Roads & Infrastructure March 2020

MARCH 2020

& INFRASTRUCTURE

A NOVEL SOLUTION Fulton Hogan’s Noriko Wood highlights revolutionary new recycled asphalt product.

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MARCH 2020 CONTENTS

& INFRASTRUCTURE COVER STORY

14 Plastiphalt road

Fulton Hogan has created an asphalt mix that uses a previously unidentified source of recycled plastic to help reduce waste to landfill.

PROJECT REPORT

36 Towards a universal radar

VEGA highlights the possibility of a universal level radar sensor.

38 Seismic roller technology

Applying innovative technology to road construction projects.

18 Albion Park Rail Bypass

Roads & Infrastructure gets an insight into the challenges and opportunities presented on the Albion Park Rail Bypass.

40 Heavy lifting

Palfinger has purchased the largest ever crane to enter its fleet at 33 metric tonnes.

AAPA SECTION

INFRASTRUCTURE IN FOCUS

20 AAPA member profile

Stephen Hill looks back on growing a company in an expanding industry.

22 International Knowledge Transfer

AAPA details its trip to Europe to learn about other countries’ asphalt best practice.

ASPHALT IN ACTION

24 Australian RAP

Roads & Infrastructure explores the industry’s use of RAP and its capacity to incorporate more into mixes.

28 Plastic binder

Road Maintenance details its newest binder containing recycled plastic and crumb rubber.

30 Cold milling machines

Wirtgen’s latest generation of cold milling machines optimises technology for performance.

32 Cleaning for performance

Astec details the importance of cleaning and maintaining material transfer vehicles.

TECH & EQUIPMENT

34 Bicycle swept path analysis

Transoft’s new release of AutoTURN Pro includes analysis for bicycles to help create liveable cities.

54 No need to drill

An innovative new handrail system is simplifying safety in the precast concrete industry.

NATIONAL PRECAST

56 Double wall system

A precast double-wall system manufactured offsite saved contractors time and resources on the M5 Motorway Tunnel in New South Wales.

CONTRACTS & TENDERS

42 Engineers Australia membership

CEO Bronwyn Evans details why it’s now crucial to become a part of the Engineers Australia community.

58 Contracts in brief Roads and Infrastructure provides an update on the latest infrastructure contracts.

44 Fishermans Bend

Roads & Infrastructure explores Australia’s largest urban renewal project.

REGULARS

04 Editor’s note 08 News

46 Infrastructure recovery

Experts detail what will be required to recover infrastructure after the devastating 2019-20 bushfire season.

48 Green cement

Dr. Yixia Zhang explains her team’s developments in creating a carbonneutral cement.

SAFETY

50 Protecting pedestrians

A major Victorian festival used a Saferoads portable bollard system to protect pedestrians from errant vehicles.

51 Taking the safe direction

Meeting Austroads’ new safety barrier product submission criteria with MSKT barriers has been simple, according to Safe Direction.

Wirtgen’s latest cold milling machines cut to the chase.

roadsonline.com.au

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& INFRASTRUCTURE PUBLISHER Christine Clancy christine.clancy@primecreative.com.au

WHAT’S THE RAP? WE KNOW THERE’S A MULTITUDE OF BENEFITS for increasing the percentage of reclaimed asphalt pavement (RAP), so what is stopping us?

Last year, when the Australian Asphalt Pavement Association (AAPA) released the report from its Asian International Knowledge Transfer it found countries like Japan were making mixes of up to 80 per cent RAP. Since no RAP is allowed in the open graded surface layers, RAP content of base layers regularly exceeds 90 per cent.

According to National Asphalt Pavement Association’s High RAP Asphalt Pavements: Japan Practice – Lessons Learnt, the Japanese attribute their successful use of high levels of RAP in hot mix asphalt to three key points: a focus on quality, heating the RAP and using a softening agent.

First this involves reducing variability, including processing RAP (fractionating) and covering stockpiles. Secondly, heating the RAP drives out moisture and softens the RAP binder and thirdly, using a softening agent (and other mixing best practices) achieves desired mix characteristics.

Getting more RAP into Australian pavements is a question Roads & Infrastructure is seeking to explore in its four-page feature, which gets the latest insights from AAPA, the Australian Road Research Board, Fulton Hogan, Downer, Ammann and Main Roads WA. AAPA has found that once the percentage of RAP surpasses 15 per cent there are challenges with the viscosity of the binder. It’s therefore suggesting control and accurate testing to ensure the RAP meets that of virgin asphalt, which is included in its proficiency testing.

Ammann Australia Managing Director Paul Vandersluis points out that once RAP percentages go beyond 30 per cent you need special heating technologies. A future transition to increased use of RAP will therefore likely require advanced technologies, paving the way for further industry innovation.

A significant segment of the private sector is ready and willing to use more RAP but may be conservative due to the onus on them to ensure the road performs akin to virgin material.

Nevertheless, some could see it as an opportunity influence the the specifications.

So if governments and the private sector can work towards performance-based and harmonised specifications, what does the future then hold for RAP?

MANAGING EDITOR Toli Papadopoulos toli.papadopoulos@primecreative.com.au JOURNALISTS Lauren Jones lauren.jones@primecreative.com.au Holly Keys holly.keys@primecreative.com.au DESIGN PRODUCTION MANAGER Michelle Weston michelle.weston@primecreative.com.au ART DIRECTOR Blake Storey DESIGN Kerry Pert, Madeline McCarty BUSINESS DEVELOPMENT MANAGER 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.

Toli Papadopoulos Managing Editor, Roads & Infrastructure Magazine Retraction In the December 2019 edition of Roads & Infrastructure, an article appeared on page 19 entitled ‘Next Generation Safety – Imminent Changes to Safety Barrier Guidelines Are Prompting The Australian Road Safety Industry to Create Higher Quality Roadside Safety Barriers and Crash Terminals. Roads & Infrastructure would like to clarify that the MSKT product was not studied or identified in the report mentioned from the joint AASHTOF-HWA Taskforce on Guardrail Terminal Crash Analysis. MSKT presently complies with all required safety testing in Australia including the Manual For Assessing Safety Hardware (MASH) Guidelines.

To read more about MSKT, please see page 51.

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ROADS MARCH 2020

COPYRIGHT

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

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NEWS

The largest ship lift in Northern Australia will be built in Darwin.

The Northern Australia Infrastructure Facility (NAIF) is making an investment of $300 million for funding towards the East Arm Project.

The ship lift is expected to bring $260 million into the Northern Territory economy every year and generate 400 direct and indirect ongoing jobs during operation through the expansion of the ship building and repairs and maintenance industry.

At 103 metres, the lift will be capable of servicing large vessels from industries including offshore petroleum, fishing, pearling, defence and border force. There

are 100 jobs expected during construction.

The $300 million NAIF loan to build the ship lift will be made to the Northern Territory Treasury Corporation.

A Northern Territory Government ship lift team is up and running with project implementation underway. The project will be overseen by the ship lift project team Executive Director who reports to the Department of Trade, Business and Innovation CEO. A competitive construction tender process is expected to begin in June this year. Construction is scheduled for 2021 and is expected to take two years.

Darwin is the only functional deep water harbour in Northern Australia. Large vessels

Image credit: NT Government

$400M SHIP LIFT TO BE BUILT IN DARWIN

The lift will service large vessels from industries including offshore petroleum, pearling defence and border force.

currently travel 10 days to be serviced in another town.

EARLY WORKS BEGIN ON TWO MAJOR MELBOURNE FREEWAYS Early work has begun on expanding the capacity of two of Melbourne’s busiest freeways, with geotechnical drilling underway on the Sydney Road to Edgars Road section of the M80 Ring Road and the second stage of the Monash Freeway Upgrade.

The $518 million upgrade to the M80 is the fifth section to be improved as part of the upgrade of the entire Ring Road, which extends from Brooklyn in the city’s west to Greensborough in the north east.

Geotechnical investigations and inspections of the project site will shape the final designs of the M80 Upgrade

ahead of major construction starting midyear.

New lanes will be added on the fourkilometre stretch between Sydney and Edgars roads, and entry and exit ramps will be built to improve safety and remove weaving.

The upgrade will improve intersections with the Hume Freeway, the future North East Link, the Princes and West Gate Freeways and the future West Gate Tunnel.

Major construction on stage two of the $1.4 billion Monash Freeway is expected to slash almost 10 minutes off a morning peak hour trip between Pakenham and the city.

Smart transport technology and new overhead gantries will be installed on both the Monash and M80.

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ROADS MARCH 2020

The Monash will be expanded from eight to ten lanes between Springvale Road and EastLink, and from four to six lanes between Clyde Road and Cardinia Road.

Better connections will be created at Beaconsfield, and link to an upgraded and extended O’Shea Road that will feature two extra lanes in each direction.

The upgrade will also create a new outbound entry to the Monash Freeway at Police Road and a modified outbound Jacksons Road entry to EastLink, making it easier and safer to access the Monash and EastLink.

Smart transport technology and new overhead gantries will be installed on both the Monash and M80 to give motorists live traffic information and better lane management during incidents.

The Monash Freeway upgrade is expected to be complete in 2022, while work on the M80 is due for completion by early 2023.

Meanwhile, work has been completed to upgrade the road surface of the West Gate Bridge.

Crews worked day and night to apply a new waterproofing layer and refresh the asphalt surface on the inbound lanes.

The work was carried out between Christmas and New Year to lessen disruption.

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NEWS

ECHUCA-MOAMA BRIDGE MOVES TO STAGE THREE CONSTRUCTION Major works on Stage two of the EchucaMoama Bridge Project were completed in November 2019 and preparations are now underway for stages three and four.

Stage two was a major component of the project and involved the complete upgrade of Warren Street in Echuca.

The construction involved four new flood relief bridges, a brand new shared walking and cycling path, a new roundabout, an extended right hand turning lane into Homan Street and a dedicated residential service road.

Major works for Stage three will soon be underway delivered by Major Road

Projects Victoria. This stage includes the construction of new bridges over the Campaspe and Murray rivers. Stage four will be delivered by Transport for NSW and will involve upgrading the Moama intersections to connect the Cobb Highway to the new Murray River bridge.

The $323.7 million Echuca-Moama Bridge Project is jointly funded by the federal, Victorian and NSW Governments. It involves the construction of a second Murray River crossing to connect Echuca and Moama to make it quicker and easier to travel across the Campaspe and Murray rivers.

Artist’s impression from Major Road Projects Victoria.

The project is due for completion in 2022.

MAJOR CONTRACTOR BEGINS $118M FREMANTLE INTERSECTION UPGRADE stages of the project.”

Construction of the project is estimated to create around 700 jobs. The scope of works includes a new roundabout, a widened median lane on High Street, a single-lane one-way service road for residents and two new underpasses at the junctions of Forrest Street and Stirling Highway, and Montreal Street and High Street. WA Premier Mark McGowan said the upgrade was only one example of a suite of projects to be delivered this year.

“2020 is shaping up to be a huge year for public infrastructure construction across Western Australia,” Mr. McGowan said.

Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said the upgrade would be a boost for the local economy, with hundreds of new jobs created during construction.

“We also know that this intersection has

become notorious for truck rollovers and the upgrade will mean a safer journey for locals and truck drivers,” Mr. Tudge said.

In the five years to 2018, there were 282 crashes along this section of High Street. The new roundabout was designed to include bypass lanes that will separate local traffic from traffic going to and from Fremantle Port, or locations north of the river.

Main Roads WA is finalising an extensive landscaping and revegetation strategy for the project, which covers revegetation and landscaping of the road reserve to improve local amenities on High Street and Stirling Highway. The Federal Government is providing $73.6 million and the state government $44.4 million for the upgrade. In this area, the federal and state governments have also committed $230 million to build a replacement corridor solution to the Fremantle Traffic Bridge.

Image credit:Georgiou

Construction has begun on the $118 million High Street and Stirling Highway intersection upgrade. Contractor Georgiou have now turned the first sod on the project in Fremantle. The joint federal and state government project is hoped to bust congestion and improve safety along a 1.5-kilometre section of High Street.

Georgiou Chief Executive Officer Rob Monaci said the project will bring together Georgiou’s most experienced team.

“With a track record for success on similarly large and complex projects for Main Roads WA, Georgiou is well-placed to deliver this project as we understand the intricacies of working in live traffic environments,” Mr. Monaci said.

“To assist in the delivery of this project, we will use our in-house precast expertise and plant department, providing innovative design and construction solutions through all

The upgrade is one of a suite of projects to be delivered in Western Australia this year.

roadsonline.com.au

11

NEWS

WA TRIALS 40KMH SPEED LIMIT ALONG SOUTH WESTERN HIGHWAY Speed limits on the South Western Highway in Western Australian will be lowered to 40 kilometres per hour through Boyanup, Donnybrook, Balingup and Bridgetown from February, as part of a trial to improve driver and pedestrian safety. The initiative follows meetings held last year with Road Safety Minister Michelle Roberts, local MP Mick Murray and local councils to discuss the conflict between pedestrians and vehicles in these town centres.

According to Ms. Roberts, the introduction of lower speed zone along these sections of the main street will help manage risk.

“The trial has been designed to help Main Roads develop an effective speed signing plan using conventional speed signs, that will achieve the best driver compliance with a 40-kilometres-per-hour speed limit in a town main street environment,”

she said. The trial will be overseen by a technical working group chaired

by Mr. Murray. The group will include

representatives from local governments, Main Roads Western Australia and the Road Safety Commission.

C

M

The speed limit will be lowered to 40 kilometres per hour as part of a trial to improve driver and pedestrian safety.

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MY

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AUSTROADS DEVELOPS HARMONISED ROADWORKS SPECIFICATIONS

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ROADS MARCH 2020

instances, it will be necessary to skills development for the contractor’s develop new Austroads test methods in personnel and surveillance officers.” conjunction with the specifications. The The specifications include the technical specification for the supply of requirements for provision of the precast concrete pipes is accompanied by Contractor’s Quality Management Plan, two new test methods which determine supply of materials, installation, testing, the susceptibility of concrete aggregates inspection, acceptance and repair of to degradation. The technical content defects. Special jurisdictional requirements of these has been derived from existing such as compliance with registered or Department of Transport Victoria and approved supplier schemes are included Transport for NSW test methods. where needed.

“The Austroads Technical Specifications reflect contemporary construction practice,” Mr. Guppy said.

Generally, the specifications will refer to test methods described in Australian, New Zealand and international standards.

The specifications will refer to test methods described in Australian, New Zealand and international standards.

However, in some Image credit: Austroads

Austroads is developing a comprehensive suite of specifications for the construction of roads and bridges known as Austroads Technical Specifications. The first seven specifications cover the supply of precast concrete pipes, polymer modified binders and geopolymer concrete as well as the repair and strengthening of concrete structures.

Ross Guppy, Austroads Assets Program Manager, said the specifications have been produced in consultation with all the jurisdictions and industry.

“Having standardised construction requirements across Australia and New Zealand will lead to long-term savings by delivering efficiencies for industry and facilitating the adoption of contemporary practice on construction projects,” Mr. Guppy said.

“Other benefits include reducing the potential for disagreements during project delivery and encouraging consistent

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Mozart Street in St Kilda, Melbourne was resurfaced with 800 kilograms of plastic last year.

PLASTIPHALT SETS NEW STANDARD

FOR GREENER ROADS A REVOLUTIONARY NEW ASPHALT PRODUCT THAT USES A PREVIOUSLY UNIDENTIFIED SOURCE OF RECYCLED PLASTIC IS SET TO SIGNIFICANTLY REDUCE THE AMOUNT OF WASTE DUMPED IN AUSTRALIA’S LANDFILLS.

T

he scourge of plastic pollution in rivers and oceans worldwide is a well-known concern, as nearly three-quarters of the waste along Australian coastlines is plastic, according to CSIRO. The ubiquitous material, which has increased 20-fold in the past century, is predicted by the World Economic Forum to double again in the next 20 years.

Moreover, research into the implications of microplastics – tiny pieces of plastic less than five millimetres long – on human health is still being conducted.

While some plastic alternatives are readily identifiable, the historical blend 14

ROADS MARCH 2020

of various plastics in manufacturing has thrown a curveball at its direct remanufacturing. Additionally, international restrictions on waste exports have challenged the commercial viability of plastics recycling.

Consequently, the roads sector has been inspired to play its part in the waste crisis, finding local solutions to an international problem.

Last year, leading infrastructure and civil construction company Fulton Hogan developed a groundbreaking proprietary product called PlastiPhalt. The innovative, environmentally friendly asphalt pavement contains shredded plastic and has already

been laid on several council roads.

Recycled plastic has been incorporated into asphalt for Australian roads by the industry previously. Building on these efforts has been about innovation, with Fulton Hogan sourcing plastic from a number of strategic supply sources. This has allowed the company to provide the right mix of product to manufacture PlastiPhalt to a high level of performance that meets Austroads guidelines.

Now, Fulton Hogan has identified a new source of recycled plastic which was previously consigned to landfill. They are utilising recycled automotive plastic as the key ingredient, which has become

COVER STORY

an increasing global problem due to an increased demand for fuel efficient vehicles.

Working with local recycling partners, Fulton Hogan takes automotive plastic waste and shreds it before combining it with a specially selected binder to produce PlastiPhalt.

Apart from the environmental benefits of reducing waste to landfill, extensive testing at laboratories accredited by Australia’s National Association of Testing Authorities (NATA) has shown that PlastiPhalt is significantly more durable than normal asphalt mixes.

Fulton Hogan’s Australian Chief Executive Officer of Infrastructure Services Matthew MacMahon says the fact that PlastiPhalt lasts significantly longer than traditional asphalt products also has valuable environmental and community benefits.

“Apart from the obvious benefits of recycling materials that would otherwise clutter up Australia’s landfills, testing has proved that PlastiPhalt is actually significantly more durable than traditional asphalt. That means that we will need to repair the road surface less often, which has a clear benefit to the community,” Mr. MacMahon says.

“As a family business, Fulton Hogan is committed to ensuring the work we do today will make a real difference to the lives of our people and customers, the communities they call home, and the world we will live in tomorrow.”

Through its PlastiPhalt mix design, Mr. MacMahon says Fulton Hogan has also found a solution to the issue of microplastics.

Mr. MacMahon says that in some cases, these small plastic particles can be released as the road surface degrades over time, potentially clogging waterways and becoming an environmental issue for marine life. He says the manner in which PlastiPhalt is produced, however, ensures that no microplastics are released.

Noriko Wood, Materials Engineer at Fulton Hogan, says that the recycled plastic within the polymer modified binder is milled and melted so the plastic is fully dissolved into the chemical matrix of the bitumen. This, she says, forms a homogenous mixture and the plastic

“WE DID A FULL SUITE OF PERFORMANCE CHARACTERISATION REQUIRED

BY AGENCIES LIKE THE DEPARTMENT OF TRANSPORT FOR US TO REGISTER A MIX. OUR FATIGUE TESTING SAMPLES, FOR EXAMPLE, SHOWED THAT THE FLEX THAT THE PRODUCT HAS IS AS GOOD AS, IF NOT BETTER THAN, STANDARD ASPHALT.”

actually becomes part of the bitumen. As a result, there are no particles of plastic present, and no way for them to strip out of the pavement.

As an experienced engineer, Ms. Wood conducted extensive testing in the lab to ensure PlastiPhalt meets rigorous NATA standards, including in rut resistance, durability and fatigue properties.

“Because we had to adapt the manufacturing process to accommodate recycled plastic, it meant that we had to think really deeply about the best way we could do it to avoid microplastics entering the environment,” Ms. Wood says.

“We did a full suite of performance characterisation required by agencies like the Department of Transport for us to

register a mix. Our fatigue testing samples, for example, showed that the flex that the product has is as good as, if not better than, standard asphalt.”

The absence of microplastics in the product was one of the reasons the City of Port Phillip chose to become the first Victorian council to conduct a major trial of PlastiPhalt in late 2019. Initial successful trials of the new product were conducted by Fulton Hogan in a select number of locations around Australia and New Zealand. From there, Mozart Street in St Kilda, Melbourne was resurfaced successfully with asphalt which incorporated 800 kilograms of plastic.

In all, a 2000 m² section of road was resurfaced using 224 tonnes of PlastiPhalt

City of Port Phillip Mayor Dick Gross and Fulton Hogan Australian Chief Executive Officer of Infrastructure Services Matthew MacMahon are proud to play a key part in the project.

roadsonline.com.au

15

“THIS PROJECT WILL SAVE AN AMOUNT OF PLASTIC EQUAL TO ABOUT 300,000 PLASTIC BOTTLES FROM ENTERING LANDFILL.”

The plastic is fully dissolved into the chemical matrix of the bitumen to form a homogenous mixture.

and the City of Port Phillip was excited to trial the new greener road alternative.

“Our council is continually looking at ways of increasing and encouraging sustainability,” explained City of Port Phillip Mayor Cr Dick Gross when announcing the trial.

“If we get the results we are expecting, this is a win for our community and the environment.

“It’s also a great example of how creating a circular economy for recyclables can breathe new life into waste that would otherwise go to landfill.”

After outstanding initial results from the Mozart Street trial, the City of Port Phillip has since scheduled additional projects using PlastiPhalt and other Victorian councils have swiftly followed suit. Frankston City Council successfully trialled the new asphalt product in Seaford, incorporating 500 kilograms of recycled plastic into the new road surface.

The Greater City of Dandenong has also relaid a 4300m² section of road in Westall using 376 tonnes of PlastiPhalt.

The first official trial of PlastiPhalt on Victoria’s major road network has since been successfully conducted through 16

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Fulton Hogan’s maintenance alliance with Regional Roads Victoria (RRV), with more than three tonnes of recycled plastic used to resurface a 1.5-kilometre section of the iconic Great Ocean Road coastal route near Lorne.

“This project will save an amount of plastic equal to about 300,000 plastic bottles from entering landfill,” RRV’s Regional Director (South West) Emma Miller-Olsen explained.

“We’re constantly looking for ways to improve the sustainability of our road building and repair practices, and this represents a significant step forward for us in terms of using recyclable materials, particularly when we’re improving the Great Ocean Road – one of the state’s most famous assets.”

Fulton Hogan is also looking at other methods of further reducing the carbon footprint of road projects by incorporating Recycled Asphalt Products (RAP) as a percentage of the PlastiPhalt, and producing the mix at lower temperatures.

As an example, approximately 20 per cent of the PlastiPhalt used in the Frankston City Council trial was composed of RAP which had been recycled from

old road surfaces in the region. The mix used in Seaford was also done as a ‘warm mix’ rather than a ‘hot mix’. This means the asphalt mix was heated to a lower temperature, reducing carbon emissions by approximately 30 per cent.

As part of Fulton Hogan’s holistic approach to providing greener alternatives for road projects, locally sourced RAP and recycled plastic is used wherever possible in order to limit emissions generated by transporting materials. Between January and March 2020, the City of Greater Geelong will use PlastiPhalt to resurface 1100 metres of three road surfaces in their first trial of the new product. The 3500 kilograms of recycled plastic will be provided by a local Geelong business, while the 20 per cent RAP used will also be sourced from local Fulton Hogan stockpiles.

Ms. Wood says that to date, more than 4000 tonnes of PlastiPhalt has been laid in Victoria alone, with works also taking place in Queensland, SA and WA. “We’re working with the Department of Transport to gain approval, which means that the number of roads we could use it on will be expanded,” she says.

“We’re also looking to incorporate it as much as possible across Australia on local government and other road projects.”

Mr. MacMahon says that ultimately, introducing new products that can’t themselves be recycled as part of the circular economy is a short-sighted approach. Importantly, the PlastiPhalt surface can itself also be recycled as RAP in years to come.

“Fulton Hogan is confident that this type of product is the way of the future for Australian road maintenance and will fast become the product of choice for councils and road authorities around the country,” he says.

Find out more about PlastiPhalt® by visiting the Fulton Hogan website at www.fultonhogan.com

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ALBION PARK RAIL A $630 MILLION BYPASS IS BEING BUILT BY TRANSPORT FOR NSW THROUGH ALBION PARK RAIL TO CREATE A SEAMLESS LINK FROM SYDNEY TO THE SOUTH COAST AND RETURN A LOCAL ROAD TO RESIDENTS.

T

he Albion Park Rail Bypass will form the missing link to complete a highstandard road connecting Sydney to Bomaderry, NSW. The road through Albion Park Rail is currently shared by freight, tourists and local traffic and is the last town along the Princes Motorway between Sydney and Bomaderry to be bypassed.

At 9.8 kilometres long and featuring 13 bridges, the $630 million project will look to separate local and statewide traffic streams to alleviate congestion.

The project includes connections to the existing Princes Motorway at Dapto and Oak Flats, a new interchange at the Illawarra Highway and Tongarra Road and incorporates a number of other safety and environmental initiatives.

CHOOSING THE ALIGNMENT Over the next 30 years, 30,000 new homes are planned for the area and Transport for NSW Albion Park Rail Bypass Project Manager Scott Fayers says this residential development will only exacerbate congestion in the area.

“At the moment we have a lot of congestion in the morning and afternoon peaks, and around holiday periods that will get worse with the extra traffic from residential areas. That is the key driver for the bypass,” Mr. Fayers says.

In addition, flooding is a concern along the current Illawarra Highway.

“Past records show on average the highway has been shut around six to seven times a year. It has only been shut for short periods but obviously people are concerned about getting to emergency services if the road is closed,” Mr. Fayers says.

He says there is an alternative route, but it 18

ROADS MARCH 2020

brings motorists up to the Princes Highway, which can also be prone to flooding.

“The project is on a floodplain, so we have consulted with local councils that have flood models and undertaken detailed flood modelling, given that we are designing in a number of complex catchments,” Mr. Fayers says.

When choosing an alignment for the bypass throughout 2013, the team was met with many challenges such as flooding, impacts on residents and traffic and working with a neighbouring regional airport and existing utilities.

“Shellharbour City Council has plans to expand its regional airport for the future, so we had to work closely with them, the Civil Aviation Safety Authority and Air Services Australia to make sure we controlled or mitigated any impact,” Mr. Fayers says.

“The interaction of the flooding risk and the airport meant one was stopping us from going up and the other from going down, so in some places there were narrow windows for us to work in.”

In the design phase between 2013 and 2018, the team worked on mitigating risks particularly during the bridge design.

As a result, some of the sign and light heights had to be reduced to avoid any impact between planes and infrastructure in the approach to the runway.

“This challenge actually changed the thickness of our bridges in a number of locations to adhere to these project requirements,” Mr. Fayers says.

On top of the airport, the surrounding land uses included agriculture, residential, commercial property, the rail line, a power station, large substation and a community sporting complex.

Prior to pre-construction, the sporting

complex had to be reconfigured to enable the bypass construction.

Mr. Fayers says the sporting complex was important to the community.

“If we had taken away the complex without reinstating it, that would have had a big sustainability impact, so we did a lot of work to reconfigure it to enable bypass works,” Mr. Fayers says.

In September 2018, the concept design was finalised and pre-construction activities began.

The project team chose to complete the project in stages to minimise impacts on businesses and locals in the area and disruption of the traffic flow.

The next stage to open is the East-West Link, with expected completion early 2020.

ENVIRONMENTAL IMPACTS AND DESIGN With the majority of earthworks completed in 2019, the Albion Park Rail Bypass project has so far moved five million tonnes of earth, rock and building material, leaving a large area of exposed dirt.

To reduce dust effects on surrounding businesses and residents, dust control was an important contractual factor for the project.

“Residents at the southern end of the job were concerned because there are two quarries close by that also generate dust,” Mr. Fayers says.

“We implemented a whole suite of measures to manage dust, but the best one was progressive stabilisation as we built our earthworks and the contractor put in revegetation as they went.”

In cases where revegetation was not possible, polymer binders were applied, the surface was compacted, areas were sealed off or water carts were used to manage the dust.

PROJECT REPORT

The Albion Park Rail Bypass project has so far moved five million tonnes of earth, rock and building material.

Earthworks also played a large part in reducing the flooding risk for the new bypass, most of which are complete.

“We had to put a lot of material down to get above the flooding level. However, when you put a lot of material on soft soil, it wants to compress,” Mr. Fayers says.

“When you then flatten that soil, it impacts existing structures to either side of the project. We had utilities next to the road and we had to present a design to ensure we were not adversely impacting those utilities, but at the same time providing a stable foundation for the roads and bridges we are building.”

Additionally, Mr. Fayers says waste reuse and coalwash featured heavily in the earthworks stage, which is a waste material from the quarries in the area.

“We also used spoil material from other transport projects up in Sydney.

“Those projects all were struggling to find a home for this material and, in a lot of cases, it was really good material. We were in a good position to reuse that material, so it’s gone from one transport project to another,” Mr. Fayers says.

Supplementary cementitious materials were also used in the concrete for the bypass bridges.

“Instead of using standard cement, other materials are put into the concrete.

These are waste products from steel manufacturing such as ash and blast furnace slag,” Mr. Fayers says.

Once the majority of earthworks are completed, the focus for the project in 2020 will be around beginning major construction on pavements and bridgeworks.

During the design phase, bridge design was the main project approach to mitigate the effects of flooding and now these plans are being implemented.

Embankments in the flood plain and two cuttings have also been constructed in the earthworks stage to reduce risk.

All 13 of the bridges will be precast concrete, seven of which will be constructed using a Super-T girder design with the remainder using plank girders.

“Part of the bridge sizing is to do with the flooding models and the other factor is cost as we are trying to get a cost-effective solution at each of the crossing locations,” Mr. Fayers says.

“Super-T girders are arranged with each of the girders next to one another and there is an air void between the girders.

If a flood comes up and gets down the side of the girders, basically your bridge becomes a boat because air gets trapped between the girders.”

For the bridges in heavy flooding areas, plank girders are thinner, causing similar issues, but Mr. Fayers says the risk is nowhere near as great.

2020 AND BEYOND All 13 of the bridges are now under construction.

Mr. Fayers says some of the key parts of the project this year will be the bridge over the rail line, starting the build on parts of the Illawarra Highway and constructing the interchange for Albion Park.

“We are creating the bridge now for the Albion Park interchange so we can temporarily switch traffic onto that, which will allow us to work on the highway that is currently under traffic,” Mr. Fayers says.

The bridge will then become part of the final alignment with a slightly different configuration as a single lane bridge.

After the bridge is constructed, which expected by 2022, facilities for an intelligent transport system will be installed in the final stages of the project. These include CCTV cameras, messaging boards and road sensors to detect traffic.

“We have set up the basic intelligent system on the project and the idea is that it will join up to a managed motorway system in the future for the entire motorway,” Mr. Fayers says.

Managed or smart motorway systems use sensors and variable signs to monitor the traffic flow and increase efficiency.

Mr. Fayers says the mix of through traffic and local traffic is creating massive queues during peak hour, a problem the new project aims to take solve.

“If we can take away the through traffic and return the original road to local traffic, that amenity improves massively, and it improves local traffic flow.” roadsonline.com.au

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AAPA MEMBER PROFILE: STEPHEN HILL CEO OF THE BITU-MILL GROUP Q. HOW LONG HAVE YOU BEEN AN AAPA MEMBER? A. Bitu-mill has been an AAPA member for about 14 years. I have been with the company over eight years and we have been members all that time.

the industry is currently working out the best way to deal with. One that we as an organisation have and continue to work extensively on is the National Heavy Vehicle Laws and Regulations. The Chain of Responsibility requirements and the safety management systems we employ to manage those have been a focus. We have been investing in new technology, developing systems and training our people to ensure that we comply, but also trying to raise the standard across our industry at the same time.

Q. WHY DID YOU DECIDE TO BECOME AN AAPA MEMBER? A. AAPA is a great advocate for the road maintenance and road construction industry. I think we all have an obligation to develop industry capability and an industry-wide approach to keeping our people safe. AAPA provides a forum for us to drive initiatives and support and celebrate the industry that supports us.

Q. HOW DID YOU START YOUR CAREER IN THE ROAD CONSTRUCTION INDUSTRY? A. I started my career in construction as a pipelayer on a pipeline crew in regional NSW and progressed into road construction stringing roads and operating a roller in the early 90s. I think that starting in the field before becoming a machine operator, then progressing to supervising gave me a good grounding and understanding before studying engineering and moving into management.

Q. WHAT IS YOUR CURRENT ROLE AND WHAT DOES IT INVOLVE? A. My role at Bitu-mill has evolved over time coming in as General Manager and being quite operational to now being more focused on building teams and a vision and strategy for the Bitu-mill Group. I work with our leaders and our Chairman Matt Graham to build and develop our people and our offering.

Q. WHAT IS THE BEST THING ABOUT YOUR CURRENT ROLE? A. The most satisfying thing about my 20

ROADS MARCH 2020

Stephen Hill, CEO of Bitu-mill, says the most satisfying part of his job is working with a great team to grow a diverse business.

current role is working with a great team to grow a diverse business. This diversity and growth creates opportunity and security for all of our people. Being quite diverse also gives me the opportunity to be involved with an array of activities, initiatives and projects across a number of sectors. It is never boring!

Q. WHAT IS YOUR BIGGEST ACHIEVEMENT IN THE INDUSTRY? A. My biggest achievement by far is has been helping to grow the Bitu-mill group into the organisation that it is now. We are assembling a great and capable team that are aligned in where we are heading. We are proud of what we have built and even more excited about what the future holds.

Q. WHAT IS A RECENT CHANGE YOU HAVE SEEN IN THE INDUSTRY AND HOW ARE YOU/THE COMPANY PREPARED FOR THAT? A. There are a number of changes that

Q. WHAT DO YOU THINK IS MOST INTERESTING ABOUT THE ROAD CONSTRUCTION INDUSTRY? A. I think that the industry is always evolving and a surge in population has created an enormous strain on our infrastructure. It will be exciting to see the challenges and opportunities created by the demand for infrastructure and subsequent investment from the public and private sector to meet those demands.

People and resources will be in demand like never before.

Q. HOW HAS BEING A MEMBER OF AAPA BENEFITTED YOU IN THE INDUSTRY? A. I think that being a member of AAPA allows me and the Bitu-mill team to interact with likeminded people in the industry. It brings business competitors together to work for the benefit of the industry over the individual organisations.

Q. WHAT ARE YOUR GOALS FOR THE FUTURE? A. I have a number of personal goals but my key business goals are to continue on our current growth path, develop our people to increase our capability and be recognised and respected as a key industry partner in road maintenance and road construction.

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EUROPEAN FLEXIBLE

PAVEMENT PRACTICE

FOLLOWING AN EYE-OPENING TRIP TO ASIA IN 2019, AAPA IS TRAVELLING TO EUROPE FOR ITS 2020 INTERNATIONAL KNOWLEDGE TRANSFER TO LEARN ABOUT EUROPEAN SUSTAINABILITY IN FLEXIBLE PAVEMENTS.

R

esearch engineer Robert Noyce once said, knowledge is power, and knowledge shared is power multiplied.

In the spirit of multiplying knowledge, about every two years, the Australian Asphalt Pavement Association (AAPA) organises an International Knowledge Transfer (IKT). The IKT sees engineers and road construction specialists flown around the world to share and gain knowledge to advance the flexible pavements industry in Australia.

Learning about sustainable road industry trends in Europe will be the focus of the next AAPA IKT. The IKT 2020 Europe trip will see Australian road industry professionals meet with, learn from, and share their experience with European experts in asphalt and bitumen practices.

Industry professionals will meet with their counterparts and colleagues in the UK, France and Germany to capture trends and developments in sustainability and learn best practice procedures first-hand.

Following the first week of the trip, there

All industry, experts, managers, development leaders and sustainability champions are invited to express their interest for the trip.

22

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will also be the option for attendees to register for the Eurasphalt & Eurobitume Congress in Spain. This will give delegates the chance to network and engage with people from across the globe. International experts can exchange ideas on industry developments while seeking to overcome similar challenges.

Newly appointed AAPA Technical Director Anna D’Angelo is organising this year’s IKT to Europe. She says that the IKT 2020 Europe, Circular Directions from Europe, aims to identify circular economy solutions to respond to the challenges of climate change, carbon emissions and shortage of natural resources. Circular strategies involve extending the lifetime of products through optimising their utility, using waste as a resource, and ultimately, circular design.

She says that the UK, France and Germany were chosen to explore the strategies they have implemented to minimise waste, promote resource efficiency and move towards a circular economy.

AAPA has chosen to focus on three key

areas of interest to industry on the IKT. The first, is the use of waste stream recycling in road practices. In undertaking research about European practices the AAPA team found that the UK were using recycled plastics in road applications.

In early 2019 the UK Government invested £22.9 million into funding for new technology that could stop potholes forming, including testing plastic in a new surface material solution.

“In Australia, this is a topic where there have been some trials so we want to go to the UK to understand the quality and performance of the pavement, the environmental implications and also what the approach of the UK Department of Transport is to implement the use of these products,” Ms. D’ Angelo says.

The second area of interest for the IKT 2020 Europe will be the current trends in asphalt pavements and bitumen in Europe.

“For example, we have seen that European countries are quite advanced in the use of reclaimed asphalt pavement (RAP) so we would like to investigate what the recent developments are,” Ms. Dangelo says.

“We would also like to understand how IMO2020 sulphur regulations are affecting the supply of bitumen and how the quality of bitumen is assessed.”

The third and final key area AAPA would like to investigate in Europe is the environmental practices already implemented over there, including the use of RAP, warm mix asphalt and emission reporting systems.

Europe has pursued sustainability for over a decade and, with government, have embedded it into operations and purchasing.

“Many countries in Europe significantly lower the temperature of structural and

surfacing asphalt and binder products to reduce emissions and reduce energy consumption. Learning from their practice should continue the use of products and new product development in Australia,” Ms. D’Angelo says.

She says as from the previous IKTs and study tours, the experience brought back will save the industry time and money by understanding what is tried and tested.

Last year’s IKT to Asia saw attendees visit a refinery investing US $1 billion to upgrade its facilities ahead of IMO2020. Following that trip, AAPA undertook a strong campaign to spread awareness of IMO2020 and its possible effects on bitumen quality.

While learning from Europe will be the focus of the trip, Ms. D’Angelo says AAPA will have the opportunity to share developments from Australia.

Some of the Australian knowledge that AAPA will showcase includes the Australian research into recycled plastic in asphalt and Australia’s experience using crumb rubber for spray sealing.

“Europe is not as developed in the use of

P L A N T

.

crumb rubber as Australia so we would like to share our knowledge around crumb rubber spray sealing,” she says.

Ms. D’Angelo’s colleague at AAPA Robert Vos has undertaken extensive research to develop the AAPA Sustainability Framework for Asphalt which is modelled off the international European system and will be shared on the IKT. In the UK attendees of the IKT will meet with Highways England, Nottingham University and Eurobitume to learn about their practices, policies and research.

In France, the group will meet with Routes de France, Universite Gustave Eiffel and Exxon Mobil. Attendees will then be hosted by the German Asphalt Pavement Association, BAST (a German national research body) and Germany’s leading university in the field of road construction University of Braunschweig.

Following the week-long IKT 2020 Europe tour, attendees can choose to stay in Europe and travel to Spain for the Eurasphalt & Eurobitume Congress.

“At the congress we are going to be

E Q U I P M E N T

.

P A R T S

.

exposed to all the research being done worldwide. The themes of the congress are sustainability, asphalt development, testing, binder performance, sustainability and environment and warm mix asphalt,” Ms. D’Angelo says.

“There will be even more opportunity to bring back more varied knowledge, technology developments, improvements in testing and new directions for the future.”

All industry experts, managers, development leaders and sustainability champions are invited to express their interest for the trip. The IKT 2020 Europe will run from 2 May to the 9 May and the additional conference week will extend the trip until 15 May, 2020.

“The way we have structured for the IKT 2020 Europe is to be able to offer something for everyone. We want to give everyone the chance to learn and to advance the Australian pavements industry on their return,” Ms. D’Angelo says.

Visit AAPA’s website at www.aapa.asn.au to register your expression of interest for the IKT 2020 Europe.

S E R V I C E

&

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ASPHALT PAVEMENT

ROADS & INFRASTRUCTURE EXPLORES THE USE OF RAP IN AUSTRALIA AND SPEAKS TO INDUSTRY EXPERTS AND CONTRACTORS ABOUT THE FACTORS CONTRIBUTING TO ITS LIMITATIONS AND THE POSSIBILITY FOR ITS INCREASED USE IN THE FUTURE.

O

ne of the unique things about asphalt pavements when compared to other construction materials is the potential for the end product to be completely recycled.

As the effects of climate change and social responsibility continue to influence the industrial sector across the world, the road construction industry has been investigating how it can better process its asphalt materials.

For example, Japan uses an average of around 40 per cent reclaimed asphalt pavement (RAP) in asphalt mixes.

RAP not only reduces the pressure on virgin aggregates but in some cases alleviates material carting requirements, all while relieving the industry’s reliance on bitumen products.

Jurisdictions around the country have varying specifications for the percentages of RAP that can be used in mix designs.

While upkeeping high quality standards, many contractors and road authorities are undertaking trials with increased levels of RAP to help increase standard limits.

These trials and demonstrations are hoped to signal the industry’s ability to produce high RAP mixes at least to the quality and standard of virgin asphalt.

WA TRIALS INCREASED RAP PERCENTAGES As part of the Western Australian Road Research and Innovation Program, Main Roads WA and the Australian Road Research Board (ARRB) are working to update WA’s engineering guidelines and specifications to increase the use of RAP in full-depth asphalt pavements.

Currently the limit for use of RAP in WA sits at 10 per cent, and anything over must be assessed by Main Roads.

Main Roads WA wants more RAP in asphalt through implementation of the Austroads processes to ensure reliable end products.

Austroads has developed processes in the test method AGPT/T193 to measure RAP 24

ROADS MARCH 2020

properties, including the viscosity of the RAP binder. This determines the blended binder viscosity for manufacturing asphalt with high RAP contents.

The design inputs, such as RAP quantity and virgin binder viscosity, can be varied to achieve a target viscosity for the blended bitumen.

Steven Middleton, ARRB’s Senior Professional Leader, is working with Main Roads to implement the use of the processes in the AGPT/T193 test method.

Two asphalt suppliers have developed intermediate course asphalt mixes with higher RAP that were placed on two road construction projects in 2019.

Mr. Middleton says it is important to understand the Austroads methods and what is required to implement them in order to use increased percentages of RAP. “At this stage there is some variability of the RAP that we are finding in WA and we need to get a better handle of the properties of the RAP being used,” he says.

“If a small fluctuation in the properties of the RAP occurs, and the more you increase the RAP content, the more it will impact the properties of the asphalt produced. Therefore, adequate management of the RAP is required to successfully manage this variability.”

The findings of this work are expected by the end of this financial year. The new engineering guideline for using higher amounts of RAP on Main Roads projects is likely to be finalised in mid 2020.

It will have three levels of RAP mixes. Level one will allow up to 10 per cent, as per the current specification. Level two will allow 11 to 25 per cent RAP content, requiring a separate mix design. Level three will allow 26 to 40 per cent RAP content, requiring a separate mix design and infrastructure that can warm the RAP before it is mixed in to produce asphalt.

“The major benefits of RAP include reduced used of virgin material because we can reuse

aggregate and binder in the RAP in the new asphalt mix,” Mr. Middleton says.

To successfully incorporate RAP, Mr. Middleton says there are certain considerations that need to be addressed to ensure the asphalt performs as if it were good as new.

“As the RAP content increases, the oxidised binder contained in the RAP needs to be addressed. This oxidised binder has a relatively high viscosity and therefore by blending it with a virgin binder that has lower viscosity, the target viscosity is required. This follows the process described in AGPT/T193,” Mr. Middleton says.

An increase in the stiffness of an asphalt mix as a result of the unaccounted for aged binder in the RAP can result in the finished road fatiguing quicker and being subject to earlier repairs.

The WA work is hoped to inform the methods needed to account for the increase in RAP and, consequently, pavement performance.

Main Roads WA is looking exclusively at the use of RAP in the intermediate course layers of asphalt. Mr. Middleton says the intermediate layers are not as exposed to the elements, so this was the right place to start.

“The work is currently not investigating a higher RAP content in the wearing course but if it was accounted for in the right way, there isn’t really any reason why it couldn’t be included in any layer,” he says.

However, Mr. Middleton recognises the risk increases in the top layer as it receives the most oxidation by being exposed to the elements, as well as often containing polymer modified binders which add further complexities.

“When using RAP, it is crushed and screened it to make sure it complies with the grading of the new asphalt and does not contain conglomerates of aggregate held together by the binder,” Mr. Middleton says.

The viscosity of the binder in each portion of RAP can also differ due to its age or the

ASPHALT IN ACTION Downer’s RAP processing facility from above.

amount of oxidisation that has occurred.

“Generally speaking, older pieces of RAP will most likely be more viscous as they will have oxidised more, but it depends on many factors such as how much bitumen, what type of bitumen, air voids, whether it is from the wearing course and so on,” Mr. Middleton says.

While there are examples of overseas practices in places such as Japan, this research is tailored to Australian circumstances.

The National Asphalt Pavement Association of the US found one possible reason for this average on a tour to Japan.

In a report the association states that given the relatively small land area of the Japanese islands, with limited raw materials and even less space for waste disposal, conservation of natural resources and minimising waste are ingrained in the culture and society and designated in legislation.

“I think based on the amount of asphalt we do have in WA where the majority of roads are granular pavements with thin surfacings, the percentages that we are testing are appropriate for how much RAP currently is available,” Mr. Middleton says.

He says asphalt plants also require modifications if higher quantities of RAP need to be produced.

“For increased quantities generally, you have to add the RAP into the mixing process in different locations. This is mainly to ensure adequate heating and drying of the RAP. “In WA currently, the majority of plants are able to incorporate 10 to 30 per cent RAP. However, some companies are looking into increasing their capacity,” Mr. Middleton says.

Mr. Middleton’s partner at Main Roads WA Les Marchant, Manager of Materials Engineering, agrees.

He says Main Roads WA’s 10 per cent limit was adopted due to research that shows generally there is no need to account for any material change when using only 10 per cent.

“One of the big reasons behind the current 10 per cent limit is that WA hasn’t had the same availability of RAP seen in other states.

This is because we have only started to switch from granular to full depth asphalt pavements over the last 10 years or so,” Mr. Marchant says.

“There was a bit of contention as to whether the base number should be 10 to 15 per cent as it is in other states, but we based our decision on Austroads and other research.”

Mr. Marchant says that many in the industry have only been using three to four per cent RAP in recent years as field crews find the asphalt harder to work with. Main Roads WA has focused on increasing RAP to 10 to 25 per cent as part of the Western Australian Road Research and Innovation Program project, balancing supply and demand.

Following further workshops with the Australian Asphalt Pavement Association (AAPA) and industry partners, Main Roads WA is looking at rolling out an increased percentage for consistent ongoing use of RAP. “Some limitations we see in WA are the high variability of RAP properties and availability of RAP. I would rather see RAP used continuously around the 20 per cent mark, rather than have 40 per cent used in big projects which then leaves none for

further works,” Mr. Marchant says.

He says that Main Roads WA’s focus for now is on increasing the use of RAP in intermediate course mixes. Nevertheless, he does see the state moving towards its inclusion in wearing course mixes, but that will be two or three years away.

As the levels of RAP currently vary across the country, Mr. Marchant says Main Roads WA is supportive of harmonised specifications. However, he says the harmonisation needs to be flexible enough to cater to states individual needs.

“We are following the Austroads guidelines and research as our base documents, which is what we should all be harmonising to,” Mr. Marchant says.

He says Main Roads WA is happy with the results to date and plans to achieve increased use of RAP through its implementation of Austroads processes.

ASPHALT PLANT TECHNOLOGY As the amount of RAP increases in a mix design, contractors have to look out for a range of factors. They have to look out for the binder’s viscosity, in addition to the quality and moisture content of the aggregate and RAP. To add another layer of complexity, they need to ensure the technology in their asphalt plants can handle the different material.

Paul Vandersluis, Managing Director of Ammann Australia, says once you begin to add more than 30 per cent RAP content into mix designs, additional plant technology is needed.

“You have to do gentle heating with RAP material once it goes above the 30 per cent mark, so anything from 30 to 100 per cent needs to have special heating technologies,” Mr. Vandersluis says.

A standard plant has one dryer for the virgin asphalt, and he says most plants have the capability to introduce cold RAP material up to around 30 percent.

“Anything beyond that normally involves a second dryer dedicated to the RAP materials. Then depending on which processing technology is used, that limit can extend to 60 or even 100 per cent,” Mr. Vandersluis says.

“It is a big investment to upgrade a plant to deal with high RAP levels as it essentially becomes two plants with two separate drying systems that feed into one mixer.”

Another important consideration is the documenting process for creating high RAP content asphalt mix designs.

“When dealing with RAP, temperature and roadsonline.com.au

25

WORKING TO STATE SPECIFICATIONS Fulton Hogan is a major contractor in Australia that uses RAP across the majority of its asphalt mixes nationally.

National Technical Manager Bevan Sullivan says the maximum amount of the RAP in asphalt designs that the company uses for state road authority works is dictated by their content limits.

“Many local government associations follow state road authority guidelines for the mixes used on their networks. This is generally an upper limit of 30 to 40 per cent for base course mixes and around 20 per cent for wearing course mixes,” Mr. Sullivan says.

The company has also developed a nearly 100 per cent reclaimed asphalt pavement 26

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Image credit: Fulton Hogan

moisture content is critical to the process, so an asphalt plant needs to have an advanced control system with the capability to monitor each part of the process to ensure consistency,” Mr. Vandersluis says.

“The data from that technology is what gives contractors and authorities more faith in the process because they can see they are getting a consistent project of high quality.”

Ammann is an asphalt plant manufacturer with plants situated across the globe.

Some Ammann asphalt plants in Europe are producing asphalt of up to 100 per cent RAP and Mr. Vandersluis says over there, if you aren’t using RAP, you aren’t in the game.

He says that performance-based specifications in Europe have allowed for more innovation.

“Europe has more performance-based mix designs where the contractor is responsible for the road.

“This way, some authorities don’t mind if it has five or 100 per cent RAP content as long as it performs, but in Australia currently it is more legislated,” Mr. Vandersluis says.

He says he has seen some of the larger contractors in Australia already making the investment to purchase plants with the second drying process and high recycling technology.

“They are investing into a plant that is going to be used for the next 30 years.

“We are pretty certain that as the resources for fossil fuels deplete and the cost of bitumen is greater, instead of putting RAP in landfill, we will reuse it and reclaim as much bitumen as we can because it is a precious resource.”

Fulton Hogan supports higher RAP contents that are currently specified in circumstances where the stiffness of high RAP mixes would be a benefit.

product called RAPBASE. This is a bitumentreated granular base material which uses a proprietary anionic bitumen emulsion as a binder, designed for use in base course and subbase layers.

“The RAPBASE material is designed to function as either a bitumen-treated base or modified unbound granular layer by controlling the material’s stiffness and strength to specified ranges,” Mr. Sullivan says.

Fulton Hogan has used RAPBASE with a number of local government associations.

The company supports higher RAP contents that are currently specified in circumstances where the stiffness of high RAP mixes would be a benefit. However, it also recommends caution with wearing course layers of asphalt pavement.

“The use of RAP at higher percentages in wearing course and in fatigue layers of pavements is not recommended without methods such as rejuvenation and/or blending with softer grade binders,” Mr. Sullivan says.

“That being said, it is viable, provided RAP supplies exist to design and produce higher RAP content mixes for both wearing and fatigue layers by using additional design and engineering controls.”

As the company incorporates RAP as a regular component of asphalt mixes, unless specifications prohibit its use, Fulton Hogan supports the idea to harmonise specifications across states.

“Harmonising RAP design and management across all states and local government areas would allow industry to invest and develop procedures for greater design and control mixes with higher proportions of RAP, ensuring the product is best designed and suited for its intended purpose,” Mr. Sullivan says.

HARMONISATION Across Australia, the limits on the amount of RAP allowed in asphalt pavements without specialised mix designs varies between different states and territories.

This difference means that where contractors might be able to use up to 15 per cent RAP content in one state, another may only allow up to 10 per cent.

AAPA is the key industry body representing the flexible pavements industry in Australia. It has long called for harmonised specifications across all areas of asphalt production.

Anna D’Angelo, AAPA’s Executive Director of Technology, says the harmonisation of testing, delivery and specifications for any type of asphalt is paramount.

“What we currently have is each state or territory with their own tweaks and modifications to specifications. The consequence of this is a costly overhead for companies that have to design one product on one side of the border and a different product on the other side,” Ms. D’Angelo says.

Ms. D’Angelo says that even when people design plant equipment overseas and bring it into Australia they have to make small tweaks for different jurisdictions.

Every two years AAPA travels on international knowledge transfers to different countries to learn about their asphalt practices.

Ms. D’Angelo says they have seen harmonisation in other countries done successfully.

Ms. D’Angelo says Australia is a relatively small market for asphalt on the international stage.

“AAPA travelled to America where they demonstrated that in each state, they used

ASPHALT IN ACTION

very similar asphalt specifications. They produce 350 million tonnes every year compared to Australia, which produces around 10 million tonnes,” Ms. D’Angelo says.

“When AAPA went to America in 2010, they were using 10 per cent RAP, and on the next International Knowledge Transfer in 2014, [the Americans] had increased the limit to 15 per cent. When we asked them why, they simply put it down to more experience with the material across the country.”

In 2018, AAPA published its Reclaimed Asphalt Pavement Management Plan which details its recommendations for the use of RAP across the country.

AAPA’s recommendation for Australia is that using 15 per cent of RAP is acceptable, as this level does not require any significant change in the mix design.

Above 15 per cent RAP, some measures need to be taken to correct the stiffening effect of the RAP binder on the viscosity of the total binder blend. This could be the addition of a softer binder or the use of a rejuvenator agent to control the viscosity.

“What we are recommending across all the states is that they accept the principle of a grade bump, where you drop the bitumen grade down to allow the use of more RAP without having any negative or detrimental properties in the mix,” Ms. D’Angelo says.

To ensure the performance of an asphalt mix containing RAP meets that of a virgin mix, AAPA suggests control and accurate testing of the reclaimed asphalt is required.

“Once it has been taken off the road, it needs to be kept in a stockpile with an asphalt mix that has similar properties. The stockpile needs to be kept dry before the material is fractionated,” Ms. D’Angelo says.

“We then recommend testing each stockpile to understand its properties and fully comprehend what bitumen needs to be added to the mix.”

The National Centre for Asphalt Technology in the US told AAPA during their visit that they found less variability in some RAP stockpiles than with raw materials.

“They said because you are picking up material that has already been screened and put on the road. When you dig the road up, the material is in a very narrow band,” Ms. D’Angelo says.

Recovering binder properties in RAP is crucial as this is the best indicator of which virgin binder is needed to balance the mix.

“A test to determine the viscosity of the binder is one of the tests that we have

included in the AAPA proficiency testing. It is important to understand the reliability of the mix in the lab before applying it in the field,” Ms. D’Angelo says.

In AAPA’s plan, RAP tests are outlined that allow producers to characterise the material and then decide what grade of bitumen to add.

“If the other state road authorities pick up this procedure and apply that against their material, they should be able to make similar conclusions for the RAP they have got,” Ms. D’Angelo says.

The Reclaimed Asphalt Pavement Management Plan was put together with the intention of harmonising practices across borders for Australian asphalt containing RAP. PRACTICAL USE OF RAP In early 2019, the City of Adelaide, in partnership with contractor Downer, resurfaced a road with completely recycled material.

Chatham Street in the city’s southwest was chosen as the site for the recycled surface made up of nearly 100 per cent RAP and recycled vegetable oil.

Downer’s General Manager – Pavements Stuart Billing says the council had a goal to be a carbon-neutral city.

Mr. Billing says this gave Downer the opportunity create a recycled pavement design that emulated the South Australian Government specification for virgin asphalt.

Downer used vegetable oil as a thinner material to restore the viscosity of the binder in the RAP. The RAP used on Chatham Street was sourced from various local projects and Downer performed extensive testing to understand the grading, particles, aggregate sizes and bitumen content.

Mr. Billing said substantial work was undertaken by the team at Downer to understand how much rejuvenation the 100 per cent recycled mix required.

“We have been working to understand different bitumen rejuvenating products for the past six to seven years. Ultimately, we found that using vegetable oil is one of the better products and gives us the best performance outcome when combining it with the RAP binder,” Mr. Billing says.

“The basis of our design in terms of the performance of the asphalt was still centred on the standard Department of Planning, Transport and Infrastructure specification.”

The Downer team inspected the pavement

in early February 2020, around one year after it was laid, and concluded the pavement was performing to standard.

Mr. Billing says the product is not at the stage where it could be used for every project continually, but it’s a fantastic demonstration that a quality product can be produced with high recycled material content.

“As we go forward, the more confidence our road authorities and customers get with using high-recycled products, the more we will see those specifications continually move and evolve, not just with RAP.” Mr. Billing says it’s important for the industry to invest in the technology to ensure it is able to produce high-quality recycled content.

Downer asphalt plants in Adelaide and Melbourne have a dedicated RAP heater to successfully heat the RAP before it is combined with traditional asphalt.

The company is also in the process of constructing another plant with RAP capabilities in Brisbane.

“Downer and the rest of the industry have a responsibility to demonstrate these capabilities to lead the way in a responsible manner with robust processes, so that we have the confidence that quality outcomes will be achieved,” Mr. Billing says.

THE FUTURE OF RAP As the industry continues to work with and demonstrate quality asphalt pavements using RAP, the specifications will adapt.

AAPA will keep working towards harmonisation between states and territories, which each jurisdiction progressing towards its own advancements.

Main Roads WA will begin to look at the use of RAP in polymer modified binder mixes, which is not currently allowed. ARRB will also persist with its work to characterise RAP and advance the industry’s knowledge of RAP’s performance through documentation.

Contractors such as Downer and Fulton Hogan will continue to pursue demonstrations, with usage of RAP across road projects, and invest in new technology to advance the practice.

Later this year, AAPA will head to Europe to learn about their use of RAP in asphalt, among many other topics.

The association hopes the information discovered in Europe will be brought back to Australia and used to advance the use of RAP in the industry. roadsonline.com.au

27

RESOURCE EFFICIENCY

FOR AUSTRALIA

ROAD MAINTENANCE HAS CREATED ITS FIRST CRUMB RUBBER BITUMEN BLEND CONTAINING RECYCLED PLASTICS AS THE COMPANY LOOKS TO PLAY ITS PART IN PRODUCING SUSTAINABLE RESOURCES.

I

n 2019, the Council of Australian Governments set out a timeline which will see the export of recycled plastics banned from Australia. This announcement inspired the construction industry to look at avenues to incorporate more recycled plastics into its work.

Prior to that, the Victorian Government had also introduced a Social Procurement Framework, including three sustainability objectives for procurement on government projects.

Any contracts over $50 million dollars for the Victorian Government must include targets and contractual requirements based on this framework, which is another factor pushing the Victorian construction industry to pursue sustainable alternatives such as recycled plastics.

These incentives have seen many asphalt manufacturers around the country trial and demonstrate well-performing mixes containing different plastic products such as milk and shampoo bottles.

However, using recycled plastics in bitumous binder blends has not been as widely trialled and tested so far.

In an attempt to contribute to the industry’s increased sustainability effort, Road Maintenance has successfully homogenised roadside recycled plastic and crumb rubber into a bitumen binder blend.

The Australian owned and operated asphalt binder manufacturer has now created a new mix using household recycled plastics and recycled crumb rubber from truck tyres together in a bitumen blend.

Road Maintenance has long been using crumb rubber bitumen blends as a binder, crack sealant and spray seal.

The company’s owner, Max Fitzgerald, says following extensive research, it has created a binder using recycled plastic with no microparticles.

In 2019, Austroads released a report called ‘The benefits and challenges of using recycled plastics in asphalt and sprayed seals’. Its author Christina Chin

Test results for the new binder both with more than 20 per cent crumb rubber and more than two per cent waste plastic.

Polymer modified binder test report for asphalt Test type

Test method

Results

Ring and ball method softening point (Celsius)

AG:PT/T131

75.6

Viscosity at 160 degrees Celsius

AG:PT/T111

5.96

Torsional recovery, 30 seconds at 25 degrees Celsius

AG:PT/T122

54

Test type

Test method

Results

Ring and ball method softening point (Celsius)

AG:PT/T131

62.7

Torsional recovery, 30 seconds at 25 degrees Celsius

AG:PT/T122

47

Viscosity at 160 degrees Celsius

AG:PT/T111

3.9

Segregation value (per cent)

AG:PT/T108

4

Flash point (Celsius)

AS2341.14

339

Polymer modified binder test report for spray sealing

28

ROADS MARCH 2020

stated some of the concerns found in the report centred around health and safety.

“Another major concern is microplastics leaching out from our pavements into waterways, posing a serious threat to our marine life,” Ms. Chin said in a media statement.

Mr. Fitzgerald said it took a considerable amount of testing to make a binder containing waste plastic that doesn’t damage the pavements’ sustainability.

For the new plastic binder, Mr. Fitzgerald says he decided to homogenise the binder in an effort to stop microparticles leaching out from the binder during the pavement’s life.

“The new binder can be used in existing asphalt plants and spray seal units with no special equipment needed. This is with over 20 per cent crumb rubber and over two per cent recycled plastic,” he says.

Mr. Fitzgerald says the company used high percentages of crumb rubber in the mix to counter the rigid waste plastic and increase sustainability.

“I hope that this will allow the use of waste plastic in pavements without future problems,” he says.

Road Maintenance has been blending crumb rubber for over 40 years. In recent years, the company has been successful in eliminating the odour of crumb rubber modified binders.

Mr. Fitzgerald is excited to begin using the company’s newest developed binder with recycled plastic across the country.

“This blend fits into current specifications for asphalt, crack sealing and spray sealing. This new binder doesn’t contain microplastic which might leak into waterways as the pavement deteriorates over time, so it is perfect for a wide range of uses,” he says.

This binder can also be used with other environmentally friendly road construction initiatives such as reclaimed asphalt pavement (RAP) or asphalt

ASPHALT IN ACTION

An example of cold joint asphalt that Mr. Fitzgerald says has not bonded well.

containing recycled glass.

However, Mr. Fitzgerald warns when using RAP, the material should be well tested before it’s used so that it complies with conditions for the Southern Hemisphere.

Mr. Fitzgerald also says the new binder reduces bitumen content by 25 per cent when compared with some of his previous mixes.

“This can help with reducing bitumen

An example of moisture seeping through the pavement into the subgrade.

imports into Australia because we are replacing some of the bitumen with crumb rubber and plastics which would otherwise have turned into waste.”

Crumb rubber bitumen blends have many benefits, including ensuring the pavement lasts longer.

The company’s original VRMB blend made with 20 per cent rubber can be used on both open graded and stone mastic asphalt mixes.

Mr. Fitzgerald says the company has blended 9000 tonnes of asphalt for the City of Casey and City of Cardinia in Victoria. Road Maintenance has also supplied its binder to the City of Mitcham, South Australia.

He says this blend was found to be non-porous to water which can extend a pavement’s life.

“It is important for a sealant to be nonporous to water because if water settles in the pavement, it creates a weaker surface and when traffic runs over it, the pavement can break down.”

Mr. Fitzgerald also says curing a crumb rubber binder can improve skid resistance, reduce pavement thickness and reduce tyre noise from traveling vehicles.

“The original crumb rubber VRMB blend has a high torsional recovery result, which shows the blend resists rutting and can withstand heavy and high traffic loads while performing well over a long life,” he says.

“This and the new plastic binder will hopefully play a part in improving the construction industry’s effort to be more sustainable and have a positive impact on the Earth’s ecosystem.”

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MILLING CUTS

TO THE CHASE

WIRTGEN’S NEWEST GENERATION OF TWO-METRE COLD MILLING MACHINES HAVE LANDED IN AUSTRALIA, FEATURING TECHNOLOGIES TO INCREASE PRODUCTIVITY AND OPERABILITY WHILE DECREASING DOWNTIME AND LOWERING OPERATING COSTS.

N

ew technology on Wirtgen’s latest cold milling machines is designed to simplify the operator experience and improve efficiency on a range of road works.

The F-Series cold milling machines by Wirtgen are brand new to Australia and represent a further leap ahead in milling performance and capability over previous generations.

The W200F and W210Fi models present a range of advances in machine technology and features aimed at setting a new benchmark in milling performance.

The benefits of these technologies can broadly be broken into three classes: operator assistance, improving machine availability and operational efficiency.

OPERATOR ASSISTANCE Every new feature is aimed at easing the load on operators and equally enabling

them to produce a quality job at the highest level of efficiency.

In these machines, Wirtgen has created a balance between operator and machine that aims to hit the sweet spot for results that benefits owners, operators and clients.

Wirtgen Product Support Manager Brett Ferris explains that he found that operators were getting secondhand information when they were learning to operate the machines.

“Often, operators would have the machine at full revolutions per minutes (RPM) all the time because they thought power was key, so we created the Mill Assist feature to optimise the process and make it easier for them to get the best results,” Mr. Ferris says.

The new generation of Wirtgen milling machine comes standard with Mill Assist.

Mill Assist is an automated feature that offers the operator a simple choice of three modes: power, economy and pattern.

“Operators can choose which element

Operators can select different modes for Mill Assist.

30

ROADS MARCH 2020

of the job they would like to focus on by simply pressing the corresponding button,” Mr. Ferris says.

“The machine will then automatically adjust operating parameters to optimise performance and deliver that chosen element.”

“Mill assist will do everything for you. It changes the drum speed, travel speed, engine RPM and water levels on the go.”

Mill Assist can also be optioned with Wirtgen Performance Tracker.

This feature measures the width of each cut and automatically adjusts the amount of water and power needed to cut to the selected quality.

In addition, Wirtgen’s Level Pro Active levelling system has undergone upgrades to simplify the levelling process for operators.

“The upgraded system shows operators icons for each of the levelling components which are easy to understand and adjust,” Mr. Ferris says.

“All of the sensors are connected and shown on the Level Pro Active display and it will highlight the sections that need be levelled out.”

Level Pro Active is “active” all the time, so when the machine is traversing between cuts or manoeuvring on and off a trailer, it keeps the machine in a level and stable condition.

All of these features are fully machine integrated and work together to eliminate inaccurate milling results.

“Any discrepancies in the accuracy of your job will end up costing the business because you may have to rip the road up and start again or you may face delays because more asphalt is needed,” Mr. Ferris says.

“If the machine doesn’t give accurate results, when the asphalt pavers come through, the asphalt will be uneven and the result is a bumpy road.”

To combine all of these systems and make the milling machine simple to operate, Wirtgen has also upgraded the Man-Machine

ASPHALT IN ACTION

Wirtgen has created a balance between operator and machine that aims to provide results for all parties.

Interface on its new series.

“The interface is now customisable everywhere in the display. I have talked to customers that change the interface for each operator using the machine,” Mr. Ferris says.

The adaptable interface allows operators to make the most of the new and upgraded technologies such as Mill Assist, Dual Shift and Level Pro Active. Each operator can customise the dashboard displays to prioritise different functions.

“For example, one operator might like to keep an eye on the sensors right through a job, but another might like to constantly adjust the water levels, so these can be displayed on the interface wherever they might want,” Mr. Ferris says.

IMPROVING MACHINE AVAILABILITY There are a number of features on the machine that assist owners in improving machine availability and uptime.

One example is a new diagnostic concept which, in the event of an issue, guides the machine operator through troubleshooting in a few simple and intuitive steps.

Similar to the systems employed on photocopying machines, a combination of easy-to-understand coloured graphics and text guidance help to pinpoint the issue and start the rectification process.

In addition, there are also redundant machine control systems that enable the quick continuity of operations in the event of a computer fault.

They duplicate CAN networks in critical machine areas to minimise downtime during a failure.

Looking at machine availability from a different perspective, there is also a new drum change technology that materially

reduces the amount of time taken to change a milling drum required when changing to, or from, a fine milling job.

With the new F-Series, the W200F and W210Fi, the team at Wirtgen have developed and implemented a multiple cutting system.

On Wirtgen’s previous “FCS” drum system, a drum change could take a few hours depending on experience and with even older technology, it could take over a day to make the change.

The latest multiple cutting system enables that same drum change to be undertaken in less than 15 minutes.

Importantly, the advancement could help contractors bid and deliver a range of jobs with different drum patterns or sizes in the space of a week, as machine downtime is significantly reduced.

Mr. Ferris says costly machine movements and swaps involved in the drum change process can now be avoided.

OPERATIONAL EFFICENCY Specific elements have been included on the new generation machines to improve them further.

The Dual Shift application is one such feature that works hand in hand with the Mill Assist technology on the W210Fi milling machine.

“We have replaced our standard splitter gearbox with a dual shift gearbox which enables the drum to produce different cutting patterns depending on the speed of the drum,” Mr. Ferris says.

“To achieve a finer pattern, the drum speed needs to be fast.

“Rather than have the machine on the fastest engine speed, if necessary, the machine will automatically put it into

gearbox speed two which speeds the drum up, but brings the engine RPM down. This results in a more precise pattern and lower fuel consumption.”

Mr. Ferris worked on this machine in the US where the team was cutting 80 feet a minute and running the machine at only 1300-1400 RPM. “On that project, the fuel costs were down and the overall production was improved,” he says.

In addition to the Dual Shift powershift transmission on the W210Fi, there is an automated start/stop feature on the milling drum and an intelligent dual fan concept which reduces wear, fuel consumption and noise.

While the W200F and W210Fi are of similar size, quality and are customisable, there are some differences.

Mr. Ferris says the W200F is the more costeffective machine in the range and features a Tier 3455-kilowatt and 610-horsepower engine. It is also available in Tier four form.

The W210Fi is the premium model and uses a different motor and gearbox combination with a 563-kilowatt and 755-horsepower engine Tier four final engine.

Both machines offer an array of options that enables each owner to tailor a machine to their specific business needs.

“It really depends on what the customer’s overall work is going to be when deciding between models and options so they can ensure they have the right machine that will work best for them,” Mr. Ferris says.

He says regardless of the work being undertaken, Wirtgen will not only have a solution to suit, but also a suite of technologies to benefit every stakeholder. roadsonline.com.au

31

MTVs reduce the likelihood of mix segregation near the end of a truckload, resulting in more uniform compaction.

CRITICAL MAINTENANCE

FOR MTVS

MATERIAL TRANSFER VEHICLES CAN DEAL WITH MULTIPLE HOT MIX ASPHALT BATCHES EACH DAY. ASTEC AUSTRALIA EXPLAINS WHY MAINTENANCE CHECKS ARE NEEDED TO ENSURE MACHINES ACHIEVE OPTIMUM PERFORMANCE.

I

n a stretch spanning 14 additional kilometres, the $232 million Tonkin Highway is a critical road project.

With hundreds of workers applying their expertise to the task, ensuring downtime is kept to a minimum is crucial to meeting set project timelines.

As one of the primary vehicles facilitating asphalt delivery, material transfer vehicles (MTVs) support high production projects and as a result, lower downtime.

For example, Main Roads WA’s Engineering Road Note 11, Material Transfer Vehicles for Asphalt, explains MTVs are suited to high daily production outputs of asphalt like the widening of the Tonkin. Additionally, the document states long paving runs, adverse weather conditions and paving thin layers of asphalt with a polymer modified binder may also give rise to the use of an MTV. By facilitating continuous paving, MTVs reduce the likelihood of mix segregation near the end of a truckload, resulting in a more uniform compaction and less 32

ROADS MARCH 2020

frequency of segregated areas of asphalt.

But an equally important factor to lowering downtime is correct cleaning and regular maintenance of MTVs. This fundamental process has a direct relationship to a machine’s wear life and can support its extension.

This is where Astec, a leader in the supply and maintenance of these machines, is well placed to offer its expertise.

Kyle Neisen, Roadtec Product Manager for Pavers and MTVs, says on many sites, MTVs are required as a specification.

“In the event of a malfunction or error, all paving must stop until the machine is available again. Therefore, when an MTV is down it can be costly in terms of money, time and peoplepower.”

A properly maintained machine not only reduces operating costs but performing proper and regular maintenance helps to prevent downtime for the entire crew.

“Cleaning is one part of maintenance that can dramatically increase life of wear parts by preventing some issues such as

material build-up,” Mr. Neisen says.

Parts susceptible to wear on an MTV include bearings, sprockets, augers, chains and conveyor floor liners.

When a sprocket is worn or cupped, it can cause damage to chain rollers and this is easily visible. Mr. Neisen says replacing a chain is much more expensive and time consuming than replacing a sprocket.

“That’s why is it so important to perform sprocket inspections daily to avoid downtime where possible,” he says.

Mr. Neisen says proper maintenance and replacing of sprockets will increase the life of the chain rollers and the entire chain.

Mr. Neisen says preventative maintenance should be performed daily, on the jobsite, in order to prevent project delays.

Daily maintenance includes a number of simple checks and procedures. Mr. Neisen says this can only take minutes once a crew has learnt the processes and is in the habit of performing the tasks.

“It’s quick and easy and the payoff in terms of productivity is exponential. This way contractors shouldn’t need to bring a

TECHNOLOGY & EQUIPMENT

“A CLEAN SHOULD BE PERFORMED EVERY TIME THE MACHINE IS STOPPED AND HAS THE CHANCE TO COOL DOWN, NOT JUST AT THE END OF THE DAY. WHEN THE MATERIAL COOLS DOWN, IT MAY GET STUCK IN THE HOPPER.”

machine into the shop for service until a regular service interval,” Mr. Neisen says.

MTVs require a professional service after 50 hours. Following that initial checkup, the machine is serviced in 250-hour intervals.

Mr. Neisen says with each 250-service interval, engine oil changes and other long-term maintenance procedures can be best performed in a maintenance facility.

He says contractors should also check chain tension at least every 50 hours of operation and preferably at the end of every shift.

“If the chain tension is too loose, which is more common, there will be excess wear on the slats and floor plates. If the tension is too tight, the sprockets and

chain links will wear quicker,” he says.

In addition, Mr. Neisen says all excess material should be removed from MTVs wherever possible during operation.

“A clean should be performed every time the machine is stopped and has the chance to cool down, not just at the end of the day. When the material cools down, it may get stuck in the hopper,” Mr. Neisen says.

Astec Australia recommends the best way to clean a conveyor is to leave it running for 10 minutes in order to let any loose material out.

From there, the company suggests spraying solvent, focusing on the sprockets and chain links, while ensuring there is coverage to all parts susceptible to wear and build-up.

It is important to spray a release solvent before works start as this can help to prevent build up.

The release solvent should also be sprayed at the end of the shift to assist in clean up. Astec spray release systems are designed to be used with a water-based environmental release agent.

Following this, Mr. Neisen says operators should turn off the conveyors and open the cleanout doors. This way, the hot mix asphalt can be removed from the dump hopper and each of the conveyor’s cleanout doors.

The conveyors can then be cycled to extricate any newly loosened material before the cleanout doors are closed and any final material that may have spilled out is cleaned up.

“Operators can increase the efficacy of the machine simply by following these best practice processes,” Mr. Neisen says.

For more information about Astec Australia equipment contact Jorge Boil, National Sales Manager at jboil@astecaustralia.com.au

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ENGINEERING

LIVEABLE CITIES

ENGINEERS CAN NOW USE THE LATEST GENERATION OF TRANSOFT SOLUTIONS’ SWEPT PATH ANALYSIS SOFTWARE, AUTOTURN PRO 11, TO PREDICT CYCLIST PATHS WHEN DESIGNING BIKE-FRIENDLY LANES ON KEY ROUTES.

O

ver the past few years, the movement to design lowemissions cities has been gaining traction across the globe.

While there are a range of measures city planners have taken to reduce emissions, one popular initiative is to return roadways to pedestrians and cyclists.

In 2018, Paris began car-free Sundays once a month, with some exceptions, in the heart of its city centre. Transport Victoria has even highlighted the importance of planning for cyclists in its 2018 Victorian Cycling Strategy.

These changes encourage commuters to switch their cars for other, low-emissions transport modes, whether that be public transport, walking or cycling.

With this movement in mind, urban designers are increasingly having to incorporate bike lanes into road design.

To keep up with this growing trend, Transoft Solutions’ upcoming release of AutoTURN Pro, a leading application for vehicle swept path analysis, includes the ability to simulate the paths of a variety of bicycles.

Steven Chan, Vice President of Simulation at Transoft, says the company had requests from cities in the US and other transport agencies worldwide for the introduction of different bicycle types

AutoTURN Pro 11 includes the ability to simulate the paths of a variety of bicycles.

34

ROADS MARCH 2020

to their AutoTURN Pro system.

Transoft’s AutoTURN solution was first introduced in 1991 and has since developed and grown to incorporate many guidelines for different vehicle and pedestrian scenarios from around the world.

AutoTURN Pro 11 is Transoft’s latest generation of vehicle swept path analysis, including bicycle measurements for the first time. This allows asset managers to consider accurately measured bicycle movements when planning roads and intersections.

“The core idea behind AutoTURN was to calculate the space a vehicle would need as it makes a turn in specific environments to inform the design of roads and intersections,” Mr. Chan says.

The system helps engineers to reduce guesswork and design errors while visualising a transportation network with all types of vehicles to reduce a range of accidents.

When creating the AutoTURN Pro simulation for bicycles, the team modelled 13 different types of bicycles including cargo bikes, which carry trailers at the rear.

Transoft looked at existing design guidelines and field tests to create and calibrate algorithms that replicate bicycle behaviors during development of the new AutoTURN cycle analysis features.

In Australia, the cycle feature adheres to

the Austroads guidelines set out in its 2017 report, Cycling Aspects of Austroads Guides.

“We maintain our guidelines based on changes worldwide periodically so any guideline that has been updated will be reflected in the software,” Mr. Chan says.

“We also worked with a body in the United Kingdom called Sustrans (Sustainable Transport) and they actually helped with the field testing. We gave them a specific trajectory so that we could take in the data.”

In field tests, volunteer riders followed marked paths of 90-degree turns with fiveand 10-metre turning radii. For each ride, speed and lean angle data were collected.

The data helped to define vital parameters such as the maximum lean angle for a bicycle when turning a corner. Additionally it defined transition duration, which is the time it takes to steer in from a straight line path to a steady state turn.

AutoTURN Pro will automatically lay out the swept paths of specified bicycles, in the same way it does for other vehicles. This provides engineers and planners with trusted simulation results based on speed and turning transitions.

“The newest release of AutoTURN Pro also features other capabilities. The simulations can now be inspected so the user can view what speeds were used, when the simulation was first placed in the drawing, what parameter the steering angle is at and so on,” Mr. Chan says.

“This provides users with a better understanding of how the simulation was created and helps make sure the results meet the design criteria of the project.”

Transoft has also developed the ability to set and display clearances to key elements of the various bicycle classes included, such as handle bars, pedals and the rider’s head.

These envelopes can be displayed on the go, to add extra safety when checking

TECHNOLOGY & EQUIPMENT

An example of an AutoTURN Pro bicycle simulation.

bicycle simulations against various elements of road infrastructure.

Mr. Chan says AutoTURN also includes a comprehensive database of vehicles based on manufacturer’s specifications. This covers cranes and garbage collection vehicles right through to oversized or overweight vehicles.

The end result ensures roads are engineered to accommodate all forms of transport.

Whether used for new development projects, rehabilitation schemes or temporary traffic management plans, the

accuracy and reliability of the AutoTURN software has made it a standard tool for sweptpath analysis.

“In general, Transoft is a company that looks for these niche issues in the industry and we try to identify gaps that can be solved with our technology,” Mr. Chan says.

He says Transoft has many technologies expected to be released this year and the company is constantly working with industry bodies, experts and government agencies to find solutions to industry concerns.

About Transoft Solutions Transoft Solutions develops innovative and highly specialised software for aviation, civil infrastructure and transportation professionals. Since 1991, Transoft has remained focused on safety-oriented solutions that enable transportation professionals to work effectively and confidently. For more information on Transoft’s range of aviation, civil design, and vehicle simulation solutions visit www.transoftsolutions.com or contact Transoft directly at salesAPAC@transoftsolutions.com Access promo code: R&IPROMO and save on your first purchase (conditions may apply).

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Application areas of radar level measuring instruments have gradually expanded, giving users increasing access to the technology.

TOWARDS A

UNIVERSAL RADAR JÜRGEN SKOWAISA, VEGA RADAR PRODUCT MANAGER, SPEAKS WITH ROADS & INFRASTRUCTURE ABOUT THE POSSIBILITY FOR A UNIVERSAL LEVEL RADAR SENSOR.

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s cities and their infrastructure face growing shocks and stresses, ranging from environmental and economic to social and digital, the notion of resilient cities is gaining traction. The concept, broadly, refers to cities with the ability to absorb, recover and prepare for future shocks.

While this certainly extends beyond transport infrastructure, as the mobility framework of most cities, building and maintaining roads is a crucial element of the resilient cities’ concept. As such, Jürgen Skowaisa, VEGA Radar Product Manager, says achieving a resilient city 36

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requires construction companies and material manufacturers to prioritise harmonisation and safety.

Mr. Skowaisa says that when universal standards exist for level measurement, the chemical and material composition of bitumen and bulk solids can be more easily understood. He says that this understanding enhances safety and minimises the potential for poorly produced mixes or even tank explosions. To that end, Mr. Skowaisa says VEGA is working towards developing a near universal radar sensor.

The development of radar level measuring instruments has a documented history,

Mr. Skowaisa says, largely superseding previous measuring principles such as electromechanical sounding systems or ultrasonic instruments.

“Application areas have gradually expanded, meaning users have increasing access to the technology. However, according to the opinion of many stakeholders, a measuring instrument that really covers all applications has not yet been seen,” he says.

“That said, thanks to higher frequency ranges and new instrument versions, the VEGAPULS 69 comes very close to that ideal.”

TECHNOLOGY & EQUIPMENT

“THE MEASUREMENT IS NOT AFFECTED BY CHANGING MEDIUM PROPERTIES OR PROCESS CONDITIONS SUCH AS TEMPERATURE, PRESSURE OR INTENSE DUST GENERATION. USER-FRIENDLY ADJUSTMENT WITHOUT VESSEL FILLING AND EMPTYING SAVES TIME, AND THE SENSORS ARE MAINTENANCE-FREE.”

Non-contact radar technology is characterised by particularly high measurement accuracy.

“The measurement is not affected by changing medium properties or process conditions such as temperature, pressure or intense dust generation. User-friendly adjustment without vessel filling and emptying saves time, and the sensors are maintenance-free,” he says.

The VEGAPULS 69 operates at a 79-gigahertz frequency, Mr. Skowaisa says, enabling higher transmission signal focusing. He adds that high-level focusing helps to better separate the actual measuring signal from interference signals.

“The opening angle of the radiated radar energy, and therefore the focusing, depends on two factors: the transmission

frequency and the active antenna area.

This means much better focusing is achieved at a higher frequency with the same antenna size,” Mr. Skowaisa says.

“With new microwave components, even the slightest reflection signals can be measured, meaning products with poor reflection properties, which were previously difficult to measure, can now be measured reliably.”

He adds that this works to circumnavigate a number of measurement interference issues, creating a sensor of widespread, almost universal, application.

According to Mr. Skowaisa, the instrument emits a continuous radar signal via its lens-shaped antenna. The signal is then frequency modulated with a sawtooth form.

“The emitted signal is reflected by the medium and received by the antenna as an echo. The frequency of the received signal always deviates from the actual emitted frequency,” he says.

“The frequency difference is then calculated by special algorithms in the sensor electronics proportional to the level in the vessel.”

Furthermore, the VEGAPULS 69 operates with low emitted power in the W-band frequency range, facilitating the added value of energy efficiency.

With a measuring range up to 120 metres and an accuracy of five millimetres plus, the VEGAPULS 69 has enough power reserves even for unusual assignments, Mr. Skowaisa says, such as silo shafts or distance measurement in conveyor systems.

While Mr. Skowaisa cautions that there is still no “universal” sensor, he says the VEGAPULS 69 can be used both for continuous level measurement and as a limit level switch.

“In the former application, the filling height is measured and transformed into a level proportional signal that is either

displayed directly or is processed in a control system,” he says.

“In point level detection, on the other hand, the filling heights are measured at a fixed point and transformed into a switching command.”

The sensor’s antenna system, Mr. Skowaisa says, is made of the robust material PEEK, which has high temperature and chemical resistance to facilitate multiple and varied applications.

“Its lens antenna is also non-sensitive to build-up and dirt and shows no signs of wear. Another great advantage in infrastructure applications is that the 80-gigahertz microwaves easily penetrate dense clouds of gas or dust,” he says.

“Since the sensor has a flushing air connection as a standard feature, it can clean itself quickly at any time and ‘dispose’ of any build-up. Even in difficult applications, the VEGAPULS 69 is completely unaffected by material deposits on the antenna.”

Mr. Skowaisa adds that the switching command can be used either to stop or start in filling systems such as conveyor belts, rotary valves and pneumatic conveyors, or for further processing in process control systems. As with all VEGA products, the VEGAPULS 69 has full wireless capabilities via the VEGA tools app and optional display and adjustment module PLICSCOM. “PLICSCOM is used for measured value indication, adjustment and diagnosis directly on the sensor. Its simple menu structure enables quick setup, with status messages displayed in plain text. The optional Bluetooth feature also allows for wireless operation,” Mr. Skowaisa says.

“The app also supports fast setup and easy maintenance, in addition to convenient visualisation of current level and pressure data for any application: a further layer of simplicity, or in my opinion, universality.” roadsonline.com.au

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Seismic technology enables the drum and ground to work together as one.

A SEISMIC SHAKE-UP FOR

COMPACTION

DYNAPAC HAS CREATED A NEW COMPACTION TECHNOLOGY TO INCREASE EFFICIENCY, OPERATOR COMFORT AND FUEL EFFICIENCY. RELEASED INTERNATIONALLY IN 2019, THE TECHNOLOGY HAS NOW HIT AUSTRALIAN SHORES.

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he idea behind the creation of Dynapac’s newest optimisation technology came at an unexpected moment.

Andreas Persson, Dynapac Calculation Engineer, was watching his daughter on the trampoline when inspiration hit.

Mr. Persson noticed that his daughter jumped much higher when she landed on the upswing of the trampoline.

He realised she gained a maximum height, with the least amount of effort, when she jumped in phase, taking advantage of the

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natural frequency in the trampoline.

It was this principal that Mr. Persson and Dynapac adapted to create Seismic technology for compaction rollers, which is now patent pending.

Launched at one of the world’s leading construction and machinery fairs in 2019, Dynapac’s Seismic technology has now landed in Australia.

Seismic reads the natural frequency of the soil and determines the optimum frequency for that material to be compacted.

Traditionally for compaction, the

properties of the drum and the ground are viewed as two separate elements that interact to create the compacted surface.

However, Seismic technology enables the drum and ground to work together as one system for improved compaction practices.

For Seismic compaction to be achieved, two specific conditions must be met.

The first is that the machine must read the stiffness properties of the ground in order to interact with it. When these values can be determined, the optimal frequency can be calculated.

TECHNOLOGY & EQUIPMENT

Secondly, once the optimal frequency is calculated, the machine must be able to automatically adjust its frequency to adapt to the varying ground properties at all times, as these change.

Construction Equipment Australia’s National Product Manager for Dynapac, Chris Parkin, says Seismic works through the development of a special software algorithm which uses the existing compaction metre on the drum to detect soil frequency and optimises the machine’s vibration frequency.

In addition, a sensor in the vibration motor adaptor detects the position of the exciters. The position of the exciters is important as this expresses the connection between the ground contact force and the indentation of the roller drum.

“At the natural frequency, the drum amplitude is enhanced significantly, since energy is automatically fed to the ground at exactly the right time. This, in turn, maximises the contact force between the drum and the ground, yielding maximised compaction and energy efficiency,” Mr. Parkin says.

“By working in synchronisation with the ground’s natural properties, the machine’s performance is maximised, and less energy is required to achieve the same compaction results.”

Seismic allows the operator to focus on the exact compaction requirements as the system eliminates the need for the operator to guess and manually adjust the vibration frequency on the run.

“By using the speed limiter function, a constant speed and optimal compaction is ensured, thus allowing the operator to focus on meeting the compaction requirements in terms of pass counts and overlapping,” Mr. Parkin says.

Some of Dynapac’s other tools such as the intelligent compaction system “Dynapac Dyn@lyzer” also ensures these requirements are met. One of the main advantages of using the Dynapac Seismic technology is the reduced vibration power and, therefore, energy consumption.

“Lifetime fuel consumption has been estimated to be reduced using Seismic by around seven to nine per cent with vibration power and energy consumption reduced around 20 to 30 per cent,” Mr. Parkin says.

The machine must read the stiffness properties of the ground in order to interact with it.

As the machine vibrates in harmony with the soil, noise is also reduced to a minimum as the soil compacts at a lower frequency, which can provide operators with a more comfortable cabin noise level.

“In addition, thanks to Seismic, the same quality of compaction can, in most cases, be achieved with a reduced number of passes. This means savings in time, a reduction of costs and less wear and tear on our machines,” Mr. Parkin says.

The technology has been laboratory tested with the Royal Institute of Technology in Sweden and field tested with Trafikverket for the Swedish high-speed railway foundations.

Mr. Parkin says conventional vibratory compactors deliver a rapid succession of impacts to the soil surface at either a high or low amplitude, with a set frequency or a frequency that is adjusted manually. He says this would normally be around 30-33 Hertz for soil compaction.

“Dynapac Seismic does it differently. Since the drum and the soil act as one dynamic system, several benefits can be found from the system’s natural frequency. This allows for significantly lower vibration frequencies to be used.

Using the Seismic system, we operate in the range of 20 Hertz instead.”

Seismic technology is best suited to soil compaction for earthworks, but further

tests are being undertaken to optimise the system for asphalt.

“The measured value that controls the Seismic machine is a composite value of the material underneath the drum up to a certain depth. For very thin layers, typically asphalt wear courses, the technology needs to be refined to work properly,” Mr. Parkin says.

Dynapac is now undertaking research into this to determine the best system for asphalt compaction.

When using Seismic technology, it does not require any additional machine components. It uses all of the same components that have been used in Dynapac rollers for several years. It has simply added an algorithm to let the machine better adapt to the soil.

“Although machine operators have had the possibility to adjust the frequency themselves previously, recognising the dynamic characteristics of a certain soil just by looking at it from inside the cabin is near impossible,” Mr. Parkin says.

“With Dynapac Seismic, the roller automatically determines the natural frequency of the soil and adjusts to it. This saves both time and fuel consumption, makes it easier on the environment and reduces the wear of the machine.”

Seismic technology will be available on the complete soil compaction range CA1500-6500 machines. roadsonline.com.au

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DOING THE

HEAVY LIFTING

STANDING BY ITS WORD “IF WE DON’T HAVE IT WE WILL FIND IT”, QUEENSLAND-BASED HIRE COMPANY CST HIRE RECENTLY ANSWERED THE CALL FOR A CLIENT SEEKING A 33-METRIC-TONNE CRANE BY PURCHASING THE NEW PALFINGER PK 33002 EH – THE LARGEST CRANE TO ENTER ITS FLEET.

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ST Hire was established in 2016 by John Wilton and Nick Barnsdall, bringing with them more than 50 years of experience in vehicle and equipment hire to the construction and private sectors.

The business aims to look after its clients’ project fleet needs, from a single truck to an entire fleet of light vehicles and trucks.

For larger project fleets, CST Hire also

The Palfinger PK33002 is the largest crane to enter CST Hire’s fleet.

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provides onsite field mechanics who are based on the job to maintain the vehicle fleet and minimise downtime due to breakdowns.

Since being launched, CST Hire has provided vehicles for a number of infrastructure projects nationwide.

The company’s national hire fleet consists of more than 100 vehicles, with a broad range of equipment such as crane trucks, fuel trucks, service trucks, water

trucks, crew cabs and light vehicles.

Catering to the construction and mining industries, the hire fleet is designed to offer its clients high levels of efficiency, safety and flexibility.

Todd Wilton, Sales and Operations Manager at CST Hire, says much of the company’s equipment is used in infrastructure projects.

“In any construction projects, there are always things that need to be moved, so

TECHNOLOGY & EQUIPMENT

the crane trucks are an important part of the business,” Mr. Wilton says.

CST Hire has a broad range of over 30 crane trucks suited to tasks big and small, with lifting capacities ranging from two metric tonnes to 33 metric tonnes.

The purchase of the new Palfinger PK 33002 EH high performance crane brings the number of Palfingers owned by CST Hire up to twelve.

“The new Palfinger crane is being used by a customer working in the gas industry for the installation of pipelines. The client had requested a crane with a specific lifting capacity and length, as it needed to be able to go out to 15 metres,” Mr. Wilton says.

“We chose the Palfinger PK 33002 based on the reputation of the crane and its availability. Our client also has a similar Palfinger model of their own, so they know the product well.”

Mr. Wilton says Palfinger has a good reputation in the industry and maintains a high-quality product. He adds the company has been around a long time.

“Out on the worksites, people are very familiar with the Palfinger name,” he says.

The PK 33002 EH high-performance crane is equipped with Palfinger’s Power Link Plus, which is well suited to a wide range of applications. With its 15-degree reverse linkage system, it is possible to reach through low door openings and even work inside buildings.

To reduce service and maintenance costs, the crane features a low-maintenance

Much of CST Hire’s equipment is used for infrastructure projects.

extension system. Sliding elements are made of a synthetic material and the boom is finished in a high-quality KTL coating.

The KTL coating provides the foundation for quality surface protection.

Components are then either coated in the powder-coating facility or finished with a two-component topcoat, helping to ensure excellent corrosion protection for the life of the crane.

For added efficiency, the PK 33002 EH’s high-speed extension is incorporated into the boom system, resulting in lifts being completed faster.

Additionally, Palfinger’s High Performance Stability Control System allows for maximum utilisation of the working range.

The variable stabiliser positioning of the HPSC allows the full lifting capacity of the crane to be used, even when working within tight spaces.

ENGINEERS OF

THE FUTURE

IN THE EVOLVING INFRASTRUCTURE ENGINEERING SPACE, BEING PART OF A COLLABORATIVE COMMUNITY HAS NEVER BEEN MORE COMPELLING. ROADS & INFRASTRUCTURE SPEAKS TO ENGINEERS AUSTRALIA ABOUT THE IMPORTANCE OF PROFESSIONAL DEVELOPMENT.

“A

ll development is based around engineering, so I think we have a crucial role in making sure that we develop solutions and designs with sustainability at the forefront,” says Alexandra Radulovich, geotechnical engineer at Douglas and Partners.

As an Engineers Australia member, Ms. Radulovich believes engineers have an important role to shape the infrastructure of the future. To do this, engineers need to build a strong network and keep pace with the latest industry developments.

“Engineers Australia reminds me that I need to move forward with continuing professional development and be informed about what is going on in the wider world of engineering,” she says.

Bronwyn Evans, CEO of Engineers Australia, says the organisation places great importance on member networking.

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As a member of the Engineers Australia Women in Engineering Committee, she says it has been valuable to network with likeminded people and give back to the engineering community.

“One of my main goals outside of my immediate career is to get more women into engineering. Without Engineers Australia, that goal is a lot harder to achieve because we have their support with all committee events,” Ms. Radulovich says.

“In the past couple of years, I have started going to a lot of Engineers Australia networking events because that is increasingly becoming an important part of my career.”

Bronwyn Evans, CEO of Engineers Australia, says the organisation places great importance on members networking through the community.

“The purpose of Engineers Australia is to advance the science and practice of engineering for the benefit of the community and we really do that by making sure we support our engineers to be the best possible,” she says “When you think about any professional development schemes, learning on the job is an important part, learning from others through your network is another, and then formal professional development type programs are also crucial.”

Engineers Australia supports this development journey throughout each engineer’s career as they learn and grow with the industry.

“A student engineer can get access to mentoring, job boards and other experienced engineers. Mid-career engineers can build their credentials and recognition as a chartered engineer. Then for more senior engineers, we look at how to shape the

profession, the broader economy and the community’s understanding of engineering,” Ms. Evans says.

There are over 100,000 Engineers Australia members across the country and each of the nine divisions has specialised committees.

The Women in Engineering committee that Ms. Radulovich is involved with is one example. These committees set up events tailored to each community.

Ms. Evans says while visiting the Engineers Australia Tasmanian branch last year she noticed they were closely aligned with the Tasmanian Government’s infrastructure strategy.

“The group was providing input directly to government, not just shaping their own careers but shaping their communities,” Ms. Evans says.

Aside from supporting engineers personally, Engineers Australia works to better the wider industry through advocacy and consultation with government and industry authorities.

Engineers Australia works to support industry events through its committees.

INFRASTRUCTURE IN FOCUS – ENGINEERING

Ms. Evans says one current advocacy discussion is around the registration of engineers.

The Victorian Government passed a bill late last year that implemented professional engineer registrations to enhance confidence in the industry.

The bill enforces a mandatory registration scheme for civil, mechanical, electrical, structural and fire safety engineers. It is founded on the principle that a minimum level of qualifications, experience and continuing professional development is required to carry out professional engineering services.

“In a report titled ‘Building Confidence’, 24 recommendations were listed for the sector, the first of which was around the registration of engineers. We have been very active in consulting with our members and advocating for a consistent registration system around Australia,” Ms. Evans says.

“In Victoria, Engineers Australia was active in helping government to understand what the approach to registration would look like and what approach would make it easy for our members to practice across jurisdictions.”

The organisation is now going through a similar process in NSW, with the bill at senate inquiry stage.

“We are actively talking with government there about what a successful scheme would look like in NSW,” Ms. Evans says.

These kinds of opportunities to change the industry and advance personal careers are initiatives the organisation takes seriously.

Ms. Evans says once you become a chartered professional engineer, one of the requirements is to continue with professional development.

Alexandra Radulovich believes engineers have an important role to shape the infrastructure of the future.

“The organisation will remind you that to be successful you need to stay curious and you need to keep learning. We will provide every opportunity we can to make it easy and interesting to learn and connect with the best minds in the world,” she says.

Ms. Evans says industry growth is going to be crucial in the future when engineering infrastructure for a sustainable world.

“People will demand different standards and we will be responding to diverse environments. I think innovation in infrastructure is going to be a really critical and engineers are going to be an important part of that,” she says.

“We need to understand that we are building infrastructure for the next 60 years or more and in that context, engineers will have to ensure structures are fit for future conditions.”

She says engineers will have to learn how to use problem solving skills in different formats such as with digital twins.

Despite the challenges ahead, Ms. Evans remains excited about the possibilities.

“The future of engineering couldn’t be more inspiring. The profession will be

different to what it was, but it’s going to be interesting. We will have to optimise, and people will demand we are very conscious of community impacts and the environment,” she says.

Ms. Evans believes engineers will play a key role in developing the future of Australia and as they always have, solve many complex issues. She says critical thinking skills will remain at the forefront of this future.

“Because the world is changing so fast, it will be hard to keep track of all of the changes individually. That isn’t practical.

However, as a professional body, we can facilitate and curate information that allows engineers to create a bespoke professional development awareness for themselves,” Ms. Evans says.

“We all became engineers in the first place because we are curious. Maintaining that curiosity is going to be important to ensure we have engineers at the table and engineers helping to create that table.”

To find out more about Engineers Australia membership visit www.engineersaustralia.org.au roadsonline.com.au

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Australia’s first vertical government school is an important part of Fishmermans Bend.

RENEW AND

REGENERATE

AS AUSTRALIA’S LARGEST URBAN RENEWAL PROJECT, FISHERMANS BEND IS EARMARKED TO PLAY A KEY ROLE IN SUPPORTING MELBOURNE’S GROWTH. IN A 30-YEAR TRANSFORMATION, A RANGE OF COMPLEX CHANGES WILL NEED TO BE MADE TO THE URBAN FORM.

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n the 18th century, the Yarra River, otherwise known as Birrarung, was a major meeting place for the First Australians.

The traditional owners of the land shared territory between the Bunwurrung and Woiwurrung language groups at the head of Port Phillip Bay. They shaped the land and as communities around the area evolved and grew, so did a range of key industries.

Today, the gentle curve of the river and its arrow-straight Williamstown Road remain the boundaries of Fishermans Bend.

The area has been subject to continuous change, with decades of new Australian migrants shaping a range of influential industries, from Vegemite’s headquarters to the Herald Sun printing press. Preservation of the existing rich history has also remained part of the precinct’s evolution.

But as the city continues its exponential growth, urban renewal becomes a necessity.

Plan Melbourne predicts that 1.6 million new homes will need to be built in Melbourne between now and 2050 to support the growing population. With infill development 44

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forecast to become the largest contributor, strategic urban renewal projects like Fishermans Bend will need to play their part.

By 2050, Fishermans Bend will support around 80,000 residents and provide employment for the same amount of people. The vision for the centre is to create a thriving place that is a leading example of environmental sustainability, liveability, connectivity, diversity and innovation.

With 480 hectares of land, the precinct is more than double that of the Melbourne CBD. As such, Fishermans Bend is earmarked to play a key role in Melbourne’s growth.

In improving the city’s liveability, urban planners will enhance the landscape with open and green spaces, schools, kindergartens, bike path and walking trails.

The precinct is now in the midst of developing its existing employment zone to unlock a new wave of innovation in design and manufacturing. Education will be central to the precinct, as Melbourne University plans to relocate its design and engineering

campus from Parkville to Fishermans Bend.

But it’s no easy task. Tania Quick, Director of the Fisherman’s Bend Taskforce, declares she has one of the greatest, but most challenging, planning jobs in the world.

Every day, she looks at the complexities and difficulties that lie ahead, but is also incredibly excited about the enormous city shaping opportunities presented.

While Ms. Quick has a long history of involvement in Fisherman’s Bend, dating back to her appointment to its Ministerial Advisory Committee in 2015, leading the project is exciting.

“There will be $30 billion of construction activity occurring in the precinct, and that’s just over the rezoned areas over the course of the next 30-odd years,” Ms. Quick says.

Fishermans Bend is Australia’s largest urban renewal project and spans five major precincts across two municipalities – the City of Melbourne and City of Port Phillip.

The area is set to play a key role in the evolution of central Melbourne as a leading place to live, work, visit and invest.

INFRASTRUCTURE IN FOCUS – URBAN RENEWAL

Traditionally an area for low-scale industrial and warehousing, Fishermans Bend will become a series of vibrant, mixed-use, medium and high-density neighbourhoods in a transformation spanning several decades. As most of the land is privately owned, the change will be reliant on successful partnerships between all levels of government, the private sector and the community.

Four capital city zoned precincts – Montague, Lorimer, Sandridge and Wirraway – were rezoned to capital cities in 2012.

Described at the time as Melbourne’s first inner city growth area, the rezoning is to strengthen central Melbourne’s capital city function. However the rezoning of 285 hectares was followed by a period of planning uncertainty.

“At that time, we didn’t have [any] planning in place. There wasn’t a planning framework or infrastructure plan in place and that led to some challenges around how developments responded in the immediate term,” Ms. Quick says.

This created a need for a measured response.

“We needed to ensure we could get the right infrastructure planning in place to support the expectations of large-scale urban renewal.”

In 2015, the Victorian Government launched the recast of Fishermans Bend planning in partnership with the relevant local councils. A 200-hectare ’Employment Precinct’ was included in the planning work.

This was followed by extensive public consultation with the community, industry, and stakeholders over the course of 2016 and 2017. An updated vision was subsequently launched in September 2016, and an updated Draft Fishermans Bend Framework released in October 2017.

Getting the project off the ground then required the introduction of a complex set of planning controls. A public Planning Review Panel process culminated in the Fishermans Bend Framework – a longterm strategic plan and planning controls released in late 2018.

The amendments called for an evaluation of preferred land uses, identifying potential key transport alignments, facilitating affordable housing, promoting sustainable transport patterns and a range of other considerations.

The Fishermans Bend Development

Board was created to guide planning and development, supported by a taskforce sitting within the Department of Jobs, Precincts and Regions.

The Framework and planning controls provide direction on how to manage the complex transition and create certainty for the community, landowners, developers, businesses and investors. Some of the issues include considering and preparing planning permit applications and clear strategic planning to inform public and private investment.

Additionally, the plan aims to enable the community, businesses and investors to make informed decisions assisting in the realisation of the vision.

Ms. Quick says that at its highest level, Fishermans Bend is providing a leading example of environmental sustainability, liveability, connectivity, diversity and innovation.

The burgeoning development project unfolds with each passing day, with Australia’s first vertical government school in Ferrars Street and an adjacent parkland unveiled in 2018 unveiled in 2018.

A secondary school has also commenced construction in Graham Street, next to existing parkland, due to open for the 2022 school year. These kinds of catalytic projects are important to shaping a complete community and influencing development outcomes.

A key challenge for the precinct is that unlike many other urban renewal projects, the project has limited land ownership in the precinct, with about 90 per cent in private ownership.

Working with the private sector is therefore essential to ensuring the existing environment is retrofitted to suit the urban fabric.

For example, Ms. Quick says that the area contains buses but they are at capacity and, while planned, there are limited public transport rail connections in the area, so transport planning is a significant issue for the taskforce to resolve.

Additionally, there a range of environmental challenges being worked through, including flooding, land and groundwater contamination and geotechnical conditions.

As Fishermans Bend is located where the Yarra discharges into Port Phillip Bay, the area is vulnerable to inundation in tidal events.

“A large part of Fishermans Bend is around

0.4 AHD so we are basically at sea level.

When we start factoring in the provision for potential sea level rise and thinking about stormwater and flooding issues that presents a whole series of challenges.

“We have been working closely with Melbourne Water. Infrastructure planning underway includes extensive provisions around expanding pipes systems, replacing them and upgrading them, putting in pumping stations and a levy bank as well.”

Ms. Quick says that the planning approach being taken by stakeholders embeds sustainability principles, including building a climate-resilient and water-sensitive community.

The framework is guided by eight sustainability goals and commits to Fishermans Bend being a Green Star Community. A sustainable approach is therefore being taken across social, economic and environmental outcomes.

For example, each development will be connected to a water recycling and sewer harvesting system. Work is also underway in relation to urban ecology and water sensitive urban design which will be released in coming months.

An extensive network of public open space is also planned, aiming to ensure all residents and workers are within 200 metres of places to recreate and relax.

Integrated transport planning is one of the many measures required with a planned mix of residential, commercial, retail, community, leisure and entertainment.

An integrated transport strategy will accompany a target of 80 per cent for transport movements to be via sustainable means, including walking and cycling.

Fishermans Bend is currently a peninsula with limited transport connectivity so enhanced connections will be required.

Work is underway on preparation of business case supporting the delivery of two new tram routes connecting Fishermans Bend to the CBD. Two new metro stations are also planned.

While there will be some hurdles along the way, ultimately, Fishermans Bend offers an unparalleled opportunity for urban renewal.

“We have a phenomenal opportunity right on the doorstep of our CBD and in between the CBD and the bay.

“We’ve got the opportunity here to use this area to help maintain Melbourne’s competitive strengths and remain as a truly global and liveable city,” Ms. Quick says. roadsonline.com.au

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THE BUSHFIRE CRISIS INFRASTRUCTURE

RECOVERY T

Aside from the mental anquish of one of the worst fire seasons in Australia’s history, infrastructure assets have also been destroyed.

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he 2019-20 season of bushfires in Australia, while still not over, has seen some of the worst destruction and loss of life ever recorded for fires across the country.

The BBC reported on 31 January that 33 people had been killed, four of whom were firefighters. Media reports suggest around one billion animals have also been killed as a result of the fires.

Aside from the mental anguish of one of the worst fire seasons in Australia’s history, infrastructural assets such as roads, rail, bridges and community buildings have also been destroyed in many jurisdictions across the country.

With a major focus on supporting the ongoing consequences of the fires, the country is beginning to address the recovery process in which engineers, asset managers and construction contractors will play an important role.

As the peak body for public works engineering, the Institute of Public Works Engineering Australia (IPWEA) released a statement recognising the effect the fires have had on many of its members and their colleagues. The organisation also acknowledged its role to take the lead during the recovery process.

In a statement in January CEO David Jenkins spoke about the role asset managers will play in rebuilding Australia.

“IPWEA’s network has a wealth of planning, engineering and technical experience in supporting communities affected by natural disasters. Many of our members will be

making significant contributions, for example by keeping critical roads, water supplies and buildings operational throughout the crisis,” he said.

He said IPWEA will work with the authorities and agencies and collaborate with its eight divisions on the most effective use of the organisation’s resources to aid practical recovery and rehabilitation of the affected regions.

Speaking to Roads & Infrastructure, Mr. Jenkins says the assessment of fire damage and the decision for a recovery plan will start with reconnecting and providing essential services to affected communities. These services will enable them to start the rebuild.

“Another stage that will emerge is recovery funding applications. Organisations with complete asset registers showing reliable valuations will be better placed to receive appropriate compensation,” Mr. Jenkins says.

Mr. Jenkins says the IPWEA technical practice notes, such as the ‘Useful Life of Infrastructure’, will assist with rebuilding.

However, he also adds many building standards will guide the process more specifically.

“Our ‘Ask Your Mates’ online community is another way for organisations to reach out to members of the profession for practical advice and to share experiences during bushfire recovery,” he said.

IPWEA publications also encourage a risk management approach and are expected to indirectly influence new infrastructure construction to protect against fire risks.

“This is now seen as a significant driver that

Image credit: Joachim Zens / Shutterstock.com

THOUGH THE AUSTRALIAN FIRE SEASON HAS NOT ENDED, PLANS TO REBUILD AFFECTED AREAS ARE TAKING PLACE TO GET COMMUNITIES BACK ON THEIR FEET. INFRASTRUCTURE AND FIRE SAFETY EXPERTS DETAIL WHAT WILL BE REQUIRED FOR THE COUNTRY-WIDE RECOVERY EFFORT.

INFRASTRUCTURE IN FOCUS – REPAIRS

implementing construction and building standards in bushfire affected areas.

“Preventative options were looked at after the Black Saturday fires and we developed some very good bushfire standards that were relatively simple to apply and some fire safety engineers were involved,” he says.

One example of standard development following the Black Saturday fires was the elimination of combustible cladding in buildings in bushfire zones.

“We have a bushfire standard that says depending where you are and the higher risk, you have to make your building increasingly fire resistant as it gets closer to the flame zone,” Mr. Barnett says.

“As fire safety engineers, we don’t eliminate fire risk in any building. We reduce it to what is an acceptable level.”

Mr. Barnett says money will be a challenge when rebuilding, and it will be important to make the right decisions with the resources available.

He says, for example, if building bridges is more expensive than paving a road, it would be logical to ensure bridges are toughened to resist the effects of fire instead of the road.

“It’s that kind of thing engineers will certainly know how to do,” he says.

He says it’s up to the decision makers to allocate the money and engineers will build infrastructure to the level of risk that is required.

Mr. Barnett says individuals in the association of fire safety engineers will be

working with governments and councils to solve some of the challenges presented in the rebuild.

To rebuild bushfire-impacted communities the NSW Government has announced $1 billion in funding over the next two years.

This funding will help to ensure key infrastructure is restored so communities can get back on their feet quickly.

The Federal Government has also announced immediate payouts of $1 million to 42 of the worst-affected councils across the country including 33 in NSW, five in QLD and two in SA. Transport Minister Andrew Constance, who is also the Minister for one of the worst-hit communities Bega, spoke out in parliament about his own experiences fighting for his family home.

Mr. Constance recognised that his community will be counting the cost of the fires for a long time to come.

Working together, the Federal and NSW Governments have agreed to fund the clean-up of residential and commercial properties destroyed in the NSW bushfires on a 50:50 basis.

This approach is similar to the one adopted by the Federal and Victorian Governments following the Black Saturday bushfires.

In addition, the South Australian, Victorian and NSW Governments have all announced independent inquiries into the 2019-20 bushfire season to learn from this season and prepare for the next.

Image credit: SS studio photography / Shutterstock.com

should be an underlying emphasis in all our ongoing works,” Mr. Jenkins says.

He says there is an important discussion to be carried forward on better protecting communities from extreme weather events, which are triggered by differing circumstances.

“We are being reminded of that volatility as we shift from fire to flood. IPWEA will lead in advocating for a more resilient future.”

Jonathan Barnett, a fellow in the Society of Fire Safety Engineers and director of Basic Expert, says changes to better protect assets need to be discussed when replacing infrastructure.

“I think that we have to be careful not to replace infrastructure with like for like. If it fails once, then it will fail at the next round of fires,” Mr. Barnett says. He predicts, due to climate change, the next round of fires will happen in the next five years.

Mr. Barnett believes engineers need a seat at the table for the decision-making process when rebuilding infrastructure, as they bring a different perspective.

“The decisions to make are very broad and that is a balance that politicians will need to consider, but they need to do so with input from engineers and, in the case of fire, that will be a fire safety engineer,” he says.

Mr. Barnett says fire safety engineers can play many roles during a bushfire recovery phase. This could be helping individuals and communities build emergency shelters, or

The Federal Government has announced immediate $1 million payouts to 42 of the worst-affected councils.

roadsonline.com.au

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Significant challenges have been found when using MOC, such as its poor water resistance and its ability to corrode steel.

CEMENTING A CARBON-

NEUTRAL FUTURE A CARBON-NEUTRAL CEMENT HAS BEEN DEVELOPED TO DRASTICALLY REDUCE EMISSIONS, BUT ITS POOR WATER RESISTANCE AND STEEL CORROSION PROPERTIES HAVE RESTRICTED ITS USE – UNTIL NOW.

I

n 2018, the BBC reported that the creation of cement is the source of about eight per cent of the world’s carbon dioxide emissions.

If the cement industry was a country, it would be the third largest emitter in the world, behind only China and the US, the article states.

In an attempt to reduce emissions from the sector, an alternative cement has been created known as MOC (magnesium oxychloride cement). This cement is made from mixing magnesium oxide (MgO) powder and a concentrated solution of magnesium chloride (MgCl₂).

A Chemical Review paper from ASC

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Publications by Sam A. Walling and John L. Provis at the University of Sheffield, UK found that the ingredient MgO offers a unique potential to develop carbon neutral, carbon-negative concrete or concrete products by absorbing carbon dioxide.

Significant challenges have been discovered when using MOC, such as its poor water resistance and its ability to corrode steel.

These hurdles have restricted the cement from being widely used in the building of structures, as steel is commonly used for reinforcement and outdoor structures will be attacked by water when raining.

Creating large concrete structures such as railway stations or airport terminals requires steel reinforcement.

INFRASTRUCTURE IN FOCUS – CEMENT

THE FLY ASH AND SILICA FUME ARE BY-PRODUCTS OF THE COAL AND SILICON METAL INDUSTRIES RESPECTIVELY. WHEN COMBINED, THEY PRODUCED A HIGH STRENGTH AND DURABLE MOC IN ROOMTEMPERATURE WATER.

For the past three years, researchers from the University of Western Sydney and UNSW have been developing MOC. The cement uses MgO as an ingredient and researchers hope the product will one day gain widespread use in the construction industry.

In the researchers’ latest breakthrough

for MOC, full compressive strength was achieved by the material in water for 28 days. This proved the material’s water resistance.

Yixia (Sarah) Zhang, Engineering Associate Professor at Western Sydney University and team leader, says they first tried using fly ash, which significantly improved the water resistance of the cement.

The team then added silica fume and when all materials were combined, full compressive strength was achieved in room temperature water for 28 days.

The fly ash and silica fume are byproducts of the coal and silicon metal industries respectively. When combined, they produced a high strength and durable MOC in room-temperature water.

In warm water, however, the cement weakened faster. To prevent this, the team used both organic and inorganic chemical additives, which improved warm water resistance.

“We have been working on this for the past three years and we made a breakthrough, so this material can now be used in external applications,” Dr. Zhang says.

The cement now has an expanded portfolio for use. From its original capabilities of indoor decoration such as floor panels or tiles, the research will allow for its external use on structures to create the cladding of a building or an external board.

The second challenge is one that Dr. Zhang identifies as a significant hurdle.

The cement as a raw material contains chloride, which is corrosive to steel over long periods.

Creating large concrete structures, such as railway stations or airport terminals, requires steel reinforcement.

As a result, the MOC is unable to be used in concrete for large infrastructural applications.

“We believe we must be able to solve this problem.

“We are trying to do a pilot project, though that will take a long time because the corrosion happens slowly over a long time,” Dr. Zhang says.

She says there are a few ideas for further testing, but research funding and collaboration will be needed to support the project.

Dr. Zhang is optimistic a solution can be found. She says with the UN aiming for environmental and sustainable construction practices, social responsibility is prompting companies to change.

“In the long run, people will be thinking about the environment and sustainability and then this kind of green material will have a strong market,” she says.

“If the new MOC can be used to replace the original Portland cement or even partially replace it, for example by 50 per cent, that could make a big difference for emissions in the construction industry.” roadsonline.com.au

49

STEPPING

UP SAFETY

THE FRANKSTON CHRISTMAS FESTIVAL OF LIGHTS WAS ONE OF THE FIRST EVENTS TO USE A PORTABLE BOLLARD SYSTEM, DESIGNED BY SAFEROADS, TO PROTECT PEDESTRIANS FROM ERRANT VEHICLES.

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rankston’s Christmas Festival of Lights is a night to remember for families far and wide. Each year thousands of people descend on Frankston town centre to watch a Christmas concert, eat street food and even catch a glimpse of Santa.

With countless rides and food stalls, the festival is one of Frankston’s largest events.

When organising an event of this scale, festival goers’ safety around traffic was a paramount concern for the organisers.

Frankston City Council was tasked with finding a solution to protect pedestrians and enable them to easily enter and exit the area while enjoying the festival.

The council contracted Saferoads’ rental division, Road Safety Rental, to design a solution that ticked all of the safety boxes.

General Manager of Road Safety Rental Trent Loveless says the company used the concept of its in-ground bollard systems (OmniStop Ultra and OmniStop Super Duty) to create the right application for events.

OmniStop Bollards have been used in many situations before, such as bus stops and airport terminals, and the team decided to adapt the bollard to create the OmniStop Portable, which was used for the festival.

“The OmniStop Portable is a fully modular and freestanding bollard system that stops vehicle intrusion of crowded zones while allowing pedestrians to flow through the area,” Mr. Loveless says.

When creating the portable bollard system, the team faced a challenge to ensure the portable bollards could resist the weight of an oncoming vehicle.

“The team went through various degrees of engineering estimation and calculation to ensure that some of our conceptualised ideas passed a level of crash testing and finite element analysis,” Mr. Loveless says.

The final OmniStop Portable product is specified to the AS/NZS 3845.2:2017 50

ROADS MARCH 2020

The OmniStop Portable allows people to move around an area quickly without it being a huge barricade or roadblock.

standard, at 57 kilometres per hour.

In accordance with MASH Clause 5.2, the bollard yielded predictably with no fragmentation, and the vehicle was contained with 3.52 metres of deflection. The system was tested with a 2.27-tonne pick-upstyle truck.

Mr. Loveless says the council were looking for a bollard system that protected against wayward vehicles and allowed pedestrians to enter and exit the area within the barrier easily and quickly in case of an emergency.

“The OmniStop Portable allows people to move around an area quickly without it becoming a huge barricade or roadblock. If patrons are restricted from exiting an area quickly, this can be dangerous too,” he says.

Service vehicles were also required to have access into the festival area in the case of a medical event or other emergency.

“We developed a gate system that allowed us to open a 4.5-metre gate to allow emergency services through the protected area. The traffic controllers simply had to pull a pin, unlock the padlock and open the gate,” Mr. Loveless says.

The Road Safety Rental team used a forklift to install the portable bollards at the festival location. This was needed as the bollards weigh up to 1250 kilograms each.

“We had to set up in the early hours of the

morning until 10am and then the pack-up started about 11.30pm when the event was officially closed,” he says.

For installation, the OmniStop Portable can be transported using a forklift, depending on what is best suited to the site.

“On the night, we used a forklift because we had a lot of terrain to cover. We had to go up and down gutters, in driveways or over nature strips, so that made it relatively easy.”

Each section of the bollard system was connected by Saferoads’ locking system with a locking plate and a turn-key solution to ensure it was easy to set up and reliable in the event of an impact.

“The mechanism we created allows the plates underneath the bollards to stay completely fixed together and move less upon impact. It also helps to contain a vehicle in a scenario where there is a hostile attack or an accident,” Mr. Loveless says.

The OmniStop Portable was developed with these specific kinds of events in mind, and while it can be used in other situations such as inner-city worksites, Mr. Loveless believes it is best suited to event security.

“They really are an important pedestrian protection device, especially for mass crowds. Places like AFL games, parades or the Australian Open; that is where the OmniStop Portable is going to be most effective.”

SAFETY

TAKING THE SAFE

DIRECTION

MEETING AUSTROADS’ NEW SAFETY BARRIER PRODUCT SUBMISSION CRITERIA WITH MSKT BARRIERS HAS BEEN SIMPLE, ACCORDING TO SAFE DIRECTION, WHICH HAS SEEN AN INCREASED DEMAND FOR ITS LATEST END TERMINAL.

S

afe Direction’s Manual for Assessing Safety Hardware (MASH) Compliant Sequential Kinking Guardrail End Terminal (MSKT) is the most recent successor to the SKT terminal. First introduced in 1997, the SKT was a highly sought-after road barrier solution across the globe.

The Australian/New Zealand Standard AS/NZS 3845 by Austroads has historically used NCHRP-350 guidelines for its testing protocols.

The SKT was compliant to NCHRP-350.

However the latest version, the MSKT, is now compliant to the new MASH guidelines. A revised version of AS/NZS 3845 included MASH guidelines in 2015 but a recent change saw Austroads adopt this into its eligibility criteria.

From 1 January 2020, guardrail barriers and guardrail end terminals have had to comply with new guidelines and test criteria. The new standards follow the MASH guidelines by the American Association of Highway and Transportation Officials. MASH is being used by Austroads as the basis for assessing the submitted crash test evaluation of new products. Some of the key characteristics of the update include changes to test vehicles to reflect modern cars. Additionally, changes to the number and impact conditions of the test matrices requires testing for vehicle impacts at different angles, increasing from the existing 20 to 25 degrees.

Safe Direction is the exclusive Australian distributor of the MSKT, and started distributing its predecessor, the SKT in 2012.

Hayden Wallace, Managing Director of Safe Direction, explains that when subjected by the Virginia Department of Transportation to shallow impact angles on the nose, the SKT performed outstandingly well.

“The MASH system is just a further advancement on that. There’s not a lot of

Safe Direction Managing Director Hayden Wallace says the MSKT safety barrier has been incredibly well received by road asset managers.

changes because it was already such a stable and functional system,” Mr. Wallace says.

The MSKT was introduced in March 2019 well ahead of the 1 January changeover to MASH to ensure the market could familiarise themselves with the system and make the transition seamless.

The MSKT End Terminal is an energyabsorbing, tangential guardrail end terminal, designed to minimise the severity of impacts occurring at the end of road barrier systems.

Its especially crafted for direct attachment to a W-beam guardrail and complies with MASH Test Level 3.

The main difference with the MASH compliant terminals over the NCHRP-350 compliant terminals is that MASH terminals have a greater capacity for side on, or redirection impacts and safety improvements for shallow impact angle on the front end of the terminal. Mr. Wallace says the system is also highly applicable to smaller vehicles.

During a head-on impact, the MSKT impact head slides over the W-beam guardrail. The W-beam is sequentially kinked as it moves through the head and exits away from the traffic face. The kinking

action of the rail then absorbs the kinetic energy of the impacting vehicle, gradually bringing the vehicle to a controlled stop. As the impact head slides over the W-beam guardrail, the bolted hinged posts at post locations 1 and 2 yield at collapse at ground level, contributing to a soft impact for vehicles and their occupants.

“The head itself has been engineered for optimal performance and its length is key to the stability of the rail during a collision,” he says.

Mr. Wallace says the system has also been crash tested in accordance with MASH for transition from the RamShield W-beam guardrail system to the MSKT terminal.

The system is available in MASH TL2 or TL3 Terminal configurations, applicable to applications up to 70 km/h and greater than 70km/h respectively. The tangential design feature of MSKT allows it to be installed parallel to the roadway, minimising installation time and sparing the associated costs of earthworks and site grading.

For more information, contact 1300 063 220 or head to www.safedirection.com.au roadsonline.com.au

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DRIVE INTO THE FUTURE MEG ATRANS.COM .AU

P R O U D PA RT N E R

SU PPO RTI NG SPO NSO R S

CO NF EREN C E S P ON S ORS

ACC REDITAT I O N PA RT N E R

1 ST - 3 RD A P RI L 2 02 0 M E LB O U R N E CO N V E N T I ON & E X HI B I T I O N CENTR E ON RE

T I CKE TS N OW ON SA L E

ASS OC I AT I ON PARTNE R S

EDGE PROTECTION

WITHOUT DRILLING

NON-DRILL IS DELIVERING INNOVATION THAT ELIMINATES THE RISKS ASSOCIATED WITH DRILLING INTO PRECAST AND IN-SITU CONCRETE STRUCTURES WHEN INSTALLING TEMPORARY OR PERMANENT HANDRAIL SYSTEMS.

W

hen it comes installing temporary or permanent handrails, drilling holes in precast concrete has for years been standard practice.

Dust, safety and project delays were all issues that NON-DRILL founder Paul Breen felt needed to be addressed, believing that there had to be a better way.

Handrail installations can be a slow, arduous task and can sometimes involve hitting steel, exposure to dust and

reworking mistakes. Furthermore, there are some elements that can degrade over time, such as rusting.

These issues pushed Mr. Breen, a construction industry veteran, to come up with a simple, innovative solution that avoids drilling when installing handrails.

The solution, known as NON-DRILL, is a patented clutch system that can change the installation of handrails for a construction project.

Notably, the simplicity of the solution is its

greatest strength. NON-DRILL handrail posts are attached to the existing precast lifting anchor by a clutch system which simply hooks onto the anchor and twists into place. The system also has a vast range of connections for various different anchors.

Precast concrete structures have to be made to last depending on the contract, which can be from 50 up to 100 years.

However, once a precast panel is drilled into by the contractor, the steel could be compromised.

NON-DRILL is an innovative solution that avoids drilling when installing handrails in precast concrete structures.

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SAFETY

NON-DRILL handrail posts are attached to the existing precast lifting anchor by a clutch system.

“AUSTRALIA PRIDES ITSELF ON HAVING A GOOD REPUTATION FOR LONG CONCRETE LIFECYCLES, AND NON-DRILL IS HELPING TO KEEP THAT UP AS WE ARE ELIMINATING DRILLING FOR HANDRAILS AND THEREFORE ELONGATING A PROJECT’S LIFECYCLE.” “If the steel is exposed, it could degrade quicker which could bring the lifecycle of the concrete down,” Mr. Breen says.

“Australia prides itself on having a good

NON-DRILL simply hooks onto the existing anchor and twists into place.

reputation for long concrete lifecycles, and NON-DRILL is helping to keep that up as we are eliminating drilling for handrails and therefore elongating a project’s lifecycle.”

Safework Australia deems working at heights a high-risk activity. The simple and safe securing of the NON-DRILL handrail system works to eliminate this risk as well as others.

“If handrails are not attached properly or put up correctly, this can open up a project to major risks,” Mr. Breen says.

Mr. Breen recognised the lifting anchor is one of the strongest parts of the precast structure and by connecting handrails to the anchor, safety is increased for workers relying on handrails at height.

Silica dust is another hazard for the construction industry. Mr. Breen says NON-DRILL eliminates the risk of dust exposure as well as other personal injuries associated with hitting steel.

Labour costs are also a consideration, Mr. Breen says, with an average of 12 NONDRILL handrail posts able to be installed in five minutes.

The NON-DRILL solution is certified to Australian standards and has been used on some major projects around the country such as the West Gate Tunnel Project and the Sydney Metro.

Bridges are just one of the project types using the NON-DRILL system. Mr. Breen says trying to secure edge protection can be a real challenge and contractors rely on a lot of manual work to get the spacing of the rail right.

For the West Gate Bridge, the anchor placement was chosen for the precast segments in the design phase. This removed the risk of human error.

“Everyone is looking for cheaper and easier ways to perform jobs on site, but quicker and easier is not always safer. This is why it was important for NON-DRILL to be certified to Australian standard and can be implemented in the design phase,” Mr. Breen says.

The company has sought independent product testing by licensed engineers to ensure it meets Australian standards for steel grades.

NON-DRILL posts leave no damage upon removal to the surface of the structure other than the anchor points. The posts can then be reused on any other precast projects.

Every precast product has a connection point so people can use this system for speed signs, jersey barriers, gawk screens, drop down posts and other applications.

In 2018 the product won ‘Best solution to an identified workplace health and safety issue – small business’ at the Safework NSW awards.

“It’s exciting to see that this Australian designed system has garnered global interest. We are showing no signs of slowing down, with a number of new solutions by NON-DRILL coming over the next few months,” Mr. Breen says.

The local innovation has already garnered significant interest from overseas and the company is in discussions globally with potential distributors.

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

55

The WestConnex construction team turned to precast concrete to construct an integral part of the infrastructure build.

PRECAST ON THE DOUBLE A PRECAST DOUBLE WALL SYSTEM MANUFACTURED OFFSITE SAVED CONTRACTORS TIME AND RESOURCES ON THE M5 MOTORWAY TUNNEL IN NEW SOUTH WALES.

P

recast concrete has traditionally been used in projects that have strict time and space restrictions.

Creating large wall structures onsite often uses a large amount of space and can require complex scaffolding arrangements and concrete pumping equipment.

The WestConnex was one such project with site and time restrictions. As a solution, the construction team turned to precast concrete to efficiently construct an integral part of the infrastructure build.

The WestConnex is one of Australia’s largest road projects, involving the construction of 33 kilometres of motorway to link west and southwest Sydney.

As part of the WestConnex, Sydney’s M5 motorway will be duplicated from Beverly Hills to St Peters, including the construction of twin underground motorway tunnels.

Located in Arncliffe, near Sydney Airport, the nine-kilometre-long twin tunnels began

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construction in July 2016 and are set to open to commuters this year.

CPB Contractors, Dragados and Samsung in a joint venture were awarded the build contract for the project by the WestConnex Delivery Authority.

One of the first challenges with any tunnel build is ensuring the tunnel has efficient and modern ventilation systems from earthmoving right through to the final product. On such projects it is crucial for contractors to meet strict global air quality standards to protect workers and commuters inside and outside of the tunnel.

To ensure the project met these standards, it was decided an exhaust vent and supply vent building were to be used to operate continually and in conjunction with each other for the M5 Motorway tunnel.

The exhaust vent building treats and removes used air (vehicle exhaust) from the tunnel, while the supply vent building

introduces new clean air into the tunnel.

Due to the limited space around the exhaust vent building, it was decided that undertaking formwork would be too difficult and pouring 12-metre-tall walls at full height in-situ was also an excessive challenge.

Precast concrete walls were used to create the exhaust vent building. As precast concrete is manufactured offsite, this proved an ideal solution for the space limitations on the M5 Motorway project.

In 2018, National Precast member Austral Precast was contracted to manufacture its double wall system for the exhaust vent building. The precast elements would make up the monolithic structure of the building.

Austral Precast State Sales Manager Sanket Das says the exhaust vent building was very tall, and there were restrictions with the amount of available space on the project to allow efficient construction activity.

“The project was also under strict

construction timeframes, and conventional formwork methodology would not have solved any of these challenges,” Mr. Das says.

Austral Precast had a six-month window for the project to manufacture the precast walls before they were transported to the site using a semi-trailer.

For onsite installation, a mobile crane was required to lift the panels into place using the designated lift points.

“The precast double wall system provided all the benefits of offsite factory production, with the client gaining a greater amount of space on the construction site,” Mr. Das says.

The large and lightweight panels, not often used for infrastructure, proved to be the perfect solution for this project.

The panels are created to provide an offform, ready-to-paint finish, meaning once the panels were installed, the ventilation building was ready to go.

The panel system consisted of two precast concrete reinforced concrete shells that were connected by a reinforcement-bar lattice girder. This established a cavity between the two shells, which has been used as a solution for load-bearing walls, and formed a solid concrete structure once the cavity was filled with premix concrete.

“Supporting the structure initially was a challenge, as each of the walls were about 13 metres tall and we needed the right support for the building during construction,” Mr. Das says.

“We coordinated with industry experts and a temporary works engineer designed

National Precast Member Austral Precast was contracted to manufacture a double wall system for the exhaust vent building.

Precast panels are created to provide an off-form, ready-to-paint finish.

the many bracing systems that we used to keep the panels in place before the void was filled.”

The double wall system weighs less than solid precast panels and saves on installation costs and time, as they are simply transported to site and craned into place.

It also eliminates the need for scaffolding as the structure is being built. On the M5 Motorway project, it enabled construction to

take place within the project’s boundary.

“There is about a 30 per cent weight difference between the double wall system and traditional precast panels because of the void inside the wall, which makes the structure easy to construct,” Mr. Das says.

The system also increases safety by reducing onsite personnel during production and installation.

“The amount of access equipment and infrastructure you need onsite to be able to construct such a wall is heavily reduced because of the double wall system. It’s a complete offsite production before installation,” Mr. Das says.

He says building a 13.5-metre wall conventionally would take an extended amount of time and significant manual effort.

“Because we are manufacturing the panels in a factory, we are doing it in controlled conditions and not subject to the varying conditions on a project site.

“The double wall precast system is a very solid structure from an engineering point of view, because there is a void filled with concrete and there is continuity between all of the precast panels. It was a great option for a project like the M5 Motorway tunnel,” Mr. Das says. roadsonline.com.au

57

CONTRACTS TENDERS & TENDERS CONTRACTS

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. QUEENSLAND Cross River Rail $40M contract awarded to local construction company Cross River Rail Minister Kate Jones has announced a $40 million contract for Cross River Rail has been awarded to Toowoombabased construction company Wagners. The deal, which is expected to span a nine-month period starting late next year, will see Wagners manufacture all of the precast concrete tunnel segments for the 10.2 kilometre rail line from Dutton Park to Bowen Hills. The segments will be made at the company’s facility at Wacol and will then be installed in the rail line’s 5.9-kilometre twin tunnels. These will stretch underneath the Brisbane river and CBD and tunnelling is expected to begin in 2021.

VICTORIA Job bank opens for North East Link contracts Registrations are open to build Victoria’s North East Link, with more than 10,000 jobs and millions of dollars in contracts on offer. The state government is encouraging sole traders and small and medium businesses to register for contract opportunities as the North East Link is built over the next eight years. According to Transport Infrastructure Minister Jacinta Allan, electricians, building trades, roof services, landscapers, form workers, carpenters, bricklayers and concreters are just some of the businesses being encouraged to register their interest.

NEW SOUTH WALES Sydney Metro shortlists three applicants for Barangaroo Station Following an expressions of interest process, Sydney Metro has shortlisted three applicants to move to the Request for Tender stage for Barangaroo Station. The three applicants shortlisted are Hutchinson, John Holland and Watpac. Sydney Metro is working in collaboration with Infrastructure NSW to deliver Barangaroo Station. The station will aim to improve access to the Walsh Bay arts and culture precinct as well as providing easy access to Barangaroo’s public, residential, commercial and entertainment areas and the new ferry hub.

Waterloo Metro Station $299M build contract awarded The NSW Government has awarded a $299 million contract to deliver the new Waterloo metro station. The contract will include the construction of an integrated development above and beside the station. The John Holland and Mirvac joint venture has been awarded the contract. As part of a value capture agreement on Sydney Metro, the NSW Government will receive $106 million from the joint venture for the air rights to develop the site. The new station is hoped to transform the new

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Waterloo area and the station will give customers more public transport options to improve connectivity across Sydney.

The Waterloo Metro Quarter concept comprises five building envelopes, which are three towers and two mid-rise buildings above and adjacent to the station.

ROIs open for Sydney road maintenance contracts Transport for NSW is seeking registrations of interest (ROIs) for the new Sydney Roads Asset Performance contracts for Greater Sydney. A shortlist of applicants will be selected from this process and invited to tender for the work. The ROIs will be open until Wednesday 25 March 2020, at 2.30pm. Transport for NSW Director of Project Implementation Matt Sweeting said the NSW Government’s vision for the contracts is for an integrated transport system that drives better outcomes for all customers.

The services required include, but are not limited to, routine and tactical asset management and routine maintenance for all road-related and intelligent transport systems (ITS) assets. It also includes tactical maintenance work including all road surface, ITS, bridge and tunnel assets, event management and asset recovery, and minor and complex improvement work.

Laing O’Rourke selected as lead contractor for NSW bushfire recovery The Federal and NSW Governments have announced they will share the costs of the bushfire clean-up on a 50:50 basis.

Residential and commercial properties destroyed by the recent bushfires in NSW will be the focus of the clean-up. This partnership follows the successful approach adopted by the Australian and Victorian Governments following the Black Saturday bushfires. Both governments have stated the cleanup is expected to run into the hundreds of millions of dollars, though a definitive number cannot be settled until the fires have stopped and all sites are assessed. Prime Minister Scott Morrison said the funding agreement was an important step to get the clean-up and rebuilding process moving and to help people get back on their feet.

INTERNATIONAL Contractor awarded Auckland airport infrastructure contract Auckland International Airport has awarded its Terminal Development Plan Fuel Diversion and Fuel Network Compliance Stage 2 and 3 contract to McConnell Dowell.

According to a McConnell Dowell statement, works consists of rerouting a new 600-metre section of existing buried steel pipeline fuel supply main to enable construction of a new domestic jet terminal baggage handling building. Additional works include excavation, civil repairs, mechanical repairs and replacing 1800 square metres of concrete apron.

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