AMRCN Vol.3 No.10

ACN 132 670 261

VOL. 3 NO. 10 April/May 2011

ABN 52 132 670 261

PRINT POST NO. PP424022/2324

ALL ENQUIRIES PHONE: (07) 5499 4441 EMAIL ENQUIRIES: admin@amrcn.com.au www.amrcn.com.au

Circulated to key personnel within all State Departments of Road and Infrastructure throughout Australia including their Regional Directors and Metropolitan Project Directors including their top personnel throughout their State. Key Civil Engineering personnel from all Australian Road Civil Engineering companies. Key Road Personnel within every Australian Local Government Council each issue

International praise for Woomargama Bypass Project See Full Details on Pages 4-9

Precast arches deliver for Southern Gateway Circulated to key personnel within all State Departments of Road and Infrastructure throughout Australia including their Regional Directors and Metropolitan Project Directors including their top personnel throughout their State. Key Civil Engineering personnel from all Australian Road Civil Engineering companies. Key Road Personnel within every Australian Local Government Council each issue

Publisher: AUSTRALIAN MAIN ROADS CONSTRUCTION NEWS PTY LTD ACN 132 670 261 ABN 52 132 670 261 Publisher:

Tom Cook

For All General Enquiries - (07) 5478 9432 Email: admin@amrcn.com.au

T

HE Southern Gateway Alliance, lead by Leighton Contractors, was established in 2007 to deliver the New Perth Bunbury Highway in Western Australia, consisting of 70km of new road and 19 bridges. 5 of the bridges involved a total of 5000sqm of Reinforced Earth TerraPlus abutment walls with unique pattern recesses to each panel.

In early 2009 the alliance was additionally awarded the Mandurah Entrance Road project.

The major elements of the Mandurah Entrance Road included 6.5km of 4 lane dual carriageway and two railway tunnels, one of which was an extension to an existing railway tunnel at Fremantle Road of some 170m length, and the other, a new 220m railway tunnel at Parklands.

In July 2009, Reinforced Earth tendered and was awarded the design and supply of the 220 lineal metres of TechSpan precast arch tunnel at Parklands. The arch tunnel was 17.5m span x 7.5m in height. Elements were 350mm thick, weighed 24 tonnes and were manufactured

with 50MPa concrete. Humes was awarded the 170m extension to the existing Fremantle Road tunnel which they had previously supplied. The reason for awarding the tunnels to two separate suppliers related to the tight program for track possession and arch installation though January 2010. Awarding to two suppliers gave the alliance partners some safety margin that the supply program could be met.

Reinforced Earth built four arch moulds to facilitate the arch supply program and engaged a local precaster to undertake the manufacturing.

An electrical consultant was also engaged, as reinforcement to the arches was required to be electrically earthed.

Arch manufacture for Reinforced Earth went reasonable smoothly once all 4 moulds were brought in to service and completion of arch manufacturing was achieved just prior to Christmas. Arch installation also went without any major problems being completed in 3 of the 4 weekend track possessions provided.

All Advertising Enquiries - Phone: (07) 5499 4441 Email: advertise@amrcn.com.au

Head Office: 14 Merriman Court, PALMWOODS QLD 4555 Postal Address: PO Box 1176, MOOLOOLABA QLD 4557 Facsimile: (07) 5445 9431

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We also publishe Australia’s Leading Power Industry Newspaper

Editorial Contributions Civil Engineering, Local Government Councils including all State Road Authorities are invited to submit editorial, photo input on any intermediate or major road infrastructure projects that they are involved with or are nearing completion, to appear in a future issue of the Australian Main Roads Construction News, free of charge to allow and inform our national readership of the many diverse road infrastructure projects currently being undertaken throughout Australia.

In the first instance, please contact the publisher, Tom Cook for further details on: (07) 5478 9432 or email: admin@amrcn.com.au Web: www.amrcn.com.au Page 2 - Australian Main Roads Construction News

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In this issue: • International Praise for Wommargama Bypass Project Pages 4-9 • Hunter Expressway Providing a faster connection between Newscastle and Lower Hunter Pages - 10-13 • Cut & Fill to complete Bass Highway Duplication Pages 14-15 • South Road Superway a Boost for SA Freight Page 16 • Spotlight - Flip Scrren Australia introduces new EXC180 Screening Attachment for Excavators • Safer Road Surfaces The 3rd International Road Surface Friction Conference Page 20 • Port of Napier debuts highly modified asphalt Page 21 • Northern Section of Ballina Bypass opens to traffic Page 22 • Aust. Road Services Directory Page 23

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Australian Main Roads Construction News - Page 3

In the ongoing process of major road construction throughout Australia there are always highlights, not least because those companies responsible for project delivery are very good at what they do and the current Hume Highway Woomargama Bypass Project is no exception.

International praise se for Woomargama Bypass Project T

he $265 million project in NSW, funded by the Australian Government, serves as an example of the extraordinary lengths taken by today’s road constructors to ensure that within the design and delivery process of a major project nothing is left to chance. In this instance, the construction partners, the Hume Highway Woomargama Alliance, headed by the NSW Roads and Traffic Authority (RTA), considered every finite detail from the outset whether related to the route alignment, value for money, design safety, the environment, sustainability or the community.

It was an all-encompassing and holistic approach to the design and delivery process involving all levels of RTA and Alliance staff that saw new design and construction standards set, resulting in an innovative, engineered solution which epitomizes the industry best practice in road building.

THE SELECTION PROCESS The Hume Highway is the main road transport link between Sydney and Melbourne and carries around a fifth of all interstate passenger travel between the two cities as well as over 20 million tonnes of road freight every year. The 880km highway linking Sydney and Melbourne also provides access to Canberra, Albury-Wodonga and many important towns along its route.

Woomargama is one of the last remaining villages/townships to be bypassed in the process of completing a four-lane dual carriageway along the full length of the Hume Highway (the others being Tarcutta and Holbrook).

The Hume Highway Woomargama Alliance (HHWA) was selected to undertake the task and combines the forces of construction giant, Abigroup Contractors and world class designers, Sinclair Knight Merz (SKM).

The RTA began the comprehensive planning process for the Woomargama Bypass in 2007 with an assessment of three strategic corridor options. The preliminary environmental investigations to determine the preferred route of the bypass included noise, traffic, heritage, visual and landscape, biodiversity, land use, surface and groundwater as well as socioeconomic studies.

Consideration was also given to local community issues and opinions and in February 2008, a value management workshop was conducted involving participants from

Page 4 - Australian Main Roads Construction News

the community, government agencies and consultants covering the appropriate technical areas of expertise. The workshop involved an evaluation of each of the route options (A, B and C) against a range of criteria. The criteria included the impact on property and residents; the environmental and cultural impacts; the safety of road users and the social and economic relationship between the town and the subsequent bypass.

As a result of this workshop Option C was eliminated and following further investigations, a supplementary workshop was convened in July 2008 to determine which of the two remaining route options would be selected.

Ultimately, Option B, referred to as the far western option, became the preferred choice.

Some of the reasons for this choice were that the route was shorter and better value for money and would have less impact on biodiversity, as it required less clearing of native vegetation, including riparian vegetation and box gum woodland. Option B also meant minimal cultural heritage and environmental impact and was in line with the local Council’s development strategy for the future of Woomargama.

In effect, Option B provided for a nine kilometre, dual carriageway bypass, to be located to the west of Woomargama approximately 50km north of Albury. The bypass would reconnect with the Hume Highway’s existing divided carriageways to the north and south of Woomargama.

Preliminary work on the bypass commenced in February 2010, with major construction started in May 2010. The project is expected to be completed by the end of 2011.

BYPASS DESIGN PROVIDES SAFE PASSAGE FOR ENDANGERED FAUNA The Woomargama Bypass will be a four-lane divided carriageway with a wide median and it will have a 110km/h speed limit. The project allows for two intersections, one to be located 6.5 kilometres north of Woomargama and the other, 1.5 kilometres south of Woomargama, with merging acceleration and deceleration lanes for access into and out of the village.

The route of the bypass will require twin single span bridges to be constructed over Sandy Creek and the construction of twin four span bridges over Mountain Creek. The intersection at Fairbairn Road will also be upgraded.

To accommodate the route, deep cuttings of up to 28 metres will be required through sections of the western slopes of Mount McKenzie.

The HHWA will also execute landscape and urban design treatments to minimise the visual impact of the bypass, as well as applying environmental controls to minimise impacts on nearby waterways and natural areas.

Of the 1.6 million cubic metres of earthworks to be completed the HHWA will drill, blast and crush around 322,000 cubic metres of rock.In addition to these operations the project requires the supply and placement of the following; • 2.75km of transverse drainage lines.

• 4.5km of pavement drainage pipes.

• 26km of subsoil pipes.

• 3,319 cubic metres of structural concrete.

• 105,000 cubic metres of paving concrete.

• 7,800 tonnes of asphalt.

• 4,000 tonnes of Dense Graded Base.

• 8,000 metres of barriers.

• 600,000 landscaping trees/shrubs.

The HHWA is operating its own hard rock quarry, Rockley Falls Quarry, to supply all the following quarry materials including; • 275,000 tonnes of earthworks material.

• 100,000 tonnes of concrete aggregate.

• 25,000 tonnes of washed manufactured sand for concrete.

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The HHWA currently has a team of 60 working within the site office comprising drainage, earthworks, quality, safety, environment, community and alliance health, survey and administration personnel. In addition, there are approximately 200 personnel working out in the field and in the Rockley Falls quarry including subcontractor teams. The HHWA also has a 30-strong Sydney-based design team, including members who have worked on the design since March 2009. Their role is to cover all aspects of roadworks, drainage and structures as well as environmental planning and approval conditions.

Late in the environmental assessment process, the endangered Brown Tree Creeper bird was identified in the area and this affected the significantly complete detailed design of the bypass. As the Brown Tree Creeper does not fly like typical birds, the project was required to build twin 17 x 6 metre concrete arches to facilitate its safe crossing of the highway.

Continued next page

Top: Aerial view of the southern end of the works.

Below left: Twin bridges under construction over Mountain Creek.

Below: Concrete Paving Works underway.

WOOMARGAMA BYPASS PROJECT CLOSE CALL REPORTING PROVIDES EXTRA ON THE JOB SAFETY

THE BIG CHALLENGES ON THE ROAD AHEAD Of course no matter how much planning goes into a project there are always potential challenges and the discovery of the Brown Tree Creeper bird late in the process was just one example where this was experienced on the project.

Unfortunately, two other identified major risks were also realised with the later than expected Project Approval and access to the project corridor due to delay in land acquisition, though the HHWA team was able to assist the RTA to effectively mitigate the ongoing effects of these delays to the programme and the schedule remained on course.

The preliminary work proved particularly challenging with 29 heritage locations identified along the project corridor. The majority of these required archaeological salvage simultaneously with the establishment of the works. The largest heritage area measured 600m x 230m.

Further challenges during major construction arose in managing clean and dirty water runoff from the highly dispersive soils and areas of steep topography through which the project alignment traverses. This factor made the process of erosion and sediment control management far more complex.

The environmental challenges were further compounded with rainfall of more than double the normal average occurring over the period of construction to date. The HHWA’s integrated approach to earthworks construction and environmental management meant that despite the rain, construction activities were able to recommence very quickly after any rain delay.

The success of this strategy was demonstrated in October 2010 when the site experienced a 1 in 200 year storm event on a Friday, yet earthworks operations still recommenced on the following Monday, with only minor tidy up and maintenance activities required.

BYPASS DESIGN PUTS SAFETY FIRST The HHWA led a comprehensive Safety in Design process and has engaged key stakeholders throughout the process from concept design through to construction. The process consisted of meetings with RTA functional groups, RTA technical personnel and featured a series of structured workshops with construction, safety, design and maintenance personnel contributing.

The Safety in Design process was extremely advantageous because it ensured that the constructability, functional and end user requirements were considered at all times within the design review process. As both the owner of the asset and the client, RTA personnel were engaged and represented at all levels from maintenance staff to senior management.

The process produced two significant innovations that will provide an ongoing safety benefit to the community. Firstly, building on a previous intersection improvement process, new intersection layouts were developed for the town entrances at Woomargama. This new design will provide both a visual significance and superior safety in operational mode.

The intersections will incorporate enhanced acceleration and deceleration facilities while reducing the number of conflict points in the median.

The second safety innovation involved the design of water quality basins which pose a drowning hazard when full, both during construction and operational phases. HHWA has incorporated a one metre wide bench, 400mm below the maximum water level to ensure that, should someone fall into the water, they will only be in water at a knee high depth.

The overall approach to the Safety in Design process employed by the HHWA was recognised within the SKM organization, with the project being awarded the SKM World Safety Day – Global Award.

Above: Bulk Earthworks in progress in the major cutting.

Below: Batters being progressively revegetated

At the outset of the project the HHWA made a firm commitment ‘for everyone to return home safely everyday’. In order to deliver on that commitment, management proactively set to work on developing a culture where the project team saw the value in, and felt comfortable to, report close calls. Taking a view that the project has nothing to hide, the open and honest reporting of all close calls means that the project team has a better opportunity to understand what is really happening in the field, and where an incident or injury might be about to happen.

Having this quality of insight gives the project team the opportunity to proactively intervene to better prevent incidents or injury.

The implementation of this philosophy means that in practice the HHWA ensures that it is informed of any close call or near miss on a daily basis. Immediate action is taken at the time of the close call where appropriate, and then each event is reviewed by the project management team. Trends or key issues are then identified, and further subsequent action is taken in consultation with the field teams and safety committee as much as possible.

This effectiveness of the approach taken has been proven in the engagement shown by the project team, and has directly contributed to a strong safety culture on the project.

The significant value of this initiative, and the effectiveness of its implementation, was recognised with the project being awarded with the Abigroup Managing Director’s Safety Award for 2010.

In addition, the project team’s overall approach to safety was further recognised

by SKM, with the project also receiving the SKM CEO Safety Innovation Award for 2011.

Continued next page

PIPE WORK SPECIALISTS Drainage Stormwater Sewer Mains PROUD TO BE ASSOCIATED WITH THE WOOMARGAMA ALLIANCE PROJECT.

PHONE: (02) 60 413336 FAX: (02) 6041 3372 MOB: 0413 476 468 142 NORTH ST ALBURY 2640 NSW

Water Mains Concreting General Earthworks Experienced Staff

EARTHMOVING EQUIPMENT AND TRUCK HIRE

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Australian Main Roads Construction News - Page 5

WOOMARGAMA BYPASS PROJECT this task delivers water to three large water storage dams along the project alignment. However, the team wanted to minimise the water used on the project and devised a method to capture and re-use dirty water runoff from the site.

This was achieved by plumbing into 24 of the 28 sediment basins to the supply pipeline so the team could effectively pump water from the basins back to the water storage dams, using the out-flow pipeline. Using this method, captured dirty water could be saved rather than normally being treated and discharged off site. It also reduced the need to import water from offsite.

Continuing the desire to develop more sustainable solutions, the project team was also able to develop a viable street lighting design using solarpowered streetlights for the two intersections on the project. This outcome was acceptable for the client.

ENVIRONMENTAL MEASURES SET NEW STANDARDS The project’s commitment to deliver outstanding environmental outcomes has resulted in a number of significant environmental innovations.

Reducing greenhouse gas emissions was a priority and although the HHWA, due to the lack of mains power, had no option but to utilise generators to power the site office compound and laboratory, the project team sought a better solution. To achieve that end the HHWA engaged a 100% biodiesel powered generator as a viable alternative to conventional diesel powered generators. The resulting power source was the first of its kind to be used in this type of application in Australia. To date, the project has saved in excess of 384,000kg of CO2 gas emissions as at the end of March 2011.

Most recently, a second major achievement was made in March 2011, with the site generators being formally recognised by the Office of Renewable Energy Regulator (ORER), allowing the project to commence trading of Renewable Energy Credits. This is the first mobile power station to be registered as a Renewable Energy Generator using 100% Biodiesel fuel.

The HHWA is also collaborating with the RTA and industry to facilitate a field trial of alternative cement products in their rigid concrete pavement. It is apparent that significant environmental benefits are possible with a reduced requirement for raw cement.

Considering the amount of concrete used throughout Australia this particular initiative could lead to a dramatic improvement to the nation’s environment.

Due to the inevitable lack of adequate water sources available for construction, the project team was required to pump water significant distances from off site. The pipeline used for

Progressive revegetation a significant focus for the HHWA team.

WOOMARGAMA PROJECT RECEIVES INTERNATIONAL AWARD When you consider the numerous measures taken by the HHWA and the RTA in their pursuit of excellence and the new benchmarks set by the team particularly with respect to the environment, it comes as no surprise that the project has also been recognised on the global stage.

In February 2011, the HHWA was presented with the International Erosion Control Association’s (IECA) Environmental

Excellence Award. The presentation of this premier international award took place at the IECA Annual Conference in Orlando, Florida.

It was a significant event attended by 2000 delegates and 150 exhibitors from around the world. The HHWA received this prestigious award due to its innovative responses to erosion and sediment control management.

It was a fitting outcome because at the outset, the HHWA’s intention was to set a new benchmark in environmental management, specifically in sediment, erosion control and construction sustainability.

Speaking of the award, HHWA Alliance Manager, Courtney Hoops, stated, “We are particularly excited to be recognized by the IECA for environmental management. This project team has been remarkable in its strong desire to innovate, and by its commitment to deliver truly outstanding environmental outcomes. The team’s initiatives have seen erosion and sediment control measures, amongst other environment and sustainability initiatives, widely commended. This was achieved even in the face of close-to record breaking rainfall. Winning an award of this calibre, in an area of our work that is of critical importance to us and our businesses, is something we are all very proud of.”

Pictured left: Jonas Ball (Environment & Sustainability Manager) & Courtney Hoops (Alliance Manager) receive IECA Award.

WOOMARGAMA SCHEDULE REMAINS ON TRACK At the time of writing the HHWA reported that, 62% of overall construction had been achieved by the end of March 2011.

Despite the impact of extraordinary weather events including heavy rainfall, the project remains on schedule and it is to the credit of all involved.

When completed, the Woomargama Bypass will provide significant benefits for motorists and the local community. The bypass will remove most heavy vehicles from the village and improve pedestrian safety along the current Hume Highway route through the village.

The bypass will also save travel time and fuel for motorists travelling between Sydney and Melbourne. Apart from improving overall road safety, local traffic will be separated from the busy Hume Highway and the Woomargama village will be a much more peaceful place.

There is much more that could be written about this project and the various innovations developed to support the team’s pursuit of excellence throughout all areas of the project.

But at the very least, the RTA, Abigroup and Sinclair Knight Merz should be commended, because there is no doubt whatsoever that the Woomargama Bypass has already delivered new benchmarks in world’s best practice and it will serve as an outstanding example of major infrastructure delivery when, as anticipated, it is completed by the end of 2011.

Milbrae ... the equipment and people to take your projects forward ■

Supplying all quarry products throughout the Riverina

■

Mobile Crushing Plants working throughout Australia

Proud to be involved with the Woomargama Alliance Project PO Box 225 Leeton NSW 2705 Page 6 - Australian Main Roads Construction News

Based in the Riverina region of NSW Milbrae Quarries is a successful company with a history of stability, excellent client relationships and a culture of workplace safety, innovation and quality.

Over the years Milbrae Quarries and its associate Area Pre-Mix have become the Companies of choice for quarry materials, contract crushing & quality concrete.

Employing 80 people with expertise in the quarry, concrete, mining crushing process and civil industries, Milbrae have the equipment and people to take your projects forward.

With several modern mobile crushing plants Milbrae can cater for your large Roadbase & Aggregate supply projects or mining process crushing

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requirements anywhere throughout Australia.

The Milbrae Transport Division consists of a fleet of 14 Kenworth trucks in various configurations from truck & dog to B-double side tippers & road trains and is renowned for its reliable supply of quarry products to client’s sites within the Riverina.

The Concrete supply arm of the business, Area Pre-Mix APM has concrete plants in Griffith, Leeton, Narrandera and a Mobile Batch Plant that enables on site production for large developments.

Area Pre-Mix is serviced by a fleet consisting of 13 concrete trucks, Tippers of various sizes, Crane truck, 2 Bulk cement tankers and 2 concrete boom pumps.

WOOMARGAMA BYPASS PROJECT

Stabilco - A Stabilising Environmental Influence Stabilco’s reputation is built on their results from small jobs to major infrastructure projects.

W

hether it’s providing stabilisation for the Hume Highway Woomargama Alliance, road recycling or rehabilitation to Mining Hardstands and Haul Routes to Irrigation Channels and Farmers’ Dams, there’s no doubt that Stabilco’s influence stretches right across the country and has done for the past 30 years.

As part of the Stabil-Lime Group, that was one of the founder members of the Australian Stabilisation Industry Association (Austab) and THE longest running stabilisation company in Australia, Stabilco provides soil and pavement stabilisation. It’s a family owned business and perhaps this is why it is passionate in its approach to what it does best because it does so, with a sense of duty towards its own industry, its own clients and the environment.

The technology behind the art of stabilisation is critical with regard to any piece of infrastructure for its own long term sustainability. But in its application it has the capacity to enhance and sustain the environment that we build on.

This is why the team at Stabilco has spent many years developing new techniques as well as researching various products and methods to ensure that stabilisation of both soil and pavement is far more than just environmentally friendly. Along the way Stabilco refined the specialist technique of drying soil to reduce moisture susceptibility and increasing sub-grade strength in a single working day by utilising insitu stabilisation.

The company believes that both the project and the environment will benefit greatly when in-situ stabilisation is performed. For instance; in-situ soil stabilisation allows existing on-site material to be used, strengthened and renewed which in turn eliminates the need for land fill

sites to house exported material from the site. In effect it’s a method of recycling and the collateral benefits are numerous.

By using existing on-site material it can eliminate the need for importing virgin aggregates and therefore prolong the life of natural resources. It also means that along with the reduced need to import construction materials there’s a reduction in heavy vehicle construction traffic. In turn this reduces vehicle emissions and the deterioration of the surrounding road network.

Of course construction companies are well aware of the importance of stabilisation of both soil and pavement. In the case of soil, apart from the environmental benefits outlined above, in-situ stabilisation of the sub-grade improves consistency of the strength and density of soft unstable areas and provides a cost benefit in terms of the reduction in upper pavement design. As we know, when you build anything you need to do so on a strong foundation and the stabilisation of site-won materials are often the equivalent replacement for sub-base or even base material

which represents a further cost benefit.

In-situ stabilisation for the rehabilitation of existing pavements is also beneficial because it allows continuous mixing on-site, therefore reducing disruption to through traffic and the need for extra strategic and logistical project management.

Several kilometres per day can be stabilised and sealed the following day avoiding the need and the disruption that can be caused by the many loads of virgin crushed rock delivery by truck.

Variable width stabilising equipment means that shoulders are rejuvenated and sealed without disturbing the existing road lanes. This prolongs pavement life and provides a safer carriageway.

Saturated, wet sites can also be treated to provide a working platform for project continuation during periods of rain.

Stabilco is a seasoned performer and as a Group employs around 200 personnel including 10 qualified engineers. The company has a wealth of experience in the art of stabilisation having contributed to projects throughout most states and territories in Australia. This includes stabilisation for busy city projects and working in remote mining sites in WA and NT as well as provided their range of services for both local and state government authorities.

Stabilco operate and maintain a large fleet of specialised vehicles and plant which means that they can select the right machine for every project. All plant is strictly maintained to avoid

any loss of time on the job due to machinery faults and to ensure that machinery is always available at short notice.

Apart from involvement in major infrastructure projects, the Stabilco team can truly say that no job is too big or small, having applied stabilisation for Irrigation Channels, Wheat Bunkers, Mining Haul Roads, Chook Pens and Horse Training Facilities.

The Stabilco team is large enough for any job but applies itself in a cost conscious manner, aware of a client’s budget constraints and responsibilities. All stabilisation work is executed with discipline and the application is strictly quality controlled.

Stabilco has recently contributed to the Woomargama Bypass currently under construction by the RTA and the Hume Highway Woomargama Alliance. Woomargama is one of the last townships to be bypassed in a project that will result in the busy 800km Hume Highway being transformed into a complete four lane, dual carriageway from Sydney to Melbourne.

Stabilco’s contribution included creating a hard stand area for the concrete batch plants and lime stabilisation of the soft sub-grades.

This has enabled a reduction in the amount of excavation required by increasing the strength of the sub-grade and reducing the expansive nature, moisture susceptibility and PI content.

The Stabilco team has provided cement stabilisation for the tie-in areas to increase their strength and the efficient application served to reduce the time required for dry back of c/rock.

The team was also able to dry out wet fills and this allowed for less interruption to the flow of work.

Stabilco recently performed similar work on the Table Top section of the Hume Highway/ Freeway.

Stabilco’s reputation for excellence in the delivery of world-class stabilisation technique has long been established. For more information visit; www.stabilco.com.au

PO Box 61 Baddaginnie VIC 3670 T 03 5763 2428 F 03 5763 2458 E l.kiley@stabilco.com.au W www.stabilco.com.au

Australia-wide Stabilisa on Specialists

Stabilco Pty Ltd • • • •

Provides soil and pavement stabilisa on.

Saving me and money and improving the strength, durability and consistency of the sub grade and pavement.

Recons tu ng exis ng pavements reduces the environmental impact of road construc on thus reducing your carbon footprint.

Specialise in wet mixing of pavements, saving significant amounts of water and me. www.amrcn.com.au

Australian Main Roads Construction News - Page 7

WOOMARGAMA BYPASS PROJECT

The Australian Reinforcing Company (ARC) Woomargama Bypass Case Study T

he $265 million Woomargama Bypass will improve road safety and save fuel and travel time for vehicles travelling between Sydney and Melbourne.

ARC’s skilled team of engineers, designers and schedulers worked closely with the project team to produce 520 tonnes of steel reinforcing and 36 tonnes of mesh.

THE PROJECT The Woomargama Bypass is one of the last remaining town bypasses in the 32 kilometres Hume Highway duplication project.

Woomargama is approximately 50 kilometres north of Albury.

The 9 kilometres Woomargama Bypass is under construction to the west of Woomargama and includes twin bridges over Mountain Creek and Sandy Creek and two ‘at-grade’ intersections.

The total construction involves 1.6 million cubic metres of earthworks and 200,000m2 of concrete pavement.

The bypass will improve road safety by diverting most heavy vehicle movements from Woomargama, which currently carries approximately 2,000 heavy vehicles per day.

It will also save travel time for motorists with its 110km/h speed limit and is scheduled to be completed by the end of 2011.

Features of the project: • Merging acceleration and deceleration lanes, for access into and out of Woomargama • Deep cuttings of 15 metres or greater through sections of the western slopes of Mount McKenzie • Landscape and urban design treatments to minimise visual impact • Environmental controls to minimise impacts on nearby waterways and natural areas.

The Hume Highway Woomargama Alliance was formed to design and construct the Woomargama bypass. The alliance team comprises the NSW Roads and Traffic Authority, Abigroup and Sinclair Knight Merz. ARC is a supplier to Abigroup.

ARC manufactured and supplied 520 tonnes of reinforcing steel for the piers, abutments, approach slabs, drainage pits and paving at its site in Victoria. A significant amount of accessories were also supplied to the project on an ‘as-needs’ basis.

Page 8 - Australian Main Roads Construction News

EXPERIENCE THE KEY TO MEETING PROJECT CHALLENGES With more than 90 years experience in steel reinforcing, ARC met the project challenges of suppling steel reinforcing products including abutments, piers, diaphragms, decks, approach slabs, culverts, drainage pits, batching plant and paving.

ARC’s experienced schedulers made the project more efficient with planning, load compiling, organising design issues and managing 14 different contacts.

Vatz Grzes, ARC’s Engineering Scheduler for the Woomargama bypass, says communication between the various contacts was fundamental to ensuring the fast-tracked project stayed on schedule.

“The ARC project team has maintained a close working relationship with the Hume Highway Woomargama Alliance. Sometimes we had to communicate with the various contacts a few times daily to get the drawings, information and to solve problems and ensure we were comfortable with the outcome.”

Mr Grzes says ARC’s flexible and proactive attitude ensured the smooth delivery of reinforcing steel to the site.

ARC also developed a range of solutions for the project that reduced risk, man-hours and cost both on and off site. Experienced ARC schedulers ensured the project remained cost efficient despite its remote location – 50 kilometres north of Albury.

“The biggest challenge was that the project was very remote. We had to put our heads together to make steel reinforcing deliveries as practical as possible. We always tried to avoid loading single elements but where necessarily we compiled loads in two-to-three trips because of safety issues.”

Mr Grzes says using ARC’s specialist experience, some of the steel reinforcing was prefabricated in the factory and then delivered to the site.

ARC also supplied steel reinforcing for the project’s two twin bridges: Sandy Creek Bridge (32 metres long) and Mountain Creek Bridge (129 metres long).

Accessories supplied to site included tie wire, plastic continuous bar chairs, plastic fastwheel, plastic slab on ground spacers and plastic clipfast spacers. ARC also supplied mechanical couplers, galvanized steel, bent mesh and saw cut bars.

AN ICONIC HISTORY ARC has manufactured and supplied steel reinforcing to large-scale infrastructure projects

across Australia for the last 90 years. ARC was the first company to manufacture steel reinforcing and fabricated mesh in Australia, and remains a proudly Australian owned business.

Iconic projects supplied by ARC include the first Gateway Bridge, Brisbane’s Goodwill Bridge, Melbourne’s Westgate Bridge, Snowy Mountain Hydroelectricity project, Gladstone Alumina Refinery, the Sydney Opera House, Sydney Harbour Bridge, MCG, Melbourne Crown Casino, Sydney Olympic Stadium and Hobart’s Tasman Bridge.

For more information please call ARC on 131 557 or visit the web: www.arcreo.com.au

PROJECT DETAILS: Total project values: $265 million ARC project value: $623,000 Reinforcement volume: 520 tonnes of steel reinforcing and 36 tonnes of mesh

Mansfield focuses on Quarrying

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ansfield Constructions Pty Ltd, commenced operations in 1989 under the name of Bells Earthmoving Pty Ltd. Specialising in Civil Contracting works Bells Earthmoving quickly grew from a one-man operation to employing over 30 local staff and operating 25 pieces of plant.

In 2000 Bells diversified its activities with the purchase of Mansfield Pre-Mix Concrete which included several quarry sites.

During the next seven years Mansfield Constructions Pty Ltd continued to expand its quarrying and mobile crushing divisions and in 2007 made the bold decision to sell the civil contracting and the concrete divisions and focus future activities on quarrying, sale of quarry materials and contract mobile crushing and screening, including processing of hard and green waste.

In 2007, over 5 million dollars was spent on the acquisition of additional mobile plant, enabling the company to continue expanding and undertake a more diversified range of contract crushing works.

Today Mansfield Constructions Pty Ltd now operates six quarry sites and up to 9 mobile crushing and screening crews, with an extensive list of mobile plant and crushing and screening plant.

Mansfield Constructions Pty Ltd has been heavily involved with Abigroup in crushing on site material for the Hume Highway upgrades since 2008. To meet the Abigroup production targets, 4 crushing crews were used with a total of 20 pieces of plant. With the use of state of the art crushing and screening equipment, Mansfield Constructions was producing up to 1,400 tonnes/hour during the Woomargama project. Over 1 million tonnes of material was crushed in the Woomargama Bypass alone.

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Reinforcing steel is just one of our strengths.

Each year, ARC supplies up to 400,000 tonnes of reinforcing steel to projects all over Australia.

With 30,000 customers Australia wide many rely on our project services team to manage their reinforcing steel needs.

Our Scheduling Team provides the most efficient scheduling solutions. And computer-generated schedules and reinforcing tags, AS3600 and AS/NZS4671 compliance for materials, shapes and cog lengths ensures nothing is left to chance.

Our Project Managers develop and oversee the optimal solution for your project – beginning to end.

Our Estimators produce quotes you can absolutely rely on. Our reputation is based on their complete attention to detail.

And finally, delivery. We consider everything. Site access, weather contingencies, truck configuration and of course safety. On spec, on time.

Our many strengths enable us to handle your project’s reinforcing steel needs expertly and efficiently, beginning to end. So talk to a company that goes to extraordinary lengths to do it all.

Talk to ARC today.

Call 131 557 or visit arcreo.com.au

WE GO TO EXTRAORDINARY LENGTHS

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Australian Main Roads Construction News - Page 9

HUNTER EXPRESSWAY

Image supplied by RTA

Hunter Expressway Providing a faster connection between Newcastle & the Lower Hunter

I

n May 2009, funding was announced for the new $1.7 billion Hunter Expressway between the F3 Freeway near Seahampton and the New England Highway, west of Branxton.

The completed project will include six grade-separated interchanges and will provide 40 kilometres of four-lane divided carriageway.

The Australian Government is investing $1.5 billion and the NSW Government contributing up to $200 million towards the project.

The project is being built through two contracts, with the eastern section (F3 Freeway to Kurri Kurri) being built as an alliance contract and the western section (Kurri Kurri to Branxton) as a design and construct contract.

The eastern section alliance is with Thiess, Parsons Brinckerhoff and Hyder Consulting.

Work officially started on the eastern section on 11 August 2010.

Upcoming work in the eastern section includes: • Mine void treatment work beneath the Sugarloaf Range and the F3 Freeway Interchange.

• Building site access intersections on John Renshaw Drive, George Booth Drive and Buchanan Road.

• Earthwork and building bridges on John Renshaw Drive, Surveyors Creek, Wallis Creek, Sugarloaf Range, Newcastle Link Road and Buchanan Interchange.

• Diversion of John Renshaw Drive traffic to a temporary sidetrack at Buchanan.

• Vegetation clearing.

• General earthwork and installation of stormwater drainage.

• Continued relocation of existing utility services (electricity, gas, telephone).

The relocation will be coordinated with the relevant utility authorities.

• Installation and maintenance of environmental controls.

• Fencing adjoining properties.

Abigroup Contractors Pty Ltd and the RTA signed the design and construct contract for the western section on 29 October 2010. This 27 kilometres of four-lane divided highway includes building two full interchanges at Kurri Kurri and Branxton and two half interchanges at Loxford and Allandale.

The Hunter Expressway is scheduled to be completed in 2013, weather permitting, and will provide a new, faster east-west connection between Newcastle and the Lower Hunter.

Image supplied by RTA

Major work started on the western section in mid-April 2011, with key features being: • Building 27 kilometres of four lane road • Four interchanges (two full interchanges, two half interchanges) • Five twin bridges • Eight bridges that traverse the new expressway • Heavy vehicle rest areas for eastbound and westbound heavy vehicles • Fauna fences and underpasses.

The new Hunter Expressway will: • Cut travel times between Newcastle and the Hunter by an estimated 28 minutes.

• Improve the efficiency of the national network.

• Provide a more direct and efficient route for freight movements between the Upper Hunter and the Port of Newcastle.

• Reduce the number of heavy vehicles travelling on the New England Highway through towns such as Branxton and Maitland.

• Relieve congestion on the New England Highway between Weakleys Drive and Branxton.

• Potentially reduce between 15,000 and 30,000 vehicles per day on the New England Highway.

• Support the growing Hunter region, where traffic is forecast to grow around four per cent a year.

• Meet the growing freight task of the region.

Image supplied by RTA

Further information regarding the project is available on the RTA’s website: http://www.rta.nsw.gov.au/constructionmaintenance/ majorconstructionprojectsregional/hunter/f3_branxt on/index.html

Proud to be associated with the

Hunter Expressway Alliance

Construction Railway and Tunnelling Deformation and Monitoring Mining and Resources Laser Scanning

Sydney Brisbane Perth Melbourne Gladstone

Page 10 - Australian Main Roads Construction News

✆ 1300 764 160 info@geo-metric.com.au www.geo-metric.com.au

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HUNTER EXPRESSWAY

Image supplied by RTA

Hunter Expressway ... the biggest single road project in NSW W

ith Australia’s overall freight load expected to double by 2030 and triple by 2050, the Hunter Expressway is a critical plank in the Gillard Government’s $37 billion National Building Program which, through targeted funding of new rail and roads, is preparing Australia for a period of considerable economic expansion.

The Hunter Expressway will connect the F3 Freeway to Branxton via Kurri Kurri. Work on the 13 kilometre east section from the F3 to Kurri Kurri began last year and is being carried out by the Alliance consortium made up of Thiess, Parsons Brinckerhoff and Hyder Consulting. The contract for the longer 26.6 kilometre western section from Kurri Kurri to Branxton was won by Abigroup Contractors and work is due to begin shortly.

It is the biggest single road project in NSW and, at a cost of $1.65 billion, the most expensive. But when it is finished in two years time, the new 40 kilometre four-lane Hunter Expressway will make a big difference to the daily lives of people living and working in the region.

For a start, the residents of Thornton, Maitland and Rutherford will be able to move around their towns without facing the daily congestion caused by the large trucks and other vehicles currently competing for road space. At present, an estimated 60,000 vehicles use the existing route along the New England Highway but once the new expressway is open in 2013, the number of vehicles is predicted to fall to 30,000.

It will also vastly improve travel times for commuters and business operators in the region, cutting up to half an hour off the trip between Newcastle and the Hunter. This means more time for families to spend together and less time stuck behind the wheel of a car, truck or delivery van.

Critically, the Hunter Expressway will also improve the capacity for economic growth with the faster passage of people and commodities across the region and between the Hunter Valley and Sydney. The Hunter Valley generates $28.5 billion in economic activity each year with most recent figures showing growth of four percent per annum, compared to 2.6 percent for NSW and 3.7 percent for Australia as a whole.

The Hunter economy is expected to continue this rapid growth trajectory in response to ever-increasing demand for coal from China and India. The Government is providing $580 million to improve the Hunter Freight Rail Network so that commodities can flow more freely to Port Waratah.

Those building the Hunter Expressway face an unusual challenge – protecting the new work from subsidence from the labyrinth of underground tunnels, remnants of the area’s coal mining past. A 60-person team is injecting 200,000 cubic metres of grout into the tunnels, some of which are 120 metres underground.

About 1300 construction workers, general staff and subcontractors will be employed directly on the expressway with flow-on effects for businesses right across the Hunter region.

Construction materials and landscape supplies will be sourced locally wherever possible, creating opportunities for a large range of suppliers and service providers.

There are Aboriginal employment programs with 13 Aboriginal staff already engaged as carpentry apprentices, construction trainees and in other positions. A university undergraduate program supports work placements for engineering students as well as internships and scholarships through the University of Newcastle with several new engineering graduates employed to learn on-the-job skills alongside more experienced industry professionals.

The Hunter Expressway is one of more than 100 new road projects funded by the Gillard Labor Government across Australia as part of the Nation Building Program. When Labor was elected in 2007, Australia’s infrastructure investment was in a parlous state. Australia ranked 20th out of 25 OECD nations when it came to investing in public infrastructure as a proportion of national income.

Put simply, many of our roads and rail networks were not capable of meeting the demands of the rapidly growing Australian economy. When the financial crisis gripped the globe in 2008, the Federal Government acted decisively by accelerating many of the road and rail projects. This fuelled investment throughout the economy and now, almost three years later, Australia has avoided recession and is in the process of building a much improved transport network.

Figures just released by the Bureau of Infrastructure, Transport and Regional Economics show some impressive results.

Average infrastructure construction between 2007/08 and 2009/10 was almost double the average for the previous 11 years in real terms (from $28 billion to $54 billion per year). The figures also show the public sector working with the private sector, with much of the public sector investment in the hands of private sector contractors.

Recently, I launched a draft national freight strategy showing a way forward for a faster, better-integrated national road and rail network. Once submissions to this draft strategy are assessed, the Federal Government will work hand-in-hand with state and territory governments to implement it.

All concrete cutting and Diamond core drilling requirements including Grinding & Scabbing (for trip hazards), Floor polishing, Joint sealing, Wire sawing, Wall sawing and Concrete remedial work.

We have the latest technology in concrete span cutting specially made for highways and airports.

Over 25 years experience in major highway projects and all aspects of concrete cutting.

The Government, in partnership with the States, is also in the final stages of preparation for single national regulators for heavy vehicles, rail safety and maritime. This will overcome more than a century of conflicting state rules and red tape that the Productivity Commission estimates is costing us $2.4 billion per year.

The idea for a road linking the F3 to the New England Highway was first proposed nearly

25 years ago so I am delighted that the Hunter Expressway is becoming a reality. I know there is still an enormous amount of work to be done to ensure our transport sector can meet the demands of a growing population and economy.

But this new road is one of many that help us achieve that.

I look forward to waving through those first vehicles in two year’s time.

Sod turning for western section

Minister for Infrastructure and Transport Anthony Albanese (in yellow hat) with officials from Abigroup and the RTA at the sod turning for western section of the Hunter Expressway 20 April 2011.

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Safety Grooving

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Drum Roll Grinding

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Airport Grooving

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Floor Sawing

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Floor Grinding

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Wall Sawing

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Joint Sealing

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Wire Sawing

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Soff Cutting

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Core Drilling up to 800mm Diameter

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Australian Main Roads Construction News - Page 11

HUNTER EXPRESSWAY

Enviropacific clears the way for Hunter Expressway W

HEN Cameron McLean and Matthew Fensom established Enviropacific Services in 2001, the pair not only recognized a unique business opportunity but also a growing environmental need.

At the time, the skill and the technology required to restore polluted and derelict industrial sites was a relatively rare commodity, generally the domain of large construction companies and confined to their own projects.

However, there was a much broader need to restore valuable sites so new developments could flourish where the ‘old industrial ways’ had left the land contaminated and unsuitable for further use.

The Enviropacific team knew at its inception how to deal with the after-effects of chemicals on industrial land and they also recognised that contamination didn’t just affect the land but also the water, both under the ground and beyond.

It was a steep learning curve as Enviropacific began to establish its market while the company developed new techniques and technologies to manage and treat different forms of contaminated soil. Given the company’s experience in the civil industry, these services soon expanded to the management and removal of asbestos soils, acid sulphate soils treatments, as well as groundwater and stormwater treatment and management on large scale construction projects.

Enviropacific’s standard of service was so impressive that it soon attracted investors including David Wood who along with the others became co-owners and directors of the company.

Back then Enviropacific operated with less than ten people and both the new interest and investment provided much needed impetus for the company as well as providing the confidence to aggressively market Enviropacific’s growing remediation expertise.

Today, Enviropacific Services has expanded significantly and employs around 60 people from its head office in Newcastle with branches in Sydney, Brisbane, Melbourne and Adelaide.

Shortly, the company will open another new office in Gladstone.

From such humble beginnings Enviropacific has come a long way in such a very short time and the company is now an industry leader in environmentally engineered site remediation and waste management. The company’s broad range of services is clearly in demand and in a further testament to its quality of delivery is the fact that many clients represent repeat business.

Enviropacific was the preferred choice for site remediation on the eastern section of the new Hunter Expressway. The NSW RTA formed an alliance with Thiess Pty Ltd and Parsons Brinckerhoff and Hyder Consulting to construct the 13 kilometre, four lane expressway. The new road, when completed will extend from the existing F3 Freeway to Kurri Kurri with a 27 kilometre, western section to follow, taking

the expressway from Kurri Kurri to Branxton.

This section will be built under a design and construct contract by Abigroup Contracting.

However, Enviropacific’s contribution is critical as areas of the site for the new expressway have been contaminated with asbestos both above ground and in the soil.

Fortunately, it is exactly the type of conditions in which Enviropacific excel as the company has the know-how and the management practices to restore the site to a safe and healthy working environment.

The project is now well underway and Enviropacific will manage the clean-up using a variety of proven methods but these will include the procurement of an Occupational Hygienist to provide instruction for illegally dumped asbestos sheeting in a variety of sites along the proposed freeway. The company will prepare site specific Asbestos Management Plans and conduct testing on the variety of dumped products along the construction corridor.

Under the terms of the project, Enviropacific and project consultants will investigate the extent of asbestos contaminated fill and provide waste classification and tonnage estimates. The Enviropacific team will then remove asbestos material as per the Management Plans by removing contaminated soils and disposing of the soils and asbestos waste products to licensed landfill.

In conjunction with environmental consultants, Enviropacific will provide air monitoring, controls, clearances and status reports for the various treatments during the term of the contract. Throughout the construction process the team will remain on-call to deal with any suspected asbestos contamination, should it arise.

Major construction on the eastern section of the Hunter Expressway project commenced in August 2010 with work commencing on the western section earlier this year. It’s anticipated that the 40 kilometre Hunter Expressway will be completed by the end of 2013, weather permitting.

The new Hunter Expressway will provide a number of major benefits for the Hunter region. Not least will be the reduction in travel times for motorists between Newcastle and the Hunter by an estimated 28 minutes. The expressway will also remove heavy vehicles from the New England Highway and improve the efficiency of the national road network by providing a more direct and efficient route for

Enviropacific’s ‘Soil Recycler’

Page 12 - Australian Main Roads Construction News

Remediation and Creek Rehabilitation Project

Treatment of Groundwater on a Remediation and Civil Project

freight movements between the Upper Hunter and the Port of Newcastle.

There is nothing new about Enviropacific’s involvement in major landmark projects and it’s partly because the company is extremely thorough and professional in its approach to clients and the task itself. However, the same dedication and attention to detail in determining environmentally engineered solutions, so evident when the company was launched, still prevails as the company continues to research and investigate new methods in treating contaminated sites.

Although dealing with asbestos and waste management are important aspects of the company’s range of services, Enviropacific also specialise in the treatment of contaminated groundwater and acid sulphate soils. According to Cameron McLean, “Management of water on construction sites is always an issue. From the day the construction company signs a contract until practical completion, dealing with contaminated groundwater and stormwater is a resident evil that must always be considered.”

The most appropriate method or technology for water management required on any site can vary significantly. The influencing factors range from water source, soil nature and geology, groundwater levels, regulatory requirements, off-site receptors, discharge points and many more factors. This coupled with the physical, chemical and biological impurities of the water that needs to be managed and discharged, creates a myriad of issues for construction and development.

Contaminated water or groundwater on construction sites may need treatment using processes involving physical removal of contaminants, multi phase extraction, vapour extraction, or more conventional treatment practices involving coagulation, filtration and flocculation of contaminated water.

Enviropacific is very strict about conforming to all legislation, guidelines and criteria that govern the discharge of water from construction sites. The company sees its role as an opportunity to, not only make a site a safe workplace, but to restore the particular local environment for the benefit of future generations. The company adheres to quality ‘best practice’ management and believes in the implementation of testing and analysis plans during the construction phase of projects.

Enviropacific Services has a wealth of frontline experience in contaminated site remediation and has a particular affinity for contaminated groundwater treatment as well as industrial and wastewater treatment. From the outset Enviropacific has treated water contaminated with various chemical impurities including Total Petroleum Hydrocarbons (TPH), Heavy Metals, Polynuclear Aromatic Hydrocarbons (PAHs) and more, so the company has a wealth of experience. Enviropacific has also implemented water purification systems

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to reduce sediments, turbidity, dissolved solids and biological impurities.

Treating acid sulphate soils, a very common contaminate on construction sites is also a specialty and Enviropacific has conducted extensive testing and investigation into various environmentally engineered treatments.

Although there are a number of measures that can be applied to minimise the disturbance caused by acid sulphate soils, excavation and subsequent treatment is often the only solution.

However, Enviropacific employs a special ‘Soil Recycler’ on construction sites which is extremely efficient given that it can treat up to 1500 tonnes of soil per day. Following extensive research the company has recently began using a product called Hydra-Lime.

The product is a concentrated liquid suspension of Calcium Carbonate that is applied to acid sulphate soils and corrects the pH content in the soil. The product provides a huge logistical advantage on large scale projects where acid sulphate soils are rampant and is used in preference to conventional agricultural lime.

There are a number of reasons for this; Hydra-Lime has a much higher neutralisation factor with trials indicating a conservative beneficial factor of 15, as in; 1 Litre of HydraLime produces 15kg of agricultural lime. Due to the higher neutralisation factor, a far lower volume is required which means that storage on site is simplified and the product can be retained and applied in liquid form. Most importantly, worldwide research has proven that the finer the particle size of lime, such is the case with Hydra-Lime, the more available and reactive it is.

Material handling is simplified as the product can be contained in 20litre drums, IBC’s or road tankers, if the project dictates and therefore it negates on-site dust and other OH&S issues. Delivery through Enviropacific’s ‘Soil Recycler’ is relatively simple and can be executed via a simple pumping operation. The ‘Soil Recycler’ provides a highly efficient and thorough mixing process, and by measuring the quantities of liquid lime applied, ensures minimal wastage of the reagent.

In the age of enlightenment in all matters relating to the environment in which we live, Enviropacific Services plays a critical and invaluable role in ensuring that land used for new infrastructure is free of contamination and restored to ‘as new’ condition.

In 2001 Enviropacific’s vision was of a future where construction site contamination was a battle that could be won to enable delivery of new infrastructure without prohibitive cleanup costs. There is no doubt that the company is now well and truly making our environment the winner and achieving that victory using cost effective methods.

Leaders in Environmental Remediation Site remediation Asbestos management Soil treatment, including acid sulphate soils Water Treatment Waste Management Environmental Engineered Solutions

Enviropacific Services are leaders in site remediation and industrial waste management. We provide innovative and cost effective engineering solutions to contaminated soil and water problems for a broad range of public companies and private sectors.

Our success is a result of the way we conduct our business.

With a national footprint, we place the highest importance on client satisfaction, sustainability, QHSE and compliance with Federal, State & Local laws and regulations.

Our high level of repeat business and accreditation to international & national QHSE standards is testament to this commitment.

Acid Sulphate Soil Treatment Acid Sulphate Soils can present significant constraints in civil construction projects. Many measures can be undertaken to minimise disturbance of acid sulphate soils. However, excavation and subsequent treatment is often the only solution.

Enviropacific have undertaken many projects requiring the management and treatment of acid sulphate soils, and with their ‘Soil Recycler’ (pictured). Can treat up to 1500 tonnes per day.

Enviropacific have recently used a product called HYDRA-LIME - a concentrated liquid suspension of Calcium Carbonate that is applied to Acid Sulphate Soils by correcting the soil pH in the soil.

HYDRA-LIME is getting a lot of interest particularly in Gladstone on some very large scale Acid Sulphate Soil projects due to the strong logistical advantages. It has several important advantages over conventional agricultural lime as follows: t HYDRA-LIME has a much higher neutralisation factor with trials indicating a conservative beneficial factor of 15 (i.e 1 litre = 15kg of ag lime). t Due to the higher neutralisation factor a far lower volume is required and storage on site is simplified as it is in liquid form. t Material handling is simplified with ordering available via a 20litre drum, IBC or road tanker if the project dictates and negates dust and other OH&S issues. t Delivery via the Hitachi or other mixing device is a simple pumping operation providing a highly efficient & thorough process while maintaining accurate dosing rates.

Worldwide research has proven that the finer the particle size of lime the more “available and reactive it is.”

Please contact Enviropacific direct on 02 4961 7100 for more information on Acid Sulphate Soil Treatment and application of HYDRA-LIME through Enviropacific’s Soil Recycler, or visit our website, www.enviropacific.com.au

Enviropacific is proud to be involved in the completion of the Hunter Expressway Project

www.enviropacific.com.au Newcastle Sydney Melbourne Brisbane Adelaide Gladstone www.amrcn.com.au

Australian Main Roads Construction News - Page 13

Cut & Fill to complete Bass Highway Duplication C

ONSTRUCTION is now underway on Stage 7 of the $132 million Bass Highway Duplication project in Victoria.

This final stage is to be completed by Cut & Fill Pty Ltd under a design and construct contract for VicRoads.

Bass Highway is the major, road transport gateway to some of Victoria’s premier tourist destinations located along the Bass Coast.

These include Phillip Island, home of the penguin parade and the international MotoGP, as well as Bunurong Marine Park and other attractive rural and coastal locations.

Following a 1999 release of the then State Government’s Bass Highway Corridor Strategy, a decision was made to upgrade the highway to an ‘M’ road standard between Lang Lang and Anderson. The Bass Highway Duplication project, which has been conducted in stages, involves upgrading the existing Bass Highway to a four-lane duplicated road between South Gippsland Highway and Phillip Island Road.

The previous stages of the project between Lang Lang and Hade Avenue North are now complete. The final section, which will continue the duplication from Woolmer Road to Coast Road and includes construction of a new link road from the Bass Highway to Phillip Island Road, is expected to be completed by early 2013.

Cut & Fill were awarded the contract for Stage 7 in October 2010 and work is now well underway. Under the contract the company will take the duplication of Bass Highway approximately 2.6kms from Woolmer Road near Bass township towards Phillip Island

View of the main cut near Phillip Island Road along the new link road alignment

Road with the construction of two additional lanes between Woolmer and Coast Roads.

Cut & Fill will transform this section of the Bass Highway and turn it into a four lane, two-way carriageway. The company will also upgrade the existing section of the old highway lanes between Hade Avenue North and Coast Road to improve the road surface and provide safer access to local side roads. The works include strengthening of the existing Bass River bridge.

The company will also construct a new twoway link road from Bass Highway at Coast Road to Phillip Island Road.

This will be beneficial for tourists and locals alike, as the new road separates traffic from Melbourne heading to Wonthaggi from those heading to Phillip Island. Around 11,000 vehicles use Bass Highway everyday and during the holiday season and major events, like the Phillip Island Grand Prix, that number can increase dramatically to over 16,000 vehicles.

The new 3.2 km link road will divert more than half the traffic from the Anderson roundabout, improving safety and travel times and providing a long-term solution for traffic flow.

A new median opening will be located at the Bass Landing/Woolamai Road intersection and one of two new bridges will be constructed near Coast Road to provide an overpass for the separation of Wonthaggi-bound and Phillip Island-bound traffic. A new T-intersection will be constructed to connect the new link road to Phillip Island Road.

A second new bridge will be built over Netherwood Lane to take the new link road south towards Phillip Island and an existing bridge on Bass Highway will be strengthened.

Two underpasses will be constructed under the new link to allow cattle from farmland, which has been dissected by the new road, to travel under the road.

One of the major concerns for Cut & Fill was the flood plain in the area and this presented a logistical challenge early in construction.

Not much was known about the existing drainage system coupled with the fact that the new road would, in any event, affect the water flow. So Cut & Fill had to determine the state and direction of the old system prior to redesigning a new drainage system that would not adversely affect residents downstream who rely on the water, whilst at the same time, ensuring that those living upstream would not suffer from increased flooding in the future. A new drainage system has now been created to conform to those requirements.

Traffic management is always a consideration during construction of major infrastructure however; in this instance Phillip Island also hosts the annual motorcycle (MotoGP) Grand Prix in October which attracts thousands of visitors from across the country so minimising traffic disruption during this event is a key component of construction planning. Cut & Fill has taken special measures to ensure that ongoing construction will allow for the efficient passage of motorists during this special time.

Continued next page

Page 14 - Australian Main Roads Construction News

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Cut & Fill to complete Bass Highway Duplication to ensure that there is no construction ‘dust impact’ on the vineyard or olive farm.

Duplication of Bass Highway and the addition of the new road link will be of enormous benefit to the rural region. The highway is the essential route for freight, business and tourist traffic travelling to and from Melbourne and the Bass Coast, so the upgrade will cater for future increases in traffic volume. Removing the need to use the roundabout at Anderson will provide motorists with an unimpeded trip from Melbourne to Phillip Island and the duplicated highway will reduce overall travel times.

Importantly, the duplicated highway will be far more efficient and much safer for motorists.

Thirteen crashes have been recorded in a recent five year period in the area and the Stage 7 upgrade to a four lane highway is a major safety improvement as it allows motorists to bypass the contentious winding section of Phillip Island Road.

Cut & Fill is no stranger to major civil infrastructure construction and has been extremely successful since it was established in 1978. The company has also had a long association with VicRoads and other State Road Authorities in the ACT and NSW. As a fully diversified civil engineering business with a multi-skilled workforce Cut & Fill is equipped to operate across the full range of infrastructure requirements from road and bridgeworks, urban landscaping, wetland construction, waterway remediation and waste water treatment facilities to road safety construction including noise walls as well as access road and ramp construction.

Looking along Phillip Island Road towards Westernport Bay towards main cut at the new intersection of the link road and Phillip Island Road

Cultural Heritage investigations and salvaging of artefacts in the main cut areas adjacent to Phillip Island Road

Civiltest equals quality geotechnical service on Bass Highway Stage 7

Contractor profiling existing south bound carriageway near Bass township

Bass Highway Duplication Stage 7 IN 1999 the State Government released the Bass Highway Corridor Strategy. The strategy recognises the need to develop the road between Lang Lang and Anderson to ‘M’ road standard to improve both driver safety and travel efficiency.

Duplication of the Bass Highway has been completed in stages, with improvement works between Woolmer Road and Phillip Island Roadforming the final stage - Stage 7.

This stage includes the construction of a new link road connecting the Bass Highway and Phillip Island Road, separating the Phillip Island and Wonthaggi bound traffic. The new link will divert more than half of the traffic away from the Anderson Roundabout, improving safety and travel times, and providing a long term traffic solution for current and future traffic movements.

Stage 7 Works The estimated cost of duplicating the Bass Highway from Woolmer Road to Phillip Island Road is $42 million.

The proposed works include: • The construction of a new carriageway to the east of the existing road between Woolmer Road and Coast Road.

• The construction of a new link road between Coast Road and Phillip Island Road, approximately 2.5 km west of the Anderson roundabout.

• Pavement reconstruction of the existing highway to provide improved road surface and sight distance from side roads.

• Median opening at Bass Landing/Woolamai Road.

• A grade separated interchange after Bass Landing/Woolamai Road to separate the Wonthaggi bound and Phillip Island bound traffic.

• Closure of Coast Road/Bass Highway intersection.

•The construction of a new T-intersection connecting the new link road to Phillip Island Road.

Construction A $29.4 million design and construct contract was awarded to Cut and Fill Pty Ltd in November 2011. Construction commenced in January 2011 with bulk earthworks starting in March. Works are expected to be completed in early 2013.

TESTING

This will also compliment arrangements which will be made by VicRoads to ensure the smooth flow of extra traffic during this important international sporting event.

Cut & Fill will excavate around 500,000 cubic metres of material for this stage and prior to construction VicRoads engaged specialist consultants to investigate the environmental impacts of the proposed road works between Woolmer Road and Phillip Island Road. All vegetation removal will be carried out in accordance with the provisions of relevant acts and a Cultural Heritage Management Plan, which recognises the cultural significance of this area, has been developed and approved by Aboriginal Affairs Victoria.

Stringent environmental conditions are also on place in and around the construction area particularly with regard to dust control. There is a vineyard and an olive farm located nearby and so Cut & Fill will regularly monitor dust levels and if necessary take appropriate steps

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IVILTEST PTY LTD, as the name suggests, provides geotechnical testing services for civil engineering projects. Civiltest have had extensive experience in major road building projects which date back to 1992. It is this past experience that guarantees Civiltest Pty Ltd have developed the systems required to meet the high demands placed on Civiltest in meeting the geotechnical requirements of its clients. The Bass Highway Stage 7 project is providing Civiltest Pty Ltd with yet more opportunity to showcase its vast range of capabilities in providing Concrete testing and Geotechnical expertise. Civiltest is working closely with Cut & Fill Pty Ltd and VicRoads to ensure that all design requirements relating to concrete testing and road building materials are achieved. Civiltest Pty Ltd, through its NATA accredited Laboratories, are providing the quality assurance that Cut & Fill seeks during the construction of this important project.

Civiltest takes great pride when it looks back at the successful involvement it has shared with various clients on major road construction projects and brings this same desire for quality outcomes to the Bass Highway and indeed each new venture Civiltest is engaged in.

Civiltest can offer clients a wide range of project solutions such as geotechnical investigations for a range of civil and structural engineering projects, from simple site classifications for domestic housing, through to complex investigations and reports for multi storey buildings with multiple basement levels, cell liner investigations and slope stability assessments. All geotechnical investigations are overviewed by experienced geotechnical engineers and geologists who ensure that the design parameters given for every project are the most appropriate for the site conditions and most importantly, are the most cost effective.

Contacting Civiltest prior to commencing a civil project will ensure the correct foundations for success are in place. For further information visit: www.civiltest.com.au

SOIL

Delivering Quality Assured Results

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Soil testing and geotechnical consultants.

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Geotechnical Field Testing Laboratory Testing Concrete Testing Pavement Investigation

Through our NATA accredited laboratories, Civiltest can offer a wide range of soil and concrete tests, soil testing for engineering purposes, making & curing concrete specimens, guide lines on earthworks for residential and commercial developments, residential slabs and footings, site investigation code, VicRoads and RTA test methods & codes of practice.

Contact one of our friendly staff today for your next project: Mornington Mitcham Mildura Wonthaggi

(03) (03) (03) (03)

5975 9874 5023 5672

6644 5844 2870 3900

www.civiltest.com.au

Australian Main Roads Construction News - Page 15

South Road Superway a Boost for SA Freight F REIGHT at the northern end of the state’s prime industrial precinct will reap significant gains from the $812 million Australian and South Australian government funded South Road Superway: a multiple lane, elevated road above South Road spanning a distance of around three kilometres.

Concept design night image, South Road Superway at Days Road

Above: Project Director Luigi Rossi welcomes traffic to the newly opened Gallipoli Drive The project will improve industry access to export markets and industrial transport hubs, which is critical given the northern end of South Road is a key freight route for Adelaide’s major export generating industries. This includes wine, food and automotive products with around 25 percent of all South Australian industry based in and around this area.

Australian Government Infrastructure and Transport Minister, Anthony Albanese and South Australian Transport Minister, Patrick Conlon announced on 8 November 2010, that the design and construction contract had been awarded to Urban Superway Joint Venture, comprising John Holland Pty Ltd, McMahon Contractors Pty Ltd and Leed Engineering and Construction Pty Ltd. The South Road Superway project is the biggest single investment in a South Australian road project, and the state’s most complex engineering road construction project to date.

The concept was developed following

a series of engineering and environmental investigations with contributions from the local community, businesses and landowners.

Project Director, Luigi Rossi said a roadway above South Road is the optimum design solution to reduce road congestion and maximise safety and traffic efficiency for all road users.

“Once the South Road Superway is constructed there will be an immediate reduction in congestion for commuters and freight while providing excellent east-west connections to the local road network as well as separation from a major freight railway line,” he said.

“This project will enhance the state’s freight industry which is important given road and rail freight is expected to grow exponentially.

Delivering infrastructure solutions that ensure the efficient passage of export goods is critical.”

The elevated roadway will start at the Port River Expressway and extend above six major

intersections – South Terrace, Wingfield rail line, Cormack Road, Grand Junction Road, Days Road and Kateena Street - before rejoining the existing South Road.

Preliminary works began in late 2010 with significant improvements to local road networks. Construction work on the $30 million local road upgrades is nearing completion and will ensure traffic restrictions on South Road are reduced and alternative routes available for local and arterial traffic access.

The local road upgrades will provide a new feeder network for local businesses and benefit all people within and around the area, particularly the Wingfield and Regency Park industrial precincts.

South Australian civil engineering and construction company, Bardavcol, was awarded the early works local roads including the construction of a new road, Gallipoli Drive, providing an excellent north-south link between Grand Junction Road and Regency Road.

Gallipoli Drive also provides great access to the busy commercial and industrial Regency Park precinct and since opening to traffic in

mid-February 2011, is proving popular with road users.

When complete in December 2013 the South Road Superway project will deliver: • a 2.8 kilometre elevated roadway with an upgrade to the near five kilometre street level length of road from the Port River Expressway to Regency Road, • immediate benefits to freight and commuter traffic with excellent connections to the existing road network with a reduction in traffic delays at Grand Junction Road.

For more information about the project type South Road Superway into a search engine, visit www.infrastructure.sa.gov.au or call the project information line 1300 638 789.

Above: DTEI’s project director Luigi Rossi and Urban Superway’s project director Lee Price at the casting yard which is currently being constructed

Above: Works underway on South Road

Page 16 - Australian Main Roads Construction News

www.amrcn.com.au

Flip Screen Australia introduces new EXC180 Screening Attachment for Excavators F

LIP SCREEN AUSTRALIA Pty Ltd, a designer and manufacturer of an award-winning line of screening attachments, launches the new EXC180 screening bucket. Suitable for 40-50 ton excavators, the attachment is the largest excavator-mounted model in the Flip Screen lineup. The EXC180 is built durable and rugged to handle the most demanding applications in a variety of industries including aggregates and road-building, construction, demolition, landfill, mining, public works, railway and waste recycling.

The EXC180 replaces the excavator’s bucket and works by rotating 360-degrees continuously, on a single axis. In a clockwise motion, the unit removes smaller particles through an easily interchangeable screen, while a baffle retains larger material such as steel and concrete up to the size of 44 gallon drums so that it may be dumped separately. Upon completion of the screening process, the EXC180 switches to a clockwise rotation to eject material. For added screening efficiency, the attachment is fitted with four high-tensile steel, heavy-duty punch plate cassettes.

Designed for simple, easy operation, the EXC180 requires minimal effort from the equipment operator. Simply scoop desired material and activate the auxiliary hydraulics, and two Eaton 10,000-series hydraulic motors power the bucket rotation. The bucket’s rotation speed is controlled by the Operator via hydraulic flow and variable between 18-25 RPM. For further operator comfort, the unit’s smooth motion and rotation eliminates jarring, shaking and vibration. This also eliminates added stress on the carrier, reducing maintenance and enhancing excavator life.

The EXC180 features a bucket opening 96-inches wide by 24-inches high, and offers a screening capacity of approximately 2.3-cubic yards (full internal capacity: 6.9 cubic yards). Total screening surface area is 96-square feet.

The Flip Screen attachment at work on an excavator.

Before

Undersize

Reclaimed Rock

Intended for tough applications, the EXC180 includes a host of features designed to enhance durability. Double-size vanes, thick wallplates, heavy-stiffener deflector plates, tough baffle supports, a baffle impact plate, and arm- and drain-plug protectors have been integrated to increase the unit’s robustness and strength.

Additionally, the interchangeable screens are built from high-tensile steel mesh for enhanced strength and durability. Seven standard screen sizes are offered, ranging from ½ to 4 inches, with additional, custom sizes available upon request.

The EXC180 comes equipped with choice of one mesh screen, and additional screens can be packaged into the purchase. Screen change out is quick and simple, and is done in less than five minutes by one operator, with no tools required.

Other optional equipment includes a reversible bolt-on leading edge or durable, high-strength teeth. The leading-edge breaks into tough, hard-packed material, while teeth are useful for cutting into the most rigid, compacted material.

Established in 2004, Flip Screen Australia Pty Ltd. manufactures an award-winning, patented line of screening attachments. Since its launch, the company has experienced great growth and expansion, with units currently operating in over 20 countries. www.amrcn.com.au

Australian Main Roads Construction News - Page 17

2011 ACE Expo brings back the crowds T

HE global financial crisis didn’t do the construction industry any favours at all but all that seemed to be well and truly forgotten when the 2011 Australian Construction Equipment Expo (ACE 2011) came to town. The biennial event presented the latest and best in construction tools, machinery and earth moving equipment and was held over three days at Melbourne’s Sandown Racecourse in late February.

The Expo was a huge success and attracted around 5000 visitors and exhibitors. With over 40,000 square metres of display space and over 200 companies on show there was much to see and many who attended regarded it as the best Expo in recent years.

Such was the enthusiasm for the event that the attendance figures represented a 12% increase in visitors since the dark days of the GFC. Kane Gamble, National Sales Manager for Australian Main Roads Construction News, attended the event along with other AMRCN staff members and apart from handing out copies of the publication, many new readers became subscribers over the course of the event.

ACE Expo is the biggest trade event of its kind in the country and featured the who’s who in the construction equipment sector.

The Expo primarily showcases the latest equipment, services and technology for the earthmoving, civil contracting and quarry industries. This year’s event presented a full roster of all the major brand name products including Caterpillar, Hitachi, Hyundai, Volvo, Toyota, Engcon, Kobelco, Komatsu and many others. The Expo also attracted visitors from the demolition, farming, forestry, mining, road construction, hire & rental and government sectors.

One of the many highlights was the Earthmoving Demonstration Arena which allowed potential buyers to put the latest equipment through its paces and to compare brand performance in a controlled environment.

It was the first time in the event’s history that such an interactive opportunity was made available and the Arena will undoubtedly become a permanent fixture in the years to come.

The Demonstration Arena featured a multitude of new excavation products and while there were many highlights, Engcon’s new range of Tiltrotators certainly were a talking point amongst most visitors. Regarded as the ‘flexible wrist’ between an excavator’s arm and the bucket or attachments, the new range revealed even more scope, precision and flexibility with unlimited rotation and tilting of up to 40 degrees in two directions.

Amongst other new products on display was the brand new Case Construction King backhoe. Case have been doing their thing since 1957 and along the way, developed the world’s first factory-built tractor loader backhoe. Since

then the company has continuously developed and improved its backhoe range and in 2005 Case produced its 500,000th backhoe and today is well on the way to achieving sales of three quarters of a million.

JCB were also prominent featuring the new heavy duty Telehandler Wastemaster which offers a 4000kg lift capacity and a 7 metre lift height. The model 541-70 is ideal for working in the tough environment of waste and recycling. JCB also presented a new Backhoe Loader considered to be the most efficient JCB backhoe loader ever. It offers customers average fuel savings from 6-16% at typical daily work rates, largely achieved through the introduction of a new EcoDig system incorporating three hydraulic pumps.

Hitachi Construction Machinery (Australia) presented the new range of John Deere D Series skid steers featuring customer driven enhancements and many industry firsts. The new D Series provides a superior alternative for Australian customers.

Unfortunately, space doesn’t allow us to include the numerous other new products that were on display at ACE EXPO but the following companies were amongst those that did launch new products; Clark Equipment; South Surveying and Mapping Solutions; Flip Screen Australia; Bear Cat Tyres; PolyCom Stabilising Aid; MCE Lasers; ATS Enterprises - Global Detect; Finlay Screening & Crushing and ProTube. A check of their websites should reveal the new equipment available.

The first ACE Expo was held in 1999 and the event is organized every two years by a Joint Venture between the Victorian branch of the Construction and Mining Equipment Industry Group (CMEIG) and Exhibitions and Trade Fairs (EFT).

It’s an ideal partnership and the involvement

by CMEIG in its practical hands-on support for members of its own industry is to be commended. During the 3-day event CMEIG held a special VIP Industry Luncheon. The inaugural function was designed specifically as an opportunity for business executives to network with each other and to hear about the latest industry developments. The VIP Luncheon was hosted by AFL legend and Australia Day spokesperson for Aussie Lamb, Sam Kekovich and also featured a keynote address delivered by former Victorian Premier, the Honourable Jeff Kennett AC. The other partner in the Joint Venture,

Wacker Neuson won the best presented large stand at the 2011 ACE Expo Page 18 - Australian Main Roads Construction News

The LeeBoy 5000 Series is a proven compact commercial asphalt paver.

It features a paving width of 1.5m – 2.7m, hopper capacity of 5 tons, paving speed of 67mpm, weight of 5,500kg, length of 3.8 metres, transport width of 1.7 metres and a height of 1.8 metres with a low deck configuration.

In response to customer enquiries for a compact commercial asphalt paver, Clark Road Construction Equipment (a division of Clark Equipment) is now distributing the LeeBoy range in Australia and New Zealand

No shortage of Kobelco’s diverse range of excavators at the 2011 ACE Expo Exhibitions and Trade Fairs (EFT), is a proven performer with a long and successful history in organising trade and consumer exhibitions.

Over the last 30 years and with over 500 major events under its belt, EFT employs a team of 30 professionals experienced in event management and organisation and the company supplements that permanent team if and when required for each event. EFT now has offices in Melbourne,

Sydney and on the Gold Coast and is equipped to operate throughout Australia.

EFT believes in working closely with key stakeholders to ensure the success of every exhibition by combining creative marketing techniques with dynamic presentation. The success of the 2011 ACE Expo proves yet again that ETF lead the way in presenting innovative trade exhibitions in Australia.

The new JCB ECO backhoe loader shows some dancing tricks at the 2011 ACE Expo www.amrcn.com.au

Fresh, Ontime, Consistent, Controlled Concrete – At Your Convenience Volumetric Concrete Australia Pty Ltd (VCA) has introduced new Rapid Setting Concrete Technology to the Australian Civil Construction Industry.

N

EW INNOVATIVE RAPID SETTING CONCRETE TECHNOLOGY is being achieved by VOLUMETRIC CONCRETE AUSTRALIA via the importation and ongoing development of cutting edge specialty CTS Rapid Setting Cement and specialty Bagged CTS Rapid Setting cement products, the introduction of the CEMENTECH and INTERNATIONAL brands of Mobile Volumetric Mixers and the introduction of specialty concreting tools along with the MINNICH brand of Dowel Pin Drills.

Their operations yard at Marsden Park will be the base for their operations and major storage facility for machinery and products.

As the parent company, Volumetric Concrete Australia Pty Ltd has established two companies to perform specific roles: International Mobile Mixers Pty Ltd & CTS Rapid Set Cement Pty Ltd. International Mobile Mixers (IMMixers) Australia Pty Ltd has been established to make available to the construction industry “MobileVolumetric Mixers”, state of-the-art technology from the Cementech Mobile Mixer Company in the United States who are regarded as the best producers of Mobile Volumetric Mixers. They are constructed to Australian and customer requirements and imported in a “ready for work” condition. The IMMixers are capable of producing but not restricted to: • CTS Rapid Set Concrete mixes • Standard Portland Cement concrete mixes • Used as a Pugmill to blend Sand and cement Mixes • Used as a Pugmill for Stabilizing of road base materials • Blending a range of raw materials • Soil remediation works, and • Moisture-controlled sands & road bases There’s an IMMixer for any situation: Onsite concrete batch plant, remote site concrete and road works solution, emergency mobile repair for airport pavements, major highways and roads, building and construction sites, a host of military engineering applications, Local Government repairs, domestic repairs, flood remediation works and environmental remediation.

Other situations include On-site Pugmill and Stabilizing plant, Specialty mix requirements, General construction works, Out of hours solutions, Small projects, Open cut and underground mine applications. Some of the many IMMixer advantages include - Fresh concrete every time, Reliable on-time service, Consistent concrete, Controlled concrete, Ontime every time at your finger tips, Production at the flick of a switch, Control of the concrete pour from start to completion with less than 1 percent concrete waste on most concrete pours.

VOLUMETRIC Concrete Australia has secured the rights from the CTS Manufacturing Corporation in the United States to supply their

complete range of Specialty CTS Rapid Setting Cement products to the Australian Market.

The CTS Manufacturing Company is wellestablished leader in the Rapid Set Cement Technology in the USA. They provide innovative products to the national construction industry through continual research and development.

This versatile and cutting edge new breed of Rapid Setting Cements and their range of rapid setting bagged products will exclusively bring to the Australian market versatile, high performance, low shrinkage Rapid Setting Cement products.

CTS Rapid Set Cement is a pure hydraulic cement which is produced using innovative manufacturing techniques. No chlorides, accelerators, or water reducing additives are used to achieve the spectacular results the range of products delivers. CTS Rapid Set products are designed to save you time by achieving structural strength in just one hour. This will enable astute Construction and Civil Companies to gain the edge over their competition.

The cutting edge rapid set concrete includes a diverse range for all application requirements.

Mobile Volumetric mixers have been in use by major overseas road authorities such as the California Department of Transport (CALTRANS) for more than a decade in conjunction with rapid replacement of concrete highways and freeways and have now been introduced to Australia. The concrete raw materials, including water are stored in separate on-board hoppers. The hoppers can be refilled as necessary from site stockpiles.

The materials are transported within the mixer to the rear at which point the water is added.

Because water is added at the rear, the mixer can be turned on and off. Multiple sub-pours can be produced from a wheel barrow load up to 45m³ an hour if continually loaded.

Close co-ordination of internal vibration and vibrating screed.

of top-end precision Dowel Pin Drilling equipment to the concrete and civil Construction industry and have many years of successful supply throughout the competitive US market.

The Minnich Dowel Pin Drills improve the quality and efficiency of dowel pin operations.

The dowel pin drill relieves the reliance upon manual handling and improves the trueness of the dowel holes, enabling better performance and accuracy of the operation.

Volumetric Concrete Australia provides the Civil Construction Industry the opportunity to improve the way in which projects can be approached. The innovative products introduced

by VCA will enable the Industry to explore new opportunities and improve the way in which they complete projects bringing them in under budget and enhancing the own reputations.

Drilling for tie bars.

Volumetric Concrete Australia (VCA) will be demonstrating a wide range of products and applications at the 2011 CIVENEX in Sydney, May 18-19th, 2011.

Typical Test results: 2 hrs 24.5 MPa 24 hrs 44 MPa 3 hrs 29 MPa 3 days 50.5 MPa 4 hrs 31.5 MPa 7 days 57 MPa Volumetric Concrete Australia has recently performed works on NSW and QLD roads under the direction of the relevant authorities with great success opening roads under scheduled times. Sydney Airport have utilised the CTS Rapid Set Concrete with plans to perform more works in 2011.

Preparations are under way for slab replacements at Melbourne Airport, Queensland Rail project, ARTC, BHP Billiton project and many more.

VOLUMETRIC Concrete Australia (VCA) has been successful in securing the rights to the Minnich range of Dowel Pin Drills marketing them alongside the International Mobile Mixer and the range of CTS Rapid Set Concrete products. Minnich are specialist Manufacturers

Rapid Set bagged product range.

Left: Transtar prime mover with 10 Cubic Metre Volumetric International Mobile Mixer.

Right: Mack Twin Steer with a 7 Cubic Metre Volumetric International Mobile Mixer.

Volumetric Concrete Australia To learn more about the exciting products and innovations Volumetric Concrete Australia is bringing to the Australian civil industry, visit our website: www.volumetric.com.au Alternatively, contact our Marketing and Development Manager, Mr Ian Hampton direct:

VCA Marketing & Development Manager Ian Hampton

Email: Phone: Fax: Mobile:

ihampton@volumetric.com.au (02) 9632 1900 (02) 9892 1825 0423 880 993

Above: Volumentric bulk pouring at Sydney Airport www.amrcn.com.au

Australian Main Roads Construction News - Page 19

Safer Road Surfaces –

3rd International Friction Conference th

Day 1 – Sunday 15 May 2011 4.00pm - 6.30pm

3 International Friction Conference th

Day 2 – Monday 16 May 2011

SAVING LIVES The 3rd International Road Surface Friction Conference will be held on the Gold Coast, Australia on 15-18 May 2011.

This is the first time this event has been held in Australia and more than 250 delegates are expected to attend from Australia and overseas. Previous conferences were held in New Zealand (2005) and the United Kingdom (2008).

ARRB Group is hosting the conference, in association with the New Zealand Transport Agency and WDM Limited. Mr Gerard Waldron, ARRB’s Managing Director, said, ‘We are proud to host this conference which will provide an opportunity for Australian practitioners to demonstrate their capabilities and knowledge and for international representatives to share their expertise.’

The main component of the conference will be held at the Hyatt Regency Sanctuary Cove, Gold Coast, Queensland, Australia. Early bird registrations closed on 31 March 2011.

ARRB Group is Australia and New Zealand’s only national road transport research organisation, whose members areAustralian state and territory road authorities, the Australian Local Government Association, the Australian Government and the New Zealand Transport Authority.

The aim of the test day at the Mount Cotton Training Centre on Tuesday is for delegates to witness and experience first-hand a number of activities to either reinforce or challenge a number of the long term held concepts in the technical field of skidding resistance.

Activities and demonstrations will include: • observing a crash investigation demonstration with an experienced investigator • undertaking a skills test in visually assessing the speed of various moving vehicles • being informed about the functionality of braking systems in heavy vehicles and motorcycles • observing ‘skid to stop’ straight line braking with a range of vehicles

Registration

rd

8.00am – 9.00am

Registration and coffee

9.00am – 10.30am

Opening Ceremony Official Welcome – Gerard Waldron, Managing Director, ARRB Group

10.30am - 11.00am

Morning tea

11.00am – 12.30pm

Technical Session 1 – Skid Resistance Strategy and Objectives

12.30pm – 1.30pm

Lunch

1.30pm - 3.00pm

Technical Session 3 – Asset management benefits

3.00pm – 3.30pm

Afternoon Tea

3.30pm - 5.00pm

Technical Session 5 – Asset management processes

Technical Session 2 – Materials (1)

Technical Session 4 – Measurement, Data Processing, Data Analysis, Seasonal Variation

Technical Session 4a – International perspectives

Technical Session 6 – Materials (2)

A Decade of Road Safety workshop

3rd International Friction Conference th

Mount Cotton Test Track Day 3 – Tuesday 17 May 2011

Gerard Waldron Managing Director- ARRB Group

• observing straight line braking in ABS and non-ABS vehicles, in both wet and dry road conditions • observing the practical effects of differential friction on straight line braking and cornering, using various cars (new and old, with/without ABS) • observe mobile test devices in controlled road test environments supplement with hands-on static displays • observing the use of various items of static test equipment, as well as having an opportunity to ‘talk materials’ with industry experts • learning about vehicle safety control devices (e.g. ABS, traction control, ESC etc) and the basics of tyre technology to gain an understanding of how these items help save lives, and significantly, what is coming in the future.

8.00am

Depart for Mount Cotton Training Centre (Buses provided)

9.00am – 9 30am

Welcome – Julie Mitchell, Acting Chief Engineer, TMR

9.30am – 10.00am

Group demonstration Incident Investigation - tips of trade on analysis of scene, collection of data, taking photos etc

10.00am – 10.20am

Morning Tea

10.20am – 11.00am

Group demonstration of Straight line braking (skid to stop) with a range of vehicles

11.00am – 11.40am

Group demonstration of Truck and motorcycle braking and manoeuvring – braking mechanisms and unique handling factors explained by experienced crash investigator / vehicle dynamics expert

11.40am -11.50am

Delegates coordinated in their assigned groups

11.50am – 2.30pm

Rotation of delegates through break out group activities including: - demonstration of mobile test devices - exhibition of static and small mobile test devices (lunch provided) - technology presentation from RACQ on vehicle safety control devices

2.30pm – 2.50pm

Group demonstration of Differential friction on straight line braking using a range of vehicles

2.50pm – 3.20pm

Light afternoon tea Summary of track activities– What did we find out /anything to examine in the future

3.20pm -3.30pm

Depart back to conference venue (Buses provided)

7.00pm

Conference Dinner (Hotel venue) Dinner Entertainment - Academy Award ® winner Adam Elliot

rd

3 International Friction Conference th

Day 4 – Wednesday 18 May 2011 8.00am -9.00am

Registration and coffee

9.00am - 10.15am

Special address: The Honourable Craig Wallace MP, Queensland Minister for Main roads

10.30am - 11.00am

Morning tea

11.00am – 12.30pm

Technical Session 7 – Identifying and Meeting Friction Demand

12.30pm – 1.30pm

Lunch

1.30pm – 2.30pm

Technical Session 9 – Achieving positive road safety outcomes

2.30pm – 3.30pm

Technical Session 10 – Partnerships in practice

3.30pm - 4.00pm

Summary of the Conference by Chris Kennedy, Director WDM Did the conference meet its objectives, summary of issues, looking ahead to 2014 Invitation to attend in 2014 in UK and official close

4.15pm

Conference close

Technical Session 8 - Tyre-Road Interface

15-18 May 2011 Hyatt Regency Sanctuary Cove, Gold Coast QLD

Full program now available - visit www.friction2011.com.au The theme of the Conference is Safer Road Surfaces – Saving Lives, reflecting the undoubted contribution that effectively managing road surface friction can make to achieving positive road safety outcomes and making our road networks more forgiving. Invited speakers include The Honourable Craig Wallace MP, Queensland Minister for Main Roads; Rob McInerney, Chief Executive Officer for the International Road Assessment Programme (iRAP); Superintendent Paula Rose, National Road Police Manager, NZ Police; and Matthew Lugg, Chairman of the UK Roads Board.

One of the highlights of the conference will be a technical demonstration day at the Queensland Government’s Mount Cotton test track on 17 May. Delegates will be able to witness many of the key concepts and underlying principles of road surface friction as they affect vehicle dynamics, across a range of vehicle types and ages, and under different road surface conditions.

Important issues that will be addressed also include a Decade of Action for Road Safety 2011-2020 workshop and a Distaster recovery panel session.

ARRB GROUP IS HOSTING THE CONFERENCE, IN ASSOCIATION WITH THE NEW ZEALAND TRANSPORT AGENCY AND WDM LIMITED.

Full program now available - Visit www.friction2011.com.au Page 20 - Australian Main Roads Construction News

www.amrcn.com.au

Authority replaces container wharf pavement damaged by forklift loads in world’s first commercial use of high-performance asphalt base course.

Port of Napier debuts highly modified asphalt N

ew Zealand’s Port of Napier recently repaired a heavily deformed section of pavement in their Container Terminal by replacing the failed pavement with highperformance asphalt mix incorporating technology never before used in a base course anywhere in the world.

Local contractor, Higgins Contractors Limited (HB), of Napier removed the deformed pavement from a section of H8- K1 and re-paved the area using Highly Modified Asphalt (HiMA) technology developed by Kraton Polymers LLC. The technology employs hard bitumen modified with styrene-butadiene-styrene (SBS) polymer, Kraton™ D0243, and is designed to improve pavement resistance to permanent deformation and fatigue from repetitive loading.

Such pavement qualities are essential at the section near the edge of Kirkpatrick Wharf (Wharf No. 5) where forklifts loading and unloading shipping containers have imposed extraordinary repeated loads that caused premature failure of the pavement. The section of the pavement was originally built as an access road, and the pavement, built in 2001 and 2002, was never designed to accommodate channelised containerhandling wheel loads with typical front-axle loads of 110 tonnes.

Damage from rising container traffic Adding to the problem is the fact that the number of containers passing through the Port of Napier, which is owned by the Hawke’s Bay Regional Council, has substantially increased in recent years due to its favourable east coast location near the main New Zealand shipping lane. Operating 24 hours a day, seven days a week, Napier is the primary export seaport for central New Zealand.

Commenting on the pace of container operations at Napier, Clarke Curtis, Senior Engineering Technician for the Port of Napier, estimated that over the past 10 years container throughputs at the port have approximately doubled. Mr Curtis pointed out that shortly after the road was built, forklifts began using the area as a dogging station where container twist locks are either removed from import containers or placed on export containers. He said this operation requires the forklifts to repetitively arrive at very low speeds with hot tyres, grind to a halt and then slowly accelerate and turn on the spot.

Within a few years, pavement damage from this activity became visible with the appearance of deep ruts. Depressions up to 85mm deep were measured in the wheel paths, with deformation in the basecourse alone exceeding 40mm.

Furthermore, ruts were causing forklifts to shake, requiring the Port of Napier to spend more money on maintaining them, Curtis said.

As mix cooled rapidly in the raw weather, he crew operated the Sakai pneumatic-roller in vibratory mode to expedite compaction.

Port officials decided to have the pavement reconstructed, but they wanted a pavement that could stand up to the punishment imposed by high forklift axle loads over a pavement design life of 20 years.

Officials agree to HiMA trial At a meeting with Higgins Group, which has a long history of performing construction in Napier, port officials were asked to approve the trial of HiMA for the H8-K1 project. Sean Bearsley, Product Development Manager for Higgins Laboratory, viewed the small, 400-squaremetre project as an opportunity for Higgins Group to demonstrate the capability of HiMA technology. Additionally, he said the trial would provide Higgins Group valuable experience with promising technology that could have major ramifi cations for pavements subjected to heavy loads or pavements with asphalt layer thickness limitations.

Port officials agreed to try out the technology for the H8-K1 pavement replacement, using a pavement design created by Robert Patience, Higgins Group Technical Manager. According to Mr Curtis, one of the reasons they agreed to the design tryout by Higgins is that it meant they did not have to dig as deep and get into the water table compared to the original design. And they also have good access to bitumen and stone with a quarry nearby. He said many ports do not have this advantage.

bitumen binder exceeds 3% the viscosity of the binder begins to increase, making asphalt mix gradually more diffi cult to produce in the plant and increasingly unworkable at the job site. The level of mix stiffness that plant operators and paving crews are willing to tolerate depends on historical local preferences. In New Zealand, general practice has been to use between 2.5 and 5.0% SBS when polymer is specified.

Also constraining modifi cation levels is the tendency of highly modifi ed hard binders to segregate in unstirred storage, making the binder unusable. In addition, while standard modified binders are typically based on 80/100 bitumen, the use of the harder 40/50 base bitumen would affect workability and compatibility, further limiting the maximum polymer concentration.

However, through changes in polymer design, Kraton™ D0243 polymer content can be raised well beyond 6% – even in harder bitumens. At the selected 7.5%, no adjustments were needed at the plant or in the fi eld to accommodate the blend for the H8-K1 project. The new polymer minimises viscosity increase, yet substantially improves resistance against permanent deformation and resistance against fatigue from repetitive loading compared to standard high-performance binders, according to Kraton researchers. These benefi ts afford pavement designers a choice – they may opt for longer pavement service or reduce pavement thickness and save costs.

Installing high-performance mix On the day that Higgins paved H8-K1, the weather was damp and chilly, with ambient temperatures hovering about 8°C and winds of approximately 30 kilometres per hour exacerbating conditions. Since Higgins’ asphalt plant is located just six kilometres from the job site, there was no discernible drop in mix temperature as trucks delivered the material to the job site. At the wharf, the trucks deposited the 160°C asphalt directly into the hopper of Higgins’ Vogele paver. The relatively small amount of

asphalt needed for the trial project did not justify the use of a shuttle buggy.

According to Higgins’ Patience and Bearsley, mixing, paving and compaction went smoothly.

They indicated that the asphalt mix team observed an unusually clean operation compared to standard SBS modifi ed binders with no strings hanging from the belts.

Furthermore, they did not notice much difference in handling the high-performance base course mix in comparison to asphalt employing standard SBS modified bitumen. However, they observed that as the mix cooled rather quickly due to raw weather – from 160°C in the paver to 100°C in the pavement in just 30 minutes -hand work became more diffi cult. Compaction was accomplished by two 2X7-tonne double drum steel rollers and a pneumatic rubber-tyred roller. The latter, a Sakai GTW-750, was operated in vibrating mode to improve consolidation of the mix and achieve the specifi ed 4% air voids.

The crew commented on the resilience of the mix when the rollers went over it, saying it rebounded like rubber.

The proof of performance A few months later, an opportunity arose for Higgins Group to pave another, larger, area of pavement – this one covering an area of approximately 2700 square metres at Loading Zone 1. The same type of mix was placed here as at H8-K1.

Bearsley said the proof of performance of the two re-paved sections would be simple –the absence of pavement wheel path deformations over time. He is confi dent the debut of HiMA technology in New Zealand will prove this highperformance asphalt mix to be the solution to the problem of pavement damage caused by very heavy loading, such as that experienced at ports, industrial areas, mining roads and motorway sections.

More information www.kraton.com

Improving pavement design First, Higgins tried out the new asphalt mix on its own property to acquaint the paving crew and technical personnel with handling and other properties of the new product. In September, Higgins executed the H8-K1 project. They removed the deformed section and re-paved the area, applying HiMA technology in the base course and standard SBS-modified mix for the surface layer.

The original pavment structure consisted of 250 mm of 0/65-mm river gravel subbase over a marine gravel subgrade, 500 mm of crushed 0/40-mm aggregate stabilised with 2% Portland cement, and 100 mm of Mix 20 asphalt surfacing made with unmodifi ed 80/100 bitumen.

This was replaced by a new pavement structure designed by Patience calling for 750 mm of 4.5% Portland cement stabilised 0/40 crushed aggregate subbase, 100 mm of SP28 high modulus base course made using Kraton™ D0243 modified bitumen 40/50, and a 50-mm SP14 surface course made using 5% SBS modified 80/100 bitumen.

Patience pointed out the base course design is essentially identical to a Superpave 25 with the exception that a slightly larger aggregate was used – a 26.5-mm nominal maximum sieve instead of 25.0-mm. All of the aggregate was greywacke.

The design was a continuous well-graded mix using six singlesized crushed coarse aggregate components, and one fine aggregate comprised of crusher fines or dust. No natural sand was used.

More polymer made possible The content of the 40/50 penetration grade bitumen for the base course was formulated to be 4.3% of the mix mass, with Kraton D0243 polymer comprising 7.5% of the bitumen. Until the development of the low-viscosity D0243, such an elevated polymer content would not have been practical.

While adding polymer to bitumen provides desirable benefi ts, traditionally the modifi cation level has been limited by workability and compatibility. Generally, as polymer content in www.amrcn.com.au

Australian Main Roads Construction News - Page 21

Northern section of Ballina Bypass opens to traffic T

HE newly completed northern section of the Ballina Bypass on the Pacific Highway was open to traffic for the first time on Tuesday, 1 March 2011.

Federal Infrastructure and Transport Minister Anthony Albanese said this opening is occurring many months earlier than original scheduled thanks to the Federal Labor Government’s decision to bring forward $100 million in our very first budget.

“The opening of the 5.9 kilometres northern section between Cumbalum and Ross Lane marks a major milestone in the delivery of the Bypass,” said Mr Albanese.

“Once fully completed in 2012, this new piece of road infrastructure will improve safety, cut travel times by up to 12 minutes and ease congestion on the streets of Ballina.”

“Importantly, the construction of the Bypass is just one of many projects being funded as part of the $3.6 billion capital works program being rolling out up and down the Pacific Highway.

“Indeed compared to the former Howard Government we’re investing more than twice as much in the half the time.”

The Ballina Bypass is a jointly funded project, with the Gillard Labor Government contributing $526 million and the Keneally Labor Government a further $114 million.

NSW Roads Minister David Borger said work began on the wider Ballina bypass in 2008, and is on schedule for the southern section to be open to traffic next year.

“This is good news not only for motorists using the Pacific Highway, but for the people

of Ballina – as it will improve both local road safety and traffic flow,” Mr Borger said.

The fully built Ballina bypass will feature 12

kilometres of four-lane divided road – six lanes between the Bruxner Highway and Teven Road – as well as new interchanges at Teven Road and Ross Lane, and bridges over Emigrant and

Sandy Flat creeks.

The Southern section will also include a new Cumbalum interchange with roundabouts on both sides of the Cumbalum bridges.

T

HE opening of the new section of the Ballina Bypass between Cumbalum and Ross Lane marked a major milestone in the delivery of the $640 million bypass.

The project is jointly funded by the Australian and State governments.

The RTA has formed alliance with Leighton Contractors, Maunsell AECOM, SMEC and Coffey Geotechnics to design and construction the bypass.

Work began in 2008. The southern section is on schedule to open to traffic in 2012.

The completed bypass will improve traffic flow on the Pacific Highway, the safety of road users and improve access to and from the highway from Ballina. It will also improve traffic conditions in Ballina by removing through traffic from the town.

Key features of the completed bypass will be: • A 12 kilometre four-lane divided road with improved alignment with a posted speed limit of 100 km/h.

• Fully separating the Bruxner Highway and Pacific Highway between the existing intersection of the highways and the Teven Road interchange • Interchanges at Teven Road, Cumbalum and Ross Lane • Bridges over Emigrant creek , Sandy Flat creek and three flood relief bridges.

• Flood immunity of 1-in-20 years Work undertaken on the bypass from January 2011 to the opening of the northern section included: • Completion of work on the Teven Road bridge, Cumbalum flood relief bridge, Emigrant Creek North super T bridge and flood relief bridge number one • Continuing work on Emigrant Creek central bridge, flood relief bridge number two and the Koellner property access bridge. These bridges are scheduled for completion in March 2011 • Continued work on a flood relief box culvert between the Bruxner Highway and Teven Road • Continuing work on the Teven Road roundabout which forms part of the Teven Road interchange • Placement of select and pavement layers on the southern part of the new highway alignment.

Tevan Road Interchange and ‘gateway’ into Baillina

Bad weather may affect work times.

(Photos courtesy of RTA)

Page 22 - Australian Main Roads Construction News

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Australian Main Roads Construction News - Page 23

Morwell Bypass closed due to fears of landslide from the open cut coal mine

A

busy stretch of Princes Freeway in Victoria’s east was shut down on the 10th February and will be closed for three months after cracks appeared in the four lane road following torrential rain on the 5th and 6th of February.

East and westbound traffic is being diverted through the township of Morwell, via Princes Drive (Old Princes Highway) which has caused major upset to locals and passing motorists. Most heavy vehicles (excluding over dimensional vehicles) are also forced to use this diversion route.

Victoria Police assumed control of the incident under the State Emergency Management Arrangements. Superintendent Geoff Newby is the Incident Controller.

Victoria Police will continue to work with VicRoads and local government to manage the detour routes and The Department of Primary Industries and International Power in relation to the geotechnical and hydrological aspects of investigation into the stability of the Princes Freeway at Morwell and the adjacent Hazelwood mine batter.

Superintendent Geoff Newby said cracks appeared in both sides of the Morwell bypass, about 150km east of Melbourne.

“Those cracks are about two to three centimetres wide and a couple of centimetres deep,” he said. “They are a consequence of some land movement at the Hazelwood mine.

For safety reasons, we’ve decided to close the Princes Freeway and divert traffic along what was the old Princes Highway to the northern side of the railway line.”

The freeway runs between the Hazelwood coal mine and residential of Morwell, but Superintendent Newby said there was no evidence that mining activity had contributed to the land slip. He said the area closest to the freeway was mined “30 years ago” and current mining activity was some distance away. “It’s not a case of the mine being cut too close. The mining activity is a number of kilometres away.

The power station is about three kilometres away.”

“This is just an event that’s occurred we believe through the deluge we got on Friday.”

Police reassured nearby residents that they would not be asked to move out of their homes unless the situation worsened. Superintendent Newby also acknowledged the inconvenience

the extended road closure would cause locals.

But he said the Department of Primary Industries and the mine operator, International Power, needed to get “highly sophisticated monitoring equipment” into the affected area to plan how to fix the problem, and that monitoring would take “months not weeks” VicRoads looks after traffic management for the road closure and diversion route, which includes making adjustments to safety and directional signs, traffic light coordination, speed zone reductions and other improvements to enhance traffic flow. VicRoads is also conducting tests and monitoring movement on the road surface within the closed section of freeway.

International Power Hazelwood Mine is cooperating with the mine regulator in relation to the works required to stabilise the area of concern. International Power Hazelwood Mine has undertaken a series of mitigation works in relation to the land movement event, by boring 500 metre groundwater relief wells into the disused north west mine batter and by managing a comprehensive monitoring program to check for additional land movement.

As the regulator of mining activity in Victoria, The Department of Primary Industries is overseeing mitigation works by International Power, Latrobe City and Gippsland Water in an effort to mitigate land movement. DPI is leading the geotechnical and hydrological aspects of investigations into the stability of the Princes Freeway at Morwell and the adjacent Hazelwood mine batter. DPI will provide expert technical advice to other agencies and will oversee the work of the mine operator International Power.

With the increased traffic diverted due to the Princes Freeway closure, the road surface along Princes Drive in Morwell has experienced damage at a number of locations that require repair. VicRoads will aim to carry out these works at times when they will have as little impact on traffic as possible, such as at night time and on weekends. VicRoads asks all road users to remain patient, be aware of changed

Superintendent Geoff Newby

conditions, obey any temporary restrictions and speed reductions in place, avoid changing lanes and allow a safe distance between yourself and

Work starts on Herons Creek to Stills Road Upgrade

Entries Now Open: New 3M-ACRS Diamond Road Safety Award 2011

T

HE full duplication of the Pacific Highway continues apace, with work beginning on the construction of a new northbound carriageway between Herons Creek and Stills Road.

Federal Infrastructure and Transport Minister Anthony Albanese said once this upgrade is completed, motorists will for the first time be able to drive all the way from Bulahdelah to Port Macquarie on a modern, fully duplicated highway.

“This upgrade is just one part of the massive $3.6 billion capital works program currently rolling out up and down the Pacific Highway, with more than 1,300 workers now onsite building close to 70 kilometres of new road,” said Mr Albanese.

“Indeed the duplication of this road is the largest nation building road project currently underway anywhere in the country and compared to our predecessors we’re investing more than twice as much in the half the time.

“Or to put it another way, if the former Howard Government had made a commitment equal to ours then the Pacific Highway would today be almost fully duplicated.”

The $60 million upgrade of the Pacific Highway between Herons Creek and Stills Road is a fully federally funded project.

NSW Roads Minister David Borger said as well as upgrading over 3.5 kilometres of the Pacific Highway, the project will also deliver a new interchange at the Bago Road intersection, a new bridge over Cutty Creek and improve safety around Herons Creek Public School.

“Once completed in late 2012, this new section of highway will provide faster, smoother driving conditions for the up to 12,000 motorists that will use it every day,” said Mr Borger.

“Importantly, it will also improve safety along a section of road which between 2006 and 2010 witnessed 34 crashes resulting in three fatalities and serious injury to a further 36 people.”

Page 24- Australian Main Roads Construction News

the vehicle in front of you. For more information call the VicRoads Traffic Management Centre on 13 11 70 (24 hours a day, 7 days a week).

3M is pleased to announce the launch of a brand new Australian Road Safety Award, in conjunction with the Australasian College of Road Safety.

What’s it all about?

This award calls for any road safety practitioner from the public or private sectors (which covers people like Road Engineers, Contractors, Road Safety Officers, Road Safety Equipment Manufacturers, Asset Managers, Town Planners etc) to submit highly innovative, cost-effective road safety initiatives/programmes which they have recently developed that stand out from normal practice and deliver significant improvements in road safety for the community. Road safety affects us all, and 3M are pleased to be able to actively contribute to this campaign and drive road safety initiatives.

The prize An individual Team Leader from the winning project will receive a trip to the USA to attend the 42nd ATSSA Annual Convention & Traffic Expo in Florida in February 2012. They will then travel to 3M Company Headquarters in St Paul, Minnesota to learn more about 3M’s incredible technologies and innovative solutions.

When will the winner be drawn?

The winning entry will be announced at the ACRS Road Safety Conference Dinner on 1st September 2011. All eligible members of the winning project will be presented with the award.

Who will judge entries?

All entries will be judged by an independent committee of industry representatives, established by the ACRS specifically for this award.

How to enter Simply visit www.acrs.org.au/award after 1 April 2011 and download an Entry Form form.

Entries close 5pm (EST), Friday, 1 August 2011.

For more information, please visit the official award site at: www.acrs.org.au/award, or contact the Australasian College of Road Safety on (02) 6290 2509 or by email at: eo@acrs.org.au

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