures that could otherwise fail with age.

ITS operates throughout Australia and the Pacific Rim.

A joint venture stormwater harvesting project that will see a number of sporting clubs on South Australia’s Yorke Peninsula receive rainwater to irrigate their grounds is expected to save up to $23,000 in irrigation costs.

The $140,000 project takes water collected from the top of SA Water storage lagoons in Paskeville, transfers it to a 4.5 megalitre onsite storage tank and transports the water to tanks at the local sports complex via a recently completed pipeline.

The water will be used to irrigate the football oval and bowling green in Paskeville and will also benefit the local tennis, cricket and netball clubs which have a shared budget.

The initiative was developed between SA Water, the District Council of the Copper Coast and the Paskeville Progress Association, and will begin operating once the rainwater tank fills.

In 2013, the council received an SA Government grant to investigate how ongoing irrigation costs could be lowered and the venture has jointly-funded the stormwater harvesting project.

62 Highway Engineering Australia | August 2016

South Australia’s Water Minister, Ian Hunter, said reducing watering costs for sports clubs would ensure communities had every opportunity to participate in their favourite sporting pursuits.

“It uses an otherwise redundant storage tank for a sustainable irrigation supply; to collect, store and reuse stormwater for irrigation is a great example of water management.

“The water savings generated will provide a wide range of benefits to everyone involved in the sporting clubs and enable resources to be used elsewhere.

Copper Coast District Council CEO, Peter Harder, said the project would have a positive impact on the community.

“The sporting precinct is the heart of Paskeville and the surrounding agricultural area, and it is now set up for a long and sustainable future.

“We really want to thank the SA Water staff for their persistent efforts to navigate this project to a successful conclusion.”

VALUABLE STORMWATER HARVEST FOR WA WHEATBELT TOWN A completed stormwater harvesting project in the Shire of Beverley – about 130 kilometres east of Perth – will provide more than 22 million litres of extra water per year for use by the community.

The project involved construction of two stormwater retention basins with a combined capacity of four million litres to capture water from the town's streets.

As the basins fill during high rainfall events, water is pumped to existing tanks at sports ovals and to the 20 megalitre town dam to optimise storage.

Optimisation of storage in the dam may, in the future, provide emergency livestock water for farmers during dry periods and water for firefighting needs.

The Shire of Beverley – in Western Australia's Wheatbelt region – contributed $209,000 to create the water harvesting project.

The project, launched on 10 June by State Water Minister, Mia Davies, was supported by a $100,000 grant through the government's Community Water Supply Program which is managed by the Department of Water.

"In this drying climate, having a secure water supply for our ovals, parks and community needs is something we have to work harder to achieve," Ms Davies said.

"Innovative use of natural and man-made features to harvest stormwater now means Beverley has a substantial volume of water that wasn’t available in the past.

"This harvested water, which use to run down the street, can now meet up to 50 per cent of the town's public open space irrigation needs, as well as provide water for emergencies.

"It will greatly improve the town's selfsufficiency and reduce reliance on costly and valuable scheme water for non-potable needs," the Minister said.

STORMWATER REPORT

MAJOR AWARD FOR CITY OF SYDNEY STORMWATER INITIATIVE

A Sydney Park project that cleans and reuses up to 850 million litres of stormwater runoff a year has been honoured with a 2016 Good Design Award.

The City of Sydney water re-use project harvests and treats the stormwater from Newtown’s Munni Street catchment for use in irrigating the 44-hectare parkland and supply water to a neighbouring depot.

Elevated terracotta pipes that release the cleansed water into the park’s main pond are now a popular waterscape feature for visitors.

The project was awarded the Museum of Applied Arts and Sciences category in the Good Design Awards – a prize given to products that have the potential to make a significant improvement to the quality of health, wellbeing or the environment.

It brought together Sydney firms Turf Design Studio, Environmental Partnership, Alluvium, Dragonfly and Turpin+Crawford Studio, which completed the two-year project in October 2015.

The $11.2 million Sydney Park upgrade was co-funded by the City and the Federal Government. Work included: • Diverting stormwater through underground pipes; • Filtering water through a pollutant trap and series of bio-retention beds; • Revitalising the park’s wetland system to increase storage and improve water filtering;

64 Highway Engineering Australia | August 2016

• Landscape improvement to create more recreation and play opportunities; • Connecting wetlands via a picturesque series of water cascades; • Improving the footpath network; • Installing new lighting, seating, and picnic areas; • Installing a dog water station to keep dogs away from the wetlands and give them somewhere to cool off; • Installing an artwork comprising a series of elevated terracotta channels that

reflect the site’s history and aerate and distribute water throughout the wetland system; and • Providing information to park visitors about the water treatment and ecological function of the wetlands.

Director of Museum of Applied Arts and Sciences, Dolla Merrillees, called the development a ground breaking project.

“We have selected a project which highlights important contemporary issues such as sustainability and social innovation, and addresses the increasingly critical issue of our natural resources,” Ms Merrillees said.

“This community-focussed project illustrates how Australian designers are successfully responding to ‘real world’ problems, by planning our future cities and urban environment with a sense of social responsibility and purpose.”

Lord Mayor, Clover Moore, said the initiative was the city’s biggest environmental project to date.

“It brings together design, science and sustainability to create a significant new piece of green infrastructure,” the Lord Mayor said.

“It not only improves overall water quality and habitat, it also educates residents and visitors on the importance of water management by allowing park visitors to connect to the concept of water capture and cleansing in a beautiful setting.”

AUSTSTAB CONFERENCE ROUND-UP 2016 This year, AustStab’s annual conference was hosted at Sanctuary Cove Resort, Hope Island, Queensland. The conference changes location each year to make it more easily accessible for national members to attend.

A record number of delegates chose to attend the annual, hotly contested, AustStab Golf Cup, with eight teams entering the competition, sponsored by Wirtgen.

This portion of the conference is considered vital by the Council to provide delegates an opportunity to network and care firstly for self by ensuring they have an opportunity to exercise and mentally break from the challenges of the business cycle.

This year’s competition was not without its usual controversy, with one team failing to complete the full 18 holes. On a count-back and careful review of the rules, the final winners included the first female to join the long list of previous winners.

Demonstrating tenacity and determination, Donna Grey from Downer, joined Mark Pilgrim (Stablcorp), Peter Pengilly (Viva Engergy) and Daniel Orriss (Stabilised Pavements of Australia) to take home this year’s cup.

Donna’s performance was remarkable because she’d apparently never picked up a club before in her life.

A highlight of these presentations was the category one finalists in work health and safety, where nominations were submitted representing all levels of system, process and identified issue problem solving.

David Berg, CEO - Stabilised Pavements of Australia, was reelected unopposed for a second term as President of AustStab while Stewart Geeves, Civil Engineer – Andrew Walter Constructions, was re-elected for a second term as Vice President. Kane Blackburn, Non-Executive Director, WA Stablising was the only addition to the AustStab Council, providing truly national representation at a Council level.

Council 2016 - 2017.

FROM LEFT: Peter Pengilly (Viva Energy), Daniel Orriss (Stabilised Pavements of Australia), Mark Pilgrim (Stablcorp), Donna Gray (Downer) and Judge Brad Brown (Sibelco) acknowledging the first female to be named on the AustStab Golf Cup.

A record number of delegates attended the business portion of the conference, where strategic direction was reviewed and the annual general meeting was conducted.

Topical presentations were delivered; Saeed Yousefdoost – Senior Engineer, Pavements and Surfacing at ARRB Group – made a presentation on Stabilisation Practices in Queensland, based on work developed by Jonathon Griffin, Pavement Engineer ARRB Group.

Peter Evans – Deputy Chief Engineer, Pavements Materials and Geotechnical, Queensland Department of Transport and Main Roads – delivered Stabilisation in Queensland Applied Innovation.

Brief presentations were delivered by many of the AustStab Awards of Excellence 2016 finalists to the full membership during the daytime proceedings.

The Gala and 5th Awards of Excellence Dinner for 2016, also had record levels of attendance, with collaborative partners, honorary, current and youth members being well represented. The Awards of Excellence were again sponsored by Caterpillar.

In preparation for the event, a cake was cut to commemorate the 21 years since the association was incorporated. Two of the original signatures to the articles were bestowed the honour of cutting the cake; Kenn Hall – New South Wales Manager, Hiways Australia – and Tom Wilmot, Director Stabilised Pavements of Australia.

21st Anniversary cake cut by Kenn Hall and Tom Wilmot, overseen by past and Present CEOs, Councillors and Members.

August 2016 | Highway Engineering Australia 65

NEWS

Messages of congratulations were read from WG (Mick Ryan), retired CEO Cement, Concrete and Aggregates Association, and Ken Wonson, retired Technical Manager Stablilex (Boral).

Two leading industry figures joined AustStab as Honorary Members.

Peter Evans receiving congratulations from AustStab CEO Leah Fisher on behalf of Peter and Rama for honorary membership to the association.

They are Peter Evans – Deputy Chief Engineer (Pavements Materials and Geotechnical), Engineering and Technology Division of Queensland’s Department of Transport and Main Roads, and Jothi Ramanujam (Rama), the Department’s Director Pavement Rehabilitation (in absentia).

They join a long list of distinguished honorary members, including Robert Andrews, who was present on the night.

Greg White, Executive Officer and former CEO AustStab, was farewelled by one of his Presidents, Scott Young, in a moving tribute.

Guests were also provided with a presentation by David Young, reflecting on 21 years of AustStab and 75 years of stabilisation in Australia.

Delegates were grateful to receive the services of a barista provided by Astec on the third day of the conference to sustain the group through the business-as-usual national working group sessions.

Leah Fisher, CEO AustStab, said the conference was the most successful so far for the only industry association in the world dedicated to pavement stabilisation and recycling.

Leah said she hoped the conference would continue to grow – allowing opportunity for networking, continuing professional development of members and ensuring the members remained pivotal in directing the association.

IMPROVING COST EFFECTIVENESS OF FOAMED BITUMEN STABILISED PAVEMENTS Austroad’s latest field trial project is TT2046 Improving the cost effectiveness of foamed bitumen stabilised pavements.

The ARRB Group conducted research project aims to refine the design of foamed bitumen stabilised pavements to find positive ways to deliver transport infrastructure with the same functionality at lower costs.

The first significant component of the project is a trial designed to optimise the design life of foamed bitumen stabilised based course pavements where incorporation of reclaimed asphalt pavement (RAP) is required, such as from existing asphalt patches.

The first major task of the research project aims to help practitioners determine the most economical means of incorporating RAP material into stabilisation works.

In the field, pavement rehabilitation projects often encounter heavy asphalt patches. Rather than removal to landfill, these asphalt patches can be profiled from the pavement, stockpiled on site and then reblended into the pavement using centrally mounted mixers, as was recently undertaken in the Western Highway (Victoria) trial designed to optimise the failure mechanism for foamed bitumen stabilised pavements.

Alternatively, RAP could be utilised back into the pavement from an externally managed and controlled stockpile site, as an imported material or could be removed as a thicker wearing course to be incorporated back into the pavement. It is a usual pavement recycling treatment to incorporate up to 50mm of asphalt wearing course back into an insitu stabilised pavement.

The outcomes of the current trial are expected to be relevant to plant mix and insitu stabilisation processes.

The trial has been designed to optimise the quantity, by percentage, of RAP that can be utilised in constructing or rehabilitating a foamed bitumen stabilised pavement. The percentages of RAP that will be tested are zero per cent and up to 50%.

66 Highway Engineering Australia | August 2016

This trial involves full-scale heavy vehicle axle loading using the ARRB Accelerated Loading Facility, known in the industry as ALF. ALF is designed to simulate field performance on pavements through controlled application of repeated rolling axle loads at known tyre pressures over the test pavement within a short timeframe.

Using the ALF, results can be achieved in months rather than decades. Additional state-of-the-art technology being used on this trial is a new autonomous robot for measurement of transverse profile and rutting. The robot was developed by Monash University robotics experts in collaboration with ARRB research engineers.

This national trial has strong support from AustStab members, who provided people, plant and experience with market leading understanding of foamed bitumen insitu stabilisation in Australia.

AustStab members, Hiway Stabilizers and Downer, collaborating in the Austroads ALF Trial.

ALF completing the trial

Conducted as a collegiate offering, the group consisted of contracting members (Downer, Hiways Australia, Stabilime and Stablised Pavements of Australia), working with binder members (Viva Energy and Independent Cement and Lime) to produce the first trials under the direction and supervision of Derek Harris, Senior Technical Officer and Geoff Jameson, Chief Research Scientist, ARRB. All contractors and stakeholders in the trials worked to ensure representative, business as usual practices were adopted involving Work Health and Safety performance to industry-best practice.

The design was optimised by ARRB working with state road agencies, such as Queensland Transport and Main Roads Herston laboratories, under Jothi Ramanujam and Downer’s Howard JefferyWright, Technical Manager guidance with industry support.

The ALF has commenced early-life loading on the first trial site and it is expected the facility will complete 1 x 105 cycles of a 60kN half-width axle – equivalent to 2.4 x 105 equivalent standard axle movements over the site within three weeks of the trial commencing.

This is the equivalent to a 30- year pavement life for a local access road with buses.

The trial was constructed within the ARRB full-scale test laboratory located at Dandenong South, in Melbourne’s south east. The scope of the trial involves the comparative testing of a control section of

VicRoads Spec 20mm SI asphalt pavement 150 mm, which has a Class 320 bitumen at five per cent and sections of foamed bitumen stabilised pavement containing 0-50% RAP with a reduced primary C170 bitumen application rate of three per cent by mass, and 1.5 per cent hydrated lime by mass with a Class 3 aggregate.

The last of the eight trials is expected to be completed during the two-year ALF trafficking period. Interim and final reports will be released by Austroads via its website following review by the Austroads Pavement Structures Working Group and Austroads Pavements Task Force. The findings of the trial will be developed to inform and update Austroads’ Guide to Pavement Technology.

AustStab CEO, Leah Fisher, said she hoped the percentages of RAP were able to be confirmed to be at least 50% moving forward.

“The higher the percentage of RAP that can be successfully incorporated into the pavement, particularly in a rehabilitation scenario, the higher the social cost savings to the general public.

“RAP would no longer need to be removed and replaced on site – reducing the number of associated vehicle movements to and from the site, as well as a lower expected consumption of virgin quarry products to replace RAP removed from site.

“This is a win for the asset owner, as well as for the travelling public – whose journeys will be less disrupted during rehabilitation works.”

Other expected benefits of the trial include lower risks and optimising the use of bitumen being incorporated into foamed bitumen stabilised pavements, as well as setting the upper boundaries on acceptable percentages of RAP, which may be incorporated into the pavement.

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NEWS

GREG WHITE FAREWELLED BY AUSTSTAB The farewell to former AustStab Executive Officer, Greg White, was a key moment of the association’s annual conference.

Greg joined AustStab as CEO in 2009 and became Executive Officer in 2014 until his retirement.

He demonstrated an interest in stabilisation and pavement recycling, having first come across stabilisation as the Regional General Manager for Boral Asphalt during the 90s, when Stabiliex (Boral Asphalt) was a member of AustStab.

Greg developed rapport with collaborative partners Ray Farrelly, CEO Centre for Pavement Engineering Education (CPEE) and Bob Andrews, AustStab Honorary Member, in building the award-winning Pavement Stabilisation and Recycling course that is delivered throughout Australia with CPEE. He also developed the Australian University Guest Lecture Program, which has been running at universities including his alma mater, University of New South Wales, University of Technology Sydney, Swinburne University and Sunshine Coast University since 2009.

Greg accepted the Austroads seat, as an observer for the Pavement Structures Working Group, where he continued to build on the previous positive relationships started by AustStab.

Recognising that some of the skills needed to further build the AustStab position were outside his expertise, Greg introduced Leah Fisher as the Executive Officer to AustStab in 2010 and supported her into the role of AustStab CEO in 2014.

68 Highway Engineering Australia | August 2016

During the flood recovery period in 2010-2011 in Queensland, Greg and Bob Andrews delivered record numbers of CPEE training courses with Jothi Ramanujam and others.

In 2014, Greg and Bob warmly welcomed the 1000th delegate to the AustStab training course in Wagga Wagga. The course has since been delivered in a further 14 locations throughout Australia, with the support of Leah and other guest speakers.

Greg regularly delivered meaningful and well attended working group meetings on the east coast of Australia up until 2014 and built on positive relationships with other collaborative partners including all state road agencies, ARRB Group, Institute of Public Works Engineers Australia (IPWEA) and AAPA, the Australian Asphalt and Pavement Association.

Greg and Leah’s great affection from the industry was evidenced at his last AustStab Golf Cup, with 32 delegates donning AustStab Wirtgen shirts to participate in the cup in 2016, up from two teams in 2010. The membership in all categories has grown and this is possibly Greg’s proudest achievement.

The Council and Members of AustStab used the Annual Conference and Gala Diner to mark Greg’s achievements.

They thanked Greg for his services to the industry and wished him and his wife Elizabeth (Liz) good luck with their next endeavours, which will include spending time with their granddaughter and children, travelling and golf.

ROAD ROBOT MEASURES EARLY SIGNS OF SUCCESS FOR INDUSTRY RESEARCH HUB A robot-like machine for assessing road surfaces is one of the first projects to come out of the newly established ARC Research Hub for Nanoscience-based Construction Materials Manufacturing.

A team from Monash University’s Department of Mechanical Engineering developed the machine in just three months when it received a request from the Australian Road Research Board.

The robot is a key piece of research equipment needed to deliver a national research project for Austroads.

It was a complex project, which involved designing, programming and assembling a robot for use in assessing the rutting of road pavement materials at the research board’s full-scale test laboratory.

Dr Richard Yeo, Program Manager Assets with Austroads and Monash Engineering alumnus, was pleased with what the team produced.

“We were really keen to work with Monash and the team have delivered a high quality product and meet our timelines,” Dr Yeo said.

He was enthusiastic about the expertise of the mechanical engineering department at Monash, and said his organisation was eager to encourage knowledge sharing and knowledge transfer between industry and the university.

“The learning opportunities available to students working on this project are really valuable.”

In terms of accuracy and speed, the new machine is a vast improvement on previous surface measurement tools employed by the Australian Road Research Board.

As recently as 10 years ago, Dr Yeo could be found operating a manual scanner that he had to wind backwards and forwards, while the next iteration included a robot that relied on 17 metre long rails being laid perfectly parallel.

Dr Chao Chen from the Department of Mechanical Engineering led the research team that developed the new robot.

“The major challenge in developing this machine is maintaining high precision,” Dr Chen said, describing the two pairs of sensors his team used.

Each pair includes one laser with a resolution of 30 micrometres, and one ultrasonic sensor with 69 micrometre accuracy. As well as accuracy, having four sensors will increase the speed at which the robot is able to record measurements.

The robot also uses laser sensors to maintain its orientation and a constant distance from a wall running along the test site, and is capable of homing and straightening itself.

“There is nothing like this available on the market,” Dr Chen said. “But what we’ve done is assemble the machine using industry standard components, where possible, to make it easier to replace parts when needed.”

Professor Chris Davies, Head of Mechanical and Aerospace Engineering, sees this successful collaboration as a sign of things to come.

“We’re really interested in being involved in projects such as this that allow us to use our expertise to meet the needs of industry,” he said.

The project was also well received by Professor Wenhui Duan, the director of the Nanoscience-based Construction Materials Manufacturing Hub. “We are already in discussions with a wide range of industry partners, including peak bodies, large corporations, high-tech SMEs and major engineering consultancies.

“We welcome enquiries from organisations wanting to join us as we strive to develop efficient and innovative high performance construction materials and structures to meet Australia’s infrastructure needs.”

August 2016 | Highway Engineering Australia 69

ACA CORROSION FEATURE

LONG-TERM PROTECTIVE COATING SUCCESS Corrosion poses a threat to all infrastructure through the degradation of structures such as buildings, roads, bridges, pipelines and towers, and the economic impact of corrosion represents an annual cost of billions of dollars to the economy. It is important that owners and operators of high-value assets understand the cost implications of ignoring the effects of corrosion.

There are many advantages of planning for corrosion control and mitigation. Two of the main ones are: that the life of an asset is extended, thus making it more profitable; and maintenance time and costs are reduced thus increasing the asset's utilisation.

According to Justin Rigby, coatings consultant at Remedy Asset Protection, there are two main ways to protect an asset from corrosion. One is to alter the physical properties of a metal by using a technology such as cathodic protection to impress a current into a structure to minimise corrosion.

The other is to physically isolate a structure from the environment by applying a protective coating.

It is important that a protective coating project is carefully planned. One thing to avoid is under-estimating the technical complexity of a project, especially if the coating is to be applied to an existing structure; even more so if the site is in a remote location.

“A protective coating is not just paint.

It is an engineered product that undergoes rigorous product development to provide specific properties that will protect a structure from its service environment,” said Rigby. “The most important considerations are assessment of the service environment and selection of the required coatings.”

There is a wide selection of coatings products available to the market so it is essential that the appropriate coatings system is chosen. There is no single product that meets every coating situation as the

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desired attributes may be mutually exclusive; so during the planning of a project, a compromise may need to be made, but is important to not be fooled by the claims made by manufacturers.

According to Rigby, a good specification will reference AS/NZ 2312 and categorise the service environment according to its corrosivity and then nominate a coating system based on the desired design life of the coating. He recommends seeking advice from a competent colleague or external consultant when building a specification and selecting the most appropriate coating system. The major coatings manufactures, such as Akzo Nobel, Altex, Dulux, Jotun, PPG, and Valspar, are also good sources for reputable advice.

ACA CORROSION FEATURE

Traditionally, coatings protect a structure by being a physical barrier to the environment.

Modern technology has developed active pigments which are being incorporated into primers to provide additional protection. Active anticorrosive pigments are added to primers which can give further protection for areas with coating damage in addition to their barrier effect. These pigments prevent corrosion of a metal substrate by building up permanently passive conditions at the metal surface and/or by a build-up of solid compounds which fill the damaged area to the coating.

It is important to be flexible and adaptable when developing protective coating projects.

“A protective coatings project, managed well, provides owners with great outcomes,” Rigby stated. “However, when a protective coatings project goes wrong, it exposes the team to a range of problems that can make your head spin.” Rigby recommends spending time with a consultant at the pre-start stages of a project to help identify areas of risk. While this is an extra expense, it will ensure the project is successful and could protect a Project Manager's reputation for project delivery.

The New Zealand-based TBS Group has more than 40 years experience in all aspects of corrosion prevention, detection and remediation. TBS has worked on a diverse range of projects, including the Auckland Harbour Bridge and heritage listed structures such as the Makatote Viaduct. The company operates a purpose built abrasive blasting and painting facility in New Plymouth which features two grit rooms, five paint shops and a specialist thermal metal spraying facility.

The Australasian Corrosion Association (ACA) works with companies like TBS and academia to research all aspects of corrosion in order to provide an extensive knowledge base that supports best practice in corrosion management, thereby ensuring all impacts of corrosion are responsibly managed, the environment is protected, public safety enhanced and economies improved.

Once a coatings project is underway, there are several aspects that need to be carefully managed. It is important to understand the competence of the applicator and also ensure the main contractor does not accept lower quality materials that do not meet specifications. “Asset owners must understand that their 'whole of life' costs are not necessarily a priority for the main contractor when a new asset is built and could be diametrically opposed,” said Graham Matthews, Technical Director of TBS. “The contractor may see an opportunity to save a few dollars by amending a specification and the structure may survive the guarantee period, but the resultant future maintenance costs are far higher.”

The technicians chosen to apply a coating must have the appropriate skills. Obvious selection criteria are experience with the protective material and the equipment used to apply it to a structure. A less obvious criterion, especially for any sort of tower structure, is abseiling skills; technicians might have to be in a harness and suspended in mid-air which requires a particular mix of physical and psychological attributes.

One vital aspect of coatings projects is to have compliance certification that the job complies with all the appropriate legislation, regulations and standards. There are two ways to achieve this; either to pay for third party inspection or engage a contracting firm that has, like TBS, a number of staff who are either NACE or ACA qualified coatings inspectors, providing peace of mind to customers that quality is 'built in' throughout project planning and execution.

There is an old adage in the carpentry and construction trades: “Measure twice; cut once.” A variation of this applies equally to the corrosion protection industry: “Plan it right and do it once.” The cost to coat a structure with an appropriate and effective protective material varies depending on whether it is applied in a workshop or on-site. “The average cost to apply a three coat system in a workshop may be around $80 per square metre,” said Matthews. “On-site, this might increase to $300 per square metre or higher. Do not scirmp on the coatings specification, or the quality verification, as these could be some of the best dollars spent on a project.”

There are variations to these figures. For example, the repainting - with lead paint - of the complex latticework of the Makatote Viaduct in New Zealand cost approximately $1,000 per square metre. The $12M

refurbishment of the heritage listed structure required scaffolds up to 80m high, an on-site team of thirty and deployment of more than $4M of specialised plant and equipment. In comparison, the touch-up repairs to the iconic Auckland Harbour Bridge using lead-free paint only cost $150 per square metre since the bridge was designed with good access systems.

There are many standards relating to the application of protective surface coatings but sometimes compromises may need to be made. When planning protective coatings it is important to take account of factors such as the geography, access to the structure and climate, all of which impact the cost of the project.

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ACA CORROSION FEATURE

If a structure to be protected is in a remote location, it will be necessary to select the most cost effective means of transporting materials and personnel to the site. Additionally, remote sites may be exposed to climatic extremes which impact on applying a coating. For example, monsoonal rains in tropical regions would make it difficult to spray a coating on to any type of structure. “When you get to site, there may be odd arrangements of pylons and bracing making it difficult for a technician to access all parts of a structure to apply a coating,� said Rigby.

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The health and safety analysis of a project must look at how to effectively protect a structure and address any environmental considerations. It must also consider how to properly apply the coating to minimise its effects on the surrounding areas as well as protect the technician who might be working in a harness tethered metres above the ground.

Protective coatings projects are usually unsuccessful for relatively few reasons.

Planners often do not fully comprehend the complexity of many coatings projects and, as a consequence, fail to invest the time and resources to manage it effectively which results in substantial cost implications when things go wrong.

The lack of detailed design information for a structure sometimes means that there is poor selection of structural materials, such as dissimilar metals, which means that the coating options are restricted - a coating for one metal is most likely inappropriate for the other.

TBS is a Gold Member of the ACA and is an active participant in many of its educational and promotional programmes.

Justin Rigby of Remedy Asset Protection is a

member of the ACA and chairs the Coatings Technical Group.

Throughout the year, the ACA also conducts educational activities such as seminars and training courses across Australia and New Zealand to inform and guide organisations and practitioners about corrosion topics. Corrosion specialists certified by the ACA, and other organisations, have the experience and understanding of corrosion causes and solutions that allow them to recommend mechanisms and procedures to consultants and asset owners.

ABOUT THE AUSTRALASIAN CORROSION ASSOCIATION The Australasian Corrosion Association Incorporated (ACA) is a not-for-profit, industry association, established in 1955 to service the needs of Australian and New Zealand companies, organisations and individuals involved in the fight against corrosion. The vision of the ACA is to reduce the impact of corrosion.

For further information, please visit the web site: www.corrosion.com.au

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