Roads & Infrastructure April 2020

APRIL 2020

& INFRASTRUCTURE

RESILIENT ROADS Cross River Rail Delivery Authority’s Graeme Newton on supporting the road network with major projects.

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APRIL 2020 CONTENTS

& INFRASTRUCTURE 4 Editors letter 6 News

COVER STORY

14 Cross River Rail Roads & Infrastructure looks at the requirements for Brisbane’s largest transport project.

AAPA

18 AAPA Member Profile Scott Dornan at Action Line Marking reflects on growing the business.

20 Circular thinking AAPA’s Peter Damen explains what’s pushing the road industry towards circular economy practices.

ASPHALT IN ACTION

23 Purchasing pavers When purchasing a paver there are important factors to consider.

24 Mixing time tech Ciber’s Marcelo Zubaran explains how controlling mixing time can improve material adhesion.

ENVIRONMENT & SUSTAINABILITY

26 Crumb rubber bitumen OLEXOCRUMB, a bitumen blend created by Puma Bitumen, contains 10 per cent crumb rubber with no need to change mix design.

28 A new era for crumb An Australian-first specification is set to inform the use of crumb rubber in asphalt on low-traffic roads.

32 Freeway foundations ResourceCo has been contracted to supply soft rock materials to the Mordialloc Freeway in Melbourne.

34 Greener roads Moreton Bay Regional Council is using substantial volumes of recycled product used in its resurfacing program.

TECHNOLOGY & EQUIPMENT

36 Roundabout revolution TORUS 6.0 is enabling designers to analyse and design noncircular roundabouts and generate 3D roundabout designs.

38 Document controls Major projects are using InEight Document, a project-centric solution that organises documents and makes them available to teams in real-time.

40 Assets on track Ctrack by Inseego has launched a new asset tracking range with supporting web and mobile applications.

Conexpo featured more than 2.7 million square feet of exhibits.

42 In-stock batch plants In a company-first, Gough Industrial Solutions is keeping a concrete batching plant in stock in Australia.

44 Introducing Hiway Group Since establishing itself in Australia in 2008, Hiway Group has grown to become a major road stabilisation contractor.

SAFETY

46 Edge protection NON-DRILL is helping major projects increase on-site productivity and safety.

48 Motorcycle barriers Ingal Civil has created two different road safety solutions for motorcyclists.

50 Cyber safety Troy Filipcevic from Emergence Insurance highlights the importance of insurance in the event of a cyberattack.

EVENTS

52 Conexpo Roads & Infrastructure details one of the largest construction equipment exhibitions in the world.

56 Queensland major projects The 2020 Queensland Transport and Infrastructure Conference will present a holistic update of infrastructure across the growing state.

THOUGHT LEADERSHIP

58 ARRB thought leadership The Australian Road Research Board discusses why it’s critical to get the basics right as we head towards a connected and automated transport future.

roadsonline.com.au

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& INFRASTRUCTURE

IS CRUMB BACK IN VOGUE? AT LAST YEAR’S AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION CONFERENCE, stakeholders at each end of the tyre-derived product supply chain got together to discuss the progress and barriers to crumb rubber uptake.

Those in the audience answered a series of questions about what was preventing them from increasing crumb. More than 60 participants were involved, with road owners/government making up around 40 per cent of the audience, followed by contractors and binder suppliers.

Of those participants, more than 80 per cent were using crumb, but the barriers were seen to be a lack of infrastructure/supply, followed by specifications, guidelines and cost.

The message from the broader conversation was clear: crumb is back in vogue.

We know that crumb rubber modified binder has been used since the 70s, mainly in spray sealing. Moreover, it’s not as if crumb hasn’t been explored in asphalt applications or as if we’re reinventing the wheel, but what is clear is that companies are once again looking at it.

For example, Puma Bitumen, featured on page 26, has developed OLEXOCRUMB, a crumb rubber binder that will be used on Australia’s first large-scale trial of crumb rubber asphalt on an arterial road.

Over on the low-traffic side, the Department of Transport in Victoria has just released an Australia-first specification for crumb rubber asphalt in this proven application, detailed on page 28.

As the Department’s Arthur Apostolopoulos explained, low-traffic applications of crumb rubber don’t have to compete with polymer modified binders.

Stakeholders, including the Institute of Public Works Victoria, are excited about how this new specification will give local governments the confidence to explore crumb rubber usage in asphalt. It’s the backing of the Department that will help get councils over the line to using more crumb.

The fact that the application has been proved means that expressions of interest will soon be released for up to 10 participating councils. This could be a mix of urbanised, coastal, desert and mountainous environments to demonstrate tangible outcomes across a number of applications.

Over in South Australia, a handful of councils have agreed to take part in a trial using crumb rubber for asphalt derived from end-of-life truck tyres.

It’s particularly timely as the practice of sending whole baled tyres overseas becomes unsustainable, making the economics of the practice increasingly unviable and opening up the risk of stockpiling.

According to the Federal Government’s export ban discussion paper, 47 per cent of Australia’s 101,806 tonnes of tyre exports go to India. Although tyres only comprise seven per cent of the export tonnage, India’s National Green Tribunal has directed the Central Pollution Control to regulate the import of waste tyres. A ban on whole baled tyres is also expected next year.

To that end, it’s an opportune time to get crumb back on the scene, providing occupational health and safety concerns can be allayed through evidence-based practice.

Toli Papadopoulos Managing Editor, Roads & Infrastructure Magazine 4

ROADS APRIL 2020

PUBLISHER Christine Clancy christine.clancy@primecreative.com.au MANAGING EDITOR Toli Papadopoulos toli.papadopoulos@primecreative.com.au JOURNALISTS Lauren Jones lauren.jones@primecreative.com.au Holly Keys holly.keys@primecreative.com.au DESIGN PRODUCTION MANAGER Michelle Weston michelle.weston@primecreative.com.au ART DIRECTOR Blake Storey DESIGN Kerry Pert, Madeline McCarty BUSINESS DEVELOPMENT MANAGER Zale Thurgood zale.thurgood@primecreative.com.au CLIENT SUCCESS MANAGER Justine Nardone justine.nardone@primecreative.com.au HEAD OFFICE Prime Creative Pty Ltd 11-15 Buckhurst Street South Melbourne VIC 3205 Australia p: +61 3 9690 8766 f: +61 3 9682 0044 enquiries@primecreative.com.au www.roadsonline.com.au SUBSCRIPTIONS +61 3 9690 8766 subscriptions@primecreative.com.au Roads & Infrastructure Australia is available by subscription from the publisher. The rights of refusal are reserved by the publisher.

ARTICLES All articles submitted for publication become the property of the publisher. The Editor reserves the right to adjust any article to conform with the magazine format.

COPYRIGHT

Roads & Infrastructure Australia is owned and published by Prime Creative Media. All material in Roads & Infrastructure Australia is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without the written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information, Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. The opinions expressed in Roads & Infrastructure Australia are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

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NEWS

$17.6B STIMULUS PACKAGE SET TO BOOST CONSTRUCTION BUSINESSES The Federal Government has announced a $17.6 billion stimulus package to keep businesses running, support households and the Australian economy in the face of challenges posed by the spread of the coronavirus. The package will focus on keeping Australians in jobs and helping small and medium sized businesses to keep running. It will be split into the following four parts: supporting business investment, providing cash flow assistance for small and medium sized businesses, targeted support for the most severely affected sectors, regions and communities and household stimulus payments.

To support businesses the Federal Government will commit $700 million to increase the asset write off threshold from $30,000 to $150,000. It will also expand access to include businesses with aggregated annual turnover of less than $500 million (up from $50 million) until 30 June 2020.

An example of an asset that may be able to be immediately written off would be a concrete tank for a builder. There will also be a commitment of $1.3 billion to help small businesses in supporting the jobs of around 120,000 apprentices and trainees.

Eligible employers can apply for a wage subsidy of 50 per cent of the apprentice or trainee’s wage for up to nine months, from 1 January 2020 to 30 September 2020.

If a small business is not able to retain an apprentice, the subsidy will be available to a new employer that employs the apprentice.

The Federal Government will commit $700 million to increase the instant asset write-off.

Master Builders Australia have backed the stimulus package. CEO Denita Wawn said the industry needs confidence and this is a clear signal from the government they are determined to do whatever it takes.

“There are more than 380,000 small building businesses and tradies in our industry, more than any other sector of the economy, that will benefit from the government’s strong focus on backing small businesses,” Ms. Wawn said.

Ms. Wawn said incentives to invest in business assets are well targeted to the construction industry. She said there is no doubt builders and tradies will be encouraged to invest in new plant and equipment.

“However, if there is a major contraction in building activity then the benefit of these

measures will be blunted.

The government must take a strong leadership role in ensuring that construction of government projects currently underway continue and that projects scheduled to commence are not delayed or withdrawn,” Ms. Wawn said.

“Our industry also remains nervous about how protracted the inevitable shortage and delayed delivery of imported building products will be.

“This is a hit to our industry that is looming over the next few months and additional measures and extensions of some of stimulus measures may be required to help the industry weather that storm,” she said.

Prime Minister Scott Morrison said as part of the plan up to 6.5 million individuals and 3.5 million businesses would be directly supported by the package.

“Just as we have acted decisively to protect the health of the Australian people, based on the best evidence and medical advice, our support package responds to the economic challenges presented by this pandemic in a timely, proportionate and targeted way,” Mr. Morrison said.

“Our targeted stimulus package will focus on keeping Australians in jobs and keeping businesses in business so we can bounce back strongly.”

“The economy needs temporary help right now to bounce back better so the livelihoods of all Australians are protected,” he said.

AIRPORT CENTRAL STATION, PERTH NEARS CONSTRUCTION COMPLETION Construction of the new Airport Central Station in Perth has reached 70 per cent completion.

Majority of the works at the site have been underground with significant excavation involved to build the three-level railway hub.

Above-ground construction has now begun with the first step to start building the roof structure. The first girders of the 137-tonne roof structure are being craned into place.

The steel girders were fabricated locally by 6

ROADS APRIL 2020

Naval Base company Pacific Industrial Co. Constructing the roof structure is expected to take three months. Then, specially designed sheeting will be installed. which will help to reduce glare for pilots flying in and out of Perth Airport.

The 280-metre Skybridge between Airport Central Station and Perth Airport is also close to completion. The walkway features travelators and information screens and will provide a seamless connection between the

station and Terminals One and Two. Tunnel boring machine Sandy, the second tunnel boring machine on the project, is due to arrive at Bayswater Junction in the middle of the year. Her arrival will mark the end of tunnelling on the project.

Once operational in late 2021, the Forrestfield-Airport Link will provide a 20-minute direct route between the eastern foothills and the CBD as well as the wider public transport network via the airport.

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NEWS

CROSS RIVER RAIL OPPORTUNITIES FOR SUBCONTRACTORS TO BE ANNOUNCED With more than 200 companies across South East Queensland already securing Cross River Rail Contracts, a wave of sub-contractor opportunities for the tunnels and stations work package will be released.

Cross River Rail Minister Kate Jones said the Cross River Rail project would create thousands of construction jobs over the next five years.

“We’re working hard to make sure that local subbies and workers benefit from the biggest infrastructure project in Queensland’s history,” she said.

“We’ve already seen iconic Queensland company Wagners awarded a $40 million contract to supply precast concrete segments and we want companies asking themselves ‘could we be the next ones to win?’”

Ms. Jones met with Multhana Property Services, an indigenous company from Eight Mile Plains, which is contracted to deliver cleaning and maintenance services at the project’s worksites.

“Multhana is a great example of a proud Queensland company benefiting from Cross River Rail,” she said.

“They’re doing a great job and already

have eight staff working on the project, with that number set to grow as more worksites are established.”

Ms. Jones revealed a new website is now live for companies to register their interest to apply for contracts through the main contractor.

“This will be the one-stop shop for anyone who wants to work on Cross River Rail,” she said.

“If you’re a local subby with the right expertise, we want you to apply to work on the biggest project in Queensland’s history.”

This announcement comes alongside a major reform package announced

by Ms. Jones to ensure contractual commitments on the Cross River Rail project are delivered as the project moves into construction phase.

Ms. Jones said her priority was to ensure that Pulse consortium and head contractor CPB Group complied fully with their contract with the state government.

“Since coming into the role at the end of last year, I have been reviewing the structure of the Cross River Rail Delivery Authority.”

She said it is clear to her and the cabinet

that now the project has moved from procurement to construction, compliance will need to be strengthened.

“Our government has made strong commitments to Queenslanders to deliver long-term benefits to the state’s future through our record investment in infrastructure,” Ms. Jones said.

“This includes more jobs for locals, more training for young apprentices and trainees and better workplace health and safety, delivering real opportunities for local Queensland businesses to get contracts as well as fair industrial relations practices and environmental compliance.”

Ms. Jones announced that cabinet had agreed to the following reforms: 1. The Cross River Rail Delivery Authority will report directly to the Minister 2. A Compliance Unit will be established to ensure all commitments made by the contractor are met during the construction of the project 3. The board will be restructured once the current term expires in April this year in line with the transition from procurement to construction.

Ms. Jones said that the Compliance Unit would be established immediately.

AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION RELEASES NEXT INTERNATIONAL CONFERENCE DATE

AAPA’s next international conference will be held in Brisbane in 2021.

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ROADS APRIL 2020

Every two years, the Australian Asphalt Pavement Association (AAPA) hosts its international flexible pavements conference and exhibition.

The next will be held at the Brisbane Convention and Exhibition Centre from 16 to 18 August 2021.

The title of the conference will be “Roads going full circle” with key themes around sustainability and asset management.

In a statement, the AAPA said the title refers to the need for the infrastructure sector to become circular and incentivise circular economy solutions to respond to the challenges of climate

change, carbon emissions and decrease of natural resources.

The four key themes for the conference will be: • Sustainable future pavements • Trends in the bitumen and asphalt industry – development and innovation • New technologies/continual improvement • Retaining asset value.

Following the success of the 2019 conference and exhibition, AAPA members are advised to save the date and keep an eye out for more updates.

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NEWS

CONTRACTORS DELIVER $137M SCONE BYPASS IN NSW The new Scone Bypass will soon open to traffic, enabling faster drive times along the New England Highway in NSW. Daracon Group was contracted to construct the 5.5-kilometre bypass in March 2018.

With construction complete, a community walk was held to celebrate the new route.

Deputy Prime Minister and Federal Minister for Infrastructure, Transport and Regional Development Michael McCormack said the entire region would benefit immensely from the bypass opening. “[The] community walk is a fitting way to mark the completion of the project, which follows many years of planning, consultation and construction,”

Mr. McCormack said.

NSW Minister for Regional Transport and Roads Paul Toole said the bypass would change the way people moved in and around Scone.

“Until now, highway traffic passed through Scone along the main road access to the town, which is also the main street through the central business district,” Mr. Toole said.

Some 8400 daily vehicles will no longer need to travel through the town centre on the New England Highway south of Scone.

The grade-separated intersection at the southern end of the bypass, which crosses over the rail line and Kingdon and Liverpool Streets, will allow uninterrupted access to the bypass at the north and south of town

Some 8400 daily vehicles will no longer need to travel through the town centre.

and in the middle at Aubins Street.

On this section of the highway, there were 26 crashes in the five years to December 2015, and the upgrade is hoped to improve road safety in the area.

VIC INFRASTRUCTURE PROJECTS TO PRIORITISE RECYCLED MATERIALS Recycled First, a new initiative from the Victorian Government, is set to boost the use of recycled and reused materials in construction projects.

According to Transport Infrastructure Minister Jacinta Allan, Recycled First brings a uniform approach to the existing “ad hoc” use of recycled products on major transport infrastructure projects.

“We’re paving a greener future for

Recycled First is set to bring a uniform approach to recycled products in infrastructure.

Victoria’s infrastructure, turning waste into vital materials for our huge transport agenda and getting rubbish out of landfills,” Ms. Allan said.

“Recycled First will boost the demand for reused materials right across our construction sector, driving innovation in sustainable materials and changing the way we think about waste products.”

The program will incorporate recycled and reused materials that meet existing standards for road and rail projects, with recycled aggregates, glass, plastic, timber, steel, ballast, crushed concrete, crushed brick, crumb rubber, reclaimed asphalt pavement and organics taking precedence over brand new materials.

“Companies interested in delivering major transport infrastructure projects will be required to demonstrate how they will prioritise recycled and reused materials, while maintaining compliance and quality standards,” Ms. Allan said.

Additionally, contractors will need to report on the types and volumes of recycled products used. The policy will not set mandatory minimum requirements or targets, Ms. Allan said.

Instead, a project-by-project approach

will allow contractors to liaise with recycled materials suppliers to determine if there are adequate supplies of the necessary products for their project.

“Work is already underway with current construction partners to ensure more recycled content is being used on major projects, in addition to the new Recycled First requirements,” Ms. Allan said.

“The M80 Ring Road, Monash Freeway and South Gippsland Highway upgrades will use more than 20,000 tonnes of recycled materials, and 190 million glass bottles will be used in surfaces on the $1.8 billion Western Roads Upgrade.”

According to Ms. Allan, recycled demolition material was also used to build extra lanes along 24 kilometres of the Tullamarine Freeway, as well as the Monash Freeway and M80 Ring Road.

“The state government is also reusing materials created by its own projects, with 14,000 tonnes of soil excavated from the Metro Tunnel site in Parkville now being used in pavement layers on roads in Point Cook,” she said.

“This material weighs as much as 226 E-class Melbourne trams and would otherwise have gone to landfill. roadsonline.com.au

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NEWS

CONTRACTOR TO BEGIN CONSTRUCTION OF $60M MELBOURNE AIRPORT EXPRESS ROAD Contractor Seymour White is set to start construction on the $60 million project linking the Tullamarine Freeway to the Terminal Four car park at Melbourne Airport.

The T4 express link will aim to make it faster for drivers to reach Terminal Four and is expected to carry 5000 vehicles per day when completed.

Melbourne Airport Chief Commercial Officer of Landside Access Lorie Argus said the airport was proud to invest in road access and cater to forecast passenger growth.

A further $260 million is earmarked for stage two of the road upgrade which may include a second elevated link to facilitate

better connections to Terminals One, Two and Three.

“We’re focused on improving the traveller experience from freeway to runway and the elevated loop road is going to make it easier and faster for people to reach Terminal Four, which services Jetstar, Tigerair and REX travellers,” Ms. Argus said.

Melbourne Airport passenger numbers are predicted to grow from 37 million to 70 million people per year by 2038 and the new road will help to move traffic around the precinct efficiently.

“Our data shows that if we do not add more roads by 2025, drivers could be stuck in traffic for around 30 minutes on the doorstep of the airport,” Ms. Argus said.

“Our elevated loop road upgrades will future-proof Melbourne Airport for international and domestic traveller growth while reducing stress for passengers.”

Seymour Whyte CEO and Managing Director John Kirkwood said he was looking forward to working on the project to deliver the first stage of the airport’s major development plan.

“We are committed to ensuring that the project’s planned operational, social and economic benefits are achieved through innovative and sustainable solutions, and that we deliver a quality asset of longterm value for Melbourne Airport and the people of Victoria,” Mr. Kirkwood said.

INFRASTRUCTURE AUSTRALIA NOTES ENVIRONMENTAL CONCERNS IN 2020 PRIORITY LIST Environmental changes headline the 2020 Infrastructure Priority List released by Infrastructure Australia. The latest Priority List presents 147 infrastructure proposals of national significance, the most since the list’s inception.

The list introduces five new high-priority national initiatives covering water, the nation’s rapidly growing waste problem, coastal inundation and road maintenance.

Infrastructure Australia Chief Executive Romilly Madew said the Infrastructure Priority List reflects both the diversity and urgency of the nation’s future infrastructure needs.

“Resilience was a key theme of our 2019 Australian Infrastructure Audit and this focus continues to be reflected in our latest edition of the Infrastructure Priority List,” Ms. Madew said.

“Compounding issues of unprecedented infrastructure demand, severe drought and other environmental changes require a focus on our resilience strategies and a consensus on where to invest now for our nation’s future prosperity.”

Infrastructure Australia specifically identified a new high-priority initiative for a 12

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The latest edition presents 147 infrastructure proposals of national significance.

national water strategy and a town and city water security strategy.

The report notes that demand for water systems is increasing and the water cycle is being altered by changing climate, changes to run-off and evaporation due to land and forest management.

“In response to this call to action, we’re expecting a range of solutions to be considered for capturing, managing and

distributing water, along with improvements in reporting and use of data in the water sector,” Ms. Madew said.

Regional Australia also emerged as a focus of this edition of the Infrastructure Priority List with a call to improve mobile telecommunications coverage in remote areas and improve regional road safety.

“Truly staying connected requires not only safe and efficient transport options, but also ensuring our towns and regional communities have the same access to telecommunications as the rest of Australia.

This is to also provide people with reliable access to electronic payment systems, emergency alerts and other critical services,” Ms. Madew said.

In total, the latest edition of the Priority List identifies a project pipeline worth more than $58 billion.

It is a collaborative document developed using data from the 2019 Australian Infrastructure Audit and submissions from government, industry and the community.

“The Priority List has a strong record of driving national investment and has become a key reference point for all levels of government,” Ms. Madew said.

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CROSS RIVER RAIL IS SET TO EASE THE STRAIN FROM QUEENSLAND’S ROAD TRANSPORT NETWORK WITH A GOAL OF TAKING 47,000 CARS OFF THE ROAD BY 2036.

A

s Queensland’s biggest infrastructure project, Cross River Rail is more than just a rail project. By offering a new 10.2-kilometre rail from Brisbane’s Dutton Park to Bowen Hills, including 5.9 kilometres of twin tunnels under the Brisbane River and CBD, the project will alleviate stress from the transport network.

In making public transport a more attractive option, the project is looking to take around 47,000 cars off the road by 2036.

Of course, as a rail project, unlocking the bottleneck at the core of the rail network is a key element. With the current rail network nearing capacity and constrained by a single river crossing and four Brisbane stations in the CBD, the Cross River Rail will alleviate the bottleneck.

Likewise, providing more trains to run across the complete South East Queensland network and integrating with new roads and bus services is another important benefit, not least revitalising 14

ROADS APRIL 2020

multiple inner-city precincts.

Put in perspective, the Cross River Rail Business Case, released in August 2017, found the project benefits would exceed the costs by $1.9 billion.

At a glance, the project comprises four underground stations at Boggo Road, Woolloongabba, Albert Street and Roma Street. It also covers two upgraded stations at Dutton Park and Exhibition and six upgraded stations from Salisbury to Fairfield on Brisbane’s southside. Moreover, the project includes the development of three new Gold Coast Stations at Pimpama, Helensvale North and Merrimac.

Cross River Rail has been more than 10 years in the making, with the Newman Government bringing in an expert panel in 2012 to review the business case. Former Transport Minister Scott Emerson had remarked at the time that the earliest possible project delivery would be 2020.

Almost a decade later, as predicted, more than 200 companies across South

East Queensland have already secured Cross River Rail contracts, with more opportunities for the tunnels and stations works package set to be released. At least seven construction sites are currently active, with more to open. It’s even inspired the appointment of a ministerial portfolio in Kate Jones, who is also the Tourism Industry Development Minister, with the Queensland Government investing $5.4 billion to deliver the project.

Graeme Newton, Chief Executive Officer of the Cross River Rail Delivery Authority, says that what is perhaps underestimated is the power of this project to truly transform the region.

“The fact that Cross River Rail will help more trains get around the network, create new stations in Brisbane and the Gold Coast and upgrade eight others is only one part of the story,” he says.

Mr. Newton says the other part of the story is that Cross River Rail will act as a catalyst to change the urban landscape for the better.

COVER STORY

The Woolloongabba Station Precinct will be transformed into a vibrant mixed-use hub.

He cites the Precinct Delivery Strategy that outlines the vision and path forward for the precincts that will be built at five of its station locations.

“For example, at Woolloongabba, there is an opportunity to give the suburb a real town heart, with the potential for public spaces, as well as new hospitality, retail, residential and office spaces,” Mr. Newton says.

Roma Street sees buses, coaches, city trains and regional trains all forming a transport hub along with Cross River Rail.

As such, Mr. Newton says that there is potential to revitalise an underutilised part of the city and create a vibrant gateway to Brisbane. Not least of all, he says, this includes an option to progress plans for Brisbane Live. If built, the 18,000-capacity indoor entertainment arena would attract major events and generate economic and social benefits for the region.

Mr. Newton says that creating better connectivity and interesting spaces that help Brisbane evolve as a world-class city is a key part of the project. This encompasses making it easy to hop from one part of the city to another, right through to

The master alignment map highlights the scale of community change that will emerge from the project.

a turn-up-and-go rail system.

He adds that a number of industries have already expressed an interest in setting up near or as part of these precincts, as they understand how the project will transform the city and how people move around within it.

EARLY WORKS PROGRESSES Early works have been underway for a few years, with a geotechnical investigation and survey program beginning in 2017. Borehole drilling was conducted at more than 50 locations across the proposed Cross River Rail corridor, with the deepest hole drilled at Kangaroo Point which went 66 metres down.

As part of the early works program, project participants have also cleared the four-hectare site at Woolloongabba.

This will form the launch site for the Cross River Rail tunnel boring machines and road headers. The preparation of the

site included the demolition of three government-owned buildings and the removal of 45,000 tonnes of building waste, 95 per cent of which was recycled.

Site remediation works then began on the Woolloongabba site, removing 138,000 tonnes of contaminated materials and their respective bulking factors.

A temporary coach terminal has also been built at Roma Street which opened in September last year. Mr. Newton says the new terminal will provide continuity for long-haul coach services previously housed in the Brisbane Transit Centre. He says this is arguably Brisbane’s ugliest building and will be demolished this year to make way for a new underground Roma Street station.

Mr. Newton says that since appointing primary contractors, the design and construction phase is progressing well.

“Projects of this size are complex creatures, but we’re pleased with the work roadsonline.com.au

15

Roma Street is poised to become one of the state’s most significant transport interchanges.

from our contractors so far to align our three major works packages and keep things on track,” he says.

The Cross River Rail Delivery Authority has released the Fairfield station concept design with major construction at Fairfield station scheduled in mid-2020. Site survey and geotechnical investigations are continuing from Fairfield to Salisbury station and will continue throughout early 2020. The authority has also released the Exhibition Station concept design, with major construction expected in late 2020.

One of the innovative aspects of the project is Project DNA (Digital Network Approach) – a digital twin bringing Building Information Modelling, Geographic Information System and realistic visualisations of the project in a single, federated model.

Mr. Newton says it is used by many Cross River Rail teams. For example, engineers look at how to refine designs, while the project controls team tracks project progress. Planners aim to see how the precincts can knit into Brisbane’s urban fabric. In addition, the community information team use it for visualisations and virtual reality to bring the project to 16

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life for the public.

“Project DNA also helped us streamline our bidding process with major contractors for the project submitting their bids in a format that we could plug into our model,” Mr. Newton says.

“It meant that once contracts had been awarded, we could hit the ground running without the need for extensive and expensive rework.”

One of the three main works packages is the delivery of the European Train Control System (ETCS) – Level 2, which is widely used in Europe but a first for Queensland.

The ETCS is a signalling technology that removes the need for trackside signalling and relays information continuously between the rail management centre and the driver’s on-board computer.

“Because this gives us a greater ability to track and control train movements, it allows trains to operate more safely. It will also add capacity to and increase the efficiency of our rail network,” Mr. Newton says.

He says that in addition to Brisbane’s rail line, the Cross River Rail will also be installing the technology on the Cross River Rail line.

In terms of community feedback, Mr.

Newton says the project has, overall, been well received.

He says the Cross River Rail is on schedule for completion by 2025 and is currently hitting all of its milestones. Critical to the project will be minimising community disruption during the plan and build phase and when selecting construction methodologies.

“Now that we’re into the constriction phase, it’s critical that we keep the community informed of what is happening,” he says.

“Most importantly, we work very closely with our stakeholders, including residents and business owners, local and state government agencies and other major projects.”

Mr. Newton says that by 2025, Brisbane will be completely transformed by the likes of Cross River Rail. This will complement the Brisbane Metro, Herston Quarter and the Dexus Waterfront development.

“However, for all of these projects to be a success, there will be some disruption, which is why it’s so important that we work with these projects that will change the face of Brisbane. We’re all aiming to mitigate disruption as much as we can,” he says.

EXCELLENCE FROM THE GROUND UP Hiway Group has been delivering innovative ground improvement solutions since 1986.

Our reputation for quality performance has been built upon our drive and commitment to safe work practices, innovation, environmental sustainability, leadership and excellence.

It is our commitment to innovation, environmental sustainability and industry leadership that has seen us introduce cutting edge technologies into Australia and develop our own advanced methodologies and stabilising products. With a proven track record of ensuring high quality, lasting outcomes – even in challenging conditions – our in-house design and contracting teams are industry experts.

OUR ADDED VALUE

We work across all sectors of industry specialising in fill drying saturated ground; treating and remediating soil contaminated sites; design, supply and laying of foam bitumen; aggregate modification; subgrade and subbase improvement. As well as the cost savings they generate our innovative solutions reduce construction time, increase strength and durability, and are more environmentally sustainable.

OUR CAPACITY

Hiway Group has operations in NSW, Queensland, Victoria, SA, Tasmania and WA, as well our original operations continuing in New Zealand and the Pacific Islands. We have a large fleet of well-maintained and modern plant which is continually being augmented as new technologies become available and as we expand our operations. Many of our in-situ stabilisers are equipped for foamed bitumen works.

OUR CAPABILITY

Our expert team also provides a proven one-stop-shop for design and construction. Our site operational staff are supported by a team of experienced professional engineers, pavement designers and project managers.

Our experience covers all forms of in-situ stabilization basecourse modification services that are more cost effective than traditional road construction and rehabilitation methods.

Paul Rhoden

Mark Large

Mark Filsall

M. +61 455 677 665 T. +61 755 412 074 E. paulr@hiways.com.au

M. +61 477 990 500 T. +61 8 9258 4488 E. m.large@hiways.com.au

M. +61 428 803 001 T. +61 3 9730 2020 E. mark.f@hiways.com.au

GM NORTHERN REGION

GM WESTERN REGION

GM SOUTHERN REGION

www.hiways.com.au

AAPA MEMBER PROFILE: SCOTT DORNAN ACTION LINE MARKING SA Q: WHY DID YOU DECIDE TO BECOME AN AAPA MEMBER? A: I have been associated with or a member of APPA since around 2008. I decided to join AAPA to get a better understanding of the industry that supports us as a key stakeholder.

Q: HOW DID YOU START YOUR CAREER IN THE ROAD CONSTRUCTION INDUSTRY? A: I joined Action Line Marking (SA) Pty Ltd around 1992 as a 33 per cent shareholder.

My father, Jim Dornan, and Paul Wheeler previously started the company.

Q: WHAT IS YOUR CURRENT ROLE AND WHAT DOES IT INVOLVE? A: I am one of the two owners and the Managing Director of Action Line Marking (SA) Pty Ltd. My role is business development and I assist with potential growth and understanding of our market trends. This ensures Action Line Marking remains an innovative company at the forefront of the line marking industry and my main focus is the South Australian market. We are extremely customerfocused and proud of our ability to react to market needs and ensure our client’s needs are met.

Q: WHAT IS THE BEST THING ABOUT YOUR CURRENT ROLE? A: I really enjoy seeing how the company has evolved from humble beginnings to now being the leader in the marketplace. A major standout for Action Line Marking is our ability to employ full-time employees.

We are a true South Australian company that not only employs South Australians, but also trains them and provides them with job security and satisfaction. With

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full-time, highly trained staff and a business that has been running for over 25 years, we can deliver any size of project with precision and quality.

Q: WHAT IS YOUR BIGGEST ACHIEVEMENT IN THE INDUSTRY? A: Designing and building the majority of our bespoke equipment in-house is by far one of the most rewarding achievements we have accomplished in the industry. I believe we have some of the best equipment in the country and it has been proudly developed by us.

Action Line Marking has five custom-built paint vehicles with the capacity to carry 1000 litres of paint. The business also has custom trailers and hand spray or ride on vehicles for a wide range of jobs.

Q: WHAT IS A RECENT CHANGE YOU HAVE SEEN IN THE INDUSTRY AND HOW ARE YOU/THE COMPANY PREPARED FOR THAT? A: The biggest change I have seen in the industry is with regards to the safety aspects of the tasks we undertake daily.

Action Line Marking is proud to be at the forefront of our industry with truckmounted attenuators. We have heavily invested to increase our current fleet number. I believe we now have five of the best attenuators in the country, which are used to protect our workers when working in live traffic environments.

Q: WHAT DO YOU THINK IS MOST INTERESTING ABOUT THE ROAD CONSTRUCTION INDUSTRY? A: I think evolving industry practices are very interesting, for example, using recycled materials in pavements.

C

M

Y

CM

MY

CY

CMY

K

Scott Dornan has enjoyed seeing Action Line Marking SA evolve over the years.

Q: HOW HAS BEING A MEMBER OF AAPA BENEFITTED YOU IN THE INDUSTRY? A: Being a member of AAPA has enabled me to receive a better understanding of the sealing companies’ contractual arrangements and assist with supplying them with the required data.

Q: WHAT ARE YOUR GOALS FOR THE FUTURE? A: My goals are to keep strengthening the business, continue to gather knowledge, show initiative in the industry and to keep our current and future clients’ needs at the forefront of the business’s priorities. Action Line Marking has a commitment to customer service, ensuring products and service continue to exceed expectations through innovation and state-of-the-art equipment.

A WIRTGEN GROUP COMPANY

Performance with special mixes and fuel efficiency delivering higher results

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THE MOST ADVANCED TECHNOLOGY WITH HIGH PRODUCTION CAPACITY AND MOBILITY. With production capacity of up to 100t/h , 150 t/h or 200 t/h in 1 or 2 mobilities, the CIBER iNOVA Series line of asphalt plants are perfect for all types of works. When high production, best performance with special mixes and greater efficiency in fuel consumption are required, Ciber iNOVA plants deliver excellent results to your business. www.ciber.com.br

ciberoficial

WIRTGEN AUSTRALIA PTY LTD · Lot 2, Great Eastern Highway (off Apac Way) · South Guildford WA 6055 · Australia · T: +61 (0) 8 6279 2200

ON THE ROAD TO A

CIRCULAR ECONOMY

AAPA’S EXECUTIVE DIRECTOR FOR WESTERN AND SOUTH AUSTRALIA PETER DAMEN EXPLAINS HOW CHANGES TO THE INTERNATIONAL EXPORT MARKET ARE DRIVING THE ROAD INDUSTRY TOWARDS CIRCULAR ECONOMY PRACTICES.

T

he circular economy is an economic system aimed at eliminating waste and the continual use of resources.

It is based on keeping products, equipment and infrastructure in use for longer.

Circular systems adopt a hierarchy of reduce, reuse, repair, recycle and recover or refurbish to create a closed loop system. This minimises resource inputs and the creation of waste, pollution and carbon emissions.

The circular economy can apply to the roads industry with typical solutions.

The first is reduce. The roads industry can strive to achieve increased durability, quality management and asset life. This can be done through better design, construction quality, reduction of energy, waste and resource usage (for example, warm mix asphalt) and the use of renewable energy (such as solar power).

The industry can also look to repair its pavements by resurfacing, rehabilitating, rejuvenating and restoring road pavements using best practice maintenance techniques.

Recycling is the third solution, with a focus on upcycling. This involves using materials such as crumb rubber that provide performance benefits.

Lastly, recovery can be applied by reprocessing road pavements at the end of life, such as using reclaimed asphalt pavement.

Sustainability is a major focus of the flexible pavements industry, and the Australian Asphalt Pavement Association (AAPA) membership is leading best practice on how roads can contribute.

The association and its members recognise there is an increasing demand for the use of recycled products in roads and are continuing to investigate whether this is the right circular economy answer.

Until recently, Australia exported a substantial amount of waste overseas.

In 2016-17, Australia recycled 37 million tonnes of waste, with 746,000 tonnes exported to China.

However, on 1 January 2018, the China

In February an industry forum featuring experts from around Australia shared the latest thinking on the circular economy.

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Sword Policy came into effect, resulting in restrictions on the importation of 24 categories of solid waste into China. It further constrained any remaining materials being imported to China to less than 0.5 per cent of contaminants.

During the financial year 2017-18, the quantity of waste exports from China to Australia fell dramatically, but was largely offset by higher exports to other countries, according to Blue Environment’s analysis “Data on exports of Australian wastes”.

Nevertheless, the report highlights that a significant proportion of the overseas waste exports tap could soon be turned off.

On 1 March 2019, this move was followed by a complete ban on solid plastic waste to India. Reports indicate several Asian countries are also reviewing their waste import policies.

The Blue Environment report highlighted that if Malaysia, Vietnam and Thailand enacted waste import bans similar to China’s, Australia would need to find sustainable domestic or export markets for around 1.2 million tonnes, or $530 million per annum, based on 2017-18 export amounts.

But despite all this, governments have responded with a collaborative approach across Australia. Most state governments pledged to support local governments and the industry financially, temporarily allowing an increase in stockpiling limits.

In November 2019, at a meeting of environment ministers, the ministers agreed that waste plastic, paper, glass and tyres that have not been processed into valueadded material should be subject to an export ban.

In addition to a host of policy pledges, all ministers committed to identify any procurement opportunities in major road

projects that could use significant amounts of recycled materials.

They determined that the ban should commence on 1 July 2020 for all waste glass, with a phased approach that will see waste plastics, whole baled tyres and mixed paper and cardboard banned by the end of 2022.

How the policy will be enforced remains to be seen, but one thing is certain: this has accelerated the challenge for industry, and the pressure is on to come up with new and innovative solutions.

Roads have been targeted as potential homes for many recycled products, including plastic and glass. However, we need to be careful that we are not turning our roads into waste dumps and, in doing so, reducing their durability and performance, which would be contrary to circular economy outcomes.

When used, recycled materials should enhance the performance of Australia’s most valuable asset – our roads.

P L A N T

.

Glass, for example, can involve much more energy to transport and reprocess into sand than using available natural materials in a wide radius. However, it can be recycled into glass in perpetuity which provides a quality circular economy outcome.

Crumb rubber and some plastics can also enhance the performance of bituminous products. Therefore, in approaching the challenge, we need to ensure that the numbers stack up and the use of recycled materials does not reduce durability or long-term performance of road pavements but, rather, improve it.

On 11 February 2020, an industry forum was convened on this topic in Perth. The forum brought together close to 100 people from state and local government and industry.

The forum featured six leading experts from around Australia to share the latest thinking on the topic of circular economy

E Q U I P M E N T

.

P A R T S

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from a range of different perspectives. It aimed to help encourage greater uptake of circular economy principles in the flexible pavements industry.

The speakers were from Main Roads Western Australia, the City of Canning, Loop Platform, Tyre Stewardship Australia, Puma Energy and AAPA. It was very clear that industry is doing its part to achieve better outcomes.

Materials such as crushed concrete, fly ash, recycled glass, reclaimed asphalt product, industrial slag and crumbed rubber are already being used routinely.

In fact, the roads industry has many great examples of how it is reducing resource usage, energy and waste, reusing, repairing, and reprocessing at end of life, and recycling waste, much of it from other industries. While their success to date has been good, more can be done, and there was a very strong commitment in the room for that to happen.

S E R V I C E

&

S U P P O R T

ASTEC AUSTRALIA PAVING SOLUTIONS

EQUIPMENT TO BUILD AND RESTORE THE WORLD’S INFRASTRUCTURE ASTEC AUSTRALIA.

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With options for a range of vehicles or smaller items such as tools, you can protect your powered and non-powered resources from theft or unauthorised use. Simply set up movement alerts through app, mobile or email notifications.

Ctrack Asset has a number of flexible solutions to keep track of your assets, so you can keep your site running.

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ASPHALT IN ACTION

PAVER PURCHASING

CONSIDERATIONS

WITH MANY SIZES AND ADDITIONAL FEATURES, CHOOSING THE RIGHT ASPHALT PAVING MACHINE REQUIRES EXTENSIVE RESEARCH. ASTEC’S JORGE BOIL EXPLAINS THE KEY CONSIDERATIONS WHEN PURCHASING AN ASPHALT PAVER.

O

ne of the earliest reports of an asphalt paving machine dates back to the 1930s when Harry Barber, of Barber-Greene Company, invented an asphalt mixing and spreading machine.

Close to 100 years later, asphalt pavers have progressed in leaps and bounds while still containing those original features.

Purchasing an asphalt paver is a large investment, and with so many different features and functions that have developed over time, it is important to know what will best suit the work being produced.

Jorge Boil, Astec Business Line Manager for Infrastructure, says there are a variety of additional paver features to consider to ensure you have the right asphalt paver for the job.

“First, you will need to consider where and how the paver will be used. Be sure to factor in the application, budget, size of job, environment and crew’s experience and skill, as well as preferences,” Mr. Boil says.

“If you are considering doing smaller city jobs, you are probably looking at either a 1.8-metre basic width or 2.5-metre basic width paver which is easy to transport, but if you are looking at a major highway construction job, you will need a paver that has a 3.0-metre basic width which can hydraulically extend to 6.0 metres or more.”

The thickness of the asphalt laid for each job can also require some extra features for the paver. With high-volume asphalt jobs where you are creating a new road, a material transfer vehicle or shuttle buggy may be required to supply more of the asphalt material into the paver.

“Shuttle buggies are a great addition to a paving train that must be considered.

These are helpful when you are transporting asphalt across long distances for jobs,” Mr. Boil says.

Asphalt mix comes out of the asphalt plant at the correct temperature, and parts of the mix can cool down when being transported.

Mr. Boil says a shuttle buggy remixes the

Roadtec offers a variety of features in its asphalt pavers to maximise productivity.

material before it is put through the paver so it can be laid at an even temperature, avoiding temperature segregation and giving you more even compaction.

Mr. Boil says one of the most important things to understand when buying a paver is the maintenance and cleaning requirements.

“This is extremely important because, for example, if you don’t clean a paver at the end of each shift, the asphalt will cool down and stick to the machine and this puts the machine at risk of failures during the next day’s shift. When you start the machine on the next shift, you might break chains on the conveyors because the mix had dried onto them,” he says.

Cleaning can also help to extend the life of a paver because if another issue arises, you can quickly identify the problem and start repairs.

“While it’s important to visually inspect a machine, it’s also imperative to monitor the systems using telematics such as Roadtec’s Guardian System. This data can help you see when maintenance is needed,” Mr. Boil says.

The Roadtec Guardian telematics system is a standard feature in most Roadtec pavers.

The system allows users to view aspects of the paving machine in operation from the office.

“You are able to see where the machine is, how much fuel is burning, you can tell whether the paver is on paving mode or if

the machine is idle and you can see if there are any issues with the machine and locate those issues,” Mr. Boil says.

He says if a service department is based in a major city and the paver is working regionally, when an issue arises, the team can identify it from afar through the Guardian System. This way, Mr. Boil says, if repairs are needed, the service person can travel to the location prepared with the right parts and tools to fix the issue quickly.

In some instances, the team can correct issues remotely without having to travel to the paver. Roadtec’s Paver Production Reporting is another added feature that allows operators to view the performance of a paver as it relates to real productivity.

“You can see asphalt tonnes laid per day, the day’s total paving distance, the live speed and the total tonnes for the life of the machine, which can help to speed up productivity on site,” Mr. Boil says.

Roadtec also offers dedicated features to its asphalt pavers such as floatation tyres for better traction, flow gates for better control of material head and two dedicated operator stations which hydraulically extend beyond the edge of the paver for better vision during operation.

“Making sure you do the research to find the right paver features suited to your job is important for maximising productivity and minimising downtime,” Mr. Boil says. roadsonline.com.au

23

MIXING FOR HIGH

PERFORMANCE

TO CREATE A HIGH-PERFORMANCE ASPHALT MIX, THE AGGREGATES AND BINDER NEED TO BE SEAMLESSLY BLENDED. CIBER’S MARCELO ZUBARAN EXPLAINS HOW MIXING TIME CONTROL CAN HELP IMPROVE THE ADHESION OF ASPHALT MIXES.

The first image shows an iNOVA 1500 plant by Ciber with different filling levels, from 30 to 70 per cent. In this case, the best mix had 60 per cent of the filling level.

A

s the chemical bond between aggregates and bitumen depends heavily on the minerals that constitute the aggregates, quality asphalt relies on these materials being well mixed.

For aggregates that are more challenging to bond with bitumen, such as granite, mixing control can play a key role in ensuring the final asphalt mix is of a high quality.

Ciber Equipamentos Rodoviários, commonly known as Ciber, has been making asphalt plants for around 60 years. The company has delivered more than 1800 asphalt plants across the globe, including in Australia.

Marcelo Zubaran, Ciber Product and Application Specialist, says the company has been exploring ways to improve mix adhesion. To that end, Ciber has found certain factors can influence the final product. The first is applying high shear mixing force between the materials, which ensures the aggregates are coated.

“Once the mixing project requirements are defined with inputs and proportions of material, it is possible to enhance adhesion between materials in the asphalt plant through mixers,” Mr. Zubaran says.

“Granite, for example, has clay minerals, which do not bond well with bitumen.

Instead, granite attracts water, and if water comes between the bitumen and the aggregate, the final mix will be poorly bonded and may result in quicker pavement degradation.”

If mixers provide a high shearing rate, this can help guarantee the final asphalt mix is bonded well and will 24

ROADS APRIL 2020

perform to a high standard.

To achieve high shearing rates, an external pug mill mixer can be used. Although this is traditionally used on batch plants, Ciber has refined its pug mill mixer to operate on continuous plants.

“Batch plants were the first to use pug mill mixers because the production is cyclic. This means there is no need for a specific material movement in the mixer as afterwards the mix falls down, by gravity, towards the truck bucket or to a storage silo,” Mr. Zubaran says.

“Conversely, the continuous mixer must project the mix forward in a continuous flow to avoid material sticking to the plant in the process.”

Because a pug mill mixer consists of a double axis mixer, with arms and paddles that rotate and strike the material continuously, it helps to force the adhesion of the binder and aggregates.

“The pug mill mixer helps to make certain all surfaces of the aggregate are coated with bitumen, but it also ensures the bitumen is injected into the mix at a controlled temperature,” Mr. Zubaran says.

The burner and the pug mill mixer are separate components, so this eliminates any chance that the bitumen will be heated by the burner flame before being added to the mix.

“In some asphalt plants without pug mill mixers, the bitumen is injected inside the drum and close to the flame, and this can cause the binder to prematurely oxidise and affect pavement performance,” Mr. Zubaran says.

He says that in addition to high shear force, Ciber has found mixing time to be an important factor that can influence the adhesiveness of the asphalt mix.

“In general terms, the longer the mixing time, the larger the capacity to homogenise the materials,” Mr. Zubaran says.

In batch plants, he says, the production rate depends on the size of the mixer, how much material it can mix for each cycle and on the cycle time. However, the only variable in batch plants is the mixing time. The material quantity or filling level inside the mixer will normally be the maximum capacity of the plant.

In a continuous plant, the amount of material cannot surpass the limit of the asphalt plant, so the mixing time is adjusted depending on the type of mix and the amount of material.

“If the mixer is too empty, the aggregates are projected too far to the front, not mixing enough for sufficient homogeneity. When it is too full, movement from the bottom of the mixer up does not happen, also affecting homogeneity,” Mr. Zubaran says.

In a mixer, the aggregates should be thrown up from the bottom to contact with the paddles. They are then cushioned by the mixer structure and, by gravity, fall into the lower portion of the mixer to be thrown upwards again.

“This movement allows for an intense shock between the different sizes of aggregates with bitumen making the mix homogeneous,” Mr. Zubaran says.

Modern Ciber continuous plants with a pug mill mixer can adjust the mixing

ASPHALT IN ACTION

This image shows the mixer operating with a filling level of 60 per cent and different production rates: 75, 112 and 150 tonnes per hour.

time, which is controlled by plant automation, eliminating the need for mechanical intervention.

The company has been refining its mixing time control technology since 2017 to further improve asphalt adhesion.

“It is possible in both continuous and batch plants to adjust the mixing time to achieve better adhesiveness, even at maximum plant production,” Mr. Zubaran says.

The filling level for the pug mill mixer will be indirectly controlled by the continuous plant through the position of a gate placed between the mixer and the drag elevator.

“The gate will work automatically according to the filling level that is determined by the plant operator,” Mr. Zubaran says.

In a test using an iNOVA 1500 plant by Ciber, Mr. Zubaran says the best mix had a 60 per cent filling level, after testing filling levels from 30 to 70 per cent. However, this will vary on a case by case basis.

Importantly, Mr. Zubaran says the best filling rate for each plant and mix type needs to be determined for optimum production.

“Once the ideal filling level is defined and maintained, if the production rate of the plant is reduced, the technology will increase the mixing time at the same proportion,” he says.

“In this case, the maximum production capacity in the plant was 150 tonnes per hour, a filling level of 60 per cent was found as the best mix performance,” Mr. Zubaran says.

Furthermore, with increased filling levels, the standard mixing time will be increased and the production will decrease.

“These components and technologies, when applied to a mixer in continuous and batch plants, enhance the adhesiveness of the asphalt mix dependent on the way the characteristics of the materials react with each other,” Mr. Zubaran says.

Mr. Zubaran says customisation of mixing time is essential to the production of special mixes, ensuring they perform to a high standard in construction.

He says Ciber aims to achieve the result of quality mixing by the attainment of a highperformance asphalt mix as projected in a lab, where the environment is controlled and there is a much smaller production rate.

CONQUERING A CRUMB

RUBBER CHALLENGE PUMA BITUMEN’S NEW CRUMB RUBBER MODIFIED BINDER IS SET TO BECOME A STANDOUT IN ITS SUITE OF HIGH PERFORMANCE ROAD BINDERS. MEETING AUSTROADS BINDER SPECIFICATIONS, IT HAS BECOME ONE OF THE FIRST CRUMB RUBBER BINDERS THAT REQUIRES NO CHANGES TO A STANDARD ASPHALT MIX DESIGN.

I

n 2019, the Victorian Department of Transport, Tyre Stewardship Australia and the Australian Road Research Board set the road construction industry a challenge.

As part of a plan to accelerate crumb rubber asphalt, industry was asked to create a high-performance mix equivalent to their current stone mastic asphalt with polymer modified binder.

Consequently, the Department of Transport and Tyre Stewardship Australia announced tenders in 2020 for up to six variations of high-performance asphalt.

These asphalt mixes will make up a largescale trial of crumb rubber asphalt on an arterial road, taking place in Melbourne.

Results from the trial will be used to inform Victorian crumb rubber specifications for arterial roads. By giving

authorities and end-users the confidence to incorporate crumb rubber in high-traffic applications, its usage will continue to grow and subsequently reduce the environmental impact of end-of-life tyres.

It has now been four months since the trial was announced, and the road construction industry has been prepping its rubber asphalt mixes for implementation.

Partly inspired by the Department of Transport’s challenge, major bituminous product supplier Puma Bitumen developed OLEXOCRUMB, a crumb rubber binder that will be used in the trial.

“Going further for better-performing roads” is not just a tag line, but an ethos deeply embedded in the character of the Puma Bitumen team. This ethos is shown in their latest creation, OLEXOCRUMB,

“Going further for better performing roads” is not just a tag line, but an ethos deeply embedded in the character of the Puma Bitumen team.

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ROADS APRIL 2020

which conforms to the Austroads polymer modified binder specification and can, therefore, be used in existing contracts.

The binder incorporates 10 per cent recycled tyre rubber and can be incorporated into asphalt mix designs as a direct substitute for conventional polymer modified binders.

As the rubber provides elastic properties to the binder, the mix represents a highvalue application of the waste material, with every tonne produced repurposing the equivalent of 15 passenger tyres.

Erik Denneman, Puma Bitumen Technical Manager – Middle East and AsiaPacific, says the initiative to develop OLEXOCRUMB came from the challenge society and governments are facing in finding beneficial uses for waste tyres.

With countries like India clamping down on used tyre exports, the export of whole baled tyres is increasingly becoming unsustainable. Over the past five years, Australia generated 56 million equivalent passenger units annually, with used tyres that are not recovered often sent to landfill or stockpiled.

Dr. Denneman says that OLEXOCRUMB will help reduce Australia’s tyre burden by demonstrating performance outcomes that can compete with existing options.

“The performance of OLEXOCRUMB is equivalent in all aspects of performance to our existing polymer modified binders,” Dr. Denneman says.

OLEXOCRUMB is a hybrid binder, containing both tyre-derived rubber and styrene-butadiene-styrene rubber. The key benefit to this particular crumb rubber binder is that the asphalt mix design does not have

ENVIRONMENT & SUSTAINABILITY

Puma’s OLEXOCRUMB range will make up a large-scale trial of crumb rubber asphalt on an arterial road.

to be altered to accommodate the binder.

“Normally when you put rubber into bitumen, it leaves residual rubber parts and you then have to change the mix design to make space for it in the asphalt. With OLEXOCRUMB, there is negligible residual rubber, so you don’t have to change the mix design,” Dr. Denneman says.

“Changing a mix design is a timeconsuming and costly exercise and if you have to change it to allow for residual rubber, that has a significant impact.”

Puma Bitumen, in partnership with Boral Asphalt, has already completed a trial with a Victorian local council, where a section of OLEXOCRUMB asphalt was laid on 2 March 2020.

“The binder complied with all requirements of the Austroads specification and that was our main goal. The contractor was also able to place the asphalt successfully and it behaved just like a normal binder would on the rollers and paver, which is what we expected,” Dr. Denneman says.

“This binder can be used immediately and on a large scale, so potentially we could see a lot more rubber used in more asphalt, very quickly.”

Dr. Denneman says Puma’s production method for OLEXOCRUMB resulted in negligible crumb rubber residue, meaning it can be used in the same way as conventional bituminous binders. He

says the support of industry-leading manufacturing equipment allowed the speciality binder to become a reality.

“We have very efficient, high-powered production facilities which were designed for our premium polymer modified binders in our OLEXOBIT range that have proved highly successful in the past,” he says.

“That same equipment, which is unique to Puma, is also uniquely suited to make this type of crumb rubber binder.”

Added to the environmental benefits is the use of a warm mix additive, which allows the asphalt to be produced at lower temperatures.

“We decided to produce this product with a warm mix as for every 12 degrees of temperature reduced in the production of asphalt, the level of emissions is halved,” Dr. Denneman says.

The asphalt will be produced at temperatures below 165 degrees Celsius in line with the Australian Asphalt Pavement Association’s recommendation for crumb rubber.

Puma Bitumen performed laboratory asphalt and binder testing to ensure the binder met all requirements in the Austroads specifications.

Puma’s OLEXOCRUMB binder was laid as part of the VicRoads demonstration overnight on 18 March in partnership with Boral (weather permitting).

The mix laid in the demonstration trial

was a stone mastic asphalt mix using OLEXOCRUMB as the binder.

The Australian Road Research Board monitored emissions on the night the asphalt was laid and will monitor the pavement’s condition over two years.

Dr. Denneman says emissions monitoring is one of the most important parts of the trial, as it will be key to demonstrating that the asphalt mixes being laid do not expose workers to harmful emissions.

He adds that Puma Bitumen expects that the results of the trial will confirm with work done elsewhere. Dr. Denneman says that in line with that work, it will show that if placed at warm mix temperatures, the amount of emissions from crumb rubber modified asphalt are on par with conventional asphalt.

Puma Bitumen expects to be able to offer this binder as part of its product offering in Victoria, NSW and Queensland later this year. The company could also potentially look at offering binders with crumb rubber as a standard, in place of traditional binders, to the industry in the future.

“We are fully expecting to be laying more of this bitumen very soon, in states across the country,” Dr. Denneman says.

“I believe the industry should be focusing on products that give us improved performance, not just reducing waste to landfill, and OLEXOCRUMB undoubtedly meets both these criteria.” roadsonline.com.au

27

Having a document endorsed by the Department of Transport aims to give councils the confidence they need to specify crumb rubber asphalt in low-traffic roads.

A NEW ERA

FOR CRUMB

AN AUSTRALIAN-FIRST SPECIFICATION IS SET TO INFORM THE USE OF CRUMB RUBBER IN ASPHALT APPLICATIONS ON LOW-TRAFFIC ROADS.

F

or the past six months, Liam O’Keefe, Senior Strategy Manager at Tyre Stewardship Australia (TSA), has been travelling from state to state on an education mission.

Going beyond platitudes about the circular economy, Mr. O’Keefe has been focused on supporting the product pull-through of tyre-derived product in roads. It’s a simple strategy – change the specifications, demonstrate benefit, create demand and subsequently enable supply.

From last year’s Australian Asphalt Pavement Association (AAPA) followed by the Institute of Public Works Engineering 28

ROADS APRIL 2020

Australasia (IPWEA) Conference, Mr. O’Keefe has been a busy man. He’s since presented at the Major Roads Project Victoria Forum, the Australian Local Government Association Roads Congress in SA, the Local Government Association of Queensland Waste Forum and an AAPA Breakfast in Perth.

Around three months ago, when trawling through his notes at the Australian Local Government Association conference for yet another presentation, the dot points evoked a simple yet impactful message.

“The reality is that the best proponents of councils to build roads with tyre-derived

product are councils who have built roads,” he recalls.

“The message has much more resonance when it comes from fellow practitioners than people like myself.”

While crumb in spray sealing is well known and used across Australia, notably in Victoria, it’s tyre-derived product asphalt applications that are once again back on the agenda.

“When Russell King from the City of Mitcham gets up and says ‘I’ve done it, I’ve built it!’, it just cuts through. So what we want to do is create an army of council proponents, advocates or representatives

ENVIRONMENT & SUSTAINABILITY

who have done it themselves on their own roads,” Mr. O’Keefe says.

In looking at Queensland, Mr. O’Keefe is talking real numbers and tangible outcomes.

“What we’ve seen in Queensland is we have reports of significant declines in polymer modified binder usage of around 30 to 40 per cent in some regions,” he says.

With that in mind, the “we’re doing it!” battle cry of crumb rubber asphalt in roads has taken more than five years to hold such significance – but a distinct shift is evident.

TSA worked collaboratively with major road authorities to change the specifications. These were predominately around open and gap graded asphalt, including the Victorian Department of Transport, Main Roads WA and Department of Transport and Main Roads Queensland.

Over that time, TSA accelerated uptake in the market in 2018 when it shifted focus for its market development fund from research and development to demonstration and infrastructure. However, a clear piece of feedback was that councils have their own nuances, and so a customised set of specifications was needed.

“What we’ve found is the local government sector has different requirements for the way in which they manage their assets to road authorities,” Mr. O’ Keefe says.

He says that part of the reason TSA has traditionally focused on the road authorities is that councils defer to the road authority specifications.

“It’s kind of like a default to manage risk, but in reality, the specifications and the recipes for building roads for road authorities are somewhat different to local government,” Mr. O’Keefe explains.

“So now we’re really focusing on giving local government what they need to build rubberised roads – that’s the priority.”

In November, the Department of Transport in Victoria released the light traffic crumb rubber asphalt specification.

The specifications are a collaborative effort between Sustainability Victoria – which co-funded their development – the Department, AAPA, the Australian Road Research Board and IPWEA Victoria.

Arthur Apostolopoulos, Manager Pavement Technology at the Department of Transport, says the key driver of the

specifications was to increase the use of crumb rubber in asphalt.

“While there are specifications out there for the use of crumb rubber, it was usually focused on heavy traffic roads, which makes [crumb rubber] asphalt expensive,” Mr. Apostolopoulos says.

He says that with an appetite from the local government sector for greener infrastructure, the Department saw an opportunity to increase crumb rubber uptake in a low-traffic landscape not competing with polymer modified binders.

A submission was put to Sustainability Victoria at the start of 2019 to develop a specification. From there, the Australian Road Research Board conducted laboratory tests to ensure the crumb rubber asphalt was comparable to conventional light traffic asphalt mixes. The results went out to industry for public comment in the middle of the year, and a formal specification was

“THIS VALUE PROPOSITION IS AN EASY SELL FOR A LOCAL GOVERNMENT TO ITS COMMUNITY, ESPECIALLY WHEN THEY CAN STATE THAT THEY ARE ASSISTING WITH THE SUSTAINABILITY OF THE ENVIRONMENT THROUGH REDUCED STOCKPILING OF A WASTE PRODUCT.”

published by the end of last year.

Mr. Apostolopoulos says that because the specification is currently limited to lowtraffic roads, the Department is confident it can go straight to implementation.

AAPA Executive Director Norbert Michel says that local governments typically refer to the Department for guidance on pavement treatments. For this reason, he says, having a document published by the Department and endorsed by AAPA members will likely lead to an increase in the uptake of sustainable pavement treatment alternatives.

He says that greater uptake of crumb rubber solutions is likely to drive down the price of production. This will ultimately make the selection of such a treatment cost competitive to a standard treatment, with the improved performance characteristics compared to a conventional treatment.

“This value proposition is an easy sell for a local government to its community, especially when they can state that they are assisting with the sustainability of the environment through reduced stockpiling of a waste product,” Mr. Michel says.

Mr. Michel says that ultimately, having a harmonised set of specifications across Australia will yield significant benefits through increased efficiency and reduced costs. He says the AAPA will continue to work with its members and other road agencies in the states and territories to encourage the uptake of sustainable resources that have been tried and tested.

The Local Government Association of Queensland Conference saw industry leaders discuss recycled content in roads.

roadsonline.com.au

29

Crumb rubber asphalt in low-traffic roads is set to be explored across a range of different Victorian conditions.

Mr. O’Keefe says the specification is a game-changer. As a first in Australia, the goal now will be to raise awareness so that every council can consider how crumb could be applied to local governmentmanaged low-traffic asphalt roads.

The document explains light traffic crumb rubber asphalt is an asphalt which contains crumb rubber, obtained from waste tyres, to be used as surfacing on low-traffic roads.

The section is a supplement to Standard Section 407 – Hot Mix Asphalt and provides the requirements for light traffic crumb rubber asphalt that can complement, or override, the requirements of Section 407.

The specifications cover compliance with Australian Standards AS2008, Austroads Documents AGPT/T190 and VicRoads Codes of Practice RC 500.01 and RC 500.16.

Crumb rubber must comply with the requirements of AGPT/T190, and the use of uncured or devulcanised rubber is not permitted. Crumb rubber must be processed from waste tyres generated in Australia and processed by a TSA-accredited supplier.

Additionally, the specification indicates they must be a uniform material consisting of synthetic or natural rubber from car or truck tyres or a mixture of both and free of deleterious materials.

Other applications and the relevant standards are also noted, such as undertaking a dry or wet mixing process, aggregates, filler, a binder or reclaimed asphalt pavement.

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In terms of next steps, Mr. O’Keefe says the plan is to test the specifications across a range of different Victorian road conditions, with expressions of interest to be released for up to 10 participating councils. This could include a mix of urbanised, coastal, desert and mountainous environments.

“We want case studies that demonstrate the utility of crumb rubber mixes to help councils create a better road network for their community,” he says.

He says, for example, the western suburbs, which has expansive clay surfaces, could benefit from crumb rubber, which could offer resistance to reflective cracking.

“In Victoria, we’ve got really varied landscapes and road circumstances; for example, the Alps,” Mr. O’Keefe says.

David Hallett, IPWEA Victoria CEO, says that the light traffic crumb rubber asphalt is a positive step forward for IPWEA members looking for confidence in specifying crumb rubber asphalt.

“Local government is typically risk-averse given its responsibility to be prudent with ratepayer money and to use products that will last,” Mr. Hallett says.

“Council engineers are also very visible to the communities they serve – especially in regional areas – so there is a personal dimension to the introduction of any new material or process.”

IPWEA’s role will be to support the local government sector’s appetite for increased sustainability outcomes.

“The challenge is the gap in the middle, which is really a risk gap to ensure all products are suitable for the long-term,” Mr. Hallett says.

“So we’ve been very keen to support whatever proving can be done to give everyone the comfort they need so that they can be informed buyers.”

He says that by demonstrating the product in different environments and monitoring it over time, IPWEA believes the mixes can be demonstrated and validated Victoria-wide.

Mr. Hallett says that while road performance is best measured in decades, the practicality of testing the product’s effectiveness will be continual.

“I think we’ll be looking to measure it after six months, 12 months, two years and beyond. It will be an ongoing process, but we’ll be hoping we can report back success of the product in all of these different environments over an extended period.”

Mr. Hallett points out that tyre-derived products are also suited to bike paths, car parks and other council road applications.

Mr. O’Keefe says that he hopes the model can be used in other states and territories.

In addition, this year, he says TSA is also looking at national binder specifications for crumb rubber with Austroads. Over in Queensland, TSA is working on a regional strategy to inform council-specific specifications for the South East Queensland region with Brisbane City Council and the Australian Road Research Board.

To that end, Mr. O’Keefe hopes contractors will continue to invest in crumb-rubber-specific equipment, including mobile and regional plants.

“There are hundreds of thousands of tonnes of asphalt laid every year. One of the benefits of crumb rubber is that it always costs a similar amount for companies and government procurers – the price doesn’t fluctuate as it does with commodity prices for waste sent offshore,” Mr. O’Keefe.

He says that of the thousands of tonnes of asphalt laid each year, he could confidently estimate TSA is looking at accelerating around 3000 to 6000 tonnes of crumb rubber within the sector annually.

“This is a tangible example of where real impact is being realised. In this case, the circular economy isn’t so hollow,” he jokes.

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ENVIRONMENT & SUSTAINABILITY

SUPPLYING THE MORDIALLOC

FREEWAY FOUNDATION T

he $375 million Mordialloc Freeway project will see a continuous road connection constructed between Frankston and Clayton in Melbourne.

The nine-kilometre freeway will provide an uninterrupted journey from the Mornington Peninsula Freeway in Aspendale Gardens to the Dingley Bypass in Dingley Village. It includes bridges over wetland areas, grade-separated interchanges and a cycling and walking path.

In late 2019, the joint venture chosen to design and construct the freeway, McConnell Dowell and Decmil, began early works. To obtain soft rocks for the earthworks, the joint venture turned to ResourceCo. It is part of the joint venture’s commitment to source at least 96 per cent of material and employment locally.

ResourceCo Material Solutions Chief Executive Officer Steve Harrison says the company was proud to secure a contract with Hanson Construction Materials for the transportation of high volumes of soft rock materials for the project, supporting the McConnell Dowell Decmil joint venture.

“A key factor behind winning the contract is our performance in terms of output, efficiency, reliability, safety and on-time delivery,” Mr. Harrison says.

ResourceCo Material Solutions is moving around 15,000 tonnes per day and will scale up to more than 20,000 tonnes per day during peak times.

“We can increase material output by using our ability to efficiently upscale production. This means we will build our operations from 90 to 120 trucks per day delivering materials from local quarries at Hanson Construction Materials and Boral, as well as suitable material we have sourced from local basement digs, to the Mordialloc Bypass,” Mr. Harrison says.

Soft rock materials are typically used for 32

ROADS APRIL 2020

ResourceCo Materials Solutions is moving around 15,000 tonnes a day of material on the $375 million Mordialloc Freeway project.

highway base layers to provide a foundation for the road to be constructed.

“ResourceCo Material Solutions has invested nearly $17 million dollars for 42 Performance Based Standards [PBS] quad vehicles, and we’re using some of these trucks on the new Mordialloc Freeway project.”

Mr. Harrison says these vehicles can carry up to 38 tonnes of materials per load compared to standard trucks, which are limited to carting up to 32 tonnes.

“By achieving higher carrying capacity, we’re significantly reducing the road transport footprint of the project, which is excellent from a risk management profile. In addition to our PBS quads, we also have hundreds of local subcontractor vehicles to assist in delivering materials as required,” he says.

“That access to subcontractor vehicles is crucial given projects often experience spikes in supply requirements triggered by unforeseen delays. It means we’re strongly placed to deliver project outcomes on time without an extension to original delivery timeframes.”

ResourceCo Material Solutions has demonstrated this capacity on significant past projects including the WestConnex M5 build in Sydney, where the company moved over four million tonnes of material in 24

Image credit: Artists impression of the bypass from Victoria's Big Build.

RESOURCECO MATERIAL SOLUTIONS IS PLAYING A SIGNIFICANT ROLE IN THE CONSTRUCTION OF THE NEW MORDIALLOC FREEWAY AIMED AT IMPROVING TRAVEL TIMES AND EASING CONGESTION IN MELBOURNE’S SOUTHEAST.

months and scaled up its services to deliver 20,000 tonnes daily as required.

“The capacity to cart significant volumes of materials in a short amount of time, while meeting stringent safety compliance, is at the forefront of everything we do.

“It’s our priority as a business to ensure we meet and exceed compliance and chain of responsibility requirements at all times.”

To further improve its efficiencies, ResourceCo Material Solutions is using an electronic docket system which can monitor trucks live from phones, tablets or computers at any time.

“It’s about having a paperless data tracking system which also gives our clients access to the specific location of vehicles and provides greater transparency, assisting in more timely decision-making,” Mr. Harrison says.

The soft rocks supplied for the project will help construct foundations for the project’s six bridges, new entry and exit ramps, upgraded intersections and the new shared walking and cycling path.

The Mordialloc Freeway, delivered by Major Projects Victoria, is expected to be finished by late next year and it’s estimated 75,000 motorists will use the route daily by 2031. The project will aim to take around 13,000 trucks off local roads, returning those roads to residents.

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COUNCIL PAVES THE WAY TO

GREENER ROADS AS MORE AUSTRALIAN COUNCILS LOOK TO RECYCLED ROAD PRODUCTS, MORETON BAY REGIONAL COUNCIL IS DEMONSTRATING LEADERSHIP WITH SUBSTANTIAL VOLUMES OF RECYCLED PRODUCT USED IN ITS RESURFACING PROGRAM.

T

he movement towards prioritising recycled products in road infrastructure is increasingly gaining traction in the local government sector.

Towards the end of 2019, nine South Australian councils signed a memorandum of understanding (MOU) to prioritise the purchase of products made from recycled materials, including road and construction materials.

The Southern Sydney Regional Organisation of Councils (SSROC), which represents 11 member councils, followed with an MOU to develop a framework for regional procurement of recyclables in infrastructure. SSROC set a target to recycle 45 million glass bottles per annum, citing the Council of Australian Governments’ plan to ban the export of recyclable materials as a reason for the MOU. Whether the ban itself is a damp squib that doesn’t directly amount to extensive recycling outcomes is a notion that may

be better understood over time. Moreover, when it comes to waste streams such as tyres and glass, the impact of an export ban is negligible.

Small amounts of glass are exported per year compared to other waste at less than 20,000 tonnes in 2017-18, according to the Consultation Regulation Impact on phasing out certain waste exports.

Despite this, the symbolism of a ban is telling: using recycled product in local government road infrastructure projects is a high priority.

In Queensland, for example, Moreton Bay Regional Council has set its sights on working towards including recycled product in all its road resurfacing projects.

Towards the end of last year, Moreton Bay Regional Council resurfaced six Caboolture streets with PolyPave, an innovative, high-performance asphalt containing reclaimed plastics and pavement. Recycled materials leader Alex Fraser developed PolyPave and supported

Six streets were resurfaced with PolyPave, an innovative highperformance asphalt containing reclaimed plastics and pavement.

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the successful uptake by a range of councils throughout Australia, including Victoria’s City of Yarra, the City of Bayside, the City of Maribyrnong and Queensland’s Redland City Council.

Sustainability is a priority for local governments, particularly those setting ambitious emissions reduction targets, and an evidence-based approach to performance is proving equally important.

Alex Fraser put its green asphalt through its paces. Following an intensive research and development phase, PolyPave was subject to extensive, independent testing by with a third-party, NATA-accredited laboratory. Importantly, this testing ensured PolyPave met Australian and Austroads asphalt standards, as well as the asphalt design testing required for mixes to be allowed by the Department of Transport.

The research and development compared PolyPave asphalt with a control mix. The tests showed an improvement of 15 per cent in wet tensile strength, a 20 per cent increase in rut resistance and a four per cent increase in fatigue life.

Eddie Hopson, Team Operations Manager at Moreton Bay Council, says that when it came to the application of PolyPave, the primary driver was improving environmental outcomes while ensuring no reduction in performance.

“Recycling plastic is something the entire country has to become better at with the cessation of waste materials exports,” Mr. Hopson explains.

“Moreton Bay Regional Council is the third-largest local government in Australia which leaves us in a good position to not only make economically sound decisions, but also ensure we leave our environment in a better place for our children.”

Mr. Hopson says discussions started

ENVIRONMENT & SUSTAINABILITY

ENVIRONMENTAL SAVINGS (per street): Street Reclaimed Asphalt % Lady Nelson Ct 20% Nanbaree Ave

Chappell Ct

Macquarie Ct

Boongaree Ave

George Bass Ct

around July 2019 with tier-one asphalt contractors to support the council’s environmental initiatives around asphalt.

Moreton Bay Regional Council’s partnership with Alex Fraser sister company Suncoast Asphalt put PolyPave in the spotlight as an innovative, sustainable choice. The council took a step towards greener roads accepting its first delivery PolyPave in November 2019.

The project will see around 1400 wheelie bins worth of waste reused in the roads, including 112 tonnes of reclaimed asphalt and about 14,000 hard plastic bottles, such as milk and shampoo bottles.

“The fact is it’s not only recycled material.

It also offers improved durability, and a longer life expectancy of the asphalt pavement – it’s a win-win,” Mr. Hopson says.

More than 15 streets have been paved with PolyPave to date. The council is also investigating its use on resurfacing works delivered by Suncoast Asphalt on its entire future resurfacing program.

Carbon savings are a key benefit driving the councils’ choice, with PolyPave achieving up to 48 per cent less carbon emissions, with 7.7 kilograms per tonnes, compared to conventional asphalt. The project alone has saved more than 770 kilograms of carbon emissions.

Alex Fraser and Suncoast Asphalt’s General Manager Brendan Camilleri says the company has seen a huge uptake of PolyPave in Victoria and Brisbane, where the product aligns with nearly all local government environmental, infrastructure and procurement policies.

“Some of these councils are using PolyPave on their entire road maintenance program,” Mr. Camilleri says.

He says that most councils Alex Fraser works with are conscious of climate change and their responsibility to make sustainable choices.

“They are keen to use asphalt products that incorporate recycled materials, especially when those environmental

Plastic Bottles 1250 bottles 875 bottles 200 bottles 200 bottles 1375 bottles 175 bottles

Carbon Savings 69 kg 241.5 kg 55.2 kg 55.2 kg 379 kg 48.3 kg

benefits are coupled with improved performance and longevity. It not only reduces their carbon footprint, but reduces the long-term cost of road maintenance for ratepayers.”

In addition, Moreton Bay Regional Council is working with a number of

on all roads in the future and we want to be at the forefront of change, whether it’s PolyPave or other products including glass and crumb rubber.”

A RMIT lifecycle assessment estimated that by simply switching to using a green asphalt mix like PolyPave, projects could save up to 11 kilograms of carbon per tonne of asphalt. These savings come from the reduced emissions associated with substituting natural resources with locally sourced recycled materials and the use of energy-saving manufacturing practices, like warm mix technology.

Mr. Camilleri says that PolyPave is the ideal solution for councils looking for ways to contribute to a circular economy,

Peter Flannery and Peter Ferlan were excited to be part of the project.

other road construction contractors with increased reclaimed asphalt pavement, glass and crumbed rubber content.

Mr. Hopson adds that both council and manufacturer need to manage risk accordingly to ensure recycled products can be developed further and become more economically viable.

“I think that the symbiotic relationship between manufacturer and local government is important,” Mr. Hopson says.

“As more councils begin to use recycled products, we’ll see a shift towards a stronger circular economy and far-reaching environmental benefits across multiple local government areas.”

Mr. Hopson’s advice is for local governments and road agencies to continue to investigate more sustainable options.

“There’s an acceptance and drive by council to use environmental mixes

reducing the strain on limited natural resources and the carbon footprint of their roadworks.

“It’s also an excellent demonstration of what can be achieved from councils’ own kerbside recycling programs,” he says.

“Two of the first local governments to use PolyPave reported an overwhelmingly positive response from their residents.

People were impressed to discover the waste they put into their yellow wheelie bins was diverted from landfill and actually recycled into something of value that was being reused in new roads that will last longer.”

Mr. Hopson says the council’s goal is to use environmental mixes on all Moreton Bay road resurfacing in the future.

“We’re ramping it up and certainly looking at more opportunities for next year. Environmental asphalt is the way of the future.” roadsonline.com.au

35

ROUNDABOUT

REVOLUTION

ENGINEERS CAN NOW USE THE NEWEST VERSION OF TRANSOFT SOLUTIONS’ SPECIALISED ROUNDABOUT SOFTWARE TORUS 6.0 TO ANALYSE AND DESIGN NONCIRCULAR ROUNDABOUTS AS WELL AS GENERATE 3D ROUNDABOUT DESIGNS AT THE CLICK OF A BUTTON.

TORUS generates initial roundabout geometry honouring reference criteria.

S

ome unique road designs in Australia have roundabout features that are adapted to improve traffic flow.

There are dumbbell interchanges, made up of two roundabouts to clearly direct traffic. One is on the Pacific Motorway at Brunswick Heads in NSW and the other is on the Princes Highway near Pakenham in Melbourne.

The Mitchell Freeway, just before the Murray River Bridge, even features a roundabout type interchange called a cloverleaf, a two-level interchange with left turns typically on ramps to ease congestion and increase safety.

To enable road designers and constructors to plan these types of unique interchanges and intersections, Transoft Solutions has

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ROADS APRIL 2020

updated its software for roundabout design, TORUS, to include non-circular roundabouts.

This is just one of many new features with the release of TORUS 6.0.

TORUS was first launched in 2009 with the basic function to improve the process of designing a roundabout. Since then, the software has consistently evolved. When it was first developed, there were no products for balancing safety, performance and geometrics despite the increased interest in roundabout projects.

Daniel Shihundu, Transoft’s Senior Vice President of Civil and Transportation and a professional engineer with 20 years’ experience, says roundabout design features several competing factors that need to be assessed at the same time.

“You are looking at safety components, performance aspects and the cost [determined by the roundabout size and effect on right-of-way] simultaneously when designing a roundabout, and this is generally a very iterative process,” Mr. Shihundu says.

At a basic level, TORUS generates initial roundabout geometry honouring reference criteria and provides real-time feedback for recommended dimensional and analytical ranges.

The software has a section for design guidelines that features several Austroads roundabout guidelines, including the Austroads single-lane roundabout (50 kilometres per hour) and Austroads two-lane entry (50 kilometres per hour).

“TORUS uses the design methodology

TECHNOLOGY & EQUIPMENT

outlined in Austroads guide to road design part 4B and incorporates Austroads 2006 and 2013 design vehicle libraries. This allows the roundabout to be designed based on that criteria. A designer in Australia will just have to select the necessary Austroads design guideline and then modify the roundabout elements and customise it to their needs,” Mr. Shihundu says.

The latest release of TORUS will give users the opportunity to automatically generate roundabout geometry that is non-circular, such as dumbbell or dogbone intersections, which can be useful when faced with rightof-way constraints or increasing safety at intersection crossing points.

TORUS 6.0 also features an improved user interface. Mr. Shihundu says Transoft took feedback directly from major users and stakeholders to improve the software.

“Users identified certain tasks that required a number of steps, so we took that as an opportunity to streamline those processes and make the interface easier to use,” he said.

“Additional to the interface, TORUS’s 3D capabilities allow users to visualise the roundabout components as the design progresses. Traditionally, roundabout design has been done in 2D, and then 3D components were added to provide a realistic picture.”

TORUS 6.0 now provides the designer with an opportunity to confirm the design functions as intended early in the process.

The software uses the patented Vehicle Envelope Method technology, powered by Transoft’s AutoTURN, which remains the industry’s defacto software for vehicle swept path analysis.

“Any vehicles in AutoTURN are now available for use in TORUS. These have been brought over so that designers can test roundabout performance with specific design vehicles,” Mr. Shihundu says.

He says the main benefit for designers when using TORUS 6.0 is the in-built design guidelines and analysis checks, providing immediate user feedback. Other benefits include fastest path, sightlines (or triangles) and vehicle movement evaluation. All these can be modified, and the roundabout geometry is updated dynamically.

“The software has automatic technology that alerts the user when certain parameters related to safety, performance or cost are outside the designer’s chosen range,” Mr. Shihundu says.

For instance, he says, if the entry speeds into the roundabout for vehicles are above the specified value, the designer will be immediately notified and the design can be changed.

“If you were manually designing the roundabout using CAD software, you would have to go back and measure each geometric aspect manually and apply the necessary speed equations to find out where the speeds went too high. But TORUS will give

you a notification as well as heads-up table summarising the speeds in each roundabout leg,” Mr. Shihundu says.

When making modifications to the design on TORUS, the computations are automatically regenerated so that the design does not have to be redrawn, saving designers a significant amount of time.

For additional safety analysis in the design phase, TORUS 6.0 allows the user to ensure there are adequate sightlines (sight triangles) on approach and through the roundabout they are designing.

“As a designer, you want to make sure that drivers using the roundabout are able to see the pedestrians and allow enough time to react. In TORUS, you can view the design from that point of view and know whether certain pedestrian crossings are going to be safe,” Mr. Shihundu says.

So far in Australia, Mr. Shihundu is aware of a number of major road authorities and large engineering companies using the software in Australia.

“The power of this software is something we have seen our users appreciate over the years from when we launched the first version,” Mr. Shihundu says.

“In the United States, for example, we have about 25 Departments of Transportation using the product, and I am confident we can get similar bodies in Australia to benefit from the roundabout analysis capabilities of TORUS 6.0.”

The software has automated technology that alerts users when certain parameters related to safety, performance and cost are outside the designer’s chosen range.

roadsonline.com.au

37

DOCUMENT CONTROL

AND BEYOND

DOCUMENT ORGANISATION AND CONTROL CAN HELP DIVERSE STAKEHOLDERS STAY ACCOUNTABLE AND ACHIEVE PROJECT GOALS ON LARGE INFRASTRUCTURE PROJECTS.

W

hat do some of the biggest infrastructure projects in Australia have in common?

Aside from billions of dollars worth of contracts and equipment, thousands of workers and endless project documents, some major transport infrastructure projects underway in Melbourne, Sydney, Brisbane and Perth share one more critical feature.

These major Australian projects use a document control system, many of which are from leading construction project management software company InEight.

InEight Document’s inherent flexibility caters to the wide variety of project specifics typical to major infrastructure works.

The solution is a specialised construction document repository for capturing, controlling, versioning, analysing and distributing project documents, while also tracking their history.

Rob Bryant, Executive Vice President – Asia-Pacific with InEight, says using document control systems that are not suited to multifaceted large-scale projects can lead to inefficiencies or rework. The risk, he says, is projects can run over time or budget.

InEight Document is a project-centric solution that organises documents and makes them available to teams in real-time through desktop and mobile tools. It helps ensure everyone is working from a single source of document truth and is able to access the most up-to-date version of each document, wherever work finds them.

“We have found on any project that there is an average of seven revisions to each document or drawing, and major projects can have towards one million project documents in total,” Mr. Bryant says.

InEight’s solution uses metadata, the basic 38

ROADS APRIL 2020

With major infrastructure projects, it is important to start with the end in mind.

information that describes a document, to intelligently manage all documentation.

“The solution helps categorise documents by type, area, status, date and originator,” Mr. Bryant says.

Each project will have its own unique parameters for document management, and InEight Document enables each party to easily customise its work breakdown structure to the needs of each project.

“With a simple system, you might have mail correspondence in one application, documents in another and photos in yet another. There is no connection there and, in reality, these documents are almost always related,” Mr. Bryant says.

“A true system is going to connect the links between documents so people can leverage the connections to find things much faster.”

With InEight Document, the user can create folder structures or use the metadata from each document to automatically create “dynamic” folders to help with search criteria.

“You can define filters and other aspects

to help locate the document you’re seeking.

InEight Document provides a lot of flexibility that you can’t get when you have mass documents in a raw system,” Mr. Bryant says.

This project-centric solution allows unique searchability. The user can grant document access to the right people and reduce the risk of inefficiencies, rework or other errors.

As many major infrastructure projects are now built through joint ventures or alliances, this means numerous collaborators and stakeholders need to have access to the correct project files.

“When forming an alliance, you could have four or more major contractors, and they need to be able to work together in a neutral environment. Having a set of tools that are hosted on their behalf means there’s no argument about who holds the data,” Mr. Bryant says.

“On a project, you have documents that need to be controlled by different parties. A controlled document is anything you want to use from a reference point of view where version control is important.”

TECHNOLOGY & EQUIPMENT

Mr. Bryant says that being able to view a document and its audit history, so that each person on a project knows they are working from the right document, is crucial.

“Project control is the ability to access and manage documents accurately and have a clear audit trail that ensures there’s no question about what the latest version is, so things can’t be overwritten by mistake,” “Providing each party on a project with clear access in the appropriate ways can be very important to ensure they have an understanding of which information is being referred to,” Mr. Bryant says.

He says that from the project owner’s point of view, the software allows them to hold contracting parties accountable. This helps prevent debates over decisions based on a document’s audit history.

“From a contractor’s point of view, they can demonstrate what they are working to and the information made available to them.”

The audit trail can also be used by contractors to keep subcontractors accountable to contractual requirements.

“All parties using document control on a project can achieve risk mitigation through accountability and avoiding any unnecessary claims. They can also stay ahead with reporting to encourage deliverables.”

With its collaborative framework, InEight Document can help prevent points of tension between contractors and owners, and enable more efficient and harmonious project outcomes.

“Project managers can gain clear visibility into what is outstanding. This means any issues are dealt with ahead of time, which helps reduce project risks and delays,” Mr. Bryant says.

He notes that with major infrastructure projects, it is important to start with the end goal in mind. Accordingly, having a system in place that makes documents easy to locate for years to come is a crucial factor to project turnover.

“The document control system really lends itself to that. You’re able to categorise everything and make it available so you can quickly locate documents, rather than relying on the memory of someone who was

involved five years ago,” he adds.

Another risk, he says, is that a major infrastructure contractor has to spend significant money resurveying once an asset is in operation. InEight Document can be used from the outset of any project so the documents can be found right through to the project handover stage and into operation.

In addition to being used across some of the biggest infrastructure projects in Australia, InEight Document is also being employed on some smaller projects delivered by transport departments.

“Our solution is in use on over $100 billion worth of projects across Australia, which means hundreds of thousands of users are employing it with millions of documents,” Mr. Bryant says.

“The ability to track workflows through a project’s entirety is key for project managers.”

To learn more about InEight’s document management and control solutions, visit www.InEight.com

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Ctrack Asset focuses on simple, real-time tracking of smaller assets.

KEEPING ASSETS

ON TRACK

IN AN EFFORT TO COMBAT CONSTRUCTION SITE THEFT AND INCREASE VISIBILITY, CTRACK BY INSEEGO HAS LAUNCHED A NEW ASSET TRACKING RANGE WITH SUPPORTING WEB AND MOBILE APPLICATIONS.

I

n late February 2020, work on a $10.6 million project to strengthen and widen the Eunony Bridge in Wagga came to a standstill.

Construction equipment vital to the project was stolen from the worksite overnight, preventing further construction.

The theft forced the local council to temporarily restrict access to the Murrumbidgee River on either side of the bridge.

City of Wagga Wagga Council’s Director of Commercial Operations Caroline Angel said in a statement that construction was held up less than a week into the full closure of the bridge.

“As a direct consequence of this theft, costs incurred by additional security measures and the equipment replacement will all roll into the project. They’re additional costs that are unnecessary and they impact on the project,” Ms. Angel said.

“It is frustrating for everybody to have to stop work when we had made such a good start to this important project.”

Due to the open locations of many construction sites, restricting access can be a challenge when running infrastructure projects. This means theft can be a significant risk as the tools may not be well protected.

It is also often difficult to secure battery-powered or non-electronic assets such as ladders, toolboxes or drills as these can be small and have no way of 40

ROADS APRIL 2020

connecting to the internet.

These small but crucial assets can be hard to track so, if stolen, they must be replaced.

To keep projects moving forward, Ctrack has created a solution to track small and large assets on construction sites.

Ctrack designs specialised fleet management and telematics solutions for a wide range of road-based applications.

Its latest release, Ctrack Asset, focuses on simple, real-time tracking of smaller assets.

Well suited to construction sites, Ctrack Asset has seven different devices that can be mounted on an array of equipment to track its location and movement.

If a piece of equipment moves out of a designated area or at an unspecified time, Ctrack Asset will notify the owner through its app, via email or with mobile notifications.

Dale Kingston, Ctrack Technical and Product Lead, says the Ctrack Asset platform has a clean and easy-to-use interface via the web or mobile app for Android and iOS operating systems.

“Ctrack Asset is really focusing on the asset tracking side of things: managing the battery on the device and enabling a recovery mode in case the application gets stolen,” Mr. Kingston says.

He says it also provides dynamic reporting with movement alerts if an asset has an unplanned movement.

“Key to Ctrack Asset is the system’s ability to monitor battery levels in certain devices

CTRACK ASSET, FOCUSES ON SIMPLE, REAL-TIME TRACKING OF SMALLER ASSETS. WELL SUITED TO CONSTRUCTION SITES, CTRACK ASSET HAS SEVEN DIFFERENT DEVICES THAT CAN BE MOUNTED ON AN ARRAY OF EQUIPMENT TO TRACK ITS LOCATION AND MOVEMENT. to provide battery life expectancy as well as location reporting at specified intervals,” Mr. Kingston says.

Ctrack Asset is suitable for businesses that don’t need all the features of a full tracking device. Instead, it gives straightforward updates for specific assets.

“Being able to locate all of the assets on site if anything gets stolen is so important.

With Ctrack Asset, there are options to do periodic location updates, for example, every 12 or 24 hours,” Mr. Kingston says.

“We can also set the system up so that if you have an asset that moves at 11pm, when it shouldn’t be moving, you are able to quickly click through the mobile app and put it into recovery mode. The application will then track the asset location every minute until the asset is recovered.”

If an application stays stationary, the Ctrack Asset device could last five years when reporting one location each day. If the asset is moved, it will update every

TECHNOLOGY & EQUIPMENT

minute, but the key objective of the device is to conserve battery, so while the asset is stationary, it will only report at the specified time interval.

“The recommendation for mostly stationary devices would be to report on them once a day. You can also choose to do start and stop location tracking, and this won’t exert the battery either,” Mr. Kingston says.

“It involves a customer consultation to find out the customers’ needs whether they want the device for visibility or theft.

Ctrack would go through an overview of the solution with a potential customer to ensure the system suits individual requirements.”

Ctrack Asset can, for instance, send notifications if an asset moves more than 250 metres or it could track the running hours of the asset.

One of the devices, the AT-06, can also provide additional sensory data such as cold chain temperature and vibration.

The AT-06 can be set so that if the temperature drops five degrees below standard in an asset for longer than 10

seconds, the user will be notified with an alarm.

“Further to that, from within the platform, you can record the asset expenses as well.

This gives the customer the opportunity to track fuel fill-ups or maintenance on the asset, tracking cost over Ctrack Asset will aim to resolve issues around theft and asset location for a period of time,” Mr. construction companies across Australia.

Kingston says.

The devices are self-installable. They site by the customer as required. are shipped out to the business and can Accurate battery readings are provided on simply be attached to the required device the application as a percentage. When the with screws, which enables for easy battery level is low, it will send the user an alert via email. transfer between devices.

In addition, all location data from the However, if a user moves the device from application is stored locally in Australia. one asset and needs another configuration As a new solution for the company, Ctrack for the new asset, Ctrack can simply Asset will aim to resolve issues around reconfigure the device remotely. theft and asset location for construction The batteries in the tracking devices are companies across Australia, enabling also standard models available at hardware projects to move forward smoothly and stores so there are no delays when reduce delays. replacing batteries. These can be fitted on-

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CONCRETE

MOBILITY

IN A COMPANY-FIRST, GOUGH INDUSTRIAL SOLUTIONS IS KEEPING A CONCRETE BATCHING PLANT – SIMEM’S ZINGO DOS – IN STOCK IN AUSTRALIA, AS THE COMPANY BELIEVES THE BATCH PLANT IS WELL SUITED FOR A WIDE RANGE OF PROJECTS.

I

n a report in 2014, Deloitte found from a survey that labour comprised a large percentage of cost-share in public infrastructure projects.

The survey showed cost-share of total project cost came to about 23 per cent for roads and 31 per cent for rail.

Respondents indicated that labour costs, equipment and other capital, materials, and other intermediate inputs (including subcontractors) were all significant factors in total project costs.

As a large component of the total project cost, cutting down labour requirements could be the key to winning some contracts, so long as it does not affect production or quality.

Project equipment can play a large role in reducing the number of personnel needed for operation, with streamlined processes and advanced technology.

To this end, Gough Industrial Solutions has begun to offer the Simem Zingo Dos, a semiautomated concrete batching plant, keeping it in stock for Australia.

Horst Hendrich, Gough Industrial Solutions National Key Account Manager, says the company believes there will be high demand for this plant and wants the industry to have quick access to it if needed.

“We have recently done a trip around South Australia, Victoria and NSW and we spoke to a number of smaller companies that are interested,” Mr. Hendrich says.

Gough Industrial Solutions believes there will be high demand for its semi-automated concrete batching plant.

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ROADS APRIL 2020

“It would even be suited to major companies that have a larger plant in a remote location that is only doing a small number of cubic metres of concrete per week.”

One of the major benefits of the Zingo Dos plant, Mr. Hendrich says, is that it is designed to be operated by a single person.

“The loader driver can actually operate the plant alone using a tablet, and it can produce a number of different mixes each day if required,” he says.

“All mix designs go into the batch computer and it memorises those so if a customer rings up asking for an old mix, the plant will automatically know the tolerances for that.”

The Zingo Dos can produce up to 60 cubic metres of concrete per hour and is designed to use aggregates between one and 40 millimetres, and cement and water with a temperature of 60 degrees Celsius.

“The more concrete you can produce, the more projects will open up to you. Even smaller plants may be losing out if they have to transport smaller amounts of material long distances and pump the concrete into the site, which is another cost,” Mr.

Hendrich says.

“This plant is mobile, so it can be transferred to different project sites, which eliminates the need to transport the concrete long distances.”

He says the Zingo Dos is a mobile dry batching plant with wheel loader aggregates dosing. There are no foundation requirements and very minimal civil works required to get the plant up and running.

“Larger plants can require excavation and foundation laying, so the Zingo Dos reduces the overall infrastructure costs. Quite often, if you are placing the plant in the place of an older plant, we can use part of the foundations for that to secure the Zingo Dos.” The Zingo Dos plant model includes two silos, which would typically hold generalpurpose cement powder and slag. They are mixed with the cement as part of a standard formula.

The loader driver simply has to transfer material from the ground bins into the plant.

“You can produce any concrete design with this plant and have that run for the day, or every batch could be a different design. The loader driver can simply pull up the design using the tablet,” Mr. Hendrich says.

The tablet uses a system called Simem@tic, which handles the semiautonomous plant. The operator can

TECHNOLOGY & EQUIPMENT

monitor the mix and make adjustments if needed through that software during the production process.

“Once the tolerances are entered into the system, the loader driver can see the amounts of material entering the plant and can be notified when the materials come within around two kilograms of the tolerance,” Mr. Hendrich says.

“Previously, if the mix components were entered incorrectly, you would have to go back and figure out where it went wrong and start the mix again, whereas this system monitors those tolerances automatically.”

The tablet system also eliminates the need for large control panels, an interface that is easy to navigate. A desktop solution is provided with the plant, including an airconditioned batch hut, air compressor and master control cabinet. (Tablet to be soured by the client).

“Another major benefit to Simem@tic is that it can be monitored remotely if you choose,” Mr. Hendrich says.

“Simem@tic 3.0 can also integrate with other batch systems, drawing data from

client lists, mix designs and ordering systems.”

Gough is the distributor of Simem concrete batch plants in Australia, and if the customer wants, the plant can monitored by the team at Simem. This way, the owner will be emailed any maintenance issues.

“Sometimes Simem has told clients they might have a problem before they were aware anything was wrong,” Mr. Hendrich says.

He says the Zingo Dos plant would be well suited to independent operators looking to replace ageing equipment.

Gough Industrial also offers the standard Zingo batching plant, which is linear and has a fixed group of aggregate bins that are kept full by an entirely automated process.

However, the Zingo Dos is able to be quickly erected and is appropriate to Australian conditions which can often require concrete to be produced in a number of locations and to different mix designs.

“Being semi-automated, the Zingo Dos can provide Australian concrete producers with both the efficiency and flexibility they need,” Mr. Hendrich says.

In a new venture for Gough Industrial, the company has begun to keep Zingo Dos plants in stock in Australia.

Due to the versatility of the plant and its ability to adapt and be transferred for multiple projects, Mr. Hendrich is confident the plant will be in high demand.

“Because we keep the plants in stock there is no need for them to be ordered in from overseas, a process which can take months,” he says.

“We can have a plant out to a customer and fully operational on site in as little as 10 days.”

The plant is designed to be a plug-and-play model, so all electrical cables and other technology required for set-up is included in the cabinet.

“If a company ordered a plant right now, we could already give them all of the civil and electrical documents so they could plan for the set-up and be ready to install the plant in very little time,” Mr. Hendrich says.

“Keeping plants in stock is something new for Gough, but we think there will be enough interest in this plant for us to take the risk of pre-purchasing the equipment.”

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FROM THE

GROUND UP

SINCE ESTABLISHING ITSELF IN AUSTRALIA IN 2008, HIWAY GROUP HAS GROWN AND EXPANDED TO BE A MAJOR SOILS AND PAVEMENT STABILISATION CONTRACTOR, WITH INFRASTRUCTURE PROJECTS SUCH AS THE PACIFIC HIGHWAY UPGRADE PROJECT UNDER ITS BELT.

A

ccording to research published in international soil mechanics journal Géotechnique in 1983, soil movement is of great importance in Australia.

This is due to the fact that around 20 per cent of the total surface soils in Australia consist of expansive soils.

Expansive soils are those with excessive swelling such as clay minerals and can be affected by water, drying or surrounding vegetation.

Consequently, soil movement can affect the structures created on top of them unless the swelling and drying movements over seasonal and weather events can be treated.

Stabilisation is one effective and sustainable method for achieving this.

Due to Australia’s vast size and diverse soils, one New Zealand family decided to bring its successful road stabilisation business to Australia in 2008.

The Boocock family, founders of Hiway Hiway Group’s main stabilisation company – Hiway Stabilizers – reaches all of Australia.

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ROADS APRIL 2020

Stabilizers, believed stabilisation would be an environmentally sustainable and effective way to repair and construct roads and provide strong and resilient foundations.

Over the past 12 years, the business has expanded across Australia with a group of companies providing stabilisation, profiling and micropatching solutions.

Paul Rhoden, Hiway Group General Manager of the Northern Region, says the company’s diverse locations and key products cover each stage of road stabilisation.

Hiway Group’s main stabilisation company, Hiway Stabilizers, reaches all of Australia.

This spread, and its large fleet of specialised plant and people, means the company has the resources to scale up on major long term projects. Recently, Hiway Stabilizers provided up to eight subgrade stabilising crews on a major regional infrastructure project for an extended period.

Mr. Rhoden says each company under the

Hiway Group aims to provide sustainable solutions for road and infrastructure projects across Australia’s diverse landscape.

“One of the key products for the company is subgrade modification, which adds a small quantity of stabilising additive to improve the engineering properties of the in-situ soils. This additive is lime, cement or triple blend stabilisation depending on the inherent or underlying ground conditions that we encounter,” he says.

To determine the right additive design, extensive testing prior to stabilising the soil is performed. This is to assess the material’s properties and determine which modification is best suited to the ground conditions to achieve the design outcome criteria.

“In collaboration with our clients, we are always looking for environmentally sustainable solutions that offer best wholeof-life value for infrastructure projects.

Our in-house pavement and mix design group have a wealth of experience in

TECHNOLOGY & EQUIPMENT

Hiway Stabilizers has worked on a portfolio of projects over the past decade.

stabilisation and materials, and this helps our clients to refine their project solutions,” Mr. Rhoden says.

“The soils underneath a road can affect the surface anywhere from two to five metres deep. In a drought, the materials contract, whereas in a flood, the materials expand.”

Mr. Rhoden says without stabilised foundations, there is nothing to counteract the expansive and dispersive soils under the road.

“Once we have stabilised the subgrade, the next is to treat the subbase and base course materials. The use of stabilisation on granular materials allows lower grade and cheaper materials to be improved to meet the required engineering properties. That could be a gravel cementitious stabilisation or a blended product using waste materials such as fly ash and slag,” Mr. Rhoden says.

Alternatively, Hiway Stabilizers uses foam bitumen by injecting water into bitumen, so it expands, and adding lime to promote adhesion and stiffness.

“The reason we foam the bitumen is to increase the surface area of the bitumen, so it disperses throughout all of the gravel mass.

This ensures all aggregates are held together by small bonds of bitumen creating spot welds on the smaller aggregate particles.”

Foamed bitumen is especially suited to Australian conditions due to its resilience to weather events. In 2017, the Queensland Government published a blog post detailing foamed bitumen pavement’s performance during ex-tropical cyclone Debbie.

“The department’s foamed bitumen

pavements, which when constructed in the right environment with appropriate stabilisation, are more resilient to flooding and have survived unscathed in some of the worst-hit parts of the state, displaying impressive strength in the face of catastrophic weather,” the post stated.

“When three-metre floodwaters inundated Camp Cable Road on the Mt Lindesay Highway, district staff understandably feared the worst. When waters receded, however, the foamed bitumen pavement was found completely intact.”

Mr. Rhoden says that one of the advantages of foamed bitumen is that due to its resistance to temperature and its strength, less asphalt is required when constructing the road.

“One further benefit to using foamed bitumen is that it can be kept in place and recycled again 10 to 15 years down the line by doing a couple of simple things to restabilise the material once the asphalt has been removed.”

The company has worked on a portfolio of projects over the past 12 years. One of the most notable is the Pacific Highway.

“We worked to some of the tightest tolerances on the Pacific Highway project in NSW. We paved two 220-millimetre layers to specification or higher, which I think is unheard of,” Mr. Rhoden says.

He says they will have produced and paved over 100,000 tonnes of plant mix foamed bitumen for the Pacific Highway.

The company has also worked on the Sydney Harbour Bridge conducting hot in-

place asphalt recycling.

“We’ve got some large infrared heaters and we preheated the intermediate course on the Sydney Harbour Bridge because it was too cold to lay asphalt straight onto the foundation. If it’s cold in winter and you mill off the surface course, and it starts to rain, you can’t lay asphalt and open the road which is a big deal,” Mr. Rhoden says.

He says these heaters are part of the company’s Hot-in-place Asphalt Recycling operation that hot-recycles asphalt surfaces in situ.

Innovative ideas such as this are at the heart of the Hiway Group, which has also developed a process to create foamed bitumen stockpiles.

“When you make plant mix foamed bitumen, which we do, it can often only be used in an eight- to 12-hour window.

Together with Transport and Main Roads in Queensland, we developed a plant mix foamed bitumen that can be stockpiled and still used for 14 to 28 days,” Mr. Rhoden says.

This enables companies to order much larger quantities of foamed bitumen for projects, lowering the price point and ensuring accessibility to superior road construction materials.

Mr. Rhoden says full-depth asphalt is most commonly used in Australia, and the company has been working towards changing the mindset of certain parts of the industry to use foamed bitumen.

“One thing foamed bitumen can solve is a reduction in the requirement of asphalt.

Due to the pavement’s strength, fewer virgin materials are required for the asphalt portion of the pavement,” Mr. Rhoden says.

“Many in the industry haven’t been exposed to foamed bitumen and there is a resistance to change because in some places it is still an unknown product.”

That said, Mr. Rhoden believes this will change as more of the industry come around to the benefits of foamed bitumen and extensive use of stabilisation technologies.

“I do believe that we are the best at what we do. We may not always be the cheapest, but there is unique value in what we do and the engineered solutions we offer. I get excited about the opportunities we have to innovate and provide environmentally friendly and sustainable engineered solutions.” roadsonline.com.au

45

Planning for handrail installation while designing a precast concrete infrastructure project can save time and money.

EARLY PLANNING FOR

EDGE PROTECTION

AN INNOVATIVE SOLUTION FOR HANDRAIL INSTALLATION KNOWN AS NON-DRILL IS HELPING MAJOR PROJECTS INCREASE ON-SITE PRODUCTIVITY AND SAFETY.

P

lanning for handrail installation while designing a precast concrete infrastructure project can save time, money and reduce risk. With planning ahead, at the design phase, contractors can ensure the quality of products needed for construction projects isn’t compromised.

It is these factors NON-DRILL founder Paul Breen considered when he created the company’s innovative handrail system for precast and in-situ concrete, used in temporary and permanent handrails.

The NON-DRILL system attaches to the existing precast lifting anchors using its patented clutch which simply hooks onto the anchor. The post is then tightened securely into place by hand.

A system such as this, when specified during the design phase, can then be simply prepared during pre-construction. This eliminates the need for workers to define measurements at the time of installation, saving time and labour costs.

NON-DRILL also has in-house install crews that can come out to site and install the system to further save the crew’s time.

Campbell McNiven, former Senior Project Engineer and now Contracts Manager with Specialist Tunnel Excavation, says NONDRILL has the potential to simplify work on infrastructure projects.

He says that using existing precast lifting anchors to save time is incomparable

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ROADS APRIL 2020

to the upfront costs, time and risks involved with drilling.

“The integrity and design life of the structures we create is of great importance.

It, therefore, makes sense to avoid destructive drilling works in a finished product,” Mr. McNiven says.

“By removing the need to drill, you remove high-risk activities from handrail installation as well as preserve the quality of the permanent structure.”

He says NON-DRILL ticks the boxes for quick deployment, short- or long-term use, no temporary works and no damage By taking away the need to drill, end users remove high-risk activities from handrail installation as well as preserving the quality of the permanent structure.

or repairs to concrete.

“When I see concrete being drilled, typically for edge protection installations, I think how much easier, safer and costeffective it would be if the NON-DRILL system was planned for when the concrete was poured. It makes sense in so many applications. Some forward thinking is all that is needed,” Mr. McNiven says.

Mr. Breen says that from a labour standpoint, planning the spacing of anchors in the design phase enables workers to get straight to twisting the handrails into place.

This can remove the risk of human error and

SAFETY speed up the installation time.

He says 12 NON-DRILL posts can be installed in the time it takes to drill one typical post.

NON-DRILL can also be used as a solution to add additional lifting anchors to precast items for increased safety when loading and unloading trucks. For example, anchors could be added to Super-T girders, along the edges, which riggers can use as extra connection points.

Mr. Breen says one of NON-DRILL’s largest projects, in Melbourne, saw the contractor install over 30,000 anchors pre-set around the edges of their bridge segments.

“Later, when they install the bridge parapets, they can transfer them to the existing anchors on top of the bridges. This is a great example of planning ahead at the design stage and ensuring all edge protection meets the required standards,” he says.

Mr. Breen says NON-DRILL is now increasingly being used as a permanent handrail after contractors have applied it for a temporary protection system during construction.

NON-DRILL uses its modular connections to transfer between temporary and

permanent handrails without exposing a live edge. Additionally, Mr. Breen says it also eliminates the need for welding, harnesses for fall protection and elevated work platforms, giving users a fully galvanised system.

He says if handrails are installed incorrectly this can open a project up to major safety risks.

“The same can be said when removing handrails. With traditional handrails, bolts need to be cut off and drilled out below the concrete before it is repaired, and this can often be done incorrectly,” Mr. Breen says.

“When removing the NON-DRILL system, the anchor is already below the surface.

All that is required is to grout or epoxy over the anchor point with little risk of damage to concrete.”

If ever damaged, Mr. Breen says NONDRILL can easily be replaced. This means workers will not have to manage sheared bolts or have to drill in a new location.

There are more uses for the NONDRILL system than temporary and permanent handrails.

Mr. Breen says the connection itself is

multipurpose. The anchors are certified for lifting and are therefore suitable for securing formwork props, scaffolding and almost anything that is typically drilled and secured in concrete.

Jaybro, a company that supplies gawk screens and signposts for Jersey barriers, offers NON-DRILL to its clients as another option to avoid drilling.

Ben Lorne, Business Development Manager at Jaybro, says the company was receiving enquiries for a simple solution to display signage on concrete barriers.

“Our current posts were side-mounted and not able to give the exposure required.

But the NON-DRILL posts allow for a top connection with easy access and installation and no drilling required. It just makes sense for us to offer this to our clients,” Mr. Lorne says.

Mr. Breen says it gives the company great confidence that the industry is acknowledging the need to avoid drilling.

“We are seeing this in the volume of repeat orders and feedback from our clients.”

To find out more about NON-DRILL visit www.non-drill.com.au or call +61 409 541 384

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National Roads and Traffic

To help mitigate the risks for motorcyclists impacting roadside hazards, a range of motorcyclist protection devices are available to road designers.

SAFETY ON

TWO WHEELS

INGAL CIVIL HAS CREATED TWO DIFFERENT ROAD SAFETY SOLUTIONS TO LOWER THE POTENTIAL SEVERITY OF IMPACT WHEN MOTORCYCLISTS COLLIDE WITH ROAD SAFETY DEVICES.

T

he centre for Accident Research & Road Safety, Queensland found that motorcycles account for 5.7 per cent of all Australian passenger vehicle registrations.

It also found motorcycles account for only 1.2 per cent of passenger vehicle kilometres travelled.

However, in 2016 motorcycle riders and pillions accounted for around 19 per cent of all road crash deaths and an even higher proportion of serious injuries.

To help mitigate the risks for motorcyclists impacting roadside hazards, a range of motorcyclist protection devices are available to road designers.

These devices are intended to help reduce the risk to riders who collide with road safety barrier systems or their components such as posts or pass under a barrier beam.

While there is a high percentage of motorcycle-related fatalities and injuries

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ROADS APRIL 2020

in Australia, the AS/NZ standard 3845 nominates three European test protocols which can be used for the evaluation of motorcyclist protection devices.

The three protocols nominated include a European CEN Technical Specification CEN/TS 1317-8, the French LIER protocol and the Spanish Standard UNE 135900.

These protocols are all specific to the performance of safety devices for motorcyclists.

The Federation of European Motorcyclists Association shows all three are evaluated with a crash test dummy sliding along the ground headfirst into the safety device at differing speeds and angles.

Each test protocol also has different impact points and numbers of impacts required to determine the results.

For the European CEN Technical Specification and Spanish Standard, the performance and acceptance criteria is

defined by severity level.

Test results can be classified in to two severity levels, depending on the value of results received from the dummy.

According to the Federation of European Motorcyclists Association, the Head Injury Criterion is an index adopted to evaluate the impact severity level.

The Head Injury Criterion measures the likelihood of head injury arising from an impact. Severity level one is the lowest level of injury: for example, a person may retain consciousness and may only have a headache. Severity level two has an increased severity of impact and potential injuries such as facial and nose fractures.

Ingal Civil has a specialised motorcyclist protection system to help lower these risks. The system is installed onto existing roadside barriers to reduce the chances of serious injury to motorcyclists and pillion passengers in run-off-road accidents.

The Ingal MPR is approved by VicRoads

SAFETY

as an acceptable motorcycle safety product with a UNE 135900 Impact Severity Level One, meaning it has achieved the lowest impact severity level.

Luke Gallagher, Ingal Product Manager, says the Ingal MPR is an additional system that can be installed on the traditional guardrail system on roads with high motorcyclist traffic volume.

“Winding roads through the hills are where most motorcyclist crashes typically happen so this solution can increase safety in those situations,” Mr. Gallagher says.

“The Ingal MPR was tested to the Spanish criteria with two tests. The first involved aiming the head of the dummy at the post with it lying on the ground on its back. The dummy impacted the barrier at 60 kilometres per hour and on a 30-degree angle.”

The second test involved aiming the dummy between two guardrail posts.

“That is just to evaluate any chance for pocketing, or for any limbs of the person to go under or over the barrier and get caught. For that test, we also got a level one impact severity.

“Offering a level one system was very important to us due to reduced possible injuries,” Mr. Gallagher says.

He says Ingal MPR is used across nearly every state and territory in Australia in key motorcycle areas identified by the road authority.

Mr. Gallagher says the company is in

“RESEARCH SHOWS IF YOU COLLIDE WITH A BARRIER, THERE IS A 50 PER CENT CHANCE YOU ARE STILL ON THE BIKE AND IN THAT SITUATION, THE TOPS OF THE POSTS WILL CAUSE INJURY. IN THE OTHER 50 PER CENT, YOU HAVE COME OFF THE BIKE AND ARE SLIDING ALONG THE ROAD, AND THAT IS WHERE THE UNDERRUN RAILS PROVIDE YOU WITH PROTECTION AGAINST INJURY.”

constant contact with representatives from the motorcyclist community to develop and implement their safety solutions.

Ingal has also created a plastic vulnerable road user protection cover for the terminals on barrier systems.

“It helps to protect motorcyclists from possible catch points on some systems, but it won’t mitigate the capability of the barrier to contain or redirect the vehicle it was designed to save,” Mr. Gallagher says.

The vulnerable road user protection cover can be retrofitted onto some existing safety systems either during use or with a new installation.

Specialists in stability management

Brian Wood, Secretary of the Motorcycle Council NSW, says riders are concerned about all barriers but tend to crash on winding roads.

“We are over-represented in the percentage of crashes, and a lot of those do occur on winding roads because that is where motorcyclists enjoy riding. Riders look for the maximum protection that can be provided,” Mr. Wood says.

He says riders have concerns around the tops of posts on some safety barriers, so the council has been lobbying for systems that have the top of the post below the beam, which has been incorporated into the Ingal Ezy-Guard system.

“Research shows if you collide with a barrier, there is a 50 per cent chance you are still on the bike and in that situation, the tops of the posts will cause injury.

In the other 50 per cent, you have come off the bike and are sliding along the road, and that is where the under-run rails provide you with protection against injury,” Mr. Wood says.

“The council continually lobbies that we need protection for all barrier systems to accommodate motorcycles and to retrofit systems like the Ingal one to make barriers more motorcycle friendly.”

Mr. Gallagher says designers have a choice when considering what barrier to use for their project and it is incumbent on them to strive for the best road safety outcome with the lowest severity products.

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INSURING AGAINST

CYBERCRIME AS THE CONSTRUCTION INDUSTRY’S RELIANCE ON TECHNOLOGY AND AUTOMATED SYSTEMS GROWS, TROY FILIPCEVIC FROM EMERGENCE INSURANCE DETAILS THE IMPORTANCE OF CYBER INSURANCE TO ENSURE BUSINESSES CAN CONTINUE RUNNING AS NORMAL IN THE EVENT OF A CYBERATTACK.

T

he Australian Cyber Security Centre received 13,000 reports of cybercrime from individuals and businesses over three months in 2019.

The Federal Government also estimates cybersecurity incidents cost Australian businesses $29 billion a year.

According to Troy Filipcevic, Managing Director of Emergence Insurance, if you think your business is immune to a cyberattack, think again.

“Emergence Insurance is the only underwriting insurance company in Australia 100 per cent focused on cyber risks for business.

Cyber insurance helps protect businesses against all forms of cyberattacks,” he says.

Emergence Insurance and Underwriting Agencies of Australia (UAA) collaborate to service the road construction industry. Both companies are part-owned by parent company Steadfast Group.

“We’re both leaders in our respective industries, with UAA specialising in mobile equipment including cranes and construction machinery and Emergence as an expert in cyberattack. We think the partnership between the two will benefit UAA’s customers,” Mr. Filipcevic says.

Mr. Filipcevic spends two days a week in the UAA office working with the team and with George Grasso, UAA Chief Services Officer.

“We work closely with UAA and a number of their customers are already on board or are examining these sorts of policies. UAA has joined forces with Emergence to provide cover for cyberattacks and, very soon, all policy renewals will cover for this risk,” Mr. Filipcevic says.

“People tend not to think about cyber issues – they think it won’t happen to them. But cyberattacks have been increasing exponentially,

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SAFETY year on year, for a number of years.”

Cyberattacks can come in many forms and cause serious damage to businesses.

Mr. Filipcevic says attacks can include ransomware, where people will hack into a business’s IT systems and lock down files so they can’t be accessed. He says the perpetrator then often demands payment for the release of these files.

“A cyberattack can also come in the form of malicious software or malware, which is basically when someone in the office clicks on an email or a link that’s come from a hacker, which releases a virus into their computer systems,” he says.

UAA and Emergence Insurance cover costs for the IT system if a business suffers a cyberattack to help get the business back up and running. The insurance will also replace any revenue lost during the downtime.

If electronic reports or communications are down, this could affect production on site, and any downtime is costly for construction businesses. If site workers are unable to access design files, for example, this could stop works.

“The vast majority of cyberattacks are a result of human error. Attacks occur from people clicking on links that they shouldn’t, leaving computers on and not backing them up,” Mr. Filipcevic says.

Furthermore, he says the construction industry is just as vulnerable to cyberattacks as any other.

“A lot of cranes and other construction equipment are reliant on computer technology in some way.

“This means not only is the business and the computer system which runs the business at risk, the equipment which relies on the technology to perform its role is equally at risk,” he says.

He says construction businesses are especially exposed to hackers as some are heavily reliant on technology for equipment.

“A hacker can access the technology on a piece of equipment and immobilise it.

They could jam the computer in a crane and play around with the calculations relating to lifts which could cause damage to property. They could even suspend all the functions and make the crane redundant,” Mr. Filipcevic says.

In his experience, a typical construction business can take a number of measures to prevent cyberattacks.

“This can be as simple as staff having strong passwords.

“Implementing two-factor authentication means that employees have to authenticate

Troy Filipcevic works closely with UAA to provide insurance cover in the event of a cyberattack.

themselves to actually gain access to systems, and that’s starting to become a core component of security within the business,” Mr Filipcevic says.

“Implementing patching software when patches are released is also important. If Microsoft releases a patch to update a business’ software, the business should be updating the patch very quickly thereafter.”

It is also crucial to back up all data and information for the business.

“If the business does suffer a cyber event and they have back-ups of their information, they can respond and get up and running quickly,” Mr. Filipcevic says.

He says another important factor to consider is staff technology training.

“Making staff more vigilant and aware of the dangers is important because most attacks are as a result of human error,” he says.

Emergence Insurance insures all businesses, from owner-operators with one machine all the way up to multinational businesses with fleets of machines in the market.

“Not only do they get access to an insurance policy and the reassurance that if they do suffer an attack, the insurance company will pay, we also have access to global ‘soft security vendors’ as part of our

offering,” Mr. Filipcevic says.

If a business doesn’t have an IT consultant or a soft security consultant, Emergence Insurance will help to provide these services as part of their claim.

“It’s not only about the insurance coverage and the money the policy provides, it’s the additional services and the experts we offer as well,” he says.

Emergence Insurance premiums for smaller businesses start from around $500 to $1000 per annum.

“The misconception in the market – and this is a big issue – is that a lot of businesses think it won’t happen to them because they are either too small or they’re not in a hightech industry. In reality, it’s quite the reverse,” Mr. Filipcevic says.

“In fact, they are the ones in the firing line, essentially because they often don’t have an army of technology people internally working on IT security.”

He says if businesses can’t get equipment out into the field or they can’t get machines working, then they are not getting paid and this can impact business livelihood.

“I would suggest any construction company needs to consider taking out insurance to protect their livelihood from a cyberattack,” Mr. Filipcevic says. roadsonline.com.au

51

CONEXPO SETS

MACHINERY STANDARD OVER FOUR DAYS CONEXPO-CON/AGG SAW 130,000 REGISTERED ATTENDEES, 3200 EXHIBITORS AND 2.7 MILLION SQUARE FEET OF EXHIBITS, GIVING THE CONSTRUCTION INDUSTRY A GLIMPSE INTO THE MACHINES OF THE FUTURE.

O

nce every three years, CONEXPOCON/AGG in Las Vegas quickly becomes the centre of the construction equipment universe.

Las Vegas is one of the ultimate locations to put on a show and that is exactly what all of the world’s leading construction equipment manufacturers and suppliers did.

The construction and aggregate industries came together from all corners of the globe to showcase the latest, equipment, technology, initiatives and advancements.

The ability for technology to enhance machines and performance outcomes was at the centre of the construction equipment extravaganza that is CONEXPO-CON/AGG. With major themes such as automation, enhanced performance and environmental contribution, the industry’s big players had the chance to present the culmination of years of innovation.

The Roads & Infrastructure Magazine team covered 27,000 steps per day, ensuring they could see and experience all the

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ROADS APRIL 2020

exhibition had to offer.

While the team took many small steps, the industry demonstrated its ability to take giant leaps into the future.

In releasing a new line-up of products Kevin Very, Director of Technology and Product Marketing at John Deere Construction and Forestry, said the construction industry is rapidly changing, and technology is a driving factor in this evolution.

“The right technology impacts how a customer bids a job, manages their fleet, assists with operator recruitment and retention, and ultimately improves overall profitability,” Mr. Very said.

“Technology development is changing the construction industry, and we are continuing to accelerate our technology innovation across equipment and job sites.”

AUTOMATION SIMPLIFIED Topcon, a major surveying technology manufacturer, opened its conference presentation with the help of Irish Formula

3 driver James Roe Jr. He explained the importance of road resurfacing technology for smoother and faster racing.

Mr. Roe said he can recall how difficult it was to drive at the Silverstone racetrack in the UK before it was resurfaced in 2019 using Topcon’s Smooth Ride system.

“There were huge amounts of standing water building up after heavy rainfall that wasn’t draining off… races had to be postponed or cancelled, affecting the whole event.

“The technology is a state-of-the-art product that will benefit the motorsports industry from both a safety and performance point of view,” Mr. Roe said.

On the back of his presentation, Topcon Positioning Group announced a suite of advancements to its portfolio of machine control systems. These advancements are designed to provide contractors with better performance and profitability in earthmoving applications.

One announcement included the advanced

EVENTS

tilt rotator functionality for the Automatic Excavator system, which will allow operators to easily swivel or tilt the bucket with automatic boom control.

Murray Lodge, Topcon’s Senior VP of Construction, said if excavator operators are in scenarios such as at the top of a slope or grading a long incline and not perpendicularly lined up, positioning the cutting edge of the bucket to the surface is simple.

The company also introduced its new ‘bring your own device’ capability. For its small excavator and compact track loader machine controls, android devices can be used as a substitute for control boxes in some applications.

Topcon’s Pocket MC application can be downloaded from the Google store and used from a phone or tablet. “[It can be used] as a simple entry-level machine controller option for contractors who want an inexpensive way to speed up the productivity of their fleet, or as a backup on the job site to a fully featured controller, so operators are still working and timelines keep moving,” Mr. Lodge said.

The company also released a new cloudbased road paving technology, which can be paired with existing Topcon solutions. The application helps to improve asphalt paving workflow between asphalt plants, delivery trucks, a company’s office and a paving site.

“It is a revolutionary new system connecting every stakeholder in real-time throughout the paving process for more efficient daily job management. It will result in better use of materials, fewer overages and paver stoppages, and overall greater return on investment,” Mr. Lodge said.

As one of America’s largest original equipment manufacturers, John Deere debuted its latest technological advancements at the show, across two levels, adapting to automated processes to streamline works.

The company launched an Advanced Rear Object Detection System that is part of the 944K Hybrid Wheel Loader showcase.

The obstacle intelligence solution helps to supplement the wheel loader operator’s situational awareness by identifying objects in close proximity to the equipment.

Alongside an array of machinery such as a compact track loader and crawler dozers, John Deere also showcased two other new technologies, SmartWeigh and SmartAttach.

With strict tolerances on projects it is

increasingly important to accurately measure material and technology that can do the job with higher accuracy than manual operations.

SmartWeigh is an integrated weighing system, in development for John Deere’s four-wheel-drive loaders in the near future.

Shared through the touchscreen in-cab monitor, the system enables operators to accurately load material without interruption. SmartWeigh is integrated with the John Deere online platform JDLink to track and visualise payload data, JDLink portal and JDLink Mobile.

This application aims to enable the operator to quickly weigh and track loads, maximising workflow and productivity.

Additionally, the SmartAttach system automatically configures the machine to an attachment.

The technology aims to reduce set-up time, decrease the likelihood of damage due to incorrect settings and help end users get the most out of their attachments.

SmartAttach is also integrated with JDLink via a Bluetooth beacon. Together the technology automatically records the location of attachments and presents that information through JDLink platforms.

FEATURES FOR DIVERSITY While there were countless machinery releases throughout CONEXPO-CON/ AGG, Roads & Infrastructure have compiled the most exciting advancements from some of the world’s leading equipment manufacturers.

To continue the trend of world premieres, major equipment manufacturer and supplier Wirtgen Group released its newest cold milling machines, the W220 Fi and the W250 Fi. The machines provide a maximum milling depth of 350 millimetres, suited for jobs from surface course rehabilitation to finemilling work.

As the range of projects, tolerances and environments around the globe, gets wider this is pushing manufacturers to create unique machinery features to suit a multitude of works.

Through the Wirtgen Group, HAMM released a new generation of pneumatic tyre rollers each for different environments.

These were on show at the conference and will replace the existing GRW series worldwide by the end of this year.

There are four different models with two with operating weights between eight and

18 tonnes and another two with operating weights between 10 and 28 tonnes.

The pneumatic tyre rollers will aim to provide individual markets with particular models to suit locally relevant weight classes and equipment variants. The rollers also feature a newly designed water tank to provide extra capacity and enable a full day of work without refilling.

Under the Wirtgen Group’s wing, VÖGELE showcased its new eight-foot paving machines on the Conexpo floor. The SUPER 1700-3i and SUPER 1703-3i feature a frontmounted extending screed and mechanical bolt-on extensions with a maximum extension of nearly six metres.

The machines are designed to counteract thermal and mechanical segregation, using the material hoppers, ascending conveyers and augers, which are hydraulically heightadjustable by 15 centimetres.

The engines featured in the new pavers have an output of 129 kilowatts an hour at 2000 revolutions per minute. They can also work in ECO mode which is sufficient for most applications to reduce noise emissions and fuel consumption.

To accompany its new paving machines and improve data gathering, VÖGELE has released WITOS Paving Docu. WITOS is a software application that allows paving data and delivery notes to be recorded and automates the process of sending out job-site reports.

At a job site, foremen can use a special smartphone app and paver operators the machine terminal to initiate jobs in WITOS Paving Docu and record data such as paving speed, interruptions to paving and effective paving time.

To increase diversity in its portfolio, another heavy weight in the construction industry, Liebherr, presented a range of new machines.

Andreas Böhm member of the board of directors for Liebherr said at the company’s press conference “In 2019 as with the previous year, construction machinery and mining were our strongest areas. These sectors include earthmoving, tower cranes and concrete equipment.”

This came as a preface to his announcement of the company’s suite of new machinery.

Liebherr’s eighth generation of crawler excavators, revealed at CONEXPO-CON/ AGG includes seven different models.

Each model uses technology and design to increase the excavator’s efficiency. roadsonline.com.au

53

Some features for the new generation are greater engine power, tractive forces of the undercarriage and a higher swing torque of the upper carriage for reduced fuel consumption.

Operator comfort is also a focus of the new generation, with suspended pneumatic seats, air-conditioned cabins, touchscreens and retractable windscreens.

Most notably, the new Liebherr Crawler Concrete Pump THS 110 D-K was released. It has a maximum concrete output of around 11 metres squared per hour and is powered by a six-cylinder engine.

As an especially unique feature, when paired with a Liebherr drilling rig, the concrete pump can communicate through radio allowing the operator to control the pumping process from the cabin.

Furthermore, major Chinese equipment manufacturer SANY came to Conexpo with the motto, SANY is taking to the road, and it did not disappoint.

The company debuted its newest motor grader and single drum roller. Both machines aim to provide easier and more affordable options for road construction crews to handle road maintenance and repair works.

This is especially well suited to Australia where the maintenance backlog continues to be an Infrastructure Australia high priority initiative.

The new SANY single drum roller, the SSR120C-8, has a streamlined design that aims to be easy to learn so that new workers can pick up jobs easily.

Noah Thomas VanOosterhout, Road Product Manager at SANY said rollers are simple machines and the new SANY rollers use top-shelf components like Cummins engines or Rexroth Hydraulics.

“Now we can offer a low-complexity roller that does everything municipalities and contractors need at a fraction of the cost of our competitors,” Mr. VanOosterhout said.

In addition, SANY’s new motor grader, the SMG200C-8, is designed to handle road maintenance and rebuilding work.

SANY announced its family of excavators will grow in 2020, with the two excavator models featured at CONEXPO-CON/AGG being just some of what the company has planned for the year ahead.

ENVIRONMENTALLY CONCIOUS As the construction sector across the world looks at its environmental contributions, changes are being made to reduce the 54

ROADS APRIL 2020

ORIGINAL EQUIPMENT MANUFACTURER CATERPILLAR CONTINUES TO BE A MAJOR INFLUENCER IN THE ROAD CONSTRUCTION SECTOR AND THE COMPANY PRESENTED THIS SHOW OF STRENGTH AT CONEXPO. impact of machinery.

Companies are continuing to implement practices that use less fuel and increase efficiency all while reducing emissions.

Original equipment manufacturer Caterpillar continues to be a major influencer in the road construction sector and the company presented this show of strength at Conexpo.

In the demonstration arena, Caterpillar’s new 150 AWD motor grader, showed attendees how Caterpillar’s Eco mode which delivers up to 10 per cent greater fuel efficiency. Owning and operating costs are also reduced through new filters and longer service intervals.

The new 150 AWD also had the chance to showcase other features, including an all-wheel drive that assists with traction and manoeuvring, allowing the machine to work in diverse environments.

Delivering machinery with high fuel efficiency while maintaining power and performance is a balance the industry continually works towards. Caterpillar debuted five new wheeled, small, medium and large hydraulic excavators at the conference, each with unique merits.

The new Cat M318 wheeled excavator works to improve operator efficiency by up to 45 per cent and delivers up to 10 per cent lower maintenance costs with longer service intervals.

Caterpillar’s 313 GC model delivers low owning and operating costs through a simple design that is easy to operate. The 315 boasts a 13 per cent larger cab and improved performance with up to 10 per cent more swing torque and up to 14 per cent more drawbar pull.

While releasing a new mix spreader, seismic roller and mini wheeled paver, construction giant Fayat Group also presented a strong focus on environmental features at the conference. These changes are expected to help the company’s machinery meet environmental expectations from around the world. Design features on display at the conference included BOMAG’s ECOSTOP which automatically shuts off the engine after a preset idle time.

ECOMODE is also offered to reduce noise and fuel consumption by up to 30 per cent

on machines.

Alternative fuel models were an integral part of the BOMAG display.

Three different solutions for the BW 120 tandem vibratory roller were shown including traditional diesel, electric and liquid petroleum gas.

As part of the Fayat group, Dynapac released its new IMIX mixing technology which aims to eliminate temperature issues and material segregation in asphalt.

IMIX technology is available on the newly launched Dynapac MF2500CS feeder which is known for its high productivity at 4000 tonnes per hour and major fuel reduction.

THE CONSTRUCTION FUTURE CONEXPO-CON/AGG highlighted the industry’s focus on automation, machine efficiency, diversity and reduced environmental impacts as manufacturers work towards better performance outcomes.

CONEXPO-CON/AGG 2020 Show Chairperson Mary Erholtz said in a statement the conference was affectionately referred to as the ‘heavy metal’ show but it is so much more than that.

“It’s also small equipment, education and technology. And that was reflected in every way,” Ms. Erholtz said.

With 3200 exhibitors, CONEXPO-CON/ AGG became the ultimate construction show in true Vegas style, shedding a light on leading US and global manufacturers, from multinational giants to small firms with specialised products.

These products are expected to set the standard for construction machinery performance in the years to come.

“Giant machines, incredible exhibits, fantastic education and huge expectations.

Organisers of CONEXPO-CON/AGG have a legacy of building and innovating on previous shows, and the 2020 gathering extends that record of success.”

Alongside countless equipment releases the conference itself revealed the world’s largest 3D printed statue to highlight the role women play in construction.

The Tech Experience, tech talks also returned for the second year covering topics such as modern mobility, sustainability and smart cities.

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EVENTS

TRANSPORT TECHNOLOGY

IN QUEENSLAND THE 2020 QUEENSLAND TRANSPORT AND INFRASTRUCTURE CONFERENCE WILL PRESENT A HOLISTIC UPDATE OF INFRASTRUCTURE ACROSS THE GROWING STATE, EXPLORING REGIONAL PROJECTS, FUTURE TECHNOLOGIES AND MAJOR PROJECTS.

Q

ueensland is home to the world’s longest electric superhighway in a single state.

The highway allows Queenslanders and tourists to travel from Coolangatta to Cairns or from Brisbane to Toowoomba in a low- or zero-emissions vehicle with fast charging points along the way.

It’s unique projects like this that have inspired the line-up for the 2020 Queensland Transport and Infrastructure Conference.

Held at the Brisbane Convention Centre from 22 to 23 July, the conference will present an array of new and long-standing infrastructure updates for the construction industry.

With an agenda featuring representatives from Cross River Rail, Brisbane Metro and the Adani Carmichael Rail project, the conference will not only focus on major projects, but also new developments in the pipeline.

Conference producer S. Rajasekaran says this year the Queensland transport budget provided some unique topics for the conference to explore.

“There has been a huge jump in investment for regional road and transport projects. The budget shows nearly $15 billion of the total $23 billion will be spent outside of Brisbane and Ipswich city centres. Regional investment is what we want to highlight at the conference,” Ms. Rajasekaran says.

Some regional projects featured in presentations will include the Cairns shipping development project, the priority port of Gladstone and the Central

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ROADS APRIL 2020

Queensland inland port.

“Each of these projects is set to change the game across regional Queensland.

Given the huge area Queensland covers, it would not be a good reflection to just concentrate on Brisbane projects as regional development is important to the industry as well,” Ms. Rajasekaran says.

Electric vehicle infrastructure will also be covered in presentations at the conference.

The Queensland Government updated its Electric Vehicle Strategy in late 2017. It aims to prepare Queensland for the uptake of electric vehicles by providing initiatives to increase awareness and experience, electric vehicle infrastructure and assist with costs.

“With major automotive companies predicting the future will be electric, we have included this as a topic as it will become pertinent in terms of where technological infrastructure is heading,” Ms. Rajasekaran says.

She says there is a lot of discussion about electric vehicles but not as much about the infrastructure needed to run them. For this reason, the conference will feature presentations surrounding the required infrastructure for Queensland to accommodate more electric vehicles.

Chargefox will present at the conference on Queensland’s electric vehicle charging network and give a holistic overview of the future of electric vehicle infrastructure from a technology perspective.

The future of mobility, which Ms. Rajasekaran says is an emerging trend, will also be discussed in a conference panel.

“The panel will bring together experts from the on-demand transport, e-scooter

and drone technologies to talk about what infrastructure may be needed in the future to accommodate these transport models,” she says.

“These technologies are all expected to change the way we build infrastructure, so they were really important for us to include on the agenda.”

Cycling infrastructure will be another topic featured at the conference following the inclusion of budget provisions to build cycle paths in metropolitan and regional Queensland.

Also released in 2017, the Queensland Cycling Strategy 2017-2027 aims to set the direction to encourage more cycling, more often throughout Queensland.

The strategy looks at ways to build and connect infrastructure to be more cyclefriendly and encourage cycling as a daily activity.

“The state is really pushing forward in terms of creating cycling infrastructure, and we are excited to feature this on the agenda,” Ms. Rajasekaran says.

A wide range of topics featured at the 2020 conference is expected to attract leaders from across the infrastructure industry.

As well as contractors, project managers and workers from within the construction and civil industry, anyone working within the technology sector can expect to benefit from the conference.

“Whether it be about technology or major projects, there will be the latest updates from industry decision-makers that delegates won’t be able to find anywhere else,” Ms. Rajasekaran says.

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S

ome of the most dramatic aerial photographs of recent times have been of areas of immense wealth alongside areas of soul-destroying poverty.

Although not quite on the same scale, the transportation industry is faced with an equally divided reality.

On the one hand, we entertain visions of appealing streetscapes with tunnels below and drones above. We imagine a connected and autonomous future, in which data zips around the ether, keeping driverless vehicles on the straight and narrow – literally – while we relax, snooze or chat our way to our destination. On the other hand, we don’t get the basics of the present system right. Unless we do get

them right, an automated transport future is a non-starter.

Rain is a part of life and has been since before the Romans built their first paved roads. Keeping large and dangerous bodies of water off roads and rail infrastructure should be a priority for a range of reasons, not least safety. However, every time it rains heavily, drainage structures on many roads and railway lines fail to do their job.

This is disruptive for rail users and tram users, who then get shifted onto buses (or, worse still, into their cars) to face the increased danger on roads along with existing road users. Unless we get drainage right, autonomous vehicles will not be able to position themselves, because they

Research and development-based attempts at progress in automated transport will have less impact without getting the fundamentals right.

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need to ‘know’ where the kerb is and the extent of the traffic lane to navigate safely.

Similarly, our traffic light systems seem to have been designed for arid regions.

Traffic lights at major intersections are regularly on flashing amber after heavy rainfall. Road users are usually frustrated at these times, and very few obey – or remember – the rules for negotiating the intersection. How then will autonomous vehicles cope? They may very well be able to interpret flashing amber lights, but with a ‘rational’ brain interacting with our irrational and frustrated ones, there is plenty of scope for disaster!

Lane markings are an important safety feature on our road network. There are some major roads around my home city, Melbourne, where between dusk and dawn, drivers have no guidance due to faded paint and poor lighting. Unless we get this right, autonomous vehicles will not be able to position themselves and will be over-standard vehicles with a great deal of technological redundancy.

It may seem odd for the National Transport Research Organisation to be advocating on getting the basics right and not just advocating for the research and development (R&D) needed to improve the sustainability and safety of our transport system. However, unless we focus on the basics, R&D-based attempts to create a step-change in our quality of life through smarter, safer, more sustainable transport will flounder because of the flawed and fragile underlying system to which it is applied.

Find out more about what ARRB can do in the area of CAV readiness by contacting us at info@arrb.com.au

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