Roads and Infrastructure November 2021

NOVEMBER 2021

ALL IN THE CHEMISTRY

Puma Bitumen and Cargill on sustainable asphalt additives

SMARTER INSIGHTS, BETTER OUTCOMES InEight on the power of connected data Official media partners of

ASPHALT TECHNOLOGY A look at the latest plant technologies and products

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NOVEMBER 2021 CONTENTS

& INFRASTRUCTURE COVER STORY

14 All in the chemistry Experts from Puma Bitumen and Cargill review the sustainability benefits of the Anova range of asphalt additive.

Wirtgen introduces Benninghoven’s innovative RPP 4000 asphalt plant. Read the story on page 22.

ASPHALT TECHNOLOGY FEATURE

19 Paving the roads green Tim Ogun of Citywide Asphalt group discusses the company’s vision of a greener pavement industry.

22 Benninghoven RPP asphalt mixing plant A look at Wirtgen’s innovative Benninghoven RPP asphalt mixing plant.

25 Alex Fraser’s answer to sustainable roads Alex Fraser is set to launch its next Sustainable Supply Hub in Melbourne.

29 Roads Review We asked the industry about the biggest supply issues they have faced recently.

TALENT MANAGEMENT

30 Pushing beyond limitations Alex Hatzioannou of Dilcara details how Gruszka & Associates has supported the company to retain its skilled employees.

SOFTWARE

42 Reclaim, rejuvenate, re-use Sripath is growing upon its foundations of asphalt rejuvenation and enhancement within Australia.

44 A durable combination Asphalt expert Russell Crabb details the benefits of using hydrated lime and ground limestone in hot mix asphalt production.

TECH & EQUIPMENT

46 Taking light equipment to the next level Milwaukee Tool’s new MX FUEL™ range offers reliable, fully battery-powered light equipment for users.

33 Smarter insights, better outcomes We talked to InEight Industry Solutions Vice President about the importance of connected data in ensuring maximum productivity.

48 Cat AP600F paves the way How Hastings Deering’s client Black Diamond Asphalt is growing its equipment fleet to win bigger projects.

EQUIPMENT HIRE

50 Rolling solutions for harsh environments KEE-Hire’s strong relationship with Dynapac machinery supplier CEA is assisting the company better service its customers in Western Australia.

36 Preston Hire’s vision for infrastructure General Manager Mike Thomas talks about the company’s renewed focus.

ASPHALT IN ACTION

39 More forgiving roads How SAMI Bitumen’s SAMIseal M500 binder helps retain the aggregate better in sprayed sealing applications.

52 Antec’s Reed concrete pumps O’Sulllivan Civil Contractors has employed the use of Antec’s range of shotcrete pumps to complete projects throughout NSW.

FLEET MANAGEMENT

55 Telematics paving the way Safer road construction has been a beneficiary of telematics technology, as Jim French of Teletrac Navman explains.

NATIONAL PRECAST

56 In the world of precast National Precast CEO Sarah Bachmann provides some updates from the association and its members.

AFPA

58 AfPA upskilling industry AfPA has launched a new training program as part of its flexible pavement industry skills card.

61 AfPA member profile Andrew Fuller of Dowsing group speaks to Roads & Infrastructure about his career journey and more.

CONTRACTS AND TENDERS 62 An overview of the latest tenders and contracts from around Australia.

REGULARS 4 Editor’s note 7 News 12 People on the move roadsonline.com.au

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PUBLISHER Christine Clancy christine.clancy@primecreative.com.au MANAGING EDITOR Sarah Baker sarah.baker@primecreative.com.au EDITOR Tara Hamid tara.hamid@primecreative.com.au

BUILDING PAVEMENTS THAT LAST

BY NOW, IT’S BEEN WIDELY DOCUMENTED that the COVID-19 pandemic has accelerated numerous forces already in play before it began, including digitalisation and flexible working models. One area that deserves more attention because of its long-term implications on sustainability is transport infrastructure.

Worldwide, according to the Global Infrastructure Outlook, more than $2 trillion of transport infrastructure investments will be needed each year until 2040 to fuel economic development.

Rapid urbanisation, surging demand for freight services, and not to mention the COVID-19 response stimulus plans, are putting pressure on stakeholders to step up the pace of infrastructure development. The transport sector is the third largest contributor of greenhousegas emissions (GHG) in Australia, representing roughly 20 per cent of Australia’s total emissions.

So, how can the transport sector reduce its emissions in line with global climate goals while keeping up with demand for transport infrastructure? The answer is neither straightforward nor simple, and what’s needed is a conceptual framework providing a comprehensive way for stakeholders to approach sustainable transport infrastructure.

With global institutions such as the Paris Agreement and the United Nations Sustainable Development Goals’ aspirations to reach climate neutrality by 2050, our roadmap toward sustainable transport infrastructure is deemed to include all aspects of transport infrastructure, not just vehicles, but the roads as well.

Our Asphalt Technology feature edition was a good opportunity to dig deep into some of the ways by which the pavement industry is implementing sustainability principles, including through advancements in technology that allow asphalt to be produced and applied with less GHG emission.

Asphalt additives, like Puma’s Anova range (Page 14) and Sripath’s ReLIXER (Page 39) are helping make more sustainable asphalt, while products like SAMI Bitumen’s SAMISeal M500 pave the way for longer lasting roads. Green asphalt solutions from Citywide (Page 19) and Alex Fraser (Page 25) are just some examples of advancements happening within the industry. With Wirtgen’s latest RPP asphalt mixing plant (Page 22), asphalt with up to 96 per cent recycled content is now a possibility. Adopting these and other such innovations in the world of pavements are one way we can ensure we are prioritising sustainability in transport infrastructure and building roads that’ll last well beyond our time.

JOURNALISTS Tom O’Keane tom.okeane@primecreative.com.au DESIGN PRODUCTION MANAGER Michelle Weston michelle.weston@primecreative.com.au ART DIRECTOR Blake Storey DESIGN Kerry Pert, Aisling McComiskey 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

Tara Hamid Editor, Roads & Infrastructure Magazine

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ROADS NOVEMBER 2021

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

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NEWS

ARTC SIGNS $2.4B IN CONTRACTS FOR CRITICAL INLAND RAIL SECTIONS The Inland Rail project has achieved a new milestone with the award of two major civil works contracts for critical sections of tracks in New South Wales and southern Queensland.

The Australian Rail Track Corporation (ARTC) has signed a collaborative framework agreement (CFA) with the ACACPB Joint Venture, a 50-50 joint venture formed by CPB Contractors and Acciona Construction Australia, for the planning and development of civil works between Narrabri and Narromine in northern New South Wales.

The civil works involved include approximately 306 kilometres of new track formation comprising bulk earthworks, drainage, bridge/viaduct structures, materials and logistics management. Subject to planning and environmental approvals, ARTC anticipate that construction activities on this works package will commence late 2022, worth approximately $1.2 billion.

Separately, ARTC has also signed a

collaborative framework with Freight Connect – a consortium led by Laing O’Rourke and including FKG Group – for approximately 100 kilometres of civil works from Narrabri through to North Star and across the border to Whetstone in Queensland.

The section will focus on approximately 85 kilometres of existing rail corridor between North Star in New South Wales and Whetstone in Queensland as well as a separate 14 kilometre of new rail corridor south of Moree called Narrabri to North Star Phase 2. Subject to planning and environmental approvals, ARTC anticipate that construction activities on this works package will commence mid 2022, worth approximately $1.2 billion.

ARTC Inland Rail Interim Chief Executive Rebecca Pickering said the announcement was the culmination of months of work

by ARTC. “We’ve already committed 641 contracts

The ARTC has awarded two major civil works contracts for critical sections of Inland Rail.

to businesses in Queensland and 657 in NSW worth more than $1.95 billion across the two states, and this agreement will create even more economic stimulus as the country recovers from the impacts of the pandemic,” she said.

Inland Rail will upgrade 1,100 kilometres of existing rail line and build 600 kilometres of new track to connect missing links between Melbourne and Brisbane. The Australian Government is investing up to $14.5 billion in equity for ARTC to build Inland Rail.

PORT OF MELBOURNE BEGINS WORK ON RAIL TRANSFORMATION PROJECT Port of Melbourne has awarded a construction contract to Seymour Whyte Constructions to move ahead with its Port Rail Transformation Project (PRTP).

With the implementation of the PRTP, more containers will be able to be moved by rail more efficiently and will increase the overall rail terminal capacity and operations at the port.

As part of the project, a new rail terminal interfacing with the Swanson Dock East International Container Terminal will need to be developed and constructed.

The $125 million on-dock rail plan is part of the state government’s plan to improve the port’s efficiency by allowing more containers moved by rail, by-passing roads in inner Melbourne. In addition to increase existing terminal capacity, it includes a new rail terminal construction.

“Port volumes continue to grow. We are responding to that growth by developing

innovative and sustainable solutions to improve rail usage at the port, and also the added benefit of increased connectivity for a more efficient and effective port supply chain,” said Brendan Bourke, Chief Executive Officer at the Port of Melbourne.

“This is an exciting and much-needed project to facilitate more freight on rail. The increased rail offering will reduce the number of trucks on the road, especially around the inner western suburbs, and will support the metropolitan port rail shuttle network.”

Port of Melbourne is Australia’s largest

container and general cargo port, handling more than one-third of the nation’s container trade. Each year, the port contributes approximately $6 billion to the Victorian economy.

The port’s new rail infrastructure will include a new Coode Road rail terminal, a new road to facilitate the uninterrupted movement of containers, a new track linking the Swanson and Appleton lead tracks and upgrades to the Swanson lead track.

Construction work is expected from October 2021 until 2023.

Seymour Whyte has been engaged by Port of Melbourne to develop new rail infrastructure. roadsonline.com.au

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NEWS

RUNWAY CONSTRUCTION CONTRACT AWARDED FOR WESTERN SYDNEY INTERNATIONAL AIRPORT

Runway construction is ready to begin at the Western Sydney International Airport.

CIMIC Group company CPB Contractors, with its joint venture partner Acciona, has been selected to deliver the Western Sydney International (Nancy-Bird Walton) Airport’s airside civil and pavement works.

The design and construct contract will generate revenue of approximately $265 million to CPB Contractors.

This is the third project awarded by Western Sydney Airport to the joint venture, following the earlier award of two earthworks packages.

Scope of work for the new infrastructure package involves design and construction of the airside services and utilities, including

runway and taxiway pavements, aircraft pavement markings, airside roads, surface water drainage, aeronautical ground lighting systems, airside security fence and landscaping for Western Sydney International Airport.

Construction of the 3.7-kilometre runway and rapid-exit taxiways will begin in 2022.

Along with the runway and taxiways, airfield construction will include more than 40 kilometres of roads and the installation of 3000 aeronautical ground lights.

Western Sydney Airport CEO Simon Hickey said cutting-edge technologies and innovations incorporated in the airfield’s design set “a new benchmark for air travel in Australia.”

“Our airfield’s design means we’ll safely get planes in the air or to the gates faster,” Mr Hickey said.

Once complete the Western Sydney International’s runway will handle the full range of commercial aircraft, including the new generation of ultra-long-haul airliners like the A350-1000 and Boeing 777X.

It will be the only airport in Sydney equipped with a modern CAT III-B instrument landing system – that provides short-range guidance to aircraft to allow them to approach a runway at night or in bad weather.

Sustainability will be a key focus on the airfield as well as in the terminal, with the efficient design reducing fuel burn and emissions. Lighting will be LED with recycled content used where appropriate for construction.

Crushed sandstone from tunnelling projects across Sydney will be reused as a highstrength foundation to support construction of the runway, taxiways and roads.

Airfield construction is expected to create around 1,200 direct jobs and support many more indirect jobs through flow-on benefits to suppliers, subcontractors and the local economy.

Construction of the airside services will take two years. Western Sydney International is on track to open to international, domestic and air cargo services in late 2026.

CONTRACTORS ANNOUNCED FOR SYDNEY’S $1.18B WARRINGAH FREEWAY UPGRADE A joint venture between CIMIC Group company CPB Contractors and Downer has been selected by the New South Wales Government to deliver the Warringah Freeway Upgrade in North Sydney.

The $1.18 billion design and construction contract will see the Warringah Freeway extended from the northern end of the Sydney Harbour Bridge to Willoughby Road, allowing motorist to travel on a single roadway from the Northern Beaches, through the Western Harbour Tunnel and into the WestConnex roadways system.

The project involves upgrading approximately four kilometres of the Warringah Freeway and associated works, including a dedicated bus lane and active transport links for cyclists and pedestrians.

Additionally, the project will include a new northbound ramp at High Street which will 8

ROADS NOVEMBER 2021

ease pressure on the existing ramp at Berry Street. Connections to the future Western Harbour Tunnel and Beaches Link are also included in the scope.

New South Wales Minister for Transport and Roads Andrew Constance said the upgrade would reduce congestion and simplify the complex road corridor, which is used by up to 250,000 vehicles each day.

“This crucial upgrade will make the Warringah Freeway more efficient and reliable for the drivers who use it every day and will pave the way for the future Western Harbour Tunnel and Beaches Link,” Mr Constance said.

“More than 15,000 jobs will be created during construction of the entire Western Harbour Tunnel and Beaches Link program, with about 600 direct jobs created for the Warringah Freeway upgrade.”

The Downer and CPB Contractors Joint

Venture was among the three preferred bidders for the project, with a John Holland and Seymour Whyte Joint Venture, and an ACCIONA, Fulton Hogan and Georgiou Joint Venture also competing for the project.

Early works are already underway with the main work to start early next year. Construction is expected to take approximately five years to complete, subject to the detailed design and construction program.

CPB Contractors and Downer joint venture has been selected for the project.

roadsonline.com.au

9

NEWS

NSW GOVERNMENT FINALISES $11.1B WESTCONNEX DEAL The New South Wales Government has in September finalised the sale of its remaining 49 per cent stake in WestConnex, the largest road infrastructure project currently underway in Australia.

Sydney Transport Partners (STP), an over 70 per cent Australian-owned consortium made up of Transurban, AustralianSuper, Canada Pension Plan Investment Board and Tawreed, has acquired the 49 per cent equity stake for $11.1 billion, with the acquisition taking STP’s interest in WestConnex to 100 per cent.

In 2018, STP purchased a 51 per cent stake in WestConnex for $9.26 billion.

The NSW Government has now received $20.4 billion from the sale of the entire WestConnex project.

Noting that revenue from the sale of the first 51 per cent of WestConnex was used to fund the vital M4-M5 Link as well as other infrastructure throughout Western Sydney, NSW Treasurer Dominic Perrottet said the

latest sale was part of the state government’s asset recycling strategy.

“This transaction continues our successful asset recycling strategy, which has been the cornerstone of our record $108.5 billion infrastructure pipeline that has built and upgraded schools, hospitals, road and rail across the State,” Mr Perrottet said.

“This sale is part of our prudent, longterm strategy to bolster the State’s finances, while also supporting the NSW economy by investing in job creating projects that will drive our COVID economic recovery.”

The NSW Government launched the sale process for its remaining 49 per cent stake in WestConnex in November 2020.

Net proceeds from the sale will be invested in the NSW Generations Fund (NGF) – the State’s sovereign wealth fund – as required by legislation – before being used to retire an equivalent amount of debt.

Transurban owns 50 per cent of STP

Sydney Transport Partners now owns 100 per cent of WestConnex.

alongside its strategically aligned partners, including new partner Caisse de dépôt et placement du Québec (CDPQ).

WestConnex is Australia’s largest toll road project. When complete in 2023, WestConnex will provide motorists with a continuous 33-kilometre traffic-light free motorway network linking Sydney’s west to Sydney CBD, Sydney Airport and Port Botany.

NEW BUS DEAL TO SUPPORT VICTORIA’S ZERO EMISSION FUTURE As part of the Victorian State Government’s aim to transition its massive bus fleet to lowto-zero emissions, Melbourne-based Kinetic will operate a third of the metropolitan bus network from 31 January 2022, to June 2031, following its $2.3 Million franchise win from the Victorian Government.

Kinetic, which runs Skybus and local bus routes across Australasia, will introduce the 36 fully electric buses to the network by mid-2025, including five by June next year.

More than half of the franchise fleet – 341 of the 537 buses – will be replaced with low- or zero-emission vehicles over the term of the franchise. The new environmentally friendly electric and hybrid buses will be made at Volgren’s Dandenong South facility.

A minimum fleet target of 60 per cent local content will apply to the electric and hybrid buses, and Kinetic will also deliver on a local content target of 90 per cent for operations such as fuel and uniforms.

Skybus operator Kinetic will introduce 36 fully electric buses to the Melbourne metro network by mid-2025.

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ROADS NOVEMBER 2021

“We are jump starting our push for a zeroemissions bus fleet in Victoria to benefit the environment and help build our engineering, design and manufacturing expertise in these emerging technologies,” Victoria’s Public Transport Minister Ben Carroll said.

“The roll out of 36 electric buses early on in this partnership will accelerate our pledge for all new buses from 2025 to be zero emissions and, importantly, will contribute to the learnings of the three-year Zero Emissions Bus Project.”

In a first for a bus contract in Victoria, Kinetic has targets to increase the recruitment of women and priority job seekers such as long-term unemployed and Aboriginal and Torres Strait Islander people, and to increase spend with Aboriginal businesses and disability enterprises.

Learnings from the early introduction of electric buses will add to the findings of the state government’s three-year, $20 million Zero Emissions Bus Project which will start early next year.

G

GREENPAVE™

BREAKING OLD HABITS WITH MORE GLASS AND LESS SAND

GREENPAVE™

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GreenPave™ G asphalt mixes are made from locally-sourced glass originally used in drink bottles and jars. These are cleaned, crushed and graded to meet Citywide Asphalt Group's stringent manufacturing specifications. The glass is then cold-injected into the manufacturing process to create a uniform blend of binder, reclaimed asphalt pavement (RAP), aggregates and glass.

The process is no different to the production of normal asphalt — but with the added benefit of using a high proportion of recycled materials.

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PEOPLE ON THE MOVE

H1

H2

ROADS & INFRASTRUCTURE CELEBRATES THE LATEST INDUSTRY MOVEMENTS ACROSS THE ROADS AND INFRASTRUCTURE SECTOR.

INTRO

X

xx Xxx

DAVID TUCKER TO LEAD INFRASTRUCTURE AUSTRALIA’S NEWLY FORMED PROJECT ADVISORY AND EVALUATION TEAM Infrastructure Australia has merged the Infrastructure Assessment and Infrastructure Prioritisation teams under the leadership of David Tucker, Chief of Infrastructure Project Advisory and Evaluation. Tucker recently led a major refresh of the Assessment Framework and will oversee the Priority List, the national pipeline of investment priorities.

INFRASTRUCTURE VICTORIA CEO MICHEL MASSON RESIGNS Michel Masson has given notice to the Board of Infrastructure Victoria of his resignation as Chief Executive Officer. Masson was appointed as the inaugural CEO of Infrastructure Victoria in 2016.

Masson will continue as CEO until 4 November 2021. Infrastructure Victoria Deputy CEO Jonathan Spear will serve as Acting CEO while the organisation undertakes a formal search process.

BG&E APPOINTS SENIOR ASSOCIATE – TRANSPORT BG&E recently welcomed Daniel Sutcliffe to its Sydney team, in the role of Senior Associate – Transport. Sutcliffe is a highly experienced consulting engineer with robust experience in the management, design, documentation and site supervision of works for road, rail, mining, industrial/bulk materials storage and commercial building projects, across New South Wales (NSW).

NON-DRILL APPOINTS NEW GENERAL MANAGER Chris Papakosmas has been appointed as the new Non-Drill General Manager. Non-Drill is a patented permanent and temporary handrail system that eliminates the need to drill into structures and surfaces.

Having held senior management and leadership roles with some of Australia’s most recognised organisations, Papakosmas has significantly contributed to financial and profit growth.

BRADLEY SCOTT JOINS MOOVEN AS CHIEF TECHNOLOGY OFFICER Mooven has announced the appointment of Bradley Scott as Chief Technology Officer. Scott brings considerable experience in leading and scaling technical teams in high growth environments including Fiserv, Xero and most recently as COO at UneeQ, a high growth SaaS business transforming customer experiences.

BOOM LOGISTICS APPOINTS NEW CHIEF FINANCIAL OFFICER Boom Logistics has appointed Andrew Bendall as its new Chief Financial Officer following the resignation of former CFO Tim Rogers. Bendall has extensive CFO experience at Orora Limited (Fibre Packaging Group) and ITC Limited. He has also led numerous finance functions across a range of industries, including within businesses of Whirlpool Australia, Incitec and Orica Limited.

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ASPHALT SUSTAINABILITY: IT’S ALL IN THE CHEMISTRY PUMA BITUMEN HAS RECENTLY INTRODUCED THE ANOVA® PRODUCT LINE OF BIO-BASED ASPHALT ADDITIVES FROM CARGILL TO CUSTOMERS IN AUSTRALIA. PUMA BITUMEN’S GLOBAL TECHNICAL MANAGER ERIK DENNEMAN AND CARGILL’S GLOBAL TECHNICAL MANAGER HASSAN TABATABAEE EXPLAIN HOW THE PRODUCTS CONTRIBUTE TO ASPHALT SUSTAINABILITY.

T

he asphalt industry’s incentive to reduce greenhouse gas emissions has increased since the 1990s due to growing concerns about global warming.

This has stimulated the introduction of warm mix asphalt and related technologies which serve the purpose of reducing greenhouse gas emissions by reducing the mixing and compaction temperatures of asphalt mix.

Incorporating liquid warm mix additives into the binder is a common process in warm mix asphalt production with far-reaching benefits, from lower energy demand and emissions during asphalt production, increased allowable haul distances and increased workability and compaction during construction.

But, of all the benefits that warm mix additives offer to the asphalt mix, Puma Bitumen’s Global Technical Manager Erik Denneman says their impact on asphalt

Puma Bitumen Terminal in Melbourne – home of the Global Bitumen Technology Centre.

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ROADS NOVEMBER 2021

durability by minimising bitumen ageing is often overlooked – but one that offers most sustainability outcomes.

To elaborate this further, he offers a short overview of how asphalt binders age with time.

“Asphalt binders are made of organic molecules, and they age when they react with oxygen from the environment. Most of this ageing happens during the production, transport and the laying process because it occurs at elevated temperatures,” he says.

“We know that under hot mix conditions, the majority of the ageing process takes place during the manufacturing, transport and placement phase. So, in effect, a large part of the oxidation life of the binder is consumed by the time the bitumen is used in the field.”

Therefore, he explains that using warm mix asphalt instead of hot mix asphalt does not just reduce emissions and

energy consumption during production and construction, it also leads to more durable roads, with longer maintenance requirements, significantly lowering the roads’ carbon footprint because the asphalt mix can be produced and compacted at reduced temperatures. This is quite possibly the most important contribution of warm mix asphalt to improving sustainability of the product, he says.

ANOVA: STABLE AND BIO-BASED Working closely with Cargill, the global manufacturer of Anova asphalt products, Puma Bitumen recently introduced the Anova warm mix additive and the Anova asphalt rejuvenator to the market.

Denneman says before choosing Cargill’s Anova product line, Puma Bitumen did extensive research to find proven asphalt products with demonstrated performance history.

COVER STORY

“We were looking for a warm mix additive that was completely safe from a health and safety perspective and that is how we ended up with the Cargill product,” says Denneman.

“Cargill’s Anova product line has a significant track record, especially in the US, where it has been approved for use in 20 states. So, we did not have to reinvent the wheel, all we had to show was that it worked with the bitumen and rock sources we use here in Australia.”

Denneman says the fact that the Anova warm mix additive is made with bio-based oils means it is non-toxic and non-corrosive.

“Puma Bitumen, as a company, always has sustainability front of mind and we aspire to play a leadership role in this space. One of the benefits of the Anova warm mix additive is that it’s a vegetable derived product, so it is nonhazardous. As far as operational health and safety is concerned, it ticks all the boxes,” says Denneman.

“We also undertook extensive laboratory testing, including compaction testing, to demonstrate that the temperature reduction achieved with Anova was at least on par with that obtained using wax or amine based warm mix additives. We performed a range of binder tests to show that Anova did not negatively affect the performance of the paving grade bitumen or polymer modified bitumen (PMB),” he adds.

Further, Denneman says the Anova warm mix additive is also very cost competitive.

“CARGILL’S ANOVA PRODUCT LINE HAS A SIGNIFICANT TRACK RECORD, ESPECIALLY IN THE US, WHERE IT HAS BEEN APPROVED FOR USE IN 20 STATES. SO, WE DID NOT HAVE TO REINVENT THE WHEEL, ALL WE HAD TO SHOW WAS THAT IT WORKED WITH THE BITUMEN AND ROCK SOURCES WE USE HERE IN AUSTRALIA.” “The dosage rate of the Anova warm mix additive is comparable with that of amine based warm mix additives, that is around 0.3 to 0.4 per cent of the binder content.

Comparatively, wax-based additives are typically used at higher dosage rates, which makes them more expensive than Anova.”

Puma Bitumen also offers a special service to its customers, which is to provide binders pre-dosed with Anova additives at Puma Bitumen terminals, eliminating the need to handle warm mix additives at the asphalt plant.

“Normally, customers have to add the warm mix additive themselves, which can be cumbersome,” says Denneman. “By giving them the option to select binder pre-dosed with Anova at Puma terminals, we give them the peace of mind that the bitumen properties are controlled and provide the best performance.”

Puma Bitumen started first demonstrations with the Anova warm mix additive in September 2020 at its plant in Victoria, with the product now offered across all of Puma Bitumen’s terminals Australia-wide.

HOW CARGILL DEVELOPED AND TESTED ANOVA Hassan Tabatabaee, Global Technical Manager – Asphalt Solutions at Cargill explains how Cargill developed and demonstrated performance of the Anova product line.

“As a company with over 150-years of manufacturing experience, Cargill is a pioneer in finding ways to sustainably use agricultural products to create unique chemistries for industrial applications,” says Tabatabaee, who has a PhD in pavement materials.

“The Anova product line was born out of that concept and as we started experimenting with different types of bio-based materials, we initially launched a rheology modifier and then further expanded the product line to include recycling agents or rejuvenators, warm mix additives, cold mix additives, anti-

stripping agents, and emulsifiers, growing Anova into a broader portfolio over the past seven years.”

With the Anova warm mix additive, Tabatabaee says the product goes beyond conventional mixes when it comes to safety and cost-efficiency.

“Within the industry, having a product with a clean safety datasheet is certainly very important. Being a bio-based, nontoxic and non-corrosive formulation means the Anova warm mix additive really stands out from some of the more traditionally used warm mix additives.

On top of that, it’s also very costeffective as it can reduce the asphalt’s compaction temperature with very low dosage,” he says.

The Anova asphalt rejuvenator, Tabatabaee says, is an easy-to-use, stable liquid additive that offers great flexibility to asphalt terminals. The Cargill Anova asphalt rejuvenator allows for using up to 100 per cent of recycled asphalt pavement (RAP) in hot mix asphalt, while also aiding in compaction.

“What makes the Anova asphalt rejuvenator product unique in the industry is the extent of its demonstrated history, not just in the US, but globally,” says Tabatabaee.

“When this product was first brought to the market around six years ago, we started trialling it with varying percentages of recycled contact across the east coast of the United States. East coast regions like New York City and New Jersey have a very high population density and are therefore very conscious about managing their material stockpiles, especially of recyclable materials like reclaimed asphalt pavement (RAP). Since they have excess RAP available, we were able to use the rejuvenator for 50, 60 per cent or even higher recycled content and we got great results in terms of performance.

“Almost concurrently, we also started trials in the Netherlands, which is very flat and has little access to local aggregates, so resource management is again very critical. We started looking at 70 per cent roadsonline.com.au

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Cargill has a state-of-the-art asphalt chemistry and performance lab in Minnesota, Minneapolis.

recycled content and very quickly went up to 100 per cent. Within a couple of years, we were doing millions of tonnes of pavement with high recycled content in North America and in Western Europe using Anova rejuvenator.”

Independent testing at test track facilities in North America complimented the trials, he says.

“In order to have independent demonstration of the results, we worked with two leading test track facilities in North America, the National Centre for Asphalt Technology (NCAT) in Auburn, Alabama, and the Minnesota Research facility (MnROAD) in Otsego, Minnesota.

These facilities work very closely with each other in terms of studying realworld pavements and trafficking, but with independent monitoring of the conditions, one in hot climate and one in cold, wet climate.

“We put down sections with high recycled content, about 45 per cent, in both regions and about three years later they have gone through a full cycle at both facilities. We have now surpassed 10 million loading cycles on the NCAT test track, which is pretty much the life cycle of a very busy freeway. There has been zero cracking reported so far, which is some very powerful data coming from these nationally recognised centres,” he adds.

The ageing stability is also critical where 16

ROADS NOVEMBER 2021

high percentage of recycled asphalt is used in the mix. Here, Tabatabaee says the Anova asphalt rejuvenator stands head and shoulders above its competitors.

“The other part, which was really a big aspect of our product development, was putting a unique emphasis on ageing stability. It was important for us that our product not just helps on day one, but that pavements with high recycled content have a long, healthy life on par, if not longer, than what you would expect from a pavement with low recycled content. That unique ageing resistance is a big aspect of how we position the value of the Anova asphalt rejuvenator product with customers.”

CHEMISTRY BETWEEN THE TWO BRANDS Both Tabatabaee and Denneman agree that the chemistry and synergy shared between Cargill and Puma Bitumen is the secret to the two companies’ successful partnership.

“Our partnership with Puma Bitumen has been quite gratifying and unique,” says Tabatabaee.

“Both our companies have a broad approach to how we serve the pavement market. Puma Bitumen has been very innovative and open about how they bring value to their customers. They are also always very transparent, both with their customers and with partners like us. That’s

something that we as a company value a lot,” he adds.

With Cargill’s brand strategy focussed on helping the world thrive, Tabatabaee says sustainability is at the core of the company’s products.

“Sustainability has been a core value to the Cargill business, not just because it’s become trendy, but because it is in the company’s culture. With Cargill’s tagline around ‘thriving’ communities, we certainly understand the need for a healthy environment and sustainable resource management. Cargill knows that, across industries, manufacturers are looking for smarter ways to formulate their products to improve performance and/or gain cost efficiencies.

“We develop our bioindustrial solutions to meet our customers’ needs in a responsible, sustainable manner by using renewable feedstocks, while also contributing to farmer prosperity and improving farmer livelihood. Puma Bitumen, as a global company, shares those values with us and it has been an important angle in our relationship.”

Denneman says Puma Bitumen’s existing product portfolio and the mix it brings to the market is a good indicator of the company’s position on sustainable pavements.

“Our range of high performance, storage stable PMBs, which are very well known for their quality and consistency, help to

COVER STORY

create more durable pavements. We also offer consistent EME2 binders that allow construction of thinner pavements, further assisting with pavement sustainability.

“More recently, Puma Bitumen has also introduced GB5 base course mix, which is an alternative to EME2, allowing the use of even less bitumen in pavements.

On the recycling side, we have a range of waste tyre derived crumb rubber binders ranging from the normal spray sealing grades to more specialty binders and our latest OLEXOCRUMB® hybrid binder which contains both tyre derived rubber and styrene-butadiene- styrene (SBS).”

The latest addition to the family follows the same sustainability strategy, Denneman says.

“The research and development part of Puma’s business is squarely focussed on bringing more sustainable products to the market.

“Puma Energy has committed to carbon neutrality by 2030 and we want to help our customers achieve the same. Cargill’s Anova asphalt solutions fit that objective like a glove.”

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ASPHALT TECHNOLOGY

PAVING THE ROADS

GREEN

MELBOURNE-BASED ASPHALT PRODUCER CITYWIDE ASPHALT GROUP HAS RECENTLY EXPANDED ITS GREENPAVE™ PRODUCT RANGE, ADDING A NUMBER OF SPECIALTY MIXES WITH A HIGH RECYCLED CONTENT. OPERATIONAL IMPROVEMENT MANAGER TIM OGUN TALKS ABOUT THE COMPANY’S VISION FOR A GREENER PAVEMENT INDUSTRY.

W

hen Citywide flipped the switch at its cutting-edge Laverton asphalt plant in March last year, COVID-19 had just arrived in Victoria, and the prospects for the local economy – let alone the construction sector – were looking increasingly uncertain.

Fast forward 18 months and the company, which also runs a busy production facility in North Melbourne, is preparing to launch the eighth product under its flagship GreenPave™ green asphalt range to the market, with research and development going strong within the team.

Tim Ogun, Operational Improvement and Business Development Manager at Citywide Asphalt Group (CAG) says the recent diversification of the GreenPave range follows increased demand for ‘green asphalt’ products within the

industry, as well as added capabilities with the launch of the company’s Laverton site.

CAG is a 50-50 joint venture between Citywide and Fulton Hogan, which was formed in 2016. The joint venture launched a new plant in Laverton using the Marini Asphalt Plant, a batch plant capable of producing a wide variety of asphalt mixes at up to 200 tonnes per hour.

The Laverton plant is also designed for low-emission production, using an efficient ‘blue smoke’ system that reduces both emissions and odours. The plant is also Melbourne’s first asphalt production facility powered by 100 per cent renewable electricity as part of the Melbourne Renewable Energy Project.

“Citywide has been industry-leading with the production of low-emission warm mix asphalt products from our North Melbourne facility for many years. But with the launch of our Laverton asphalt plant, we have been able to incorporate a wider range of environmentally friendly products into our asphalt mixes,” says Ogun, who has worked as project

manager with Fulton Hogan for 15 years before moving to CAG in 2016.

“With Fulton Hogan’s full technical support, all of our new asphalt products are tested extensively in the labs. This has helped fast-track our research and development process to deliver products with higher recycled content,” he adds.

A LOOK AT THE GREENPAVE RANGE Having started with the GreenPave warm asphalt mix produced at Citywide’s North Melbourne plant for the past five years, the GreenPave range today incorporates seven other specialty products, each with a high percentage of recycled content.

Each of Citywide’s GreenPave products is identified with a suffix denoting the type of recycled product used within the mix. For example, the CR in GreenPave CR stands for crumbed rubber and the mix is manufactured using highly engineered crumbed rubber as binder.

“Citywide has supplied its GreenPave CR for municipal projects in southwest Melbourne and on several other projects.

After multiple applications, not a single defect has been recorded,” says Ogun.

GreenPave HR is another product in

Citywide Asphalt Group’s Marini Asphalt Plant in Laverton, Victoria.

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Citywide Asphalt Group recently launched the eighth product under its flagship GreenPave green asphalt range.

the range with a high content reclaimed asphalt pavement (RAP) mix. CAG can produce mixes with up to 40 per cent RAP content across both of its facilities, with the product registered with Victoria’s Department of Transport and already used across major projects in Victoria.

GreenPave G is manufactured by cold-injecting crushed glass into the manufacturing process to create a uniform blend of binder, reclaimed asphalt pavement (RAP), aggregate and glass.

One of the most notable products in the Citywide GreenPave range, according to Ogun, is GreenPave U, a dense-grade asphalt product that boasts the largest proportion of recycled materials in the GreenPave range.

“The GreenPave U product incorporates large quantities of RAP. It also uses glass as a partial sand replacement and has plastic additive in the form of processed consumer waste products. In addition to all of these, it incorporates slag – a by-product of steel manufacturing – to create a mix with over 55 per cent recycled content,” explains Ogun.

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ROADS NOVEMBER 2021

“We have already trialled GreenPave U in our yard, and it has shown significant improvement in the pavement’s skid resistance compared to conventional mixes. So, it’s a great product for areas like schools, community centres, or shopping strips that receive more pedestrian traffic than usual and need high skid resistance,” he adds.

GreenPave PB and GreenPave PA are Citywide’s plastic-based products, with GreenPave PB containing waste plastic sourced from the automotive industry dissolved into the binder and GreenPave PA using soft plastic from household packaging as a dry-mix additive.

Ogun says the Department of Transport (DoT) is currently looking at plastic mixes on a case by case basis and is in the early stages of getting involved in a potential certification process for asphalt mixes using plastic binders and additives, GreenPave PB and GreenPave PA have been welcomed by councils as alternative paving options for projects in their local areas.

“Councils across Victoria have a greater

flexibility to choose innovative products that use alternative recycled mixes.

Understandably, the DoT is usually slower at adopting specifications for alternative materials as they have a greater responsibility across bigger projects like national highways,” says Ogun.

“Within the councils themselves, some are more open to experimentation. For example, the City of Melbourne has used some of our plastic-based mixes over the past year, while the City of Wyndham has used our crumb rubber mixes in some of their projects.”

GreenPave Cold is another green product Citywide will be launching to the market soon. With a high RAP and glass content and bio-diesel as an additive to boost flexibility, Ogun says GreenPave Cold offers a green alternative for temporary road repairs and patchworks when cold asphalt mix is required.

WORKING WITH THE INDUSTRY With such a wide range of green pavement products in its portfolio, Ogun says Citywide is prepared to flexibly meet the

ASPHALT TECHNOLOGY

“CITYWIDE HAS BEEN INDUSTRY-LEADING WITH THE PRODUCTION OF LOW-EMISSION WARM MIX ASPHALT PRODUCTS FROM OUR NORTH MELBOURNE FACILITY FOR MANY YEARS. BUT WITH THE LAUNCH OF OUR LAVERTON ASPHALT PLANT, WE HAVE BEEN ABLE TO INCORPORATE A WIDER RANGE OF ENVIRONMENTALLY FRIENDLY PRODUCTS INTO OUR ASPHALT MIXES.”

Tim Ogun, Operational Improvement and Business Development Manager, Citywide Asphalt Group.

state’s needs for asphalt products.

“One of the things Citywide is best known for is its flexibility,” says Ogun.

“With our two plants located close to one another, we can adapt flexibly between all big and small projects and chop and change a fair bit to cater to a wide range of clients.”

In terms of expanding its product range in the coming years, Ogun

says the GreenPave range has already fulfilled what the company intended to bring to the market, with some potential for expansion in the coming years.

“With the latest additions to the GreenPave range, we now have a very balanced mix to meet the sector’s needs for green asphalt products. As an evolving organisation, of course we will keep looking at areas where more recycled products can be incorporated in pavements and keep supporting the industry as interest for these products grows.”

Having spent over 20 years in the construction industry, with the last five years working closely with the

pavement sector, Ogun observes that interest for green paving products is definitely increasing.

“The industry can be a bit slow to adapt to change, but over the past 20-30 years, interest has been gradually building up for products with higher recycled content. Today, there are very few projects anywhere in Victoria that use purely virgin products from a quarry with no recycled content,” he observes.

“What would be interesting to see, though, is for the larger road pavement projects to be able to incorporate specialty mixes with a variety of different recycled material, like GreenPave U. It will take more trials and demonstrations, but we are certainly on the right track.”

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MAXIMUM RECYCLING WITH BENNINGHOVEN RPP ASPHALT MIXING PLANT HOW WIRTGEN’S BENNINGHOVEN RPP ASPHALT MIXING PLANT OVERCAME CHALLENGES TO PRODUCE ASPHALT WITH UP TO 96 PER CENT RECYCLED CONTENT.

T

he drive to increase the use of recyclable materials into hot mix asphalt is well known to the industry and aligns with carbon reduction goals. But in many respects Australia lags behind the world in both allowing the use of high recycled content asphalt through modern specifications, and also the plant technology that can make it a reality.

Initially driven by an inherent quest to innovate, and subsequently emphasised by strict new regulatory emissions requirements in its home country, German company Benninghoven has developed and implemented a solution to optimise recycled content in asphalt whilst also maximising the use of recycled materials.

That solution is the hot gas generator concept employed on its Recycling Priority Plant – or RPP model asphalt plants.

Benninghoven’s hot-gas generator technology, as employed on its RPP plants, allows fresh asphalt mixes to contain over 90 per cent reclaimed asphalt – more than it’s possible with any other recycling system on the market.

CHALLENGES OVERCOME Australian producers using modern style asphalt plants can typically introduce anywhere from 15 to 50 per cent reclaimed asphalt pavement (RAP) in their mixes.

This is achieved by a combination of dryer injected recycled material and some more sophisticated plants adopting direct steam-controlled entry into the pugmill.

Achieving RAP percentages higher than 50 per cent creates a challenge: to exceed 50 per cent RAP typically forces producers to use a direct RAP heating process, whereby a burner is installed to a parallel drum using a direct flame method.

This process cannot heat high portions of RAP to the desired temperature without degrading the bitumen. It also comes with high maintenance loads as the build up inside the drum produces high emissions. In Germany, this parallel flow drum technology has been outdated for many years.

Benninghoven has overcome these issues through the introduction of a high-tech hot gas generator (HGG). The hot gas

generator heats RAP using super-heated air that is recycled over and over. This technology has been with Benninghoven for more than five years and undergone rigorous testing and refinement.

The HGG uses counterflow drum technology that allows the RAP to be gently heated to bring it up to a usable temperature without direct flame heating.

The HGG also utilises the very latest in lifter design that eliminates the vast majority of the cleaning requirement. The process avoids the material being exposed to burner flame, which greatly reduces emissions. As a result, the virgin material does not have to be added to the mixing process and overheated in order to reach the required final mix temperature level (around 140°C to 180°C for hot asphalt).

This saves a significant amount of energy in addition to greatly reducing emissions.

Rob Messner, Sales Lead for Benninghoven in Australia and New Zealand, explains this further.

“In a traditional plant, the RAP with adhering bitumen would be ‘burned’

Benninghoven’s flagship RPP 4000 asphalt plant in the Black Forest, Germany.

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ROADS NOVEMBER 2021

ASPHALT TECHNOLOGY

The container sections have a spacious interior that can be accessed easily for maintenance work.

by direct firing. But with the hot gas generator, the RAP is heated indirectly to gently bring it to the optimum processing temperature,” he explains.

“This technology therefore enables much higher percentages of RAP to be incorporated than is currently possible with most of the asphalt plants operating in Australia.”

EMISSIONS REDUCTION AS SECONDARY BENEFIT As a further benefit of the hot gas generator technology, the process of recycling the heating air over and over further lowers the emissions by burning most of the hydrocarbons contained in the exhaust gas flow. In Germany, this means that the plant emissions are kept well within the requirements imposed by the TA Luft regulation – the regulation covering air quality requirements from stationary sources in Germany.

Under the new Luft regulations in Germany, asphalt plants are required to have real time monitoring of emissions.

Any operation of the plant outside the regulation limits are immediately transmitted to the authorities.

Real world experience shows that plants equipped with the hot gas generator have reduced emissions well below the TA Luft requirements for many years to come. With the current trend toward achieving a ‘net zero carbon future,’ this technology can enable current asphalt producers to take a material step toward achieving that goal.

Whilst this type of compliance monitoring is not yet required in Australia, it is easy to envisage a time in the years

ahead as the drive to reduce emissions gets into full swing where this could become a reality. The mere thought of that happening may create some concern to asphalt producers today.

“The good news is that Benninghoven has a solution available that will not only comply with a similar regulatory mandate, but also enable a potential doubling of RAP content from what is commonly achieved in Australia now,” Messner says.

PLANNING FOR THE FUTURE: NEW PLANT OR STAGED UPGRADE Recognising the current local environment and also what may lay ahead in terms of regulatory and specification requirements, Messner says Benninghoven has designed a staged approach to adopting the RPP technology.

“Someone looking to get a new Benninghoven RPP asphalt plant can procure a City Class RPP 3000 Plus or 4000 today that will enable up to 40 per cent RAP production using the established process. However, due to the design of the RPP plant, the hot gas generator and the related elements can be retrofitted at a later date to turn that facility into an advanced high tech RPP/HGG facility capable of 90 per cent plus recycled content, reduced emissions, and greater production flexibility,” he explains.

“This is a great option for future proofing a near term asphalt plant investment, while offering potential owners a level of flexibility going forward that is arguably unmatched by other offerings available today.”

Messner says the latest RPP asphalt mixing plant is a direct result of Benninghoven’s focus on innovation.

“These advancements are the direct result of the innovation focus of industry leader Benninghoven, a Wirtgen Group company. Benninghoven is known for taking the lead, producing cutting edge technology through research, development and testing, then making it available on a global level, demonstrating excellence in engineering that we expect to see from a German company,” he says.

“Benninghoven also understands that the high RAP capability is not for all producers. So, we continue to update and advance our plant portfolio, keeping quality, technology and efficiency at the fore front.”

The hot gas generator heats RAP using super-heated air that is recycled over and over.

roadsonline.com.au

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ASPHALT TECHNOLOGY

ALEX FRASER’S ANSWER

TO SUSTAINABLE ROADS ALEX FRASER IS RENEWING ITS COMMITMENT TO SUSTAINABLE INFRASTRUCTURE WITH THE UPCOMING LAUNCH OF ITS SECOND SUSTAINABLE SUPPLY HUB IN MELBOURNE. ROADS & INFRASTRUCTURE REPORTS. Alex Fraser Project Managers Akshay Kumar and Kate Lynch reveal a model of the new sustainable asphalt plant on site at Epping Recycling.

A

lex Fraser is preparing to launch a second Sustainable Supply Hub in Melbourne’s north, increasing its capacity to supply sustainable construction material to the civil construction market.

The company’s first fully integrated Sustainable Supply Hub opened in 2019, bringing together three sustainable production facilities on its Laverton site in Melbourne’s west. This Hub now annually recycles more than one million tonnes of diverse, priority waste streams into high quality, sustainable end products needed

for infrastructure development.

Established in 1879, Alex Fraser is one of Melbourne’s longest running companies. Starting with metals trading and scrap metal recovery, the company has innovated and honed its recycling capabilities over the years.

Today, Alex Fraser is renowned as a leading provider of sustainable construction materials, with a network of recycling and production facilities in Melbourne and Brisbane.

To date, the company has recovered more than 150 million tonnes of refuse

concrete, brick, and asphalt, and more than 5.4 billion bottles worth of kerbside glass waste. These materials have been diverted from landfill and manufactured into highquality, sustainable products used to build new infrastructure, like roads, bridges, pavements, and ports.

Akshay Kumar, Senior Project Manager at Alex Fraser says the company’s new development in Melbourne’s north follows the success of its first Sustainable Supply Hub in the western suburbs. A new asphalt plant is being constructed alongside the Epping Recycling Facility, transforming it roadsonline.com.au

25

“THIS WORLD CLASS PLANT HAS BEEN SPECIFICALLY DESIGNED TO OPTIMISE ENERGY EFFICIENCY; IT HAS THE CAPACITY TO RUN ON GAS OR DIESEL, AND IT IS CAPABLE OF ACCOMMODATING ALTERNATE FUELS IN THE FUTURE, TOO.”

into a Sustainable Supply Hub that builds on Alex Fraser’s Green Roads concept.

“Co-located at our Epping Recycling Facility, our new asphalt plant is ideally placed to service Melbourne’s northern growth corridor, where there is a good mix of industrial and residential development, along with a strong infrastructure pipeline and a consistent demand for road maintenance,” he says.

“The Sustainable Supply Hub in Epping will provide customers working on projects in the northern suburbs improved access to a reliable supply of high-quality and highly sustainable asphalt, aggregates, roadbase and sand that comply with the VicRoads specification,” he adds.

CERTIFIED SUSTAINABILITY The new asphalt plant will be capable of producing high volumes of Green Roads asphalt products – a range of asphalt mixes containing up to 50 per cent recycled content including reclaimed asphalt products (RAP), recycled glass sand and recycled plastics.

The products’ sustainability benefits are

Alex Fraser Project Managers Akshay Kumar and Kate Lynch at work on the new build that’s set to launch Alex Fraser’s next Sustainable Supply Hub.

further improved with Alex Fraser’s warm mix technology, producing the Green Roads’ products with a significantly reduced carbon footprint (resulting in emission reduction of up to 66 per cent). These Green Roads products have also been tested by the National Association of Testing Authorities (NATA), ensuring that they meet the highest standard for construction material quality.

The new asphalt production facility will have the capacity to produce more than 240 tonnes of sustainable asphalt per hour, incorporating up to 50 per cent recycled content, which Kumar says reflects Alex Fraser’s commitment to sustainability. The plant will also support Alex Fraser’s parent company, HeidelbergCement, to realise its global sustainability commitments including the achievement of net-zero carbon emissions by 2050, as recently announced

by Chairman Dominik von Achten.

“This world class plant has been specifically designed to optimise energy efficiency; it has the capacity to run on gas or diesel, and it is capable of accommodating alternate fuels in the future, too,” Kumar explains.

ENSURING HIGH STANDARDS Compliance with strict environmental and safety controls are embedded in all Alex Fraser facilities, as Kumar points out.

The new asphalt plant is no exception, Kumar says, with the plant including a blue smoke filter system on material load out and an odour/fume filtration unit on bitumen tanks.

“Our production team ensures these environmental controls are constantly maintained and that the plants are continuously operating to the highest standard through the application of our strong internal systems and procedures,” he says.

“We are always looking for continuous improvement opportunities.”

As Kumar adds, this approach also extends to safety on site.

“Alex Fraser has a very high standard for equipment guarding and energy isolation. For example, all electrical zone isolation switches will be fitted with a REMLIVE indicator on both the line and load side of the isolator, which is above and beyond the minimum requirements stated in the AS3000.”

“Traffic management has been meticulously planned to consider heavy vehicles, pedestrian and mobile equipment interactions, even for those that only take place occasionally.”

Alex Fraser’s Epping Asphalt Plant is expected to be commissioned in late 2022, following the receipt of the first shipment of components in March this year.

ALEX FRASER’S CONTRIBUTION Kumar says the expansion of the Epping facility is set to round off Alex Fraser’s contribution to the sustainable construction material market in Victoria.

“Our focus is on ensuring that every customer working on a project throughout Melbourne has easy access to our Green Roads construction products from our network of Sustainable Supply Hubs,” he says.

“Through a supply of quality, sustainable asphalt , aggregate, roadbase and sand to a multitude of projects, our Sustainable Supply Hub in Epping will directly contribute to the circular economy and help our customers to build better roads.”

26

ROADS NOVEMBER 2021

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ROADS OCTOBER 2021

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ROADS REVIEW

ROADS REVIEW

FOR THE ‘ROADS REVIEW’ THIS EDITION, WE ASKED THE INDUSTRY: WHAT HAVE BEEN SOME OF THE BIGGEST SUPPLY ISSUES FOR YOUR COMPANY/INDUSTRY THIS YEAR AND HOW HAVE YOU/YOUR MEMBERS OVERCOME THEM?

SARAH BACHMANN, CEO, NATIONAL PRECAST Across all states, the precast concrete industry is encountering shortages in skilled workers and steel supply. Add to the existing array of infrastructure projects already underway, and a massive post-COVID project pipeline will create an immediate and widened gap between the supply of, and demand for, skilled labour. With international borders remaining shut and limited opportunity to source skilled overseas workers, a roadmap to address the shortages is desperately needed. National Precast calls on the National Skills Commission to urgently update its current Skills Priority List, and in the meantime, is turning its own resources to develop its own Certificate in Precast Concrete.

DAN GOODFELLOW, GROUP MANAGER – PRODUCTS, COATES Coates manages a large and highly diversified $1,75b fleet, spread across 20 product categories and to ensure we continue to provide our customers quality equipment. We are continually refreshing fleet across all product categories. COVID-related disruptions to equipment supply chains over the past 18 months have posed a significant challenge for the industry, particularly as most large equipment is sourced from Europe, US or China. However, the strong strategic relationships we have with our major supply partners has ensured continuity of new equipment flow. Albeit we have experienced some delays in equipment deliveries. It is anticipated that global demand for equipment will continue to increase over the next couple of years, placing further pressure on equipment manufacturers and their supply chain. To counter this, we are already planning for and placing orders for FY23 and beyond to ensure we continue our long history of having quality equipment available. for our customers when they need it.

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PUSHING BEYOND

LIMITATIONS ALEX HATZIOANNOU, FINANCIAL CONTROLLER FOR SYDNEY-BASED CONSTRUCTION COMPANY DILCARA, SHARES HOW HIS COMPANY HAS MANAGED TO MAINTAIN ITS LOYAL AND SKILLED STAFF, WITH HELP FROM IMMIGRATION CONSULTANTS AT GRUSZKA AND ASSOCIATES.

E

very company is built upon a founding vision and for Dilcara, a multi-disciplinary construction and infrastructure services company based in Sydney, that vision has been set on “breaking the boundaries” since the company’s inception.

Started as a residential project construction company by brothers Antoine and Joe Gittany in 2008, Dilcara has grown rapidly over the years and added new services to its portfolio along the way – from developing apartments and luxury homes in Sydney to managing construction projects and even erecting high-voltage transmission lines through a newly added infrastructure services team.

While the “no-boundary” vision has allowed the company to diversify its services rapidly, it is also reflected in how Dilcara acquires, retains and grows its skilled staff while many in the industry struggle with skills shortages.

“We are always trying to upskill our staff,” says Alex Hatzioannou, Financial Controller at Dilcara.

“We want to make sure that our skilled people are not pigeonholed into any specific role and that they can grow their talents.

Because we know that as the team grows, so does the company as a whole.”

In keeping with the same mindset, Hatzioannou’s role within the company is quite diverse. In addition to managing finances as a chartered accountant, he also helps explore new avenues for business diversification, while helping with staff acquisition and training.

Recently, the company was faced with a dilemma. One of their skilled employees, an experienced engineering manager here on a temporary skilled visa, was being forced to leave the country to re-unite with his spouse, who was unable to join him due to the ongoing Australian Government entry limitations for temporary-visa holders during the pandemic.

Monica Gruszka, the Principle Director of Gruszka and

Associates, was Alex’s go-to visa expert to seek advice on such matters. Having worked with her in the past to process skilled visa applications for a few other Dilcara employees, Hatzioannou says he had always come out impressed by her team’s professionalism.

“Gruszka and Associates has helped us process three visas for our employees in the past. Monica has always been a delight to work with. Her knowledge of immigration law means she can think of avenues that others might have missed,” says Hatzioannou.

It was the same story this time. While an application to grant a travel exemption for the employee’s spouse was rejected by the Australian Government, Gruszka found that the engineering manager in fact qualified for a permanent skilled visa. Acquiring permanent residency would automatically resolve his problem as his partner could apply for a Partner Visa once his residential

Sydney-based construction company Dilcara has developed multiple residential projects across NSW. 30

ROADS NOVEMBER 2021

TALENT MANAGEMENT

Monica Gruszka, Principle Director of Gruszka and Associates.

status changed from ‘temporary’ to ‘permanent’.

While the latest visa application is still in progress, Hatzioannou further notes that businesses in the construction industry should not hesitate to seek out skills from outside their comfortable circles.

“Our business has always enjoyed hiring new skills that can add to our existing skillset. When we do hire skilled people, we don’t look at it as filling short-term skills gaps. We are seeing the benefits that an employee on a skilled visa can bring to the team and that’s something we want to keep benefitting from as we grow bigger,” says Hatzioannou.

To those employers who might be hesitant to sponsor skilled employees, his massage is: “It’s not that complicated.”

“We have hired many skilled people on a two- or four-year temporary skilled visa, which is a prerequisite for them to qualify for a permanent visa. The only complication we might have faced in the beginning was the language barrier, but the long-term benefits and the employee loyalty means has benefitted not just the company, but the whole team, to achieve more.”

SEEKING PROFESSIONAL ADVICE As a Registered Migration Agent who is currently undertaking a law degree, Gruszka says it’s critical for companies looking to sponsor an employee’s visa to seek professional advice.

“Almost all skilled visa applications, be it for a short-term skilled or training visa or for a permanent residency visa, need to go through a skills validation process. We can assist in the validation process,” she says.

Alex Hatzioannou, Financial Controller for Dilcara

“The Australian Government and the Department of Home Affairs are also very strict when it comes to ensuring that the position is genuine. It’s very important that the application is presented well and that the person’s skills are relevant to the advertised position,” she adds.

There are also certain conditions employers need to meet to qualify as sponsors.

“There’s a checklist of conditions that employers must fulfill as sponsors. For example, the company should not have retrenched an Australian working in the same position within the past 12 months.

When we work with employers seeking to assist their employees’ case, we verify all those points and make sure only genuine cases are presented to the Department

of Home Affairs.”

As a migration expert working closely with both employers and potential employees within the construction industry, Gruszka says she is in a unique position to link the two together.

“Most companies assume that the only place they can find their required skills is on SEEK. Very few think of migration agents as a source for connecting employers to employees. I want to change that,” she says.

“We are currently at the early stages of updating our website so that we can upload the latest resumes of pre-screened applicants. I also regularly send email newsletters to employers within the construction sector, letting them know about the latest resumes I have received.

Most people in this industry are not really administration oriented, so I often just call them and if they are interested, introduce them to the candidate,” she adds.

Through her Migration Show Podcast for migration professionals, Gruszka is trying to educate her peers on how they can go above and beyond when working with their clients.

“It’s all about simplification. Our job is to simplify the processes so that busy employers don’t have to worry about anything. The processes can seem overwhelming if you are sponsoring an employee for the first time, but it shouldn’t be, if you have professionals to guide you.”

“OUR BUSINESS HAS ALWAYS ENJOYED HIRING NEW SKILLS THAT CAN ADD TO OUR EXISTING SKILLSET. WHEN WE DO HIRE SKILLED PEOPLE, WE DON’T LOOK AT IT AS FILLING SHORT-TERM SKILLS GAPS. WE ARE SEEING THE BENEFITS THAT AN EMPLOYEE ON A SKILLED VISA CAN BRING TO THE TEAM AND THAT’S SOMETHING WE WANT TO KEEP BENEFITTING FROM AS WE GROW BIGGER.”

Dilcara has diversified its portfolio to go beyond residential construction. roadsonline.com.au

31

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SMARTER INSIGHTS, BETTER OUTCOMES: THE POWER OF CONNECTED DATA IN THE CHASE FOR HIGHER PRODUCTIVITY ACROSS THE ENTIRE CONSTRUCTION LIFECYCLE, INEIGHT INDUSTRY SOLUTIONS VICE PRESIDENT AJ WATERS SAYS NOTHING SPELLS SUCCESS BETTER THAN CONNECTED DATA.

T

he construction industry does not have a great track record when it comes to digitisation. Despite its sheer size and scale, construction is among the least digitised sectors in the world, according to McKinsey Global Institute’s digitisation index.1 In Australia, the Office of the Chief Economist categorises construction among sectors with the lowest rate of digitisation, behind sectors such as agriculture, manufacturing, and mining.2 But when KPMG released its 2021 Global Construction Survey results earlier this year – an annual survey it has been conducting for the past 20 years – it hinted positively towards an accelerated pace of change within the sector, partly as a result of measures taken by companies to help them deliver on projects despite the challenges they faced with COVID-19.

More importantly, the KPMG report found that increasing project complexities, plus the pressure to build bigger, faster and more cost-effectively, has outpaced the ability to control risks, costs and schedules without help from digital tools.

Signs of optimism were also evident when InEight – a global leader in construction project management software – launched its first Global Capital Project Outlook in July of this year.

The report, which gathered inputs from the world’s largest capital project owners and construction professionals across the Americas, Europe and the Asia-Pacific (APAC) region, found that 78 per cent of respondents in APAC considered digital transformation as their biggest short-term source of opportunity.

While technology continues to make data more accessible, AJ Waters, Vice

InEight software helps capture and connect capital project data from multiple sources so it’s accessible to all stakeholders.

President of Industry Solutions at InEight, says merely gathering data is not enough.

“Unless this data is connected to provide a complete picture of the entire construction lifecycle, you may end up making past mistakes,” he says.

With complex, multi-year and mega projects weighing heavily on both owners and contractors to manage risks differently, Waters says that connected data and integrated technology solutions can help ensure that projects are delivered on time, on budget and with minimal risk.

THE JOURNEY TO DATE As the global head of InEight’s solution engineering team, Waters has been in a unique position to observe the sector’s digital evolution over time. He says the fault for a slow uptake of connected data by the construction industry in the past falls partly on software developers.

“Construction software has not, in the past, been as intuitive and interactive as those available across some other

industries. If you look at some of the major players within construction technology, their software still has somewhat of an old feeling. The buttons on the programs look old, it doesn’t work on your phone, it doesn’t work like your browser,” he says.

“We, as an industry, were also slow to adopt solutions like Cloud. And then when people were getting on-board with using mobile phones and apps, we were just figuring out how to work without being ‘on-premise’ by taking things to the Cloud.

So, the tools for the construction sector were always two to three steps behind those in other sectors,” he adds.

Finally, when the technology caught up, the solutions were still disparate, he says.

“When technology providers finally caught up, that’s when point solutions popped up. For example, now there is a very good time-tracking app on the market or a great cost control app, but when the user tries to get these point solutions to talk to one another, it becomes a big roadsonline.com.au

33

“IF YOU LOOK AT SOME OF THE LARGE CAPITAL PROJECTS THAT ARE BEING ANNOUNCED IN AUSTRALIA, THEY ARE 10 TO 20-YEAR PROGRAMS OF WORK. SO, THERE CAN BE HUGE SNOWBALL EFFECTS IN THE DOWNSTREAM IF YOU FALL BEHIND IN THE EARLY STAGES OF THE PROGRAM.”

AJ Waters, Industry Solutions Vice President, InEight

challenge. So how do you break that silo to get a complete picture of the entire construction lifecycle?”

CHANGING THE GAME Waters says the InEight solutions have not only overcome the barriers to adoption that existed in the past but have also helped break the silos by connecting all these disparate solutions via an integrated platform.

“One of the first things that the InEight team did was to make our solutions user-friendly.

So not only are the InEight tools connected to the Cloud and accessible from anywhere via mobile phones and tablets, but we also looked at the things that mattered to the construction crew on the ground,” he says.

“Much of our product team has a background in construction, so we understand that for a construction software to be easy to use, it has to work in a certain way. The person in the field might be wearing gloves or other personal protective equipment, they might have issues with connectivity.

We understand all of those challenges and we have considered them while developing our tools.”

An example that Waters provides helps clarify this further.

“For example, we have a contract management product for subcontractors and material contractors called InEight Contract.

We also have a project cost management product called InEight Control. The feedback we were getting from the market was that, in order for this to be a complete cost control solution, contractors wanted tighter connection with the budget to get more visibility for each line item on the contract.

“As a result of implementing those ideas, 34

ROADS NOVEMBER 2021

now the InEight cost management solution allows contractors to see actual costs and invoices against each line item on the contract, within the context of the master budget. That’s just one example of the deep integration that’s allowing users to see the whole picture without having to jump between different applications,” he says.

THE PERKS OF HIGHER VISIBILITY What this added visibility means for the both the contractors and project owners, Waters says, is less risk of falling behind project commitments.

“If you look at some of the large capital projects that are being announced in Australia, they are 10 to 20-year programs of work. So, there can be huge snowball effects in the downstream if you fall behind in the early stages of the programs,” he says.

“Luckily, what we are seeing in Australia, which was also highlighted in our Global Capital Project Outlook, is that owners, like municipalities and government authorities, are starting to dive in and dictate to the contractor to purchase the software, because they want to access data faster.”

With this, he says, comes better, more transparent, communication between the owner and the contractor.

“With connected data, when it comes time for the contractor to communicate things to the owner, they have a more complete picture to share. This means the owner gets more up-to-date information, that is also more accurate, and it helps avoid surprises,” Waters says.

“For example, everyone always talks about change orders and how frustrating they are from the owner’s perspective. But change orders are just as frustrating for the contractor. It slows them down, it takes time to negotiate, and it leaves a sour taste in their relationship with the owner. So, the more that you can avoid those problems through data transparency, the better it is for both parties.”

Apart from building a transparent relationship between owners and contractors, data connectivity can also help boost

productivity within the organisation, as Waters points out.

To elaborate, he uses an example from InEight’s Field Execution solution.

“We found this very interesting that when foremen on a construction site began using our mobile-based time card solution to track their time and quantities of work for each day, it created a fun competition among the teams. Because they could see a live feed of their productivity, with a green box meaning they were ahead of schedule and a red box meaning they were behind, they began competing to see which team could be more productive. After the first week of trying this solution out, you couldn’t rip the iPad from their hands,” says Waters.

“Now imagine, across the company, if the men and women working on the ground can see how they are performing at the end of each day, how it can add to their level of productivity.”

Finally, what Waters says companies risk missing out on without a connected data platform, is attracting good talent.

“When someone has graduated from the university and is looking at two or three different job offers, they will probably favour the company that is modern rather than the company that’s behind times. With the current labour shortage, it’s a risk that you run if you don’t modernise your systems,” he adds.

With stakeholders counting on the contractors to deliver infrastructure efficiently and safely, Waters believes it’s time for digitally mature construction companies to take the next step and work out a connected data solution.

“The bottom line? The more integrated your technology solutions are, the broader line of sight you will have across your business. This kind of connectivity fuels smarter insights and ultimately better outcomes for you and your stakeholders.”

Resources: 1. Digital America: A tale of the haves and have-mores.

2. Industry Insights: Future productivity, March 2018.

roadsonline.com.au

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PRESTON HIRE’S

VISION FOR INFRASTRUCTURE WITH INFRASTRUCTURE PROJECTS GROWING IN SIZE AND COMPLEXITY, PRESTON HIRE HAS FOCUSSED ON POSITIONING ITSELF TO BETTER SUPPORT ROAD AND RAIL PROJECTS, AS THE COMPANY’S NEWLY APPOINTED GENERAL MANAGER, MIKE THOMAS EXPLAINS.

W

ith infrastructure projects deemed to play a pivotal role in Australia’s economic growth in the coming years, Preston Hire, with over 50 years of hire service experience, is boosting its support for the infrastructure sector.

As the company’s new General Manager, Mike Thomas has played a pivotal role in the increasing involvement of Preston Hire within various infrastructure projects across the country. Prior to his appointment as General Manager, Thomas was Head of Rail at the business, launching the rail division less than two years ago and spearheading Preston Hire’s entry into the rail market.

Since then, Thomas says not only has the company grown its presence in the rail space considerably, but it has also further solidified itself as a specialised equipment and services provider to both construction and infrastructure sectors.

Preston Hire’s signature yellow equipment and their unique SuperDeck retractable loading platform systems have long been a staple on high-rise construction projects across Australia. But, in the past 18 to 24 months, Thomas says the company has also taken some key steps to position itself to better support the country’s infrastructure boom, which has been reflected in its fleet expansion and employee upskilling.

“Preston Hire Australia has adapted and reacted positively to the road and rail infrastructure boom,” Thomas tells Roads & Infrastructure.

The way Preston Hire has done this has two facets; growing our people and growing our fleet, Thomas explains.

“There was no point for us to just add 36

ROADS NOVEMBER 2021

Preston Hire has invested in adding hydraulic crawler cranes up to 80 tonnes in capacity to its fleet.

new fleet, without building up the skills to support them. So, internally, our focus has been on our people as a resource and training and upskilling our operators,” he says.

“We now have product category managers as part of the leadership team whose experience has flowed throughout the business, with all our branch operations and business support teams working towards

meeting and exceeding the infrastructure demands and expectations within our industry.”

ENTERING THE EARTHMOVING SECTOR To further break down Preston Hire’s strategic growth roadmap, Thomas starts by introducing the newly launched Preston Hire earthmoving division.

EQUIPMENT HIRE

Traditionally, Preston Hire’s rental and hire category included three divisions: SuperCranes, SuperDecks (loading platforms) and SuperElevate (access equipment). This year, the company took a new direction by introducing SuperEarthmoving, a new rental division consisting of a range of mini, small, medium and large excavators.

“We added the earthmoving division because that’s what the market was asking us for. Customers wanted our involvement from the beginning of a project – when sites were being cleared and foundation works commenced. We regularly supply our SuperCrane fleet to projects of this nature. So, by also offering earthmoving equipment, we have streamlined the procurement process for our customers. We were able to quickly grow our fleet by working closely with a trusted original equipment manufacturer allowing us to launch this division in a very efficient way.

“We now have 20 excavators in six different sizes across our branches in Queensland, New South Wales and South Australia. As we grow this part of the business, we will continue to expand our fleet and our national footprint to add larger sized excavators and more earthmoving equipment in all states. We are also currently working on hi-rail options for excavators, which will enter the market in early 2022,” he adds.

INVESTING IN LARGER CRANES Concurrently, Thomas says Preston Hire has also responded to demand for larger sized crawler cranes, which has led to the team investing in higher capacity crawler cranes over the past 24 months.

“Our mini crawler crane fleet has historically been a market leader in the construction sector and has seen an increased demand within rail and infrastructure. Our biggest change in requirements has come from our bigger telescopic hydraulic crawler cranes.

Building up to 2020, our biggest size crane presented to the sector was a 40 tonne.

Since then, the demand for variation in crane sizes and applications has increased with the 40-tonne group, now considered a mid-size option,” says Thomas.

“Since 2020, we have invested in 50, 60, 70 and 80 tonne hydraulic crawler crane variables across our network and we are looking at potentially adding 100-tonne cranes soon. We are really pushing this side of the business as we see greater demand, especially for bigger piles and foundation construction works in the infrastructure sector.”

CATERING TO THE RAIL SECTOR But perhaps the biggest change in direction for Preston Hire has come in expanding its services in the rail industry, a newly established division for Preston Hire that Thomas has been leading since conception.

While the rail services division initially started out as another equipment category for Preston Hire, Thomas says it soon shaped up to be much more than that.

“Preston Hire’s services to the rail industry are broadly categorised into two segments,” he says. “The first one is helping with delivery of greenfield rail infrastructure projects and the second is supporting the rail market with a suit of our equipment packages.”

When Preston Hire first entered the rail category, Thomas says an existing fleet of specialised hi-rail access equipment meant they focussed on the overhead wiring requirements for greenfield projects.

“We gained success with this mainly through the Plant Hire Services arm of Sydney Trains and Transport for NSW. Since 2020, Preston Hire Australia has used this blueprint to extend our supply offering to several other network owners across Australia, enabling a true national offering and footprint within the category,” he says.

In the second segment, he says the team focussed on the rail market more broadly than just another equipment category.

“Many of our equipment categories complement the rail market. From upgrades of station passenger access to construction of new station commuter car parks, installation of lifts and escalators, and civil works around rail stations and precincts, our crawler cranes and our other equipment all find applications within the rail domain.”

In the last 24 months, Thomas says Preston Hire has seen a steady growth within the rail sector, seeing the company move beyond the overhead wiring services and more into specialised equipment hire. These achievements have been accomplished whilst supporting the rail network and the unique complexities it presents.

“Thanks to our experience with hi-rail equipment, we understood the challenges we would face working with different rail networks across Australia. Rail tracks in Australia have different gauge widths, which means we need to adjust our machines to different requirements. Working through that qualification process and being on the panel of suppliers for Sydney Trains means we are well positioned to handle both greenfield and maintenance works for rail projects.”

SUPPORTING CLIENTS WITH PRODUCTIVITY Across all of its structure and infrastructure sector services, Thomas says a number of customer support strategies have enabled Preston Hire to contribute to productivity levels for its customers.

“Preston Hire has a full fleet of installed telematics systems, which allows us to track equipment utilisation and schedule routine maintenance for the rented equipment to reduce our clients’ downtime. Where requested by customers, we can also provide them access to the telematics so that they can manage things like geofences, machine operating times, idle times, and carbon emission output reporting,” he explains.

“In 2021, Preston Hire has also rolled out a QR code project. All our equipment now has a QR code placed on the machine, offering information around service history, risk assessments, operator familiarisations, relevant insurances, and troubleshooting.

Additionally, we have also introduced a customer feedback survey, with a link distributed with each invoice we submit. This will provide our customers the opportunity to report on both positive and negative feedback and allow Preston Hire to track the corrective actions accordingly.”

As a key player within the infrastructure development space, Thomas says Preston Hire also has a strong focus on improving safety and quality within the sector.

“Preston Hire holds memberships in several key rental and crane hire industry associations. By contributing to and supporting these associations in their valuable work in developing, promoting, and maintaining safe and effective industry standards and practices, we are actively delivering on our commitment to provide the best for our customers,” he says.

With new competition appearing every day, Thomas says Preston Hire also recognise the increasing importance of quality management. As such, Preston Hire has been third party certified for quality management by meeting the standards of ISO 9001 since 2015.

“ISO 9001 has become one of the most recognisable certifications in the world across all industries with over one million organisations recognised after its establishment over 30 years ago. Achieving ISO 9001 certification is the first step in a process of constant improvement for our company as we develop further skills to continually enhance our working practices in every aspect of the organisation,” he says. roadsonline.com.au

37

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ASPHALT IN ACTION

MORE FORGIVING ROADS WITH

SAMISEAL M500 CONVENTIONAL BITUMEN TENDS TO BECOME BRITTLE AT LOW AMBIENT TEMPERATURES AND SOFT AT HIGH ROAD SURFACE TEMPERATURES. SAMI BITUMEN’S SAMISEAL M500 BINDER SOLVES THIS ISSUE IN SPRAYED SEALING APPLICATIONS, HELPING RETAIN THE AGGREGATE BETTER. BITUMEN TECHNICAL MANAGER GERARD GNANASEELAN EXPLAINS.

T

emperatures tend to vary greatly in parts of Australia, particularly in the sub-tropical regions of north Queensland and the Northern Territory and across the Australian Outback. As such, conventional, non-modified bitumen is not always the best option for sprayed sealing in these regions.

Bleeding or flushing seen with sprayed seals is a common symptom that shows the bitumen has become soft under the high temperature and is ‘pumped’ above the cover aggregate under the traffic load.

The consequence is the formation of a slick membrane of bitumen on the road that can be picked up by tyres and constitutes a traffic hazard due to reduced skid resistance.

Sprayed seals becoming brittle and cracks in cold temperature is another hazardous outcome if the binder lacks flexibility. Here too, loss of aggregate may lead to the road becoming slippery and resulting in accidents.

The SAMIseal Multigrade M500 bitumen was developed by SAMI Bitumen Technologies specifically for such applications.

SAMIseal M500 is a grade of bitumen used for sprayed sealing applications and available on request for contractors looking for improved temperature susceptibility and superior performance compared to standard grade bitumen.

“This is a niche product in our portfolio,” says Gnanaseelan. “The SAMIseal M500 is characterised by low temperature susceptibility. It remains stable over a wide range of ambient temperatures, which means it’s flexible at low temperatures and stiffer at high temperatures.

According to Phil Stevens, SAMI Bitumen’s State Manager for Queensland, the SAMIseal M500 bitumen is manufactured from the same sources as conventional bitumen, but

The SAMIseal M500 is a bitumen used for sprayed sealing applications.

requires further processing to reduce its temperature susceptibility.

“We manufacture the SAMIseal M500 bitumen by compositionally adjusting the bitumen feed stock and processing it in an oxidiser. This allows the product to impart lower temperature susceptibility and superior adhesion characteristics compared to conventional sealing grade binders,” says Stevens.

Both hot and arid climates and cold and moist climates can benefit from the use of the SAMIseal M500 binder, he adds.

“A bitumen like the SAMIseal M500 has the ability to remain stable under high road surface temperatures, where bitumen has a

tendency to get soft, and also at night time and in cooler climates, it has the ability to remain resilient and not crack,” he says.

“That’s the beauty of this product: it is tough in hot temperature and flexible in cold temperature.”

SAMISEAL M500 DELIVERS Being a premium product in SAMI’s portfolio, the SAMIseal M500 has already received interest from major contarctors, according to Stevens.

“SAMIseal M500 is a premium product, so naturally it comes with a premium value compared to conventional bitumen. But the fact that major contractors still have a high roadsonline.com.au

39

Colas Queensland recently completed approximately 175,000 litres of double/double seal for Balonne Shire Council using SAMIseal M500

demand for it and contact us to specifically ask for it, is testament to the superior quality and performance of the product, says Stevens.

As State Manager for SAMI Bitumen Technologies in Queensland, Stevens regularly organises deliveries to major contractors in the state, with orders for hundreds of tonnes, sometimes requiring overnight delivery to remote project sites.

Colas Queensland recently completed approximately 175,000 litres of 14/7 double/double seal as an initial treatment for Balonne Shire Council on Hebel Goodooga Road, located on the border of Queensland and New South Wales. Colas used the M500 binder for this project.

Matthew Johansen, Colas’ Operations Manager for South Queensland, says the SAMIseal M500 binder was adopted after considering the type of treatment required, the climatic conditions, and the traffic loadings at the site.

“The M500 has a reduced susceptibility to temperature changes, which was a key factor for the location of the site, given the very low overnight temperatures during winter, and high pavement temperatures experienced from spring onwards,” says Johansen.

“The Balonne Shire Council had requested a surfacing treatment that did not require a prime on the newly constructed base due to site constraints, meaning a traditional PMB [polymer modified binder] bitumen could not be used in this application,” he adds.

According to Johansen, the choice of binder and treatment type allowed the seal to be undertaken in the middle of winter, meeting the program’s requirements and achieving a satisfactory outcome for all involved.

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ROADS NOVEMBER 2021

FLEXIBLE IN DELIVERY The Multigrade class of bitumen in SAMI’s portfolio extends beyond the M500 bitumen. While the SAMIseal M500 is best suited for sprayed sealing applications, SAMI also offers SAMIfalt M1000 (previously known as SAMIfalt Multigrade Plus), which is better suited for asphalt mixes.

“With the in-house manufacturing capabilities at SAMI, we have full control of the bitumen characteristics. The SAMIseal M500 and SAMIfalt M1000 are two special classes of multigrade bitumen, but we can also manufacture other products using a combination of standard grade bitumens on request,” says Stevens.

This flexibility in SAMI’s production system also extends to the delivery of bitumen in bulk at high temperatures.

Stevens says SAMI can provide flexible options depending on the conditions of the customer’s site and on how the customer prefers to use SAMI Bitumen delivery options.

“A product like the SAMIseal M500 ideally needs to be stored at temperature ranges between 120°C to 140°C for medium to long term storage. The bitumen should be heated to around 180°C to 185°C at the time of application, but it should not be stored at this temperature for longer than two days,” says Stevens.

“So, as soon as the contractor takes the delivery from us, the clock is ticking. In an ideal situation, the contractor should be able to use the bitumen immediately, but if site conditions such as excessive rain delays the process, maintaining the bitumen at the optimum temperature becomes a challenge.”

Apart from the SAMIseal M500 being

a more forgiving product when it comes to temperature variations, Stevens says the SAMI team also do their bit to help out contractors.

“At our end, we try to keep the bitumen at our storage facility for as long as possible, because as long as we are retaining it, there are many options by which we can ensure the product is maintained without any deterioration to the properties even at the high end of the temperature spectrum,” he says.

It’s not recommended for the SAMIseal M500 to be heated above 200°C. SAMIseal M500 can be sprayed without cutter using conventional spray nozzles to a road surface temperature above 25°C and rising.

CONTINUED GROWTH Having manufactured bitumen in Australia since 1978, SAMI Bitumen Technologies manufactures a range of speciality bituminous products at their modern manufacturing facilities located in Brisbane, Perth, Sydney and Melbourne.

As an independent operator with the global support from its French parent,the Colas global group, Stevens says the company keeps on investing in research and development for new products.

“Being part of a global group, we draw a wealth of information from our peers.

Technology transfer is always at the forefront of our priorities,” he says.

“There are other companies around the globe as part of the group that are using bitumen technologies which are quite innovative for Australia. So, we always have the option for scientific and technical exchange with our peers within the global group, which feeds into our products and our services to the industry.”

RECLAIM, REJUVENATE, RE-USE:

SRIPATH’S ANSWER TO ASPHALT HAVING RECENTLY DEBUTED IN AUSTRALIA, SRIPATH TECHNOLOGIES HAS BEEN IN THE BUSINESS OF ASPHALT REJUVENATION AND ENHANCEMENT FOR DECADES. ROADS & INFRASTRUCTURE SITS DOWN WITH THE MANAGEMENT TEAM TO REVIEW SOME OF THE COMPANY’S SIGNATURE PRODUCTS.

U

sing reclaimed asphalt pavement (RAP) as an alternative to virgin material for road construction was still in its infancy when the team at Sripath Technologies began their research back in 2011.

With a PhD in Materials Science from Rensselaer Polytechnic Institute in the US, and over 10 years of hands-on experience as the technical head of a global bitumen company, Krishna Srinivasan assembled a team of industry veterans. Their first task: Do something about the growing piles of RAP in the US and around the world.

“We knew there had to be a better solution,” says Srinivasan. “We didn’t want RAP sidelined with only a low value application as a filler. Rather, our goal was to upcycle it, to create higher value uses from it.”

The key was in recognising that RAP contained valuable bitumen. A resource that could be used to augment or replace virgin bitumen in the asphalt mix. However, this RAP bitumen was aged, stiff and brittle. The challenge for the team was first to characterise the RAP bitumen, and to then find ways to restore its functional performance.

With the work that followed, not only did the Sripath research team achieve these primary goals, but they also worked with external labs and consultants on creating testing methods that could uniquely characterise RAP bitumen.

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ROADS NOVEMBER 2021

Sripath’s products are used to enhance the performance of bitumen for paving and roofing applications.

Additionally, they developed a proprietary elixir of bio-based oils. In addition to being highly dosage efficient, this elixir diffused rapidly into RAP particles, and rejuvenated and restored the aged bitumen in the RAP. This research led to the development of ReLIXER, an environmentally friendly green blend of bio-oils. As an odourless RAP rejuvenator, ReLIXER is formulated from

prime ingredients with no animal fats or greases and specifically designed for high RAP use levels.

What makes ReLIXER unique, according to Sripath President Krishna Srinivasan, is threefold. It quickly penetrates RAP particles. It rejuvenates and restores the properties of aged bitumen. It supports long-term roadway performance.

ASPHALT IN ACTION

“WHEN WE TALK ABOUT A GREEN, ENVIRONMENTALLY FRIENDLY REJUVENATOR, MOST CONTRACTORS OFTEN ASSOCIATE THAT WITH A HIGHER COST. THAT’S NOT THE CASE WITH RELIXER.” “We also like to tout the fact that ReLIXER can be effectively used in asphalt mixes with a high RAP percentage,” he explains. “In Australia, a 10 to 15 per cent RAP mix is common. But globally, asphalt mixes with RAP average 40 to 50 per cent.

Up to 100 percent is even occurring on projects. These high ratios are possible with ReLIXER, and it does it without compromising the mix performance.”

The benefits don’t stop there. “ReLIXER is highly effective at low dosage levels.

It is easily incorporated at a mix plant.

It is non-hazardous, safe to handle and transport, and compatible with a wide range of bitumen and RAP grades from around the globe.”

All these features come together to positively impact the bottom line. Deepak Madan, Chief Marketing and Business Development Officer at Sripath, explains the cost effectiveness.

“When we talk about a green, environmentally friendly rejuvenator, most contractors often associate that with a higher cost. That’s not the case with ReLIXER. It not only meets the performance specifications of mixes while using RAP, but costs are actually reduced by using ReLIXER in higher RAP mixes. Easy to use, effective, and costsaving? That checks all the boxes for contractors,” says Madan.

To elaborate this further, he offers an approximate cost estimate.

“Typically, for a mix ratio with 40 to 50 per cent RAP material, you would use around one kilogram of ReLIXER per tonne of mix. By doing so, you can reduce the amount of virgin bitumen and aggregates, increase the use of RAP, and realise cost savings anywhere from 7 to 15 per cent per tonne of mix (compared to mix with no RAP.) All of this, without sacrificing any performance properties,” he explains.

Since ReLIXER was first introduced in the US market over a decade ago, and later globally, it has been successfully used on roads in multiple continents. Every day, new roads are being built with higher levels of recycled content.

Sripath also continually monitors the quality and properties of mixes laid down by their customers. They obtain

plant-production mix samples and core tests from the roadways that have used their products.

“What’s also unique about our model is that we work closely with our customers, providing a high level of technical support. In return, we receive data from our customers’ mixes, that allows us to continue enhancing our product lines,” he says. “The results are clear. Mixes that are properly rejuvenated with ReLIXER have the performance equivalent to low-RAP or noRAP mixes, even after extended aging.”

“ReLIXER converts the existing network of roadways into the mines and refineries of the future”, says Kate Brough, Director Digital Marketing and Branding at Sripath.

SUPERIOR ASPHALT PERFORMANCE While ReLIXER was among the first products Sripath launched to market, over the years a range of asphalt modifiers, oils and additives have emerged from the company’s research labs. One of them is SriCote.

“SriCote was developed in continuing our theme of safe-to-use, cost-effective products,” says Srinivasan.

When developing SriCote, the Sripath team set their sights on specifications that would enable better bonding between aggregates and bitumen. This included better moisture resistance, superior resistance to fuels and greases, and higher dosage efficiency.

“Irrespective of the type of mix, be it a hot mix, a RAP mix, or an emulsion mix, SriCote enhances the bonding between the aggregate and the bitumen.

As a performance additive, SriCote was initially designed to target high-demand applications, such as airports, seaports, or anywhere where enhanced resistance to moisture and fuels is required,” Srinivasan says.

As with its entire product line, Sripath’s rigorous laboratory testing processes vet the performance over time and ensure longevity and durability.

“Customer and academics from around the world have put our products through their own testing – coming to the same conclusions. Our products are, in fact, highly effective in enhancing asphalt durability,” he says.

SRIPATH IN AUSTRALIA Sripath offers a global network of plants dedicated to manufacturing its formulations for asphalt improvement. However, in order to more closely support the Asia Pacific market, Sripath recently launched Sripath Asia-Pac, headed by General Manager Ravi Rajagopalan, with a headoffice in Melbourne.

Since its launch, Rajagopalan and his team are engaging closely with the departments of transport across all states, as well as with leading consultants and university academicians, and several key customers to make sure Sripath’s products meet the specifications of the local pavement industry. Together, they are fostering a technical exchange, and evaluating samples for approval.

Among these, Srinivasan says RMIT University’s Professor Filippo Giustozzi is currently in the process of incorporating Sripath’s additives with local asphalt products to ensure compliance with local specifications in Australia and New Zealand as part of a recent agreement.

“We are definitely doing our homework,” says Rajagopalan, who observes that the Australian culture is ahead of the curve when it comes to adopting environmentally friendly asphalt products.

“Almost everyone we have talked to in Australia has brought up the ecofriendly and sustainable ethos, but more importantly, there are clear call-to-actions by industry bodies like the Australian flexible Pavement Association and the transport ministries to increase adoption of recycled material from various waste streams into pavements. They are not simply talking the talk, but they are walking the walk,” says Rajagopalan.

Madan agrees. As an industry veteran with hands-on experience with pavement solutions, he too sees the Australian market ready for Sripath’s green products.

“Australian efforts to research green asphalt technologies is evident. Together we can work with local universities and academics to promote practices that benefit the environment. While globally, levels of commitment to the environment vary by country; in Australia, there’s definitely the desire for the sector to be environmentally more sustainable.” * All of Sripath Technologies’ product names are trademark registered and properties of Sripath Technologies. roadsonline.com.au

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HYDRATED LIME AND LIMESTONE FILLER IN HOT MIX ASPHALT:

A DURABLE COMBINATION

ASPHALT EXPERT RUSSELL CRABB WRITES ABOUT THE BENEFITS OF USING HYDRATED LIME AND GROUND LIMESTONE IN HOT MIX ASPHALT PRODUCTION, IN THIS ARTICLE SPONSORED BY GRAYMONT AUSTRALIA.

Hydrated lime has been used by most State Road Authorities in Australia in various hot mix asphalt products.

B

oth hydrated lime and ground limestone dust are used as filler components in hot mix asphalt (HMA), but they have very different functions. Filler is defined as material that is less than 75 micrometre in size. The filler forms an important component of the asphalt mixture design in terms of volumetric properties and pavement performance.

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HYDRATED LIME Hydrated lime has been used for some time by most state road authorities in Australia in various HMA products to reduce the potential for loss of adhesion between aggregates and bitumen binders – usually referred to as stripping. Its addition to HMA at ratios between one to 1.5 per cent has been proven to be an excellent antistripping agent over many years in products

such as dense graded asphalt (DGA), open graded Asphalt (OGA) and stone mastic asphalt (SMA). It is now mandated in state road authority specifications for heavy duty asphalt, open graded asphalt and stone mastic asphalt applications in New South Wales, Queensland, Victoria (granite only), South Australia and Western Australia (Perth).

Hydrated lime was introduced to the

ASPHALT IN ACTION

industry in Australia some 20 years ago after significant stripping issues, mainly in NSW, which impacted the performance of DGA on several highway projects. Since its introduction, along with mix design and field compaction improvements, there has been a substantial reduction in the incidents of stripping and a significant improvement in the service life of asphalt pavements.

No single theory seems to completely explain this loss of adhesion between aggregate and bitumen. Rather it is most likely that two or more mechanisms may occur simultaneously in any one mixture, thus leading to loss of adhesion. The main factors appearing to affect adhesion are surface tension of the bitumen and aggregate and/or chemical composition of the bitumen and aggregate mineralogy.

Hydrated lime is a multi-functional product and it interacts with bitumen to perform several functions when added to HMA. These include: 1. Improving the aggregate/bitumen bond by: • The action of calcium (Ca) coating on the aggregate and the acid content of the bitumen; • The conversion of carboxylic acids in the bitumen to insoluble salts which reduces the absorption of water; • Modification or stabilisation of deleterious matter such as clay.

2. Improving the properties of bitumen when added at 20 per cent of the bitumen content: • Significant increase in viscosity; • Improved recovered viscosity (RTFO); • Improved ductility; • 100 per cent increase in fracture toughness.

3. Improving the performance of HMA by: • Reducing the effects of oxidisation through chemical bonding; • Toughening the HMA. Regardless of the aggregate type used, it has been demonstrated that hydrated lime is the most effective and consistent long term stripping agent in most cases.

The improvement in pavement performance and increased service life of HMA due to the use of hydrated lime over the past 20 years has also been confirmed through reduction in observable incidents of pavement failure directly attributed to stripping. In particular, the Hume Highway in NSW is a good example of this improvement with reduced maintenance intervention and longer lasting pavements.

Also, hydrated lime was used in the Sydney Airport HMA project, where stripping was considered as a risk due to the proximity of the water table in the pavement structure.

Again, its use has proven to reduce the incidence of stripping in the asphalt pavement layers.

GROUND LIMESTONE Ground Limestone (Calcium Carbonate) is a high-performance lime often used as a filler in HMA where other fillers are unavailable or where there is a high quantity required in an asphalt mix such as SMA. Modern asphalt production plants have systems that separate and retain filler dust that is generated from the drying and heating of coarse and fine aggregates. This material is usually referred to as baghouse filler. The amount of 75 micrometre material in these aggregates will determine the quantity of baghouse filler that is produced. Where the amount produced is small, or if there is an excessive demand of the baghouse filler, there may be a need to supplement the baghouse filler with another external supply. This applies particularly to older asphalt plants that may have small baghouse filler storage capacity.

Although there are other filler materials that may be suitable, such as fly ash sourced from coal fired power stations, it should be acknowledged that as these power stations are replaced by renewable energy sources over the coming years, fly ash will become increasingly difficult to obtain with preference being given to its use in the concrete industry.

There are some real benefits in using ground limestone in HMA compared to baghouse filler or fly ash and these include: • Greater Increase in the softening point of the binder resulting in improved asphalt stiffness; • Improved water resistance due to its neutralisation of acid interaction between aggregate and bitumen; • Having a stabilising effect due to its uniform particle grading and wellshaped grains.

Because there are different grades of ground limestone available, it is important that the correct grade is selected by the mix designer.

If the material is too fine, it will have an adverse impact on the volumetric properties of the asphalt mixture by effectively extending the binder in the asphalt mix and reducing the voids in mineral aggregate (VMA) which can result in flushing or bleeding

of the asphalt.

Because there may be a higher amount of ground limestone filler required in the asphalt mixture – particularly SMA – it is desirable to use a filler that has Rigden voids (voids in dry compacted filler) of less than 40 per cent. Therefore, a limestone classified as less than 250 micrometre or 150 micrometre is recommended as this will not impact on the design requirements or mechanistic performance characteristics of the asphalt.

Ground limestone is an excellent supplementary filler for HMA production.

It is a readily available, cost-effective and generally lower in cost than fly ash (depending on the location of the asphalt plant). It is also less bulky when air blown into a storage silo, which makes transfer from bulk road tanker to a plant silo more efficient.

There are many examples of successful use of ground limestone as a filler in the production of SMA for major projects on the Pacific Highway in northern NSW, particularly on the Coffs Harbour to Ballina section of the highway duplication. Some of the asphalt used has now been in place for several years and the excellent performance of the pavement here is clearly evident.

SUMMARY The ability of lime to improve the resistance of HMA mixtures to moisture damage, reduce oxidative aging, improve mechanical properties, and improve resistance to fatigue and rutting has led to observed improvements in performance of lime treated HMA pavements.

Life cycle cost analyses have shown that using lime in asphalt results in improved field performance and showed an increase of two to 10 years (20 to 50 per cent more durable) in the expected pavement life (Hicks, NLA, 2003).

Disclaimer: The views and opinions expressed in this article are those of the author and do not necessarily represent the views of Graymont Australia Pty Ltd. While Graymont Australia Pty Ltd commissioned Russell Crabb to write this article based on his experience as a specialist asphalt consultant, the company does not represent that all the information and opinions in the article are correct, complete or up to date. This article is intended to provide general information only and should not be relied on for commercial decisions. Any past performance or results are not necessarily indicative of the future or likely performance of the products discussed. roadsonline.com.au

45

TAKING LIGHT EQUIPMENT TO

THE NEXT LEVEL MILWAUKEE TOOL’S NEW MX FUEL™ RANGE HAS INTRODUCED A NEW CLASS OF FULLY BATTERY-OPERATED LIGHT EQUIPMENT WITH ENHANCED USER BENEFITS. PRODUCT MANAGER CHRIS PARKER SPEAKS TO ROADS & INFRASTRUCTURE ABOUT SOME OF THE UNIQUE FEATURES IN THE TOOLS.

Milwaukee Tool’s MX FUEL™ Equipment System aims to eliminate dangers such as tripping breakers, voltage drops and flammable materials on site.

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ilwaukee Tool’s MX FUEL™ equipment series is placing an innovative twist on the conventional battery powered equipment used in industries such as construction and mining.

Chris Parker, Milwaukee Tool’s Product Manager for Power Tools, says the range was developed by the Milwaukee 46

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Tool global team to address fatigue and potential hazards associated with using bulky, corded tools within the construction industry.

“Milwaukee Tool, as a global business, wanted to develop a battery solution for the light equipment market,” he says.

“There had been some frustration for certain applications and across some

products in the construction industry, particularly for corded and fuelled equipment. So the team spent a lot of time with the users to understand their pain points, trying to see how we could possibly solve those issues and make the users’ life easier whilst on the job site.”

Insight into industry applications and the user concerns and frustrations

TECHNOLOGY & EQUIPMENT

“WHEN WE WERE DEVELOPING THESE PRODUCTS, WE DIDN’T WANT TO JUST DELIVER EQUIPMENT WHICH WOULD REPLACE THE CORD OR REPLACE THE PETROL TANK. WE WANTED TO DEVELOP A PRODUCT RANGE THAT REVOLUTIONISES THE LIGHT EQUIPMENT MARKET BY DELIVERING THE PERFORMANCE, RUNTIME AND DURABILITY DEMANDED BY THE TRADES WITHOUT THE HAZARDS ASSOCIATED WITH EMISSIONS, NOISE, VIBRATION, AND THE FRUSTRATIONS OF PETROL MAINTENANCE.” provided Milwaukee Tool with a clear goal and vision for the development of its new range.

The ambition to create a line of products which could satisfy the light equipment market led to a solution which removed the need for tangled cords and the constant requirement of having fuel stored on-site, giving users fully battery-powered solutions to carry out their tasks.

But that was not all, Parker says.

“When we were developing these products, we didn’t want to just deliver equipment which would replace the cord or replace the petrol tank. We wanted to develop a product range that revolutionises the light equipment market by delivering the performance, runtime and durability demanded by the trades without the hazards associated with emissions, noise, vibration, and the frustrations of petrol maintenance,” he says.

With MX FUEL, Milwaukee Tool also sought to deliver a product range which would re-define the industry standard for battery powered equipment. This was aided by four exclusive Milwaukee Tool technologies: The POWERSTATE™ Brushless Motor, the REDLINK™ PLUS Intelligence, the MX FUEL™ REDLITHIUM™ Battery Pack and the ONE-KEY™ digital technology.

Parker then goes on to explain how each of these technologies are incorporated in the MX FUEL range.

EXCEEDING INDUSTRY DEMAND As Parker explains, Milwaukee Tool’s POWERSTATE Brushless Motor offers a new level of adaptability and efficiency for equipment users.

“Each of our MX FUEL products, including the Cut-Off Saw, Handheld Core Drill, Breaker and Sewer Drum Machine, are powered by a POWERSTATE Brushless Motor. These motors are uniquely created for each tool and each motor is designed slightly different depending on the

requirements of the tool,” he says.

“For example, a tool that generates more power may have a larger motor.

The goal was to make sure that the motor placed into these tools can be optimised to create the perfect balance of performance, productivity and mobility.”

Milwaukee Tool’s REDLINK PLUS Intelligence hardware enables communication between the tool and the battery power source, granting users the opportunity to work smarter, and not harder.

“The REDLINK PLUS Intelligence is really the brain behind the tool,” says Parker. “It communicates with the battery and the tool to make sure the tool can provide the best performance that the user requires at any given time. The intelligent system can sense when a tool requires more power, so it can draw more power from the battery. If the tool doesn’t require as much power to go through material, then it will ease off, allowing more run time for the battery.”

Moreover, the tools’ unique instant start-up feature allows for the equipment to start through the simple pushing of a button, increasing the ease of operation for users.

“We know from talking to end users that petrol tools over a long time may be harder to start. Our unique instant start-up feature allows users to just push a button and they are all good to go within seconds,” Parker says.

Milwaukee Tool’s focus on increasing productivity and efficiency also extends to its ONE-KEY technology.

As a digital platform, Milwaukee Tool’s ONE-KEY provides a platform, by which end-users can manage, monitor, and report on their equipment. This is done by providing a tool tracking option for users, greatly enhancing the security of the tools. All these aspects can be controlled by using the ONE-KEY app, offering the flexibility for users to manage tools on or

off the job site.

“ONE-KEY can be used for tracking the product within a 30-metre radius. It can also be used as an inventory tracking program. So, using a free-to-download app you can manage and track all of your MX FUEL products,” Parker says.

“On the MX FUEL Tower Light/Charger, which will be launched later this year, you can also remotely change the brightness of the light emitted from the lighting tower or turn it on and off using the ONE-KEY technology. You can even lock your tools out so that strangers will not be able to use them in case the tools are stolen,” he adds.

SUPPORT FROM ANYWHERE Following the successful launch of the MX FUEL range in Australia, Milwaukee Tool has developed a dedicated team of specialists to provide real-world examples of how the equipment could be used in everyday operations.

“We’ve seen that users like to test or demonstrate the products first-hand before committing to buying these products. So we have trained a team of twelve MX FUEL job site solution specialists who can go out to job sites to offer demonstrations in real life applications,” says Parker.

“It is a free service and any buyer can contact us through our website or go to one of our authorised MX FUEL agents and book a test drive,” he adds.

Parker says feedback received by customers so far has indicated that the battery alternative option has delivered a much-sought substitute to conventionally powered tools.

“Businesses and local councils have been really impressed by it, especially for reducing, or in some cases, removing emissions. All the maintenance required by petrol tools is removed by using our product range,” Parker says.

“We know that this is only the start for the MX FUEL range in Australia and the potential is going to be huge in the years to come. So we are building our team now to be able to cope with the influx when users get to see their benefits in their business.”

For more information and to book a test drive with one of Milwaukee Tool’s MX FUEL specialists, visit: www.milwaukeetool. com.au/system/mxfuel roadsonline.com.au

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Queensland-based asphalt contractor Black Diamond Asphalt recently purchased a Cat AP600F asphalt paver from Hastings Deering.

CAT AP600F PAVES THE WAY FOR

BLACK DIAMOND ASPHALT BLACK DIAMOND ASPHALT IS REALISING ITS OPERATIONAL POTENTIAL WITH THE ADDITION OF A BRAND NEW CAT AP600F ASPHALT PAVER FLEET FROM HASTINGS DEERING TO ITS EXISTING FLEET. MANAGING DIRECTOR JASON ORR EXPLAINS.

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perating on small to medium sized pavement projects throughout Queensland, Black Diamond Asphalt has always aspired to contribute to bigger works.

Founded by Managing Director Jason Orr around three years ago, Black Diamond Asphalt has so far been completing jobs such as carparks, driveways, drainage solutions and resurfacing works, building the brand’s reputation from grounds up.

With over 25 years’ experience in the civil construction industry, Orr says the ability to attract larger projects is the next evolutionary step in the business’ continued growth.

One pre-requisite, however, was to acquire the machinery to do so. With the inclusion of Caterpillar’s AP600F asphalt paver, which he recently acquired through Hastings Deering, Orr says that the existing services of Black Diamond Asphalt are likely to expand.

“After adding the paver to our 48

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existing fleet, we can now tender on larger projects for the Department of Transport and Main Roads (TMR) and be more competitive, as we are using the latest technology the industry has to offer,” he says.

“We have just got our TMR prequalification, so we need to satisfy aspects such as grade control, level control and more to tender for larger projects. The AP600F can satisfy these requirements quite easily.”

Ryan Van Den Broek, Industry Manager for Road Construction at Hastings Deering explains how the AP600F paver helps reduce downtime to ensure that contractors such as Orr can optimise their own time and output.

“Not only does the size of the AP600F give Black Diamond Asphalt an opportunity to bid on larger scale projects, features like the fast-heating screed technology on the machine also leads to greater production levels,”

Van Den Broek says.

“The quick-heating screed system reduces waiting time for the heating of the paver’s screed plates. While similar products on the market can heat their plates in around 35 minutes, the AP600F paver can heat the screed in only 15 minutes.”

The faster heating times, Van Den Broek says, ensure that operators can start production on a project quicker, eliminating the need to let the vehicle heat while idle.

INCREASING EFFICIENCY Reduced downtime and more fuel efficiency is also supported by the AP600F paver’s eco-mode engine, which allows the engine’s RPM (revolutions per minute) to be adjusted based on the load, all without sacrificing torque.

“In at least 90 per cent of projects, we would be able to run the engine on eco-mode. It is very rare that an operator

TECHNOLOGY & EQUIPMENT

The Cat AP600F asphalt paver supports Black Diamond Asphalt’s projects throughout Queensland.

would need to use the machine at full RPM,” Van Den Broek says.

“Cat engines are purpose-built for every machine application. The eco-mode engine on the AP600F means operators can lower their RPM, but still maintain the same torque and pump flow; leading to fuel economy and reduced noise levels.”

The AP600F paver’s engine operates at 1650 RPM while paving. When the engine load threshold of the paver is exceeded, the engine will automatically increase to 2200 RPM to satisfy the requirements of the application.

Efficiency and operator comfort is also incorporated into the paver’s cooling and fumes extraction design, as Van Den Broek explains.

“Caterpillar’s exclusive air flow design reduces both noise and heat from the

cooling assembly. The variable speed fan is placed on the top deck pointing angled outwards. So, it can draw air through the machine, instead of having the air blown out.”

This reduces the noise of the fan and heat exposure for operators working in proximity of the paver.

WORKING INTELLIGENCE Orr says he has seen operational costs diminish since Black Diamond Asphalt purchased its AP600F paver.

“The machine’s ability to join and match the kerbs is great, it removes the need for additional personnel to follow the machine for raking and touching up. The machine does the majority of the work for you,” Orr says.

“The weight of the machine grants more

Black Diamond Asphalt will have the capacity to tender for larger projects with the addition of the AP600F asphalt paver.

versatility as well; we are able to transport the machine on our smaller tag float. This means we no longer need to look for a sub-contractor to move the machine around between jobs.”

The paver can also send performance and GPS data through its ‘VisionLink’ feature, which can be assessed by operators. Van Den Broek says the feature can provide a new perspective to operators.

“VisionLink is included on the majority of Cat machines, be it a roller, a wheel loader or an asphalt paver. It connects all of the computer and Enterprise Content Management (ECM) information in the machine and transfers information relating to aspects such as fuel burn, fault codes, idle times, GPS location and more,” he says.

“This is transferred via cellular system to our server software. This enables the customer to view the whereabouts of a machine and other important data about the machine including when the machine is due for a service.”

And for servicing, customers such as Black Diamond Asphalt are backed by Hastings Deering’s 24/7 support service.

“We have rarely had to contact Hastings Deering for maintenance on the machine, but when we do, their support is great,” Orr says. “It is the same with the rest of our fleet. We have more Cat machinery in our fleet and if we ever have an issue anywhere, Hastings Deering’s service is instantaneous.” roadsonline.com.au

49

CEA has supplied more than 150 Dynapac machines to KEE-Hire’s fleet.

ROLLING SOLUTIONS FOR

HARSH ENVIRONMENTS KEE-HIRE’S RANGE OF DYNAPAC PRODUCTS CONTINUES TO GROW, AS DOES THE COMPANY’S STRONG RELATIONSHIP WITH DYNAPAC’S NATIONAL DISTRIBUTORS CEA.

S

ince 2008, KEE Hire, a division of the KEE Group, has been a primary supplier of machinery for business in Western Australia, working across a range of industries from civil and infrastructure to mining.

Founded by brothers Clayton and Damon Spiers, the company has now grown with more than 150 employees across the business. An important aspect of this growth, the brothers say, has been purchasing equipment from the right supplier.

As Damon Spiers recalls, the first piece of machinery the company purchased was a Dynapac.

“The Dynapac CC222 was the very first piece of equipment that I ever purchased, at the beginning of launching KEE Hire,” Spiers says. “So that was one of the first things I ever did with the company, I bought a Dynapac.”

Since then, Spiers says KEE Hire has acquired a full array of Dynapac rollers for compaction of soil and asphalt. KEE Hire’s Dynapac fleet has now grown in excess of

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150 units, with a variety of models supporting KEE Hire customers’ every need.

“Our customers require a range of rollers, including single drums, double drums and multi-tyre rollers to cover all compaction applications from soil to asphalt. These machines range from as small as 4 tonne up to 24 tonne, we have the full range,” he says.

THE CC4000C VI COMBI ROLLER KEE Hire’s range of Dynapac rollers also now includes the CC4000C VI Combi Roller. The CC4000C VI falls within the latest, sixth generation of rollers that have recently been released to the market by Dynapac with a unique set of features that will revolutionise spray seal compaction within Australian.

“We are going to be the first ones with the new generation of Combi Roller in Australia, and it is a very specialised machine, designed specifically for spray sealing,” Spiers says.

“The unique machine with tyres on the rear and rubber coated drum on the front will first be implemented into our very own surfacing division, KEE Surfacing.”

The Combi Roller, as CEA Product Manager Chris Parkin explains, utilises four rubber tyres at the rear of the machine, replacing what would conventionally be a steel drum. Combined with a rubber coated steel drum on the front, he says the machine provides significant advantages over the conventional use of multi-tyre rollers for spray seal compaction.

“This design helps to minimise the risk of stone damage to the newly laid spray seal surface. The vibrating front drum coated in rubber provides significantly improved compaction performance when compared with a static multi-tyre roller, however the wheels on the rear provide the benefits of a multi-tyre roller creating a smoother finished surface,” explains Parkin.

“The benefits of the Dynapac CC4000C VI don’t stop there, the newest generation products feature an efficient design, which aims to optimise operator comfort, reduce fuel consumption and increase compaction efficiency, all the while bringing compaction quality to a new level,” he adds.

TECHNOLOGY & EQUIPMENT

The first, that is the operator comfort, is achieved with the displacing of the machine’s engine, moving it towards the rear of roller.

This reduces both the heat and noise for the operator inside the cabin. Vibration levels have also been lowered on the operator’s platform, adding comfort for the user, Parkin explains further.

“This machine is also equipped with the latest in operator’s seat technology which allows the operator to turn the seat and the operator’s console a full 255 degree, meaning the seat can face both directly forward and directly backward. This removes the limitations of a designated forward and backward direction, improving visibility, onsite safety and overall operator comfort,” says Parkin.

“The CC4000C VI also reduces fuel consumption with help from its EcoMode feature. Dynapac’s EcoMode is equipped to a vast array of its products and enables its new models to consume 15 to 20 per cent less fuel than previous products,” he adds.

Spiers says the full range of Dynapac rollers are built tough and reliable, aspects which are both essential when operating machinery in Western Australia.

“The Dynapac machines are being deployed in very harsh conditions in Western Australia, which I believe are some of the harshest in the world. You can get ambient temperatures upwards of 50 degrees Celsius, particularly across the iron ore areas of the state, along with the dust and general ground conditions, it’s a very tough environment,” says Spiers.

“They are solidly built; they are a wordclass machine and they have been deployed in torturous environments. Despite this, they show a high level of reliability and functionality.”

MULTI-LEVEL SUPPORT As Parkin notes, Dynapac’s optional Continuous Compaction Control systems are also available for both the CC and CA Roller models. The feature is a two-level system, which aims to increase the efficiency and accuracy of compaction for the operator.

The first is a compaction meter, the compaction meter uses an accelerometer based sensor mounted to the drum to sense the stiffness of the ground beneath the drum. The machine then provides constant, real-time data to the operator, through the display screen in the roller cabin.

The second level of the system combines the compaction meter with the Dyn@lyzer Tablet and GNSS

(Global Navigation Satellite System).

“The compaction meter provides constant compaction data to the operator, the GNSS receiver provides the precise position of the roller and the Dyn@lyzer Tablet records and monitors all of this data. The information can be to be reviewed on the run by the operator or by the project management team after completion to aid in quality control,” Parkin explains.

“The two-level system ensures that operator does not compact already completed areas, reduces the risk of over/ under compaction, and provides the information to achieve 100 per cent area coverage. This reduces fuel consumption, compaction costs and machine wear by increasing compaction efficiency,” he adds.

Spiers says that the constant support from CEA has helped to maintain the productivity of KEE Hire’s Dynapac fleet.

“At the end of the day, a roller is a roller.

There are several manufacturers that make very good rollers. But what makes the difference is the support behind that, and

that support has to be driven from the top down,” he says.

The Spiers brothers add that the level of support and backing that CEA provides has allowed KEE Hire to construct a support network and methodology that is unrivalled in the hire equipment marketplace. This provides KEE Hire’s customers the greatest level of continuity and stability to their ongoing operations.

This support in turn has given KEE Hire the confidence to order additional units to insert into its existing equipment fleet.

“Last year, we placed what could be one of the largest orders for compaction machinery by any single company in the last five years in Australia, which were ordered prior to the impacts of COVID-19,” says Spiers.

“I believe they are a world-class product, which delivers reliable and exceptional outcomes for our customers. Machines can break down, but KEE Hire’s relationship with Dynapac and CEA is so strong because they are highly supportive of our clients across Western Australia.”

Dynapac’s CC4000C VI Combi Roller consumes 15 to 20 per cent less fuel than its predecessors.

Having launched the business with a Dynapac roller, KEE Hire keeps adding additional units to its equipment fleet.

roadsonline.com.au

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ANTEC’S REED CONCRETE PUMPS

PACK A PUNCH ANTEC’S REED SERIES OF SHOTCRETE PUMPS HAVE SUPPORTED A RANGE OF INFRASTRUCTURE WORKS FOR O’SULLIVAN CIVIL CONTRACTORS. AS CEO KENNETH O’SULLIVAN TELLS ROAD & INFRASTRUCTURE, THE PUMPS’ BALANCE OF RELIABILITY, POWER AND DURABILITY OFFER MAJOR BENEFITS FOR OPERATORS WITHIN THE INDUSTRY.

NSW-based O’Sullivan Civil Contractors use Reed concrete pumps from Antec for shotcreting.

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’Sullivan Civil Contractors is a leading shoring expert in providing anchoring, piling and shotcreting, and the team rely on the latest industry technology to complete their works.

With more than 30 years in the industry, O’Sullivan Civil Contractors has contributed to the construction of landmark infrastructure projects, and commercial, residential, and mixed-use developments throughout New South Wales, including Newcastle, Sydney, South Coast and the Central Coast.

And when it comes to shotcreting, the business relies on a “team of highly skilled and motivated workers”, in conjunction with what CEO Kenneth O’Sullivan says are some of the most reliable pumps

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that the company has ever used – the Reed concrete pumps from Antec.

“For the equipment that we use as a company, we aim to minimise downtime for repairs, which is why I have continued to purchase these pumps,” O’Sullivan says.

Utilising the A40HP Concrete Pump, the team at O’Sullivan Civil Contractors use predominantly wet-mix to carry out their shotcreting works.

O’Sullivan praises the pumps’ durability, adding that the pumps’ low maintenance requirements have particularly impressed him.

“I have owned other pumps and they just don’t last, the quality in these pumps definitely stands out for us,” he says.

ENHANCED DURABILITY Reliability for O’Sullivan Civil Contractors is particularly important, with the company engaging in projects with different levels of demand, including different shotcrete volumes, varying work hours and difficult terrain.

“The projects which we complete really do range from major works to smaller jobs, so we require machinery and equipment which can support our flexibility as a business,” O’Sullivan says. “I have had other brands of pumps and we ran them for years, but since we have been using the A40HP Concrete Pump, I haven’t looked back.”

O’Sullivan says his operations rely significantly on the sustained operation of such equipment.

TECHNOLOGY & EQUIPMENT

“We can be on a different job every day, or we can work on a major project for several months. These pumps are working every day for us, and they can run between 8 to 12 hours every single day,” he says.

“We currently have three pumps as part of our equipment range, and I am very close to adding a fourth.”

Featuring a concrete pressure of 1172 psi, the A40HP Concrete Pump is designed to push shotcrete harder and further for operators.

This, combined with an 82 horsepower Perkins diesel engine, helps to make sure that the pump can push a consistent level of wet or dry-mix concrete for any given project.

A key standout for O’Sullivan is the product’s durability. The design of the A40HP Concrete Pump enables the machine to withstand long operation hours at a high intensity.

He says even minor features such as chromed concrete cylinders instead of standard steel cylinders contribute to a resilient product design.

“I have been really impressed with the lack of maintenance that is required with this pump. I have been using the same pump for six years. With other brands I would have replaced most of the pump’s major components by now. With this pump, I am yet to replace a single major component.”

The pump also comes with eight hoses in total, ensuring that operators such as O’Sullivan Civil Contractors can further reduce downtime.

The pumps’ distributor, Antec, also supports customers long after a sale has been completed. Antec’s Business Development Manager for the Concrete Division Ryan Kupronow says that the A40HP Concrete O’Sullivan Civil Contractors need versatile concrete pumps for projects involving difficult terrains.

O’Sullivan Civil Contractors has contributed to construction projects across New South Wales, including in Sydney.

Pump personifies robustness.

“These units hardly ever fail if they are serviced correctly,” he says. “We offer inhouse servicing and a comprehensive local parts inventory from our head office in Blacktown. We also ship nationally.”

MANOEUVRABILITY AT NO COST The A40HP Concrete Pump consists of a lightweight design, allowing operators to partake in shotcreting jobs in tight spaces.

O’Sullivan admits that he has experienced a new level of adaptability by using the A40HP Concrete Pump, as compared to

larger industry models.

“We have done some specialised work on some marine equipment and these pumps are really suited to this work as they are mobile and versatile,” he says. “The pump provides us with that versatility to get into tighter places, while also packing a punch.

For something so small, the pump can complete large jobs quite easily.”

Safety is also an important aspect of the A40HP Concrete Pump, with its ‘true reverse’ feature. This feature differentiates the product from ball valve pumps, allowing the operator to reverse the flow of concrete to relieve pressure within the system.

This feature can be useful where there is chance of blockage due to a dislodged rock jam. Such an issue can be resolved quickly and safely thanks to the feature, as Kupronow explains.

O’Sullivan has so far been pleased with the production of the pump, saying that the features have all contributed to a product, which has outlasted previous pumps he has used.

“Honestly, the reason why I keep adding the same model to our fleet is the original A40HP Concrete Pump which I purchased six years ago,” he says.

“It’s still running, and I foresee that our other pumps will also continue to run for many years to come.” roadsonline.com.au

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FLEET MANAGEMENT

HOW TELEMATICS IS PAVING THE WAY FOR

THE FUTURE OF ROAD BUILDING

ADVANCEMENTS IN TELEMATICS TECHNOLOGY ARE PAVING THE WAY FOR SAFER ROAD CONSTRUCTION, WHILE INCREASING OPERATIONAL EFFICIENCY. JIM FRENCH, SOLUTIONS SPECIALIST AT TELETRAC NAVMAN EXPLAINS.

W

ith more than 800,000 kilometres of public roads across the country, Australia has the ninth largest road network in the world. A great road network doesn’t just help people stay connected with one another, but also plays a crucial role in economic growth.

However, like all great things, our nation’s roads need consistent maintenance and attention. Creating a new road, or repaving an existing road, is a time-consuming process that creates traffic congestion and diversions in surrounding areas.

Thankfully, advancements in technology are paving the way for a smooth and efficient way to maintain our roads.

NOT TOO HOT, NOT TOO COLD When it comes to paving or re-paving roads, one of the most important factors to consider is the temperature of the bitumen. Extreme heat prevents bitumen from properly curing, but if the mixture is too cold, the road will become chipped and cracked in no time at all.

Integrating telematics and temperature sensors into fleet is one way to ensure bitumen is always at the ideal temperature for road paving, as well as being able to monitor it from anywhere. These sensors will pick up on changes to the bitumen temperature and send automated alerts and warnings if it becomes too cool or too hot, so operators can adjust accordingly and ensure bitumen is usable.

According to Jim French, Solutions Specialist at Teletrac Navman, being able to monitor bitumen temperature in real-time will help save time and money in the long run, while also ensuring a high-quality work.

“The last thing you want when you’re about to start paving the road is discovering your

Using telematics helps prevent traffic congestion during road building.

bitumen is unusable. This puts a pause on operations as your team races to deliver another fresh batch,” he says. “By being able to monitor your bitumen temperature in real-time, you’ll be able to ensure a smooth operation.”

EVEN FLOW A well-planned and efficient road paving workflow looks a lot like a carefully choreographed ballet, as French observes. It requires several parties to work in unison to help each other achieve their goals.

“First, you have the machines going along the old road, tearing up all the previous bitumen. You’ve got trucks collecting all the torn-up road and dirt, as well as the paving machines, laying down the fresh asphalt.

Then you’ve also got the workers around the worksite, controlling the flow of cars, and making sure the operations don’t lead to a bottleneck in traffic,” he says.

“For things to run smoothly, each section needs to work in tandem with the other to keep operations moving. If the truck collecting dirt and waste is full, the site manager needs to have another truck on hand to take the lead – otherwise, it could

lead to a halt in operations.”

Considering that a lot of road paving is set around strict time restrictions, like working at night, any stoppage can be detrimental.

“By using smart fleet management solutions, you’ll be able to instantly see where every asset is. With total visibility over the entire fleet, you can use the realtime data to ensure a constant flow of trucks make their way to and from the site without disrupting others. Waste is managed more efficiently, with a new truck ready to take over when the previous one is full,” he explains.

“If you’ve already had to close two out of three lanes, the last thing you want is to block the one free lane with your machinery.

Using telematics in road paving fleets prevents traffic from building up, while also enabling managers to direct drivers on the fly to where they’re needed most.”

Road paving is a complicated and timeintensive process, requiring many working parts to come together.

“But with the right technology in your fleet, you’ll be able to ensure smooth and consistent operations and pave roads without hitting any bumps,” says French. roadsonline.com.au

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THE WORLD OF PRECAST:

AN AUSTRALIAN PERSPECTIVE WE SPOKE WITH NATIONAL PRECAST’S CHIEF EXECUTIVE OFFICER SARAH BACHMANN, WHO PROVIDED SOME UPDATES FROM THE ASSOCIATION AND ITS MEMBERS.

E

ven before the infrastructure-led recovery out of the pandemic, the construction industry was facing a shortage of skilled workers in every state.

It’s a phenomenon that has reached into the manufacturing sectors that supply construction, and that includes the precast industry.

Meanwhile, precast manufacturing continues its growth trajectory as it delivers sustainable solutions to Australian construction and the infrastructure boom will place further strains on the industry and its need for skilled labour. Anyone who understands precast manufacture and construction will be in high demand.

“With international borders remaining shut and limited opportunity to source skilled overseas workers, a roadmap to address the shortages is desperately needed,” says Sarah Bachmann, National Precast’s Chief Executive Officer.

“The National Skills Commission really needs to urgently update its current Skills Priority List to include precast manufacturing and construction,” she adds.

Until that happens, the peak industry body is turning its own resources to education.

“As the peak body of the Australian precast concrete industry, National Precast is invested in ensuring a safer, more standardised and sustainable construction industry and in improving the competency of all industry stakeholders,” she comments.

A range of online publications and learning modules are now available, which have been developed for industry stakeholders including architects, engineers, builders, precast manufacturers, and students.

ONLINE PRECAST COURSES With a variety of digital publications now available at www.nationalprecastonline.com. au, the online learning modules on offer include: ‘An Introduction to Precast’ and ‘Understanding Grouted Precast Joints.’

The ‘Introduction to Precast’ course offers 56

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an introduction to precast, including how precast differs from site poured concrete, the types and applications of precast elements and why it’s the fastest and most efficient construction method available.

Participants will also be provided with an overview of the manufacturing, transport and installation processes.

The ‘Understanding Grouted Precast Joints’ technical course is based on the highly regarded industry guide recently released by National Precast, ‘Understanding Grouted Precast Joints – A guide for engineers and building contractors.’ It is an exclusive course that will lead participants through the guide and develop their knowledge of grouted precast joints.

Subhead: Working with universities for productivity improvements Around the world, industry associations and their members are known for their collaborative approach with leading universities. National Precast members can access many member benefits including Australian Standards, an Internship Program, Cordell reports, project leads, process improvement and strategy reports and representation to government and other authorities. As well, they can become involved with university research opportunities.

Bachmann welcomes contact with universities on behalf of the Association’s members.

“Already leading construction with sustainability benefits and improved productivity, continuous improvement is the name of the game for our members and so we are always happy to assist with initiatives that will deliver more sustainable construction.”

IMPROVING STAKEHOLDER RELATIONSHIPS National Precast is assisting Bao Nguyen, a graduate student at Torrens University Australia, in the University’s research into

Sarah Bachmann, CEO, National Precast.

stakeholder relationships in Australian offsite construction. Being conducted under the Australian Research Council Discovery scheme, it is affilitated with the Centre for Organisational Change and Agility, under the supervision of Professor Kerry London (Torrens University Australia), Dr Peng Zhang (Western Sydney University) and Professor Xiangyu Wang (Curtin University).

The researchers are inviting participation in a 15-20 minute survey, which can be conducted online at https://bit.ly/3ymuVLl..

All responses will be kept strictly confidential. Pseudonyms would be used in writing the reports and no data would be traceable back to participants.

MICROWAVED PRECAST Preliminary results by engineering and microwave researchers at James Cook (in conjunction with the University of Melbourne) show that two-hour microwavecured concrete can achieve similar strengths to eight to ten hours of steam or hot water curing. “This could be a game changer for what is already an efficient manufacturing process and several of our members have expressed interest in partnering with the University,” says Bachmann.

MOVING AHEAD WITH MASTER PRECASTERS As the precast industry continues to grow, the need to ensure safe, reliable, high quality supply is critical. To mitigate risk of cost blowouts from quality and other issues for head contractors and clients alike, National

Precast has established a new benchmark for precast, manufacture – Master Precaster.

A requirement of wearing the Master Precaster badge is that the precaster must have satisfactorily passed one of National Precast’s stringent audits and comply with the Master Precaster Code of Conduct.

Master Precasters supply every state and territory of Australia. They can specialise in a particular type of precast such as flooring or can manufacture a range of precast elements.

Master Precasters can supply precast for large or small residential or commercial projects in the building or civil sector.

HERE’S A SNAPSHOT OF SOME OF THE WORKS DELIVERED BY NATIONAL PRECAST’S MASTER PRECASTERS: Project: Aircraft Station, Level Crossing Removal Location: Laverton, VIC Master Precaster: Hollowcore Concrete Construction: McConnell Dowell

Project: Bowens Road Uni-culverts Location: York Town, TAS Master Precaster: Hudson Civil Products Construction: Zanetto Civil

Project: Forrestfield Airport Link Location: Perth, WA Master Precaster: PERMAcast Construction: Salini Impregilo & NRW Client: Public Transport Authority

Project: Sydney Airport Gateway Location: Sydney, NSW Master Precaster: The Reinforced Earth Company Australia Construction: John Holland and Seymour Whyte Design: Arcadis and AECOM

Project: Northern Connector Location: Adelaide, SA Master Precaster (Supply and Install): The Reinforced Earth Company Australia Construction: Lendlease Engineering

Project: West Tamar Traffic Solution Location: West Tamar, TAS Master Precaster: Hudson Civil Product Construction: Zanetto Civil

To find a Master Precaster for your next project, visit: www.nationalprecast.com.au. roadsonline.com.au

57

AfPA UPSKILLING THE INDUSTRY

THE AUSTRALIAN FLEXIBLE PAVEMENT ASSOCIATION (AFPA) HAS LAUNCHED ‘BE BITUMEN SAFE’ TRAINING PROGRAM AS PART OF ITS FLEXIBLE PAVEMENT INDUSTRY SKILLS CARD. EXECUTIVE DIRECTOR FOR KNOWLEDGE AND PARTNERSHIPS AT AFPA, TANJA CONNERS, EXPLAINS.

T

he Australian flexible Pavement Association (AfPA) has launched the first phase of its industry skills card, which will strengthen the safety, knowledge and expertise of the workforce.

Called ‘Be Bitumen Safe’, the first phase comprises pre-requisite training, following on to units taken from the Certificate III Bituminous Surfacing qualification. It provides instruction on safety for all personnel who work within 15 meters of hot bituminous materials and asphalt at any time.

Be Bitumen Safe has been welcomed by the Western Australian Government and will be required to work on all the state’s major road projects involving bitumen.

The certification card is being developed

by AfPA and the rest of the industry to ensure training consistency. It will equip workers with the skills needed to excel in the industry and complete roadworks safely.

With road building and maintenance deemed to be a key pillar of Australia’s economic recovery from the COVID pandemic, the Be Bitumen Safe card will be an important qualification in delivering quality road projects across the country.

Following the successful launch of Be Bitumen Safe with Main Roads Western Australia, it will be rolled out across other states and territories.

The next phases of the industry card will target Asphalting and Spray Sealing operations and introduce other industry specific short courses, such as Chain of Responsibility and a National Work Around Mobile Plant course.

“This is a positive step forward for the industry, which will quickly see training uniformity across our workforce. It has been 58

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The training is suitable for all personnel who work within 15 meters of hot bituminous materials and asphalt.

great to see the collaboration between our members – both industry and government agencies – to launch the rollout the Be Bitumen Safe card,” says Tanja Conners, Executive Director for Knowledge and Partnerships at AfPA. “We expect Be Bitumen Safe will quickly become a benchmark for people working on road building and maintenance projects, as we seek to upskill our workforce and ensure our industry is ready to deliver the many road projects in the pipelines of government infrastructure spending.”

Be Bitumen Safe is most compatible to be completed on a mobile (preferred device) and can be downloaded to be available offline. The training will work on a PC but the platform is not as user friendly.

WHO SHOULD DO THIS COURSE? Anyone requiring proof of the industry approved AfPA endorsed course being completed. These may include external third party contractors (Electricians, mechanics, plumbers, etc.);

plant and non-field staff directing others; client, government and other agency representatives; administration; management and surveillance; visitors to site; or consultants.

OUTCOMES At the conclusion of this course participants will have a basic understanding of: • Bitumen basics; • The safety culture; • Identify basic hazards and risks associated with hot bitumen and asphalt; • First aid for bitumen burns, including heat stress and fatigue basic management; • What causes fire, explosion, fumes and vapours; • Using fire extinguishers; • The effects of water contamination, spills and leaks; • Personal safety and PPE. The Be Bitumen Safe training will be delivered online at: www.afpa.asn.au/bebitumen-safe

W E N

AUSTRALIAN FLEXIBLE PAVEMENT ASSOCIATION

NEW COURSE: Be Bitumen Safe (BBS) training is now available online Be Bitumen Safe (BBS) training, provides essential instruction on safety for ALL personnel being within 15 meters of hot bituminous materials and asphalt at any time.

This AfPA Endorsed / Industry Approved course forms part of the Flexible Pavement Industry Skills Card (FPISC) being introduced to provide consistency throughout training delivery Nationally within the Flexible Pavements Industry.

BBS is a pre-requisite to completing the National unit of competency RIICBS203E Safely Handle Bituminous Materials under the FPISC BBS is designed to be completed on a smart phone and can be downloaded for off line use.

View more on https://bit.ly/3xWAHTr

AUSTRALIAN FLEXIBLE PAVEMENT ASSOCIATION

2022 AfPA NATIONAL INDUSTRY AWARD GALA DINNERS

16th October 2022

Doltone House - Jones Bay Wharf

In 2022 we will be acknowledging state & national winners from 2020, 2021 & 2022.

Limited sponsorship opportunities are available.

For more info email tanja.conners@afpa.asn.au

AfPA

MEMBER PROFILE ANDREW FULLER, PROFILING ACCOUNT MANAGER AT DOWSING GROUP, TALKS TO ROADS & INFRASTRUCTURE ABOUT HIS CAREER JOURNEY AND MORE.

HOW LONG HAVE YOU BEEN AN AFPA MEMBER AND WHY DID YOU DECIDE TO BECOME ONE? Dowsing Group has been an AfPA member since 2019, following the inception of the profiling division in WA, and I’ve been part of the WA Profiling (now Dowsing Group) AfPA membership since 2014. Dowsing Group and WA Profiling have been leading providers of road profiling services to the WA market for many years, and since the merge in April 2021, the combined resource capacity has further strengthened our capabilities and expertise.

For both companies, the networking opportunities and industry support has been important for nurturing industry relationships which has helped in my roles.

HOW DID YOU START YOUR CAREER IN THE ROAD CONSTRUCTION INDUSTRY? I began my profiling career 35 years ago in the UK, initially working as a profiling operator for a friend’s family business. At the time, I wasn’t sure whether I’d enjoy working on roads in various locations and weather conditions, however I loved working as a team and mastering the profiling machines. Throughout my long career, I’ve been fortunate to work in various roles with industry leaders of the road construction industry in the UK, Caribbean, and Australia.

WHAT IS YOUR CURRENT ROLE AND WHAT DOES IT INVOLVE? My current role as Profiling Account Manager at Dowsing Group involves estimating profiling projects for WA Local Government and asphalt contractors, which also includes account and project management. I extend my technical expertise and industry experience to assist a portfolio of clients with project planning and work closely with the business development and executive teams to identify new opportunities.

WHAT IS THE BEST THING ABOUT YOUR CURRENT ROLE? The best thing about my role is working with a dedicated team of industry professionals in a family orientated business where my expertise is valued. It’s an exciting time to be part of the largest profiling contractor in WA and have the opportunity to directly contribute to the company’s growth locally and in NSW. I enjoy applying my knowledge to help clients understand all aspects of the profiling operation and offering advice on plant capabilities to achieve desired project outcomes.

Andrew Fuller, Profiling Account Manager, Dowsing Group.

dust created from profiling operations.

WHAT IS YOUR BIGGEST ACHIEVEMENT IN THE INDUSTRY? For me personally, my most significant career achievements have been the international opportunities and career progression.

Working in various profiling roles, from operator to project manager, in different countries, gave me the experience to continually develop my skills and advance my career to where I am today. It has proven to me that you should never underestimate yourself and that sometimes pushing outside of your comfort zone is worth the risk.

WHAT IS A RECENT CHANGE YOU HAVE SEEN IN THE INDUSTRY AND HOW ARE THE COMPANIES PREPARED FOR THAT? There has been an increasing emphasis on improving technology that puts safety and quality at the forefront. Investment in machinery design has seen profiling machine manufacturers considering not only machine performance, but also operability and occupational health and safety (OH&S) attributes that directly impact the operators.

Dowsing Group is also pioneering a solution for dust mitigation through designing and developing an innovative dust unit attachment that captures dangerous silica

WHAT DO YOU THINK IS MOST INTERESTING ABOUT THE ROAD CONSTRUCTION INDUSTRY? I think an interesting part about the road construction industry is the ability to contribute to constructing safer road networks for the communities we live in.

Being involved in directly improving roads we drive on is really rewarding, especially when you experience the improvements firsthand as a road user.

HOW HAS BEING A MEMBER OF AFPA BENEFITTED YOU IN THE INDUSTRY? AfPA has helped improve my knowledge and understanding of other aspects of the road construction industry and enabled industry networking opportunities. The annual AfPA golf day is always a great way to network with clients and competitors on a professional and personal level.

WHAT ARE YOUR GOALS FOR THE FUTURE? My goal for the future is to continue expanding my knowledge and build long lasting client relationships that will help Dowsing Group continue to be the leading profiling company in WA. roadsonline.com.au

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CONTRACTS & TENDERS

CONTRACTS IN BRIEF ROADS & INFRASTRUCTURE PROVIDES AN UPDATE ON SOME OF THE CONTRACTS AND TENDERS RECENTLY AWARDED OR PUT TO MARKET ACROSS THE AUSTRALIAN INFRASTRUCTURE SECTOR. NEW SOUTH WALES Tenders called for Newcastle Inner City Bypass Transport for NSW has called for tenders from pre-qualified contractors for construction on the $450 million Rankin Park to Jesmond – Newcastle Inner City Bypass.

The project involves building a 3.4 kilometre four-lane divided road between Rankin Park and Jesmond, including a northern interchange at Newcastle Road, an interchange providing access to the John Hunter Hospital Precinct, and a southern interchange at McCaffrey Drive.

Shortlisted contractors, including John Holland, Fulton Hogan and NEWlink – a joint venture from BMD Constructions and Ditchfield Contracting – have until Friday 17 December to submit their tenders.

The tender for Rankin Park to Jesmond is expected to be awarded early next year, with construction starting in the second half of the year. The bypass is expected to open to traffic in 2025.

Tenders open for major Newell Highway upgrade Tenders are being invited to engage a head contractor to manage the largest project underway as part of the $500 million Newell Highway Upgrade program in New South Wales.

Stage 1 works will include 27.3 kilometres of new road pavement, intersection improvements, widening of road shoulders and the provision of five additional overtaking lanes.

A tender package has been released to market and be open for approximately eight weeks to engage the head contractor on the main contract, which will involve building new sections of road, as well as five new overtaking lanes, intersection upgrades and multiple new bridge-sized culverts.

Work is planned to commence in early 2022 following the announcement of the successful head contractor for the main construction contract.

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Contract awarded for NSW’s Nelson Bay Road upgrade The $275 million Nelson Bay Road upgrade in New South Wales has reached a new milestone, with contract awarded to Daracon Contractors for a one-kilometre section from Salt Ash to Bobs Farm.

The proposal would be constructed within the existing road boundary and would involve construction of about one kilometre of dual carriageway, 900 metres east of Marsh Road at Salt Ash to 1.9 kilometres east of Marsh Road at Bobs Farm.

Transport for NSW is currently preparing a preferred option report for the project, which is planned to be published later this year.

The construction of Section 1 would be expected to commence in 2022, subject to funding, and would take around 18 months to complete.

VICTORIA Contracts awarded for Melbourne’s South Road and Narre Warren North Road The Victorian Government has announced two contract awards, valued at over $100 million combined, for road upgrade projects in Melbourne’s south east.

Symal Group has been appointed to build the Narre Warren North Upgrade, while Negri Contractors has been selected to deliver the South Road Upgrade.

Part of a $3 billion package of suburban and regional road upgrades in Victoria, the projects are expected to create a total of about 600 jobs throughout construction, while improving capacity and creating a better travel experience in Melbourne’s south-east. As part of the South Road Upgrade, five intersections will be improved between the Nepean Highway and Warrigal Road. The Narre Warren North Road upgrade will include increasing the number of lanes from two to four between Fox and BelgraveHallam roads, along with upgrades to the Heatherton Road, Ernst Wanke Road and Memorial Drive intersections.

Fleetwood to help deliver Melbourne’s quarantine facility Modular manufacturing business Fleetwood has secured a contract with Multiplex to help deliver Melbourne’s 1000-bed Centre for National Resilience at Mickleham.

In July this year, Multiplex entered into a Managing Contractor Contract (MCC) with the Australian Government Department of Finance to deliver a new purpose-built centre to support Australia’s response to the current pandemic and any future pandemics.

Multiplex has been engaged to construct the facility, with 80 per cent of the buildings to be prefabricated off-site. The centre can be extended to 3000 beds but will be operational as soon as the first 500 beds are ready later this year.

The contract is expected to result in revenue of approximately $32 million for Fleetwood in the 2022 financial year.

Construction has already started on the facility, with the camp scheduled to open by the end of 2021.

Decmil wins Barwon Heads Road duplication contract Decmil Group has been awarded an $88.7 million contract by Major Road Projects Victoria (MRPV) for the first package of works for Barwon Heads Road upgrade – a crucial arterial link between Geelong, the Bellarine and the growing Armstrong Creek residential precinct.

The project will be delivered concurrently through a trio of construction partners, including Decmil, BMD Constructions and BildGroup, in partnership with Major Road Projects Victoria.

The Barwon Heads Road Upgrade will add new lanes for approximately four kilometres between Settlement Road and Reserve Road, remove a dangerous level crossing at Marshall, and upgrade intersections at Settlement Road and Breakwater Road. New traffic signals will also be constructed.

Work will begin immediately and is expected to be finished in 2023.

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