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AUG/SEPT 2017 Volume 49 Number 2
40 Road Safety 41
ITS Australia Feature
50 TCA News 53 AustStab News
About the Cover Since its unveiling at the World of Asphalt show in 2013, the Carlson EZR2 Rear-mount screed has quickly become recognised by contractors as a superior platform for wide width ability, award winning mat quality and paving performance. Carlson Paving Products, a subsidiary of Astec Industries, leads the way in highway-class asphalt screeds in North America and Australia, with a selection of seven platforms in front-mount, rear-mount and fixed-width orientations.
Turn to Page 16 for the full story.
Using the data we collect to deliver maximum efficiency, safety and value Dear Readers, During the course of my work as Managing Editor of HEA magazine, I am fortunate enough to have the opportunity meet with people from across the roads, infrastructure, engineering and transport sectors to discuss a wide range of topics. As well as providing me (and hopefully you, our readers) with a valuable insight into the latest developments, technology, methodologies, materials and projects throughout Australia and internationally, it has also highlighted number of significant issues which seem to be affecting many within the road and transport infrastructure industries. Of these, one extremely common problem - which has cascading effect through the majority of decision-making processes - seems to be that of accessing data that is both accurate and up-to-date. More specifically, it appears that despite the enormous amount of resources and readily available data being collected (from incident reports, insurance claims, equipment purchases, maintenance works orders, etc.), there is still no readily accessible, easy-to-use, accurate and up-to-date central repository for data related to the cost of repair and/or replacement of damaged infrastructure and assets following road and transport accidents and incidents throughout Australia. From the cost of new materials and replacement parts; and the cost of removal and disposal of damaged items, through to the cost of engineering; planning; work scheduling; site
2 Highway Engineering Australia | Aug/Sept 2017
labour; traffic management; and equipment (whether hired in or part of an ‘in-house’ fleet), even the most minor accident can result in a significant cost impost for councils, road authorities and other asset owners. Notwithstanding the ever-increasing demands being placed on councils and road authorities to ‘do more with less’, having ready access to actual cost of incident / cost of repair data is a critical factor in being able to select and implement the most cost-effective solutions. After all, if you don’t know where you are, how can you know where you’re going? When it comes to road infrastructure construction and maintenance, the importance of accurate and current data cannot be overstated. This is particularly true when it comes to the selection and installation of road safety infrastructure such as safety barriers, crash attenuators, frangible sign posts and other impact protection equipment which really MUST be assessed on a ‘whole-of-life’ cost basis. Only by having all of the relative data and costs at hand - from the initial capital purchase and installation cost, through to the cost of repair and/or replacement following an incident - can the ‘true value’ of these items be assessed. In simple terms, a perceived initial saving, or for that matter a badly researched choice that doesn’t also consider ‘whole of life’ costs, can end up proving to be an enormous drain on infrastructure budgets. Safety barrier and impact protection systems (both fixed and mobile devices such
as Truck Mounted Attenuators) are, by their very nature, installed in locations where there is an expectation that they will be impacted either rarely or regularly! With that in mind, it also follows that there must be an expectation that these devices will require repair and/or replacement at some stage in the foreseeable future. As such, accurate ‘whole-of-life’ costs must be taken into account during the decisionmaking process - and that requires access to data from out in the field. This data is available. It is being collected across the country on a daily basis, every time there is an impact or accident anywhere on the road network. What we need is a coordinated approach to developing a centralised data repository that collates this data from the myriad of sources and makes it available easily, cheaply and on a timely basis to all stakeholders. While I understand that establishing this type of database is not without a cost, I believe that the costs will be far outweighed by both the savings and safety benefits that can result from having accurate and up-to-date data readily available for all who need it.
Anthony T Schmidt Managing Editor
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Landmark transport hub to reduce road freight emissions
p to $150 million will be committed to the nationally-significant Moorebank Logistics Park in southwest Sydney by the Clean Energy Finance Corporation in its first investment in clean energy transport infrastructure. The project – to be developed across 243 hectares – is expected to reduce freight truck emissions by more than 110,000 tCO2e a year, by switching containerised freight transport from road to rail. Leading freight and logistics company, Qube Holdings Limited, is developing the logistics hub to take emissions-intensive trucks off Australian roads by increasing the use of rail networks to distribute containerised freight to and from Port Botany. The project will incorporate large-scale renewable energy sources. Clean Energy Finance Corporation CEO, Ian Learmonth, said its investment highlighted the economy-wide benefits of clean energy solutions. “Emissions from road freight transport are a substantial part of our carbon emissions challenge. “By switching to rail solutions, the Moorebank project will reduce emissions, reduce urban congestion and improve national freight connectivity for years to come,” Mr Learmonth said. “This project, and others like it, are essential for us to progress down a decarbonisation pathway to net zero emissions by the second half of the century while improving the sustainability of our cities.”
4 Highway Engineering Australia | Aug/Sept 2017
The CEFC’s finance is being provided to Qube through a seven-year bilateral term debt facility to assist in providing mediumterm finance for the staged construction of the intermodal terminal, which is targeting full capacity in 2030. The project will switch the movement of 1.55 million freight containers at Port Botany from road to rail. The switch, when operating at scale, will cut an estimated 3,000 truck journeys a day from Sydney’s road network, particularly the M5. It will also reduce the number of regular Sydney-Brisbane and Sydney-Melbourne truck freight trips. By 2030, the Moorebank facility is expected to: • reduce the distance travelled by container trucks on Sydney’s road network by 150,000 kilometres every day (56 million kilometres per annum, saving 73,000 tCO2e of emissions); • reduce the distance travelled by long distance interstate freight trucks by 93,000 kilometres every day (34 million kilometres per annum, saving 41,000 tCO2e emissions); • deliver net annual carbon emissions savings equivalent to removing 11,000 vehicles from the road for a full year or burning 25,000 tonnes of coal; and • generate 65,000 MWh/year from renewable energy sources installed on site, capable of powering over 10,000 homes. Despite its massive scale – operating across a site the size of Sydney’s CBD – the freight and energy efficiencies delivered via the Moorebank Logistics Park are expected
to result in net emission reductions totalling more than two million tonnes of CO2-e over a 40-year period. Qube Holdings Managing Director, Maurice James, said Moorebank would transform the containerised freight supply chain in Sydney and deliver significant community-wide benefits. “Our focus at Qube has always been on how we can improve the efficiency of the import and export supply chain, how we can provide a faster and more cost-effective way to get goods to consumers and the Moorebank terminal is certainly a key part of that strategy,” Mr James said. “We are extremely proud to be the first transport infrastructure project which the CEFC has chosen to support in this way. “Being able to deliver a faster and more reliable supply chain that creates savings for our customers, as well as remove thousands of truck trips from our roads at the same time as delivering very significant environmental benefits is a great trifecta. “We’re aiming for the Moorebank Logistics Park to be built to a standard Australia hasn’t seen before, so that it reaps the benefits of built-in efficient technologies throughout its useful life and demonstrates what is possible for the next generation in low emissions transport and freight facilities.” The Moorebank Logistics Park will take advantage of its location near the Southern Sydney Freight Line, M5 and M7 motorways, and the rapid population and economic growth predicted for the area.
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Long-term planning critical to changes in infrastructure demand
ong-term planning must remain a priority so Australian governments can better prepare for changes in infrastructure demand, according to Philip Davies – the Chief Executive of Infrastructure Australia. In delivering the keynote address to the Parliamentary Friendship Group for Better Cities on 13 June, Mr Davies also highlighted the importance of long-term planning in identifying emerging issues and constructing “the right projects at the right time, for the right price”. He said long-term infrastructure planning must go hand-in-hand with a robust process for selecting projects that delivered optimal outcomes and Infrastructure Australia was a key player in achieving those results for the community. “Our rigorous assessment framework supports evidence-based decision making and investment in projects that will deliver the best outcomes for the community. “From time to time, there is commentary on the time it takes to assess particular business cases, but we make no apology about the rigour of our process,” Mr Davies contended. “These are complex projects, underpinned by complex business cases and it is appropriate that they are well planned and well considered by our independent board.” Mr Davies said Australia was in a better place with project planning and selection than it was a decade ago, but there was still a need to improve the quality of business cases developed for major infrastructure development.
6 Highway Engineering Australia | Aug/Sept 2017
“By that I mean developing business cases that clearly articulate a potential project’s strategic alignment – which is necessary to ensure the appropriate problems and solutions are being identified and considered for Commonwealth funding. “We also need to see proponents establish a clear evidence base for projects. This means developing business cases that are supported by appropriate demand modelling, that properly calculate the costs and benefits and show evidence of a thorough options analysis.” Transparency and evidenced-based analysis, Mr Davies said, ultimately enabled Infrastructure Australia to undertake its own sensitivity analysis. “Our assessment process enables governments, industry and the community to better understand a project's potential costs and benefits, and have confidence in its ability to meet an identified infrastructure need.” Mr Davies said investing in technology and reforming service delivery to extract greater value from existing infrastructure was critical to meeting Australia’s growth challenges. Meeting those challenges was not just a matter of building new infrastructure. “That's why one of the key themes in the Australian Infrastructure Plan and, indeed the Infrastructure Priority List, is that we need to ensure existing infrastructure is used more efficiently – in short, making better use of what we already have. “For example, on urban roads, ITS is already being used to collect, store and analyse data on traffic counts, travel times,
congestion, incidents and faults through sensors at intersections to enable better management of traffic flows. “In the Plan, we propose greater investment in these types of technologies as part of a broader program of network optimisation targeting the pinch points on our infrastructure networks. “But we also need to find a way to give structure to this collection of data so we can use it to drive better outcomes for users on our roads and other infrastructure assets.” Mr Davies said Australia’s population was expected to grow to more than 30 million by 2031 and the nation needed to embark on the next era of infrastructure delivery and reform. Most of the population growth would be in Australia's four largest cities, with Sydney, Melbourne, Brisbane and Perth increasing in population by close to 50 per cent. Adelaide, Canberra, Hobart and Darwin were projected to grow in total by 25 per cent. The number of people living in Australia's regional areas was projected to grow from around 5.6 million in 2011 to 6.8 million in 2031 – an increase of around 22 per cent. “Australia's largest cities should plan for and deliver integrated, ‘turn up and go’ public transport services, similar to those in cities like New York, Singapore, London and Berlin. “At the same time, we need to focus our future infrastructure investment on supporting access to, and growth in, our regions and continue to develop business cases for projects that offer the most return nation-wide.”
VicRoads reforms road maintenance as Auditor General criticises its maintenance approach
report by Victoria’s Auditor General has criticised VicRoads’ approach to road maintenance, describing it as reactive, with maintenance only being carried out when it becomes critical. The report by Andrew Greaves – Maintaining State Controlled Roadways – conceded that not enough funding was allocated to road maintenance, but said VicRoads could not clearly demonstrate that it was making the best use of existing funds. “Targeted early intervention to prevent roads from needing more costly and extensive maintenance has been limited. This approach has not kept up with the rate of deterioration of road pavements across the network,” said Mr Greaves. VicRoads Chief Executive, John Merritt, responded to the report, acknowledging the findings and recommendations, which he said, VicRoads was already putting in place. “We thank the Auditor General for his report into our past maintenance practices and we're pleased that his recommendations support the reform program and actions VicRoads already has underway,” Mr Merritt said. In his report, Mr Greaves said constrained funding meant VicRoads managed only roads in poor condition and gave limited consideration to pavement conservation across the network. “VicRoads does not focus on achieving the lowest whole-of-life cost, but instead, focuses on the most urgent maintenance needs at the time it prepares its annual road maintenance program – known as a ‘worst first’ approach. “Current approaches to maintenance have not improved the overall condition of the network of road pavements. “VicRoads does not have a pavement management strategy or policy that sets out how it will deliver its objectives through costeffective asset lifecycle management and to guide current practice,” said Mr Greaves. “Without an adequate strategic framework, VicRoads’ ability to plan its maintenance program effectively is limited. Establishing a clear vision and set of expectations for road pavement maintenance will drive greater consistency in asset maintenance practices across the entire network.”
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The Auditor General said, however, VicRoads was aware that it needed a more strategic approach and was working towards improving its road pavement asset maintenance practices. “It recognises that it needs greater clarity in its classification of roads and is examining how its procurement framework and performance reporting can be improved.” Mr Merritt said the audit reflected a past approach and VicRoads was well advanced in a reform program that was transforming the way it planned and delivered road maintenance across Victoria. “We have a state-wide system in place to drive the best investment decisions based on a strategic view of the network,” the VicRoads CEO said. “Much of the 23,000 kilometres of Victoria’s arterial road network was built in the years immediately following World War Two. In the 1940s and 50s, a 40-tonne truck was one of the largest vehicles on the road, but today, those same roads could be carrying vehicles over 80-tonne.” Mr Merritt said the Victorian economy had changed significantly since many of the state’s roads were built. “With Melbourne’s rapid growth and the changing transport needs in regional Victoria to support new and emerging industries, there is much more demand on road infrastructure. “Our goal is to provide a road network that supports communities now and is able to evolve easily to support the needs of future generations. “The 2017-18 State Budget funding, which doubles expenditure for road pavement maintenance, was based on recommendations developed by us, using our new pavement management approach,” Mr Merritt said. The new pavement management approach includes initiatives such as: • internal organisation changes to form a more cohesive Regional Services Division and centralised Asset Services business to better plan, prioritise and deliver the maintenance program across Victoria; • a community engagement program throughout regional Victoria to ensure that we understand what is important to regional Victorians so we can use the intelligence to inform our decisions;
• different maintenance delivery models, with an intent to deliver the best outcomes to community and deliver on clear performance criteria. Many of these approaches include data collection, building relationships and working in partnership to develop and deliver future asset management programs more transparently. Mr Merritt said community input would be regularly sought to influence maintenance priorities. “Involving communities and industries in the decisions that affect their livelihoods demands a new approach. Since February, we’ve connected with more than 13,000 Victorians via the engage VicRoads website to seek their views on road maintenance issues. “It’s become very clear that we need to engage communities regularly on the issues that matter most to them and this will not be a one-off conversation,” Mr Merritt said.
VicRoads Chief Executive, John Merritt
The increasing role of heavy rail in Australia’s transport mix Australia’s Minister for Urban Infrastructure has used an address to an Infrastructure Partnerships Australia function to highlight the increasingly important role of heavy rail in the nation’s transport mix. Paul Fletcher told the IPA Industry Leaders' Luncheon that as Australia’s cities became larger and more densely populated, heavy rail had an increasing advantage over other forms of transport because of its capacity to move large numbers of people quickly and reliably. “Of course, the upfront capital cost of heavy rail is enormous … but as our cities get bigger and more densely populated, the benefits that rail can bring increasingly will justify this cost. “New or extended rail lines can support the release of new land for housing, either on the outskirts of the city or in areas experiencing urban renewal. “Rail is the most efficient way to move people quickly to and from our CBDs and other employment clusters. As the number of jobs in CBDs and employment clusters rises, we need higher capacity rail connections inand-out of these locations.” Mr Fletcher said research showed rail corridors were suited to apartment and townhouse living – a mode of living that would represent a growing share of homes as big cities grew and their population density rose. “Case studies from Australia and overseas have shown that in inner-and-middle-ring locations in cities, the bulk of the new housing supply is medium and high density, located very close to train stations. “For example, recent research commissioned by my Department found that in Sydney from 2001 to 2011, 42.2 per cent of new housing was within one kilometre of a railway station. “In addition, the regional communities surrounding a city are closely integrated economically and socially with that city. Better rail connections can help the integration, benefiting the city and its surrounding regional areas.” The Minister said the Australian Government strongly supported urban passenger rail and cited a pipeline of investments including: • $1.7 billion for Sydney Metro City and Southwest;
10 Highway Engineering Australia | Aug/Sept 2017
• $490 million for the Forrestfield Airport Link in Perth; • $95 million for Gold Coast Light Rail Stage 2 in Queensland; • $78.3 million for Parramatta Light Rail; • $67.1 million for Capital Metro in Canberra; and • $42.8 million for Flinders Link in Adelaide. He said Canberra was also working with state governments to develop urban rail plans for Australia's five largest cities and their surrounding regional areas. “These rail plans are intended to take stock of the existing network and look at plans for the future network, and they will inform future Commonwealth investment into each network. “Our intention is for the plans to cover such matters as the standard of existing infrastructure; forecast network capacity constraints; integration of state government strategic urban land-use and transport plans; housing affordability and supply; transport affordability and accessibility; and key transport solutions.” According to Minister Fletcher, the Australian Government was also funding significant planning and business case work on major urban rail projects at various stages of early development. That funding included $10 million to progress planning for Cross River Rail in Queensland and a Joint Scoping Study with the New South Wales Government on the rail needs of Western Sydney and Western Sydney Airport. In the recent Federal Budget, Mr Fletcher said, the government committed $30 million for work to plan a rail link between the Melbourne CBD and Tullamarine Airport, and allocated $20 million to support business case development on proposals for faster rail connections between major capital cities and surrounding regional areas. He said it was important to consider both new rail lines and upgrades to existing lines. “Later this year we will issue a prospectus describing the program and the opportunities, and call for initial proposals in response. These could come from private sector proponents or consortiums, or from state government rail operators. “The next stage would be business case development, which would be completed by the middle of 2018.”
Australia’s Minister for Urban Infrastructure, Paul Fletcher
The Minister said the project proponent would be expected to provide funding towards the business case, and the Australian Government would match that funding up to an agreed total, with its maximum contribution on an individual business case set at $8 million. Business cases, once developed, would be assessed by Infrastructure Australia. Minister Fletcher said the government had made a long-term investment in urban passenger rail: it would invest $10 billion over a 10-year period for the National Rail Program. “Funding starts to flow from 2019–20, and the 10-year commitment has been designed to allow for the long lead times typical of major rail investments. Significant planning work is required before construction can commence. “This program has been designed at a scale to allow the Australian Government to make major funding commitments to several transformational urban rail projects, including on rail connecting our big cities and their surrounding regional areas over the next decade.” Mr Fletcher said funding guidelines under the National Rail Program would be issued in coming months and would set-out factors to be considered in allocating funding, including • the scale and city transforming nature of the project; • the extent of state government funding provided; • the extent of funding secured from other sources, including the private sector and through value capture mechanisms; • whether land around the stations is zoned for higher value use, such as apartments and urban living; • whether the project has a positive impact on housing affordability; • whether the business case for the project has received a positive recommendation from Infrastructure Australia; and • the project being consistent with the recommendations of the urban rail plans being developed by the Australian and State Governments, if appropriate.
29 APRIL - 4 MAY 2018
BRISBANE CONVENTION CENTRE, AUSTRALIA Want to be an exhibitor/sponsor at the much anticipated 28th Australian Road Research Board International Conference of 2018, bringing ‘Next Generation Connectivity’? Over three days, attendees will be treated to talks from world renowned experts on Smart Roads, Next-Gen Asset Management, Disruptive Technologies, Enabled Mobility and Human Factors – not to mention a dazzling array of social and networking functions.
Following on from the 28th ARRB Conference, we are also hosting the PIARC 8th Symposium on Pavement Surface Characteristics: SURF 2018. ARRB brings this event to Australia on behalf of PIARC, with a focused consideration of ‘Vehicle to Road Connectivity’.
Visit arrb2018.com.au or surf2018.com.au Shaping our transport future.
SAFETY BARRIER SYSTEMS A KEY PART OF PACIFIC HIGHWAY UPGRADE Ingal Civil Products is the leading manufacturer and supplier of safety barrier systems for the Pacific Highway Upgrade from Woolgoolga to Halfway Creek. The upgrade involved the construction of approximately 14.7 kilometres (km) of roadway to median separated dual carriageway and a 300-metre long twin bridge. Ingal Civil Products is part of a large network of companies that specialise in engineered steel products and galvanising services that employ over 8,000 people in more than 20 countries, making a large contribution to the safety of roads. The company supplies road safety barriers, carpark and industrial barriers, and workzone safety products to a variety of projects, including the Pacific Highway, Halfway Creek to Glenugie, Oxley Highway to Kundabung and Kundabung to Kempsey. Flexfence WRSB TL4 is being supplied specifically to the 14.7km of roadway from Woolgoolga to Halfway Creek to ensure the safety of road users. The clean lines and superior design of Flexfence Wire Rope Safety Barrier, Test Level 4, has increased popularity in median applications to prevent cross median accidents, with some of the lowest occupant impact severities for any type of safety barrier. Easy installation and tensioning is achievable from the straight alignment of the cable barrier ropes. Due to its proven high performance, Ezy-Guard Smart, the MASH Test Level 3 system, was chosen to mitigate many of the associated safety hazards from such a busy highway. The modern and increased level of containment that the Ezy-Guard Smart system
12 Highway Engineering Australia | Aug/Sept 2017
offers will future-proof many of the safety aspects on this part of the highway against the evolution of the vehicle fleet. Installations include median and verge applications to prevent run off-road vehicles from impacting rigid roadside hazards or entering non-recoverable embankments. These verge installations are terminated by the energy absorbing ET2000 Plus end terminal. The company also supplies Ezy-Guard 4, a product recently accepted by VicRoads and Queensland TMR. It is the first W-Beam barrier
system in Australia to receive acceptance at NCHRP-350 TL4 and MASH TL3 containment levels; this is containment and redirection of an 8,000 kilogram truck and a 2,270 kilogram utility. Ingal Civil Products develops, designs and manufactures quality assured road safety barrier systems, including the Ezy-Guard range of innovation, for improving safety on roads throughout Australia and the world. For more information contact your local Ingal Civil Products office on 1300 446 425 or email firstname.lastname@example.org.
CASE STUDY 20 Years on and still going strong. Even after 20 years of exposure to heavy traffic and a harsh marine environment, the pavements reinforced with Novomesh® 850 system fibres are all in sensational condition.
20 YEARS ON
AND STILL GOING STRONG Although at the time, steel fibre reinforcement for concrete had already been used extensively though the UK, Europe and the USA, in 1997 when the developers of what was to become the Rivergate Marina in Brisbane decided to use a combination of steel fibre and polypropylene microfibre reinforcement for the roadways throughout the precinct, it was considered a somewhat ‘novel’ approach to concrete reinforcement in Australia. Indeed, given the precinct’s harsh marine environment (near the mouth of the Brisbane River under the Gateway Bridge) and the predicted heavy traffic loads - with constant heavy vehicle traffic to and from the marina and the surrounding industrialised precinct – the choice of fibre reinforcement for the precinct’s concrete roads and hardstand areas was not without its critics at the time. 20 years on, however, it’s a different story! The decision to utilise the Novomesh® 850 combination fibre reinforcement solution has been more than vindicated by the concrete’s outstanding performance over the past 20+ years. Andrew Hockey, Northern Regional Manager with Propex Concrete Systems, commented: “While there can be no doubting that fibre reinforcement has had its fair share of detractors over the years, projects like the Rivergate Marina provide conclusive proof as to the outstanding performance capabilities of our Novomesh® combination fibre systems in real world applications.” “Even after 20 years of heavy vehicle traffic and exposure to the harsh marine
14 Highway Engineering Australia | Aug/Sept 2017
environment, the roadways are all in sensational condition. No cracking, no spalling and only minimal surface wear,” he said. “In fact, the majority of the roads and hardstand areas throughout the Rivergate precinct don’t look any more than a couple of years old,” he added. The Novomesh® 850 fibre reinforcement system is an engineered blend of steel and polypropylene fibres that delivers the ideal combination of plastic shrinkage and plastic settlement crack control, with outstanding
Using the Novomesh® 850 fibre reinforcement system eliminated the need to transport, cut and place crack-control steel wire mesh.
abrasion resistance, superior concrete toughness and high-performance steel fibre reinforcement. Easy to use, pour and finish, the Novomesh® 850 fibre reinforcement system is compatible with all concrete admixtures and performance enhancing chemicals and is ideally suited for use in a wide range of applications, including: • Road Pavements • Commercial and light industrial slabs on ground • Equipment foundations
• Hardstand areas • Composite metal decks • Overlays The steel fibres provide the high-performance structural reinforcement for the concrete slabs. Together with the outstanding postcrack performance, the steel fibres can also deliver significant time and cost savings, by eliminating the need to transport, cut and place crack-control steel wire mesh. The steel fibres also overcome the risk of problems occurring as a result of incorrect placement of wire mesh within the concrete slab.
Manufactured from 100% virgin polypropylene, the Fibermesh 150 graded monofilament fibres deliver a reduction in shrinkage and settlement cracking; as well as a significant improvement in both the impact, shatter and abrasion resistance of the hardened concrete. The fibres are supplied in easy to handle, fully-degradable bags which can be added to the concrete mix either at the batch plant or in the truck. The mixing action distributes the fibres evenly throughout the concrete, resulting in an homogenous mix.
Novomesh 850 concrete mix is easy to place, screed and finish, without any problems of exposed fibres.
Still looking good after 20 years of service.
Importantly, the fibres have been specifically designed to eliminate issues such as ‘clumping’, with the Novomesh 850 concrete mix remaining easy to place, screed and finish – without any problems of exposed fibres. Indeed, the quality of the finish achievable with Novomesh 850 fibre reinforcement is clearly evidenced at the Rivergate precinct. With a pavement thickness of 350mm, the roadways throughout the Rivergate precinct were designed to cater for axle loads of up to 145 tonnes. The Novomesh™ 850 system used for the Rivergate precinct incorporated a blend of Novocon XR 1038 undulated steel fibres at a dosage rate of 30kg/m3 together with 0.9kg/m3 of Fibermesh 150 12mm micro monofilament polypropylene fibres. For further information, please contact Andrew Hockey, Northern Regional Manager, Propex Concrete Systems, M: 0408 261 911, E: email@example.com
Aug/Sept 2017 | Highway Engineering Australia 15
IN A CLASS OF ITS OWN CARLSONâ€™S REAR-MOUNT EZR2 SCREED Since its unveiling at the World of Asphalt show in 2013, the Carlson EZR2 has quickly become recognised by contractors as a superior platform for wide width ability, award winning mat quality and paving performance.
16 Highway Engineering Australia | Aug/Sept 2017
“The screed is the office for many crew members and we want to make sure they are comfortable to help them perform at their highest level. ” Carlson Paving Products, a subsidiary of Astec Industries, is the leader in highwayclass asphalt screeds in North America and Australia. Building seven platforms in front-mount, rear-mount and fixed-width orientations, Carlson has become the foremost expert on screed design and performance stretching back to the industry’s first power extendable screed in 1982. Exclusively representing products manufactured by Astec companies, Astec Australia is committed to exceeding customer expectations and needs. Operating in Australia to support New Zealand and the South Pacific region, Astec Australia has built a history of equipment and part sales, coupled with a reputation for customer service, training and support in the infrastructure and construction materials industries. Carlson Paving Products, Inc. has long been recognised as the leader in front-mount highway class screeds stretching back to the revolutionary EZII hydraulic extensions. Seeing the industry need for a better rear-mount platform and to complement its full line of front-mount screeds, Carlson embarked on engineering and producing its first rear-mount in the EZR2.
firmly fixed. An exclusive feature of Carlson’s rear-mount platform, the design contributes to leading extension support, consistent mat quality, and elimination of extension flex. “Taking our understanding of high strength extension support from our front mount screeds, we developed a support system for the EZR2 unique among rear-mount in the industry,” said Tom Travers, Sales and Marketing Manager for Carlson Paving Products. “Whereas nearly all other rear-mount platforms solely rely on the chrome rods for support and extension integrity, the EZR2 utilises a high strength tubular frame that the chrome rods are fixed to. “This design eliminates movement in the extensions as well as the reliance on the chrome rods for structural support, with the chrome rods’ function relegated to fluid inboard and outboard motion of the extensions. The frame, in conjunction with
the platform’s slide blocks, bares the forces and weight on the extension. “Extension support is furthered by the largest slide blocks and bushings of any screed in the industry. The usage of slide blocks and oversized bushings eliminates flex of the extension at wide widths, while allowing contractors to maximise wear component lifecycle with infinite adjustability.” As a result of the EZR2’s extension support system, Mr Travers said, the platform is able to reach paving widths up to 30-feet (9.14m) without flex. Utilising leading heated bolt-on extension design and simple adjustments, contractors are able to achieve leading mat quality across wide paving widths.
REIMAGINING REAR MOUNT EXTENSIONS At the core of the EZR2’s leading extension support system is the heavy-duty tubular frame to which the four-inch chrome rods are
Aug/Sept 2017 | Highway Engineering Australia 17
ABOUT ASTEC AUSTRALIA
ELEVATED PAVING PERFORMANCE While the EZR2’s extension support system places the platform at the forefront of its class, it is the screed’s paving performance that has contributed to its success within the industry. This was recognised by the platform aiding a Midwest contractor to receive the coveted Sheldon G. Hayes Award. The most prestigious recognition presented by the National Asphalt Pavement Association (NAPA), it is given to a single contractor annually for projects of at least 50,000 tons that pass rigorous criteria of smoothness and quality over a two-year span. “A major advantage of the EZR2 is its consistent mat quality and density at all paving widths,” said Mr Travers. “The platform employs 20-in (508mm) deep main and extension plates, some of the deepest in the industry. This enables flatter angle of attack and more screeding surface in direct contact with the material, producing higher mat quality as a result.” The deeper plates of the EZR2 also contribute to the platform’s enhanced screed plate lifecycle. Whereas many competitive models use multi-piece screed plates, the EZR2 utilises single piece, bent bull nose plates constructed of .500-inch (13mm) 450 Hardox plates. Along with Carlson’s innovative deck cone system, allowing adjustability of the screed plates, contractors are able to maximise their plate lifecycle and reduce wear component replacement costs through simple levelling procedures.
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Heating of the EZR2 comes from the platform’s state-of-the-art electric heating elements that provide quick heat times, longer element lifecycle and even heating of the platform. With four elements on each side of the main screed, and four in each extension, the elements are held in place by full length element hold-downs that facilitate heat to the upper surface of the screed plates. The hold-downs also allow for easy replacement of the elements without the need to drop the screed plates, a class-exclusive feature.
OPTIMAL VISIBILITY AND OPERATOR COMFORT Like all Carlson screeds, the EZR2 is designed and built with more crew features to help maximise safety, ergonomics and comfort of the platform. “The screed is the office for many crew members and we want to make sure they are comfortable to help them perform at their highest level. “From the Carlson-exclusive features like the food preparation oven to rubber isolated control positions, we strive to make the screed platform safer and ergonomic.” With its low-profile extensions, the EZR2 provides operators direct line of sight to the paver’s augers and close maintenance of head of material. Operator visibility and safety are aided by the 18-inch (457mm) deep telescoping walkways, conveniently located cup holders, tool trays and locking storage, keeping the crew area organised and clear of hazards.
Astec Australia is committed to delivering best of quality asphalt mobile equipment (Roadtec and Carlson), which are fully maintained with qualitymade Astec genuine parts and backed up with extensive service and support programs. We have a dedicated team of customer service staff committed to the Astec Response Promise that delivers: • Australia-wide service; • customer profitability; • 24/7 serviceability (if you're working, we're working) and; • up-to-date spare parts availability and pricing. For further information, please visit: www.astecaustralia.com.au or contact Jorge Boil – National Sales Manager Asphalt and Asphalt Mobile Equipment, Astec Australia on 1300 278 322
The EZR2 is available for all 10-foot Roadtec paver platforms, including the RP190ex and RP195ex. The screed is also available for all 10-foot North American tractors built by the major paver manufacturers and able to retrofit onto many older models. The EZR2 Screed along with Roadtec Shuttle Buggy and Paver will be on display at the 17th AAPA International Flexible Pavement Conference and Exhibition at the Melbourne Convention Centre between 13th August and 16th August 2017.
E Q U I P M E N T
TS PLAN T L A
S E R V I C E
S U P P O R T
EQUIPMENT TO BUILD AND RESTORE THE WORLD’S INFRASTRUCTURE
an Astec Industries Company
PO BOX 142, ACACIA RIDGE, QLD, 4110 • 1300 278 322 • astecaustralia.com.au
A S P H A LT P L A N T S , M O B I L E A N D R E C Y C L I N G E Q U I P M E N T – R E L O C TA B L E / M O B I L E P L A N T S – M O B I L E R O A D C O N S T R U C T I O N – P R O S I Z E R T R A C K E D R A P P L A N T
P A R T S
AFTERMARKET SERVICE AND SUPPORT – INDUSTRY TRAINING . CUSTOMER SCHOOLS . MAINTENANCE . SERVICE . PARTS
P L A N T
2017 AAPA STATE INDUSTRY AWARDS WINNERS The 2017 AAPA State Industry Awards were held across five states earlier this year. The introduction of a new Road Worker of the Year award alongside Safety Initiative, Emerging Leader, Outstanding Project, Innovation and Industry Leadership saw six Awards presented for each State. Now in its third year the AAPA Industry Awards recognise excellence across a range of categories within the flexible pavements industry and culminate in the presentation of the National Award winners at the National Gala Dinner and Industry Awards, held this year at the 17th AAPA International Flexible Pavements Conference 2017 on Tuesday 15th August in Melbourne. A best submitted technical paper and a best submitted technical poster award will also be presented. In this issue of ‘Highway Engineering Australia’ we’ll be introducing the State winners of the AAPA Road Worker of the Year, Emerging Leader and Industry Leader Awards. These three awards celebrate exceptional individuals who have made major contributions to the flexible pavements industry:
2017 STATE WINNERS
AAPA Road Worker of the Year Award
Sam Barbatano started in the asphalt industry in 1998 as an Asphalt Plant Operator. He has since supervised many complex projects including the Perth Airport Main Runway Overlay and BHP’s Port Hedland Hub. Sam’s relationships with his clients often span the life of the project. He can be there at the beginning, with the sales and estimating teams putting in the winning bid, right through to his speciality, the final walk-over with the client. Sam’s safety record is impeccable. This is a result of his absolute adherence to Fulton Hogan’s “Golden Rules”, (preventing injuries related to electricity and energy, fall prevention, traffic, moving plant and bitumen) and the accurate and timely reporting of near-misses. Sam’s crews are always at the forefront of safety and plant issues. His crews boast the cleanest plant in the fleet and he is unapologetically strict on any gear abuse he comes across. Sam enjoys mentoring new staff and works well with young engineers to introduce them to practical on the job problem-solving. State: Victoria Name: Tony Razmovski Company: Boral Asphalt Vic
Our Road Workers are our front line. They are the ones who deliver a multi-billion-dollar asset that provides a valuable service linking communities. The Award for Road Worker of Year is given to a road worker within an AAPA Member organisation who has delivered outstanding on-site performance, including high quality production outcomes, safety commitment and strong leadership abilities. State: Western Australia Name: Sam Barbatano Company: Fulton Hogan Industries
Western Australia Road Worker of the Year Sam Barbatano from Fulton Hogan.
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Tony works with his team to develop their skills and confidence to effectively respond to unplanned events, containment actions and initiating root cause investigations. On the Tullamarine Widening project, Tony integrated new starters to his team by implementing a buddy system, delivering skills attainment which achieved standard-setting outcomes on the bridge deck with zero TRIFR incidents on the night shift. His positive and personable approach means that he’s always available for a pep talk or friendly one-on-one chat, ensuring that his team’s behaviour and skills are kept aligned to safety and quality outcomes. Whether it be changed-out equipment, a last-minute change to job location or an alternative pavement design change, Tony persists until he finds a viable alternative solution. This modelling of resilience is a powerful leadership training approach which builds capacity of his teams and the individuals within it. State: New South Wales Name: Raymond Darmanin Company: Downer
New South Wales Road Worker of the Year Ray Darmanin from Downer Victorian Road Worker of the Year Tony Razmovski from Boral
Flexibility, persistence and good health are key to Tony Razmovski’s success. Tony is a foreman at Boral Asphalt, delivering projects for VicRoads in the North West Metropolitan region and the Tullamarine Widening project. His team appreciates his broad approach to leadership which looks beyond development of basic skills to include physical and mental health and wellness. His approach to safety includes attention to mindfulness and general lifestyle factors such as fitness, diet and hydration.
Raymond Darmanin may have spent more time on runways than most pilots. Raymond’s speciality is high profile airside projects, and his achievements include Sydney Airport, Port Macquarie Airport, Williamtown RAAF Base, Richmond RAAF base and HMAS Albatross Airfield. With 25 years’ in the industry, Raymond has trained countless crew members, foremen and supervisors. He is committed to developing his team’s skills and leading by example. Most recently, Raymond has been actively pursuing excellence in quality through Ride Improvement throughout Sydney surfacing
paving crews. In conjunction with Rosehill workshop and fitters, he designed a new aluminium levelling beam (nicknamed the RD1) and trained paving crews on its correct set up and use. The new beam has been embraced by crews and additional beams are now in use, one in Queensland. He presents his Ride Quality initiatives at technology and training workshops that focus on delivering high quality results through best practice. Raymond’s influence on Downer’s safety culture is recognised via his involvement in the Baker’s Dozen Zero Harm initiative, a state-wide group of 13 experts tackling specific safety initiatives. He is particularly recognised in this group for his expertise in the safe chocking of vehicles. He was also active in the Downer Roller Forum, an initiative to help select next generation compaction equipment that delivered good visibility and safety for those working around the equipment. Not least is Raymond’s attention to customer satisfaction. With a strong focus on timely clearance as a contributor to customer satisfaction, Raymond’s teams are known to be “never late off the road”. State: Queensland Name: Ian Kirby Company: Boral Asphalt Qld
Trolley that reduces manual handling, and the Paver Visual Exclusion Zone Cable which ensures that the exclusion zone between a paver and the lead roller is clearly identified and complied with. It’s a simple but very effective strategy. Ian’s leadership style and the respect he receives from crew members and contractors exemplifies what it means to be a leader in safety. He takes the safety of his crew personally and engages with them consistently and regularly to ensure that all works are conducted safely. Ian takes the time to explain the hazards to crew and visitors so that they gain an appreciation and understanding of the risks. The Office of the Federal Safety Commission audited Ian’s work on the Cooroy to Curra project. They said it was one of the best managed and controlled sites they had audited. Ian regularly works with clients on significant projects, with high levels of complexity or risk. He engages with clients in a professional and positive manner and is known for his problem-solving skills. Feedback from customers is always extremely positive. Ian’s experience and supervision are regularly used to up-skill individuals who have been identified as potential leaders. Similarly, he often helps under-performing crews lift their performance. Ian even appears in a joint construction training video that is distributed within Boral nationally. Ian’s attitude, leadership and knowledge exemplify what it is to be a leader in our industry. State: South Australia Name: Larry Bergsma Company: Boral Asphalt SA
Queensland Road Worker of the Year Ian Kirby from Boral
Ian Kirby has been at Boral for 20 years in supervisory roles. He is now Crew Supervisor in the Brisbane Metropolitan region. Ian’s work in safety has been vast and exemplary. He is recognised as the ‘go-to person’ for the development and implementation of new safety initiatives for the contracting crews. He was the first to take up and trial the new toolbox/pre-start meeting, featuring the use of a whiteboard to illustrate the layout of the job site, locate potential safety hazards and detail the work for the shift. As a safety leader, Ian strongly encourages his teams to identify opportunities to improve processes. He has personally been involved in the development of the Bital Applicator
With 30 years’ experience in the industry, Larry Bergsma is passionate about preventing accidents and injuries by identifying potential hazards and sharing his knowledge with the whole team. A true coach and mentor, Larry’s crews become known for their delivery of high quality work on a consistent basis. Larry’s constant striving for more satisfied customers often takes him beyond the call of duty. He spends time with his customers and advises on solutions that meet and exceed their expectations, including recommending alternative treatments when appropriate. His capacity to manage all aspects of the job results in customers who are aware, informed and very satisfied. Larry’s philosophy is that everyone benefits when knowledge and experience is shared. This approach makes him an outstanding role model and leader.
2017 STATE WINNERS
AAPA Emerging Leader Award Sponsored by Altus Traffic, the AAPA Award for Emerging Leader is given to an individual under the age of 35 within an AAPA Member organisation who is recognised by peers for outstanding leadership and contribution to the industry and the association. State: Western Australia Name: Emma Lucas Position: Surfacing / Project Engineer Company: Fulton Hogan
Western Australia Emerging Leader Award winner Emma Lucas from Fulton Hogan
Emma Lucas started at Fulton Hogan in January 2016 after graduating eight weeks previously with double degrees in Business Management and Civil Engineering. She was immediately appointed Site Engineer for the Great Southern Reseals project, responsible for safety and quality. Soon, she was responsible for a project in Shark Bay within the World Heritage site. She undertook re-seals at BHP’s Yandi Mine site and Fulton Hogan’s Integrated Surface Agreement – a large semi-joint venture with Main Roads WA where she was the site engineer on a bridge-strengthening program. In January this year, Emma was appointed Project Engineer at Barrow Island, one of WA’s most important and sensitive conservation areas with complex quarantine and logistical requirements. Emma’s career progression from graduate to project engineer within 12 months is almost unheard of – staff generally take up to four years to attain such responsibility, but her programming skills resulted in significant savings for the client. Emma’s team of 15 recorded zero injuries and no first aid. But Emma’s leadership talent contributes more to the industry than just delivering great results for Fulton Hogan and its clients. Her hard work and ambition has been an inspiration to all new graduates. She is known for her personable approach and is actively developing a speciality working in sensitive and remote environments. She often works with teams consisting exclusively of men and
Aug/Sept 2017 | Highway Engineering Australia 21
is widely recognised for the encouraging example she sets for other women to get involved in the asphalt industry. Emma is demonstrating to other women that the asphalt industry has plenty of exciting opportunities and excellent prospects.
State: Victoria Name: Jeremy Hochman Position: Senior Project Engineer Company: Downer Group
State: New South Wales Name: Joshua Fenaroli Position: Asphalt Manufacturing Manager Company: State Asphalts
Jeremy is a true emerging leader. He is open to innovation and change and is quick to adapt. He is a people person with a ‘cando’ attitude who leads by example. He thrives on challenge and supports others to bring out their best. State: South Australia Name: Jack Arnold Position: Contracting Manager Company: Boral
Jeremy Hochman (centre) receiving his award at the Downer offices with his colleagues (L) Mark Taylor (GM Airports & Specialised Pavements) and (R) Dante Cremasco (EGM Road Services).
New South Wales Emerging Leader Award winner Joshua Fenaroli from State Asphalt Services
Joshua Fenaroli’s career in Asphalt commenced in February 2014 and he hasn’t looked back. His award recognises the systematic and thorough approach he has adopted to learn his craft, develop relationships and identify and implement improvements. Joshua’s early experience of being mentored by more senior colleagues impressed upon him the depth and breadth of knowledge available within each of the functional departments he was exposed to. He set to work developing relationships throughout the plant to create better communication and collaboration between functions, utilising employees’ skills in areas to which they may not have been previously exposed. On his journey from plumber, to leading hand, plant manager and now production manager, Joshua initiated and implemented the development of a continuous maintenance program and regular plant upgrades. He enhanced the plant’s production output capabilities by re-engineering the allocation process, and built in sustainability by establishing appropriate training and improved plant design. He streamlined the management of the plant which now boasts output of up to 2400t of asphalt per shift. Joshua is rapidly establishing himself as an emerging leader within State Asphalts and in the broader industry by delivering better results for clients, particularly in regard to budgets, design and superior quality.
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Jeremy Hochman is a senior project engineer with six years’ experience in the Asphalt industry. He specialises in airport and racetrack projects. His award recognises his work delivering successful systematic and process-driven projects in a collaborative and inspiring way. He was appointed acting project manager just 18 months after commencing at Downer as a graduate engineer and he has since become the ‘go-to person’ for specialist asphalt project advice for colleagues at all levels. With a background in simulationoptimisation models, Jeremy seeks to translate theoretical efficiency gains into on-site reality. His work at Sydney Airport in 2016 saw shift plans honed to maximise productivity while ensuring the client had adequate time contingency to minimise impact on Australia’s busiest airport. Downer is utilising this approach more widely as projects are increasingly required to be completed within narrow working windows. Jeremy’s approach to problem-solving has delivered costsavings and quality improvements. His work on the Canberra Airport project reduced the client’s risk exposure by up to 30 per cent. By working closely with his peers and mentoring those junior, Jeremy makes connections and inspires collaboration. He actively advocates for a partnership model between contractors and the client, characterised by open communication and sharing of knowledge and common goals. Increasingly, Jeremy steps up to represent Downer Airports Division at senior level management meetings and is comfortable discussing topics such as project delivery capability, programming, planning and logistics, quality management zero harm management and resourcing. He actively seeks leadership opportunities and undertakes additional training to gain technical knowledge, commercial awareness, financial focus, cost control, forecasting and reporting skills.
South Australian Emerging Leader Award winner Jack Arnold from Boral Asphalt
Jack Arnold has worked at Boral for 10 years, commencing as a lab technician and progressing from the concrete business into QMR project roles, project management and now contracting manager for the SA asphalt business. Jack is known for his maturity and approachable manner. He was responsible for setting up facilities in Alice Springs and has implemented a number of process efficiency initiatives and safety improvements which have become standard procedure in Boral’s operations. One such project is the introduction of live bottom trucks for Boral SA, a project that reduces risks associated with overhead hazards including electricity wires and trees. Jack was also involved in a project that introduced overhead wire identification cones and tip off zone identification cones, employing special colour-coded cones to warn operators of overhead and other hazards. Jack’s interest in recycling initiatives led him to work with Operations Manager David Boots to develop and document a new process that harvests reclaimed asphalt pavement (RAP) more efficiently, delivering a cleaner, more usable product that provides better quality results and uses less storage space. As environmental factors are increasingly integrated into the cost of production, clean RAP separation is a genuine value-add, and a simple process change such as this can have a profound effect. Jack engages actively with stakeholders including clients and sub-contractors,
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resulting in better outcomes for all, and is regularly involved in Department of Planning, Transport and Infrastructure asphalt and bitumen group meetings. He possesses a broad range of skills and technical know-how to contribute to the business. While his technical skills allow him to contribute to the development of the Crumb Rubber blending plant, it’s the combination of his experience, knowledge, personable nature, collaborative management style, and his preparedness to lead from the front during a period of heavy workload and short staffing that makes Jack an emerging leader of our industry. State: Queensland Name: Paul Horn Position: Contract Operations Manager Company: Boral
This capacity to lead people has resulted in Paul being appointed to BAQ’s senior management team where his work includes contributing to the strategic direction of the business, with a focus on operational and safety issues. Technically, Paul is able to integrate his broad practical experience with his technical knowledge and this was particularly evident in his work on the 2014 EME2 pilot trial, where he was closely involved in the planning and execution of the trial. He then went on to share the learnings with the broader industry and participated in the TMR Strategic Alliance. Paul went on to actively contribute to the AAPA Technical Committee and its working groups. Paul is a true emerging leader with deep industry knowledge and experience as well as a strong commitment to managing people to deliver quality outcomes.
2017 STATE WINNERS
AAPA Industry Leadership Award Sponsored by Astec Australia, the AAPA Industry Leadership Award goes to an individual within an AAPA Member organisation who has demonstrated outstanding commitment to the industry and the association. Queensland Emerging Leader Award winner Paul Horn from Boral
Paul Horn completed his Bachelor of Civil Engineering and commenced work for Boral in 2003. He has since held numerous roles including project engineer, project manager, production manager, contracting manager and contracting operations manager. Paul takes initiative and leads by example. He is an accomplished supervisor, manager, mentor, trainer, technician, presenter, recruiter, collaborator and hard worker, too! He develops his people so his crews have a low turnover and a high level of internal promotion. He developed a quality and specification compliance training package for all contracting supervisors/foremen and project delivery teams and personally delivered the training to ensure that participants received very clear direction on how they were expected to deliver a quality finished product. Paul brings people together to solve problems collaboratively. In his work implementing the new harmonised specification, MRTS30 July 2015, Paul brought together laboratory personnel, contracting supervisors, foremen and quality management representatives to develop understanding of compaction, testing and delivery of top quality work to clients.
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State: South Australia Name: Rod McArthur Company: Top Coat Asphalt Contractors Pty Ltd
South Australian Industry Leadership Award winner Rod McArthur
Rod commenced with Bitumax, later to become Boral Asphalt, in 1989. He came directly from university under a traineeship. He transferred to Boral Concrete and Quarries in 2001 as a result of a restructure, gaining testing experience in concrete and quarry material along the way. In 2003, he returned to asphalt testing, his true passion. Rod took up the position of laboratory manager with Topcoat Asphalt in 2003. His responsibility is ensuring the quality of all outgoing products from Topcoat's asphalt plants.
Rod has been on the AAPA SA Branch committee for the past 13 years and the chair of the SA Branch Technical committee for the past 10 years. He has been responsible for the working relationship, on a technical level, between the Department of Planning Transport & Infrastructure (DPTI) and AAPA. Rod is passionate about the use of recycled asphalt (RAP), and works to ensure that recycled material is equal to or better than the quality of virgin materials. As part of the RAP challenge, he has been aware that the key to successful asphalt production is efficiently ascertaining the viscosity of the RAP binder to produce new asphalt that is compliant. The methodology to determine this was generally the preserve of R&D laboratories with very expensive equipment. Rod worked at simplifying the methodology, making use of equipment generally available in production laboratories. Rod developed the methodology for RAP binder extraction and worked with the technical community in the SA membership, including DPTI, to explain, demonstrate and verify the process. This has now become the industry standard in SA. Rod has been a regular attendee of the Victorian AAPA branch’s technical committee, as a result of independent member companies working under the VicRoads specification. As a result, he has brought an independent voice to the table. Differences between states and advances in technology have been fed back through both the SA and Victorian AAPA branches. Rod, with the support of management, believes that laboratory techniques that benefit the whole AAPA community are better shared. Many companies’ technical teams have attended Topcoat's testing laboratory by invitation for a demonstration of Rod’s RAP binder recovery methodology. Rod’s SA branch technical committee role has put him at the forefront of all DPTI specification changes. He liaises with all SA member companies, seeking their views on proposed changes and advocating their concerns or agreement back to DPTI. Rod is part of a panel of National Association of Testing Authorities technical assessors, an acknowledgement of his standing within the asphalt industry. In this role Rod has carried out technical audits of laboratories throughout Australia.
State: Western Australia Name: Les Marchant Company: Main Roads WA
Les Marchant WA Main Roads for taking out the 2017 Western Australia Industry Leadership Award
Les has shown excellent leadership in Main Roads Western Australia, driving innovation in pavement design and construction through his role as Manager of Materials Engineering and through his leadership of the WA Road Research and Innovation Program. He has a strong personal commitment towards achieving positive change and recent developments in the application of new technologies such as High Modulas Asphalt (EME2) have been a product of this drive. As a result, we are now seeing Main Roads WA doing things differently and this is flowing through into the local contracting market. These improvements will benefit the industry as a whole. Les has also been instrumental in supporting industry-wide knowledge transfer through industry workshops and recently attended the AAPA international knowledge transfer tour of Europe. He is an active member of many industry reference groups such as the Austroads Pavement Taskforce and the WA Pavement Reference Group. Les is in regular contact with AAPA and its members and has been dedicated to the industry for a large part of his life. State: Queensland Name: Les Millar Company: Colas Australia Group
Les Millar from Colas was awarded the 2017 Queensland Industry Leadership Award. David Smale from Astec Australia accepted the Award on Les’ behalf.
Les has been in the asphalt industry for more than 35 years, holding operational and senior management roles at Boral and Colas Group. He was the industry leader in developing the new TMR asphalt specifications under the national harmonisation of specifications. He is recognised by his peers and clients as an experienced asphalt practitioner. At industry level he is committed to driving changes to the specification and represented industry views as a respected industry member. He has been a leader in developing training programs for asphalt workers/laboratory technicians within his own organisations and at industry level. Les is committed to the industry, continuous improvement and sustainability. He has contributed to the industry at AAPA’s Queensland branch level, leading technical and training committees for several years. He has more recently been the Queensland nominee on the national training committee. He communicates through detailed reports and action plans with his working groups. He is committed to closing out actions and getting commitment from his groups. Les is a true industry leader who has demonstrated a remarkable commitment to asphalt. State: New South Wales Name: Gana Varendran Company: Downer Group
(L-R) 2016 Industry Leadership winner Azeem Remtulla with 2017 Industry Leadership Winner Gana Varendran
Gana is a great ambassador for Downer, AAPA and for the whole bituminous surfacing industry. He is a proactive and relentless lobbyist. His career began as an R&D Pavement Engineer in 1997 with ExxonMobil where he gained exposure to pavement designs, modelling and asphalt mix designs from first principles. He built his technical knowledge and capability at the national
R&D laboratory, designing pavement and products such as asphalt, emulsions, foamed bitumen and spray sealing. Today, he is General Manager of Downer’s NSW & ACT road services business. He and his team work closely with state road authorities and local government in NSW and ACT. He contributed to modification of the AustRoads Pavement design approach, drawing on his experience of pavement design with asphalt and foamed bitumen laboratory mix. He uses real laboratory data to verify the perpetual pavement concept that supports the industry. Gana obtained his engineering degree from the University of Sydney and completed an MBA at the University of Melbourne. He is also a graduate member of the Australian Institute of Company Directors. He is passionate about business improvement and sustainable solutions and shows great leadership in these for his team, AAPA branch and the Strategic Alignment Group with Roads and Maritime Services. He is affiliated with the Sustainability Council, MBA and Safe Work Australia. Gana’s key themes include: • Near-miss reporting to improve safety • Warm and cold products that reduce carbon footprint • Use of foamed bitumen stabilising with asphalt in pavement design • Improved risk management using warm and cold products • Emulsion spray sealing as credible alternative to hot bitumen solution • Adoption of low carbon asphalt • Sustainable asphalt to reduce waste and carbon emissions • Elimination of diesel in some key products • Support for engineering students. His teamwork has driven a collaborative culture at Downer, helping to ensure that projects are delivered on time and on budget and resulting in flexible pavements being the preferred treatment on projects across the state. Gana is currently the Deputy Chairperson of the AAPA NSW State Branch and plays an active role in developing and delivering local strategies supporting AAPA’s Strategic Plan. He also recently contributed to AAPA’s five-year national strategy. He takes a keen interest in the RMS-AAPA Strategic Alignment meetings and shapes outcomes that suit the flexible pavement industry. He has enjoyed a substantial career in asphalt and his positive influence has improved the industry in many ways.
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State: Victoria Name: Peter Todd Position: Deputy Chief Executive Company: VicRoads
Peter Todd from VicRoads and previous AAPA Board Member for taking out the 2017 Victorian Industry Leadership Award
Peter gave a presentation in July 2016 about the safety advantages of using forwardmoving aggregate spreading equipment in sprayed sealing operations, and the VicRoads Deputy Chief Executive hasn’t looked back. He seized the opportunity to progress the adoption and employment of this equipment into spray sealing operations in Victoria.
In order to implement this significant safety initiative, Peter arranged for the mandating of the introduction of the equipment use in accordance with a practical timetable and established a financial incentive to reward early adoption and assist industry in the transition to the new equipment. This initiative provides a quantum leap in the journey ‘Toward Safer Sprayed Sealing Operations’ and has been delivered in less than 12 months. The mandating of the use of forwardmoving aggregate spreading operations by specifications which include financial incentive and reward systems will allow innovative technologies to be introduced into Victoria and ultimately nationally. The incentive and reward system recognises the significant cost to industry of embracing the technologies progressively while remaining competitive during the transition period. The new specification has been operative from July 2017. VicRoads and industry conducted workshops to identify and rank the highest risk activities in sprayed sealing operations
and develop strategies to address them. Rearward moving aggregate spreading was identified as highest risk because it involves tip trucks with an elevated body travelling at significant speed in reverse with the driver working with severely restricted vision of the worksite. In order to progress the initiative and achieve safer spray sealing operations, a joint VicRoads and industry working group was formed to harness the energy, enthusiasm and commitment of VicRoads and industry to progress towards the joint goal. Other road authorities in various jurisdictions have already expressed interest in the initiative. Traditional rear-travelling aggregatespreading operations have resulted in numerous casualties in the past. The employment of forward-moving operations with the operator able to clearly observe the worksite in front of the vehicle will reduce the risk of collisions with other plant and pedestrians involved in the spray sealing operation. Industry has embraced the initiative and is working closely with VicRoads.
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26 Highway Engineering Australia | Aug/Sept 2017
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TMA FACT SHEET What you need to know about TL-3, MASH, Standards and Compliance While Truck-Mounted Attenuators (TMA’s) have been a common sight throughout Australia for many years now, recent amendments to the Australian/New Zealand Standard AS/NZS 3845.2:2017 ‘Road safety barrier systems and devices – Part 2: Road safety devices’, together with the planned move towards MASH (Manual for Assessing Safety Hardware) testing in place of NCHRP350 testing, have led to some confusion amongst some equipment owners as to what equipment is compliant and, perhaps more importantly, what the status of their equipment will be after Australia moves to MASH as the testing standard.
Although this situation is still very fluid (an Austroads Safety Barrier Assessment Panel (ASBAP) Industry Forum covering subjects including ‘Implications of the Transition to MASH Testing’ is scheduled to be held on August 23), this fact sheet has been developed to clarify the situation as it currently stands and provide you with the information you need to ensure that your TMA complies with all of the relevant regulations.
Vehicles fitted with TMAs must have a Vehicle Safety Compliance Certificate Scheme (VSCCS) Certificate. All Scorpion TMAs are certified by an Authorised Vehicle Examiner (AVE) and issued with a VSCCS Certificate prior to the vehicle being registered for use on the roads.
The reflective warning pattern along the sides of the TMA must be Yellow (reflective) & Black diagonal stripes at least 100mm wide. The updated Vehicle Standards Guide (VSG-12) for Truck Mounted Attenuators issued by the National Heavy Vehicle Regulator in April 2017 highlighted the fact that under the conditions of the National Heavy Vehicle Standard (Truck Mounted Attenuator) Exemption Notice 2017 (No.1), a warning pattern with diagonal stripes at least 100mm wide covering an area of at least 0.16m2 must be fitted to the sides and rear (when deployed) of the TMA. If reflective material is used in the warning pattern, the colour of the reflectors used must comply with the heavy vehicle safety standards: • only YELLOW reflective material may be fitted to the side of a vehicle;
A Copy of the VSCCS Certificate MUST be kept in the vehicle at all times.
• only RED reflective material may be fitted to the rear of a heavy vehicle.
The Authorised Vehicle Examiner (AVE) will issue a VSCCS Certificate copy which MUST be kept in the vehicle at all times and produced for inspection when requested by authorised authorities.
There are some older TMA units out in the field which are currently fitted with US-compliant reflective red and/or red & white warning patterns along the side of the TMA which does not comply with the Australian requirements.These units MUST now have the Reflective Yellow & Black warning tape fitted to ensure compliance with the Australian regulations.
“You DO NOT need to carry a copy of the national notice that you are operating under, except for the National Heavy Vehicle Concrete Agitator Work and Rest Hours Exemption (Notice) 2017 (No 1).” Extract from NHVR, Laws & Policies – Notices and Permit-based schemes
Warning Pattern Tape kits are available from A1 Roadlines – T: 1300 A1 ROAD (1300 217 623).
The Australian Standard AS/NZS 3845.2:2017 stipulates MASH as the basis for all testing procedures for TMAs. While the new Australian / New Zealand Standard AS/NZS 3845.2:2017 ‘Road safety barrier systems and devices – Part 2: Road safety devices’ stipulates MASH as the basis of testing procedures for TMAs, this DOES NOT by any definition mean that non-MASH tested equipment is suddenly obsolete or can no longer be used. “In the past, devices tested to NCHRP TL3 have been considered acceptable for use on Australian and New Zealand roads. This can still be the case, although in the future MASH tested devices are likely to be preferred.” Extract from AS/NZS 3845.2:2017 – Appendix D, 3.4 - Testing to other standards
The move towards MASH testing and certification is a complex process that will take some time to implement. Road Authorities are collectively working together with industry to arrive at a formal position on transitioning to MASH testing. As part of the transition planning process, ASBAP (Austroads Safety Barrier Assessment Panel) are holding an Industry Forum covering subjects including ‘Implications of the Transition to MASH Testing’ in Sydney on August 23. Updates on the transition to MASH testing and certification will be made available following this meeting.
There is NO CUT-OFF DATE for compliant vs. non-compliant TMAs. As there is still no formal agreement on the transition to MASH testing from NCHRP350 testing, there have also been NO FORMAL ANNOUNCEMENTS as to the future suitability and compliance of equipment tested and certified to NCHRP350. There is certainly NO CUT-OFF DATE for new equipment that can or cannot be certified under the current schemes. Matters of ASBAP accreditation and the transition to MASH testing are still being addressed by ASBAP, road authorities and industry, with announcements in relation to these matters expected over the coming months. IMPORTANTLY, the updated Standard AS/NZS 3845.2:2017 specifically refers to and DOES NOT preclude TMAs that are tested and certified to NCHRP350-TL3 requirements. TMAs which are tested and certified to NCHRP350 and/or MASH specifications are listed with 'Barrier Terminals and Crash Cushions' on the U.S. Department of Transport Federal Highway Administration website at: https://safety.fhwa.dot.gov/roadway_dept/ countermeasures/reduce_crash_severity/ listing.cfm?code=cushions
There is a quick and easy way to check that your TMA is fully-compliant If you’re still unsure about your TMA, A1 Roadlines has prepared an easy-to-use checklist which provides a quick and easy method of confirming that your TMA is fully compliant under the National Heavy Vehicle Standard (Truck Mounted Attenuator) Exemption Notice 2017 (No.1) and VSG-12. For a copy of the checklist or to discuss your TMA requirements, including replacement warning tape kits, please contact: A1 Roadlines Pty Ltd, T: 1300 A1 ROAD (1300 217 623).
For further information, contact:
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P: 1300 217 623 (1300 A1 ROAD) E: email@example.com www.a1roadlines.com.au
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DESIGNED FOR SAFETY · Low ride down accelerations on vehicle occupants in end-on impact. · Reduced spare parts inventory: In almost 50% of all resets to date, the only replacement parts needed are two 1/4” shear bolts. · Increased crew safety: The average reset/repair time (often with just a one person crew) is 56 minutes. · Reduced call outs increase crew safety: To date there have been no call outs for side angle impacts, a similar pattern to that in the USA. · Reduced lane closure time: Fewer call outs and faster repairs keep traffic lanes open for longer · Happier motorists: Fewer lane closures, less blockages and faster repairs. · SMART DESIGN, SAFER SITES FOR ROAD CREW and SAFER MOTORING
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ASPHALT IN FOCUS
MODERN PROCESS TECHNIQUES FOR REUSE OF RECLAIMED ASPHALT PAVEMENT The following article summarizes the main plant techniques aimed at the reuse and recycling of reclaimed asphalt pavement (RAP). The problems which have to be solved mainly concern the elimination of moisture content and the heating of RAP, which could damage the characteristics of the binder. When RAP is used in amounts of up to 3040% of the final mix, heating can be carried out through direct contact with hot aggregates. On the other hand, to use higher RAP percentages, even up to 100%, the plant can be fitted with a specific heating cylinder, which prevents RAP overheating. Finally, it is advisable to employ "warm" techniques, which allow operations at a lower temperature and conserve the characteristics of the recycled binder. The use of suitable rejuvenating agents such as fluid bitumen and other additives is also recommended. The reuse of material coming from the milling process of existing pavements is a practice which has been considered important for decades. It is now the subject of much research to develop new techniques and technologies, which are becoming more and more refined. The benefits in terms of protection of the territory and reuse of resources are added to the economic advantages for the entire community: • Decrease in the quantity of waste: road pavement decay results in the production of high quantities of milled pavement, which is considered as ‘special waste’, with consequent problems regarding its management; • Decrease in the extraction from quarries, with the obvious advantage of protecting the environment avoiding the waste of non-renewable resources; and • Energy saving, due to the reduction of extraction activities and aggregate processing, plus consequent reduction in transport. RAP recycling results in the reduced use of quarry aggregates and bitumen, fully achieving the so called “circular economy” because the operation can be carried out repeatedly, avoiding the dump. The new challenge set by an increasing number of countries is represented by the progressive increase in RAP percentages,
32 Highway Engineering Australia | Aug/Sept 2017
up to a possible 100% with certain special applications.
1. PRECAUTIONS In many countries, there is no legislation limiting RAP employment in the asphalt mix; the choice is often up to the project manager or the contract specifications. With the appropriate controls, the correct proportions of the ingredients and the employment of adequately equipped plants, it is possible to produce an excellent conglomerate, which in no way falls short of the mixture obtained using only virgin materials. Generally, it is recommended to use high RAP percentages in the lower layers of the pavement, with basic conglomerate or binder, while in the surface layers which are easily ruined, it is preferable to use very low percentages. Hence, using RAP implies: • A preliminary RAP treatment through a plant devoted to RAP crushing and reselection in different sizes; • The employment of a specialized and reliable laboratory to study and design the optimal mix; • The knowledge of the RAP content to identify the type and quantity of the virgin aggregates required to integrate the grading curve; • The knowledge of the bitumen content in the RAP because it is aged and has a lower penetration than the original virgin bitumen. It is also harder because, during the mixing phase in the plant and during its life in the road pavement, it is subject to oxidation processes, which alter its properties. When employing RAP, the higher viscosity of the older bitumen might also give a certain resistance to mixing. Therefore, the properties of the bitumen in an asphalt mix using RAP can be balanced by adding correctly graded virgin bitumen and special rejuvenating additives. Finally, during the removal phase, it is also very important to carefully position the RAP according to its extraction package and to ensure that it is covered to keep the moisture content as low as possible; this is a determining factor in the employment of RAP. What has been described so far, however, is not enough on its own. The topic of RAP cannot be considered only in technical terms because nowadays the environment is becoming an important question. Ultimately,
the need arises for constructive and positive collaboration between public authorities, manufacturers and plant operators. The question which has been raised and which requires an environmental, ethical and technical answer becomes the following: on one hand, how can I utilize RAP to obtain a mixture which boasts the same quality as the traditional mix (preserving the bitumen in the RAP and optimizing the percentage used) while, on the other hand, how can I manage the emissions produced by the plant?
2. APPLICATION TECHNOLOGY Now we will deal with the most frequent and worldwide spread techniques of RAP employment within the plant, paying particular attention to the aspects concerning the friendliness to the environment. In the production of hot asphalt mix, the mixture has to be heated to a temperature which will ensure satisfactory workability during the laying procedure and RAP heating must preserve the characteristics of the bitumen, and must reduce emissions. It is appropriate to distinguish two ways of heating the RAP, both implemented by different constructors with specific technical solutions. The first case consists of RAP heating through direct contact with the virgin aggregates. The heat from the virgin materials makes the water in the cold RAP evaporate and then the correct temperature in the final mixture can be reached. Among these techniques we can differentiate between feeding the RAP before the mixing phase or directly during the final mixing phase. When the RAP is introduced before the mixing phase, this generally means directly into the rotating drying cylinder, which requires equipping the cylinder for introduction of the RAP and providing a special feed line, consisting of a batch hopper plus dedicated transporting belt. For several reasons, it is recommended not to use a screen and consequently it is very important to know the RAP grading. It is possible to use significant RAP percentages, much higher than 30%, after careful selection and preparation of the material. The moisture content inside the RAP is released in the drying cylinder and exhausted through the bag filter. The progressive and gradual increase in the bitumen temperature leads to an increase in the amount of released volatile organic
ASPHALT IN FOCUS
compounds. The most recent versions on the market today allow heat transfer which is not damaging for the bitumen contained in the RAP. The second case permits the use of
RAP introduction in the dryer.
RAP percentages in the region of 40% by introducing the RAP directly inside the mixer, a process which means not having to go without a screen. It is necessary for all the moisture content in the RAP and in the virgin aggregates to be eliminated so the correct temperature in the final mix can be reached and the perfect bitumen coating can be achieved. Since this physical phenomenon of drying and heating has to occur within the time span of each single mix in the mixer, the virgin aggregates must be heated to a very high temperature. A longer mixing cycle is also often required with consequent reduction in production capacity, which can be balanced out by using a bigger mixer. It is important to manage the water vapour produced in the mixer by eliminating it through the bag filter. A high percentage of cold and humid RAP means a high temperature for the heating of the virgin material as well as an immediate and high production of VOC. High temperatures damage both the bitumen in the RAP and the new binder. This technique is efficient and useful because it favours the use of very specific fractions in known quantities - before being fed into the mixer the RAP is always weighed. However, the maximum limit of usage recommended is below 40% for the reasons mentioned above. Finally, we will present the second way of
Double line for dosing RAP at recycling ring and at the mixer.
heating the RAP, through a special dedicated drum, similar to the one for virgin aggregates. This technique allows the heating of high quantities of RAP to temperatures above 130°C. The reason why this method allows use of percentages even higher than 60-70% is immediately clear. During the final mixing phase, it is necessary to integrate the mixture with smaller quantities of virgin materials, which are heated to the extent necessary for reaching the correct final mix temperature required. The development of this technique was driven by the need to limit high emissions from plants equipped with these systems. In fact, the most recent applications are designed with systems which do not heat up the RAP through the direct exposure to the heat of the flame inside the parallel drying cylinder dedicated only the RAP, but through high volumes of air heated outside the drying cylinder. In this way, the RAP will gradually reach the temperature of the final mix, and levels as high as 100% may be used. The issue is always how to identify in what products it is actually appropriate to employ such a high percentage and such an expensive technology. Obviously, adequate systems of exhaust, conveyance and treatment of emissions have to be matched with each different RAP usage in the production of hot asphalt mix. In order for these systems to be efficient, the exhaust has to operate in context with the fumes generation, it has to be related to the speed of exhalation and it also has to be carried out as close as possible to the emissions points, paying due care to external currents. The emissions are therefore channelled air flow emissions and can be checked before being fed into the stack. The most appropriate technical solution is closely related to and dependent on the characteristics of the production site, the working methods in operation and the costs/ benefits ratio of the technical proposal, plus the ever-important emission “management”. Finally, we will briefly examine RAP use in the production of low temperature mixes, with specially equipped plants. This combination is extremely interesting; for example, the problems related to RAP packing disappear completely with production at low temperatures. This kind of production offers many advantages, which are primarily environmental but also economic: 1) Fuel saving when heating virgin aggregates, which means lower atmospheric emissions as well as lower production costs; 2) A more efficient use of bitumen, with both
the new bitumen and the RAP bitumen unaffected by damage created at high temperature, when coming into contact with virgin aggregates; 3) Both the VOC and odorous emissions, associated with asphalt mix production, are hugely reduced if the asphalt mix production occurs at low temperatures, and this can already be seen as soon as temperatures fall by 20 degrees.
3. Energy consumption with different technologies of mixture production.
SOLUFOAM- Marini bitumen foaming system.
A recurrent contemporary theme is the necessity to make radical change in terms of the way in which production activity is conceived and structured. In an asphalt context, it is evident how we can put this into practice: through the reduction of raw materials such as virgin aggregates and bitumen (made possible thanks to a responsible use of higher quantities of RAP material), together with the reduction of energy employed in the production of asphalt mix (thanks to the use of well-consolidated technologies which guarantee a high level of mix quality and performance; conglomerate at low temperature with foamed bitumen) and finally, through the reduction of CO2 and plant emissions with techniques which limit aggregate heating, particularly the RAP which contains bitumen, conserving the properties of the bitumen and avoiding the release of volatile organic compounds into the atmosphere.
Aug/Sept 2017 | Highway Engineering Australia 33
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ASPHALT IN FOCUS
EME2 ASPHALT TO BE ROLLED OUT ON $110 MILLION PORT OF BRISBANE ROAD UPGRADE “This is essential for a heavy industrial precinct such as the port, which experiences more than 3.1 million vehicles every year.” Port of Brisbane Pty Ltd (PBPL) required the project’s Principal Contractor, Seymour Whyte, to consider innovation and sustainability initiatives in its designs and construction materials as the project seeks to achieve an ‘Excellent’ rating (‘Design’ and ‘As Built’) with the Infrastructure Sustainability Council of Australia (ISCA). PBPL specifically required the asphalt to be incorporated on the project following the successful trial placement of 1,100 tonnes of EME2 as part of a port road rehabilitation project in 2016. The EME2 asphalt mix design for the Port Drive Upgrade project was specifically developed targeting durability, flexural stiffness, rut resistance and reduced fatigue. Fulton Hogan was elected by Seymour Whyte, as the project’s sub-contractor for the development and laying of the deep-lift asphalt pavement.
The Port Drive Upgrade is one of only two projects in Queensland to use this technology, which has been used in France, UK and South Africa. Other sustainable measures employed on the project include the Department of Transport and Main Roads (TMR)-approved LED street lighting and Super I girders (to bridge the existing Queensland Rail corridor), offsite stormwater management, and the reuse and recycling of spoil. The Port Drive Upgrade Project was bought forward ahead of capacity demand to enhance safety and efficiency of port roads – vital for Queensland’s largest multi-cargo port. PBPL has worked closely with TMR in planning and design, including the incorporation of EME2, and will continue to collaborate with TMR to deliver the project. Construction commenced in September 2016 and is on track for completion mid-2018, weather permitting. Once complete, it will deliver significant upgrades to the main road in/out of the port and the local road network.
Au P st rou ra d lia ly n M ad e
Port of Brisbane’s $110 million Port Drive Upgrade Project is one of the first major road projects to use EME2 (Enrobés à Module Élevé Class 2) asphalt, with more than 50,000 tonnes of the sustainably-sourced asphalt to be progressively laid – the largest placement of EME2 in Australia. PBPL CEO Roy Cummins said employing the new technology would deliver long-term safety, efficiency and sustainability benefits on the project, supporting the Port’s long-term growth. “The Port Drive Upgrade Project is about enhancing safety and future-proofing the port’s road network for decades to come. This meant looking at innovative ways to deliver a better design and end-product for road users while also lowering maintenance costs.” “For this project, EME2 asphalt offers the prospect of reduced asphalt thicknesses for motorway pavements and is proven to have superior resistance to rutting and fatigue caused by heavy traffic usage when compared to conventional road pavements," said Mr Cummins.
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www.nondrill.com.au Aug/Sept 2017 | Highway Engineering Australia 35
GOOD VIBRATIONS BUILD GREAT ROADS Every paving contractor knows that compaction is critical to the durability of the asphalt layer. New Cat® soil compactors, tandem vibratory compactors and pneumatic rollers feature Cat Compaction Control enhancements designed to help operators perform at higher levels, as well as lower overall costs. Compaction Meter Value (CMV) technology, for example, uses a drummounted accelerometer to measure the ratio of forces of vibrating drum and the reaction of the material being compacted. A calculation derived from this ratio, indicated as a CMV value to the operator, provides an indication of the composite stiffness of the current and supporting layers beneath the drum. Another technology, the new AutoAdjustable Compaction (AAC) system delivers the highest amplitude possible without decoupling or over-compacting an asphalt layer. It uses both front and rear intelligent drums and can adjust automatically through the full range of amplitudes in as little as four seconds to promote high quality compaction in the quickest manner. This allows the operator to focus on driving the best rolling pattern to create uniform compaction across the layer. Caterpillar Segment Manager, Bryan Downing, walks through several new Cat® Compaction Control enhancements designed to help operators perform at higher levels and lower overall costs.
36 Highway Engineering Australia | Aug/Sept 2017
“It improves the compaction quality by limiting the amplitude,” said Mr Downing. “The limit of the amplitude allows for the machine to not cause damage typically found in over-compaction. Over-compaction can lead to breakage of aggregates, reducing the durability and life of the asphalt layer.” “The AAC system is easy to operate and provides superior compaction,” Mr Downing said. “It extends the durability of the asphalt layer by performing compaction in its most efficient form.” This testing process will provide information about the oil's soot content, oxidation, nitration and sulphation. Finally, the Machine-to-Machine Communication system, helps keep rolling patterns coordinated by sharing coverage and pass-count maps via the operating displays of multiple machines. Operators can monitor areas of coverage and the number of passes made. If a trailing operator identifies a missed coverage area, the deficiency can be immediately corrected to ensure consistency. “Wide roads require multiple compactors,” Mr Downing said. “Multiple machines sharing data enables compaction to be performed at its most efficient.” With Queensland’s and the Northern Territory’s largest range of paving equipment, parts, service and training, Hastings Deering is committed to supporting customers from the ground up. It is focused on building relationships that extend well beyond machines. That means
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“The AAC system is easy to operate and provides superior compaction. It extends the durability of the asphalt layer by performing compaction in its most efficient form.”
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Victoria’s regional rail revival Bypass to improve traffic flow in Cairns region Construction of a new bypass road at Smithfield will start next year with the Queensland Government announcing $152 million in funding for the long-awaited project. Queensland Premier Annastacia Palaszczuk made the announcement at the Smithfield roundabout with Minister for Main Roads and Road Safety Mark Bailey, Member for Barron River Craig Crawford and Minister Assisting the Premier in North Queensland Coralee O’Rourke. The infrastructure will deliver a new 3.8-kilometre road running parallel with Captain Cook Highway to provide an alternative route between the McGregor Road intersection and Yorkeys Knob Road intersection. The road will cater for future traffic demand on Captain Cook Highway by directing through traffic away from the busy roundabouts at Smithfield and Caravonica. This will shorten traffic queues and reduce the risk of crashes at the roundabouts. Traffic modelling has indicated the new road will reduce trip times between McGregor Road and Yorkeys Knob Road by about 63 per cent during the morning peak and 75 per cent during the afternoon peak. The Smithfield Bypass will alleviate a lot of this congestion and will also see a 20 per cent reduction in forecast crashes as a result. The business case for the project compared the benefits of constructing the bypass road and carrying out upgrades along the existing alignment. The Economic Assessment of the bypass solution, undertaken as part of the business case, found that it delivers $2.61 of benefit for every dollar of investment. The benefits are primarily due to travel time savings, reduced vehicle operating costs and a reduction in the frequency of crashes for road users. The business case also identified major benefits for freight efficiency and support for about 115 full-time jobs over the four-year construction period.
38 Highway Engineering Australia | Aug/Sept 2017
What has been dubbed as Victoria’s “regional rail revival” has started with Lendlease, Coleman Rail and SMEC selected as the preferred bidder to transform the Ballarat line. The consortium has been chosen to build the $518 million Ballarat Line Upgrade, following a competitive evaluation process. The project will duplicate 18 kilometres of track between Deer Park West and Melton, paving the way for future electrification to Melton. It will also deliver extra passing loops, new train stabling, better stations and more car parking, and relocate stabling at Bacchus Marsh station to Maddingley, away from homes – making it quieter for local residents. The upgrades will enable more trains, more often for passengers in Melbourne’s west and right along the Ballarat line, including trains every 40 minutes off-peak. The project will create up to 400 jobs during construction – part of the more than 1,000 jobs the Regional Rail Revival program will create across the state. The Ballarat Line Upgrade is the first project underway as part of the Labor Government’s Regional Rail Revival program; a once-in-a-generation investment that will improve every regional passenger line in Victoria. Since February, more than 200 site investigations have been conducted and nearly 90 boreholes have been dug to determine ground conditions along the Ballarat corridor, and inform design and construction of the project. Extensive community consultation has been undertaken, including meetings with councils and landowners, an online survey completed by more than 150 people and engagement with more than 2,000 local passengers. A final proposal will now be developed, with a contract due to be awarded later this year. Major construction is expected to start early next year.
Key elements of Western Sydney network under construction
Work began in the first week of June on the next two sections of The Northern Road upgrade and the second stage of the Bringelly Road upgrade – key features of Western Sydney’s transport network. The projects form a major part of the $3.6 billion Western Sydney Infrastructure Plan. The Australian Government has funded 80 per cent ($2.9 billion) of the plan that will create new and upgraded transport connections for the Western Sydney Airport ahead of it is opening in 2026. Construction presently underway includes: • The Northern Road between Peter Brock Drive, Oran Park and Mersey Road, Bringelly (11.3 kilometres); • The Northern Road between Glenmore Parkway, Glenmore Park and Jamison Road, South Penrith (four kilometres); and • The second stage of the Bringelly Road upgrade, between King Street, Rossmore and The Northern Road, Bringelly (4.3 kilometres). Western Sydney will grow by more than one million people over the next 20 years and transport infrastructure is needed to support the population and economic growth of the region. The infrastructure means more people can access employment opportunities close to home. The Australian Government will build the Western Sydney Airport, providing a new international gateway and securing Sydney’s aviation capacity. It will create 20,000 new jobs by the early 2030s and deliver more than 60,000 direct airport jobs in the long-term. The Australian and New South Wales Governments are working to improve access to Western Sydney and tackle congestion, improving major transport corridors such
as the M4 Motorway and the future M12 Motorway. In addition, all three levels of government are involved in a City Deal for Western Sydney. The City Deal is on track for signing by the end of 2017, providing a blueprint for the region’s growth. This means better transport, more local jobs and more affordable housing. Artist’s impression of The Northern Road and Glenmore Parkway intersection. Image Courtesy NSW RMS
Major progress on TSRC project A major engineering challenge was accomplished in mid-July with the installation of the first span of Super T girders on the viaduct of the Toowoomba Second Range Crossing project, linking Toowoomba with the Lockyer Valley. The $1.6 billion project (TSRC) is a 41-kilometre bypass route to the north of Toowoomba – 125 kilometres west of Brisbane. When finished, it will connect the Warrego Highway at Helidon Spa in the east to the Gore Highway at Athol in the west, via Charlton. Queensland’s Minister for Main Roads and Road Safety, Mark Bailey, said the installation of the viaduct's first 11 girders (span) is a major achievement. “This sounds like a normal bridge job, but not when you consider the work is happening on the steep side of the Toowoomba Range and these Super Ts are up to 38 metres long, weighing up to 90 tonnes each,” Mr Bailey said.
Installing the first span of Super T girders on the viaduct of the Toowoomba Second Range Crossing. Image courtesy Nexus Infrastructure
“The viaduct is being constructed along the escarpment between Wallens Road at Ballard and the New England Highway, using 5,000 tonnes of reinforcement and 26,000 cubic metres of concrete. “Completion of the first span means viaduct construction can now progress without affecting the rail line and Nexus can move on to pouring the bridge deck that will carry four lanes of traffic.” Construction of the bridge deck will take approximately two years to complete. “In the end, this huge effort will help to reduce the number of heavy vehicles in Toowoomba's CBD and is the engineering centrepiece of the project,” said Minister Bailey. The TSRC project is being funded on an 80:20 basis by the Australian and Queensland Governments.
‘Flood proofing’ key section of Bruce Highway
Two preferred tenderers have been shortlisted to deliver a $515 million project to upgrade the flood-prone Haughton River Floodplain section of the Bruce Highway, about 50 kilometres south of Townsville. They are Seymour Whyte-John Holland joint venture with AECOM and The Infrastructure Group joint venture between Bielby, BMD Constructions, JF Hull and Albem Pty Ltd with ARUP Group and HDR Inc. It is expected the contract for the project will be awarded in early 2018, with construction to begin in August of that year. The upgrade would substantially improve safety and the year-round dependability of the Bruce Highway. The works will replace the narrow Haughton River Bridge with a higher, wider bridge and upgrade around 14 kilometres of the highway where it crosses the floodplain between Ayr and Townsville. The new bridge will allow the highway to remain open in all but the most severe floods,
ensuring communities are not left stranded during extreme weather events. Preliminary work to facilitate its construction has already been undertaken with exploratory drilling works recently completed for the installation of the foundations. Queensland’s Minister for Main Roads and Road Safety, Mark Bailey, said the shortlisted companies were selected after a thorough evaluation process, with a focus placed on their plans for engaging local businesses and employees. “Local businesses now have the opportunity to get involved in one of the largest projects the region has seen and I encourage them to contact the two shortlisted companies.” The Australian Government will provide up to $412 million, and the Queensland Government $103 million, to the $515 million project.
M4-M5 Link tenderers shortlisted Two joint ventures have been shortlisted to build the M4-M5 link; the final stage of Sydney’s WestConnex project. The M4-M5 Link mainline tunnel will be delivered as a stand-alone project, initially operating independently from the Rozelle Interchange and Iron Cove Link, allowing the link to potentially open early to drivers in 2022. Minister for WestConnex in the New South Wales Government, Stuart Ayres, said the two joint ventures were shortlisted to design and build the mainline tunnel between Haberfield and St Peters after the release in May of the concept design. “John Holland CPB Contractors joint venture and Lend Lease Samsung Bouygues joint venture have been selected to tender for the M4-M5 link which will create a non-stop underground western bypass of Sydney’s CBD,” Mr Ayres said. “The M4-M5 Link is the most important stage of WestConnex as it will provide the vital connection between the new and upgraded M4 and M5 motorways for tens-ofthousands of vehicles a day, and connect to Port Botany, the Airport and future M6.” The Australian Government is supporting WestConnex with $1.5 billion in grant funding and a $2 billion concessional loan to the New South Wales Government. Work to build the M4-M5 link will start in 2018 with new M4 tunnels to open in 2019.
Aug/Sept 2017 | Highway Engineering Australia 39
Increasing protection for Victoria’s emergency personnel New road rules came into force at the beginning of July to protect emergency workers on Victoria’s roads. Drivers must now safely slow to 40-kilometres-an-hour when passing a stationary or slow-moving emergency vehicle – with flashing lights or a siren sounding – that is responding to an emergency. After passing the emergency vehicle, drivers should not increase speed again until reaching a safe distance from the scene. The measures are to ensure that emergency workers can do their job without fear of being hit by passing traffic. A number of emergency workers have been killed and injured on Victorian roads after being struck by passing vehicles or debris. A recent survey found that almost onein-five emergency service workers said they had experienced four or more “near misses” while stopped on the roadside over the past three years. Victoria’s Minister for Roads and Road Safety, Luke Donnellan, said such incidents were considered commonplace, but were often not recorded. “Emergency Services workers are telling us that they feel in danger while they’re doing their job – we’ve listened to them and made these changes to protect the people who are out there protecting the community. “Most people already do the right thing and slow down when they see flashing lights ahead, but this new rule will make sure everyone passes at a safe speed.” The new rule applies to Victoria Police, Ambulance Victoria, Metropolitan Fire Brigade, County Fire Authority and State Emergency Service vehicles. It also covers VicRoads Transport Safety Service vehicles with magenta flashing lights.
40 Highway Engineering Australia | Aug/Sept 2017
Current road rules do not require drivers to reduce speed or take other action when passing a stationary emergency or enforcement vehicle. The rule is consistent with existing 40-kilometre-an-hour speed limits in other areas where vulnerable road users are present, including roadwork sites and school zones. Minister for Health and Ambulance Services, Jill Hennessy, said emergency workers had stressful and demanding jobs, protecting people when they are at their most vulnerable. “We’re making these changes so they can do their job without fear of being injured or killed by a passing vehicle. “It’s a simple message – when you see flashing lights ahead slow to 40 to keep our emergency workers safe. It might mean you arrive at your destination a little later, but it could save a life” The changes are the result of consultation with Victoria Police, Ambulance Victoria, Metropolitan Fire Brigade, Country Fire Authority, WorkSafe, Emergency Management Victoria, Department of Justice and Regulation, the Transport Accident Commission and the RACV. The fine for an infringement of the new road rule is $277 and the maximum court penalty is $793. No demerit points apply.
Improved travel safety for rural and regional students All rural and regional school buses operating in New South Wales will have seatbelts installed by 2019. The State Government is providing $29 million in funding from the 2017-18 Budget to install seatbelts in the vehicles four years ahead of schedule. By December 2021, all 2,800 rural and regional buses will have seatbelts. Students travelling on school buses must fasten their seatbelts if they’re provided.
Minister for Transport and Infrastructure, Andrew Constance, said the installation of seatbelts on the rural and regional bus fleet was being fast-tracked to ensure the safety of regional public transport. “This is something our communities have been crying out for and I’m committed to making sure students across the state can travel to school safely,” Mr Constance said.
New truck stop for Moe to enhance freight safety Heavy vehicle and motorist safety will be improved around Moe – in Victoria’s LaTrobe Valley – with the construction of a new truck stop. The project, valued at nearly $3 million, is part of a strategy to provide truck rest areas to help reduce the risk of crashes along the Princes Highway between Longwarry and the New South Wales border. It will see a new truck stop built, as well as significant upgrades to the freeway exit ramp and extensive landscaping to enhance the western entry to Moe. Construction on the project is expected to start in late 2017. Victorian Minister for Roads and Road Safety, Luke Donnellan, said the location of the truck stop had been determined in consultation with key stakeholders including the freight industry. “We’re investing in this project to improve safety on Gippsland roads and increase road transport productivity,” Mr Donnellan said. “We’ve listened to truck drivers, the Victorian Transport Association and the local community, now we’re getting on with delivering a new truck stop for Moe.” The Australian Government has committed $1.48 million under the Heavy Vehicle Safety and Productivity Program, with the Victorian Government also committing $1.48 million to the project.
ITS SPECIAL FEATURE
Intelligent Transport Systems News and Feature Articles
INTELLIGENT TRANSPORT SYSTEMS TRANSFORMING TRANSPORT IN AUSTRALIA Solar powered cars, drones and the Southern Hemisphere’s only Hyperloop project are among the transport technology initiatives being considered to transform mobility in Australia. Intelligent transport systems (ITS) leaders from America, Asia Pacific and Europe will join the Australian smart transport community to explore current and future technologies at the Australian Intelligent Transport Systems Summit, 27-28 September 2017, at the Brisbane Convention and Exhibition Centre. Hosted by ITS Australia in partnership with Queensland Department of Transport and Main Roads, the key focus areas are Connected and Automated Vehicles, Mobility as a Service and Big Data, and Transport for Smart Cities. The ITS Summit is Australia’s largest annual industry-led ITS conference. ITS Australia Chief Executive, Susan Harris, said the Summit theme, Transforming Transport, reflects the rapidly changing transport landscape of today while introducing future mobility technologies. “The Intelligent Transport Systems industry has never been stronger and increasingly plays a vital role in the safety, efficiency and sustainability of freight and people movements. “Technology is changing so fast it not only presents opportunities to enhance the liveability
42 Highway Engineering Australia | Aug/Sept 2017
of our cities and communities, it creates new and future business opportunities. Australia has the capability to capitalize on these.” The ITS Summit will include more than 40 Australian and international speakers, in addition to Keynotes, exhibitions, technical tours and networking opportunities. Jonathan Myers, Head of Growth, Innovations and Partnerships, Keolis Downer, described the Summit as “mission critical”. “Digitalization is influencing all aspects of mobility, from the customer experience to new connected vehicles and infrastructure. We need to distinguish sound strategic opportunities that will transform the way we travel from technical fads.” Dr Steven Shladover, Program manager for the California Partners for Advanced Transportation Technology, at the University California is an international keynote speaker. “This is an opportunity to talk about the lessons we can learn from previous experiences with automation of driving and what they signify for the future development of driving automation systems.” Josh Keegan, Founder and CEO of the World Drone Challenge, said: “If you think drone technology won't have an impact on transportation systems and infrastructure, think again.”
Australia is a global leader in intelligent transport systems. It has an international reputation for transport technology development and deployment, and there are opportunities for future collaboration and initiatives, as outlined in the ITS Australia Report, Smart Transport for Australia. The Report identifies at least 40 focus areas for governments, industry and academia. The ITS Summit is an opportunity for the intelligent transport systems industry to come together, explore new technologies and discuss the benefits for users of transforming transport.
“This is an opportunity to talk about the lessons we can learn from previous experiences with automation of driving and what they signify for the future development of driving automation systems.”
ITS SPECIAL FEATURE
ITS AUSTRALIA CONFIRMS 2020 VISION TO BRING ITS ASIA PACIFIC FORUM AND EXHIBITION TO BRISBANE ITS Australia has confirmed it intends to bid for the 17th ITS Asia Pacific Forum and Exhibition, in 2020, in Brisbane. The peak national body for the Intelligent Transport Systems (ITS) industry in Australia has publicly declared its plans to bid for the Forum. ITS Australia President, Brian Negus, says the organisation has the vision, resources and capability, in addition to support from Australian industry and government, to host significant international events, such as the ITS Asia Pacific Forum and Exhibition. “ITS Australia hosts Asia Pacific’s premier annual road tolling Forum, the largest industryled ITS annual summit in Australia and has hosted two successful ITS World Congresses, the most recent being the 23rd ITS World Congress, 2016. “We were delighted with the outcomes of last year’s ITS World Congress for the ITS community in the Asia Pacific region and globally. We left no stone unturned to ensure a positive delegate experience, enjoyed by 11,500 attendees from more than 70 countries. “We will apply the same principles to our proposal to host the ITS Asia Pacific Forum and Exhibition, 2020, in Brisbane. “Our track record speaks for itself and we have a comprehensive plan in place to ensure the 17th Asia Pacific Forum and Exhibition, Brisbane, is another informative and enjoyable event in Australia. “We nominate Brisbane as the bid city as it has the desired infrastructure and amenities, and is an excellent example of a city embracing intelligent transport systems to ensure people and freight move safely, efficiently and sustainably.” The Queensland Department of Transport and Main Roads supports the ITS Australia proposal. “Queensland is an enthusiastic supporter of ITS, with considerable local talent and a great track record of partnering and working together to deliver world class ITS that makes Queensland a better place to live. “We have a vast and varied state, where ITS offers many opportunities to bring our communities closer together; however, this also requires some creative thinking to overcome the challenges of deployment. “Transport and Main Roads was a founding member of ITS Australia and values the professional capability that ITS Australia and its sister organisations across the Asia Pacific region bring to meet these challenges,” Transport and Main Roads Director General, Neil Scales said.
ITS Australia intends to host the Forum at the award-winning Brisbane Convention and Exhibition Centre (BCEC). BCEC General Manager, Bob O’Keeffe, said the venue, voted World’s Best Convention Centre 2016-2018 in an international client survey on behalf of the International Association of Congress Centres, will utilise its world class facilities and its more than 20 years’ experience in hosting international conferences, for the 17th ITS Asia Pacific Forum and Exhibition in 2020. “We are excited at the prospect of hosting this conference and look forward to working in partnership with ITS Australia to deliver an outstanding event. We believe that Brisbane and BCEC present the ideal destination for this influential transport sector meeting.” ITS Australia Chief Executive, Susan Harris, says the submission team has been assembled and is committed to working with members and colleagues on the ITS Asia Pacific Board to submit a bid for Brisbane which will meet the objectives of the wider Asia Pacific region. “We have strong relationships with the ITS, tourism and events industries in Brisbane, and we have established a network of stakeholder support. There is already great excitement about the proposed plan from the team.
“Brisbane is not only a vibrant, dynamic city, rich in history, culture, restaurants and entertainment, it is a destination of choice. It has international standard accommodation and transport networks, and is conveniently located for travel from the Asia Pacific region. “For those delegates wanting to see more of the area, Brisbane is close to the bright lights of the Gold Coast and the natural wonders of the UNESCO World Heritage Great Barrier Reef, the rain forest region and internationally acclaimed golf courses.” The ITS Australia announcement was made at the 15th ITS Asia Pacific and Exhibition Forum 2017, which was held from 26-29 June in Hong Kong. ITS Australia’s participation included an Executive Session presentation, a cocktail function supported by Kapsch and the ITS Australia Pavilion in the exhibition centre with co-exhibitors Gewi, QTC, Cohda Wireless, Cubic Transportation Systems and Q-Free. To follow ITS Australia’s proposal to host the 17th ITS Asia Pacific Forum and Exhibition, 2020 in Brisbane, visit www.its-australia.com.au
Pictured below: ITS Australia Board member, Dean Zabrieszach; CEO, Susan Harris and President, Brian Negus, launching ITS Australia’s plan to bid for the 17th ITS Asia Pacific Forum and Exhibition, in 2020, in Brisbane.
Aug/Sept 2017 | Highway Engineering Australia 43
ITS SPECIAL FEATURE
MOBILE TECHNOLOGY TO BOOST PEDESTRIAN SAFETY Australian tech firm Cohda Wireless has trialled its vehicle-to-pedestrian (V2P) technology on city streets for the first time. The technology was originally designed to allow cars and motorcycles to avoid collisions by talking to each other. In collaboration with Telstra and the South Australian Government, Cohda Wireless has conducted the first test of V2P technology over a mobile network in South Australia’s capital, Adelaide. The system uses mobile technology to provide an early-collision warning to a driver and also alerts a pedestrian or cyclist via a smartphone application. This innovation could become available in the 16 million smartphones in use in Australia and could potentially be extended to the two billion smartphones worldwide. Cohda Wireless CEO Paul Gray said the trials highlighted the impact of Vehicle-to-everything communications on community safety. “Giving vehicles 360-degree situational awareness and sharing real-time driving information is the only way we can create safer roads for the future,” he said. “Cohda’s ongoing partnership with Telstra also demonstrates Cohda’s ability to deliver Cellular- V2X (C-V2X) solutions, an important part of the complete V2X system.” The technology makes use of available 4G networks to allow riders, drivers and pedestrians who are further away to reliably receive necessary information. Before a driver turns a blind corner, the system will notify them of any pedestrian or cyclist crossing the adjacent street. It was tested using other common scenarios, such as a car and a cyclist approaching a blind corner, a car reversing out of a driveway, and a car approaching a pedestrian crossing. The trial was funded in part by the South Australian government’s AU$10 million Future Mobility Lab Fund to boost local testing, research and development of connected and autonomous vehicle technologies. Cohda commands about 60 per cent of the global vehicle-to-vehicle communication market. It previously developed a “digital protective shield” system, which transmitted information such as vehicle types, speed, position and direction of travel between cars and motorcycles, at a rate of up to 10 times per second to ensure a high level of accuracy.
44 Highway Engineering Australia | Aug/Sept 2017
Cohda's technology utilises the Internet of Things to make roads safer for pedestrians and cyclists.
This service could be transmitted to any device within a several hundred-metre radius. Telstra Chief Technology Officer Håkan Eriksson said the technology would make Australian roads safer, more efficient, and betterprepared for the future of autonomous vehicles. “The most important outcome of V2X technology is the increased safety for road users, as the impact of human error can be minimised by helping vehicles communicate with each other and react to their surroundings,” he said. “This is the first time V2P technology has been trialled in Australia on a 4G network, and is an important step on the journey to fully-autonomous vehicles on Australian roads.” South Australia has a history of involvement with autonomous car research and in 2015 held the first driverless car trials in the Southern Hemisphere. It hosts a number of leading autonomous car companies including Cohda Wireless and its innovative V2X (Vehicle to everything) technology and RDM Group, which opened its Asia-Pacific headquarters in Adelaide earlier this year. South Australia is also a leading driverless car research hub and the University of Adelaide has managed to improve artificial vision systems by studying dragonflies and other insects.
South Australian Transport and Infrastructure Minister Stephen Mullighan said the testing was another exciting development for the State which has been championing the use of advanced technologies on our roads. “Together Telstra and Cohda Wireless have been leading the charge in the development of this ground-breaking technology which will save many lives and make our roads safer for everyone,” Mr Mullighan said. “With this industry expected to be worth $90 billion worldwide by 2030, it’s vital that we encourage and support businesses locally to get involved on the ground floor.” Telstra, Cohda Wireless and the South Australia Department of Planning, Transport and Infrastructure are all partners of the Australian Driverless Vehicle Initiative (ADVI), a partnership of government, industry and academic partners working collaboratively to research, investigate and help inform the development of robust national policy, legislation, regulation and operational procedures and processes to bring driverless vehicles safely and successfully to Australian roads. For further information, please visit: www.cohdawireless.com
ITS SPECIAL FEATURE
OPTIONS FOR AUTOMATED VEHICLE SAFETY ASSURANCE SYSTEM Australian governments, vehicle manufacturers, transport technology providers and other interested parties are contributing to the development of a national safety assurance regime for automated vehicles. The stakeholders had until 28 July to lodge submissions in response to a National Transport Commission (NTC) discussion paper which examines the balance between government oversight and industry self-regulation for automated vehicle safety. The paper – Regulatory options to assure automated vehicle safety in Australia – identifies
four regulatory options for a safety assurance system for automated vehicle technology. Those regulatory options include continuing the current approach, self-certification, premarket approval and accreditation. Chief Executive of the NTC, Paul Retter, said Australia’s transport ministers asked the commission to look at what level of regulation was needed to ensure automated driving technologies were safe now and into the future. “Australian governments are starting to remove legislative barriers to more automated road vehicles.
“Without a safety assurance system, these vehicles could potentially be deployed without government oversight or regulatory intervention,” Mr Retter said. “These technologies are highly innovative, technically advanced and varied, and we don’t yet know if they will be safe. “We need a mechanism that supports innovation without unnecessary red tape, but also assures the Australian public that automated vehicles are safe. “This is a significant reform in road transport. Over time, we will see the risks associated with the driving task shift away from the human driver towards the automated driving system and our regulatory system must be able to accommodate this shift,” Mr Retter said. Following consultation on the paper, the NTC will present a preferred regulatory option to transport ministers in November 2017. Mr Retter said the work was a key part of the commission’s roadmap of reform to prepare Australia for automated road vehicles.
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Aug/Sept 2017 | Highway Engineering Australia 45
ITS SPECIAL FEATURE
TRANSPORT TECHNOLOGY ACHIEVEMENTS TO BE RECOGNISED AT ITS AUSTRALIA NATIONAL AWARDS 2017 The Australian Intelligent Transport Systems (ITS) industry has been invited to ensure talent and achievements are duly recognized. ITS Australia has called on Australian governments, industry and academic institutions to nominate cutting edge projects and high achievers operating in the transport technology industry for the ITS Australia National Awards 2017. “The transport, innovation, research and technology sectors are invited to identify their major accomplishments and nominate project teams and stand-out individuals for the 2017 ITS Australia National Awards,” said ITS Australia President, Brian Negus. Now in its 8th year, the ITS Australia National Awards recognise professional ITS expertise and raise industry awareness across all levels of government and community. The Awards highlight the significant enhancements made by the transport technology industry to the liveability of our cities and communities, personal and private mobility, vehicle safety, transport infrastructure and network sustainability. The 2017 Presentation Night will be held at The Pavilion, Arts Centre Melbourne on Thursday 23 November. Categories include Industry, Government, Research, Automated Vehicles Award (sponsored by the Australian Driverless Vehicle Initiative -ADVI), the Young Professional Award and for Lifetime Achievement (Max Lay Award). Additional benefits of winning include the chance of Industry and Government Award winners being considered by ITS Australia for recognition at the 2018 ITS World Congress. The winner of the Young Professional Award receives a sponsorship by ITS Australia to attend the ITS Asia Pacific Forum, next year in Japan. The 2016 ITS Australia National Awards, Young Professional winner, Ben Hanly, SICE Project Engineer, will be in Hong Kong for this year’s ITS Asia Pacific Forum and he recommends the Awards experience. “As a young professional, I gained a lot from reflecting on what I have done, how I started and where I am now. Thinking about the changes I have gone through, it makes me excited to continue to grow and aim for new heights. The process itself is very enlightening and I would recommend that just participating is a well valued experience.” ITS Australia Chief Executive, Susan Harris, said following the success of the 23rd ITS World Congress in Melbourne in the last 12 months, there is plenty to celebrate this year. “The Congress put Australian transport and infrastructure technology expertise on the world stage and, over the last year, there have been significant advances in intelligent transport systems in Australia. “The ITS Australia National Awards recognize organisations and individuals who have made an outstanding contribution to the industry. “Nominations are now open and we encourage industry to submit their applications across all categories. In particular, I encourage organisations to back their next generation ITS leaders by nominating them for the Young Professional Award,” Ms Harris said. The closing date for nominations is 21 August 2017. To nominate visit www.its-australia.com.au.
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STUDY LOOKS AT
IMPACTS OF DRIVERLESS TRUCKS Automated road freight will save costs, reduce emissions and make roads safer, but the impact on drivers’ jobs requires a managed transition, according to a global study. The report, published by the International Transport Forum (ITF) and three partner organisations, said governments must consider ways to manage the transition to driverless trucks to avoid potential social disruption from job losses. The ITF is an inter-governmental organisation with 57 member countries and it acts as a policy think-tank for all transport modes. The partner organisations involved are the European Automobile Manufacturers’ Association (ACEA), the International Transport Workers’ Federation and the International Road Transport Union (IRU), the road transport industry’s global body. The report contended that self-driving trucks could reduce the demand for drivers by 50-70 per cent in the US and Europe by 2030, with up to 4.4 million of the projected 6.4 million professional trucking jobs becoming redundant. Even if the rise of driverless trucks dissuades newcomers from trucking, over two million drivers in the US and Europe could be directly displaced, according to scenarios examined for the report. The study made four recommendations to help manage the transition to driverless road freight: • establish a transition advisory board to advise on labour issues; • consider a temporary permit system to manage the speed of adoption; • set international standards, road rules and vehicle regulations for self-driving trucks; and • continue pilot projects with driverless trucks to test vehicles, network technology and communications protocols. José Viegas, Secretary-General of the ITF said driverless trucks could be a regular presence on many roads within the next 10 years. “Self-driving trucks already operate in controlled environments, like ports or mines, and trials on public roads are underway in many regions, including the US and the European Union,” said Mr Viegas. “Manufacturers are investing heavily in automation and many governments are actively reviewing their regulations. Preparing now for the potential negative social impact of job losses will mitigate the risks in case a rapid transition occurs.” Erik Jonnaert, Secretary General of the ACEA, said harmonisation of rules across countries was critical for maximising the gains from driverless truck technology. “Automated trucks are clearly not a national issue, as they should be able to move smoothly across borders. “We need international standards, legislation and processes to obtain exemptions from road rules that are appropriate for self-driving trucks. Otherwise we risk having a patchwork of rules and regulations, which could hinder manufacturers and road users from investing in automated vehicles.” Christian Labrot, President of the IRU, said autonomous trucks would bring many benefits to society, from cost savings and lower emissions to safer roads. “Autonomous vehicles will also help the haulage sector deal with the current shortage of drivers in many parts of the world. “We will, however, have to remember the dedicated drivers of today will need to be retrained tomorrow, and we must keep attracting professionals into road transport. We all need to work together for a smooth transition to driverless technology.” And Steve Cotton, General Secretary of the International Transport Workers’ Federation, said automation in trucking demanded a managed and just transition. “We strongly welcome the report's recommendation that trade unions must be part of any such process. We must avoid excessive hardship for truck drivers and ensure the gains from the technology are fairly shared across society. ”
ITS SPECIAL FEATURE
TRAVEL APPS TO EASE
CONGESTION AND POLLUTION IN MELBOURNE Smartphone apps that encourage people to change how they travel around metropolitan Melbourne have been selected as the winners of a key transport initiative by the City of Melbourne. The Resilient Melbourne Citymart Challenge invited problem solvers and creative thinkers from across the globe to find ways to lessen transport congestion in Melbourne and limit the social isolation it causes. The successful apps – Freewheeler and Joinwheels – were two of 109 formal registrations received from private individuals, start-ups and international companies. The Challenge Panel that assessed the submissions will now offer Freewheeler and Joinwheels the support, expertise and contacts they need to take their ideas to the next level. Chair of the City of Melbourne’s Transport Portfolio, Councillor Nicolas Frances Gilley, said both app solutions met the brief of making travel more socially fulfilling. “Commuting by car has been shown to not only compound the problems of congestion and pollution in Melbourne, but also to be quite isolating, with people spending hours on their own stuck in traffic. “Both these apps encourage people to think about travel differently, either by making it easier for colleagues and friends to carpool or providing material rewards for those who leave the car at home and try another mode of transport instead.” Alex Fletcher, creator of Freewheeler, said Melbourne was doing well to look at the big issues that affected the city before it was too late.
Chair of the City of Melbourne’s Transport Portfolio, Councillor Nicolas Frances Gilley
CityMart Freewheeler Work commute
“Freewheeler will ease congestion and increase social connection across Melbourne by rewarding and supporting commuters for walking, cycling and taking public transport – encouraging exercise and balancing the transport network to keep Melbourne freeflowing and highly liveable.” Mayank Shukla, co-founder of Joinwheels, said the team was looking forward to making a difference. “Winning the Resilient Melbourne Citymart Challenge is a great honour and a huge boost to our confidence. “It’s great to see recognition for Joinwheels − this is a step in the right direction to make a positive impact on our social connectivity.” Resilient Melbourne partnered with the City of Melbourne’s Smart City Office and New York-based agency, Citymart, to offer the global challenge. A working team of representatives from councils across metropolitan Melbourne provided strategic guidance throughout the challenge and played a key role in shortlisting entries. The Challenge Panel was comprised of leaders from the Victorian Department of Environment, Land, Water and Planning; RMIT University, Infrastructure Victoria, VicRoads, RACV, Foundation for Young Australians, Committee for Melbourne, Public Transport Victoria, University of Melbourne and the City of Melbourne's Smart City Office. Resilient Melbourne is a collaborative project with input, guidance and support from
organisations and community groups across Melbourne, including 32 metropolitan councils. Chair of the Resilient Melbourne Citymart Challenge Panel – John Merritt, Chief Executive Officer, Vic Roads – said more and more people were relying on Melbourne’s transport network. “Congestion affects all of us and this challenge is a great way for the community to be a part of the process of finding smart, longterm solutions to this issue. “I’d like to thank all participants for their submissions, and congratulate Freewheeler and Joinwheels on this incredible achievement.” Panel member and Chief Executive Officer of Infrastructure Victoria, Michel Masson, said infrastructure should enhance and support communities and better use should be made of existing infrastructure. “To do this, it requires us all to think differently. So it’s pleasing to see so many innovative ideas to address these complex and connected issues. “By inviting our community to help address issues such as congestion through initiatives such as the Citymart Challenge, we are working towards our vision for a sustainable and connected Victoria.”
Aug/Sept 2017 | Highway Engineering Australia 47
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“The Application of Technology Award provides a way to publicly recognise the efforts made by individuals, groups or organisations to deliver improved outcomes through the use of technology.” “The Award commemorates the indelible mark Shaun Owen’s passion and commitment has left on the industry and recognises these qualities in the recipient.” “Nominations for the Application of Technology Award are always closely contested, highlighting how the Australian freight industry continues to innovate through the use of technology to deliver improved transport safety and productivity,” Mr Koniditsiotis said. Nominations for the awards are open until Monday 14 August 2017. For further information about the AFIA visit www.vta.com.au.
TCA Proud to Sponsor Technology Award at the Intelligent Access Program (IAP) Passes 28th Australian Freight Major Milestone Industry Awards Transport Certification Australia (TCA) is proud to sponsor the Application of Technology Award (Shaun Owen Memorial) at the 28th Australian Freight Industry Awards (AFIA). The awards are being hosted by the Victorian Transport Association (VTA) on 2 September 2017, and recognise outstanding achievements and excellence in the Australian freight industry, across six award categories. TCA Chief Executive Officer, Chris Koniditsiotis said, “We are proud to be sponsoring the Application of Technology Award for the seventh consecutive year.” The Application of Technology Award recognises an individual, group or organisation that has applied innovative technology systems to their business to enhance productivity or solve a problem. VTA Chief Executive Officer, Peter Anderson said, “Technology plays a pivotal role in freight and logistics from a safety and productivity perspective, so it’s important we acknowledge that by recognising individuals or companies that are using technology to their advantage.” “The VTA is grateful for TCA’s continued support of this important award, along with its broader efforts to help the freight industry adjust to new technology in a regulatory setting,” said Mr Anderson. Mr Koniditsiotis said, “The freight industry continues to be at the forefront of technology adoption.”
50 Highway Engineering Australia | Aug/Sept 2017
Transport Certification Australia (TCA), the national government body responsible for providing assurance in the use of telematics and related intelligent technologies, today reported that there are now over 4,000 individual vehicles participating in the IAP, electronically monitored for over 8,200 access conditions which may consist of location, time and/or speed requirements. The IAP is a nationally agreed, technical and regulatory approach to the management of heavy vehicles utilising certified telematics, and forms part of the National Telematics Framework. The IAP enables road managers and regulators, though the use of the Global Navigation Satellite System (GNSS) monitoring, to grant access to heavy vehicle configurations and/or loads, which improve productivity and safety. TCA Chief Executive Officer, Chris Koniditsiotis said, “During 2016-17, we’ve seen major increases in the number of vehicles joining the IAP.” “Over the last 12 months we have seen a 13% increase, with 456 additional vehicles joining the IAP. These conditions demonstrate how road managers and regulators have been able to improve the management of road network access, or grant improved access conditions, through the IAP.” Mr Koniditsiotis continued, “These numbers demonstrate that transport operators are taking advantage of the opportunities to
increase the productivity and efficiency of their operations. Transport operators are also benefiting from competition and choice from a market of IAP Service Providers.” “By responding to the needs of the transport industry, IAP Service Providers continue to lead the telematics sector by providing the latest available technologies, and making innovative, cost-effective options available to transport operators.” “TCA also continues to lead improvements to the national administration of the IAP – in partnership with Australian road managers, regulators, transport industry and IAP Service Providers.” In addition to ongoing enhancements to the IAP Functional and Technical Specification, and building upon earlier initiatives such as the Entry Options initiative and Flexible IAP Pricing, TCA is progressing two initiatives for the IAP as part of its work program for 2017-18: 1. Real-time alerts – which can be used for the management of high-risk heavy vehicle combinations and/or road access entitlements 2. Deferred access to telematics data – which can provide regulators with the flexibility to manage lower-risk applications (which do not require the generation of NonCompliance Reports (NCRs) through the IAP), while providing assurance that information will be available (if needed at a later date). “These initiatives will provide renewed opportunities for road managers and regulators to introduce future heavy vehicle productivity and safety reforms.” “In the meantime, I encourage all operators to take a fresh look at what access arrangements are available through the IAP,” Mr Koniditsiotis concluded. Further information can be obtained from TCA, or by contacting an IAP Service Provider: https://tca.gov.au/truck/iap/iap-sp
On-Board Mass (OBM) System Type-Approval Applications Now Available Type-approval provides government and industry with assurance in the use of OBM Systems. Providing a foundation to realise productivity and safety outcomes for road freight transport. OBM System suppliers can use type-approval to set their system apart in the market through independent validation and recognition of: • quality • reliability • functionality • probity & financial standing
To find out more visit: www.tca.gov.au/truck/obms-ta Completed applications and checklist documentation received by TCA prior to 23 July will receive a 50% discount on the full cost of type-approval.
Connect with TCA Level 12, 535 Bourke Street Melbourne 3000 F +61 3 8601 4611 E firstname.lastname@example.org
P +61 3 8601 4600
TCA is the national government body responsible for providing assurance in the use of telematics and related intelligent technologies. @TCA_latest
Transport Certification Australia
Crown Perth 10th–12th October 2017 www.australasianroadsafetyconference.com.au INVITING PARTNERS
If you haven’t seen Australia’s spectacular West, this is the ARSC conference for you! The Australasian College of Road Safety (ACRS), Austroads, ARRB Group and Curtin Monash Accident Research Centre (C-MARC) invite you to attend the largest road safety-dedicated conference in the Southern Hemisphere. The 2017 Australasian Road Safety Conference (ARSC2017) will be held in Perth at the beautiful Crown complex from Tuesday to Thursday 10-12 October 2017. With a theme of “Expanding our horizons”, ARSC2017 will showcase the regions’ outstanding researchers, practitioners, policy-makers and industry spanning the plethora of road safety issues identified in the United Nations Decade of Action for Road Safety: Road Safety Management, Infrastructure, Safe Vehicles, User Behaviour, and Post-Crash Care. ARSC2017 will bring with it a special focus on engaging all levels of government and community, from the city to the bush, to move Towards Zero. The comprehensive 3-day scientific program will showcase the latest research; education and policing programs; policies and management strategies; and technological developments in the field, together with national and international keynote speakers, oral and poster presentations, workshops and interactive symposia.
WHO SHOULD ATTEND?
ARSC2017 is expected to attract over 500 delegates including researchers, policing and enforcement agencies, practitioners, policymakers, industry representatives, educators, and students working in the fields of behavioural science, education and training, emergency services, engineering and technology, health and rehabilitation, policing, justice and law enforcement, local, state and federal government, traffic management, and vehicle safety. DESTINATION PERTH
Perth is a beautiful contemporary city, set amidst the natural wonder of the picturesque Swan River and the world’s largest inner city park, Kings Park. It is also the gateway to the West’s iconic Margaret River wineries, white sand beaches, Rottnest Island with its unique quokka population, and bohemian ocean-side Fremantle. Now’s the time to plan that long-considered WA holiday!
FOR MORE INFORMATION For more information on ARSC2017, past conferences, to submit your abstract, or to receive regular conference updates visit www. australasianroadsafetyconference.com.au or contact the Conference Secretariat on (08) 9389 1488 or ARSC2017@eecw.com.au ARSC2017 also offers unique branding opportunities for organisations in road safety and injury prevention. See the website for further details.
Registration now open
PRESIDENT’S MESSAGE FROM DAVID BERG
Having just completed the AustStab AGM, it was refreshing to receive positive feedback from all states with the industry reporting a buoyant year and the construction industry ramping up. The role of AustStab is ever increasing as the industry is becoming more aware of the experience and knowledge of the association. During the AGM, Geoff Jameson (ARRB) reinforced the future of Foamed Bitumen Stabilised (FBS) Pavements with his presentation on trials on the design and performance of FBS, in its final year of a five-year program. Sam Henwood (RMS) reinforced the future of stabilisation in the blueprint of the future New South Wales road network. The positive increase of work in the industry adds challenges for the contractors and suppliers delivering the works. Of recent times, the binder suppliers have had difficulty in supplying the industry due to lack of available product and/or transport. This is an area that needs addressing for the industry to develop and mature further. As the contractors have invested towards the increased demand, the suppliers need also to ensure the future prosperity of the industry. Our partners for the conference once again were Caterpillar and Wirtgen, showing their continued support for the association.
Caterpillar represented by Chris Harkness once again supported the AustStab Awards. Submissions, as usual, were very competitive. Craig Yeats represented Wirtgen which supported the golf and the informal dinner providing exceptional social opportunities. There are a few changes to the AustStab Council for the coming year with the return of Nigel Preston (Viva) replacing Warwick Dingle (Wagners) and the introduction of Kenn Hall (Hiway Stabilizers). We thank Warwick Dingle for his balanced input into the association for the past few years and wish him all the best in his retirement. During the AGM, a cyclic topic was raised in relation to the use of hydrated lime versus quicklime in stabilisation. The reason for the confusion is generally instigated through lack of knowledge on which lime is best in a specific situation. The industry and association has the preference to use quicklime over hydrated lime in a majority of cases. AustStab can provide guidance on binder selection, when considering hydrated lime or quicklime. It provides guidance about handling, storage, personal protective equipment and the chemical reactions for both products.
QUICKLIME • • • •
Is normally considerably more cost effective; Is less likely to be affected by wind; Requires fewer trucking movements; and Is better at drying out wet materials.
Advantages of Quicklime • Quicklime per tonne costs significantly less than hydrated lime per tonne. • Approximately 30% less quicklime compared to hydrated lime is used for the same stabilisation outcome; therefore cost is reduced further using quicklime. • The bulk density of hydrated lime (typically 500-700kg/m3) is much lower than the bulk density of quicklime (typically 1000-1200kg/ m3). Therefore, more hydrated lime by volume mass is required to achieve the same outcome. • Site silos will hold much more (approx. double) quicklime by mass. Similarly, a delivery tanker can carry more (by mass) quicklime than hydrated lime, unless it is a high capacity vessel.
• Fewer truck movements are required with quicklime. • There is often less production and storage capacity for hydrated lime so it is sometimes impossible to supply larger projects. Quicklime is more readily available in large quantities. • If Quicklime is spread from flocon or similar, less dust is likely to be generated compared to the amount of dust generated when spreading hydrated lime under similar conditions. • Quicklime’s higher density means particles are generated in the spreading operation compared to the lower density hydrated lime in similar conditions. • Quicklime dries out materials, as it uses the soil moisture as part of the reaction. The exothermic reaction can cause evaporation of excess water
HYDRATED LIME Advantages of Hydrated Lime • Hydrated lime is the only lime that can be used in enclosed mixing process. • Water is added to quicklime so that slaking occurs. The exothermic reaction generates some steam for a short period of time. In almost every case this should not be an issue. There may be a possibility, albeit unlikely, that traffic is delayed for a short period of time if steam affects visibility. • Less water is required - if using hydrated limewater availability is limited, hydrated lime may be preferred. • If poor quality water (e.g. mine process water high in sulphates) is used for slaking, the efficiency of the slaking reaction may be reduced and side reactions can reduce the amount of lime that will be available for stabilisation reactions. This is rarely an issue. Generally, potable water is available for slaking requirements. Quicklime when reacting with water produces hydrated lime. Both quicklime and hydrated lime ultimately produce the same chemical reaction with the clay content. Product selection should be based on a triple line basis of economic, social and environmental benefits, and should be considered. For more detailed information, including safety and the chemical reaction, please refer to the technical note on the AustStab website or contact Graham Hennessy.
Aug/Sept 2017 | Highway Engineering Australia 53
CEO’S REPORT FROM GRAHAM HENNESSY AUSTSTAB AWARDS OF EXCELLENCE CELEBRATE YOUTHFUL ENTHUSIASM, RESILIENT PERFORMANCE AND EXCELLENCE IN RESEARCH Auststab’s Annual General Meeting was held on the 26 July at Wollongong Golf Club. As part of the AGM, a Gala Dinner was staged which celebrated the sixth annual “Awards of Excellence”, sponsored by Caterpillar Australia. During the Gala Dinner the award winners, as well as those highly commended, were announced and presented with their trophies. These winners covered five important categories as listed below. The submissions for the awards were outstanding and included advances in safety, research into unsealed roads, innovative solutions for local council and airport projects, as well as our young stabilizer of the year. Included in this issue is the winning submission from Central Goldfields Shire Council in Category 2: Excellence in Research and Education. Further award-winning submissions will be included in future publications.
AWARDS WINNERS FOR 2017 Category 1: Excellence in Work Health and Safety SAT Civil Constructions Pty Ltd -Foamed Bitumen QA Test Track Category 2: Excellence in Research and Education Central Goldfields Shire Council - Making Marginal Materials Matter Category Three: Innovation or Excellence in Sustainability in Pavement Stabilisation WA Stabilising - Varanus Island Category Four: Innovation or Excellence in Stabilisation in Local Government Port Macquarie Hastings Council - Lord Street and Kennedy Drive Foamed Bitumen Road Rehabilitation
Category Five: Young Stabiliser of the Year Andrew Thwaites - Hiways Stabilizers Highly commended certificates were awarded to: Category Three: Stabilime Distributors Pty Ltd Taxi Victor South Program - Melbourne Airport Category Four: Sutherland Shire Council Urban Pavement Recycling - Sutherland Shire Council Category Five: Munir Rahimi Manningham City Council
INFORMATION Further information, including award nomination presentations are available by contacting Auststab CEO, Graham Hennessy.
PROJECT FOCUSED ON UNSEALED ROAD NETWORK WINS RECOGNITION FOR CENTRAL GOLDFIELDS SHIRE Central Goldfields Shire is centred on Maryborough, about 170 kilometres north west of Melbourne. The Shire’s vision is focused on four broad interrelated areas: community and culture, economy and growth, built and natural environment, and processes and governance. An important part of council’s work is maintaining and improving transport infrastructure, and a project undertaken by key staff was successful in the AustStab Awards of Excellence for 2017. The project focused on how to improve the performance of pavement materials that are readily available to the Council in use as unsealed road wearing courses. The project was the winning submission in Category 2: Excellence in Research and Education.
Located at the geographical centre of Victoria,
54 Highway Engineering Australia | Aug/Sept 2017
The Road to Relevant Research
Central Goldfields Shire covers 1,532 square kilometres and has an estimated residential population of just over 12,500 people. The trial comprised of eight different sections, each 300 metres in length along an unsealed section of Possum Gully Road. Five of the sections were treated with various stabilising additives with the other three a combination of locally available pavement materials and a control. The two selected pavement materials are local to the area and currently used for re-sheeting the unsealed road network, one being Dunolly Gravel and the other Daisy Hill Gravel. Prior to any application of the trial material/s, Council prepared a subbase as consistent as practicable for every sub-section of the base/wearing courses to be overlaid or mixed, as well as the sections that the Shire establishes. Council, wherever possible, used its graders, rollers, water trucks and traffic control personnel to replicate standard practice for road maintenance and re-sheeting.
OBJECTIVE OF INITIATIVE The overarching objective of the project was to identify how to improve the performance of pavement materials that are readily available to the Council in use as unsealed road wearing courses by using additives and/or combining with other materials. The on-going monitoring is proposed to be undertaken over a period of some years, and the results will be regularly reported.
KEY INITIATIVE STAFF Ron Potter; Manager Engineering Services, CGSC; Glenn Deaker; Manager Operations, CGSC; and Malcolm Styles; Consultant, Engineering Management Styles.
INVESTIGATION AND ASSESSMENT Laboratory testing was undertaken to determine performance objectives, including material properties (grading, Atterberg limits, modulus of elasticity, dry density and optimum moisture content (OMC), modulus, California Bearing Ratio (CBR), Unconfined Compressive Strength (UCS) and capillary rise before and after addition of binders. The eight trial sections were as follows: 1. 150mm Daisy Hill Gravel with 3% Foamed Bitumen and 1% Cement; 2. 150mm Daisy Hill Gravel with 3% Polymer (Polyroad PR21L); 3. 150mm Daisy Hill Gravel with Enzyme (EKOSOIL); 4. 150mm Daisy Hill Gravel mixed with crushed rock and clay; 5. 150mm Dunolly Gravel with Enzyme (EKOSOIL); 6. 150mm Dunolly Gravel mixed with crushed rock; 7. 150mm Dunolly Gravel with 3% Cement; and 8. 150mm Dunolly Gravel mixed with clay. Subsequent to the placing of trial materials upon the trial beds, Council will continue a series of measurements to be undertaken on a regular basis, so as to compare the relative performances of the different surfacing materials over time based upon the following attributes:
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Aug/Sept 2017 | Highway Engineering Australia 55
NEWS EQUIPMENT FEATURE
• Gravel loss; • Ride quality; • Ravelling (loose gravel); • Dust emission; and • Susceptibility to moisture. Council recognises that data collection on unsealed roads is rather subjective and prone to errors. To minimise these errors, it is planned that all tasks be performed in a consistent manner throughout the monitoring period.
The trial was conducted in late December to allow the maximum dry time for curing allowing maximum strength gain as literature has shown enzyme stabilised pavements need significant time to achieve their maximum strength and impermeableness. The stabilisation was successfully completed in three days under ideal conditions; mild, sunny and dry, and a grade of 6% achieved to potentially
56 Highway Engineering Australia | Aug/Sept 2017
reduce the amount of water sitting on the pavement and limit the amount of traffic driving over the crown which will further reduce the penetration of water. As of March 2017, the enzyme stabilised sections have shown a dust measure of 2/5 (0 worse) and 3/5 (Daisy Hill Gravel and Dunolly Gravel Respectively). The Daisy Hill Gravel has become impassable during heavy rain requiring additional gravel to be spread. Three papers are currently in the process of being published using the information gained from the field trial. One has investigated the effects the non-traditional additive enzyme has had on the unsealed pavement immediately after treatment versus untreated soil. This paper has been put together with collaboration between RMIT University, Centre for Pavement Excellence Asia Pacific and Downer, and submitted for publishing at a Conference in South Korea. The second paper intends to research the effects that enzyme has on the durability of the unsealed pavement; the research is currently underway and is due to be submitted for publishing by the end of the year. It again, is in collaboration with Downer and RMIT University. These two papers intend to provide more information on enzyme stabilisation to increase confidence in its use in future as a sustainable, biodegradable option to traditional stabilisation additives. The third paper is to be completed by Malcolm Styles of Engineering Management Styles regarding the entire trial. It is going to be looking at the cost/benefit of each treatment with respect to the initial cost of stabilisation with the reduction/increase in maintenance costs and frequencies, and is expected to be completed in 2018.
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