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CIRCULATION 8,410 Registered by Australia Post Publication No. 100001888
ISSN 0046-7391
June 2016 Volume 48 Number 1
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26 Major Projects 32 Product Focus
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33 Road Safety 39 ITS Special Feature 52 Asphalt In Focus
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59 Stormwater Report 65 AustStab News 69 Professional Development
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70 Bridges In Focus
About the Cover When it comes road profiling, equipment quality and performance in the field is critical. Together with tight project deadlines, the fact that road profiling is generally one of the first processes undertaken for many road maintenance activities means that any delay in profiling can have a significant effect on 'downstream' processes. This, in turn, can result in project delays and additional costs. With that in mind, when it came to selecting new equipment for their road profiling operations, K & L Profiling turned to Astec Australia and Roadtec.
Turn to Page 10 for the full story.
COVER STORY
K& L PROFILING, ASTEC AUSTRALIA AND ROADTEC – A ROBUST, RELIABLE PARTNERSHIP When it comes to road profiling, equipment quality and performance in the field is critical. Together with tight project deadlines - often a result of trying to minimise disruptions to the road network or scheduling projects to avoid inclement weather - the fact that road profiling is generally one of the first processes undertaken for many road maintenance activities, means that any delay in profiling can have a significant effect on 'downstream' processes. This, in turn, can result in project delays and additional costs. With that in mind, when it came to selecting new equipment for their road profiling operations, K & L Profiling turned to Astec Australia and Roadtec.
10 Highway Engineering Australia | June 2016
COVER STORY Pictured here and opposite: The Roadtec RX-600 in action
“After meeting the people behind the Roadtec brand and experiencing the culture and pride that goes into the building of their products, I came away with every confidence that a Roadtec profiler would be the best option for the future of K & L Profiling.”
K
& L Profiling is one of the leading providers of road profiling services in South Australia and the Northern Territory, and a key part of its machinery fleet is the Roadtec RX-700 and Roadtec RX-600ex. “Both the RX-700 and the slightly smaller RX-600ex are robust, reliable machines that suit our range of operations,” said Kym Burgess, a Principal Director and General Manager of K & L Profiling. “We purchased our first Roadtec from Astec in 2011 – our RX-700 was the first one in Australia. “We bought it after Lawrence – Principal Director and Operations Manager, Lawrence Parry – travelled to the United States to inspect the Roadtec complex and talk first hand with staff and customers.” The visit prompted Mr Parry to comment: “After meeting the people behind the Roadtec brand and experiencing the culture and pride that goes into the building of their products, I came away with every confidence that a Roadtec profiler would be the best option for the future of K & L Profiling.” The company purchased its RX-600ex in 2015 and Mr Burgess said given the right conditions, K & L would look at buying another Roadtec profiler from Astec. Astec Australia has been servicing the region since 1995, is based in Brisbane and
is a wholly owned company store of Astec Industries. Globally headquartered in Chattanooga, Tennessee, Astec Industries was founded in 1972, and is a US publicly listed corporation of 18 subsidiary businesses. The Roadtec RX-700 profiler features a 755 hp (563 kW) Caterpillar engine. It is available with four-track or three-track assemblies and is built with a focus on balanced weight distribution. The RX-700 is a heavy duty machine that cuts up to 14” (35.6 cm) deep. Standard widths are 6'7" (201cm), 7'2" (218 cm), 8'2" (249cm), and 10” (305cm). Like all Roadtec planers, this model features 60 degree front load-out conveyor swing. The optional VCSTM Variable Cutter System for cutting widths of 24”, 36” and 48” (60cm, 91cm, and 121cm) is also offered for this model. The RX-600ex is a 620 hp (462 kW) Cummins-powered cold planer available with four-track assemblies or optional three-track assemblies. It is a lighter weight, versatile machine that allows contractors to cut up to 12” (30 cm) deep with width of 6'3" (1.9 m), 6'7" (2 m), or 7'2" (2.184 m). The RX-600ex is light and manoeuvrable for urban situations. A two-stage front loadout conveyor, with 60 degree swing to either side, provides ample loading capacity.
Mr Burgess said after investigating its options, K & L Profiling had opted for Roadtec profilers because they had plenty of performance or “grunt” as he preferred to describe it. “The RX-700 is ideally suited to bulk excavation of pavements. It’s primarily used in jobs where asphalt companies reinstate pavement and also for contractors who are doing bulk earthwork excavations. “The RX-600ex focuses on local government projects. It’s a lot quieter than the 700 and it also runs at very low revs – only about 1,900 revs per minute at full speed) and its’ very fuel efficient. “It’s easier to manoeuvre in streets where you encounter trees, signs and other obstacles, but significantly, it still has the power to undertake deep-lift excavation.” Mr Burgess said other profiling services provided by K & L Profiling included: • edge-and-end planning operations: • surface texturing to improve skid resistance and improve bonding with new asphalt overlays; • pavement patching for maintenance operations; and • shape correction to achieve a new pavement profile. According to Mr Burgess, another major reason why his company opted for the Roadtec range was the ease of maintenance and easy accessibility of spare parts.
June 2016 | Highway Engineering Australia 11
COVER STORY
“The benefit of Roadtec machines is that they are a lot more user-friendly for our operations than other comparative machines and they are easy to maintain. “Our mechanics can work on them quite easily. If there’s a breakdown on a project, our people can get them up and running with very little down time and then undertake more expansive repairs later, if needed. “Roadtec doesn’t have any problems with us buying parts off the shelf. A lot of companies don’t hold stock and operators have to wait for parts to be imported from overseas; the down time is horrendous. “Limiting down time is critical to winning contracts because clients like state road authorities, local government, construction and asphalt companies have to be sure they can complete projects on time and on budget.” Mr Burgess said keeping machines running was also important because of the capital investment involved. “Machines can vary anywhere from $800,000 to $1.3 million for a profiler. And the profiler is equipped with tungsten carbide teeth in its cutting drum. There are about 300 teeth in a drum and each tooth is valued at about eight dollars. “If you get into hard asphalt, you can use a lot of teeth in a shift. You might use 100 teeth, so it doesn’t take too much to work out the cost of the teeth alone.
“The machines are also hard working. They use about 300 to 500 litres of diesel a shift – it’s the nature of the beast.” Mr Burgess said he was optimistic about the outlook for the sector in view of the amount of road maintenance work that had to be completed in South Australia. “We’re well behind in our maintenance regime – an estimated 30 years – that’s how bad it is in SA. “In fact, most states struggle with money to meet road maintenance and it would help considerably if the Federal Government increased the flow of maintenance dollars. Local government also struggles; councils’ maintenance programs have declined considerably.” Mr Burgess said K & L Profiling was a member of AAPA (Australian Asphalt and Pavement Association) and was going to join the Civil Contractors Federation to help promote its business and the industry. “The next couple of years may prove to be a struggle, but I think it’s going to be a viable sector in the long-term.”
“The benefit of Roadtec machines is that they are a lot more user-friendly for our operations than other comparative machines and they are easy to maintain." The Roadtec RX-700 (pictured here and top) is easily transportable.
12 Highway Engineering Australia | June 2016
ABOUT ASTEC AUSTRALIA Astec Australia is committed to delivering best of quality asphalt mobile equipment (Roadtec and Carlson), which are fully maintained with quality made Astec genuine parts and backed-up with extensive service and support programs. We have a dedicated team of customer service staff committed to the Astec Response Promise that delivers: • Australia- wide service; • customer profitability; • 24/7 serviceability (if you're working, we're working) and; • up-to-date spare parts availability and pricing. For further information, please visit: www.astecaustralia.com.au or contact Jorge Boil – National Sales Manager Asphalt and Asphalt Mobile Equipment, Astec Australia on 1300 278 322
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INDUSTRY NEWS
ALGA heads call for government commitment to infrastructure investment Years of under-investment in public infrastructure, particularly in the transport sector, means Australia’s infrastructure network is struggling to meet the needs of businesses and communities, according to the Australian Local Government Association. Launching a joint statement on infrastructure funding by the ALGA and seven other peak bodies, Association President, Troy Pickard, said traffic jams were set to cost the nation an estimated $53 billion a year by 2031. Mayor Pickard said the traffic congestion experienced by many of Australia's major cities was a symptom of a larger infrastructure funding issue that was taking its toll on Australia's productivity. "The government’s plan to accelerate major infrastructure projects is progress in the right direction. “But with trends showing that infrastructure spending is tracking downwards, more needs to be done to ensure that we have the appropriate infrastructure to support Australia’s economy to remain competitive." The other signatories to the joint statement released on 19 May are the Institute of Public Works Engineering Australasia, Planning Institute of Australia, Australian Logistics Council, Urban Development Institute of Australia, Property Council of Australia, National Farmer's Federation and Green Building Council of Australia. They called for a commitment ahead of the 2 July Federal election from all political parties to ensure ongoing investment of no less than five per cent of GDP into productive infrastructure projects that supported continued economic growth and boosted national productivity.
16 Highway Engineering Australia | June 2016
"We must move away from the fragmented infrastructure funding habits of the past and start taking a longterm, strategic and planned approach to infrastructure investment, and local roads must be considered as part of this approach," Mayor Pickard said. "That is why, as part of its election plan, ALGA is proposing to unlock the local and regional productivity of local roads through a strategic investment of $200 million a-year for five years. “This investment would improve access for freight vehicles and enhance connectivity between local roads and preferred state and national freight routes, adding an estimated $1.07 billion to Australia's GDP by just the third year of this investment. "Maintaining and improving our standard of living in the future will depend on increasing our productivity. A greater level of investment in productive infrastructure in our cities and regions will benefit communities across the country and the nation as a whole."
Ancient plant inspires transport technology A new type of membrane that has the potential to significantly boost the performance of fuel cells and transform the electric vehicle industry replicates the workings of the humble cactus. The membrane development, by scientists from the CSIRO and Hanyang University in Korea, was featured in the respected journal Nature. The paper showed that in hot conditions the membrane, which features a water repellent skin, could improve the efficiency of fuel cells by a factor of four. According to CSIRO researcher and co-author, Aaron Thornton, the skin works in a similar way to a cactus plant, which thrives by retaining water in harsh and arid environments. “Fuel cells, like the ones used in electric vehicles, generate energy by mixing together simple gases, like hydrogen and oxygen. However, in order to maintain performance, proton exchange membrane fuel cells – or PEMFCs – need to stay constantly hydrated,” Dr Thornton said. “At the moment, this is achieved by placing the cells alongside a radiator, water reservoir and a humidifier. The downside is that when used in a vehicle, these occupy a large amount of space and consume significant power.
Dr Thornton’s colleague and co-author, Cara Doherty, said the team’s new cactusinspired solution offered an alternative. “A cactus plant has tiny cracks, called stomatal pores, which open at night when it is cool and humid, and close during the day when conditions are hot and arid. This helps it retain water,” Dr Doherty said. “The membrane works in a similar way. Water is generated by an electrochemical reaction, which is then regulated through nano-cracks within the skin. The cracks widen when exposed to humidifying conditions and close- up when it is drier. “This means that fuel cells can remain hydrated without the need for bulky external humidifier equipment. We also found the skin made the fuel cells up to four times as efficient in hot and dry conditions.” Professor Young Moo Lee from Hanyang University, who led the research, said it could have major implications for many industries, including the development of electric vehicles. “At the moment, one of the main barriers to the uptake of fuel cell electric vehicles is water management and heat management in fuel cell systems. “This research addresses the hurdle, bringing us a step closer to fuel cell electric vehicles being more widely available.”
Research paper co-author, Dr Cara Doherty.
INDUSTRY NEWS
Making it cheaper for NSW commuters to change transport modes
“Around 70 per cent of customers are not reaching the reward, meaning a majority of customers aren’t receiving any benefit. “By offering half-price fares, we’ll still provide an incentive to use public transport, but the new reward strikes a balance to allow a more sustainable system.”
vehicle will have a comprehensive visual inspection, expected to take up to 45 minutes. “For the first time, all heavy vehicle inspections will rely on a consistent inspection manual,” Mr Petroccitto said. “This health check of the heavy vehicle fleet is an important building block to a nationally consistent inspection system.”
Health check on Australia’s heavy vehicle Electric cars help reduce fleet CSIRO carbon footprint
New conditions covering Opal fares from the first week of September will encourage more New South Wales commuters to leave their cars at home and use multiple modes of public transport. A new $2 transfer discount will apply to adult Opal customers who change modes of transport within an hour, as part of the same journey. Child/youth, concession and Gold Senior/Pensioner Opal card customers will receive a $1.00 transfer discount. State Minister for Transport and Infrastructure, Andrew Constance, said customers who interchanged during their journey paid more than those who stayed on the same mode to reach their destination. “This penalty is simply a disincentive to multi-mode travel, even if the transfer is more practical and gets you to your destination faster,” Mr Constance said. “We’re now making it cheaper to change between trains, buses, ferries and light rail. Ultimately, we want people on public transport and out of their cars.” Mr Constance said the Independent Pricing and Regulatory Tribunal had recommended a number of changes to fares, structure and benefits. The daily fare cap for seniors and pensioners will be kept at $2.50, while the Adult Opal card daily fare cap will remain at $15 and the weekly fare cap at $60. That means people who travel long distances and reach the cap won’t be paying more for their commutes. Mr Constance said the government was adopting the tribunal recommendation to change the Opal weekly travel reward system. Instead of free travel after eight paid journeys, customers would receive a 50 per cent discount on fares after eight paid journeys during a week.
18 Highway Engineering Australia | June 2016
Consultation is underway to assess the health of Australia’s 520,000-strong heavy vehicle fleet. Chief Executive Officer of the National Heavy Vehicle Regulator, Sal Petroccitto, said information had been released to each state and territory to measure the roadworthiness of heavy vehicles later this year. “For the first time in Australia, we’ll be conducting a national survey of heavy vehicle roadworthiness using trained inspectors to gather consistent safety information,” Mr Petroccitto said. “Different data is currently compiled by each state and territory which means that the roadworthiness of heavy vehicles nationally is unclear. “It’s a fundamental roadblock to understanding the safety of the fleet and to achieving national consistency. “The National Roadworthy Baseline Survey is on track to roll out in August and September, and we’ll be speaking to the industry and government in the coming months to discuss the impacts.” The survey will sample approximately 9,000 heavy vehicles, including rigid, articulated, B-doubles, road trains, buses and plant equipment. Inspections will be conducted by authorised officers at roadside check points and in depots throughout Australia. Each
With the introduction of 100 per cent electric cars to its national fleet, CSIRO is taking further steps to reduce its carbon footprint. The first two of 10 petrol-free, electric cars, and two additional electric bikes have been delivered to staff at CSIRO’s Discovery Centre at Black Mountain, Canberra. "We are rolling out these new electric cars across seven of our sites to enable petrolfree motoring within CSIRO’s pool of fleet vehicles," CSIRO General Manager, Building and Infrastructure Services, Mark Wallis said. "With the addition of solar PV panels at our sites, we aim to generate more than enough renewable energy to charge and run the cars, making them emission- free.” Other CSIRO locations will shortly take delivery of the new electric cars including Melbourne, Brisbane, Hobart, Perth, Townsville and Newcastle. "The cars and electric bikes are the latest in a number of initiatives to lower emissions, reduce waste and improve the sustainability of operations across CSIRO," Mr Wallis said. "Our scientists continue to lead the way in many aspects of alternative energy, emissions and waste reduction, and water and energy efficiency technology. We also want to be an organisation that puts those same things into action across our sites and operations. "The money saved or earned can be reinvested into national science priorities."
Brisbane, Australia, 2-5 August 2016
International Conference on Traffic and Transport Psychology UN Decade of Action for Road Safety: The Half Way Point Over 70 countries are united in the UN Decade of Action to reduce traffic crashes and the global road toll. At its half way point, ICTTP2016 will showcase the latest research, programs, policy and technological innovation in Australia and worldwide. The 4 day program will provide an update on world-wide developments, together with emerging issues of key geographic regions and at risk populations.
• Driving and fatigue • Safety issues in high and low volume cycling countries • T raffic psychology in low and middle income countries - same-same but different? • T heory in practice: The strengths and challenges in workplace road safety • Early Career Researchers
Session themes:
Keynote speakers:
• Intelligent transport solutions • Driver training, assessment and licensing • Impaired driving
• D r Barry Watson, CEO, Global Road Safety Partnership, Switzerland • P rof David Strayer, Professor of Cognition and Neural Science, Department of Psychology, University of Utah, USA
• Road user attitudes and behaviour • Vulnerable road users
• P rof Kazumi Renge, President-elect, IAAP Division of Traffic and Transportation Psychology, Japan
• Sustainable transport • Road infrastructure and design
• A /Prof Samuel Charlton, Chair of the School of Psychology, University of Waikato, New Zealand
• Driver distraction and attention • Enforcement and behaviour • Road safety in the global perspective • Road safety education and marketing • Public and commercial transport • Translating theory into action
• A /Prof Teresa Senserrick, TARS, University of NSW, Australia • M ike Stapleton, Deputy Director-General (Customer Services, Safety & Regulation), Queensland Department of Transport and Main Roads, Australia • A ssistant Commissioner Michael Keating, Road Policing Command, Queensland Police Service, Australia
Symposia highlights: • U nderstanding the Human Factors implications of Automated Vehicles: An overview of current projects in Europe, North America and Australia • I n-Vehicle Data Recording and Feedback Technologies: Usefulness in improving road safety research and outcomes • I ntegrating safe systems and systems thinking in road safety research and practice • Attention and awareness in everyday driving • D riving patterns and behaviours for older drivers: What can we learn from naturalistic driving research?
Held every four years, ICTTP has achieved a long-standing and highly-regarded reputation as the leading international gathering in the field of traffic and transport psychology. This will be the first time the conference has been held in the Southern Hemisphere.
Join over 300 researchers, policymakers, practitioners and industry from the areas of public health, law, medicine, economics, law enforcement, public policy, education, human factors, and psychology.
• Bicycle safety and technology: Opportunities and threats
Register now! www.icttp2016.com
• Fitness to drive Platinum Partner
Hosts
INDUSTRY NEWS
Funding for Victorian companies to transition from auto sector Victorian automotive businesses affected by the closure of manufacturing will be assisted by the State Government to identify new opportunities and target markets. The government has made available $112,000 in funding to provide seven automotive supply chain companies across Melbourne with the business support they need to plan for their future. “This funding will provide tailored case management services to assist automotive supply chain businesses to diversify into new markets,” said Industry and Employment Minister, Wade Noonan. The companies that stand to receive assistance valued at $16,000 to develop a transition plan are: • Boge Elastmetall Australia Pty Ltd (Dingley); • Composite Materials Engineering (Bayswater); • Dolphin Products Pty Ltd (Heidelberg West); • Entegro Group Pty Ltd (Brooklyn); • Roehlen Industries Pty Ltd (Mordialloc); • Venture Campbellfield Pty Ltd (Campbellfield); and • Venture DMG (Keysborough) The funding comes from the Automotive Supply Chain Transition Program (ASCTP), which was established to support businesses identify future opportunities and new markets, and highlight the capabilities needed to enter the markets. Businesses can then apply for funding of up to $50,000 to implement the key transition activities identified in their plan. Funding is also available for business capability development, including assistance with management skills, sales and marketing strategies, financial management, new product development and marketing opportunities. Automotive supply chain companies wishing to apply for ASTCP assistance or specialist companies seeking to deliver transition projects for the program should visit: www.business.vic.gov.au/asctp or call Business Victoria on 13 22 15.
20 Highway Engineering Australia | June 2016
Transurban acquires AirportLinkM7 Transurban Queensland, operator of the go via network, commenced operation of AirportLinkM7 at the beginning of April. The go via network is a 75 kilometre network of tolled roads, bridges and tunnels across the greater Brisbane area. Transurban Queensland finalised the acquisition of AirportLinkM7 with the receivers of BrisConnections for $1.87 billion, plus stamp duty of $108 million and transaction costs of $23 million. Group General Manager of Transurban Queensland, Wes Ballantine, said the change in ownership would be seamless for motorists. “We are delighted to commence operating AirportLink, which completes the go via network and provides us with the opportunity to optimise the network and enhance our service for customers,” Mr Ballantine said. “There will not be any change to tolls – motorists with a valid tolling account can continue to travel and manage their account as they do now,” he said. Mr Ballantine said traffic volumes on the AirportLinkM7 continued to grow as motorists recognised the value for money that it provided through travel time reliability and travel time savings. “Since Legacy Way opened to traffic in mid-2015 we have seen steady traffic growth through the corridor which includes AirportLink. We expect this traffic growth to continue as motorists seek to avoid the congested alternatives.”
Tenders to be called for AdeLINK South Australian businesses will be asked to tender to design the routes of the State Government’s proposed AdeLINK tram network. The government has already appointed InfraPlan, a locally based transport and planning consultancy, to project manage the $4 million detailed business case for the construction of the network. It will oversee the tender process to commission businesses to undertake detailed planning and design, as well as an analysis of project costs and the full range of economic,
social and environmental benefits of the tram projects. The final business case will pull together each of the route designs and set out a plan with options for delivering them. The AdeLINK tram proposal envisages a network of trams in the CBD, extending to the north, east, south and west. The contracts will require a range of specialist skills and experience across a number of areas, including: • concept and detailed design phases for the tram network including urban design; • public transport modelling and performance analysis; • engineering operations and fleet selection; • traffic management and public transport planning; and • costings, financial and economic analysis. There will also be further engagement with the community and local governments during the development of the detailed business case. Transport and Infrastructure Minister, Stephen Mullighan, said expanding Adelaide’s tram network had the potential to attract investment and boost economic growth. It would also encourage urban renewal and jobs, and bring residents and visitors to the city centre. “Importantly, it will support and contribute to the growing market demand for residential development in the CBD, inner and middle metropolitan Adelaide. “We know light rail is a successful public transport option which encourages people to start using public transport,” Mr Mullighan said. “The extension of the Glenelg tram line to the Entertainment Centre has proven to be extremely popular since it was opened, with many commuters making the switch from driving themselves and taking the tram.”
Steel Compliance. If you don’t check for it, you might as well chuck it. A factory production once-off assessment is not enough to assure steel compliance. • As construction professionals using non-compliant steel could be your worst decision. • E ngineers, certifiers or suppliers have the responsibility and power to refuse the use of unidentifiable or non-compliant steel. • You manage the risk to human safety, reputation, livelihood and cost. • Check your steel products’ compliance to AS/NZS Standards and building codes. • Control your risks of non-compliance and reduce your liability through simple web downloads of ACRS Certificates at www.steelcertification.com
Don’t overlook steel compliance, look into ACRS first.
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ACRS – Independent Third Party Australasian Standards Certification & Verification of Reinforcing, Prestressing & Structural Steels Compliance.
INDUSTRY NEWS
Design consultants bid for Hoddle Street upgrade project Expressions of interest from qualified design consultants to progress the $60 million Streamlining Hoddle Street project closed on 8 June. The Hoddle Street-Punt Road corridor is the major north-south arterial to the east of central Melbourne. It provides an eight kilometre link across the inner city from Queens Parade, Clifton Hill, to St Kilda Junction. It is also an important connection between the Eastern and Monash Freeways. The Streamlining Hoddle Street project will use new intersection configurations to improve travel times for all transport modes and provide a safer travel experience. The four intersections of Swan Street, Brunton Avenue, Johnston Street and the Eastern Freeway will be upgraded as part of the project. Victoria’s Minister for Roads and Road Safety, Luke Donnellan, said the continuousflow intersection at Swan Street would require an innovative design team willing to table new ideas and think outside the square to tackle the challenges of a significantly congested part of the transport network. Minister Donnellan said the intersection would balance the movement of large volumes of people during peak travel periods and ensure the gateway to Melbourne’s premier events precinct was a safe, accessible and purpose-built destination. He said the winning proponent would have an ability to successfully meet the needs of competing travel modes including motorists, public transport, pedestrians and cyclists – all in a congested and urban area. “Hoddle Street is heavily congested and work can’t wait as 330,000 people use the corridor every day. “It is a vital link and a key connection to the CBD; this upgrade will improve travel
22 Highway Engineering Australia | June 2016
times and make it safer for pedestrians and motorists.” “We’ll be speaking to the community throughout the life of the project so we can ensure that our solutions meet their needs and Melbourne’s wider transport network.” A separate Expressions of Interest process for a company to construct the project will open in late 2016, with the construction contract due to be awarded in early 2017. Construction will begin at Swan Street in mid-2017, with completion of the full intersection upgrades expected in mid-2019.
Record jump in fuelefficient car sales
Australian consumers bought a record number of fuel-efficient, low-emissions cars in 2015. The findings were made in a report into carbon dioxide emissions of new cars sold in 2015 which was released in the first week of April by the National Transport Commission. The Carbon Emissions Intensity for New Australian Light Vehicles 2015 report used data from the Federal Chamber of Automotive Industries to report on the carbon emissions intensity of passenger and light commercial vehicles sold in Australia during that year. Data in the report showed the national average of carbon emissions intensity from new cars and light commercial vehicles bought during 2015 dropped by 1.9 per cent between 2014 and 2015.
Carbon emissions intensity is a measure of vehicle efficiency or intensity rather than a measure of actual vehicle emissions, which depends on many factors such as distance travelled, the nature of the driving and road and traffic conditions. The report also found • about 90 per cent of all new vehicle sales in 2015 were from 15 makes. Of these, Audi and BMW had the lowest corporate average emissions intensity (149 g/km) and Jeep had the highest (223 g/km). • of the top 15 makers in Australia, Nissan improved the most compared to 2014 figures, while Jeep recorded the smallest improvement in carbon emissions intensity. • Australian manufacturers Holden, Ford and Toyota reduced their average emissions by 1.1 percent between 2014 and 2015. • private buyers purchased vehicles with the lowest average emissions intensity (an average of 178 g/km), followed by business buyers (190 g/km) and government buyers (204 g/km). Commission Chief Executive, Paul Retter, said more and more Australians were choosing fuel-efficient and low-emissions new cars. “Today’s consumers are spoilt for choice. In 2015 there were 72 different types of fuelefficient cars on the market up from just 59 in 2014. Back in 2008, there were just seven fuel-efficient cars available.” Further analysis of the data by the NTC found the changing consumer preference for fuel-efficient and low-emissions vehicles led to Australia’s national average carbon emissions intensity falling 27 per cent in 2015 compared to 2002. Mr Retter said while Australian consumers were increasingly choosing lower-emissions cars, the overwhelming majority still preferred other types of vehicles. If all Australians who purchased a new vehicle in 2015 bought one with best-inclass emissions, the national average carbon emissions intensity would have dropped by 55 per cent compared to 2014. Despite the improvements, Australian consumers buy passenger vehicles with carbon emissions intensity an average of 43 percent higher than their European counterparts, according to data from the European Environmental Agency used in the report. “There are a number of reasons for this, including that Australians generally prefer heavier vehicles with bigger, more powerful engines, and our fuel prices are lower. Europeans also have more incentives to purchase low-emissions vehicles,” Mr Retter said.
INDUSTRY NEWS
train loading facilities at country sites, and inefficient track layouts at most sites that require excessive shunting. The funding upgrade, part of the government’s Agriculture Infrastructure and Jobs Fund (AJIF), will result in an additional 500,000 tonnes of grain per year being transported by rail. The shift will reduce annual road maintenance and accident costs by about $2.2 million. Victoria exported $1.36 billion in grains in 2014-15 and the initiative will significantly boost grain export potential in the years ahead. Currently, rail carries only about 50 per cent of grain to the Port of Geelong, and 20 per cent to the Port of Portland.
Blueprint for regional public transport in Victoria The first long-term strategy for public transport in regional Victoria sets out a short, medium and long-term plan for more trains, improved stations and better coach and bus services. The Connecting Regional Victoria: Victoria’s Regional Network Development Plan (RNDP) – launched in Warragul on 30 May by Minister for Public Transport, Jacinta Allan – is designed to move passengers quickly, reliably and safely around regional Victoria. Ms Allan said the strategy moved Victoria away from ad hoc public transport improvements to a more coordinated public transport network where trains, buses and coaches all worked together. “It is the product of one of the most extensive public consultation programs ever carried out in regional Victoria, and reflects the passion, ingenuity and local knowledge of passengers who use our system every day.” The RNDP outlines the series of infrastructure and rolling stock improvements required to deliver commuter-style services to Geelong, Bendigo, Ballarat, Seymour and Traralgon, including track upgrades, better signalling and new trains and stabling. In the long term, its goal is to deliver trains at least every 20 minutes in the peak and every 40 minutes off-peak to these major regional centres. There will be five services, five days a week on the outer regional lines of Warrnambool, Bairnsdale, Albury-Wodonga, Echuca, Swan Hill and Shepparton.
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Regional coaches will be improved, with more services, better interchanges and a comprehensive review of routes to improve connections between towns and major regional centres. Local bus services will also be reviewed and improved to ensure bus networks grow and change in line with regional communities. The RNDP sets out plans for future improvements to ticketing on regional services, better passenger information, and major improvements to rail freight to support jobs and the regional economy.
Long-term freight strategy to advance Tasmania’s economy
Improving grain transport and reducing road costs
Grain will be moved more quickly from paddock to port because of an $8.5 million infrastructure investment in VicTrack sidings by the Victorian Government. The project involves the upgrade of train loading infrastructure and sidings at 16 primary grain sites in Victoria and three in southern New South Wales. The investment will address lost time and poor train utilisation caused by slow
A freight strategy released by the Tasmanian Government delivers what Infrastructure Minister, Rene Hidding, describes as an integrated framework to guide freight planning and investment across the state. Mr Hidding said an efficient freight system was critical to supporting economic growth and job creation, which was the government’s number one priority. “The strategy recognises the importance of an efficient and cost-effective freight system to Tasmanian businesses and the broader community.” Its objective was, Minister Hidding said, to deliver a freight system that:
INDUSTRY NEWS
• provided commercially sustainable services which delivered competitive and sustainable prices over the long-term; • reflected current and future needs of customers and the broader community; • maximised supply chain efficiency and quality; • supported safe, reliable and secure freight provision; and • ensured freight service provision operated within an efficient and certain regulatory environment. Mr Hidding said the strategy identified Tasmania’s key freight networks and assets, based on function and demand. It provided certainty to the sector about priority needs and opportunities across the freight system, and the infrastructure standards users could expect over the long-term. Key elements of the strategy included working with businesses to better understand the size and supply chain needs of Tasmania’s high-value, high-growth time-sensitive freight market. It also provided for the development of a Burnie to Hobart freight corridor strategy that would provide a much-needed investment framework across road and rail for Tasmania’s key freight corridor. Infrastructure Tasmania led the development of the strategy, which involved consultation with businesses, freight forwarders, service operators and peak organisations. “The release of this strategy represents another important step for the government in addressing barriers to productivity and job creation in Tasmania,” said Mr Hidding. The Tasmanian Integrated Freight Strategy is available at: www.stategrowth.tas.gov.au/ freightstrategy
reassess the proposed Stage 8 extension of the Roe Highway. The delegates will recommend to Minister, Albert Jacob, whether the proposal should be approved, and if so, under what conditions. As with any EPA report to the Minister, there will be a two-week public appeal period, administered independently by the Office of the Appeals Convenor. The delegates appointed by Minister Jacob, are Gerard Early (Chair of the delegates), Professor Michael Poole and Dr Olga Barron. Mr Early is a highly experienced environmental consultant and Professor Poole and Dr Barron are eminent scientists. Based in Canberra, Mr Early is a consultant and former deputy secretary in the Commonwealth Department of Environment. Professor Poole is a consultant and former head of the CSIRO Centre for Mediterranean Agricultural Research and Dr Barron is Principal Research Scientist and Group Leader Water Resources Sector at the CSIRO. Mr Jacob said he approved the Environmental Protection Authority (EPA) formally delegating its powers to assess the highway extension proposal under the Environmental Protection Act 1986. The proposal needed to be reassessed as a result of the WA Supreme Court's decision in December 2015 that the EPA's previous assessment was invalid. The State Government is appealing the Supreme Court's decision to provide clarity for assessment and approval processes undertaken by state agencies and local governments. Mr Jacob said the EPA board decided it should delegate its powers to an independent panel to avoid any actual or perceived conflicts of interest. None of the delegates was involved in the previous Roe 8 assessment.
Delegates chosen to reassess Roe 8 project
Local workforce to benefit from Adelaide’s Northern Connector
Three delegates from the environmental and scientific sectors have been selected by Western Australia’s Environment Minister to
Adelaide’s $985 million Northern Connector Project will set a new benchmark for local participation in public infrastructure projects by ensuring South Australian jobs and materials are maximised. The 15.5 kilometre non-stop motorway will extend from the Northern Expressway interchange with Port Wakefield Road at Waterloo Corner to the Port River Expressway and the South Road Superway interchange at Wingfield.
It will link the Northern Expressway and the South Road Superway, with three lanes in each direction, a posted speed limit of 110 kilometres-an-hour and four road interchanges. Major contractor for the project, Lendlease, will establish NorthHub – an employment, skills and training centre to help northern jobseekers secure at least half of the 480 jobs a-year on average on the project, particularly displaced automotive workers. Other local participation measures will include: • at least 90 per cent of all labour hours to be undertaken by South Australians; • at least 20 per cent of all labour hours to be undertaken by apprentices and trainees, Aboriginal workers and people facing barriers to employment; and • approximately 70 per cent of steel used on the project to be sourced from Arrium in Whyalla. NorthHub will be a centre for vocational education and training, and other service providers to meet on-site with industry partners, subcontractors and workers. A dedicated Employment Development Team will also be established to work closely with the Northern Connector Jobs Taskforce to maximise opportunities for local workers. The head of the taskforce, Lee Odenwalder, said it was pleasing to see a major contractor like Lendlease putting first those who should most benefit from a major construction project – the people of Adelaide’s northern suburbs. “As the head of the taskforce, I have been working closely with northern suburbs MPs, local government, job networks and other stakeholders to ensure we make the most of this billion-dollar investment. “Similar jobs taskforces ensured 58 per cent of the 1,800 workers on the Southern Expressway duplication came from the south, while for the Northern Expressway, almost half were from the northern suburbs.”
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ASPHALT IN FOCUS
THE DIAMOND ROAD IN LESOTHO How does a small Kingdom in Southern Africa capture the attention of road experts from all over the world? How can a jobsite in Lesotho, a small nation surrounded by its neighbour South Africa, represent one of the most extreme projects of the last 10 years? This article describes how a road is built in the Lesotho mountains, about 200 kilometres from the capital, Maseru, by the Cooperative of Building and Cement workers from Ravenna (CMC). CMC has been a MARINI client for many years and is involved in the construction of a 45 kilometre stretch of mountain road. This difficult jobsite is set on the tourist route to Afriski, a ski resort more than 3,000 metres in the mountains, home to winter sports enthusiasts from all over Africa. It is a steep, winding road also used by vehicles transporting diamonds from the local mines. The conditions are extreme because of the height and conformation of the road. The stretch in question forms part of a long road network built throughout the country by various Italian constructors.
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Up to the height of 2,000-2,500 metres the road has performed well. But above 2,500 metres it encounters weather conditions which can become very bleak. The temperature range is wide, from 25 degrees celsius to below freezing within a few hours. Ice formation and snow falls mean the road requires active maintenance and cleaning operations, which however, are not carried out with all the care and attention required by European standards. In a few short years, snow ploughs have damaged the surface – which under other circumstances and with the right approach and equipment – would have lasted longer. At 2,000 metres, the tree line disappears and the land becomes barren and stony. Sometimes the winter brings snowfalls as deep as twoto-three metres and temperatures drop as low as minus-10°C. CMC is busy with the reconstruction work on a 45 kilometre stretch of road. It includes the demolition of the old pavement and the laying of the new layers – stabilising work and then 30 centimetres of base on which an 8-10 centimetre mat is laid (0-19 mm), given that the road must possess a certain amount of grip. Because of the weather conditions, it is natural to use modified bitumen, resulting in easy laying operations and long-lasting road performance. In Africa, the tendency is to build thin asphalt mats on very long roads, and this was the reason why CMC initially steered itself towards a continuous mix plant. In normal conditions, they are the smallest plants and the easiest to move when each section of road is completed and the worksite changes location. Unfortunately, the plant pinpointed for the job didn’t meet the challenge, because of the difficulties with production capacity at a high altitude and because the grading curve of the asphalt mix needed to be tightly controlled. So CMC focused its attention on a mobile batch plant: a small 80-90 tph plant on two easily transportable trailers. But here came the first difficulty. The plant had a small drum and, at an altitude of 3,200 metres, the productivity would decrease by 35-40 per cent. Managing a burner when the oxygen supply is limited is not an easy task and CMC technicians are well aware of this. They had to determine how to regulate the speed of the fumes and how to manage the yield. The production would have to be reduced to such an extent as to prevent CMC finishing the job at the given time. This is why CMC decided not to take any risks and to opt for another solution, given that further difficulties had arisen.
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The eTOWER is designed to work with all recent developments for producing warm asphalts based on the introduction of liquid or solid additives, on the production of foam bitumen or specific cycles for use with RAP. It is a plant which can satisfy CMC’s needs to use a bitumen additive, a fluxing agent which allows work at -8°C. It turned out that the trailers were not homologated and would have to be loaded on other vehicles to be roadworthy. In the meantime, another contract for CMC came up in Kenya – it was to impermeabilise a dam with a 50 centimetre asphalt core in a nature reserve on the edge of Lake Victoria. The reserve is covered by strict work regulations and a special regard for ecology. So the idea was that, once the job was finished in Lesotho, the plant would be moved to Kenya to work on the dam project for developing one of the most uncontaminated areas of the African continent. MARINI suggested that CMC use a new plant which would have no problem in fulfilling production requirements at high altitude, was easily transportable and had all the necessary “green” technology of the latest generation MARINI plants. CMC chose an eTOWER 2000 E206, a plant with easy-to-move component parts which are fitted into a container. Once the transport expenses had been simplified and reduced,
CMC decided it could add a bigger filtering bar to the eTOWER 2000 to diminish the effects of the altitude on the production levels.
The plant’s drum is a MARINI E206 fitted with the filter above the drying chamber, to guarantee significant savings in energy and site management – an excellent solution to stay within budget, while being environmentally friendly at the same time. The eTOWER is designed to work with all recent developments for producing warm asphalts based on the introduction of liquid or solid additives, on the production of foam bitumen or specific cycles for use with RAP. It is a plant which can satisfy CMC’s needs to use a bitumen additive, a fluxing agent which allows work at -8°C. On this site, even the fuel supply is complex. Bitumen transport tanks cannot negotiate the tight bends in the road leading to the plant, and the bitumen has to be supplied in drums, with all the difficulties that such a situation can bring. CMC has fitted the plant with a melting chamber for the bitumen in drums and with a plant to modify the bitumen supplied by our Turkish branch. On the site at 3,200 metres above sea level, there are 15 Italian expatriates presently organising the local team which fluctuates between 100 and 150 workers, depending on the different stages of work and the weather conditions. It is CMC’s intention to count on this plant which is capable of producing 150 tph at a height of over 3,000 metres, with a mediumsize storage bin which means making the most out of the working day, and completing the job within the time schedule. Today, the eTOWER 2000 E206 is up and operating, and within a few months, the road in Lesotho will be completed thanks to this wellresearched new MARINI asphalt plant.
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MEETING THE CHALLENGE TEN-INCH THICK DRAINAGE BLANKET MAKES WATER DISAPPEAR
With asphalt being placed 40.6 centimetres (16 inches) thick, the widening of 27.4 kilometres (17 miles) of highway I-65, north of Bowling Green in the American state of Kentucky, is a challenging job for Scotty’s Contracting & Stone, LCC. Bowling Green is a manufacturing centre with a population of more than 63,000 people. The locally-based contractor is paving the median to expand I-65 from a four-lane divided highway to three lanes in each direction. A concrete barrier wall is being constructed as a safety measure to separate traffic. The existing asphalt pavement is being overlaid to match the slope and elevation of the additional lanes. Work on the $138 million project is expected to be complete in 2017.
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A 25.4 cm (10 in) thick asphalt drainage lift, which isn’t structural, underlies the 40.6 cm (16 in) thick asphalt roadway. “The drainage blanket is basically a mix of number 57 aggregate and liquid asphalt, so water will run right through it,” said John Williams, paving foreman. “We’re laying about 15.2-17.8 cm (6-7 in) of the drainage blanket in the first lift, and then coming back with another lift. It’s easier to hit our specs that way.” Water will drain to a rock grade and then to drainage boxes. The boxes, some as large as 3.66 metres (12 feet) wide and 16-feet long, are located in the middle of what was the median. Hundreds of boxes will be installed. On top of the drainage lift, the Scotty’s crew is placing a pair of 10.2 cm (4 in) base lifts. After the concrete centre wall is poured, two more base lifts are being placed, topped by a 3.8 cm (1.5 in) surface lift. Aggregate in the drainage blankets is 2.5 cm (1 in) to 3.8 cm (1.5 in) in diameter. Other lifts contain 2.5 cm (1 in) aggregate. Virgin material is used in the drainage lift. Reclaimed Asphalt Pavement (RAP) is included in other lifts. Scotty’s is using a Cat® AP1055E Paver on the job. “The paver has been working great. I like track machines on projects like this – the tracks help keep the paver stable when going around all the drainage boxes,” Mr Williams said. A Weiler SF10 Fixed Screed is being used on the paver. Vibrators on the screed and extensions help improve mat quality. “On the base lifts, the vibrators help increase compaction percentages by one-ortwo per cent. That helps the rollers out,” Mr Williams said. Paving width is 4.57 m (15 ft). “The total paving width is 18.29 m (60 ft). We’re doing four, 4.57 m (15 ft) wide lanes.”
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ASPHALT IN FOCUS
Paver speed when placing the base course is 20-to-25 feet per minute. “We try to run about 25 feet per minute on the paver and that usually gets us to about 268 metric tonnes (300 tons) per hour,” Mr Williams said. “We try to keep the paver moving at all times.” The paver and screed, along with attention to detail, help the Scotty’s crew meet grade requirements. “Every lift is graded, so we have to stay on top of things to be sure that we hit our grades. It’s no problem with that paver and screed. “I’ve been tickled with the smoothness of this project. Besides the paver and screed, it’s using the transfer machine and trying to not stop. We don’t want a lot of stopping and starting.” Patience is one of the keys to success when placing thick lifts. “With the drainage lift, we lay
it and let it really cool out before we try to roll it,” Mr Williams said. Weather and lift thickness help determine when compaction begins. “If it’s cooler, you can get on it quicker. If it’s hotter, you have to lay back a little longer. Some places we had to build the lift up and the operator had to lay off a whole lot longer.” Scotty’s is using a pair of Cat CB64 Rollers for compaction. “We always try to shoot for the highest densities we possibly can; 100-to-105 per cent. It’s all about reaching or exceeding target density.” Rolling patterns vary. “There may be more passes, there may be less. Right now, we’re making three passes with each machine.” And the paver and compaction machines roll onward, moving the Commonwealth of Kentucky closer to its goal of widening I-65 to six lanes from Indiana to Tennessee.
“The project is badly needed because of I-65’s importance as a commercial and travel corridor, stretching from Chicago to Alabama. Kentucky is doing its part to keep the traveling public safe and the interstate free of congestion.” Steve Beshear Kentucky Governor
Test of French high modulus hot mix asphalt on NSW south coast Enrobés à Module Élevé (EME) is a French high modulus hot mix asphalt technology enabling a reduction in asphalt thicknesses for heavy duty pavements with lower construction and maintenance work. Uncovered during recent knowledge exchange exercises with global partners, EME demonstrates the value of collaboration and idea sharing amongst industry. “We’ve been looking overseas for new technologies, and EME is one that’s been working and looks really promising,” said Bevan Sullivan, Fulton Hogan’s National Technical Manager. “This design is new to Australia, but has been proven in Europe and the South Pacific.
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“It’s got the potential to save money; lower thickness can give the same capacity through a more optimal mix design.” Putting knowledge into practical application, Fulton Hogan working with Road and Maritime Services (RMS), led a recent demonstration of EME at Shellharbour, south of Wollongong on the New South Wales south coast. The team laid 340 tonnes of EME at midnight on 8 February 2016, which was mixed at Fulton Hogan’s Kembla Grange plant. In keeping with the collaboration mindset, all major asphalt producers were invited to attend through the Australian Asphalt Pavement Association. “Quite a few turned up in the middle of the night to have a look,” said Richard Jenkins, Fulton Hogan Divisional Manager – Metro NSW.
“The exercise went as smoothly and seamlessly as it possibly could, a real credit to the team at the plant and the laying crew.” Also on hand in Shellharbour was Richard Fulton, Fulton Hogan General Manager Planning & Development, who noted the importance of having a perpetual pavement option for customers to consider. “EME can last longer, is stiffer and requires less asphalt in most cases; something that’s really appealing to the market,” said Mr Fulton. “It will be really interesting to see the future for EME in Australia. We will be working with RMS to monitor the performance of the road surface. The results could firm up EME as an option for NSW.”