AMRCN

ACN 132 670 261

VOL. 3 NO. 13 - December 2011

ABN 52 132 670 261

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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

KINGS ROAD INTERCHANGE TO OPEN EARLY - MORE UPGRADES TO COME PAGES 8-9

Member for Gorton, Brendan O’Connor MP with Anthony Albanese MP, Minister for Infrastructure and Transport - Kings Road Interchange Opening

14th International Flexible Pavements Conference For Full Wrap Up See Pages 4-6 Above: Sergio Cinerari (AAPA Chairman also COO Downer Australia), Michael Bushby Chief Executive of the NSW RTA (opened the Conference); Dr Helen Murphy (Director of Sustainability in VicRoads and key note speaker); John Lambert

Your reliable recruitment specialists Chandler Macleod

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S a key supplier of talent to major infrastructure projects throughout Australia, Chandler Macleod knows a thing or two about sourcing and engaging excellent employees for the Pacific Highway Upgrade and Kempsey Bypass projects. Having been a provider to the RTA and other NSW Government departments under the C100 contract for a number of years, Chandler Macleod have recruited contract, temporary and permanent employees in such specialist areas as Engineering, Surveying, and Project Planning, as well as OH&S Professionals, and Draftspersons – all of which are occupations for which there is significant competition and skills shortages.

“In projects as important to the state as these, you simply cannot leave the sourcing and placement of specialist employees to chance,”

Chandler Macleod’s Newcastle Recruitment General Manager, Margo Shand said.

“Ensuring that the right specialists are in place at each project stage is critical to the ability of the project to be delivered on time and within budget.”

“That’s why our team is so focussed on going beyond the traditional channels of identifying and recruiting employees, to leverage our national and international office network, and to utilise emerging methods such as targeted social media sourcing, viral marketing, and behavioural targeting.”

Involvement in such high profile projects is a well-regarded addition to the resume of any infrastructure specialist, and Chandler Macleod’s Newcastle and Coffs Harbour teams are now accepting registrations of interest for contract opportunities with the RTA.

Employees look to their leaders.

Leaders look to us.

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 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

Specialising in the recruitment of Engineers, Surveyors, Drafters, Project Planners, OH&S Professionals and more Proudly supplying skill hire solutions to the NSW Government through the C100 contract

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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: • Manage your water with Polymer

Innovations Page 3 • AAPA paves the way for more sustainable Asphalt Solutions Page 4-6 • BMD supports local jobs in Princes Highway project Page 7 • Kings Road Interchange to open early - More upgrades to come Pages 8-9 • Ballina Bypass opens ahead of schedule Page 10 • Mount Lindesay Highway Interchange Under Way Page 11 • Spotlight - Moggill Constructions Shaped by Desire Page 12-13 • $465 million Eastern Busway opens six months early Pages 14 -15 • Nagambie Bypass: Northern Sections opens to traffic Page 16 • BMD Upgrade Oxley Highway at Port Macquarie Page 18 • Downer’s Zero Harm approach to Asphalt Production Page 19

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Manage your water with Polymer Innovations P

OLYMER INNOVATIONS works closely with industries to help them maintain safe working environments that assist with the health and safety of workers, their families and local residents.

Many of these heavy industries such as mining and construction are located in remote locations and utilise dirt or unsealed roads constantly. Due to the huge amounts of stress these roads regularly receive they soon lose stability and erode.

Spilling and leaching toxic dirt, mud and water pollution into nearby land and waterways affects employees, residents and the local environment. Road stabilisation is important in maintaining our landscapes integrity by stopping the leaching of water based and airborne pollution, preventing hard panning and increased salt content of soils, protect native land and increase the strength of roads and embankments.

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asthma, reducing soil erosion, ecological damage and airborne pollution. Also, reducing wear and tear on nearby expensive equipment.

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Polymer Innovations develops specific polymer blends that address the unique requirements of industries exposed to hazardous or toxic slimes and sludges. Toxic water slurries that are too thick to pump or too watery to shovel up, can be thickened quickly by adding SAP, allowing for fast and easy removal.

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for mining, construction and governments roadways; dredging and other industrial waste water affected areas. Water ingress issues are dealt with quickly by our SAP polymer blends. SAP reduces damage to the surrounding environment and removes hazardous material from the work area that can be caused by water and mud slurries. This ability to cater to the unique requirements of our clients allows us to control water based pollution from some of Australia’s most pristine environments and productive industries.

Polymer Innovations Water$ave PT Plantation is effective in the revegetation and reforestation of roadside trees, bushes, tube stock and saplings. Water$ave PT can reduce the mortality rate caused by transplant shock and enhance root development, encouraging more rapid growth and production. Water$ave PT reduces the leaching of any introduced fertilizer, minimising evaporation from the soil whilst improving porosity and aeration.

Hydroseeding is used to seed grass on commercial sites, highways or motorways, parks and golf courses, heavily damaged or burnt land, lawns and areas too large, inaccessible or unsuitable for conventional methods. Once it is applied to the soil, it enhances growth by providing an ideal environment for seed germination.

Water$ave HY Hydro can be efficiently applied for hydroseeding operations in mountainous areas or road embankments. It

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maximises plant establishment and holds the components together preventing loss of material through wind and water erosion.

Water$ave HY Hydro prevents cellulose mulch from becoming hardpan during a dry spell. The mulch remains aerated allowing the seeds to sprout quickly. Water$ave HY also reduces the amount of mulch needed. Polymer Innovations Water$ave HY Hydro is highly effective in the young regrowth of trees, shrubs, bushes and saplings to assist in revegetation and reforestation.

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The rooting of the sod is faster, increasing growth efficiency. Water$ave TF polymers reduces labour and water costs, as well as providing relief for difficult growth areas and hot spots that are vulnerable to drying out and going brown.

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Polymer Innovations sales and support staff will tailor the best solution for your road stabilisation projects.

For more information please visit the website: www.polymerinnovations.com.au or call 02 6571 5177.

Australian Main Roads Construction News - Page 3

ASPHALT ROAD FEATURE

AAPA paves the way for more sustainable Asphalt Solutions 14th International Flexible Pavements Conference

Sergio Cinerari (AAPA Chairman also COO Downer Australia), Michael Bushby Chief Executive of the NSW RTA (opened the Conference); Dr Helen Murphy (Director of Sustainability in VicRoads and key note speaker); John Lambert.

Beyond the towns and cities that straddle the coast, the vast and sprawling continent of Australia would have been beyond the reach of most had it not been for the introduction of asphalt paving. Dirt and gravel roads were simply unsustainable given the harsh realities of our climate and often became unsafe for those who yearned to travel.

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EYOND THE TOWNS and cities that straddle the coast, the vast and sprawling continent of Australia would have been beyond the reach of most had it not been for the introduction of asphalt paving. Dirt and gravel roads were simply unsustainable given the harsh realities of our climate and often became unsafe for those who yearned to travel.

Of course in the world of commerce, heavy road freight, travelling at high speeds on dirt roads, could be perilous and even in the cities and towns it’s hard to imagine the dusty or muddy roads that might still exist had it not been for the introduction of asphalt roads.

Asphalt roads are made of hard crushed rock bonded together with a binder (glue). Initially, this binder used to be tar, a by-product in the manufacture of coal and gas and it was used to make most of the asphalt roads across Australia up until the early 1970’s. However, tar was found to be carcinogenic for some workers and is now banned in Australia and in most countries around the world.

Fortunately bitumen, which is made from oil, did provide the answer and when it came - it conquered the world, linking cities and towns across every nation. Here in Australia, bituminous paving played a vital role in providing reliable access to valuable resources in far- away places. By the way, there are two types of bituminous paving - asphalt and sprayed seals. Both are similar in content but are made in different ways. For simplicity this article will use asphalt paving to describe these types of roads.

So with the advent of asphalt paving the continent’s eclectic climate and diverse terrain were no longer barriers and with asphalt roads came so many benefits in mining, agriculture and tourism. In the outback and particularly in Queensland and Western Australia, where much of our resources exist, asphalt roads provided access to mining commodities and enabled beef cattle and produce from bush farms to be transported over long distances to city markets. Importantly, asphalt introduced the world beyond our cities to tourists and in turn, tourism became an industry.

Australia has grown up with asphalt as it transversed the landscape out of pure necessity but so too has our respect and regard for that landscape. It’s a maturity that has seen the

emergence of words that did not exist when roads first connected us to our great continent.

Today, phrases such as ‘environmental sustainability’ represent a key ingredient in the construction of any new infrastructure and the sustainability of our roads is no less important.

It’s one of the reasons why the Australian Asphalt Pavement Association (AAPA) is so proactive in its search for more sustainable asphalt solutions. However, seeking better outcomes is nothing new for this organisation; it has been at the forefront in improving both the asphalt product and its application on Australian roads for the last 40 years.

Initially, in the days when government agencies and industry built roads, AAPA’s role was to support the development of appropriate and consistent technical standards and testing methods in the application of asphalt paving.

This included such issues as the type and quantity of bitumen used; the type and size of aggregate; the effects of weather and traffic density; the percentage of allowable air voids and other matters relating to the required standards of quality and workmanship in the building of roads.

Even though government agencies now outsource much of their road construction, AAPA continues to work closely with its state road authority and industry members to improve the performance and environmental sustainability of asphalt pavements.

When speaking to AAPA’s CEO, John Lambert, his enthusiasm for that task is clearly evident. “The benefits of asphalt paving and its flexibility in meeting appropriate standards in terms of road safety, weather conditions and the welfare of our transport system are obvious.

But it’s also important that we highlight the existing low environmental impacts of asphalt paving and continue to support even more improvements. We are extremely proactive in that regard and our work with our members (industry and government) across the country in securing more sustainable asphalt responses is ongoing and it will continue to provide positive results.”

In that regard, AAPA manages many relevant projects each year across all sectors of the industry. Currently, it is involved in two major national projects which will lead to a more sustainable asphalt solution.

The Validation of Warm Mix Asphalt (WMA) The Boral stand

Dr Dave Timm (Associate Professor, Auburn University US and one of the key note speakers) Page 4 - Australian Main Roads Construction News

Traditionally, hot mix asphalt (HMA) has been applied to roads around the world whereby the asphalt binder has been heated to around 160 degrees centigrade to decrease its viscosity.

This method dries the aggregate and removes moisture prior to mixing and ensures that the binder (bitumen) coats the aggregate. It’s then applied to the road at a high temperature to ensure that the asphalt can be compacted to the appropriate consistency to provide long-life as well as a safe and smooth surface.

Warm mix asphalt (WMA) provides the same road surface quality at lower temperatures and even though asphalt pavements have the lowest greenhouse footprint of any pavement surface, they can be made with even less energy and therefore produce even less greenhouse gas.

This combined with the fact that asphalt pavements are 100% recyclable back into new pavements means that the environmental benefits of warm mix asphalt are considerable.

In simple terms there are two processes that can be used to make WMA. These are either by ‘foaming’ the bitumen before the aggregate is added or by using additives. Both methods ensure that the aggregate is properly coated with bitumen and that the asphalt remains viscose at www.amrcn.com.au

lower temperatures to enable compaction.

In essence, a WMA process can reduce production and laying temperatures by up to 40 degrees centigrade and dramatically reduce energy consumption. Experience in Australia and around the world has also identified that there are many other benefits of warm mix asphalt. These include - ease of compaction, longer compaction times, ability to lay asphalt in colder months, no visible fuming, greater comfort for workers etc. It is therefore a priority for AAPA’s government and industry members to validate the hypothesis that; warm mix provides the same or better performance than hot mix asphalt.

The validation of this hypothesis is a one million dollar project being undertaken by AAPA in conjunction with the Association of Australian and New Zealand Government Road Transport and Traffic Authorities (Austroads) and with particular support from VicRoads.

The validation protocol adopted by AAPA and Austroads, including various stringent test parameters, is rigorous because ultimately results must ensure that warm mix asphalt can produce the same or better performance levels as hot mix asphalt.

ASPHALT ROAD FEATURE WMA technology is already in use in America and Europe with over 10% of all asphalt laid in the US being warm mix. That is in excess of 45 million tonnes of warm mix.

Each year this amount is increasing rapidly and most people in the industry believe that warm mix will soon be the standard asphalt process used around the world. In Australia many State and local governments already use some warm mix. However, state road authorities in Australia want to ensure that before it’s applied more broadly to major roads that it has undergone a validation process to prove its quality and endurance compared to HMA. The validation project compares several WMA processes against control sections of HMA on a three lane section of the Hume Highway north of Melbourne. VicRoads has provided an ideal location to test the merits of WMA as each lane of the road carries between 6,500 and 8,500 vehicles per day. The tests will provide a clear demonstration of the ability of WMA to withstand the stresses and strain exerted by a heavy traffic load including cars and freight.

In April 2010, twenty one different WMA and HMA wearing course sections of asphalt were placed in a grid pattern on the roadway. Some of the WMA materials were made with new materials while others incorporated differing proportions of reclaimed asphalt pavement (RAP) from 10% to 50%. The preparation and placement of the various samples was attended by representatives from Queensland Transport and Main Roads, NSW Roads and Traffic Authority, South Australian Department of Transport Energy and Infrastructure, VicRoads and ARRB. VicRoads provided the asphalt materials under its maintenance budget and three major asphalt producers; Boral Asphalt, Downer EDI Works and Fulton Hogan supplied a range of different WMA materials. These companies are undertaking the extensive asphalt testing that is required under the Evaluation Protocol.

CONCEPT OF PERPETUAL PAVEMENTS Figures 1 and 2 together show the concept of perpetual pavements.

Figure 1

Figure 2

The testing will be monitored by ARRB on behalf of Austroads. ARRB is also leading the preparation of the validation projects reports.

The validation process, which commenced in April 2010, will be conducted over a two year period to allow the various asphalt sections to experience the climatic effects of two summers and the sections of the road used will be monitored and tested constantly.

Ultimately, if significantly lower temperatures can be used to mix and lay asphalt on Australian roads, it will result in less consumption of fossil fuels which in turn will reduce greenhouse gas emissions including carbon dioxide.

The use of lower temperatures when laying the asphalt will also improve the safety of working conditions and mean that the road can be available for use much sooner. This aspect could be a huge advantage for road builders when meeting construction deadlines and the use of WMA will also extend the paving season and allow longer haul distances. The time required to repair roads will also be reduced which will benefit all motorists by reducing maintenance delays. It also appears that WMA can use higher proportions of RAP and testing in the US has indicated that it

may actually give better long life performance than HMA. Monitoring and testing of the road surfaces continues but initial results confirm that the WMA is working at least as effectively as the HMA control sections. AAPA is confident that the project will confirm that warm mix asphalt will be as reliable as hot mix. Already, several state governments have either amended their specification to allow WMA or, are in the process of rewriting them. This means that WMA can be adopted as soon as the final results are released in June next year.

According to John Lambert, “Regardless of the outcome, the project highlights the benefits that can be achieved when industry, the state road authorities and ARRB work together. In this instance, this project not only enables both government and industry to better understand the use of WMA, but it will also help to achieve greater consistency in standards and specifications across Australia. I’m confident that the results will support the early use of WMA with all its environmental, economic and safety benefits.”

Continued next page

Cootes Bitumen Haulage C OOTES TRANSPORT Group Pty Ltd (“Cootes”) s a division of International Energy Services Pty Ltd (“IES”) and is the leading provider of transport logistics services to the Petroleum, Bitumen, LPG, Aviation and chemicals industries in Australia and Singapore and is a leading provider of transport logistics services to the resources sector in Australia.

IES is also a leading supplier of fluid handling equipment to the global petroleum, LPG, aviation and resources sectors.

Cootes operates over 160 Primemovers which are shared between the Bitumen and LPG business.

This ensures that utilisation targets are not based on a seasonal work load, which is inherent with both the Bitumen and LPG activities.

Cootes employs over of 850 drivers, tow hauliers, workshop staff, management and administration staff.

Modern state-of-the-art facilities exist in Victoria, Queensland, New South Wales South Australia and Western Australia which include offices, workshops, wash bays, management, scheduling functions and administrative support.

Cootes has a proven track record of providing these services to our customers at the highest level of compliance to Occupational Health & Safety and Environmental Standards.

Cootes prides itself on the level of customer service that it offers its customers. This means striving to meet customers’ needs with regards to delivery timeliness and by ensuring deliveries are conducted in a safe and efficient manner.

This philosophy translates into real savings by ensuring the right product is delivered to the right place at the right time.

We are here to service your Bitumen Haulage needs.

The Bitumen Haulage Specialists S E RV I C I N G ALL AREAS, A L L S TAT E S .

Tel: 03 8791 9100 11 Healey Rd, Dandenong South, VIC, 3175 www.amrcn.com.au

Email: mark.anderson@cootes.com.au www.cootes.com.au Australian Main Roads Construction News - Page 5

ASPHALT ROAD FEATURE

The Validation of Warm Mix Asphalt (WMA) As we all know, roads are expensive to build but if costs can be reduced then the benefits for Australian taxpayers are obvious. Also if roads can be built to last they will cause less disruption for users as they will not need to be closed for long periods while they undergo major reconstruction or even replacement.

However, the costs and life of a pavement are related to a combination of design specifications and maintenance requirements.

AAPA believes that roads could enjoy a long life and cost less to build and maintain if pavements were designed using the Fatigue Endurance Limit (Perpetual Pavements). They could also be designed to use the appropriate amount of materials, thus preventing waste and unnecessary environmental impacts.

State Road Authorities currently design pavements as per Austroads guidelines and these are based on a mechanistic design which ensures a conservative approach to that design so that the pavement becomes thicker as the loads increase. As an example; a road built to carry a high load or withstand extreme weather conditions could require a pavement over 500mm thick. But are such pavement depths necessary?

AAPA’s support for the perpetual pavement solution is based on a simple premise. It believes that within the thickness of the pavement there is a certain point beyond which, it is not affected by the load it carries.

AAPA are confident that a pavement will last indefinitely if the strain at the base of that pavement does not exceed the material’s fatigue endurance limit. Further that a perpetual pavement design would result in an upper limit on the thickness of a pavement providing unlimited life and a reduction in maintenance costs with just the top wearing course being replaced every 15 to 20 years.

The wearing course can be readily replaced by removing (milling) the top 25 to 30 mm and then applying a new surface with minimal disruption to traffic. Of course any asphalt material removed can be recycled back into new pavements - and this can be done over and over again.

It’s a theory that has now become a reality in the way roads are built overseas and it has made asphalt pavements far more sustainable and cost effective. Some of these roads in the US are now well over 60 years of age. Roads that would also meet the perpetual pavement designs have also been built in Australia. These include roads that are over 30 years of age and new roads that have been designed for very long life such as the Victorian East Link road.

Obviously, it’s in the interests of all AAPA members to ensure that asphalt remains the preferred option when building roads. It is also in members’ interests to not waste materials on unnecessarily thick pavement or to build roads that are too thin and require major maintenance or even replacement. As a result AAPA has invested $250,000 to prove that perpetual pavements represent the future of road design in Australia.

State road authorities support the principles of perpetual pavements and support the work AAPA is doing. As a result ARRB is now represented on the project steering group as it works towards promoting amendments to the Austroads pavement guidelines to include perpetual pavement designs.

In order to achieve these amendments AAPA is working closely with state road authorities through the Austroads Pavement Technology Review Panel (PTRP), and the joint AAPA/ Austroads Asphalt Research Reference Group (ARRG) and ARRB. The project will identify and promote the sustainable benefits of perpetual pavements.

This includes using the appropriate amount of materials without wastage during the Page 6 - Australian Main Roads Construction News

14th International Flexible Pavements Conference

construction process and reducing future maintenance, even to the extent of reducing traffic congestion during maintenance and removing the need to reconstruct pavements.

It’s AAPA’s aim to involve all relevant parties including industry, clients and AAPA members to ascertain and represent their views. ARRB’s participation and increased involvement of state road authorities through Austroads is therefore critical to the success of the project. The project will also include training of industry, pavement designers and client groups to ensure they have current and accurate information on the application and benefits of perpetual pavement designs.

AAPA is currently calibrating Australian asphalt mixes against relevant American mixes to enable US data to be used in assessing the merits. This recognises that a vast amount of significant research work has been done in the US that could be used in this country once the relative properties of Australian mixes are known. Some of this US research includes the results from several years of accelerated pavement testing done at the US NCAT test facility as well as the study of roads that have been in place for over 60 years.

The association will also undertake economic modelling of the initial costs and whole of life cycle costs associated with different pavements, including concrete for comparison. This will highlight the long term saving and sustainable benefits of perpetual pavements.

International resources will also be a feature with appropriate personnel from the US and Europe invited to present their views at AAPA’s 14th International Flexible Pavements Conference held in Sydney in September.

At this Conference several of the key researchers from the US and Europe presented their findings and provided current information on perpetual pavements.

The proceedings of the AAPA Conference are available from the AAPA website (www.aapa.asn.au).

These experts also facilitated a master class following the Conference where the principal pavement designers from across Australia were invited to work with them.

John Lambert sums up the gains that can be made with this latest project. “It’s an exciting process because the Asphalt Pavement Solutions - For Life project will ultimately provide an overview on current asphalt pavement design in Australia and overseas. It’s a great opportunity to advance our industry and it will undoubtedly lead to more cost effective, sustainable and longer lasting pavements.”

AAPA’s leadership in embarking on such worthwhile projects reveals a highly proactive organisation prepared to do the hard yards in order to sustain its own industry and its members’ interests. AAPA is also looking at further major projects that could relate to increased safety around road construction works sites and increased sustainability.

Importantly it also manages a wide range of other projects each year such as developing new safety guides for the use of bitumen hoses and the calibration of bitumen sprayer nozzles.

It has also recently released a Bitumen Burns card to be carried in all vehicles associated with bitumen and asphalt. This is designed to guide work colleagues in first aid and is then pinned on to the injured person shirt to guide staff in the emergency ward of a hospital until a burns specialist can be contacted.

A key part of AAPA’s role is also to promote high quality workmanship through training.

AAPA runs a range of directly relevant training course across the whole of Australia. These are practical courses focussing on issues such as asphalt placement and compaction, sprayed surfacing and safe handling of bitumen. These are delivered by experienced practitioners,

The AAPA stand at the conference.

The Fulton Hogan stand at conference.

Part of the conference exhibition in the Australian Technology Park in Sydney.

many of whom have 40 or more years of experience. AAPA’s principal trainer, Walter Holtrop was also awarded a Life Membership of AAPA at the recent Conference for his services to the industry.

John Lambert sums up AAPA by saying, “AAPA, is a unique industry association as its membership includes all major government and industry stakeholders. As such it has a strong focus on constantly improve the industry and the roads we drive on. AAPA has successfully achieved these goals over the last 40 years and will continue to do so over the next 40 and

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beyond. It will also continue to promote the sustainable benefits of asphalt pavement with its low greenhouse footprint and its ability to be 100% recycled back into new asphalt surfaces” AAPA’s contribution highlights the fact that the asphalt pavement industry is not standing still; that despite the vital role that the industry has already played in the creation and welfare of a reliable transport system, it continues to seek more cost effective and sustainable methods to build tomorrow’s roads - and that’s in all our interests.

BMD supports local jobs in Princes Highway project

In December 2010 BMD Pty Ltd was awarded the contract to duplicate a 23 kilometre section of the Princes Highway between Waurn Ponds and Winchelsea in rural Victoria.

The $220 million VicRoads’ project is jointly funded by the Victorian and Australian Governments and in simple terms, BMD will connect the western extension of the Geelong Ring Road with Winchelsea via a four lane divided road.

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MD CONSTRUCTIONS is a family owned business with annual revenue of around $800 million and its consistent success is in part due to its flexible and unique approach to every project.

In particular BMD recognises that every project is an opportunity to establish ‘enduring local relationships’ and the Princes Highway project serves to highlight the proactive nature of that operational policy.

In March 2011, as the site compound was being established, BMD was already sourcing plant, materials and site staff from the local rural area. The company’s priority was to provide employment and business opportunities

for plant owners/operators and workers in the region surrounding the work site.

As a consequence much of the plant and equipment as well as operators, site staff and labourers have been provided by the local community. Borrow pits have been established in neighboring fields as a source of fill for below the earthwork subgrade and these pits will be rehabilitated on completion of the project.

Bulk earthworks are currently underway and even the crushed rock required has been sourced from a nearby location just to the north of the site. The bulk earthworks are extensive with 610,000m2 of topsoil being removed leaving 580,000m2 to be replaced. There’s 265,000m3 cut to fill earthworks with 230,000m3 cut to spoil and 75,000m3 of imported fill.

The scope of the project includes the design and construction of a 23km four lane highway which includes two lanes in each direction divided by a central median. The upgrade will cross the old highway eight times and will also feature the construction of service lanes, median breaks and protected lanes for safe access to local roads.

Areas of the old highway

affected will be upgraded prior to completion of the project.

BMD will construct a new bridge over the Geelong to Warnabool rail line to cater for Colac bound motorists and the existing highway bridge which carries Geelong-bound traffic will also be upgraded.

Extensive landscaping will be undertaken along the route and where local roads are accessed from the new highway.

The coordinated design of the immediate surrounding landscape, which features plants, trees and shrubs, will not only protect the area but will serve to enhance the visual, ecological and cultural values of the road corridor.

The Princes Highway is an important transport link for motorists, road freight and tourists as it travels through south western Victoria, connecting Geelong with the South Australian border. It’s also a vital link for farmers and a key piece of infrastructure that will assist with regional development throughout country Victoria. A commitment has already been made to continue the highway duplication beyond Winchelsea to Colac in the future and already planning studies, site investigations and concept design works have commenced.

BMD anticipate, weather permitting, that the Waurn Ponds to Winchelsea section will be completed in April 2013. The benefits of this duplication will be considerable but most importantly, it will make this section of the Princes Highway much safer for all motorists with improved local access for those who live in the area.

Significantly, BMD’s long standing approach in prioritizing employment opportunities for local residents wherever possible is to be commended. This particular project serves as a reminder of the economic boost that such a proactive policy can provide to any rural economy when BMD Constructions is involved.

Fauna Conservation, Management & Research Consultants Trafficworks is a specialist traffic engineering consultancy prequalified with VicRoads to undertake the following services:

• • • • •

Road Safety Audits Traffic Management Plans Traffic Design Scoping reports for funding bids Research for strategic road safety and policy advice • Traffic analysis of intersections

Postal: PO Box 417 Ivanhoe Vic 3079 Office: Suite 1, 1st Floor 132 Upper Heidelberg Rd Ivanhoe Vic 3079

Tel: 03 9490 5900 Fax: 03 9490 5910 Contact Emmanuel Natalizio or Kate Kennedy on the above numbers or by email emmanuel.natalizio@trafficworks.com.au or kate.kennedy@trafficworks.com.au www.trafficworks.com.au www.amrcn.com.au

• Fauna Salvage & Relocation • Wildlife Management Planning • Fauna Survey • Wildlife Reintroduction & Relocation Programs • Wildlife Population Modelling • Captive Population Management • Wildlife Lectures

Phone 0431 25 24 77 Email: peter@wildlifecsi.com.au Web: www.wildlifecsi.com.au Australian Main Roads Construction News - Page 7

KINGS ROAD INTERCHANGE

Kings Road Interchange to open early - More upgrades to come The multimillion dollar upgrade of the intersection between the Calder Freeway and Kings Road at Taylors Lake will now be completed before Christmas – six months ahead of schedule – and underbudget, with the savings to be used to deliver an even more extensive upgrade than originally planned.

Aerial shot of the interchange.

F

EDERAL Infrastructure and Transport Minister Anthony Albanese said the Federal and Victorian governments were working together to build and modernise the road infrastructure the families and businesses of western Melbourne rely upon in their daily lives.

“As part of Community Cabinet I visited the site to check out progress on the commitment we gave prior to the 2007 election – a commitment which I’m pleased to confirm will now be delivered six months early,” said Mr Albanese.

“What’s more, thanks to the expertise of the builder, BMD Constructions, and the efforts of its workforce, the upgrade is set to cost taxpayers less than the $50 million originally budgeted.

“The savings will be used locally to do even more, including undertaking safety improvements at the intersection between the Freeway and Sunshine Avenue. This news will no doubt be welcomed by the local

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Page 8 - Australian Main Roads Construction News

Member for Gorton, Brendan O’Connor MP with Anthony Albanese MP, Minister for Infrastructure and Transport.

community as well as all those who regularly use this part of Melbourne’s road network.

“The Federal Labor Government is delivering above and beyond what we promised.”

Mr Mulder said the work now being completed will ease congestion and improve safety around an intersection which in recent years has been the scene of one fatal and a further 15 serious accidents.

“Once the new interchange and related works are fully completed, we will see fewer accidents and over time less loss of life, which after all is the reason why this investment was made in the first place,” said Mr Mulder.

The Calder Freeway/Kings Road Interchange project has involved building an overpass of the Freeway, installing new on/off ramps and duplicating Kings Road between the Melton and Calder freeways. The new, additional work will be undertaken between February and June of next year and include: • Extending an access road linking Highland and Oakbank roads to the new Kings Road interchange; and • Upgrading the Sunshine Avenue and Calder Freeway intersection.

Mr Mulder said the good news doesn’t stop there.

“Communities across western Melbourne will also welcome the news that the upgrade to yet another section of the M80 Ring Road – this time between Edgars and Plenty roads – will start early next year following the

www.amrcn.com.au

awarding of the contract to Fulton Hogan,” said Mr Mulder.

“The $220 million project will build an additional lane in each direction and new auxiliary lanes. Once completed in 2014, motorists travelling to Melbourne from places like Whittlesea, Wallan, Mernda and Kilmore can expect smoother, less congested driving conditions.

Mr Albanese said the Federal Government had so far committed $900 million towards upgrading and widening congested sections of the M80, with the Victorian Government contributing a further $300 million.

“We’re determined to get this job done as quickly as possible,” said Mr Albanese.

“That’s why, I’m also announcing that the Federal Government will bring forward a substantial component of our funding – $167 million – to make sure the work currently underway is completed as a matter of urgency.

“The Federal Labor Government has a plan to move Melbourne forward, one that recognises the task of renewing and expanding its transport infrastructure requires a partnership between governments.”

In addition to the road projects outlined above, Melbourne’s western suburbs will also soon witness the start of construction on Australia’s biggest public transport infrastructure project: Regional Rail Link.

This multibillion dollar project will separate metropolitan trains from regional services and allow more services to operate from Werribee, Sydenham and Craigieburn.

KINGS ROAD INTERCHANGE

Westkon takes Precast Concrete to a new level I

NNOVATION is a key word at Westkon, a wellestablished precast concrete manufacturer and supplier and the company’s current involvement in the Calder Freeway/Kings Road Interchange project is a reminder of the comprehensive range of services provided by Westkon.

The ‘buildability’ of precast concrete structures is an obvious benefit in terms of construction efficiency.

However, as architects explore new design horizons, it is the ability of manufacturers to respond to that specific need that enhances their position within the construction sector. This is where Victorian company Westkon excels because it has the broad manufacturing capability and the engineering expertise to, not only provide an accurate precast product, but the in-house design skill to offer innovative solutions specifically tailored to meet the objectives of any project.

Westkon applies the latest technology in its precast concrete manufacturing process which is governed by a fully integrated construction management software system. The company operates from two extensive factories with one in Melton and the other in Sunshine, where the company’s head office is located. These two facilities represent over 150,000m2 of manufacturing space and provide the company with the broad scope to produce a huge range of precast products.

The current range includes Hollowcore floor planks, prestressed bridge beams/planks, architectural and structural precast panels, and columns, sound and traffic barriers, prestressed stadium seating plats as well as precast stairs and landings. Westkon has also developed an extensive range of concrete finishes, colours and precast module processes to suit small or large projects.

Westkon believes not just in the construction efficiency of its precast concrete solutions but in the sustainability of its product. This added environmental

value is represented by various factors which cover, not just the welfare of the environment, but the inherent social and economic benefits.

Precast concrete products are locally manufactured using local products; reusable moulds minimise waste; recyclable materials can be used in the concrete mix; fast on-site construction reduces the impact on local communities, motorists and dramatically minimises onsite waste; high thermal mass of precast concrete reduces heating and cooling costs; it’s fire resistant and performs well acoustically and of course; precast concrete is cost effective, extremely durable and minimal maintenance is required.

The Calder Freeway/Kings Road Interchange project in regional Victoria is currently under construction by BMD and its client VicRoads. It is a major infrastructure project which amongst other benefits, will provide safer conditions for local traffic and freeway travellers between the Calder Freeway and Melton Highway as well as improving vital regional road links between Melbourne and Bendigo.

Westkon is playing an important role in the construction process with the fabrication and delivery of a number of precast concrete solutions. These include 14 x 1500mm deep, Open Top Super Tee-beam units; 48 on-structure architectural barriers (parapets) with a combined length of 148 metres; 32 off-structure barriers with a combined length of 200 metres and 738 number, noise wall patterned panels, incorporating a folded feature and saw tooth top.

Westkon has contributed to a high number of major infrastructure projects in Victoria, NSW and South Australia and there’s no doubt that the company is ideally placed to continue that successful record of achievement.

For more information contact Westkon Precast at: info@westkon.com.au

Precast concrete specialists

Westkon Precast is a well established Australian precast concrete company, which has developed a reputation for providing highly innovative precast concrete structures and quality precast concrete products.

Westkon Precast’s range of products includes: U HOLLOWCORE floor planks U Prestressed bridge beams/planks U Architectural & structural precast panels & columns U Sound & traffic barriers U Bridge off-structure & on-structure barriers & parapets U Prestressed stadium seating plats U Precast stairs & landings U Prestressed precast products

(61 3) 9312 3688 Above: Fronting the cameras are Member for Calwell Maria Vamvakinou MP, Anthony Albanese MP and Member for Gorton Brendan O’Connor MP

E info@westkon.com.au W www.westkon.com.au

Jac Surveyors creates footprint for major projects

I

N THE 3-dimensional world of the civil surveyor, precision is critical. The ability to create an accurate survey of the terrain under, on and above the ground is the mandatory first step in the design and construction process. It is the vital footprint for all things to come whether building roads, bridges, or any piece of infrastructure.

Leading the way in Victoria is Jac Surveyors, a company that is rapidly gaining an enviable reputation for its important contribution to a number of critical infrastructure projects.

The company was established in 2000 and is currently involved in construction of the Kings Road Interchange on the Calder Freeway on behalf of BMD and its client VicRoads.

The $62 million project has multiple elements and is jointly funded by the Victorian and Australian Governments.

Primarily, the project will extend King’s Road at Taylor Lakes north of the Melton Highway with direct connections to and from the Calder Freeway via a new Interchange.

Apart from the initial survey which encompassed all the planned elements including the upgrade of Kings Road to a four lane divided

road and a bridge over the freeway with entry and exit ramps, Jac Surveyors continue to monitor the project to ensure construction accuracy.

Managing Director of Jac Surveyors is John (Jac) Callanan and along with General Manager, Damian Gillman oversees a highly experienced and extremely capable surveying team. The company also applies the latest technology to ensure pinpoint accuracy in all surveying work.

The company has been involved in many major projects in Victoria including both sections of Nagambie Bypass and section one of the Geelong Bypass for Abigroup; the duplication of the Princes Highway from Waurn Ponds to Winchelsea for BMD, as well as BMD’s Sunbury Electrification Project and many others.

According to John Callanan, the company is delighted to be involved in such landmark projects.

“We relish the opportunity to be involved in major infrastructure projects in Victoria. It’s about laying the plans for the future and working with VicRoads and such dynamic construction companies like BMD, Abigroup and Thiess is always a highly rewarding experience.” www.amrcn.com.au

Reliable, accurate and technical expertise coupled with extensive industry knowledge makes Jac Surveyors the ideal choice in survey for your next major road project.

Phone:

03 9338 2418

EMAIL: admin@jacsurveyors.com WEB: www.jacsurveyors.com

Australian Main Roads Construction News - Page 9

Ballina Bypass opens ahead of schedule KEY STATISTICS •

The project involved erecting 10 bridges, with a collective span of 2.6 kilometres.

•

The project involving moving 1.4 million cubic metres of earth.

After just three years of construction, the new Ballina Bypass pass has opened to traffic six months ahead of schedule – an achievement which will no doubt be welcomed by the locall community as well as regular users of the Pacific Highway.

F

EDERAL Infrastructure and Transport Minister Anthony Albanese recently joined with Page MP Janelle Saffin, Ballina MP Don Page and Ballina Shire Council Mayor Phil Silver to mark the occasion and celebrate yet another major milestone in the massive task of rebuilding the entire highway from Sydney to the Queensland border.

“With the bypass now in place, motorists and truck drivers can look forward to smoother, safer and better driving conditions,” said Mr Albanese.

“But the benefits of this new piece of road infrastructure won’t be limited to just those who drive on it. It will also take 1,500 trucks and 6,500 cars a day off the local streets of Ballina, making this Northern Rivers town an even better place to live, work and raise a family.

“Up and down the NSW coast the vision of a modern, safe and fully duplicated Pacific Highway is finally starting to take shape. In more good news for communities on the North Coast, work on the multi-million dollar project to duplicate the Tintenbar to Ewingsdale section will kick off early next year.”

The new Ballina Bypass was jointly funded by the Federal ($450 million) and NSW ($190 million) governments.

NSW Roads Minister Duncan Gay congratulated Roads and Maritime Services, alliance partners – Leighton Contractors, AECOM, SMEC and Coffey Geotechnics – and the 1,800 workers directly involved with the project on a job well done.

“It’s a tribute to their expertise and hard work that this large and complex engineering project has been completed on budget and ahead of schedule,” said Mr Gay. “From now regular users of the highway can avoid the frustrating delays previously caused by having to negotiate five roundabouts, multiple traffic lights and a 60 km/h speed zone – an obstacle course through Ballina which added up to 12 minutes to a typical journey.

“What’s more, we’re confident the end product is a piece of infrastructure able to cater for the expected growth in traffic volumes, not just for the next three years but for the next three decades.”

The opening of the main section from Teven Road to Cumbalum follows the March opening of the Cumbalum and Ross Lane section, with work on the last 2 kilometres south of Teven Road on track to be completed early in the New Year.

Page 10 - Australian Main Roads Construction News

PROJECT DETAILS: BALLINA BYPASS PROJECT SCOPE The Ballina Bypass is a new 12 kilometre long section of the Pacific Highway bypass running between the Bruxner Highway and the existing Highway at Tintenbar, north of Ross Lane.

Stage 1: Ross Lane to Cumbalum Road – Completed & opened traffic in March Stage 2: Cumbalum Road to Teven Road (i.e. the Bypass) – Completed & open to traffic (November 2011) Stage 3: Teven Road to Bruxner Highway – Due to be in completed in March 2012 The project delivers: • M-class (motorway) standard, 110 km/h speed limit road surface; • Full separation of the Bruxner Highway and Pacific Highway (between the existing intersection and the Teven Road interchange);

www.amrcn.com.au

• Interchanges at Teven Road, Cumbalum and Ross Lane; • Bridges over Emigrant Creek and Sandy Flat Creek; and • Separation of local and through traffic by use of the existing highway for local traffic.

With the Ballina Bypass now built, the Pacific Highway Duplication project moves further north, with work on the 17 kilometre Tintenbar to Ewingsdale section to start early in the New Year.

The Pacific Highway Duplication is currently the nation’s largest single road project, with more than 1,600 workers onsite right now upgrading 69 kilometres of road.

Below left to right: Aerial Shot: Teven Road Interchange Aerial Shot: Cumbalum Interchange Aerial Shot: Bruxner Highway Intersection

Mount Lindesay Highway Interchange Under Way The Mount Lindesay Highway is steeped in Queensland History.

T

HE HIGHWAY, nationally referred to as Route 13, is named after Mount Lindesay, a solidified remnant of the volcanic area surrounding Mount Warning located near the Queensland/ NSW border.

Both Mount Lindesay and Mount Warning are by-products of a volcano which is believed to have erupted around 23 million years ago.

History aside, the Mount Lindesay Highway is a major transport link for motorists and road freight.

The Queensland Government knows how important this link is and we are committed to improving the safety and efficiency of this vital link now and in the future.

We have begun works on stage one of the Mount Lindesay Highway upgrade, Rosia Road to Chambers Flat Road.

These works will provide a grade separated interchange which will improve safety and traffic flow on the highway.

The construction of the interchange will result in a four-lane overpass with two lanes in either direction.

Moggill Constructions are undertaking the project which is progressing well with major earthworks already complete.

The construction company will also build new roundabouts at both ends of the overpass

Attributed to Main Roads Minister Craig Wallace.

Right: Mount Lindesay Highway bridgeworks as at August 2011.

Above: Access provided at Cooreen Road.

Below: Aerial of the Mount Lindesay Highway looking north.

to return motorists to the highway and local services roads.

Once the upgrade is complete, motorists will have safer access points to the highway.

Cyclists and pedestrians will enjoy upgraded access to existing side streets.

And a new bus stop and six parking spaces will be built off Crowson Lane to accommodate school buses.

We know the area surrounding the construction zone is a koala habitat.

To ensure the koalas’ safety and welfare, fauna fencing has been installed and a fauna crossing has also been incorporated into the project. www.amrcn.com.au

To minimise the project’s impact on motorists during construction, Moggill Constructions and the department have adopted some detour strategies to keep the local community moving.

Traffic controllers will be on site to help the flow of traffic.

Community consultation has been a key component in the construction process from the earliest stages of planning and continues.

Prior to construction Moggill Constructions established a series of workshops to create a relationship management system. This ensured that there was a proactive process in place to manage any issues that might arise along the way.

I’d like to thank the community and local road users for their patience and ongoing cooperation while these important works are delivered.

The end result of these upgrades will be well worth it.

I’d also like to commend the Project Manager Alan Andersen who has kept the project on schedule even with a number of days lost due to bad weather.

Moggill Constructions has placed a strong emphasis on cultivating good relationships with stakeholders and the local community.

I look forward to these upgrades becoming a reality mid next year, weather permitting.

Australian Main Roads Construction News - Page 11

Moggill Constructions Shaped by Desire For a company to succeed in the tough and highly competitive constructor sector it takes a special kind of corporate discipline, smart management and a high level of workplace skill. But none of those attributes are achieved by accident; they are born by desire. When you look at a company like Moggill Constructions, it’s obvious that when founder Keith Bedford first opened the doors in 1973 he had enough discipline, know- how and most importantly he had the desire, the desire to be the best.

K

EITH’S FIRST STEP was to assemble a team of highly skilled engineers supported by a work force more than capable of executing any construction task. That was followed by the implementation of a specific employee recruitment strategy. This ensured that the company’s quest to be the best could be matched by the right skill factor to cater for opportunities in the years ahead. He was in it for the long haul and today Moggill Constructions has carved a unique place within the construction sector.

Yet again that status was not achieved by accident. At the outset Keith Bedford clearly recognised the kind of company he wanted to create. He didn’t necessarily want to be the biggest just the best. His concept resulted in the creation of a construction company with a finely tuned capability designed to take on, not necessarily the biggest of projects, but those many challenging, smaller infrastructure projects. It was a formula that would ensure success in a specific area of construction and one that continues to stand the test of time nearly 40 years later.

The scope of the company’s engineering and construction capability is extensive and with over 500 projects successfully completed it’s a list that extends from streetscapes and roads to railway systems; from land development, subdivisions to marine and environmental

works; from civil local government projects to major infrastructure works.

Throughout its history the company’s capacity to deliver each and every project has been a precise and meticulous exercise in logistical planning and controlled execution.

It’s this consistency in meeting both budget and client expectations, regardless of the challenges faced, that has seen Moggill Constructions establish an unequalled reputation for excellence in its own area of endeavour.

Currently, Moggill Constructions is involved in a number of construction projects in Queensland including one particular project on the Mount Lindesay Highway for the Department of Transport and Main Roads (TMR).

Mount Lindesay Highway Interchange Underway The highway, nationally referred to as Route 13, is named after Mount Lindesay, a solidified remnant of the volcanic area surrounding Mount Warning which is located near the Queensland/NSW border. Mount Warning, so named by Lieutenant James Cook in 1770, is also a volcanic remnant and both Lindesay and Warning are by-products of a volcano which is believed to have erupted around 23 million years ago.

Page 12 - Australian Main Roads Construction News

Mt Lindesay / Chambers Flat Road Interchange Right (top and below): Pier columns and abutments under construction for the 4 span overpass Below left: Footprint for Department of Transport and Main Roads, completion mid 2012 – Value $23m Below right: Trimming median drains adjacent to the 4 span bridge structure

The Mount Lindesay Highway, although a rural scenic route, is also a major transport link for both motorists and road freight. It commences its journey from the Ipswich Road at Moorooka, south of Brisbane and then heads south west towards the NSW border. Along the way it also passes through many small towns and a number of rural centres such as Jimboomba, Beaudesert and Rathdowney.

TMR is committed to improving both the safety and efficiency of the Mount Lindesay Highway and has commenced a programme to upgrade the highway in various stages and work on Stage 1 is now well underway.

The contract for Stage 1 was awarded to Moggill Constructions to upgrade the intersection on the highway at Chambers Flat Road and Crowson Lane near Munruben. Once that upgrade is completed the existing highway from that point will be widened to a four lane divided highway going north to Rosia Road at Park Ridge.

However prior to that widening, Moggill Constructions will construct a grade separated interchange at the intersection of Chambers Flat Road and Crowson Lane in Munruben. Over the years there have been a number of accidents at that location so the new interchange will make the area much safer and remove the pressure at the existing intersection.

Major earthworks have already been completed and the construction of the interchange will result in a four lane overpass with two lanes in either direction. New roundabouts will be constructed at both ends

www.amrcn.com.au

of the overpass to return motorists to the highway and local service roads. Once completed, both the efficiency and safety for motorists using this important transport link will be dramatically improved and the highway will have far less impact on the local community, as well as providing safer access to the highway in that location The scope of the work also includes the improvement of facilities for cyclists and pedestrians with improved entries to existing side streets and to cater for the introduction of future service roads. A new bus stop and six parking spaces will be constructed in Crowson Lane to accommodate school buses.

The area surrounding the construction zone is a known Koala habitat and Moggill Constructions will install Koala proof fencing around the new interchange to ensure their safety and welfare. A fauna underpass will also be constructed under the highway to allow the safe passage of animals from one side of the road to the other.

Minimizing the project’s impact on motorists during construction is paramount and so traffic management is a vital component. TMR and Moggill Constructions have adopted various strategies to minimise the impact of construction on motorists.

TMR always conducts extensive community consultation in the planning stages of any project and has put in place a special detour route so that motorists can circumvent the construction site.

Continued next page

MOGGILL CONSTRUCTIONS SHAPED BY DESIRE Moggill Constructions has also employed traffic controllers at the site and implemented various construction schedules to minimise delays for motorists.

Community consultation has been a key ingredient in the construction process from the earliest stages of planning and continues to be the case. Moggill Constructions Project Manager, Alan Andersen explained that the company has always placed a strong emphasis on cultivating good relationships with its client, stakeholders and the local community.

“In this instance and prior to construction we established a series of workshops involving TMR, SMEC and other community interests to create a relationship management system. This ensured that there was a proactive process in place to manage any issues that might arise along the way.

We are not just committed to delivering a quality result but also ensuring that the impact of the construction process is minimised as far as the local community is concerned.

However, building new infrastructure in a high density traffic zone will always have some unavoidable impact and we appreciate the spirit of cooperation extended by the travelling public.

Inevitably, heavy rain can have a detrimental effect on construction schedules and the Mount Lindesay Highway project is no exception. Although there have been a number of days lost due to bad weather, the project is still on schedule and Alan anticipates that weather permitting, the interchange will be completed as expected by mid 2012.

Moggill Has The Capacity To Think ‘Outside The Box’ Moggill Constructions is an extremely versatile company and highly experienced in all forms of civil engineering. It’s record of high achievement in such a broad array of projects is testimony to the company’s ability to think ‘outside’ the box’ when faced

with any construction challenge. It approaches solutions with the client’s interests clearly in mind so that the engineered end result, not only exceeds those client expectations, but also provides a cost effective solution delivered on time and within budget.

John Rutherfoord, Deputy and Pre-Contracts Manager for Moggill Constructions, explains how the company responds to a new project.

“We thrive on the challenge of exceeding a client’s expectation both in terms of our solution response and the manner of its execution.

Whenever there’s a new project to consider the in-house energy level seems to rise. You can sense the enthusiasm and it’s because our highly skilled in-house capability is such that we are always confident that we can arrive at the right answer no matter the challenge. The engineered response is then backed up by our own construction team that we know has the capacity to deliver a cost effective result on time and within budget.”

Of course results speak for themselves and there is a long list of satisfied clients and an eclectic mix of completed infrastructure projects to suggest that the company’s philosophy and enthusiasm for the task is consistently applied and highly successful.

Moggill Constructions has received a number of awards including an Engineering Excellence Award for; ‘outstanding achievement in the field of engineering’.

This was one of two awards the company received for its work on the construction of the Jack Pesch Bikeway and Pedestrian Bridge at Indooroopilly. This particular award recognised the company’s ‘concern for the human and natural environment, aesthetic standards and benefit to the community’.

The company was also the recipient of the 1999 AISC Queensland Structural Engineering Steel Design Award for the same project.

There are countless other projects which exemplify the diverse operational capability of Moggill Constructions including the Australian Super Hornet Project at Amberley Air Base for Leighton Contractors; Translink’s Bribie Island Park n Ride Facility and the Burpengary Station

Rail Car Park; the Downfall Creek Bikeway at Virginia for Brisbane City Council; BP Oil’s maintenance and infrastructure programme at its BP Bulwer Island facility; Queensland Rail’s Mitchelton to Keperra Rail Duplication and Station Upgrade.

Then there’s the current construction of the new Gold Coast University Hospital Access which includes the upgrading of Olsen Avenue from 4 to 6 lanes and the construction of pavements, drainage, streetlighting and traffic lights.

There are far too many projects to mention here but the list does highlight that unique and diverse role performed by Moggill Constructions within the construction sector and reveals how, when it all began back in 1973, that Keith Bedford’s vision and his desire to be the best has been well and truly realised.

www.amrcn.com.au

Top left: Seventeen Mile Rocks Road intersection upgrade for Brisbane City Council Completed 2011 – Value $3.5m Top right: Grovely Station. Mitchelton to Keperra Duplication and Station Upgrades for Queensland Rail.

Completed 2008 – Value $20m Below left: Jones Road upgrade for Ipswich City Council. Completed 2009 – Value $14.5m Below: Olsen Avenue upgrade (Gold Coast Hospital Access Road) for Department of Transport and Main Roads. Completed 2011 – Value $12m

Australian Main Roads Construction News - Page 13

$465 million Eastern Busway opens six months early

The new $465 million section of the Eastern Busway between Buranda and Main Avenue, Coorparoo, will start services on Monday, 29 August 2011, six months ahead of schedule.

before construction construction finishes.

T

RANSPORT MINISTER Annastacia Palaszczuk said the project team had worked hard to build this vital 1.05km section of Brisbane’s busway network, which generated about 2500 direct and indirect jobs over the life of the project.

“Opening this section of the busway is an exceptionally exciting time for Brisbane’s eastside residents and for the bus services using it,” Ms Palaszczuk said.

“This section of busway includes a combination of tunnels and bridges, two new stations and will vastly improve connection services to and from the eastern suburbs.

“It’s part of our commitment to sustainable transport for Brisbane.”

PROJECT BACKGROUND The Queensland Government’s Eastern Busway will ultimately provide a dedicated public transport option for commuters travelling between Brisbane City and Capalaba in a congestion-free environment.

The 1.05 kilometre Buranda to Main Avenue section will connect the existing South East Busway with Coorparoo through a combination of tunnels, elevated structures and surface busway.

Two new busway stations at Stones Corner and Langlands Park features high quality urban design, all-weather protection, modern landscaping and world-class security.

Design development and subsequent construction of the project has been undertaken since October 2008 by the Eastern Busway Alliance.

The Alliance have delivered many benefits through the design and construction process including delivery of the Langlands Park busway station as part of this section, considerations for compatibility for future light rail, improved connection with the existing South East Busway, fewer impacts to Logan Road and a shortened Laura Street tunnel.

The full 20-kilometre Eastern Busway scheme will ultimately connect Buranda to Capalaba via Stones Corner, Coorparoo, Camp Hill, Carina, Carindale and Chandler.

KEY BENEFITS OF THE EASTERN BUSWAY The Eastern Busway, Buranda to Main Avenue will: • Cut up to eight minutes off bus trips through the most congested section of Old Cleveland Road, bypassing four sets of traffic lights and saving regular commuters from Coorparoo to the city 1.5 hours in travel time per week.

• Provide two new signature busway stations at Stones Corner and Langlands Park vastly improving connection services to and from

Above: Logan Road Tunnel portal This photo: Eastern Busway the east side • Link Stones Corner with key locations including the Princess Alexandra Hospital, the University of Queensland and the City.

• Enable fast, frequent and reliable public transport.

• Provide a cheaper, cleaner and greener way to get around.

• Carry 7000 passengers in the morning peak period by 2016.

SOUTH EAST QUEENSLAND BUSWAY NETWORK The 1.05 kilometre Buranda to Main Avenue section connects the existing South East Busway with Coorparoo.

A total of $465.8 million was allocated for the design and construction of this section of the Eastern Busway network. Further stages of the Eastern Busway will be constructed as funding is secured.

BUSWAY STATIONS The Eastern Busway, Buranda to Main Avenue includes two new signature busway stations at Stones Corner and Langlands Park.

A team of architects and landscape urban designers were engaged to ensure the stations incorporate high level security and appealing urban design, while complementing the local area.

The lifts at each station are environmentally friendly and energy efficient. The lifts are counter-weighted to reduce energy required to operate and even generate energy each time the brakes are activated.

DESIGN FEATURES • The busway stations will feature electronic bus information.

• Full access to the elevated Stones Corner

Page 14 - Australian Main Roads Construction News

• • • •

•

station will be provided via stairs, a ramp and lift towers at both stations.

Tactile paving will be used in the plaza and on the platforms to assist visually-impaired persons.

Kiss ’n’ ride facilities will be in place at both busway stations.

Landscaping will include drought-resistant plants.

The Stones Corner busway station was strategically designed to provide ready access to the Stones Corner shopping/dining precinct.

Cycle storage facilities at each station.

SAFETY AND SECURITY • Security cameras and emergency phones will provide a direct link to the Busway Operations Centre where staff monitor the busway stations and cycle storage areas 24-hours a day.

• A ‘help’ button will be located on each platform and nearby to cycle storage areas, with a direct link to the Busway Operations Centre.

• Stations will be clearly signed outlining safety tips and conditions of entry.

ENVIRONMENT Noise and vibration The Alliance implemented methods to minimise noise and vibration impacts during construction including: • Undertaking noise and vibration monitoring.

• Implementing temporary noise barriers where possible.

• Carefully selecting machinery and planning activities to ensure minimal noise.

• Providing information to local residents regarding construction activities • Conducting building condition surveys

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begins

and

when

Dust The Alliance implemented proven dust mitigation measures, specific for each construction activity, to help control dust including: • Planning activities to ensure machinery and movements generate minimal dust.

• Covering truck loads when leaving the site.

• Using a street sweeper on local roads.

• Utilising water trucks and soil-hardening products.

Norman Creek Norman Creek is an area of significance in the area and extensive efforts were been made to manage construction in and around the creek.

A site-specific erosion and sediment control plan was developed to ensure the water quality in the creek and surrounds were protected.

DESIGN FOR FLOODING The busway has been designed to effectively manage local flood events. For example, the Stones Corner busway station and Logan Tunnel were each designed to withstand frequent flooding from Norman Creek. By elevating Stones Corner busway station and by designing the busway to withstand a 100 year flood, the risk of flooding is either totally eliminated or significantly reduced.

If major flooding were to occur, passengers would still be able to take the bus to Stones Corner busway station and access Logan Road via Beata Plaza or to Langlands Park busway station and access Old Cleveland Road.

Concrete barriers and the retaining walls at the tunnel entrances are water proof and keep flood waters from entering the tunnel and three pumps are installed in each tunnel to pump out water. The large pumps can pump 320 litres of water per second and could empty the Langlands Pool in 10 minutes!

CULTURAL HERITAGE The Turrbal and Jagera people, who are traditional owners of the area, were involved throughout the project to ensure all matters of Aboriginal cultural significance were respectfully managed during the project.

The Alliance also undertook a full cultural heritage assessment to ensure European cultural heritage elements of the area were recorded so they can be managed.

The assessment identified key local heritage aspects in the area such as the ANZAC Memorial Gates in Panitya Street, timber from old rail and road bridges and character homes along the project alignment.

$465 MILLION EASTERN BUSWAY OPENS SIX MONTHS EARLY road surfaces as construction includes using concrete and reinforced steel as the base, and lean mix as the sub-base.

The use of these materials ensures a minimum 40 year lifespan for the surface road as opposed to an average 7–10 year lifespan for suburban roads.

Above: Eastern Busway. Below: Inside the Logan Road tunnel.

SUSTAINABILITY A sustainable activity is something that meets the needs of the present without compromising the ability of future generations to meet their own needs. It includes challenging the way we use resources and how we manage waste, increasing efficiency and improving functionality.

Sustainability in design From the design phase, the Alliance strived to come up with ideas to improve the busway.

The project was designed to ensure the use of resources and greenhouse gas emissions were minimised as much as practical and that designs maximised the cost effectiveness of materials over the life of the busway. This includes: • Flattening the grade of the busway to reduce fuel consumption.

• Installing solar panels to supply electricity to the power grid.

• Reducing water use by using drought resistant plants.

• Utilising natural light and natural ventilation.

• Using renewable or less energy intensive materials where possible.

Sustainability in construction The construction team constantly looked to improve waste and water management as well as increasing the efficiency of construction methods.

Some sustainable initiatives implemented include: • Recycling waste materials.

• Treating and reusing water on-site.

• Trialling solar and LED lighting.

• Reusing materials excavated from tunnel construction as fill for Langlands Park busway station and Beata Plaza.

• Refurbishing the footbridge over Norman Creek rather than building a new bridge.

TUNNELLING The Eastern Busway, Buranda with Main Avenue includes two tunnels: one located under O’Keefe Street and Logan Road and one under Laura and Lilly streets.

There are many different ways to construct tunnels depending on factors including the existing ground conditions, available space, budget and machinery available.In the case of Eastern Busway, both tunnels were constructed using ‘top down’ method.

Step one - Construct the walls and roof of the tunnel A piling rig is used to drill holes into the ground which are then filled with reinforcing steel and concrete. These piles become the support for the tunnel walls and roof.

The roof of the tunnel is then constructed using concrete beams and a concrete slab.

Where the tunnel passes under a road, the road surface is reinstated on the tunnel roof and the road re-opened to traffic.

Step two - Excavate soil and form a tunnel After construction of the walls and roof, an excavator is used to remove the soil from underneath so the inside of the tunnel can be formed. As the soil is cleared away, a machine sprays additional concrete onto the walls between the piles to secure the soil. This is known as ‘shotcreting’.

Step three - Fit out begins The team installed tunnel monitoring equipment, fire retardant equipment, drainage, lighting and conduits. Reflective wall panels are also installed to improve lighting levels and reduce the number of lights.

Step four - Construct the tunnel floor The road surfaces along the busway are made of many layers of gravels, asphalt, steel reinforcing and specialised concrete mixes to withstand the heavy bus traffic.

CHALLENGES IN CONSTRUCTING THE SURFACE ROAD Hot conditions Construction of the pavements for the Eastern Busway occurred between mid2010 and mid-2011. Pouring concrete in hot conditions presented challenges in meeting strict construction specifications which requires the temperature of the concrete not to exceed 30 degrees Celsius.

To pour the concrete within the limitations, the majority of concrete pavement works were done at night.

To minimise the impact of night work on the community, the team poured some concrete during the day, where practical.

To reduce the temperature of the materials, the team needed to: • wet the ground the night before so it could cool overnight • add ice to the mixture • strategically cover and store gravel stockpiles in the shade.

Narrow alignment Concrete on the Eastern Busway needed to be a thick consistency (or partially dry) so it didn’t seep down the busway slopes.

The concrete was too dry to be pumped using conventional machinery but the team innovatively built a conveyor with parts from a tomato picker to fit within the narrow alignment of the busway.

Surface tolerance The team poured more than 200 sections of concrete along the busway alignment.

Each patch needed to be accurately poured within a 3 mm deviation. This means if a level is placed on the busway there should be less than a 3 mm gap beneath it. This careful attention to detail ensures a smooth ride for buses and passengers.

FUTURE STAGES OF THE BUSWAY The next priority section of the Eastern Busway will be announced when funding is secured. For information on future sections of the Eastern Busway, please contact the Department of Transport and Main Roads.

Free call 1800 550 277*, Email metrofeedback@tmr.qld.gov.au or visit www. tmr.qld.gov.au TRANSLINK SERVICE INFORMATION TransLink will release service information closer to the opening date.

The new busway and services will significantly upgrade public transport for thousands of Brisbane residents with more buses and five new bus routes through Brisbane’s eastern suburbs, particularly those suburbs along Old Cleveland Road such as Camp Hill, Carina, Carindale, Belmont, Chandler and Capalaba West.

New buses will give customers an extra 103 590 weekly seats via the busway and eastern corridor, with 2238 buses a week stopping at the new Stones Corner busway station and 1752 buses stopping at Langlands Park Busway Station.

The service package includes up to 31 new buses, 12 new bus stops and five new bus routes, including two new high frequency bus routes - route 222 (Carindale to Roma St) and 590 (Garden City to Number One Airport Drive).

Buses on route 222 will run every 10 minutes in peak and every 15 minutes off peak between 6am and 11pm, seven days a week.

Route 590 will run every 15 minutes in peak and every 30 minutes off peak between 5.30 am and 7.30pm weekdays and every 30 minutes on weekends between 7 am and 7.30 pm.

The upgrade of route 222 will add additional off-peak and weekend services to the Old Cleveland Road and Eastern Busway corridor.

This service will become the main bus route for the Eastern Busway extension.

The new 590 will be a great link for shoppers and workers between Garden City, Cannon Hill, Carindale, Direct Factory Outlet at Number 1 Airport Drive, as well as key industrial hubs including the Metroplex Gateway office park at Murarrie and the Australia Trade Coast and Aviation training precinct.

The 590 also gives residents along Creek Road, buses on Sunday for the first time.

As part of the service package, a new local bus route 213 will be introduced – operating regular 15 minute peak services between Cannon Hill and Carindale via Tingalpa and Belmont.

This bus package not only benefits the busway network but also targets crowded buses, particularly those around Carindale.

PILING Piling is used to support bridge and other structures in areas where soil stability is weak.

This is often the case in low lying areas where the water table is close to the surface.

Piling generally involves drilling a deep hole, often to meet the rock below, and reinforcing it with steel and concrete. These deep piles form a solid foundation for construction activities and long-term durability of road and bridge structures.

Almost 600 piles were required for the construction of the Eastern Busway, Buranda to Main Avenue incorporating two piling methodologies: soldier (separate) piling and segmental secant piling.

PAVEMENT WORKS The road surface for the Eastern Busway is different from suburban or even motorway

Brisbane: Your newest Busway is open!

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RISBANE’S newest busway opened recently for local residents and families to explore – six months ahead of schedule.

Queensland Premier Anna Bligh said that as from Monday, 29 August, the $465 million Eastern Busway would be teeming with new bus services.

“This section of busway will allow commuters to save up to 1.5 hours in travel time per week. Approximately 2,643 buses will service the new section the Eastern Busway each week, including five completely new routes,” Ms Bligh said.

“This project will not only vastly improve transport services to and from the eastside of

Brisbane, but it also provided more than 2500 jobs for South East Queensland.”

The Premier said it was fantastic the local community had the opportunity to walk along this great piece of infrastructure.

“This 1.05 kilometre project features two new signature busway stations located at Stones Corner and Langlands Park, helping to create convenient access for local residents.

The stations also provide secure cycle storage for those wishing to ride their bikes to the stations.

“As part of the Stones Corner busway station, Beata Street has been transformed into a pedestrian and cycle only plaza. Pedestrian

and cycle paths around the station and Norman Creek have been enhanced and new landscaping provided.

“This new busway offers a link from the South East Busway to the Princess Alexandra Hospital, the University of Queensland, as well as access the CBD. “The completion of this busway is extremely significant to the people of Brisbane and its great to see locals and their families out to see it up close.”

Transport Minister Annastacia Palaszczuk said this section of busway between Buranda and Main Avenue is the next stage in what will ultimately be the 20 kilometre

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long Eastern Busway.

“Ultimately, it will link suburbs such as Capalaba and Chandler through to Buranda, reducing travel times and providing commuters with convenient access to the city and Princess Alexandra Hospital,” she said.

For services and journey planning information, visit www.translink.com.au or call 13 12 30.

JOINT STATEMENT: Premier and Minister for Reconstruction The Honourable Anna Bligh Transport and Multicultural Affairs The Honourable Annastacia Palaszczuk

Australian Main Roads Construction News - Page 15

Almost two years to the day since the start of work, the first section of the new Nagambie Bypass has opened to traffic, with the entire $188 million project on track to be completed by the middle of 2012.

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EDERAL Infrastructure and Transport Minister Anthony Albanese said the completion of Stage One – duplication of the existing Goulburn Valley Highway between Kirwans Bridge-Longwood and Weir Roads – is a major milestone in the delivery of this new piece of road infrastructure.

“The progress that’s been made in the last two years vindicates our decision to bring forward funding in our recession-busting, job-creating Economic Stimulus Plan and begin construction of the bypass earlier than originally planned,” said Mr Albanese.

“Once fully completed, almost 2,000 trucks will no longer be rumbling through the heart of Nagambie each and every day, a profound change which will make this town an even better place to live, work and raise a family.”

Nagambie Bypass as at 2010.

Nagambie Bypass: Northern Section opens to traffic

“Commissioning of the new bypass will also mean the entire Highway through the Goulburn Valley has at last been brought up to ‘freeway’ standard. This achievement will no doubt be welcomed by to the region’s fruit and vegetable growers who rely on this road to get their produce to market in Melbourne as well as interstate.”

The new 17 kilometre, dual-carriageway Nagambie Bypass is being built with funding from both the Federal ($151 million) and Victorian ($38 million) governments.

Victorian Roads Minister Terry Mulder said initiatives such as the Nagambie Bypass and the associated Goulburn Valley Highway improvements will deliver safer driving conditions along a section of road which has seen at least 18 casualty crashes including four fatalities in recent years.

“Importantly these road network improvements through the Goulburn Valley will support regional jobs and growth especially for our fruit growing, dairy and tourism industries,” said Mr Mulder.

“With traffic now switched onto the new lanes north of Nagambie, a temporary 60km/h speed limit will apply while the new road surface settles, and some minor works are completed.

“In coming weeks and as conditions allow, the 110km/h rural freeway speed limit will be signed. In the meantime, I’d urge all motorists to slow down, drive carefully and observe the temporary speed restrictions in place to protect the safety of road workers.”

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Builders Selected for Tintenbar to Ewingsdale Upgrade

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AULDERSTONE, a builder with extensive expertise in delivering major road projects, has been selected for the job of duplicating the Pacific Highway from Tintenbar to Ewingsdale, clearing the way for work to start early next year, Federal Infrastructure and Transport Minister Anthony Albanese and NSW Roads Minister Duncan Gay said recently.

Minister Albanese said the awarding of this multi-million dollar design and build contract was yet another major milestone in the ongoing upgrade of the Pacific Highway.

“Once completed in 2014, the upgrade will deliver safer, faster and less frustrating driving conditions for the 12,500 motorists and truck drivers that use this section of road each and every day – a figure which is only likely to grow in the years ahead,” said Mr Albanese.

“Identified as a project of national significance

by Infrastructure Australia, the full duplication of the Pacific Highway is the largest road project now underway anywhere in the country.

“So far we’ve committed $4.1 billion to this nation building task – more than three times what our predecessors spent during their twelve long years in office.”

NSW Roads Minister Duncan Gay said this important project would deliver better and safer driving conditions as well as improve the Highway’s capacity to move people and freight between Australia’s largest and third largest cities quickly.

“The full upgrade of the Pacific Highway is a priority for the NSW Government,” said Mr Gay. “This is the only section on the Far North Coast yet to be duplicated and once complete, motorists and truck drivers can look forward to a four lane, divided highway all the way from Ballina to the Queensland border.”

Mr Gay also said that following community concern expressed over the Bangalow interchange design concept, a working party, including representatives from the local community, had been established.

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“Unlike the former Labor Government, the NSW Liberals & Nationals Government actually listen to the concerns of local communities,” said Mr Gay. “A public meeting was held recently, attended by the Nationals Member for Ballina Don Page, and it was decided that a working group would be set up to review and refine access arrangements for local residents.

“A revised concept will be placed on public display for community feedback before any final decision is made.”

The Tintenbar to Ewingsdale Upgrade is jointly funded, with the Federal Government contributing $416 million and the NSW Government a further $135 million.

The project will rebuild and widen the Highway, upgrade the Ewingsdale Interchange, drill parallel tunnels under St Helena ridge and install measures to protect the water quality in the Emigrant Creek and Wilson River catchments.

Federal Updates on Road Infrastructure Projects from the Office of Federal Minister for Infrastructure and Transport, Anthony Albanese

Hunter Expressway: One Million Cubic Metres of Soil Removed

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NOTHER major milestone has been reached on the western section of the new Hunter Expressway, with construction workers having successfully removed one million cubic metres of earth – enough soil and rock to fill 400 Olympic swimming pools.

Above: Federal Minister for Infrastructure and Transport, Anthony Albanese

Federal Infrastructure and Transport Minister Anthony Albanese said in just six months more than a third of the required earthworks along the 27 kilometre section between Kurri Kurri and Branxton has been completed – an impressive performance and a tribute to the efforts of all those working on site.

“After years of talk and inaction, it’s now full steam ahead on what is the largest road

Majura Parkway: Detailed Design Work Begins

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HE Australian and ACT Governments have announced that SMEC Australia has been selected to undertake and complete the detailed design work on the new Majura Parkway.

The Majura Parkway project was announced earlier this year and construction is expected to be underway towards the end of 2012.

Federal Infrastructure and Transport Minister, Anthony Albanese, said the awarding of the $6.5 million contract is another significant milestone in the delivery of this long-awaited piece of infrastructure, one which will make it easier for Canberrans to get around their city as well as taking trucks off residential streets.

“Assessed and recommended by Infrastructure Australia, construction of this road will over time generate economic, social and environmental benefits worth almost $1 billion,” said Mr Albanese.

“Put simply, this new road is an investment in Canberra’s future.

“But the new Majura Parkway is just one part of our record capital works program.

Labor at both the Federal and Territory level is

working together to put in place the modern, well-planned transport infrastructure befitting Canberra’s status as the nation’s capital.”

The Majura Parkway will be an 11.5 kilometre long dual carriageway, with the Gillard and Gallagher Labor governments each providing $144 million towards its construction.

ACT Territory and Municipal Services Minister Simon Corbell welcomed the finalisation of the forward design consultancy, a process which will build on the preliminary work done as part of the initial Environment Impact Statement.

“Once completed and open to traffic in 2016, the Majura Parkway will be an important north-south transport link, providing a direct connection between the Federal and Monaro Highways,” said Mr Corbell.

“By 2030, it’s expected this new road will be carrying 40,000 vehicles a day, including up to 6,000 trucks. Indeed it will significantly improve the movement of freight both nationally and within our own region.”

For more information about the project, go to: www.majuraparkway.act.gov.au.

project currently underway anywhere in NSW – and we remain committed to working with the NSW Government to get the job done as quickly a possible,” said Mr Albanese.

“Once completed in 2013, the new Expressway will slash travel times, deliver safer driving conditions and take up to 30,000 vehicles a day off the New England Highway and away from the towns of Thornton, Maitland and Rutherford.”

The new $1.65 billion Hunter Expressway is being jointly funded, with the Federal Government providing $1.45 billion and the NSW Government a further $200 million to complete the project.

Key features of the western section include: • 27 kilometres of four lane divided road; • Four interchanges (two full interchanges, two half interchanges);

One million cubic metres of earth successfully removed on the western section of the new Hunter Expressway

Work starts on Nation’s longest bridge C

ONSTRUCTION on what will become the nation’s longest bridge has commenced, marking yet another major milestone in the delivery of the long-awaited bypass of the Mid North Coast towns of Kempsey and Frederickton as well as the ongoing upgrade and full duplication of the Pacific Highway.

Onsite to see the first of the 394 piles to be driven into the ground over coming months to form the bridge’s foundations, NSW Acting Premier Andrew Stoner said the structure will eventually span the Macleay River in the north – a distance of about 300 metres – and the floodplain to the south.

“The design also calls for 93 support piers, including eight in the river, spaced 34 metres apart, with the deck of the bridge to be formed using 941 concrete beams – or ‘super-T’ girders – each weighing 65 tonnes,” said Mr Stoner.

“So the local community can get a better appreciation of the scale of this bridge building project, as well as the latest flood modeling and an update on progress with respect to the Frederickton levee, we have organised a couple of information sessions for later this week.”

Senator Matt Thistlethwaite, representing Federal Infrastructure and Transport Minister Anthony Albanese, said the need to erect a 3.2 kilometre long bridge straddling the Macleay River and nearby floodplain is just one of many

engineering challenges that will need to be solved before the Pacific Highway is finally done.

“Once built, this new bridge will wrest the title of Australia’s longest away from Brisbane’s Ted Smout Memorial Bridge which opened only last year and is about half a kilometre shorter,” said Mr Thistlethwaite.

“More importantly, completion of the entire bypass in mid-2013 – twelve months ahead of schedule – will take 2,000 trucks a day off the local streets of Kempsey as well as provide safer, quicker driving conditions for all users of this section of highway.

“All up, the duplication of the Pacific Highway is now the country’s largest road project. Already we’ve committed $4.1 billion to this nation building task – more than 3 times what our predecessors spent during their entire twelve years in office.”

The fully-Federally funded Kempsey Bypass will be a 14.5-kilometre, four-lane divided road to the east of the existing Pacific Highway.

In addition to the new bridge, work will also continue on: • Construction of the Crescent Head Road overpass bridge as well as the overpass bridge that will form part of the new South Kempsey interchange; • Erecting twin bridges over the north coast rail line as well as Pola Creek.

Page 20 - Australian Main Roads Construction News

• Five twin bridges on the new expressway; • Eight bridges crossing the new expressway; and • Heavy vehicle rest areas in both directions.

NSW Roads Minister Duncan Gay said the latest milestone was yet another step towards turning a vision into a reality.

“The project team has been busy working on this section, with clearing now 90 per cent complete and drainage installation well underway,” Mr Gay said.

“We continue to push ahead with work and in the coming months work will start on the bridges over the railway line at Branxton, mine void work will start in the Kurri Kurri area and clearing of the route is expected to be completed.

“At the peak of construction, the Hunter Expressway project is expected to generate around 1,200 jobs.”

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Oxley Highway Upgrade

BMD Upgrade Oxley Highway at Port Macquarie

Tying reo for concrete pavement

The Oxley Highway in New South Wales is one of Australia’s oldest roads. It also has a colourful history as it progressed and expanded from dirt track to bitumen. A task conducted over many years which included a contribution by convicts in 1838 and the road represents an important link to the nation’s pioneering past.

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he highway was so named in 1928 in tribute to John Oxley, who in 1818 was the first European to explore much of inland New South Wales. It was an appropriate choice as this major rural highway is now a vital transport link for exploring tourists and locals alike as it leads to many country towns near and beyond the east coast. These include Warren, Gilgandra, Coonabarabran, Gunnedah, Carroll, Tamworth, Bendemeer, Walcha, Yarrowitch, Ellenborough, Wauchope and Port Macquarie where it connects with the Pacific Highway.

Along its route the highway connects with the Castlereagh Highway at Gilgandra, the Newell Highway to Coonabarabran and the New England Highway at Tamworth as well as indirectly linking with other important rural roads.

The contract for the $158 million upgrade, funded by the NSW Government, for the Oxley Highway upgrade was awarded to BMD Constructions by the NSW Roads and Traffic Authority (RTA) and will affect 6 kilometres of the highway between Wrights Road and the Pacific Highway at Port Macquarie.

Ultimately, the upgrade will result in a divided dual carriageway extending from the Pacific Highway into Port Macquarie’s town centre. This will replace the existing narrow two lane highway and reduce travel times by providing a much safer and efficient transport link to the Pacific Highway for communities in the surrounding area.

The project will improve road safety and reduce traffic noise for residents living near the highway. It will also provide improved access to the highway and the local area in an around Port Macquarie for all road users, including cyclists and pedestrians.

The general scope of the upgrade includes crossing Lindfield Park Road before passing over the existing Oxley Highway just west of Phillip Charley Drive. It will then re-connect with the existing highway at the roundabout

Concrete placement on outbound carriageway near the Pacific Highway.

The construction process itself has required careful planning. It is a busy highway and in order to minimise its ongoing impact on traffic flow, the RTA commissioned two key infrastructure projects prior to the commencement of major earthworks. The first required the construction of a new roundabout at Wrights Road and the second required building a cross-over bridge near Phillip Charley Drive and Lindfield Park.

These important projects were completed in 2009 prior to commencement of the upgrade.

Due to this strategy, BMD Constructions were able to transport large amounts of embankment fill from the western end of the project to the eastern end by crossing over the old highway without interfering with the normal highway traffic.

According to BMD Project Manager, Justin Devantier, “This is one of our biggest hard dollar projects and these two preliminary projects reflect the efforts by the RTA to assist in the ongoing construction process. It has ensured that our construction team can produce a highly beneficial piece of new infrastructure with minimal impact on traffic movements and the local community.”

Justin went on to explain that during construction the RTA has also applied a number of traffic management strategies using different communication methods including variable message boards, letterbox drops, media advertisements and regular interactive community information sessions.

Prior to construction, there were a number of environmental challenges and in particular the area is home for a significant number of koalas and these needed to be relocated.

However, in NSW the koala is listed under the 1995 Threatened Species Conservation Act and so prior to any action detailed planning

Sovereign Hills Twin Bridges Page 18 - Australian Main Roads Construction News

was conducted. These plans required scientific peer reviews and ultimately, approval by the Department of Environment, Climate Change and Water.

To complete this complex task the RTA called upon the expertise of Dr Stephen Phillips from Biolink Engineering Consultants and the NSW Koala Preservation Society. Field surveys of the koala habitat were performed to establish the number and location of the animals prior to the placement of cage traps at the base of the relevant trees. The captured koalas were then taken to the Port Macquarie Koala Hospital so their health could be assessed prior to relocation and release in their new home. The koalas were released in groups and each animal was then monitored through the use of radio tracking collars.

The BMD team commenced work on the project in January 2010 to prepare the site for construction. This included the installation of sedimentation and environmental controls, clearing vegetation and the removal of embankment fill from the western section cuttings for use on the eastern section.

Aboriginal artefacts were also salvaged to ensure safekeeping.

One of the construction challenges facing BMD was to overcome the swampy ground conditions that prevail in the area and so the foundation of all the embankment sections have been formed with a bridging layer of imported rock and geo-textiles. In all, over 200,000 tonnes of rock has been used in undertaking this aspect of construction.

Over the course of the project BMD will complete the concrete paving from Wrights Road to the cross-over bridge near Phillip Charley Drive and the team will install a concrete roundabout at Phillip Charley Drive.

BMD will also construct an eastbound bridge adjacent to the existing new bridge that spans the Oxley Highway near Phillip Charley Drive.

This is referred to as ‘the crossover bridge’.

Twin bridges will also be constructed near the Sovereign Hills development site.

In order to eliminate the need for importing concrete materials and the subsequent wear and tear caused by heavy trucks entering and leaving the site, BMD has installed its own mobile, concrete batching plant to produce the paving required for the project. The plant is located adjacent to the BMD site compound at the intersection of the Oxley Highway and Lindfield Park road and will operate from November 2010 to September 2011.

BMD are very conscious of noise levels on the site and make every effort to keep those operational levels to between 50 and 62 decibels.

This is quite an achievement as that level of noise is similar to noise levels experienced from within a normal living room or within a

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business office. To ensure consistency BMD’s Environmental Officers are monitoring noise and construction activities throughout the process.

The BMD team will also install storm water pipes in the western end of the upgrade with pavement gravel placed between the cross-over bridge and the western roundabout.

One particular aspect of the construction process has been the innovative approach taken

by BMD and their sub contractor, Fenco Noise Barriers in the design of the construction noise wall. BMD has used prestressed concrete panels to construct the wall which is the first time that this approach has been used in New South Wales. It’s also the first time that BMD has constructed continuously reinforced concrete pavement.

Part of the project will include extensive landscaping and revegetation along the new stretch of highway and the application of urban design initiatives with ‘gateway features’ at both ends of the completed dual carriageway.

The upgrade is well on the way to completion but according to BMD Construction Project Manager, Justin Devantier the weather hasn’t been kind. “There are always logistical challenges with any construction. But I’m pleased to say that, despite a 50% loss of time due to heavy rainfall over the last 12 months, we are still on track to complete the project on schedule by the end of 2011.”

In fairness to BMD, at the time of writing more heavy rain fall is predicted in the Port Macquarie region.

BMD Constructions is a wholly owned subsidiary of the BMD Group (BMD) and one of Australia’s largest privately owned construction, consulting and urban development organisations.

Cut 2 looking West

DOWNER ACT FACILITY

Downer’s Zero Harm approach to Asphalt Production the implementation of the government’s carbon policies.

The site itself has set new environmental standards in construction by incorporating a number of energy saving measures within its overall design and production processes.

These include the use of natural gas and recycled water as well as double glazing and light sensors to conserve energy.

The European designed asphalt manufacturing plant has a production capacity of 240 tonnes per hour and represents a major investment made by Downer Australia in its efforts to produce a range of products that are extremely energy efficient. This in turn will reduce the company’s overall carbon footprint and make it easier for others within the construction industry to respond with more sustainable solutions to asphalt paving.

LEFT: Member for Canberra Gai Brodtmann and ACT Deputy Chief Minister Andrew Barr officially opened the facility.

BELOW: The Canberra integrated manufacturing facility was officially opened on 18 October and will deliver more sustainable road surfacing solutions to the ACT and southern NSW.

When Downer Australia opened its new integrated road products manufacturing facility in October, it was a clear demonstration of the company’s firm commitment to Zero Harm practice and environmental sustainability.

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HE NEW state of the art facility in the ACT is located on a two hectare site in the Monaro Industrial Estate in Hume and it showcases the very best in environmental practice and energy efficiency. Furthermore, it houses an asphalt manufacturing process which reveals the future in road paving technology. The facility is clearly about ‘tomorrow’ with the capability to deliver a far more sustainable asphalt solution which will change the way we make our roads.

The new asphalt manufacturing facility incorporates full, reclaimed asphalt product (RAP) recycling capability as well as bitumen and emulsion storage. It also features a two storey administration building, fully certified laboratory, workshop, washbay, chemical storage facility and a hardstand.

The increased use of RAP to manufacture new asphalt has a significant effect on sustainability. Not only by reducing the energy required for production, which lowers greenhouse gas emissions, but also by decreasing the amount of materials going to landfill. Every 10% of RAP used can dramatically reduce the amount of carbon dioxide entering our atmosphere.

Even more exciting is the site’s capability to produce Warm Mix Asphalt (WMA) which is currently in use in some parts of the US and Europe. Traditionally Hot Mix Asphalt (HMA) has been used throughout Australia for many years and its production method involves extremely high temperatures of around 160 degrees Celsius. However, WMA production involves much lower temperatures and this method has a number of environmental benefits.

Apart from producing asphalt at around 40-50 degrees lower than required for HMA production, it means safer conditions for road workers and less delays for motorists because WMA reduces road construction and maintenance time. WMA also allows day or night time production.

Importantly, the production method used in the manufacture of WMA dramatically reduces energy consumption and carbon dioxide emissions.

Downer Australia’s integrated asphalt manufacturing facility exemplifies the company’s determination to meet the present and future needs of its clients and the construction industry. The new site also positions the company in readiness to respond to changes resulting from www.amrcn.com.au

Australian Main Roads Construction News - Page 19

A Better, Safer Barton Highway Opens to Traffic

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HE Barton Highway is now a better, safer road following the completion of major improvements along the section known as Gounyan Curves, the scene of many crashes over the years.

Representing Federal Infrastructure and Transport Minister Anthony Albanese at the official opening ceremony, Fraser MP Andrew Leigh said completion of this project is great news which will be welcomed by the community, particularly those who use the Highway each day to get to and from work in the nation’s capital.

“In just 13 months, a 4.4 kilometre stretch of highway has been flattened and straightened along a new, better alignment. In all, seven hazardous bends have been eliminated,” said Mr Leigh.

“The fact the project was completed so quickly is a tribute to the expertise of the builder, BMD Constructions, and their workers. What’s more, it’s yet another of the Gillard Labor Government’s road projects to be

completed on-time and on-budget.”

The $22 million upgrade and realignment of the Barton Highway at Gounyan Curves was a fully Federally-funded project which will complement the safety work completed early last year at Capricorn Corner.

Representing the NSW Roads Minister Duncan Gay onsite, the State Member for Burrinjuck Katrina Hodgkinson said that from today the 10,000 motorists and truck drivers who use the Barton Highway each and every day will experience quicker, safer driving conditions.

“Over time, there should also be fewer accidents and less loss of life along this stretch of road, which ultimately is the reason why this investment was made in the first place,” said Ms Hodgkinson.

“Indeed, the new, wider shoulders, the extra northbound overtaking lane and the flatter side slopes are all designed to give motorists additional room in which to negotiate this road and arrive at their destination safely.”

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