Roads & Infrastructure October 2020

OCTOBER 2020

& INFRASTRUCTURE

MAJOR MATERIAL TRANSFER Astec presents the Roadtec SB-3000 material transfer vehicle for large projects

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OCTOBER 2020 CONTENTS

& INFRASTRUCTURE COVER STORY

14 Material Transfer Vehicle

Astec is introducing the Roadtec SB-3000 to Australia, ready to work on the pipeline of major projects set out for the country.

PROJECT REPORT

17 Managed motorway

The Department of Infrastructure and Transport South Australia describes the intelligent transport technology it’s implemented on the South Eastern Freeway.

AAPA

20 Leaders of tomorrow

When AAPA identified it could better connect with its younger members, Norbert Michel explains how he established the associations newest group.

23 AAPA member profile

Marc Meili, Managing Director of Protech Group highlights his commitment to continuous research and development of business solutions.

SOFTWARE FEATURE

24 Paving perfection

An in depth look at Wirtgen Groups new paving software, WITOS Paving Docu demonstrates the difference it can make on small and medium projects.

Elevated rail near Coburg Station on the Bell to Moreland level crossing removal project, story on page 36.

26 Project software

InEight’s Rob Bryant explains how project control software can guide better outcomes.

42 Reduce, reuse, recover

Hiway Stabilizers explains how pavement stabilisation and rehabilitation can be the ultimate form of recycling roads.

28 Asphalt automation

We find out how automation plays a key role in the production and operation of CIBER’s latest asphalt plants.

44 Recycling efficiency

A new Asphalt manufacturing plant has been unveiled by Topcoat, ResourceCo and McMahon Services in South Australia.

ASPHALT IN ACTION:

SAFETY

TECHNOLOGY AND EQUIPMENT

48 Contact Harald

A contact tracing card the size of a credit card is working to provide construction businesses with accurate data to trace close contacts of possible COVID-19 cases on site.

30 Long haul crumb rubber

SAMI Bitumen’s long-haul crumb rubber binder is proving its capabilities to service some of Australia’s most remote locations as a sustainable material.

32 Peak paving

The $20 million upgrade of the Shellharbour Airport in NSW saw Roadworx use the latest Dynapac SD2500WS paver from supplier CEA. 34 Noise pollution solutions

Noise reduction is a major consideration on civil construction projects. We look at Hummingbird’s comprehensive solutions.

INFRASTRUCTURE IN FOCUS

36 Precast for level crossings

NVC is one of the main precast concrete suppliers on the Bell to Moreland Level Crossing Removal Project. We detail how they helped with the 2.5-kilometre elevated rail structure.

ENVIRONMENT AND SUSTAINABILITY

38 The legacy of crumb rubber

Tyre Stewardship Australia supported an investigation into the recyclability of crumb rubber asphalt when re-used as reclaimed asphalt pavement, we find out the exciting results.

46 Risk over reward

UAA explains how an increase of stress and strain on construction operations can lead to accidents and the importance of ensuring risk is reduced.

50 Strength at the seams

Industrial workwear brand Workhorse has updated its Australian tailored range with new clothing for enhanced safety in day or night works.

53 Unique safety environment

Saferoads solar powered and remote Variable Messaging Signs are being used across Australia and New Zealand to protect a roads most unique users.

ARRB THOUGHT LEADERSHIP

54 Optimising performance

Nigel Powers details the changes ARRB has made to recognise the importance of effective and efficient management of road infrastructure.

REGULARS 04 Editor’s note 06 News

roadsonline.com.au

3

& INFRASTRUCTURE PUBLISHER Christine Clancy christine.clancy@primecreative.com.au MANAGING EDITOR Melanie Stark melanie.stark@primecreative.com.au

TECHNOLOGY TAKES OVER THE THIRD INDUSTRIAL REVOLUTION, also known as the digital revolution, began in the late 20th century but the transformation of technology and digital assets continues to develop.

As a heavily manual form of work, construction was not at first impacted by the digital revolution, with the milling of a road or the laying of asphalt largely labour intensive work.

However, over the past 10 years companies have been exploring how digital technology can enhance other construction processes.

Some of the most exciting advancements have been seen through digital twins and project planning software. Mapping out every aspect of an infrastructure asset through a digital twin or using project control software to keep hundreds of thousands of documents together can enhance project progress and outcomes.

In addition, machinery technology has significantly progressed over the last decade, improving safety, efficiency, accuracy and decision making along the way.

Moving forward, the construction industry can only be enhanced by smart technology.

Digital software, whether it be for machinery, project planning or asset management provides an array of opportunity for this sector.

In this edition, we showcase the latest innovation in project software. We speak to Wirtgen and Ciber about their software for asphalt paving and plants. InEight also detail how project control software is creating success on major projects and providing the ability for asset managers to make more accurate decisions when estimating budgets and time-lines in the future.

With regards to safety, we also feature technology provider Contact Harald who is helping construction businesses to trace close contacts of any possible COVID-19 cases on site.

As 2020 has shown us, digital technology can really enhance business processes and it’s exciting to see this unfold in construction.

EDITOR Lauren Jones lauren.jones@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 Brad Marshall brad.marshall@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

Lauren Jones Editor, Roads & Infrastructure Magazine

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ROADS OCTOBER 2020

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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THREE MAJOR CONSORTIA SHORTLISTED FOR TWO SYDNEY METRO WEST CONTRACTS Sydney Metro West is set to be constructed from Greater Parramatta to the Sydney CBD, creating 10,000 direct and 70,000 indirect jobs.

Three major consortia have been shortlisted to deliver the first two major tunnelling packages for the project. Due to the scale of the project, tunnelling and excavation works have been split into two packages between Westmead

and the Sydney CBD. The three consortia will first bid for the Central Tunnelling Package which includes the construction of 11 kilometres of twin tunnels from The Bays to Sydney Olympic Park. From there, the remaining two consortia will again bid for the Western Tunnelling Package which includes building nine kilometres of twin tunnels from Westmead to Sydney Olympic Park.

Three consortia will bid for two tunneling packages on the Sydney Metro West.

The following consortia have been shortlisted for two packages: • John Holland, CPB Contractors and Ghella Australia Joint Venture (JHCPBG JV); • Gamuda and Laing O’Rourke Australia Joint Venture (GALC JV); and • Acciona Australia and Ferrovial Australia Joint Venture (AF JV) The successful consortia for the Central Tunnelling Package will not be eligible for the Western Tunnelling Package in a move Sydney Metro expects to drive greater competition in the delivery of Australian tunnelling infrastructure.

Sydney Metro West teams are now addressing community feedback raised as part of the project’s first Environmental Impact Statement. Following planning approval, construction is set to start in The Bays later this year. The first of four tunnel boring machines is expected to be working before the end of 2022.

TOWNSVILLE RING ROAD CONTRACT AWARDED AMID THE $1.5B NORTH QLD PROJECT PIPELINE A contract has been awarded for the $230 million Townsville Ring Road Stage Five project as the $1.5 billion project pipeline for North Queensland progresses. The Georgiou, AECOM consortium will build Stage Five of the ring road. This was announced alongside the beginning of early works on the Bruce Highway – Townsville Northern Access Intersections Upgrade project.

These projects are expected to deliver a total of around 560 jobs as they move into construction. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said major construction for both projects was on track to begin next year.

“The Townsville Northern Access Intersections Upgrade project will duplicate 5.2 kilometres of the Bruce Highway, including a new bridge over Black River, while the Stage 5 project will complete the four-laning of the 22-kilometre Townsville Ring Road,” McCormack said.

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ROADS OCTOBER 2020

Queensland Minister for Transport and Main Roads Mark Bailey said creating a multibillion-dollar pipeline of road projects in Townsville would create jobs, drive safety and accommodate the region’s burgeoning freight and business community.

“We’re building the $514.3 million Bruce Highway upgrade through Haughton River, creating over 540 jobs, the biggest ever overhaul of Northern Australia’s largest port creating 125 jobs, and now we’re securing more jobs and improved safety with the next tranche of road upgrades in North Queensland,” Bailey said.

Executive General Manager Eastern Region Gary Georgiou said the team has a long and successful history working with the Department of transport and Main Roads.

“We look forward to showcasing our design and construction expertise while providing this vital infrastructure link to the local community,” he said.

State Member for Thuringowa Aaron Harper

said more than 90 per cent of Transport and Main Roads works were carried out

by Queensland companies and the overall North Queensland road and transport program supported 21,500 Queensland jobs.

“Despite COVID-19, our region is riding the wave of a roads bonanza with more than $1.5 billion in projects injecting money into the bank accounts of local businesses,” Harper said. “The 395 jobs from the ring road project could not come at a better time for Townsville as it continues to respond to the economic impacts of the global COVID-19 pandemic. These projects are being built by the north for the north.”

Design will commence immediately and construction is expected to start on the ring road in mid-2021 with completion expected for early 2023.

The project is jointly funded, with the Federal Government committing $184 million and the Queensland Government committing $46 million.

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NEWS

WEST GATE TUNNEL SOIL LANDFILL SITES APPROVED BY EPA VICTORIA The Environment Protection Agency (EPA) Victoria has approved two landfill sites to receive PFAS-contaminated soil from the West Gate Tunnel project. Initial testing on the West Gate Tunnel Project showed per- and polyfluoroalkyl substances, PFAS, could be expected when tunnelling begins.

Environment Management Plans (EMP) from Maddingley Brown Coal in Bacchus Marsh and Hi Quality in Bulla have been approved by the EPA as part of their application to receive spoil from the project’s tunnel boring machines (TBM). On Tuesday September 1, EPA said it had assessed the plans for “potential environmental impacts, such as runoff, odour, and potential land, surface water and ground water risks”.

The EPA has approved Environment Management Plans from two businesses.

“The approval of an EMP does not mark the final decision on where the spoil will be sent,” EPA said. EPA received EMPs from three businesses. At this stage, the state’s

environmental regulator has approved EMPs from two of these businesses including HiQuality and Maddingley Brown Coal.

It said the owner of a site bidding to receive the TBM spoil must develop and EMP and comply with specific conditions including constructing an appropriate containment system and managing spoil appropriately, so risks are controlled. The EPA will closely monitor these sites to make sure they are complying with their EMP and best practice safety measures to protect the local community and environment.

The discovery of PFAS last year has lead to delays with the project which is now expected to be complete in 2023, a year later than originally planned.

CONTRACTORS COMPLETE $497.3M MACKAY RING ROAD PROJECT One of the Mackay region’s largest infrastructure projects, the $497.3 million Mackay Ring Road, has been completed

by CPB Contractors. CPB began the works around mid-2017, crews have now built an 11.3 kilometre road with nine overpasses and four bridges. In total crews placed 90,000 square metres of asphalt pavement.

Queensland Transport and Main Roads Minister Mark Bailey was there for the opening celebrations and said the ring road’s nine overpasses and four bridges were game-changers that would transform how critical freight and the sugar city’s 116,000-strong community travels.

“This is a cornerstone project for Mackay

built by Mackay,” Bailey said. “More than 80 per cent of people involved in this project were from this region – that includes builders, suppliers, landscapers, engineers and traffic workers.”

Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said the Federal Government contributed $397.9 million to the Ring Road as part of the Bruce Highway Upgrade Program, which is improving safety, capacity and flood resilience between Brisbane and Cairns. “The 11.3 kilometre Ring Road will make it much easier to travel between the south of Mackay and the northern

The new Mackay Ring Road features nine overpasses and four bridges.

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ROADS OCTOBER 2020

suburbs. Travel time through the town centre will reduce, particularly at peaks times and heavy vehicles will be removed from the Nebo Road,” McCormack said.

Queensland Premier Annastacia Palaszczuk acknowledged the efforts of local businesses who were able to continue working on the project due to the efforts of Queenslanders in managing COVID-19.

“The Mackay Ring Road will have lasting benefits for the region and its economy for decades to come, but importantly it also created jobs at a time we needed it most,” Palaszczuk said. “We have a plan for economic recovery, and at the heart of that plan is a $50 billion guarantee to invest in large infrastructure projects that will support and sustain jobs for Queenslanders now and into the future.”

Each of the four bridges on the project were named after prominent members of the MacKay community. Suggestions were considered by a naming committee and with more than 80 submissions received the new structures will be named the Greg Sutherland Bridge, the Thomas Powell Bridge, the William and Frank Guthrie Bridge and the Margaret Insch Bridge.

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NEWS

LOCAL COMPANIES ANNOUNCED FOR $93M INTERSECTION UPGRADE IN WA An alliance made of WA locals has been named the preferred proponent to upgrade the Leach Highway and Welshpool Road intersection. The Western Australian government has found the intersection to be the most dangerous and second most congested intersection in the state with 224 crashes recorded between 2015 and 2019.

Final contract award is expected for December after the project was fast tracked.

Early works on the $93 million upgrade are expected to start before the end of the year with the project expected to create around 600 jobs. The interchange will be grade separated to improve vehicle, cyclist and pedestrian safety at the major junction.

A new bridge will be built taking the Leach highway over Welshpool Road.

The existing Leach Highway bridge over the railway will be duplicated and a shared path will be built along the Leach Highway from Sevenoaks Street to Orrong Road. The Leach Welshpool Alliance consists of local companies BG&E, Georgiou Group, and

Golder Associates.

Georgiou Group Engineering General Manager Simon Welfare said the company was thrilled to be partnering with Main Roads WA, BG&E and Golder Associates.

“Georgiou has successfully delivered a number of large infrastructure projects for Main Roads WA over the past 40 years and a key to the delivery of some of these projects – notably Mandurah Bridge Replacement and Gateway WA – has been in partnership with BG&E,” he explained. “Additionally, there is strong synergy between Georgiou, BG&E and Golder Associates so we look forward to bringing our experienced team and strong capability together to improve the safety and efficiency of this intersection, while also reducing travel times.”

Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said the Federal Government had prioritised infrastructure investment and construction across Western Australia to support local jobs through COVID.

“We’re creating hundreds of jobs with this upgrade alone at a time when hard-working West Australians need it most,” Tudge said.

“At the same time this is a targeted infrastructure investment that will bust congestion and improve safety at what is a notorious intersection.”

WA Transport Minister Rita Saffioti said this was just one of the major infrastructure projects the state government had fast tracked as part of the road out of COVID-19.

“It’s fantastic to see an alliance of local companies named as the preferred proponent to deliver this job-creating, congestion busting project,” she said. “At least 50,000 vehicles pass through this intersection every weekday, with the area servicing key commercial activities in the Welshpool commercial area, Perth Airport, Kewdale Freight Terminal and surrounding residential areas.”

The project is funded on a 50:50 basis between the Federal and Western Australian Governments.

MAIN ROADS WA SEEKING PROPOSALS FOR $230M SWAN RIVER CROSSING PROJECT Alliance proposals to develop, design and construct the new Swan River Crossing are being sought by Main Roads WA. Worth $230 million, the project will replace the Fremantle Traffic Bridge with two new crossings to meet future needs for road, rail, walking, cycling and boating.

Main Roads is seeking an alliance contract that will focus on heritage and architectural feedback received through ongoing community consultation.

Western Australian Transport Minister Rita Saffioti said the project was one of a number of major Western Australian transport projects to have procurement fast-tracked.

“Procurement for the project has been brought forward six months earlier than initially scheduled, to support the WA economy and local jobs during the road out of COVID-19,” Saffioti said. “Community

consultation is underway and will inform the project’s development and design to ensure we reach the best possible outcome for this significant infrastructure in Fremantle.”

The project is being reviewed by the independent State Design Review Panel with the contract expected to be awarded in early 2021.

“This project will also include new and improved pedestrian and cyclist’s links boosting our Principal Shared Path network, linking Fremantle to the Perth CBD,” Saffioti said.

State Member for Fremantle Simone McGurk said the new bridge is a great opportunity to replace the 80-year-old structure.

“We recognise the importance of this project to the Fremantle locals, so facilitating informed and meaningful

community input on the new structure is essential,” McGurk said.

The project is jointly funded by the Federal and Western Australian Governments on a 50:50 basis.

The contract for the $230 million project is expected to be awarded in early 2021. roadsonline.com.au

11

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NEWS

TWO MAJOR STEPS TAKEN TO INCREASE GLASS IN NSW ROAD BUILDING Across Sydney, 16 metropolitan councils have joined forces to recycle nearly 100 million glass containers yearly into local roads. This marks the largest local government led procurement of recycled materials for road building in NSW. A Request for Tender (RFT) has been released by the Southern Sydney Regional Organisation of Councils (SSROC), on behalf of 15 councils representing over 1.9 million Paving the Way aims to create a market for over 20,000 tonnes of glass yearly.

people, aims to initiate a new age of roadmaking by using recycled crushed glass as a substitute for natural sand in roads and footpaths in line with Transport for NSW and AUS-SPEC specifications. Parallel to this announcement, the NSW Government has released new guidelines for the use of recycled crushed glass in asphalt and have awarded more than $735,000 in grants for the use of this recycled material in road construction.

The SSROC initiative is called Paving the Way and it will aim to create a market for over 20,000 tonnes of glass per year, which equates to around one third of these council’s household glass recycling collections. This will be done without compromising existing recycling of glass into beverage containers.

An innovative contract model will ensure emissions are tracked alongside the volumes

of recycled materials used, to help councils report on their sustainability targets.

NSW Environment Minister Matt Kean said the initiative is an important step for NSW by helping to increase the uptake in the use of recycled materials.

“I want to make sure that NSW is a leader when it comes to recycling waste and maximising recycling, this is not just an environmental strategy but an economic one as well,” Kean said.

“This is about the NSW Government empowering business and local government through innovative and sustainable initiatives.”

SSROC President, Councillor John Faker, said, this is a game-changer that puts every household on the front-line of a stronger, more sustainable society and reinforces the critical role played by the community in separating their recycling.

PREFERRED CONTRACTOR ANNOUNCED FOR $85M BUSSELL HIGHWAY DUPLICATION Raubex Construction has been named as the preferred contractor for the Bussell Highway dual carriageway construction.

The project has been fast-tracked to boost the economy post-COVID. It’s expected to support around 570 direct and indirect jobs during construction.

Stage One of the project will include the construction of a five kilometre section of carriageway along with reconstruction works on an existing section of the highway resulting in two lanes in each direction.

Works will begin in October this year and is set to be complete by June 2021.

Stage Two works are developing in planning and involve construction of the remaining 12 kilometre section between Hutton Road and Busselton, along with the duplication of three bridges over three rivers.

Premier Mark McGowan said this was one of the major road projects his government had worked to fast track.

“The $85 million Bussell Highway duplication is one of the major

infrastructure projects we have worked to fast track to create local jobs and provide opportunities for local businesses,” McGowan said. “We estimate we’ve managed to bring this project forward almost three months.”

WA Transport Minister Rita Saffioti said the project had been a priority for the local community and said she was pleased to work with the Federal Government to

secure funding for the project.

“We completed $4.5 million worth of pre-construction works for Stage 1 of this project earlier this year, paving the way for major construction works to start before the end of 2020,” Saffioti said.

The project is jointly funded with $68 million committed by the Federal Government and the rest by the Western Australian Government.

Bussell Highway Stage One works will start in October and Stage Two works are in planning. roadsonline.com.au

13

MATERIAL TRANSFER FOR

MAJOR PROJECTS

A NEWLY RELEASED MATERIAL TRANSFER VEHICLE, THE ROADTEC SB-3000, IS ABOUT TO HIT AUSTRALIAN SHORES. WITH A PIPELINE OF MAJOR PROJECTS SET TO BOOST THE AUSTRALIAN ECONOMY DISTRIBUTOR ASTEC IS KEEN TO GET THE SB-3000 TO WORK.

R

oadtec has a long history in the development of innovative, highquality road building equipment.

The company produced the first ever Material Transfer Vehicle (MTV) in response to a specific need in a US motor racing track. Racetrack owners wanted a smooth, even surface and Roadtec’s MTV delivered.

The machine’s non-contact, non-stop paving capability produced a seamless asphalt mat that enhanced the performance of cars and drivers.

The company built on that success to develop MTVs, or shuttle buggies, that also supply asphalt at a homogeneous temperature and uniformity through remixing technology which enables and achieves consistent compaction of the mat.

Recognising the enhanced performance and safety features of Roadtec’s newest and largest Material Transfer Vehicle, major equipment supplier Astec is bringing it to Australian contractors.

Kyle Neisen, Product Director – Construction Machinery Solutions, Astec, says the SB-3000 can hold a total of 30 tonnes of asphalt, 25 tonnes in the main hopper and another five tonnes in the 14

ROADS OCTOBER 2020

dump hopper and conveyors.

He says this makes the new MTV wellsuited for use on Australia’s extensive network of roads and highways as well as on airport projects.

The SB-3000 was created with three customer-oriented focus points; safety first, then comfort and productivity.

A stand-out feature of the new machine is the ground level engine placement which provides simple and easy access to all service points and lowers the overall height of the MTV. This improves the operator’s platform mount and dismount from either side of the machine and its road transportability.

“Having the engine and hydraulic propel system at ground level means that when the crew or service personnel are working around the engine and hydraulic pumps, they’re in a much safer position and the machine parts are far easier to access,” Neisen says.

The ground level engine placement also means all start-up checks for the SB-3000 can be done as the operator walks around the machine. This includes hydraulic fluid, water, oil, fuel, DEF and battery checks.

Another key safety feature of the new MTV is the allocation of ground operator space within the machine’s mainframe.

In addition, the panel swings in and out providing increased visibility and enhanced protection of the ground worker.

“Traditionally the ground control operator had to walk close to the machine and in some cases close to live traffic. Having that operator protected inside the SB-3000’s mainframe is a huge safety enhancement,” Neisen says.

The SB-3000’s improved visibility means the main operator now has a clear view back to the paver, the transfer conveyor, rear tyre, dump hopper and the ground person.

“This change means the operator’s view isn’t bound by the width of the machine.

Now there are perfect sight lines around it and the operator is better able to monitor the truck in front to prevent impacts.”

Roadtec’s focus on productivity has seen the implementation of four-wheel steering in the SB-3000. The machine can be used in front-only, crab, coordinate and rearonly steering modes, providing increased manoeuvrability on the job and during transportation.

COVER STORY

The SB-3000 can hold a total of 30 tonnes of asphalt.

“Four-wheel steering really helps with the transportability of the machine, getting it to and from the job site. Paving might be done on the road shoulder or in a tight location, and being able to easily move around these areas is a major benefit,” Neisen says.

He explains that as well as four-wheel steering, the SB-3000 also offers cruise control. This can be a particularly useful

feature during paving operations when the machine must be kept at equal distance between the loading truck and the paver to prevent impacts.

“As with any vehicle the more elements you can simplify for the operator, the less likely it is that mistakes will be made,” Neisen says.

“Operating a shuttle buggy requires a great deal of concentration. Using the cruise control feature to lock in the correct speed gives the operator more time to focus on other aspects of the job.”

The SB-3000’s redesigned fuel extraction system is another example of Roadtec’s emphasis on operator safety and comfort.

The system functions continuously while the MTV is in operation, carrying any fumes away from operators and crew. It has been positioned so there is no need for it to be moved at the end of the shift.

“The extraction system doesn’t have to be folded away and then, when the machine turns on again, it’s automatically activated.

So it’s one less step for the operator to remember,” Neisen says.

A comprehensive environmental wash down system is also included with the SB-3000. The Auto Chain Spray system is designed to be used with a water-based release agent which can also be integrated into the set up.

“At the touch of a button the crew can start this Auto Chain 16-nozzle system to spray down all the important parts of the MTV. This helps dramatically reduce build-

up of material which is one of the main reasons machine parts fail,” Neisen says.

“We recommend activating the sprays every couple of hours if possible, but certainly at the start and end of a shift, it’s essential. Keeping the machine cleaner for longer reduces down time and increases productivity.”

Jorge Boil, Business Line Manager of Infrastructure at Astec Australia is looking forward to the machine arriving in Australia.

“After many years of design and engineering based on customers’ feedback, Roadtec has created this brand-new Material Transfer Vehicle,” he says.

Powered by the impressive Stage five, Cummins B6.7 engine and with easy maintenance access, tight turning radius, nimble steering and bright lighting, Boil says the SB-3000 is a familiar, yet totally re-invented shuttle buggy.

“The machine’s Quick Change System means it can be switched back and forth from dump hopper to windrow hopper.

The dump hopper landing lights project blue beams onto the ground to help guide trucks as they line up with the material and even the wheels have been designed to provide better flotation and traction,” he says.

The new MTV will soon be available in Australia and with its increased capacity, improved capability and enhanced safety and comfort features, the SB-3000 is expected to become an important addition to any major paving project.

The main operator now has a clear view of the paver, transfer conveyor, rear tyre, dump hopper and ground person.

roadsonline.com.au

15

YOUR WINDOW TO PROJECT CERTAINTY Our integrated software solutions maximize project visibility and give you greater control, even when you can’t be there.

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Image credit: Department for Infrastructure and Transport concept image”

PROJECT REPORT

Main works on the South Eastern Freeway project are expected to be complete by the end of 2020.

LIFE IN THE

MANAGED LANE

THE SOUTH EASTERN FREEWAY IS A MAJOR ROUTE LINKING ADELAIDE AND MELBOURNE. TO IMPROVE TRAFFIC FLOW AND SAFETY IT IS BEING TRANSFORMED, USING INTELLIGENT TRANSPORT SYSTEMS. WE SPEAK TO THE DEPARTMENT FOR INFRASTRUCTURE AND TRANSPORT SOUTH AUSTRALIA ABOUT THE PROJECT.

A

n average commuter in Australia relies on mobile technology to manage their route. This can be anything from checking the weather on your phone to decide between public or private transport, to using a mapping application to calculate the quickest route.

In 2019, Google reported 5 billion people use Google Maps across the globe every month. With this technology being valuable in a personal sense, it is becoming increasingly apparent how important technological assets can be when operating a road or transport asset.

Alongside the rise and development of autonomous vehicles, roads are also being enhanced with technological capabilities to provide a better driving experience.

In the future some experts are even predicting roads will be able to charge electric vehicles as they drive over them. Though we are not quite at that stage yet, variable speed limit signs and lane use management systems are being embedded into many major roads now. Even Sydney’s Olympic Park has been the setting for an autonomous vehicle trial with a shuttle which began taking passengers in October 2019.

One example of this is the South Eastern Freeway, Managed Motorway Project in South Australia. The $14.2 million project will include the upgrade of the existing emergency lane into a permanent third lane and the implementation of a managed motorway including the use of an Intelligent Transport System (ITS).

Around 53,400 vehicles travel daily on the section of the freeway being upgraded, between Crafters and Stirling. The road was identified, in 2013 and in 2019, by the Royal Automobile Association as a risky road in its Risky Road campaigns.

Following the allocation of funding and subsequent planning, construction began on the project in May 2020. As of early September, about a third of the project has been completed.

A spokesperson at the Department for Infrastructure and Transport South Australia (DPTI) said stage one has seen the successful delivery of all the common services; trenching works, incorporating the lighting, and the Intelligent Transport Systems conduits.

“All light poles and LED street lighting are installed, and all structural concrete and

drainage works are complete. Installation of ITS structures, ITS equipment, asphalt and kerb works continue and are soon to be finalised,” they said.

Moving into Stage Two, crews will begin works on the existing ramps including hauling cable for the ITS System through the new conduit system and the installation of ITS structures and equipment.

They will also install variable message signs and over-lane ITS gantries.

In Stage Two asphalt works are also set to begin along with temporary line marking, kerbing and the installation of safety barriers.

Stage Three will cover the construction of the median including the installation of a median safety barrier. Finally Stage Four will include finishing works in conjunction with testing and commissioning.

Main works are expected to be complete by the end of 2020 with commissioning to take place in early 2021, weather permitting.

INTELLIGENT TRANSPORT SYSTEM INTEGRATION The new three lane managed motorway will include automatic thermal incident roadsonline.com.au

17

If successful, the equipment is then installed on site and from there the ITS infrastructure undergoes Site Acceptance Testing (SAT).

“SAT confirms the ITS infrastructure functions and meets quality and compliance requirements as per the specification for each component,” the spokesperson said.

After the SAT, the contractor conducts a System Integration Acceptance Test (SIAT).

This demonstrates that the infrastructure performs to the Department’s requirements.

The final stages of testing are then conducted by DPTI. This is called

flow for the freeway’s 53,400 daily drivers.

The ITS infrastructure will enable continuous monitoring of traffic conditions and detect incidents or traffic queues.

The CCTV will also work in conjunction with the variable speed limit signs, allowing the Department’s Traffic Management Centre to remotely manage traffic to give the best possible driver experienced on the freeway even in the face of incidents.

As for the future capability for smart or autonomous vehicles on the freeway the spokesperson said road authorities will need to consider these vehicles as an active way to manage the road network.

“SAT CONFIRMS THE ITS INFRASTRUCTURE FUNCTIONS AND MEETS QUALITY AND COMPLIANCE REQUIREMENTS AS PER THE SPECIFICATION FOR EACH COMPONENT.” Operational Scenario Testing.

“Such testing demonstrates that incident detection input into the Department’s system automatically generates the appropriate responses on the ITS infrastructure. The final test is to run the system continuously for a defect free period of a thousand hours,” the spokesperson said.

THE BENEFITS OF ITS TECHNOLOGY DPTI expects the implementation of ITS technology will improve safety and traffic

ITS technologies are gaining immense popularity in Australia and South Australia is not the first to implement this kind of system. The Monash Freeway in Victoria and the West Connex M8 in Sydney are among many roads to use this technology.

As for South Australia, the DPTI spokesperson said for future projects ITS Infrastructure is considered on a case by case basis to actively manage the network, ease congestion, improve travel speed, travel times, traffic flow and improve safety for all road users across the network.

Image credit: Department for Infrastructure and Transport concept image”

detection systems, CCTV, variable speed limits and Lane Use Management systems.

The DPTI spokesperson said some of the key issues raised for the South Eastern Freeway related to poor driver behaviour.

“This section of the freeway also experiences variable weather conditions, including fog. To address these key issues, the implementation of a managed motorway will enable the continuous monitoring of traffic conditions and the ability to detect incidents or traffic queues in real time,” the spokesperson said.

“This will enable the Department’s Traffic Management Centre to remotely manage traffic and adjust speed limits during poor weather conditions, road works or other incidents on this section of the freeway.”

To implement ITSs in Australia there is a strict testing process which must be undertaken, this starts before the ITS infrastructure is even installed on site.

“ITS infrastructure undergoes what is called a Factory Acceptance Test (FAT) which is done in a controlled environment.

This step is to ensure the devices and systems provided meet the Department’s requirements and are as per the relevant specifications,” they said.

“This is critical in demonstrating system wide integration with the Department’s software platform and network functionality, allowing for simulation of worst case, failure, and system test case scenarios.”

DPTI expects the implementation of ITS technology will improve safety and traffic flow.

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ROADS OCTOBER 2020

INNOVATIVE SUSTAINABLE PAVEMENT SOLUTION SPECIALISTS PLANT-MIXED FOAM BITUMEN (PMFB)

We are pioneering the use of plant-mixed foam bitumen to be manufactured in quantities that provide flexibility and cost effectiveness that meet the varying requirements of Clients whilst losing nothing in quality or purpose. Hiway Stabilizers Australia (HSA) produces PMFB to all Australian Standards and specifications.

Essentially we set up our operation in a quarry (client specified or otherwise) and prepare the product as per specifications.

HSA has pioneered the use of PMFB in a stockpile that can be utilised for a period up to 28 days or longer. The plant mix

process provides the required high level of control around foam bitumen materials manufacture and the final product is then either stockpiled at the quarry for collection or delivered to a single, or multiple, sites, which offers a better value proposition for Clients that require varying tonnages throughout the month.

The outcome is a cost-effective solution for the construction, rehabilitation and maintenance of new or existing pavements.

Plant-mixed foam bitumen stabilised base provides a structurally sound pavement that has proven to be resilient particularly in areas of regular flooding and inundation.

In recent years plant-mixed foamed bitumen has been successfully used for both new construction with new quarry materials and for rehabilitation projects using existing pavement materials which are sometimes blended with new materials. Hiway Stabilizers have substantial experience with an in-house pavement design capability, who will work with you to optimise the pavement layers and approach to suit your budget and pavement performance requirements.

PLANT-MIXED FOAM BITUMEN PROCESS

The materials to be bound are loaded continuously into the manufacturing plant at a rate to meet the production volumes. Attached to the plant are storage for bitumen and the secondary stabilisation agent. These are metered by the plant controls into the pugmill mixing chamber at the rate required to meet the mix design parameters. The manufactured material is conveyed directly into trucks for transport to site where they are placed either by paving machine or by grader and then compacted using conventional asphalt compaction equipment. Alternatively, the manufactured material may be stockpiled for later use.

APPLICATIONS

• New pavement construction • Rehabilitation of existing pavements • Production of maintenance patching materials • Stockpiling application, for extended working times.

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

Mark Large

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BENEFITS

• More cost effective than full depth asphalt • Similar strength to asphalt • Resilient pavement less prone to flood impacts • Longer working time relative to comparable products • Strong, durable and flexible pavement layer

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

The AAPA Leaders of Tomorrow focus group is set to develop its up-and-coming members.

GROWING INDUSTRY FROM

THE GROUND UP AAPA MEMBERS OFTEN PRAISE THE ASSOCIATION FOR ITS NETWORKING OPPORTUNITIES. SO WHEN THE TEAM IDENTIFIED IT COULD BETTER CONNECT WITH ITS YOUNGER MEMBERS AND LEADERS OF TOMORROW, NORBERT MICHEL GOT STRAIGHT TO WORK.

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he 2019 Federal Government’s Australian Jobs Report showed the construction industry employed about 1.17 million people in 2018, with 16 per cent of the workforce aged 55 or older.

That equates to about 187,000 people in the construction workforce over the age of 55. Interestingly, the same percentage of the workforce were aged 15 to 24 years old.

With an ageing workforce, it can be expected there is an incredible amount of knowledge held with those above 55 and 20

ROADS OCTOBER 2020

who have, in many cases, been working in construction for their entire career.

As these people are expected to depart the industry in the coming years, it’s important to ensure the new talent can fill and exceed the knowledge expectations of the industry.

In 2018, AAPA began to look at its impact with members and discussed its approach to engagement with different people across the sector.

One of the gaps identified was

engagement with the newer cohort of road maintenance and construction professionals.

To boost the relationship between the association and its up-and-coming leaders, Norbert Michel, Executive Director for Victoria and Tasmania, decided to set up a focus group and the AAPA Leaders of Tomorrow Initiative (ALTI) was born.

“We asked our Victoria based senior branch members to nominate two younger professionals with around five to seven years’ experience and so we formed a focus

Nicholas Lee, Senior Engineer Pavement Surfacing at the Victorian Department of Transport.

group to discuss what opportunities they are looking for,” he said.

“We want the group to share common ideas and communicate with other members of the industry who have expertise in different areas, as its really important to understand the various components that come together to make up the flexible pavement industry.”

At the end of 2019, plans for group site visits to the major players in the industry were set for this year however, when COVID-19 interrupted these plans the group turned virtual.

“We came up with the idea for each of the group members to do a presentation for AAPA members. These are similar to our TechTalks, with the aim of building up the group’s presentation skills and boost their profile in the wider industry,” Michel says.

The first presentation was delivered recently by Nicholas Lee, Senior Engineer – Pavement Surfacing at the Victorian Department of Transport and a member of the ALTI group. Lee had a significant role in the delivery of the Department of Transport crumb rubber asphalt demonstration project in Bentleigh East, Melbourne.

This project saw four different crumb rubber asphalt mixes laid side by side on the same road with 2 control sections, in order to monitor each section’s performance with an aim to increase the awareness and use of crumb rubber in asphalt across Victoria.

“The first ALTI session was a great success.

The topic attracted a large attendance which was really pleasing to see,” Michel says.

“For this particular subject Lee had around eight years’ experience but about three in that specific domain of the industry, so it was great to be able to pass his knowledge on to some people in the industry with 30 or 40 years’ experience.”

While COVID-19 has put the site visits on hold, this is something the group hopes to continue as soon as possible.

“Even when we are able to do site visits, I think the presentations will continue because it’s project focused and a really good way to introduce the group to public speaking and communicating the progress they have made in industry,” Michel says.

“At AAPA we do a lot of work around the senior technical and knowledge transfer levels and we do some work at a medium level. I see the ALTI group slotting really well into the introductory technical transfer level.”

In reflecting on his progression through the industry Michel says he remembers that starting out in the industry can be tough and having connection through groups such as the ALTI can be reassuring.

“I was awarded some opportunities because my bosses liked to push me, but there wasn’t a forum like this one.

At my first company I was involved with developing a similar sort of group. So,

with this project I am working to deliver something I really think would have worked well for me back when I was starting out,” he says.

“The reality is those at a senior level are all so well connected because they started together and moved around the industry.

They were able to attend technical and networking events to develop, so having something like the ALTI group will give our future leaders an opportunity to grow their skills.”

He says even though the flexible pavement industry covers so many different facets and sectors, people can still get set into one area even if they work at a major contracting firm with broad capabilities.

“It’s really just a great opportunity for the members to grow beyond themselves, because the onus is on them to gain the experience in these presentations and raise their profile in the industry.”

AAPA hopes to grow the ALTI group far beyond its original 15 members, though Michel is already impressed with the diversity of the starting group.

“The whole point of this group is to find the industry leaders of tomorrow, to find out who AAPA’s next round of branch and technical leaders are going to be. These are a great group of up-and-coming leaders and for me, it’s great to have the opportunity to assist them however they need,’ he says.

An ALTI Group meeting to discuss workplace cultures.

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AAPA MEMBER PROFILE: MARC MEILI MANAGING DIRECTOR OF PROTECH GROUP

1. HOW LONG HAVE YOU OR YOUR COMPANY BEEN AN AAPA MEMBER AND WHY DID YOU DECIDE TO BECOME ONE? We commenced our support service to the surfacing industry within our first year of operation (2006). The transient and seasonal nature of the industry needed a flexible workforce management option; we built this capability and we now manage over 300 full time equivalents for a range of Tier 1 and Tier 2 surfacing clients across Australia.

We decided to commit to the industry over a decade ago and got involved with AAPA and its members to build strong relationships, learn and continuously provide value.

2. WHAT IS YOUR CURRENT ROLE AND WHAT DOES IT INVOLVE? As Managing Director of the Protech Group, I focus on the development and well-being of all our people, with safety being at the forefront of everything we do, while strategically developing Protech’s added capabilities that create new values for our clients. Established in 2006, Protech set out to be a positive influence in people’s lives; and that’s exactly what it has done, employing over 3,000 people across Australia.

3. WHAT IS THE BEST THING ABOUT YOUR CURRENT ROLE? As I am not involved in the operational dayto-day business, my focus is to strategically research and develop business solutions that changes our clients’ workforce management ability. In recent years, we have developed a complete workforce engagement platform including diversity programs, apprenticeship and traineeship pathways, indigenous employment programs, youth pathways, skills training and upskilling, and contract maintenance, offering our clients the full spectrum of outsourced people and service solutions.

Our newest developments are very exciting

and professional personnel. Our clients’ businesses change constantly, and we are evolving our services to make sure best value is achieved through our engagement.

The surfacing industry works in particular ways and is seasonally affected; the consistency to supply safe, skilled and trained people is where we excel.

Managing Director of Protech Group, Marc Meili.

as we are opening up new frontiers with mobile neuroscience technology that predicts subconscious safety behaviour; the regular assessment of our autonomous nervous system resilience (a biometric indicator for well-being and people performance); and a new front-line management framework that changes the labour hire model and improves and measures our combined teams for safety, quality and performances on site. Also in development is our customised digital integration application that connects and automates the order, purchase, time, invoicing and payment management processes, between our clients and Protech for seamless, error-free and efficient transactions. It is inspirational and a lot of fun to see it all coming together.

4. WHAT IS YOUR BIGGEST ACHIEVEMENT IN THE INDUSTRY? Staying relevant. Protech is a privately owned Australian business which provides industry-leading technical and professional workforce acquisition and management services, specialising in the provision of skilled, semi-skilled, technical, trades,

5. WHAT IS A RECENT CHANGE YOU HAVE SEEN IN THE INDUSTRY AND HOW ARE YOU PREPARED FOR THAT? Similar to a number of other industries, technology is a key change element for all organisations associated with the surfacing industry. Fewer people – with more technical skills – is what industry needs. During the last two years we have extended our activities as a Group Training Organisation (GTO) across Australia with the aim to support more industries in developing their workforces with the new skillset requirements. AAPA and Protech have held discussions on specific training courses, collaborating on how our national traineeship and apprenticeship platform will support the establishment of an industry specific skill development solution.

6. WHAT DO YOU THINK IS MOST INTERESTING ABOUT THE ROAD CONSTRUCTION INDUSTRY? The road construction industry never stops.

Australia’s infrastructure development and maintenance requirements are ongoing and crucial for our safety, transportation efficiencies and a high-performing economy.

7. WHAT ARE YOUR GOALS FOR THE FUTURE? The number one goal we at Protech work towards to is to ‘Be First Choice’. Being selected by our partner clients as their first choice is the key organisational goal that drives all aspects of quality, service and improvement across the entire business in an ever-changing business environment. roadsonline.com.au

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PAVING DOCUMENTATION

GOES DIGITAL

WIRTGEN IS PREPARING FOR THE INTRODUCTION OF VÖGELE’S WITOS PAVING DOCU TO THE AUSTRALIAN MARKET. THE SOFTWARE IS TAILORED TO MAXIMISE PERFORMANCE IN SMALL TO MEDIUM PROJECTS, SUPPORTING CUSTOMERS IN ENSURING QUALITY, EFFICIENCY AND CONTINUOUS IMPROVEMENT.

C

ommunication between contractors and subcontractors is crucial to project success. Managing expectations and performance between multiple parties on the job requires comprehensive reporting.

Previously the manual calculation, recording and entry of data on-site could be time consuming and subject to human error.

In recent years, software has become increasingly popular for the planning phase of infrastructure projects with technologies like Building Information Modelling and Digital Twins taking the spotlight.

But industry is also realising the benefits of technology for in-field information capture and reporting as a project progresses to keep track of material traceability, project goals, tight specifications and time-lines.

To optimise the paving element of road projects, major original equipment

WITOS Paving Docu automatically records pave width, speed, interruptions and effective paving time.

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ROADS OCTOBER 2020

manufacturer Wirtgen has released an application for the digital documentation and analysis of small to medium paving works.

WITOS Paving Docu is a tool suited for paving jobs that require precise data recording and logging.

Stuart Torpy, Wirtgen Australia General Manager Road Technologies, says WITOS Paving Docu aims to provide smaller crews and contractors with a simple and cost effective tool that aids them in capturing asphalt delivery and paving data.

“It used to be only the big projects that required full traceability information but to varying degrees that type of information is becoming valuable to other clients. WITOS Paving Docu streamlines and simplifies this task through an app and some additional equipment on VÖGELE pavers,” he says.

Through the app, WITOS Paving Docu allows paving data to be collected by one

or more personnel on site for monitoring job progress and assisting in the balance calculations. The collated data can also be sent back to the office or other relevant parties for review and filing with the job lot quality data.

The paver first establishes a WiFi network on-site and working as a server it transmits data on-site to devices whether they be computers, tablets or smart phones - even if it enters a dead zone.

“Because the technology doesn’t rely solely on GSM signals the app continues to function for site recording of data whether it has an external signal or not,” Torpy says.

At the start of each job delivery notes are scanned in using a QR code, if supported by the asphalt supplier, or can be manually entered as asphalt trucks arrive. This way the delivery notes are also stored digitally in the application.

Throughout the job WITOS Paving Docu will automatically record pave width, paving speed, interruptions and effective paving time. It will also calculate the area density, by recording the paved surface area and material quantity used.

Once completion of the job is flagged the app can forward the job site report featuring the relevant information to identified team members at the end of the day.

WITOS Paving Docu job site reports include all of the parameters that are recorded throughout the job along with details on logistics, efficiency and temperature if RoadScan is in use. A map is also included showing the location of the section that has been completed, with start and end points to mark the work.

Efficiency is converted into a table which shows the different modes the machine

SOFTWARE

was in during the job. As the machine is working each stage of production is recorded from idling, repositioning to paving and more. This is then presented as a percentage so crews can work out how much time was spent paving compared to positioning, for example.

“As time progresses the small things can make a large difference. Being able to use data collected from the job also enables contractors to identify areas for attention to improve productivity, asphalt ordering accuracy or job planning,” Torpy says.

“These secondary benefits of WITOS Paving Docu are possibly the most valuable. Rarely does anyone receive paving job data in a way that invites even a highlevel analysis.”

For the first time WITOS Paving Docu provides access to easy to read and interpret information from the work site that can be invaluable in driving better job efficiency and profitability.

“Historically only the biggest contractors would have the resources to collect, collate and assess this type of data to improve

i 0-3 10 R2 PE SU

WITOS Paving Docu allows paving data to be collected by one or more personnel on site.

their operations. WITOS Paving Docu will place the same capabilities in the hands of any contractor no matter the size, for a small investment that could be easily recovered over a week’s worth of savings,” Torpy says.

As WITOS Paving Docu was developed in an app format, this helps to make it simple to install, easy to use and quick to generate meaningful data for clients or contractors.

“And because it’s an app anyone on site with a smart phone can have access, from

the foreman, to the truck controller, screed hand or paver operator. It really is as simple as whoever wants it can have it.”

From beginning to completion, almost every aspect of a paving job can be recorded through WITOS Paving Docu.

With each job that is initiated every user can see the order ID, the truck’s license plate, the tonnage required for each paving section and the progression of the job.

Once the operator has completed the job, it’s as simple as opening the application and clicking through to complete the work. Then the job disappears from the list and the achievements are recorded.

“Software doesn’t have to be cumbersome or scary. It should actually be simple and make our jobs easier, even helping us find insights into our work that can make us more efficient and profitable. Just as WITOS Paving Docu does,” Torpy says.

The first Australian deployment of WITOS Paving Docu will take place late in 2020 after completing a series of successful deployments in Europe and America.

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Data collected during projects can later be used as a benchmark on future projects.

BIGGER PROJECTS, BETTER

DECISION MAKING

PROJECT CONTROL SOFTWARE IS A TOOL TO ENHANCE PROCESSES AND OUTCOMES. FOR CONSTRUCTION, PROJECT CONTROL SOFTWARE CAN BE THE DIFFERENCE BETWEEN THE SUCCESSFUL COMPLETION OF PROJECTS ON TIME AND ON BUDGET. WE SIT DOWN WITH INEIGHT TO FIND OUT WHAT THIS SUCCESS LOOKS LIKE.

T

echnology, artificial intelligence and automation have become an everyday function in many people’s personal lives through phones, intelligent speakers and smart televisions. However, the uptake of technology and automation in the construction industry has not been as swift.

In 2009 research company Gartner performed a survey of more than 65 countries and 1756 companies, it found the construction industry only spent 1.3 per cent of its revenue on Information Technology (IT).

Despite this as projects grow, alliances and stakeholders become more diverse and projects become more complex the importance of IT in construction only increases.

Technological solutions have the power to improve efficiency and transparency on projects while tracking progress and success. With turnovers sometimes 26

ROADS OCTOBER 2020

equating to billions of dollars, construction projects have a major opportunity to reduce risk with project control software.

Although the benefits are well recognised by some, there is a cultural shift slowly sweeping through the industry which is moving towards project control software. This happens as the technology demonstrates its advantages from boardroom to base laying contractors.

InEight’s EVP for Asia Pacific, Rob Bryant explains the successes he has witnessed within companies that share project data through technology.

“There are three main areas of advantage we notice by using technology and data.

The first is visibility of progress, second is the ability to share information readily and third is the ability to benchmark results and compare progress between projects,” he says.

“Project contractors and owners tell us that with real time data sharing they are able to get a better sense of where a

project is on the time-line, as compared to manual reporting which might be finished a month after the event.”

As for the live feeding of data, Bryant explains this is advantageous as the data collected is turned into analytics almost instantaneously, this information can then be shared between collaborators increasing transparency.

Both during and long after a project, he says this data can be used as a benchmark to compare projects.

“You have the ability to see the results for potentially hundreds of projects based on the utility of the solution with key indicators, all of which can be presented in a single dashboard. This helps people to understand which projects are lagging and which are leading in terms of efficiency and performance.”

This data and evidence can then influence budgeting, planning and scheduling for future projects.

SOFTWARE

“It’s often ambitious schedules and budgets that cause over-runs and perceived delays because a time-frame was unrealistic originally,” Bryant says.

“An overview of past and present project data provides a sound base for the schedule.

Using project controls, you can get a better estimation of where the costs and schedules should be and ensures you can allow for variations that may come into play.”

When scheduling future projects, past information can be fed into the project control system and artificial intelligence will make recommendations based on past projects for the required length for each task and what risks need to be considered.

This is one of the major benefits seen when to using end-to-end platforms or all-inclusive software. End-to-end solutions keep the data in one place which can be referred to throughout the project.

“Everything from your work breakdown structure, cost allocations, tracking the schedule or viewing data in a model can be consistent so you can view and interpret the data confidently. This removes the need to invest in complex integrations or dedicate personnel to compile information,” Bryant says.

This kind of data visibility can also aid with risk allocation.

“We want all collaborators on a project to have a stake in the schedule and agree it is realistic from the outset and are able to view that throughout the process so there is a level of trust in the collaboration so decisions are always joint,” Bryant says.

One example of a contractor recognising a need for a more connected data environment is Decmil. Decmil is an Australian-owned business with significant experience in infrastructure engineering and construction, delivering multidisciplinary projects in sectors such as transport, utilities, water, defence, corrections, health and education.

Decmil was originally searching for a document control solution, and instead decided to undergo a complete digital transformation by reducing its 60+ systems from over 20 vendors into five primary systems from 3-4 key vendor partners.

By implementing a more connected technology approach, Decmil is seeing an increase in cross-team collaboration and is able to mitigate project risks by leveraging as-built information from past programs and apply lessons learned to active programs and identify opportunities for more efficient outcomes.

With a single source of truth in place, companies like Decmil are now able to build an internal knowledge library by capturing productivity and performance data. Project teams with the ability to surface this key information are better equipped to analyse cost and schedule risk and make necessary adjustments to drive better results.

One of the main barriers recognised in the construction industry’s transformation to technology is familiarity. Examples such as Decmil, however, are increasingly common and demonstrate the real

Project control solutions can help throughout a project lifecycle but especially at the beginning and end.

benefits of the technological shift.

“This technology is such a great enabler, it’s just about knowing how to take advantage of what is available and to experience how the data can be used to make better decisions,” Bryant says.

Project control solutions can help throughout a project lifecycle, but especially at the beginning and end.

Contractors are now using this technology as a unique edge when bidding for projects.

“These solutions can give transparency from the contractor to the client about how they arrived at certain cost and schedule estimates, taking into account risks. A contractor can also offer to give clients access to the project dashboard so that project progress can be tracked at all stages.”

During the handover phase at the completion of construction, end owners, and in some cases government, are also interested to have a breakdown of the works required to build the asset.

“Project control software is an initial investment and takes time to really see the benefits of the technology. For instance, the handover and commissioning phase project is where technology can show its real value,” Bryant says.

“Collating project data is often expensive and time consuming, but if you gather the data as you go, when you finish the project you aren’t far off producing the handover documents.”

Over the past few decades as construction businesses have begun to realise the benefits of technology for project control, the online solutions themselves continue to adapt, removing barriers for a wider audience.

For InEight this now means improving the visual interpretation and tangible experience of projects provided by their solution, some of which is already a reality.

“This means collating the data in a 3D model environment to help with interpretation. For the construction of a road you could have a flyover view where can look at what is coming up at each stage of construction and what is to come from a project gallery perspective,” Bryant says.

“The common accessible point from the field to the boardroom and connecting those environments will continue to be key for us. The use of project controls can bring perspectives from the field and the boardroom much closer and help to deliver trust and better project outcomes.” roadsonline.com.au

27

ACCELERATING

AUTOMATION

ASPHALT PLANT AUTOMATION CAN STREAMLINE THE ASPHALT MANUFACTURING PROCESS, CREATING QUALITY MIXES WHILE BOOSTING EFFICIENCY. ROADS & INFRASTRUCTURE SPEAKS TO CIBER ABOUT THE TECHNOLOGY IN ITS LATEST INOVA ASPHALT PLANT SERIES, WORKING TO PUSH ASPHALT PRODUCTION INTO THE FUTURE.

The new CIBER iNOVA series features a fault diagnostic system within its automation features.

W

hen dealing with thousands of tonnes of aggregate, bitumen, recycled products, additives and many other road building materials, asphalt plant faults can be extremely costly.

In 2015-16 Australia imported 558.8 mega litres of bitumen and in 2010 it was estimated Australia’s extractive industry produced around 130 million tonnes of aggregate annually.

Both of these products are highly valuable and contribute to the $360 billion that the Australian Industry and Skills Committee estimates the construction industry generates in revenue each year.

Any malfunctions or mistakes at an 28

ROADS OCTOBER 2020

asphalt plant can not only result in the waste of these materials and money but it can also cause delays on projects and can even damage equipment.

Major asphalt plant manufacturer CIBER is using automation to help contractors reduce risk, human error and uncertainty by streamlining plant processes with technology.

Marcelo Zubaran, CIBER Product and Application Specialist, says automation is an efficient way to optimise mechanical components in an asphalt plant.

“Automation determines how extensively you can work with the mechanisms of the plant. With CIBER plants we can configure

and organise the components to optimise the way we process materials,” he says.

“The mechanical components of the plant benefit from automation and technological intelligence to achieve the best outcomes when working on projects.”

CIBER asphalt plants are configured and prepared in the factory to standard specifications, they are then programmed with automation which covers the common field applications.

“The main software program doesn’t change but it’s created in a way that allows the operator to adjust the materials and processes in the plant to achieve the desired outcome,” Zubaran says.

“With our technology, the new CIBER plants almost do everything automatically.

This is important because it takes the pressure away from the operator and can allow companies to have lower skilled workers in charge of the asphalt plant.”

When in production newer CIBER asphalt plants require the operator to input mix ratios and requirements for the desired asphalt mix. From there the plant does everything from the dosing, to drying and mixing until the final product is ready.

“For example, after dosing the aggregates in the bins the materials are transferred to the dryer drum where the energy from the flame heats the materials. In the past the operator had to turn on that flame manually with a risk of burning filter bags if it was turned on too soon, or the risk of wasting too much material if it was turned on too late,” Zubaran says.

“Now the flame is automatically turned on at the perfect moment, when there are right quantity of aggregates in the dryer. It also makes the operators life easier along

SOFTWARE

the production. We aren’t saying anyone can run the automated asphalt plants but the technology is really intuitive, so you don’t need to have years of experience before you set it up.”

Reducing operator errors is one of the most important aspects of automation in the CIBER plants, Zubaran says.

In the latest iNOVA series a fault diagnostic system works to ensure the asphalt plant is operating smoothly. If a section of the plant is not working to properly the system will alert the operator and they can decide what action to take.

“This is especially important for mobile plants because when you are changing sites often, crews can be smaller so it’s important to be able to forecast and pick up small issues. It’s really about reducing any mistakes and making sure any problems are caught early on so they can be fixed,” Zubaran says.

Automation can also help to increase fuel efficiencies in the iNOVA asphalt plants. The dryer drum rotation speed follows the best heat exchange between the combustion gases and the aggregates,

The CIBER software program doesn’t change but the operator can adjust inputs.

regardless of the mix formula, aggregates moisture and production rate.

The perfect air and fuel ratio is achieved by the plant and its power is self-adjusted to reach the target mix temperature constantly. This “hands free” operation allows an accurate temperature of the asphalt mix, which guarantees proper

material bonding with the minimum fuel consumption possible. In addition, the exhaust fan varies its turning speed automatically to ensure it extracts the correct amount of gases from the dryer.

“This entire part of the drum is completely automatic now. Automation is the way asphalt plants are being run and will be a feature of CIBER plants going forward,” Zubaran says.

“Customers are surprised by the level of automation because the road industry is used to doing many things manually. But in this new generation of plants almost everything is automatic.”

He says CIBER has seen the Australian market is open to automated technology and plant operators want to know what the equipment can do for them.

“In the medium-term future automation will be the difference between equipment, I think. The mechanical capabilities of plants may get increasingly similar but what is behind the plant, the software and automation, and the way the materials are processed that will make a real difference,” Zubaran says.

NEW SOLUTION Kariyarra-Tyrecycle is a Port Hedland-based rubber recycling company specialising in the processing of end-of-life off-the-road mine-site tyres within the Pilbara region.

OLD PROBLEM

The company is committed to eliminate the sending of waste rubber to landfill by providing an environmentally and socially attractive local solution for industry in the management of EOL OTR tyres.

www.ktc-mining.com.au KARIYARRA TYRECYCLE M I N I N G

S O LU T I O N S

COLAS used up to nine rollers and two sprayers on site at a time.

LONG-HAUL CRUMB RUBBER, TO REMOTE AIRPORTS AND BEYOND WITH GROWING CALLS FOR MORE SUSTAINABLE MATERIALS ACROSS THE ROAD CONSTRUCTION INDUSTRY, SAMI BITUMEN’S LONG-HAUL CRUMB RUBBER BINDER IS PROVING ITS CAPABILITIES TO SERVICE SOME OF AUSTRALIA’S MOST REMOTE LOCATIONS AS A SUSTAINABLE MATERIAL.

T

he use of crumb rubber is a major focus in Main Roads Western Australia’s sustainability policy as part of its commitment to meeting the needs of today without compromising future generations.

As one of three spotlighted topics, the use of crumb rubber is a priority for the organisation. It estimates 1,900 tonnes of crumb rubber was used on the states network alone in the year 2019/20, which is equivalent to 380,000 car tyres.

Alongside public organisations, private entities are also moving to use increased amounts of crumb rubber as it can offer cost-effective alternative maintenance treatment to polymer modified binders.

In this case a new airport was being constructed in the Pilbara and project consultant GHD recommended the use of SAMI Bitumen Technologies long haul crumb rubber binder. The airport runway was 2200 metres long and 45 metres wide with a taxiway and hard stand.

Based around 1400 kilometres from SAMI’s Fremantle manufacturing facilities, the crumb rubber binder transported to the airport was specially formulated by SAMI to remain stable and stay within the specification throughout the transportation and handling process.

The long-haul S45R binder overcomes traditional challenges that can occur with the separation of crumb rubber particles 30

ROADS OCTOBER 2020

during long transportation.

Russell Clayton, Technical Director Pavement Engineering at GHD, says the company has had a lot of experience with crumb rubber in the past and recognises crumb rubber bitumen as a more durable and longer lasting product.

“When we went to tender with this project, we required the crumb rubber to be blended on-site but SAMI proposed for their product to be used as it could be hauled over long distances if maintained at a stable temperature,” Clayton says.

The program of works at the airport meant the runway would be sprayed in the cooler winter months, so GHD worked with SAMI in Sydney to perform tests and ensure the product would not be affected by lower surface temperatures.

“For the testing, comparisons were made between the S45R binder and a traditional form of binder and the results, even at lower temperatures, showed the crumb rubber to perform better,” Clayton says.

“One of the conditions for the project was that every batch of binder had to be tested on-site before it was sprayed. SAMI established a small lab on site and fulfilled the requirements with every single delivery meeting performance criterion.”

He says the oldest product brought to site was four days old, and it still met the specifications.

The project overall used around 560

tonnes of SAMI’s S45R product with each batch transported in 50,000 litre tanks.

GHD also collected samples of each day’s batch of binder for forensic testing in the future, if required.

As a subcontractor for the project, COLAS were tasked with applying the crumb rubber binder to the runway, with the project being constructed in less than 10 days.

This was one of the reasons for which GHD recommended the SAMI product.

Clayton says with most airfield projects conducted in 10-day periods, setting up a binder blending plant and storage at the site can be a significant undertaking.

Lindsay Hughes, COLAS Operations Manager for WA, says sometimes when crumb rubber has been used in the past, rubber particles separate from the binder and end up in the bottom of the tank as a heavy residue.

“Typically, it took two days for the binder to get to site after they had loaded it.

When the drivers had lunch breaks or tea breaks, they would circulate the binder and carry on,” he says.

“We use a lot of crumb rubber in our projects and for our sealing season around 60 per cent is crumb rubber binder. We know it’s one of the best products out there for high stress seals, especially for airports, it bonds well with the stone and it has great high surface temperature properties.”

The seal constructed on the runway was

ASPHALT IN ACTION

SAMI’s long haul crumb rubber is specially formulated to remain stable and stay within specification during long transportation.

a prime coat with a 72 hour cure. It was a 14/10 millimetre, S45R two coat seal with an emulsion sand seal over the top.

“It sprayed very similarly to a traditional binder. We run larger nozzles in our sprayers when using crumb rubber and we found this mix sprayed very well and that there was no tram tracking. I think we could have even used our standard nozzles,” Hughes says.

COLAS used up to nine rollers and two sprayers on-site at a time to get the project finished in a tight window.

“The feedback we’ve had from the client

has been fantastic and we were really happy that we got the project done in the time they specified,” Hughes says.

Both GHD and COLAS saw the importance of minimising stone loss during and after construction and worked together to achieve these outcomes using SAMI’s S45R binder.

“Working at an airport it is crucial the stones bond well to the bitumen and we had used a crumb rubber formula at another airport a few years prior which gave me the confidence to use this binder” Clayton says.

“Even now at warmer temperatures the

Specialists in stability management

crumb rubber seal appears to be, although it is very young, much tougher than a conventional C320 binder.”

Clayton says he will most certainly be looking to use the S45R in similar environments in the future.

“This is the only crumb rubber product I know of that can be transported such long distances so it’s a great solution to that problem. I think that the success of this project will demonstrate to other airports that there are alternative options using crumb rubber.”

Hummingbird Electronics are specialists in electronic vehicle and machinery safety solutions.

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PEAK PAVING

PERFORMANCE

LOCAL CONTRACTOR ROADWORX WORKED WITH CLEARY BROTHERS ON THE $20 MILLION UPGRADE TO SHELLHARBOUR AIRPORT IN NEW SOUTH WALES. ASSIGNED WITH THE ROLE OF ASPHALT RESURFACING, ROADWORX USED THEIR NEW DYNAPAC SD2500WS PAVER TO ACHIEVE THE MAJOR WORKS.

I

n early 2019 Shellharbour Council received $15.97 million funding from the NSW Government’s Growing Local Economies for the upgrade of Illawarra Regional Airport which was later renamed Shellharbour Airport.

In March 2020 works began on the upgrade of the passenger terminal building, the short and long-term car-parks and the runway.

Roadworx were contracted for the runway upgrade which involved 1.8 kilometres of resurfacing spanning 32 metres wide. The work began in April 2020 and in total 6500 tonnes of asphalt were used.

To achieve the works with the required quality outcome and within tight project timelines, as is often the case with airport runway projects, Roadworx made use of 32

ROADS OCTOBER 2020

its new Dynapac SD2500WS paver from supplier CEA. Dynapac’s large wheeled pavers are well suited to a variety of sites and conditions from small suburban work to major projects. For this large airport project the SD2500WS was well suited, with a six cubic metre hopper capacity and a theoretical paving capacity of 750 tonnes per hour.

The SD2500WS is capable of paving up to 300-millimetre thick with a maximum working width of nine metres.

Stephen Long, General Manager of Roadworx, says they chose the Dynapac paver because it was their largest frontline paver and a project of this magnitude required a paver they knew would produce a quality and uniform mat finish and be

reliable across the term of the project.

“We had completed some work with the paver before but not on this scale. It was a good opportunity for us to really put the paver to the test and showcase that Roadworx has the right plant and equipment to deliver complex large scale projects of this nature,” Long says.

“This was also the first runway project we’ve completed using Stone Mastic Asphalt (SMA) and the second of its kind in the country using SMA for the wearing course. We thought the Dynapac would be well suited to handle the strict specification and productivity expectations.”

Material flow is a major design feature of the Dynapac SD2500WS paver. The shape of the conveyor tunnel has been designed

TECHNOLOGY & EQUIPMENT

Around 6500 tonnes of asphalt were used to upgrade the Shellharbour Airport runway.

for optimal flow along with minimising segregation. The twin 580 millimetre wide reversible conveyor system works to produce a smooth transfer of material aided by its automatic feed control system. It integrates with the slim designed centre drive auger system which provide the required material flow with minimal material disruption.

The V6000TVE screed used on this SD2500WS paver is equipped with both vibration and tamping systems which work to ensure a uniform, homogeneous surface structure and a high pre-compaction, even when working with harsh materials such as SMA. “I think the paver lays a fantastic mat which is a result of the vibration and tamping system. It has very good level control and the outcome of the finished asphalt is excellent. Over the 32 metre paved width at the airport we ran the paver at four metre wide runs using the automatic levelling beam to remove any undulations in the existing pavement,” Long says.

“When ordering the Dynapac we chose the option to have a laser sensor on the screed board which measures the width of the paving run during operation, this saves the crew time carrying out manual measuring.”

Long says his operators really enjoyed using the machine, with a comfortable cabin

lay out and the ability for the entire cabin to hydraulically slide out allowing the operator great visibility and the ability to better communicate with ground workers and the truck spotter controlling truck movements.

“Another good safety feature is the truck indicator lights for entry into the hopper.

When the operator is ready to receive material, the paver has a light system, so the truck knows when it is safe to reverse,” he says.

Dynapac’s SD2500WS paver is also designed to reduce noise to around 104 decibels through sound insulation, automatic engine RPM control and hydraulically operated fan speed control.

All of this leads to a pleasant and safe working environment for all operators.

Dynapac’s PaveManager Software and Screed Remote Control have recently been upgraded as well to provide increased control of the paver and help operators achieve better quality results faster.

“This was a really high-profile project and the technical support we received was brilliant. We had a technical advisor from CEA on site with us when we began to ensure everything ran smoothly” Long says.

“We will certainly consider Dynapac when adding to the paving fleet, the support we have received from CEA as a supplier has been fantastic.”

On the airport project Roadworx ran the paver at a four metre width.

roadsonline.com.au

33

TECHNOLOGY & EQUIPMENT

AUTOMATING SAFETY NOISE POLLUTION IS AN IMPORTANT CONSIDERATION FOR COMMUNITIES CLOSE TO MAJOR CONSTRUCTION OR QUARRYING SITES AS WELL AS WORKERS. HUMMINGBIRD ELECTRONICS, AN AUSTRALIAN ENGINEERING COMPANY, OFFERS SOLUTIONS TO REDUCE NOISE WHILE BOOSTING SAFETY AND PRODUCTIVITY.

U

nder model Work Health and Safety Regulations in Australia a business must make sure the level of noise a worker is exposed to does not exceed the exposure standard for noise.

Construction sites, quarries and mines can be among the nosiest workplaces in the world. In addition, construction sites are often set next to or near residential areas, heightening the need to improve noise pollution.

Hummingbird, is using its expertise in research, design, development and manufacturing of electronic solutions to create noise solutions for a range of industries.

Offering multiple solutions for noise reductions high impact workplaces, Hummingbird’s systems also focus on improving safety and efficiency.

Scott Montgomery, Mining and Industrial Sales Manager, Hummingbird says wherever large machinery is working there are reverse alarms, external machine noises and many more features creating noise pollution.

“Traditionally on a quarry or mine, once the excavator has filled the truck up an air horn is let off to indicate to the driver the truck is full. But that is often frustrating for the neighbours and confusing for the drivers, so we wanted to find a way to communicate quietly,” Montgomery says.

To improve the truck loading process, Hummingbird created a system capable of directing the message to a single truck.

This works through GPS technology which pairs each truck and excavator so that once a truck is filled the excavator operator can send the message to that specific truck.

This solution is called the Silent Horn System, designed for trucks, diggers and loaders. The system is plug and play and operates through an antenna configuration on each machine.

“The noise from air horns can carry a long way and for sites near farming regions, residential areas or even for sites expanding 34

ROADS OCTOBER 2020

The Audio Alert System and Silent Horn System work to reduce noise but also to increase safety and efficiency.

closer to their own camps, it can be a real benefit to reduce noise,” Montgomery says.

Excavator operators can communicate the truck is full through a touch-screen in the cabin, then truck drivers will receive audio and visual alerts that show a loading machine’s identity without any additional external noise.

While successful as a noise reduction solution, Montgomery says a quieter work site is not the only benefit of the system.

“The more a crew can load and unload though effective communication across the day, the better. If you can do it efficiently without distracting or frustrating surrounding communities it’s really beneficial,” he says.

The Silent Horn system is simple to install and Hummingbird accompany any users through the process of implementation.

From the quarry to construction site, Hummingbird’s solutions continue, where noise reduction, safety and efficiency are key.

This is where the Hummingbird 16 Channel Audio Alert System comes into play. This system is designed to simplify machine alerts for the operator, reducing noise and distractions on-site.

The Audio Alert System connects to

a machine’s PA or speaker system to communicate bespoke messages.

“For some operators there are so many lights bells, whistles, gauges and monitors and they can get confused and can’t easily identify problems with machinery. A voice solution sends a direct message and the course of action an operator needs to take with each issue,” Montgomery says.

Hummingbird also helps to set up this system, which involves connecting a positive or negative input to a trigger in the vehicle.

Then a text to voice converter or other audio file is used to upload messages to the system and give them certain priorities.

“You can prioritise and change the volume or speed of delivery for each message. For example, an emergency warning would be louder and slightly quicker than a reminder to put on a seatbelt,” Montgomery says.

“For civil applications, where machinery is often left at a site on the side of the road each night, the alert system can provide a mechanism to use motion sensors that trigger the lights on the machine to come on. The Audio Alert System will connect to a machine’s external amplifier or PA system to communicate, which can ward off vandals.”

Montgomery says the biggest advantage of the Audio Alert System really shows when working on civil sites.

“There might be a number of different machine models and brands on any site and each operator needs to get used to those machines and the different alerts. With a voice command that tells them exactly what is wrong, it takes a lot of time out of learning each different machine system,” he says.

While these noise reduction systems can go a long way to reducing noise pollution, increased productivity and safety are also a large part of the package.

With Australian designed and manufactured parts, which can be easily integrated into many different machines, these solutions are a simple choice to improve operations.

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13 73 23 /

PRECAST PRODUCTION FOR

MAJOR PROJECTS

NVC PRECAST IS SUPPLYING SIGNIFICANT PRECAST CONCRETE ELEMENTS TO ONE OF THE LARGEST LEVEL CROSSING REMOVAL PROJECTS IN VICTORIA – BELL TO MORELAND. ONCE COMPLETE, 2.5 KILOMETRES OF ELEVATED RAIL MADE PREDOMINANTLY FROM PRECAST CONCRETE WILL BE UP AND RUNNING.

T

he Bell to Moreland Level Crossing Removal Project includes the construction of 2.5 kilometres of elevated rail to remove four congested level crossings between Brunswick and Coburg.

As an elevated rail project in a tight corridor, precast concrete beams and planks have been a critical element of construction.

To date, local Kilmore based contractor NVC Precast has supplied nearly 200 precast concrete segments for the project.

Working right through the coronavirus pandemic, with strict safety measures, the team has been able to help keep the project on track.

Timing has been a critical element on the Bell to Moreland project as it was decided the rail line would be shut down for a threeNVC Precast supplied nearly 200 precast elements to the Bell to Moreland project.

36

ROADS OCTOBER 2020

month period to allow construction to take place. This meant any delays or disruptions would have significant consequences for the people relying on the line.

Roads & Infrastructure sits down with Matt Thorpe, Director of the Bell to Moreland Project, to find out just how crucial precast was to the major works.

“This 2.5 kilometre elevated rail project gets rid of four dangerous and frustrating level crossings and will include two brand new stations as well. The elevated rail will also create around two Melbourne Cricket Ground’s worth of new open space at ground level for the surrounding communities,” he says.

“A key part of this project, however, was to do it as fast as possible and this week

the team placed the last L-beam after only 45 days on site. To make this happen we needed as many precast elements as possible so that we could put them into place quickly. When you are shutting the train line for a bit over three months you need the job to be done fast.”

To create the elevated rail section of the project, 268 L beams were needed with around 53 piers and 73 cross heads. Each L-Beam weighed around 110 tonnes and spanned from 25 to 33 metres in length.

“Using precast L-beams helped with consistency because we knew we were going to get the same cast every time and it also helps with the speed of installation, each beam essentially can just be slotted into place without the delays of concrete

INFRASTRUCTURE IN FOCUS - PRECAST

An NVC build mould and test cage for the Bell to Moreland project.

curing times,” Thorpe said.

He says the project is situated on a very narrow corridor, so the precast beams work well because they don’t have to be formed and poured on-site. Instead two gantry cranes, named by the team as Kath and Kim, lift most of the L-beams into place along the corridor.

“NVC Precast is one of our two main suppliers and being able to have the beams produced, from both suppliers, to such a high quality and sent to site for quick installation has been fantastic.”

Another innovation the level crossing team and its suppliers worked on was the challenge of load restrictions during transportation of the large precast elements.

“We attached 4G tracking devices into each of the beams which fed real time location data back to the site team. This way we could optimise delivery of the beams,” Thorpe says.

NVC Precast’s Victorian based manufacturing facility also meant travelling to the level crossing site was relatively straight forward, down the Hume Freeway from Kilmore.

“Our local suppliers of concrete are incredibly important to the project. We are getting really high-quality product and we are getting the volumes we need from our suppliers. Kilmore isn’t far, but its regional so they are supporting regional employment. With easy access for the delivery of the beams having that precast capability in Kilmore has been great,” Thorpe says.

Steve Reilly, General Manager of Construction & Engineering at NVC Precast, says this was the first time L-beams had been manufactured over 31 metres in length and with top flange rebates for stair access.

“The project also required a new design of a portal crosshead which was able to support both tracks on a single crosshead.

So, we had to design and manufacture new moulds to ensure accuracy in the cast connection for the columns to the crossheads,” Reilly says.

Creation of the new mould and formwork solutions by NVC Precast ensured accuracy in the final product so that during assembly on-site there would be no complications.

NVC Precast also developed a jig to trial the placement of all precast crossheads, to ensure the ducts cast into the crossheads were accurate to the design to facilitate

their on site installation.

“We not only manufacture precast, we also have a construction arm of the business that can work on site. This provides us with a unique perspective to create the solutions required and ensure the final product will meet the client’s standards,” Reilly says.

NVC Precast have a variety of different precast beds which enable the team to manufacture elements consecutively. With the various precast elements delivered to the Bell to Moreland project they could all be cast in a different area which meant the team could manufacture all four elements, L-Beams, T-Beams, Planks and Crossheads, at the same time.

The NVC Precast site is also set up with significant hard stand areas which are used to store precast elements upon completion of the manufacture so that production can continue prior to the units being delivered.

NVC Precast is well versed in the benefits of using precast concrete on infrastructure projects, though due to the unique nature of the Bell to Moreland project many of the benefits of precast were made clear.

“Precast enables very tight tolerances to be achieved before you get on site, minimising any delays due to misplaced fitments. Using precast also eliminates the time it takes to form, reinforce, pour and cure elements on site. Instead you take the element to site and install,” Reilly says.

“Especially when working in a rail corridor like the Bell to Moreland project it is usually not feasible to manufacture pre-stressed elements on-site, due to the bed and mould requirements. The only non-prestressed elements we built for this project were the crossheads. Doing all of this work away from site decreases the construction footprint also which often reduces public space required on projects.”

Reilly says on this major project there were challenges, though the achievement of each key milestone by the NVC Precast team was reached through a strong collaborative relationship with all of the project stakeholders.

Through these relationships and their precast experience, they were able to meet all delivery requirements and produce high quality works, setting the example that a regional Victorian business can make a major difference on major infrastructure projects.

For more information on NVC Precast visit www.nvcprecast.com.au roadsonline.com.au

37

Tyre Stewardship Australia supported an investigation into the recyclability of crumb rubber asphalt.

CRUMB RUBBER:

A LEGACY INVESTIGATION

MAIN ROADS WA IS WORKING WITH THE AUSTRALIAN ROAD RESEARCH BOARD AND TYRE STEWARDSHIP AUSTRALIA TO VALIDATE THE USE OF RECYCLED ASPHALT PAVEMENT THAT CONTAINS CRUMB RUBBER. ROADS & INFRASTRUCTURE REPORTS.

I

n Western Australia crumb rubber consumption has doubled in the past two years, from between 800-1000 tonnes to nearly 2000 tonnes. A collaborative project with Main Roads WA and the Australian Road Research Board (ARRB), supported by Tyre Stewardship Australia (TSA), has been undertaken to investigate the recyclability of crumb rubber asphalt.

Alongside the movement to use a variety of recycled materials in asphalt, road base and spray seal, the road construction industry has been increasing its capability 38

ROADS OCTOBER 2020

to recycle asphalt itself.

As asphalt is 100 per cent recyclable, contractors are increasingly opting to mill out roads, save the materials and reuse them which is a material well known as Reclaimed Asphalt Pavement (RAP).

However, one of the major unanswered questions in the industry is; can these mixes containing recycled products then be recycled as RAP when the pavements reach their end of life?

When Zia Rice, Senior Professional Leader at ARRB, sat down to investigate literature

on this topic she found there wasn’t much evidence to answer this question.

“The initial conception of this work began on an Australian Asphalt Pavement Association (AAPA) study tour in South Africa that was sponsored by TSA. Crumb rubber has been used widely in asphalt and spay seals in South Africa for many years, however, it seemed the country had small issues with recycling crumb rubber asphalt due to its sticky properties,” she says.

“When we got back to Australia, where crumb rubber being used in asphalt is

ENVIRONMENT & SUSTAINABILITY

Practicality testing included recovering 10 tonnes of crumb rubber RAP and re-incorporating 10 per cent into a new mix.

“DESPITE THE SLIGHT BUILD UP DURING PROCESSING OF LARGER TONNAGES, WE COULD SEE THIS IS SOMETHING THAT COULD BE EASILY RECTIFIED BY INDUSTRY IF THEY UNDERSTAND THAT WHEN THEY ARE GOING THROUGH HIGH VOLUMES OF THIS MIX, THEY MIGHT NEED TO TAILOR THEIR PLANS.”

relatively new, we wanted to find out what the barriers might be when turning crumb rubber asphalt into RAP.” The project was part of the Western Australia Road Research and Innovation Program (WARRIP), involving Main Roads and ARRB and was supported by TSA through additional funding to allow a deeper dive into this crumb rubber question.

“To start the project, we had feedback from the study tour but we needed some more information. To get this we undertook a literature review and that was when we found there hadn’t been much work done yet in this area globally,” Rice says.

“The second step was to plan and undertake a practicality study which would help us to identify key steps industry would need to take from reclaiming the asphalt, processing it, mixing it and repaving.”

ARRB and Main Roads worked with industry partners Fulton Hogan and Asphalt Recyclers Australia to perform those steps in a controlled environment in order to identify any issues, while at the same time performing additional laboratory testing.

“When we make asphalt mixes that contain RAP if we are at percentages greater than 20 per cent, we need to characterise the RAP viscosity so we can tailor the new mix to a target viscosity. So, we did a laboratory investigation to see how the RAP characterisation was affected by the presence of crumb rubber alongside the practicality testing,” Rice explains.

First, the team recovered 10 tonnes of crumb rubber RAP and re-incorporated 10 per cent into a new mix. There were not any issues during this stage when claiming, processing, mixing and repaving the RAP. “We decided to put the mix through a batch plant which is what we would consider to be the least suitable type of plant for sticky RAP material. We didn’t see any issues with the batch plant so we didn’t think it necessary to test it out in a drum plant, we just looked at increased tonnages,” she says.

For the second stage the team looked at 20 tonnes of the crumb rubber asphalt and at this stage the team did see some issues with build up during processing which

could reduce efficiencies.

“Despite the slight build up during processing of larger tonnages, we could see this is something that could be easily rectified by industry if they understand that when they are going through high volumes of this mix, they might need to tailor their plans,” Rice says.

The laboratory investigation also returned interesting results.

“We found it difficult to characterise the viscosity of a crumb rubber RAP binder due to the presence of the rubber particles.

Through our current methods it’s hard to get a representative answer so further investigation is needed there,” Rice says.

“This could facilitate a new design process for level two and three RAP mixes with high percentages, perhaps we will look at an alternative performance indicator rather than target viscosity.”

From here, the next steps will be to investigate how to design new recycled asphalt with crumb rubber and the importance of RAP traceability and separation. roadsonline.com.au

39

ARRB and Main Roads WA worked with industry partners Fulton Hogan and Asphalt Recyclers Australia for the investigation.

“I think this initial project has been really good. It provides industry and asset owners the confidence of the adoption in this new technology at the beginning, without compromising performance or perpetual recyclability issues,” Rice says.

“At this stage I can’t see the collection and processing efforts from crumb rubber RAP to be very different from conventional RAP.” Eventually industry guidance will need to be created which could be a new specification for crumb rubber RAP or the mention of crumb rubber in the current specifications for RAP. Liam O’Keefe, TSA’s Senior Strategy Manager, says road manufacturing is a major focus for the organisation with TSA funded infrastructure projects set to consume around 10,262 tonnes of tyre derived products yearly, which is estimated to add an additional $6 million in sales to Australian tyre processors.

“This project is an example of the great work happening in WA with Main Roads through both policy and industry. We have seen a real transformation in the WA market, and they are working to increase the use of crumb rubber exponentially,” he says.

TSA’s mission is to increase the 40

ROADS OCTOBER 2020

“WE’VE SEEN THE WHOLE OF LIFE CYCLE PERFORMANCE BENEFITS IN MANY PROJECTS AND IT’S JUST GREAT FOR US TO BE ABLE TO REALLY PUSH THE USE OF A PRODUCT WHERE WE KNOW WE ARE NOT GOING TO HAVE ANY LEGACY ISSUES DOWN THE TRACK.” consumption of crumb rubber across all sectors in Australia. O’Keefe says the team were aware of the perennial questions across the sector that inhibit some products from being sold, such as the lifetime legacy of crumb rubber in asphalt.

“TSA applauds the work Main Roads and ARRB are doing, undertaking this project for the benefit of the whole road construction sector. It’s helping to overcome an issue that is sector wide and it gives confidence to all users that environmental outcomes in the short term don’t mitigate those in the long term,” he says.

Rice says industry could already see performance benefits from modifying binders with crumb rubber and hopes it will encourage the sector to use crumb rubber more going forward.

“We’ve seen the whole of life cycle performance benefits in many projects and it’s just great for us to be able to really push the use of a product where we know we are

not going to have any legacy issues down the track,” she says.

TSA will look to work with organisations that will progress this work to its future stages and work with industry leaders to increase the use of crumb rubber across the country.

“It’s not just about increasing use, but initiating on-going high demand in the roads sector will enable the local recycling market to invest in equipment and produce more highly refined products cost effectively for all markets,” O’Keefe says.

Throughout 2019/20 TSA approved 11 new recycled rubber projects. The successful delivery of these projects is expected to create market demand for the Australian resource recovery industry of 16,118 tonnes yearly.

The organisation is excited to work on these projects and more with industry partners throughout the 2020/21 financial year.

Š 2020 | VT42 Pty Ltd Trading as Contact Harald | ABN 77 373 551 818 | Level 1, 85 William Street Darlinghurst NSW 2010 Australia

THE THREE R’S OF

SUSTAINABLE PAVEMENTS

THE TERMS REDUCE, REUSE AND RECOVER ARE WELL KNOWN TERMS NO MATTER WHAT INDUSTRY YOU WORK IN. HIWAY STABILIZERS EXPLAINS HOW THE PROCESS OF STABILISATION CAN APPLY TO ROAD CONSTRUCTION TO CREATE A SUSTAINABLE, RECYCLABLE ENVIRONMENT.

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avement stabilisation has sustainability at its core. Instead of ripping up a road and putting down new virgin materials, stabilisation solutions are used to rehabilitate existing pavement materials.

In 2017, IPWEA reported there are 574,660 kilometres of gravel roads in Australia, comprising 60 per cent of the nation’s road lengths. A NATSPEC Tech Note looked at the improvement and stabilisation of unsealed roads and found there are many options for councils to save money using insitu stabilisation of existing road pavements.

Hiway Stabilizers have been delivering sustainable pavement solutions since 1986.

Over the years Hiway’s and its Queensland business SAT Civil Constructions has expanded its capacity and capability for design and construction to include the latest technologies for rehabilitation, road building and maintenance.

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ROADS OCTOBER 2020

Hiway’s team includes a technical group that can develop or optimise solutions to maximise the beneficial reuse of insitu materials regardless of road type. The team works with contractors to find a solution without sacrificing design life and so by delivering the best value for money. It is always their aim to recover and reuse all the existing materials on every site and incorporate them in the road pavement.

Kenn Hall, Hiway’s Tendering and Estimating Manager, says as an example on a granular road with no surfacing the team would often use a powdered additive to rehabilitate the road.

“We would spread the powdered additive over the road and run our stabiliser over that for one pass which we do dry. Then we connect the stabiliser to water and do a second mixing run, adding water to provide sufficient moisture to enable the surface to be compacted, then it gets cured and

sealed,” Hall says.

He says the process is similar for foamed bitumen stabilisation as well, with the water pass also including the addition of bitumen before the surface is trimmed and compacted.

The process of stabilisation reduces the need for new pavement materials to improve performance of the asset. It also reduces the need to remove and transport under-performing existing materials to appropriate waste facilities.

As quarry materials are a finite resource, techniques like stabilisation can reduce demand. The process can even be used to improve the properties of cheaper locally available materials, as an alternative to importing materials from other markets which can be expensive.

“Part of our process is even to minimise the amount of additive we are using while making sure we still achieve the specified

ENVIRONMENT & SUSTAINABILITY

The Hiways crew at a foamed bitumen job in Queensland.

It is always Hiway’s aim to recover and resuse existing materials.

Hiway Stabilizers have been delivering sustainable pavement solutions since 1986.

performance outcomes,” Hall says.

In 2017, the company undertook subgrade stabilisation works for the Hornsby Junction Remodelling Project. Hiways crews used a blend of hydrated lime and cement within the live rail corridor. The decision to use stabilisation technology over traditional, remove and replace, options was a result of the highly urbanised location in Hornsby City CBD. In addition, this method eliminated the costs of haulage and disposal of the materials from the site to an approved landfill.

Due to the location of the project, deliveries of plant and additive materials required close coordination with the rail team. The Hiways team used two spreader trucks to ensure a full bulk tanker load of additive could be transferred at the site within each set time period.

The use of the lime and cement blend stabilisation proved to be a cost-effective solution with significant advantages for Hiway Stabilizers’ client. The project was completed on time and specified to the quality and design requirements set out for the project and with little impact on live rail operations through the site.

“We went through a detailed testing and design process, came up with a solution to achieve their requirements and we were able to stabilise the subgrade over two days. Not only did it provide cost benefit, but it also reduced traffic for the surrounding community and did not impact routine rail operations,” Hall says.

“At Hiway’s we know the best quality

materials for our road may likely already be within the road itself. Why wouldn’t you look to do something beneficial with the materials that are already there while also achieving design and performance specifications?” he asks.

Hall says especially for remote or regional areas that may not have access to the best quality materials it makes sense to improve these products with additives.

“Remote areas can have limited access to road construction materials. With most materials you can improve them using lime, cement, slag or other additives.

Through this process you are improving the deficiencies in these materials for them to meet specification to be used in projects.”

Hiway’s’ ability to recover materials that do not meet specification is an important capability.

“We can also recover materials not needed in the finished rehabilitated pavement such as asphalt surfacing which can be reused as RAP in new asphalt production or as a replacement for new quarry product on another site nearby,”

Hall says.

By simply adding a small quantity of specific stabilisation additives the team can improve the engineering properties and performance of insitu and alternative materials recycling the pavement to extend its service life.

These solutions can have been applied to many varied situations including roads, railways, airport and commercial developments, to name a few.

“We would work in the pre-tender phase for some larger projects. We go through all the material types on site and work through what we would do with each of those material types to find a solution without having to remove materials and bring back new ones,” Hall says.

“Environmentally, stabilisation makes sense for many projects. The carbon footprint is reduced because you are using existing materials and reducing the need for quarried materials and substantial haulage. It really comes down to being responsible and sustainable with the materials that we have on our planet, because they are finite.” roadsonline.com.au

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ENVIRONMENT & SUSTAINABILITY

Tyrecycle’s processing and collection capabilities service every state of Australia and is in accordance with environmental regulations.

ASPHALT PLANT TO BOOST

TYRE RECYCLING

A MULTI-MILLION DOLLAR ASPHALT MANUFACTURING PLANT HAS BEEN BUILT BY A MAJOR ASPHALT PRODUCER IN SOUTH AUSTRALIA TO BOOST THE RECYCLING RATE OF USED TYRES ON AUSTRALIAN ROADS.

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he new state-of-the-art $5 million Asphalt Manufacturing Plant has been unveiled in South Australia to drive better efficiencies in recycling technology and sustainable solutions in road construction. Australia’s leading tyre recycler Tyrecycle, global leader in the recovery and re-manufacturing of primary resources ResourceCo and McMahon Services, worked with Topcoat Asphalt to deliver the plant at Lonsdale in Adelaide.

Tyrecycle and ResourceCo Chief Executive Officer Jim Fairweather says by collaborating, they’re helping each other in progressing local road resurfacing.

ResourceCo has leased-out a 12,000 square metre site to Topcoat Asphalt, which is on land adjacent to its purpose-built construction waste resource recovery facility and Tyrecycle’s processing plant.

“Together, we’ve created a leading-edge Recycling Precinct, where we can work sideby-side of each other to increase our future capabilities,” Fairweather says.

“It’s about re-purposing more waste tyres by increasing the local usage of crumb rubber asphalt,” he says.

“In South Australia, Tyrecycle collects approximately 4200 tonnes of truck tyres per year but only six per cent of the rubber material we process is reused in the state, with the resource being supplied elsewhere at destinations Australia-wide.”

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ROADS OCTOBER 2020

Fairweather says the Recycling Precinct will not only create a long-term sustainable solution to improve the local road network but it’ll drive investment and create jobs.

“At a time when economic uncertainty is high, it’s important to work together and discover new ways to boost our local manufacturing capabilities and contribute to innovation as well as Australian business growth.”

Tyrecycle is part of the highly regarded ResourceCo Group, which is a global leader in the recovery and re-manufacturing of primary resources, working with governments, communities and multinational companies to progress the circular economy and preserve natural resources.

“ResourceCo’s recycled asphalt waste will play an important role in Topcoat’s Manufacturing Plant. It aligns with our objectives for the Recycling Precinct to divert waste from landfill, extract its maximum value and ensure it’s never wasted,” Fairweather says.

Adelaide-based Topcoat Asphalt, is one of the largest asphalt manufacturers in Australia and expects to significantly boost local production of crumb rubber asphalt using waste tyres at the Lonsdale site, following a successful trial. Funded by Tyre Stewardship Australia (TSA), Topcoat resurfaced roads with crumb rubber asphalt using recycled tyres from Tyrecycle, across

six Adelaide metropolitan council areas.

20,000 kilograms of crumb rubber was used for the trial.

Topcoat SA General Manager Kelly Manning says it’s a win for the environment and the circular economy in South Australia.

“Tyrecycle and ResourceCo delivers and guarantees full chain of custody and transparency for the all materials they process and supply which complements our strong values in developing sustainable solutions for local communities,” Manning says.

Road pavement applications including asphalt accounts for 25 per cent of the Australian recycled rubber market. Recycled rubber is credited for maximising the lifespan of roads as it’s more resistant to structural damage. It can also be superior in improving performance, waterproofing and significantly reducing road noise.

“We’re continuing to work with government and industry on the importance of tyre recycling and why it should be mandatory for Australian recovered tyres to be used in road construction,” Fairweather says.

Around 20 million of end-of-life tyres are collected and recycled by Tyrecycle per year. Presently, Tyrecycle is the only tyre recycling company that has long-term contracts for collection with the major tyre manufacturers and repair retailers.

Opening Soon:

Call for Abstracts

19th AAPA International Flexible Pavements Conference & Exhibition 2021

Roads going full circle 16th -18th August 2021

Brisbane Convention & Exhibition Centre

https://www.aapa.asn.au/

SAFETY

RISK OVER

REWARD

Dean Bassed, partner in civil and crane specialist insurance broker PNO Insurance.

ON MANY CONSTRUCTION AND CIVIL PROJECTS ACROSS THE COUNTRY THERE HAS BEEN AN INCREASE OF STRESS AND STRAIN ON OPERATIONS DUE TO THE COVID-19 PANDEMIC. UNDERWRITING AGENCIES OF AUSTRALIA EXPLAINS WHY THIS CAN LEAD TO MORE ACCIDENTS.

A

s an example of the increased pressures on industry, crane accidents in particular, are on the rise and the results boil down to many factors.

A large portion can stem from operator error or lack of due diligence from a safety perspective. When pressure is applied to deliver on the terms of contracts, decisions can be made that result in accidents.

Dean Bassed, partner in civil and crane specialist insurance broker PNOinsurance explains more. Bassed began as a graduate on a project at QBE before moving to work at Underwriting Agencies of Australia (UAA) as a development manager and then state

sales manager across Victoria and Tasmania.

With a wealth of experience in the wider construction sector he joined one of UAA’s leading supportive brokers, PNOinsurance in 2017 and later became a UAA partner in 2018.

Formed in 1977, PNO has specialised in the construction sector from the beginning. The relationship between UAA and PNO has played an important role in this.

PNO has been managing a number of longterm clients in construction over a 20-year period and in turn have created a reputation as a leading insurance broker in Australia.

“Our customer profile covers everyone, from your one-man-band right through to

some of the largest crane or construction operators in the country,” Bassed says.

UAA has also been growing its presence in the market, increasing the number of customers it is working with. This comes down to the company’s ability to maintain strong relationships with its brokers and team that will work with them long term.

“UAA are excellent at doing this and we have experienced this first-hand at PNO,” Bassed says.

Risk management is important on any project to reduce the chance of an accident.

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ROADS OCTOBER 2020

For niche sectors within construction, emerging industries are creating more work opportunities for contractors such as wind farms. These new opportunities come with a new set of challenges and risks for companies to consider.

“Attitude of safety can certainly be drawn back to the culture of a particular business, and it’s really about risk versus reward; their insurance is protecting the client from risk but it also becomes a conversation about limiting the risk,” Bassed says.

“It’s all about finding the delicate balance between the commercial side of getting the job done correctly and on time, and pushing the boundaries too far from a risk point of view.”

He says from an insurance perspective it’s really an educational process with clients.

“We go through lots of examples, where we will have in depth conversations with our clients and run through hypothetical scenarios of how a claim will play out. Having extensive personal experience in this space puts PNO in a great position to provide the protection our clients need.”

“We have long term clients who continually refer us to other businesses and have achieved further significant growth with more key players in the construction industry moving across to PNO in recent times. Once we begin working with them, clients tend to stick around because we have such a stable relationship with insurers,” Bassed says.

These relationships are strengthened by the tailored advice PNO provides and their experience in the construction sector.

“We have ongoing conversations with our clients; as their machinery fleets increase and their insurance needs to change. Their appetite for risk might increase, business interruption covers may need to be altered or additional covers sought to suit the needs of the individual business” Based says.

Cyber attacks are now a growing conversation Bassed says he is having with many customers across a range of industries. He says it is something every business owner in Australia needs to be aware of.

“At PNO we are no different, we are just as vulnerable to this problem and have done a mountain of work in our own business to reduce this risk. Some key issues we have seen clients experience are ransom, hacking attacks and cyber fraud which can cause massive business interruption and financial loss,” he says.

Even major logistics company Toll are an example of a recent hacking incident which caused business interruption.

“It’s certainly a growing area and there is a misconception that because you have data stored in the cloud or you have a solid IT provider it means you are safe,” Bassed says.

He says it’s part of insurance which is growing exponentially and is currently competitively priced. He believes over time premiums will rise because claims are increasing and hackers are becoming more technologically advanced.

Cyber insurance is looking to be in a similar position to that of management liability insurance over ten years ago, where the wider market was only beginning to see the importance of the cover and the exposure faced. Now management liability can be seen as one of the key areas of any insurance program.

Over the years UAA has seen several examples of this coverage saving the business of clients by providing protection during OH&S investigations, employment practices or fidelity matters that can be expensive.

Bassed stresses cyber protection is another area where client education is paramount.

ONE machine TWO functions STABILISING - stabilise and rehabilitate existing worn and damaged roads.

SIMEX can pulverise, crush and mix road base with additives such as lime, cement, fly ash or other binding agents up to a depth of 350mm.

MILLING - remove the entire layer of asphalt or cement in preparation for trenching or mill deteriorated sections of road for resurfacing or reshouldering.

SIMEX will maintain constant milling depth regardless of the ground contour.

QLD / NT QLD Rock Breakers (07) 3715 0800 rdw.com.au

VIC / TAS

NSW

Walkers Hammers (03) 9315 3788 walkershammers.com.au

Groundtec Equipment (02) 9642 2030 groundtec.com.au

WA

SA

Total Rockbreaking Solutions 1300 921 498 totalrockbreaking.com.au

Renex Equipment (08) 8345 0555 renex.com.au

roadsonline.com.au

47

WORKPLACE

SAFETY CARD

A CONTACT TRACING DEVICE, AS SMALL AS A CREDIT CARD, IS CHANGING THE FACE OF CONTACT TRACING IN THE ESSENTIAL INDUSTRIES OPERATING SAFELY THROUGH COVID-19. CONTACT HARALD EXPLAINS HOW ITS SMALL SOLUTION CAN MAKE A HUGE DIFFERENCE FOR CONSTRUCTION SITES. Contact Harald is a solution to speed up contact tracing at work sites.

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efore 2020, contact tracing was a foreign concept to almost everyone except medical professionals. But as the COVID-19 pandemic disseminated across the globe, contact tracing has become a household term and is one of many ways to control the spread of the coronavirus.

With social distancing requirements in place, employment in all sectors across Australia changed. But a few essential industries have been permitted to continue working on-site during the pandemic, with construction being one of these.

Despite continued work, in many cases such as Victoria, construction sites have 48

ROADS OCTOBER 2020

drastically reduced personnel to combat the spread of the virus. Victoria brought in tough restrictions for its Stage Four lockdown period and every construction site, while being subject to personnel reduction also had to implement COVID-Safe plans.

Business Victoria’s guidance for creating a COVID-Safe workplace includes keeping good records and creating workforce bubbles, so that if anyone declares COVID-19 symptoms, or becomes a confirmed case, contacts can be quickly and easily identified.

Health Technology company Contact Harald has created a solution for fast and

effective contact tracing on work sites which pairs wearable proximity detecting cards with a contact tracing platform.

The solution was created by Contact Harald’s parent company Safedome, who designed a Bluetooth credit or debit type card for people’s wallets, the thinnest tracker in the world.

It was this idea that inspired the specially designed Contact Harald cards and tracing platform.

As a wearable device, no bigger than a staff identification card, the Contact Harald system can trace people on-site and log any situations where physical distancing is

SAFETY

compromised for longer than two minutes.

Master Builders Australia guidelines for social distancing on construction sites state a distance of 1.5 metres should be implemented wherever possible. The guidelines suggest, where it is not possible to undertake a work task and maintain physical distancing, other control measures need to be implemented like minimising the number of worker-to-worker interactions or providing PPE. Elissa Reid, Director of Health & Product at Contact Harald, says when the pandemic hit it became apparent that contact tracing was traditionally a manual task that could be significantly time consuming.

“Part of our methodology at Contact Harald is to make traditionally manual processes smarter. For construction when you have a site supervisor, in charge of health and safety, if there is a declaration of COVID-19 symptoms or a positive case on-site you might be looking at taking that supervisor off the front line for hours to help trace and notify close contacts,” she says.

To speed up the contact tracing process, the Contact Harald platform sees cards issued to everyone on site, with each worker registered to a card and any visitors given a card which is linked to their contact details. No personal information is stored on the cards.

“Contact Harald is essentially a logbook of who is on site at any given time. It replaces manual methods, such as matching up work plans and rosters, for contact tracing. At the same time, it also provides an audit and quality measure to help ensure physical distancing guidelines are adhered to,” Reid says.

The system is an out of the box, contactless solution. On-boarding is performed over a Zoom meeting, the cards and tablet are sent to site pre-installed and any further technical support is completed over the phone or Zoom.

The cards use Bluetooth to establish proximity and if there is more than one card within a 1.5 metre radius for longer than two minutes, the Contact Harald system will record that as a proximity event. It will continue to log these events every two minutes until there is only one card in range.

This information stays logged on each card and companies can choose to upload the data, to their secure Contact Harald platform on a regular basis.

“In order to do a physical distancing

Elissa Reid, Director of Health & Product at Contact Harald.

quality check, the site supervisor can log into the Contact Harald database, and soon a browser version, and produce an activity report of all the registered cards. This will show any non-compliance with physical distancing guidelines,” Reid says.

Visitor log in capabilities have also been added to the Contact Harald suite. In practice this would see any contractor arriving at a work site issued with a Contact Harald card configured with a unique code. The name and either phone or email contact of the visitor is then uploaded to the database and an on-boarding text or email is sent to that person.

“The text or email would advise the visitor to contact the site if they develop any COVID-19 symptoms and on the other hand, the visitor’s contact details, are stored securely, are in case they are identified as a close contact through the system.”

The cards are made to be worn all day on site and it is recommended they are kept in the locker room at the end of each

day. When a card is issued and switched on it will have a battery life of six to eight months before it needs replenishing, a flashing light will indicate when there is a month’s battery left.

“The battery is built in and sealed, and the device is configured to have the optimal range and proximity recording capabilities while being as thin as a credit card,” Reid says.

For visitors, the card will start working once a person has been logged in and when the card is handed back the system administrator will log the visitor out.

“Contact Harald is not a tracking device; the key output of the program is to capture proximity data. Our base product aims to deliver contact tracing in a privacy preserving, efficient and simple manner presenting one source of truth.”

The Contact Harald solution complies with Federal, State and local safety regulations and the technology complies with and in some cases exceeds international and national privacy regulations. Once the system is in the operation of the customer, privacy falls under their governance.

“Our biggest objective was to set us apart from shortfalls in manual and app-based offerings and deliver Gold Standard in terms of privacy and personal identifying information (PII) protection,” Reid says.

“By using Contact Harald’s faster techbased contact tracing, workplace outbreaks can be contained quickly, close contacts tested and self-isolating awaiting results; resulting in avoiding a complete site shut down and also minimising further transmission in the community.”

Contact Harald is a wearable device no bigger than a staff identification card.

roadsonline.com.au

49

Workhorse has launched a new nightworks workwear range.

STRENGTH AT

THE SEAMS

BLACKWOOD’S INDUSTRIAL WORKWEAR BRAND, WORKHORSE, HAS UPDATED ITS AUSTRALIAN TAILORED RANGE WITH NEW CLOTHING FOR NIGHT AND DAY WEAR. WHILE ADHERING TO AUSTRALIAN STANDARDS, THE TEAM EXPLAINS HOW THE RANGE HOLDS SAFETY AND COMFORT AT ITS CORE.

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The ‘X’ configuration on the back of the uniform helps to make personnel easily identifiable.

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ROADS OCTOBER 2020

ore than any year in the past few decades, 2020 has brought to light the importance of personal protective gear. In much of the world masks have become a staple feature of both work uniforms and even fashion.

The Australian Government received 160 million masks between the middle of April and May this year and the term PPE has become common language.

While we hope that masks and additional PPE will not be a long-term requirement, the importance of protective clothing for workers in challenging environments such as construction will continue to be essential.

Major industrial supplier Blackwoods has 142 years’ experience supplying tools and equipment to businesses right across Australia.

Nine years ago, the company decided to apply its experience and create its own exclusive workwear range tailored to Australian industrial businesses called Workhorse.

While the original range was released in 2014, this year the Blackwoods team

saw an opportunity to update the range, bring in new and improved features to the clothing and take it to the next level of comfort and safety.

THE NEW RANGE Roads & Infrastructure sat down with Leigh Eam, National Category and Sourcing Manager of Apparel and Footwear, and Cahal Callanan, Workwear Program Manager, at Blackwoods to discuss the importance of industrial uniforms.

“When we set up Workhorse, we wanted to give a real value proposition to our customers and cater to large industrial businesses that needed workwear to protect their employees on site,” Callanan says.

As part of the new range the team is developing the new range with a stretch element for construction and infrastructure companies.

“One of the main factors in the new range was to add in more stretch fabric, so it fits to workers bodies and allows more movement for people on site doing these active jobs. They are working eight to ten

SAFETY

“WHITE REALLY DOES STAND OUT IN A NIGHT-TIME ENVIRONMENT AND IN ADDITION WITH OUR BIOMETRIC TAPE APPLIED TO THE GARMENTS A PERSON IS REALLY VISIBLE.” hours each day of really solid works so if their uniform can fit and move with them it makes them more comfortable and efficient,” he says.

Workhorse has also recently launched a new nightworks range which has been popular in Melbourne where significant road and tunnelling projects are underway.

Instead of using day-time high-visibility colours, such as yellow or orange, the range is made from white fabrics. This was implemented as white is the most naturally luminescent colour and contrasts well in dark environments.

“White really does stand out in a nighttime environment and in addition with our biometric tape applied to the garments a person is really visible,” Eam says.

Biomotion retro-reflective tape is another element of design for the nightwear range that is crucial to improving safety.

“Usually you may only get one band of tape around the leg and arm for visibility.

The new range features two bands on either side of the joint on the leg and arm for easy identificaiton.

But to increase this, with our new range we added two bands on either side of the joint on the leg and arm and this makes it easier to identify which direction the person is moving in,” Eam says.

She says there is also an ‘X’ configuration across the back of the uniform so machine operators or the general public can easily identify which way a person is facing.

“With two bands featured on the arms and legs of the clothing, each band moves when a person is walking and people can clearly see the motion of that person. I think this range that Cahal has created really focuses on the fit-for-purpose needs for night works.”

TAILORED FOR AUSTRALIA The entire Workhorse range uses Blackwoods’ expertise by listening to its customer support staff to identify what unique needs Australian industries have.

“Getting direct information from workers about what they need helps us to develop the right product for them and that has been reflected in this range,” Callanan says.

One aspect that is central to Workhorse’s range is the use of 100 per cent cotton fabric.

“Australians love wearing 100 per cent cotton and we know that the Australian high-visibility standard has been modified to allow workwear ranges to use the natural cotton that Australians want,” he says.

“There are also a range of other factors like clothing vents to combat heat and collars that can be pulled up around the neck to protect from the sun. We created clothing with these elements, and they are intrinsic to our workwear range.”

Aside from comfort, Callanan points out how critical the correct workwear is in industrial environments but especially for civil works.

“For anyone working anywhere near a moving vehicle it is critical to have the right workwear, ensuring the colours meet the requirement and are looked after to maintain visibility,” he says.

“Even simple things like wearing a day shirt in bright sunlight will be okay but when the sun comes down, as it does early in some parts of the country, if you don’t

The entire Workhorse range is designed to identify the uniqe needs of Australian industries.

have a reflective tape on your shirt you are at high risk.”

Eam points out the Australian standard for high visibility clothing must be met and everything Workhorse produces is tested to ensure the clothing provides the ultimate protection for workers.

“With the launch of this new range Workhorse is also debuting its new branding. We wanted to choose a logo that was bold and progressive, to reflect the brand,” she says.

“The night whites’ collection is available now and the new stretch collection will be released early in 2021 to coincide with the ‘back to work’ season.” roadsonline.com.au

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SAFETY

SAFETY IN UNIQUE

ENVIRONMENTS

SAFEROADS SOLAR POWERED AND REMOTE VARIABLE MESSAGING SIGNS ARE HELPING THE COMPANY TO GIVE BACK TO THE ENVIRONMENT. USED ACROSS AUSTRALIA AND NEW ZEALAND, THESE SIGNS ARE WORKING TO PROTECT THE ROAD AND ITS MOST UNIQUE USERS.

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aferoads is a company well versed in creating road safety solutions, from bollards, to solar lighting, its Variable Messaging Signs (VMS) are commonplace near roadside construction sites or during events to warn traffic and protect road users.

Early this year, Saferoads received a call from Philip Island Nature Parks providing an opportunity for the VMSs to be used in a rare situation.

Philip Island is home to millions of shorttailed shearwater birds each year, which have cultural significance for the Bunurong Peoples. Shearwater birds migrate 15,000 kilometres to the island to breed, and their young begin to learn how to fly in the months of April and May. The short-tailed shearwaters are attracted to lights on the roads, from vehicles, spotlights or street lighting. The birds can become disoriented around lights as they learn to fly and end up landing on roads.

The Nature Parks have been coordinating a rescue program for over 20 years, beginning in 1999. Philip Island Nature Parks work with Regional Roads Victoria, Bass Coast Shire Council, Ausnet Services, community and volunteers to protect the birds as they attempt to fledge and make their way to Alaska.

Senior Wildlife Rehabilitation Ranger at Philip Island Nature Parks Jodi Bellett says Bass Coast Shire Council recommended Saferoads’ as a reliable contractor to supply VMS boards to warn drivers in the area of the birds and to communicate road and bridge lights might be turned off.

“The San Remo bridge lights are turned off for up to 10 days during the migration period. So the message boards help us to alert drivers and protect the birds,” she says.

“The boards are brilliant because there is a time between when the ranger patrols

finish in the evening and start again in the morning at 5am. The VMS boards are great during that time to keep motorists aware of any birds that may be on the road.”

Over the years the rescue program has saved thousands of migrating short-tailed shearwaters and Bellett says the Nature

Saferoads VMS boards communicate clear messages to drivers.

Parks will continue to use the signage each year if funding continues.

While the VMS boards are being used for the protection of fauna on Philip Island they are also environmentally friendly in nature and have been used in New Zealand by a company that has green concerns front of mind. Next Hire is a New Zealand road safety product hire company with an overall goal of providing a brighter future for the next generation.

Mario Bennett, Business Development Manager at Next Hire, says the team chose Saferoads VMSs for their simplicity and sustainability.

“I had previously met the Managing Director for Saferoads and we spoke about their VMS’s. We had a trial run of their software in New Zealand. When we sent them out to our wider team, they really liked them so we decided to purchase them

for our fleet,” Bennett says.

The Next Hire team uses the signs for pre-warning messaging which Bennett says is crucial to their work with construction companies.

“They are also self-sustainable with battery power and that was a big factor for us. It falls in line with our ethos for the company, using reusable energy wherever we can.”

Saferoads’ VMSs have three 150 watt solar panels that tilt and rotate, with four 12 volt, 200 Amp Hour batteries and an on-board charger. Other features include five colour options, a easy to use internet platform and remote accessibility with a phone or tablet.

“We are a remote business and the team are mobile at all times so usability was the biggest thing for us. Being able to change messages on the fly and log in wherever you are is such a key advantage,” Bennett says.

“Customer satisfaction is really important, and we like to be as responsive as possible.

Being able to change the messaging from wherever, alongside the responsive after sales support we get from Saferoads, means we can be responsive for our clients.”

Bennett says his crew are often working near live traffic and the Saferoads VMS’s have been easy for his team to put out which ensures workers aren’t on the roadside for any longer than they need to be.

“The signs are safe and secure as well which deters theft. People can be tempted by the batteries and often the signs are sitting away from the site, so the secure main boxes mean vandals can’t get inside the signs and take the technology,” he says.

“I know Saferoads are all about innovation and we wanted to be a part of that journey with them, so we kept up with their equipment to get the best up to date innovations.” roadsonline.com.au

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SHAPING OUR TRANSPORT FUTURE

OPTIMISING ROAD INFRASTRUCTURE PERFORMANCE ARRB RECOGNISES THAT THE EFFECTIVE AND EFFICIENT MANAGEMENT OF ROAD INFRASTRUCTURE IS CRITICAL FOR THE AUSTRALIAN ECONOMY AND GENERAL QUALITY OF LIFE, SO WE’VE MADE CHANGES TO PLAY OUR PART, WRITES NIGEL POWERS, AUSTRALIAN ROAD RESEARCH BOARD NATIONAL INFRASTRUCTURE STRATEGIST.

Skid resistance can be measured with ARRB’s Intelligent Safe Surface Assessment Vehicle (iSSAVe) – part of the technology and capability provided by ARRB’s Road Asset Performance team to its clients.

R

oad infrastructure is critical for the Australian economy through the movement of freight and also for quality of life through connecting people, business and communities. The quality of our road infrastructure impacts people’s lives in both positive and negative ways, which makes the management of it of the utmost importance.

Expectations on road infrastructure managers like State and Territory Governments, local government and private operators is very high and has become heightened even further with scrutiny via social and other forms of media. At the same time, there are significant pressures on government to provide greater level of service for other infrastructure they manage like schools, hospitals and law enforcement.

All of the above creates notable pressure on road infrastructure managers to minimise spend on the management of the network while attempting to meet the high expectations of the community.

Realising this, ARRB has recently created a Road Asset Performance (RAP) team to work with all levels of government to optimise the performance of the road network. RAP provides an end-to-end service by using

data, analytics and best practice asset management to work with clients to get the most out of their budgets and network.

We have the latest in technology to survey road infrastructure and obtain the data needed to make informed decisions about maintenance, rehabilitation and replacement.

We can then work with our clients to analyse the data collected and determine how to best utilise the funding they have or to developed comprehensive and persuasive business cases for future funding.

Whether you need further investigation and advice on isolated issues like rutting or potholing up to network-wide analysis, ARRB’s RAP team has the technology and capability to help.

Find out more about ARRB and the Road Asset Performance team by visiting our website www.arrb.com.au

RAP PROVIDES AN END-TO-END SERVICE BY USING DATA, ANALYTICS AND BEST PRACTICE ASSET MANAGEMENT TO WORK WITH CLIENTS TO GET THE MOST OUT OF THEIR BUDGETS AND NETWORK. ARRB’s Intelligent Pavement Assessment Vehicle (iPAVe) provides pavement strength testing in a single pass along a road – and can travel anywhere in Australia to monitor the road network.

54

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