Roads Magazine June/July 2012 sample by CommStrat

JUNE/JULY 2012

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FEATURES

Federal Budget found wanting on road funding Roads Australia, Infrastructure Partnerships Australia, the Australian Automobile Association and the leading consultancy, PriceWaterhouseCoopers express their concerns. Three leading advocacy bodies in the roads/infrastructure sector – Roads Australia, Infrastructure Partnerships Australia and the Australian Automobile Association – have reacted coolly to emphasis placed on roads funding in the 2012-13 Federal Budget. All the organisations were critical of what they said was the government’s failure to provide enough dollars to progress with major projects to better service the economy and the community. PriceWaterhouseCoopers said the budget preferred handouts to allocating serious money for infrastructure. Roads Australia said the Budget underscored the critical juncture Australia had reached on infrastructure planning and funding. “While the $3.6 billion provision for completion of the Pacific Highway duplication by 2016 is most welcome, it is clear there is little Commonwealth funding to progress critical new projects,” said RA President, David Stuart-Watt. “It’s disappointing that projects that already have State Government funding – like Melbourne’s East-West Link and Metro Rail Tunnel project – have missed out on a Commonwealth contribution this time around.

Roads Australia President, David Stuart-Watt

ROADS AUGUST/SEPTEMBER 2011

“The cold, hard fact is that Australia has a long list of worthy projects and not enough dollars in the public purse to spread around.” Mr Stuart-Watt said last year’s Infrastructure Australia Priority List contained projects valued at more than $80 billion, including road and rail projects that are critical to the country’s economic future. “We’re a long way from delivering these projects under the current funding and financing arrangements – even with private sector participation,” he said. “It’s time that all levels of government committed to a comprehensive review of transport funding and pricing in Australia. We need to put all the cards on the table - including user-pays – and come up with a new model that better serves the community and national interest.” While the Budget made some welcome progress on a selection of smaller projects and funding programs, and reconfirmed the contingent funding for the Pacific Highway, it made insubstantial progress on the nationally significant infrastructure projects that Australia needed, according to Infrastructure Partnerships Australia “This is not an infrastructure budget,” said IPA Chief Executive, Brendan Lyon.

It’s disappointing that projects that already have State Government funding – like Melbourne’s East-West Link and Metro Rail Tunnel project – have missed out on a Commonwealth contribution this time around. “Everyone understands that the budget situation is tough, but taxpayers and business expected to see more substantial progress to get projects off the shelf and into the ground. The budget takes modest and incremental steps at a time when a step change is needed. “Australia’s infrastructure challenges are serious, they are growing and they demand solid action from policymakers. “Infrastructure is the key to reversing the productivity slide that is eroding the competitiveness of every business in the country, and is the key to easing the cost of living pressures that are squeezing households.” Mr Lyon said the budget pointed strongly to the case for a sustained period of meaningful, nationally-led reform, to free-up the capacity of Australia’s governments to fund the infrastructure backlog. “The Commonwealth will never be the principal funder of infrastructure, but it does need to make funds available to support the states in getting the next generation of major projects done. “Even in a hard year, Australia still needs to make progress in terms of new, high productivity infrastructure projects. The last decade has shown that the status quo is no longer acceptable. “We hope that the Australian Government will take steps in the coming year to articulate a much bolder reform program to close the gaps in the nation’s infrastructure, Mr Lyon said.

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“Failure to increase and sustain a much greater level of infrastructure investment will continue to expose Australia to a capital loss cycle, where national income is reduced because of poor infrastructure, in turn reducing revenues to Australia’s governments and constraining their ability to fund new projects in the medium term.” The Australian Automobile Association (AAA) said it was concerned that a reduction in road infrastructure investment in this year’s Budget would undermine efforts to improve road safety. “Motorists have been let down and the result will be that road safety is compromised,” AAA Executive Director, Andrew McKellar, said. Total land transport infrastructure investment is projected to be just $3.64 billion in 2012 13 compared to $7.36 billion in the current financial year. “This is a significant reduction in investment in road infrastructure and it simply isn’t good enough,” he said. “The AAA has warned the Federal Government of the consequences of failing to properly invest in essential land transport infrastructure and this is a missed opportunity. The current approach to road funding is deeply flawed. Motorists pay 38 cents a litre in fuel excise, yet only seven cents will be returned through investment to improve road infrastructure – far from a fair deal. “We urgently need a new model that takes a longer term view to ensure that motorists get a fairer deal for the taxes they pay and where the government looks beyond the year-to-year budget cycle. “It is encouraging that much-needed additional funding is available for the Pacific Highway in New South Wales, but now we need to see governments agree to complete the work. However, it is important to remember that overall funding for road infrastructure has been reduced, meaning other crucial projects will miss out,” Mr McKellar said. “Our analysis shows one in six highways are rated as high risk, an unacceptable road safety outcome. There is a clear link between improved road infrastructure and lowering the risk of deaths and serious injuries. Reduced investment means lower crash ratings.” PriceWaterhouseCoopers said the total amount allocated to new infrastructure projects in the Budget was more modest than previous years due to the quest to return to a surplus position and the provision of extra payments to low income households. “The Budget makes three significant new funding announcements for major infrastructure projects being $3.5 billion for the Pacific Highway, the Moorebank Intermodal Terminal and $232 million for the Torrens/Goodwood rail project,” PwC partner Scott Lennon said. “While the budget position is tight, congestion is choking our major cities and commuters were hopeful of more support to fix our major bottlenecks. Deferral of $158 million in funding for the Western Highway in Victoria by two years to 2014-15 is an example of the difficult tradeoffs which saw achieving the surplus meaning some infrastructure needed a minor deferral, Mr Lennon said. “The Federal support for the Moorebank IMT is critical as it will form a vital part of the freight logistics network with its strategic location near the M4, M5 and Port Botany rail freight lines. Over time it has potential to substantially reduce the number of truck movements through inner Sydney. “Sydney needs over $15 billion to build the three missing motorway links, but because achieving a surplus was critical, Sydney Motorway funding was limited to $150 million for planning, design and preconstruction work for the F3-M2 tunnel and $30 million for planning work for the M4 East. 6

ROADS JUNE/JULY 2012

AAA Executive Director, Andrew McKellar

The AAA has warned the Federal Government of the consequences of failing to properly invest in essential land transport infrastructure and this is a missed opportunity. The current approach to road funding is deeply flawed. Motorists pay 38 cents a litre in fuel excise, yet only seven cents will be returned through investment to improve road infrastructure – far from a fair deal.

“While we had hoped the Federal Government could find more funding for rail or motorways, at least this funding for planning recognises Sydney is choking in traffic congestion which is constraining economic growth and productivity,” Mr Lennon said.” “Additionally, some of the infrastructure allocations are conditional on matching state contributions which could lead to delays in the delivery due to the worse budget positions of the states.” Mr Lennon said the community was sick of the game playing while it endured long delays everyday. “Providing half the funds for completing the Pacific Highway is welcome but because the state will find it hard to match this funding, we now have a risk of a delay to completion beyond the target of 2016. “Similarly, Federal funding of $2.1 billion for the Epping-Parramatta railway remains available to the state, but unspent, while the state government faces big challenges funding its infrastructure projects such as the North West Rail Link.” Mr Lennon said. ■

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FEATURES NSW The 2012-13 Federal budget allocation for road and rail infrastructure in New South Wales provides for up to $1.2 billion to start, progress and complete a range of projects. The government has provided infrastructure spending of $11.8 billion over the life of the six year Nation Building Program (2008-09 to 2013-14) to rebuild and renew the infrastructure. Canberra has set aside $3.56 billion in new funding, which if matched dollar for dollar by the NSW Government could be used to complete within five years the full duplication of the Pacific Highway. While a Federal-State funding agreement is being finalised, money previously allocated will enable the rebuilding of three further sections to begin within the next twelve months: • Tintenbar to Ewingsdale – Federal contribution $566.1 million; • Frederickton to Eungai – Federal contribution to be finalised; and • Nambucca to Urunga – Federal contribution to be finalised. During the same period, the government also expects to complete work on other sections: • Construction of the new Bulahdelah Bypass ¬– Federal contribution: $303.6 million; • Straightening of the Herons Creek to Stills Road section – Federal contribution: $53 million; • Construction of the new Kempsey Bypass – Federal contribution $618 million; and • Straightening the Banora Point section – Federal contribution $349 million. The Federal Government will commission the private sector to design, build and operate a major, new intermodal facility in Sydney’s south west, one which will take 1.2 million trucks a year off the city’s road network and ultimately transform the movement of freight across the eastern seaboard. Work will begin shortly on preparing the preferred site at Moorebank, including relocating Defence’s School of Military Engineering to new facilities at Holsworthy Barracks. While activity ramps up on those multi-billion dollar projects, work on another key development is beginning to wind down. By this time next year Australia’s two largest cities – Sydney and Melbourne – will finally be connected by a modern, well-engineered and fully duplicated road. After more than half a century of almost continuous construction work and the investment of billions of dollars, the task of rebuilding all 880 kilometres of the Hume Highway is on track to be completed by mid-2013. Work is underway on the last remaining section – the Holbrook Bypass (Federal contribution $224.8 million), with the number of trucks using this major freight corridor set to nearly double within the next two decades. In the coming 12 months, the government also expects to finish the following projects: • Construction of a new passing loop at Hexham, part of the $1.1 billion upgrade of the Northern Sydney Freight Corridor – Federal contribution: $20.6 million. • Construction of the new North Orange Bypass – Federal contribution: $10 million. The budget also maintains funding for making local roads better and safer, including $249.2 million to assist councils to maintain and upgrade their local roads and $19.1 million to eliminate another 96 dangerous black spots on local roads.

ROADS JUNE/JULY 2012

Federal Budget 2012 –13 When Federal Treasurer, Wayne Swan, delivered the Federal Budget on May 8 he said the government was building productivity in Australia by investing in nation-building infrastructure, including roads. Key aspects of the budget allocation for major infrastructure included $3.6 billion to duplicate the Pacific Highway by 2016, conditional on agreement with the New South Wales Government and $350 million per year for the Roads to Recovery program. The budget spend on roads covered allocations to the states and territories and the following is a breakdown of the major projects which attracted federal funding to underpin their construction.

WESTERN AUSTRALIA Western Australia will receive a further $1 billion in Federal funding for road, rail and public transport infrastructure. Canberra is providing $3.7 billion overall from the Nation Building Program to upgrade the infrastructure. Projects to win funding during 2012-13 are: • Gateway WA project; a major upgrade of the roads around Perth Airport, including widening the Tonkin Highway from four to six lanes and building new interchanges along the Highway – Federal contribution $686.4 million, including $480 million from the Regional Infrastructure Fund; and • Re-routing the Great Northern Highway to the north of Port Hedland’s Wedgefield industrial estate – Federal contribution $154 million The government expects to complete work on the following projects by the end of June next year: • Stage 1 of the new Bunbury Outer Ring Road between Boyanup Picton Road and the South Western Highway, as well as the extension of the Port Access Road to the new Outer Ring Road – Federal contribution $118.6 million; • Duplication of the Dampier Highway between Karratha and Dampier – Federal contribution $91.7 million; • Construction of a new interchange at the intersection between the Roe and Great Eastern Highways – Federal contribution $68.8 million; and • Widening of the Kwinana Freeway between the Leach and Roe Highways from four to six lanes – Federal contribution $29 million. As part of the government’s $7.3 billion nationwide investment in urban public transport projects, work will also be continuing on the Perth City Link project – Federal contribution $236.0 million. The budget also allocates $130.0 million to assist councils and shires to upgrade their roads and $6.5 million to eliminate another 43 dangerous black spots.

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VICTORIA The Federal Budget allocates $910 million over the next twelve months for transport infrastructure programs in Victoria. Overall, Canberra’s Nation Building Program provides for $6.8 billion to rebuild and renew Victoria’s road, rail and public transport infrastructure. As a result of the funding, work will start in 2012-13 on installing the latest freeway management technology along the West Gate Freeway, including new mounted variable speed limit signs, ramp signalling, closed circuit TV and variable message signs. The Federal contribution is $12.5 million through the National Smart Managed Motorways Program. In addition, construction will continue on a range of major projects including: • Widening the Western Ring Road to a minimum of three lanes in each direction – Federal contribution $788.8 million; and • Widening the Metropolitan Ring Road to a minimum of three lanes in each direction – Federal contribution $111.2 million. The largest allocation of funding has been set aside for the Regional Rail Link, currently the nation’s biggest public transport infrastructure project and Melbourne’s first major new rail line in 80 years. It will connect West Werribee to Southern Cross Station – Federal contribution $3.2 billion. The Federal Government expects to complete work on the following projects by the end of June next year:

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FEATURES

• Construction of the 17 km Nagambie Bypass – Federal contribution $151million; • Construction of Stage 4B of the new Geelong Ring Road (Angelsea Road to the Princes Highway) – Federal contribution $45 million; and • Construction of the new Wimmera Intermodal Terminal at Dooen near Horsham – Federal contribution $6.5 million. The budget also provides $177.5 million to assist councils and shires to maintain and upgrade their local roads and $13.6 million to eliminate another 63 dangerous black spots.

QUEENSLAND Funding of $879.3 million over the next twelve months will finance a range of road, rail and public transport infrastructure across Queensland. Between 2008-09 and 2013-14, overall spending of $8.7 billion will be allocated under the Nation Building Program to rebuild and renew the State’s infrastructure. As a result of the funding, a number of major projects will go from the drawing board to construction in the coming financial year: • Construction of a new interchange at the intersection between the Bruce and Dawson Highways, the Calliope Crossroads near Gladstone – Federal contribution $150 million; • Straightening and widening the Bruce Highway from Cabbage Tree Creek to Carman Road, and across Back Creek Range – Federal contribution: $100 million; • Straightening and extending the southbound on-ramp from the Gateway Motorway to the Pacific Motorway and widening Mt Gravatt-Capalaba Road between Broadwater and Gardner Roads – Federal contribution $70.0 million; • Building a new interchange along the Warrego Highway at Blacksoil – Federal contribution (Regional Infrastructure Fund): $54.0 million; • Straightening and raising the Bruce Highway between Sandy Corner and Collinsons Lagoon – Federal contribution $50.0 million; • Straightening the Bruce Highway just south of Gin Gin and upgrading the intersection with the Bundaberg-Gin Gin Road – Federal contribution $20 million; • Installation of the latest freeway management technology along the Gateway Motorway North from Nudgee to the Bruce Highway, including mounted variable speed limits, ramp signalling, travel time signs and variable message signs – Federal contribution (National Smart Managed Motorways Program) up to $18 million. The major funding allocation for new projects is $742 million for constructing the new Moreton Bay Rail Link between Petrie and KippaRing, a project first mooted more than a century ago in 1895. At the other end of the construction cycle, work is expected to be completed on the following projects by the end of June next year: • Widening of the Ipswich Motorway between Dinmore and Goodna from four to six lanes, Queensland’s largest ever Federally-funded road project – Federal contribution: $1.8 billion; • Duplication and upgrade of the Bruce Highway between Sankeys and Traveston Roads (Cooroy to Curra Section B) – Federal contribution: $388.0 million; • Construction of Townsville’s new Port Access Road – Federal contribution: $95.0 million; • Flattening and straightening the Bruce Highway over the Cardwell Range – Federal contribution: $90.0 million; • Redesign and upgrade of the Pacific Motorway interchange at Robina – Federal contribution: $17.0 million; • Projects associated with the Burdekin Road Safety Audit including the upgrade of intersections along Edward Street in Ayr between Queen Street and Jones Street – Federal Contribution: $16.8 million; 10

ROADS JUNE/JULY 2012

• Sealing a 7 kilometre section of the Kowanyama Access Road and a 15 kilometre section of the Peninsula Developmental Road on Cape York – Federal contribution: $15.8 million; • Construction of a new truck bypass of Cloncurry – Federal contribution: $8.2 million; • Construction of a new general cargo wharf at the Port of Townsville, part of the upgrade to Berth 10 – Federal contribution: $4.0 million; • Construction of a new concrete bridge over Cape York’s Bloomfield River on the Bloomfield Road – Federal contribution: $2.8 million; As part of a $7.3 billion nationwide investment in urban public transport projects, work will also continue on constructing the Gold Coast’s Rapid Transit Network (Federal contribution $365 million). The Budget also provides for $167.8 million to assist councils across Queensland to maintain and upgrade their local roads and $12.1 million to eliminate 40 dangerous black spots.

SOUTH AUSTRALIA The 2012-13 Budget delivers $197.9 million for transport infrastructure including road, rail and public transport. Overall, the government is providing $2.7 billion from the Nation Building Program (2008-09 to 2013-14) to rebuild and renew infrastructure. In addition, Canberra has agreed to provide new funding of $232.1 million from 2015-16 to separate the Interstate Rail Freight Line from the Adelaide Metro passenger rail network at Goodwood and Torrens Junctions. Infrastructure Australia has previously identified this as a priority project of national-significance. Over the course of 2012-13, the Federal Government expects to complete work on the following projects: • Extension of the Noarlunga Rail Line to Seaford – Federal contribution $291.2 million; and • Replacement of nearly 800 kilometres of rail between Whyalla and Broken Hill as well as between Parkes and Cootamundra – Federal contribution (South Australian section) $227 million. In the meantime, work will continue on: • Constructing the new South Road Superway, a complex engineering project which will feature a new 2.8 kilometre elevated roadway between Wing Street and Taminga Street on South Road – Federal contribution: $406 million; • Construction of new overtaking lanes and other safety works on the Dukes Highway – Federal contribution $80 million; and • Electrifying and re-sleepering the Gawler Rail Line as well as associated station improvements – Federal contribution $293.5 million. In addition, the Budget provides $76.7 million to assist councils to maintain and upgrade local roads and $4.7 million to eliminate another 23 dangerous black spots on local roads.

TASMANIA Road and rail infrastructure in Tasmania will benefit from a further $102.6 million in Federal Budget funding. All up, the government is providing $808.1 million from Nation Building Program to rebuild and renew the infrastructure. As a result of the funding, construction will start this year on the following major projects: • North East Freight Roads Package: o replacing five bridges in the Mathinna and Evercreech area; o widening the Tasman Highway and installing safety barriers between Derby and Gladstone Main Road;

o widening Gladstone Main Road and installing safety barriers between the Tasman Highway and the town of Herrick; and o widening and realigning the Bridport Main Road – Federal contribution $34 million. • Replacing sleepers, rail and ballast along key sections of the main North-South Rail Line including through the Rhyndaston area – Federal contribution $55.6 million. Work is expected to be completed on the following projects by the end of June next year: • Construction of the new Brighton Bypass – Federal contribution $186.2 million; • Replacement of sleepers, rail and ballast along the Melba Flats to Burnie Line – Federal contribution $15.7 million; • Replacement of sleepers, rail and ballast as well as upgrades to rail crossings along the Fingal Line – Federal contribution $5.7 million; • Widening the Illawarra Main Road between Bishopsbourne Road and ‘Wickford’ as well as the section between ‘Forest Lodge’ and ‘Springfield’, and building a new roundabout at the intersection with Tannery Road – Federal contribution $3.1 million; • Replacement of sleepers, rail and ballast along the Boyer Line – Federal contribution: $1.1 million. The Budget also provides $38.7 million to assist councils to maintain and upgrade local roads and $1.6 million to eliminate another 12 dangerous black spots.

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NORTHERN TERRITORY Road infrastructure in the Northern Territory will be financed by an allocation of $100.7 million in the Budget. Overall, the Federal Government is providing $635.6 million from its six-year Nation Building Program (2008-09 to 2013-14) to rebuild and renew the Territory’s road infrastructure. The funding will underpin work in 2012-13 on the following major road projects: • Strengthening and widening sections of the Central Arnhem Road and erecting new concrete bridges at the Mainoru, Goyder, Little Goyder and Donydji River crossings – Federal contribution $15 million; • Widening and sealing the carriageway at Tom Turners Crossing and constructing a new higher, single lane bridge and pedestrian walkway along Port Keats Road at the Daly River Crossing – Federal contribution $11 million. As part of the $160 million flood immunity, safety and productivity package, work will also continue on: • Strengthening and widening sections of the Stuart, Victoria and Barkly Highways so as to provide better, all-weather access for local miners and cattlemen as well as tourists – Federal contribution $63 million; • Constructing new truck parking bays and rest areas as well as upgrades to key intersections along the Stuart, Victoria and Barkly Highways to better accommodate road trains – Federal contribution $28 million; • Installing 16 additional overtaking lanes along the Stuart Highway between Katherine and Darwin – Federal contribution $19 million; and • Raising sections of the Stuart Highway over the Gilbert Swamp and north of King River – Federal contribution $15 million. Canberra has also agreed to a Northern Territory Government request to reallocate the $50 million earmarked for the Darwin Port expansion to a package of road works which will support the Ichthys LNG project. Specific project details will be finalised in the coming months. In addition, the Budget provides $22.3 million to assist councils across the Territory to maintain and upgrade their local roads and $1 million to eliminate dangerous black spots on local roads.

ACT The 2012-13 Budget delivers a further instalment of $21.4 million in funding to start, progress and complete a range of projects in the Australia Capital Territory. The funding is part of the government’s $251.6 million spend from its six-year Nation Building Program (2008-09 to 2013-14) to rebuild and renew the Territory’s road infrastructure. As a result of this funding, the new Majura Parkway will go from the drawing board to construction in the coming financial year (Federal contribution: $144.0 million). At the other end of the construction cycle, work is expected to be completed on the duplication of the Monaro Highway between Canberra Avenue and Newcastle Street by the end of June next year (Federal contribution: $18.5 million). The Budget also provides $20 million to assist the ACT Government to maintain and upgrade local roads and $1 million to eliminate dangerous black spots on local roads. ■

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FEATURES

NSW BUDGET $4 BILLION FOR ROADS IN 2012-13 BUDGET About $4 billion will be invested by the New South Wales Government to build and maintain road infrastructure across the state as part of the 2012-13 State Budget. “This year’s budget includes a significant investment aimed at tackling congestion in our busy city areas and improving our rural and regional network with major commitments to the Pacific, Princes, Hume and Great Western highways,” NSW Roads and Ports Minister Duncan Gay said. Road expenditure includes $2.2 billion for new roads, $1.3 billion for maintenance of the state’s existing roads, $311 million for improvements to the traffic network, and $270 million for road safety. Mr Gay said the road network spanned 20,000 kilometres and the government was focused on building and maintaining these important links which were critical to the future of NSW. Key initiatives to improve NSW roads include: • $530 million to continue building the Hunter Expressway between the F3 Freeway at Seahampton and the New England Highway at Branxton (State and Federal funded);

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• $240 million to start work on the Pacific Highway upgrade between Tintenbar and Ewingsdale, north of Ballina (State and Federal funded); • $180 million to continue work on the dual carriageway upgrade of the Pacific Highway between Coffs Harbour (Sapphire) and Woolgoolga (State and Federal funded); • $90 million to start major work on the Gerringong upgrade of the Princes Highway between Mount Pleasant and Toolijooa Road; and • $70 million to continue planning the upgrade of the Pacific Highway between Woolgoolga and Ballina (State and Federal funded). The budget has also allocated: • $100 million to complete the Holbrook bypass as the final stage of the Hume Highway duplication between Sydney and Melbourne (State and Federal funded); and • $59 million to complete the dual carriageway upgrade of the Pacific Highway at Bulahdelah (State and Federal funded). Key election commitments being delivered by the government will see funding towards infrastructure projects including: • $10 million to finalise planning and start work on the four lane divided road upgrade of Nelson Bay Road, between Bobs Farm and Anna Bay; • $9 million to upgrade the New England Highway between the hospital and railway station roundabouts in Maitland; • $8 million to upgrade Raymond Terrace-Dungog Road by Port Stephens and Dungog councils; • $6 million to upgrade Hunter Region wine roads; and • $5 million to upgrade Wallanbah and Avalon Road by Greater Taree Council.

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BEST IN WA BUDGET The Western Australian Government will invest $3.9 billion on new and ongoing transport projects and programs in 2012-13, including $105million on new projects to address traffic congestion in Perth and a $97million injection into road safety projects across the State. Transport Minister, Troy Buswell, said the Government was investing in a range of transport projects across WA to deliver a balanced solution which would benefit metropolitan and country road users, public transport patrons, cyclists, pedestrians and industry. $105million will be invested in initiatives to ensure Perth’s CBD has a sustainable transport network to accommodate major city projects and a growing population. $57million funding will increase capacity on the Graham Farmer Freeway tunnel and Mitchell Freeway to ensure traffic into and around the CBD will continue to flow with the roll-out of the city’s transformational projects. A further $47.6million from the Perth Parking Management Fund will provide new CAT buses, a new Green CAT service from Leederville to the CBD via West Perth and CBD cycle and bus lanes. Funding of $31.5million will be used for a trial to manage congestion on Perth’s freeways. Road safety funding is a key component of the transport budget, with $97million for road safety projects across the State – $35million for the Safer Roads and Bridges program, $20million for the State Black Spot Program, and an additional $41.7million for safety improvements to crash sites across WA. The state will invest $276.5million in the Gateway WA project over the forward estimates. The $1billion project comprises Federal Government funds of $686.4million and State Government funds of $317.5million. The initiative will deliver a safe and efficient road and bridge network to the new Perth Airport precinct, the surrounding businesses and residential areas. Throughout 2012-13 work will also continue on the $609million public transport component of the Perth City Link project and the $267.3million upgrade of Great Eastern Highway from Kooyong Road to Tonkin Highway. (Federal and State government funds.) Other major road works in the Perth area that are either commencing or continuing and have significant funding allocated to them in 2012-13 include:

• $29.2m for construction of an additional northbound lane on Mitchell Freeway from Hepburn Avenue to Hodges Drive; • $21.4m for works to complete construction of the joint Federal and State government funded Great Eastern Highway/Roe Highway interchange; • $10m for improvements at the South Street/Murdoch Drive intersection – due for completion in 2013-14; • $8m for works to complete Kwinana Freeway widening between Leach Highway and Roe Highway to provide three lanes in each direction – works scheduled for completion in 2012-13; • $8m for planning, investigating and designing activities for a new road from Reid Highway in West Swan to Brand Highway near Muchea; and • $3m for project development activities for the Great Northern Highway enhancement project in the Swan Valley. In country WA, major road projects in 2012-13 include: • $141.1m for construction of the Great Northern Highway realignment at Port Hedland – joint State-Federal funding for works which are scheduled to be completed in 2014; • $94m for the Esperance Port Access Corridor project – project being jointly funded by State and Federal governments; • $44m for construction of the Bunbury Outer Ring Road (BORR) Stage 1 from Boyanup Picton Road to South Western Highway. • $22.7million for the Bunbury Port Access Road, Stage 2 between South Western Highway and the BORR Stage 1 – combined project scheduled to be completed in 2014 and is jointly funded by State and Federal governments. • $30.6m for upgrading of Dampier Highway, Stages 2 to 6 westwards from Karratha to the Burrup Peninsula Road in Dampier to a dual carriageway – joint State-Federal funding; and • $24.3m to upgrade various State roads comprising the Grain Freight network; • $10.6m for upgrade works on Coalfields Highway from the Wellington Dam turnoff to Collie.

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SA BUDGET Vic BUDGET The Victorian Budget provides for funding of $695 million for road network improvements in Melbourne and across Victoria. “Easing congestion on Melbourne’s arterial road network is a major focus of this year’s Budget,” State Transport Minister, Terry Mulder, said. “Across Victoria, these new road projects will mean less congestion and more than 4,500 jobs. Key spending includes $350 million for removing rail level crossings at Mitcham and Rooks Roads in Mitcham, and Springvale Road, Springvale in Melbourne’s east and south east. Two level crossings will also be removed from Anderson Road in Sunshine in the city’s west. The rail grade separation projects will ease congestion for drivers and improve safety. At Bayswater in Melbourne’s east, $12 million has been allocated to upgrade Stud Road between Boronia Road and Mountain Highway. Congestion will also be eased in one of Melbourne’s fastest growing corridors with $49 million allocated to duplicate the Narre Warren-Cranbourne Road at Narre Warren South, between Pound Road and Thompsons Road. This is one of the most rapidly developing areas in Melbourne. Another $136 million has been committed for the future Dingley Bypass which will be a new 6.4 kilometre four lane divided road link between Warrigal Road at Moorabbin and Westall Road, Springvale South. The funding comes on top of the $20 million committed to the project in the 2011-12 State Budget. One of Melbourne’s most important corridors will also receive a boost, with $14 million for maintenance of the West Gate Bridge and $12 million funding provided for the state contribution towards the Federal Managed Motorway Program. This provides for the West Gate Freeway (Williamstown Road to the M80 Ring Road) to be upgraded to provide an intelligent traffic management system compatible with the Monash CityLink-West Gate M1 upgrade. In regional Victoria, key road projects include: • $42 million for duplicating 18 km of the Western Highway between Beaufort and Buangor to upgrade it to a four lane divided highway; • $36 million for the Ballarat Western Link Road – 4.2km between Western Freeway and Ballarat Burrumbeet Road to support economic development in Western Ballarat; • $16 million additional funding for the Koo Wee Rup Bypass, a new arterial road connection from Healseville-Koo Wee Rup Road to the South Gippsland Highway – bringing the total funding for this project to $66 million ($50 million provided in 2011-12 State Budget); • $7.1 million for overtaking lanes on the Strzelecki and Hyland Highways and two new lanes on the Melbourne-Lancefield Road to ease congestion; and • $6 million to upgrade rest areas along the Hume Freeway with additional truck parking spaces and improved amenities. The government will also provide $40 million this year to assist 40 rural and regional councils with up to a million dollars each towards maintaining local roads and bridges.

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The South Road Superway in Adelaide has attracted the major share of funding under the South Australian Government’s infrastructure spend in the 2012-13 State Budget. The government will invest $10.8 billion over the next four years building South Australia’s future, according to Treasurer, Jack Snelling, who said despite record revenue write-downs, the government was committed to rolling out a record infrastructure build. “The foundations of the South Australian economy remain strong and despite record revenue write-downs, now is not the time for the government to be walking away from building the state’s future,” Mr Snelling said. “Many of our infrastructure programs are iconic builds that are changing the image of South Australia including duplicating the Southern Expressway. This infrastructure build is keeping South Australians in jobs and keeping the economy strong.” Mr Snelling said in 2012-13, the State Government would be spending $2.9 billion in work on infrastructure building and upgrades, including; • $230 million for the South Road Superway from the Port River Expressway to Regency Road; • $165.5 million on the duplication of the Southern Expressway; • $13.2 million on the upgrade and signalisation of the intersection of Tiver Road and Main North Road at Evanston – a new project; and • $8.1 million upgrading interchanges along the O-Bahn corridor. The budget also provides for $135.8 million on the electrification of rail line and station upgrades on the Noarlunga line and $110 million on the grade separation of the Goodwood rail junction – a new project.

TAS BUDGET The Tasmanian Government has allocated more than $130 million to road and rail infrastructure in the State Budget. With Federal funding of nearly $70 million, about $200 million will be spent this financial year on upgrading the state’s road and rail network. State Minister for Infrastructure, David O’Byrne, said investing in key infrastructure was a major part of the government’s strategy to diversify Tasmania’s economy, connect communities, and create lasting jobs. “Our roads, bridges and other infrastructure are there to benefit all Tasmanians. For example, the Community Roads Package helps keep communities connected. Good community roads are the lifeblood of many regional communities. They help support our tourism, agriculture, mining, forest and fishing industries. Mr O’Byrne said the government remained committed to delivering the $90 million Community Roads Program, and investing $21 million on the Murchison Highway. He said the government’s infrastructure commitment has been demonstrated by works being completed on Lake Secondary Road, Ridgley Highway, and junction improvements with the Bass Highway and Mersey Main Road. Work on Mud Walls Road is progressing well, and due to be finished in early 2013. Planning work is also underway on several projects, including the South Arm Highway – Rokeby Road, the Bell Bay Main Road Junction, the Esk Main Road, and Arthur Highway project. In the six years to 2013-14, the government will have invested more than $800-million in road and rail infrastructure under the Federal Government’s Nation Building Program – representing near-record investment levels. ■

Australia’s key infrastructure projects Leighton Holdings identifies Australia’s major developments – including road projects – to relieve constraints on the nation’s productivity. Six major roads projects with an estimated value of well over $16 billion are included in a list of Australia’s top infrastructure priorities drawn-up by leading construction company – Leighton Holdings Limited. The Top 12 Infrastructure Priorities are detailed in a position paper prepared by Leighton. The road projects on the list are: • the $5.2 billion M5 East Duplication in New South Wales – the number one priority on Leighton’s list; • the $5 billion East West Link in Victoria (number two priority); • the $4 billion F3-M2 “missing Link” in New South Wales (number five priority); • the $600 million Perth Airport and Freight Access Project (number eight priority); • the $1.2 billion Northern Connector in South Australia (number nine priority); and • the Bruce Highway Duplication which is not costed according to the position paper.

The position paper – signed by Leighton Holdings CEO, Hamish Tyrwhitt – was developed by business leaders from across the Leighton Group. They were called together by Mr Tyrwhitt to form a workshop and prioritise the 12 infrastructure projects rated as “crucial for Australia’s future prosperity”. The paper argued Australia’s productivity was being constrained because its infrastructure couldn’t deliver. It expressed concern that the nation was squandering opportunities because of a lack of investment in productive capacity and criticised governments of all persuasions for failing to deliver key projects despite recognising that Australia was experiencing an infrastructure deficit. “The reality of Australia’s infrastructure deficit is such that we built the list more through omitting too many important projects than struggling to find those worthy of top billing”, Mr Trywhitt said in the paper.

In developing the priority list Leighton’s business leaders looked for projects that: • created a major economic impact or spin-off by fostering development of new business and technologies; • addressed major bottlenecks and improved the liveability and productivity of large population centres; • have the potential to change the shape of the environment; and • stimulate the linkage between Australia and Asia, and encourage private sector investment. The position paper contended that, if delivered, the projects could generate enormous benefits in terms of Australia’s productive capacity and its quality of life. It said Australia was a gateway to the growing economies of Asia and it faced a simple choice – invest now in key infrastructure of be left behind.

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FEATURES The M5 East Dupliaction

Perth Airport and Freight Access Project

The M5 East is a key link in the Sydney Orbital network. The M5 East improves access between south western Sydney, the city, and the major industrial and commercial areas of South Sydney. It was opened to traffic in December 2001 and projections have shown it will reach 115 per cent of capacity in 2016 and 121 per cent in 2026. Leighton said approval of the project would give significant impetus for planned intermodal facilities in Sydney’s west.

Planning for the Gateway WA Perth Airport and Freight Access Project commenced in mid 2010 when Main Roads awarded Gateway Vision (consultants BG&E and GHD) a contract to undertake a comprehensive planning study. This planning study is now complete and an Ultimate Concept Plan has been developed that identifies the long term road layout required to meet the transport needs of the year 2031 and beyond. The Plan sets out the vision for the ultimate development of the road network including Tonkin Highway (Great Eastern Highway - Roe Highway) and Leach Highway (Tonkin Highway to Orrong Road). It incorporates road and bridge improvements, local road modifications, facilities and connections for pedestrians and cyclists, noise walls, entry statements incorporating landscaping and/or public art, and the use of Intelligent Transport System Technology. The Plan also makes provision for future rail, new bus routes, and access for high-wide loads or restricted access vehicles. Subject to funding, construction of Stage One of the Gateway WA Perth Airport and Freight Access Project will commence in 2013 to enable completion prior to the consolidation of the airport terminal.

East West Link The East-West road connection is a proposed 18 kilometre freeway standard road link to run from Melbourne’s western suburbs to the Eastern Freeway. It was proposed in the 2008 East-West Link Needs Assessment report by Sir Rod Eddington. The position paper describes the proposed link as a transformational project for Melbourne which would benefit the city’s airport and the Port of Melbourne – the nation’s biggest container port.

F3-M2 A road linking the F3 and M2 would benefit the Mount Kuring-Gai Industrial Area. It would link the precinct, located five minutes off the F3, to the vast western Sydney district. In 2001, the federal government recognised the need for a route selection study to identify a link between the Sydney Orbital and F3. A study commissioned in 2004 found the option of building a tollway tunnel underneath Pennant Hills Road to be the best option and a crucial link in the road network. The tunnel would stretch eight kilometres between Wahroonga and Epping. The F3 link road, once built, is expected to take more than 43,000 cars and 10,600 trucks a day off Pennant Hills Road by 2021.

Northern Connector The Northern Connector, a proposed new freight rail line and multi-laned motorway, is a critical component of Adelaide’s north–south corridor that will link major transport routes and enable an all but uninterrupted journey from Port Wakefield, the mid north, the Barossa Valley and the Riverland to the Port of Adelaide or the length of the corridor, to Old Noarlunga. The 31 kilometre train track will be used by freight trains as well as the Ghan and Indian Pacific. Four rail bridges will separate rail freight from road vehicles. The rail track will sit alongside the new 15 kilometre long road. The road, to the west of Port Wakefield Road, will extend from the new Northern Expressway interchange with Port Wakefield Road at Waterloo Corner to the Port River Expressway and South Road Superway interchange at Wingfield. With three lanes in each direction it will serve as a new national road link better connecting Adelaide with Perth, Darwin, Sydney, the Riverland, Barossa Valley and Sunraysia.

Bruce Highway Duplication

Leighton Holdings CEO, Hamish Tyrwhitt

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The duplication of the highway that Leighton has dubbed “Queensland’s road transport backbone” would open the productive capacity of vast areas of the state. It is comprised of more than 100 priority investments that would result in duplication of about 340 kilometres of highway, bridge replacements to enhance flood immunity, intersection upgrades and extra provisions for overtaking. The other six infrastructure projects identified in the position paper are Sydney’s second airport (priority three); the $15 billion Port of Hastings in Victoria (priority four); the $4.9 billion Melbourne Metro Stage 1 (priority 6); the $8 billion North West Rail Link in New South Wales (priority seven): Melbourne’s third airport (priority 10) and the $1.5 billion Townsville to Cloncurry high voltage transmission line. The position paper also discussed what it termed broader infrastructure opportunities. It said Leighton’s business leaders did not believe a “project by project” approach was the most efficient way of delivering the infrastructure deficit. It said they believed long-term planning would be enhanced by a theme approach – intermodal hubs, sustainability, education, health, energy and utilities, and agriculture – to ensure more strategic, cost effective and integrated infrastructure outcomes. . ■

Better connected transport will drive greener growth The creation of seamless transport systems that combine greener mobility solutions with more efficient networks will boost economic growth and better protect the environment, according to the International Transport Forum. The ITF’s latest annual report on mobility trends was launched in the first week of May by OECD Secretary-General, Angel Gurría. The launch of the Transport Outlook 2012 was part of the Annual Summit of Transport Ministers from 53 member countries held in Leipzig, Germany. “Transport and technology form the backbone of global trade,” said Secretary-General Gurría. “Connecting places and people creates opportunities for new markets and better connections can increase productivity. Making well-targeted investments in new capacity and intelligent, smart mobility technologies and ensuring their best possible use can provide a new source of growth.” According to the Outlook, entitled “Seamless Transport for Green Growth,” the transport sector could play a key role in moving the world economy towards a more sustainable path. “Going green in transport does not mean giving up mobility: it implies mobility with a smaller environmental footprint,” said Mr. Gurría. “Thinking seamless is a bid to align mobility aspirations with those for greener growth.”

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OECD Secretary-General, Angel Gurria

Key findings of the Transport Outlook 2012 include: Mobility will grow strongly, particularly strong outside the OECD area: • Global passenger transport volumes could be 2 to 2.5 times as large in 2050 as they are now. Outside the OECD, passenger volumes could rise by a factor of 2.5 to 3.5; in the OECD growth could be around 30%. • Global freight transport volumes in 2050 could be 2 to 4 times as large as they are today. Within the OECD, freight volumes could double; outside the OECD they could be more than five times as large. CO2-emission will grow less than mobility due to carbon-saving technologies: • CO2-emissions from transport could grow by a factor of 1.5 to 2.5 between 2010 and 2050. • In advanced economies, emissions from passenger transport can be stabilised thanks to improved technology. Freight transport emissions will still rise, however, unless freight transport grows only half as fast as GDP. • In emerging economies and developing countries, mobility growth is expected to be larger and emissions will grow strongly. This assumes some new technology deployment, with more efficient standard vehicles and hybrids, but not many alternative-fuel vehicles. Mobility policy can slow down emission growth but a policy commitment is needed: • Passenger mobility policies could reduce emission growth outside the OECD by anywhere from a quarter to one-third by 2050. Slowing-down emissions growth requires strong, enduring policy commitment. A range of measures is needed for balanced mobility, including, but not limited to: integrating public transport, to make it more seamless and more appealing to users; limiting network capacity for cars, to achieve more efficient network use; and not providing free parking. Emission growth means that energy technology is key: • In 2011, it was estimated that car fuel economy would need to double, at the very least, to stabilize emissions - from about 8 litres/100 km in 2008 to just under 4 litres/100 km in 2050. • Internal-combustion engines can be made much more efficient, and downsizing cars contributes strongly to reducing energy intensity. The immediate adoption of increasingly stringent fuel-economy regulations will promote this transition. • In the longer run, policy should be used to stimulate alternative energy sources. Diversity in transport energy is preferred to replacing fossil fuels with another dominant source. Electric vehicles are a good technological fit where there are short but frequent trips, including taxi markets and delivery of goods in urban environments. The International Transport Forum is a global transport policy platform for dialogue among ministers, business leaders and transport experts housed by the OECD. The International Transport Forum’s Transport Outlook 2012 can be accessed through the ITF website. ■ 18

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Coalition plans for major infrastructure, including roads A Federal Coalition Government would task Infrastructure Australia with preparing a rolling 15 year national infrastructure plan with designated priorities based on published cost-benefit analyses, according to Opposition leader Tony Abbott. Mr Abbott told an Infrastructure Partnerships Australia function in the first week in May there would be a published cost benefit analysis for any infrastructure project to which a Coalition government committed at least $100 million. “There’s no doubt that Sydney, Melbourne, Brisbane and Perth each need an integrated motorway network and improved urban rail systems under comprehensive metropolitan transport plans,” the Opposition Leader said. “The Pacific Highway in Northern New South Wales urgently needs to be duplicated. Eventually, a dual carriage way between Melbourne and Adelaide would be the last link in a vital chain: the four lane highway that should finally join our big eastern cities. “There’s no doubt that rail freight bottlenecks need to be eliminated and port infrastructure upgraded especially for coal and iron exports. The Bruce Highway along the Queensland coast needs major upgrades to service big increases in population and the resources boom, as does the highway linking Perth to the Pilbara. The highway between Hobart and Launceston needs upgrading to four lanes.”

“Within 12 months of taking office, a Coalition government would declare what its priorities would be and, in consultation with the states, announce construction timetables.” Under the Coalition, Mr Abbott said, Infrastructure Australia would assess critical projects, publish cost benefit analyses for them, and provide a recommended order of priority for Commonwealth funding. He said if the government varied Infrastructure Australia’s priorities it would need to argue a national interest case for doing so against the yardstick of what makes the most economic sense.

“Within 12 months of taking office, a Coalition government would declare what its priorities would be and, in consultation with the states, announce construction timetables. “Where the states’ own infrastructure priorities adhere to the Commonwealth’s, a Coalition government would work constructively with them to fund projects as quickly as possible,” Mr Abbott said. “As well, the Coalition will have the Productivity Commission examine possible means to get more private funding into high priority infrastructure projects. “While the need to repay Labor’s debt will limit the immediate scope for more Commonwealth infrastructure spending, the Coalition will ensure that existing funding is better directed and helps to leverage other funding into the projects that Australia most urgently needs. “At the last election, the Coalition promised to have the Office of Financial Management consider the provision of infrastructure bonds to unlock up to $20 billion for private infrastructure investment with wider public benefit.

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“These tax concessions have been used in the past to help fund privately owned infrastructure such as Sydney’s Eastern Distributor. Especially in the wake of commercially unsuccessful projects such as the Cross City Tunnel, what’s needed is the best contemporary way to renew private sector investment in vital projects at the lowest cost to taxpayers.” Mr Abbott said without a new means to encourage private investment, there could be a very long wait even for infrastructure that could be expected to contribute strongly to economic growth. “The Productivity Commission would be the best source of policy advice on this, as it has been on reforms to disability services and aged care.” Mr Abbott said a decade ago, the World Economic Forum ranked Australia among the top 10 most competitive and productive economies in the world. He said this was driven by a series of microeconomic reforms, such as privatisation, more flexible workplaces and national competition policy impacting on telecommunications, transport and utilities. “By contrast, Australia’s worsening infrastructure inadequacies, the Forum says now, have been a fundamental element in Australia’s recent productivity decline.

“Infrastructure spending is important, even when money is tight, provided it has a strong economic outcome. It can’t just be building for building’s sake.”

“Infrastructure spending is important, even when money is tight, provided it has a strong economic outcome. It can’t just be building for building’s sake.” Mr Abbott said for most people, more roads, expanded ports, better railways, and bigger air terminals had been the visible signs of a stronger economy and greater prosperity. He said they meant more trade, more customers, better goods and more leisure. Conversely, crumbling roads, unreliable ports, and unsuitable railroads were a sign of civic failure. “The provision of better infrastructure has, quite rightly, become one of the key tests for any government: more so, perhaps, for state governments which have always had the principal responsibility for it in Australia; but increasingly, also, for the Commonwealth, which is invariably held responsible for the overall state of the nation.” Mr Abbott said the Coalition had a plan for Australia’s infrastructure of the future. “It’s a key component of our overall plan for a stronger Australia. If implemented, the Coalition’s plan should mean that our economy improves and that people’s lives get better. “If implemented, our plan means that new infrastructure would be less a political trophy with which MPs might beguile their electorates than part of a specific design to give our country the best possible return for the billions that it costs.” ■ 20

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MAJOR PROJECTS

Vision released for $1billion Gateway WA Airport Link opening delayed until August Initial details have been released of the flyover for the Gateway WA Project Master Plan, the $1billion project which will provide a gateway for the effective movement of people and freight. The project comprises Federal Government contributions of $686.4 million and State Government contributions of $317.5million – $276.5 million of which has been allocated in budget forward estimates. “Investment in this key project is part of the LiberalNational Government’s commitment to transforming our state through an unprecedented infrastructure investment program,” WA Transport Minister, Troy Buswell said. “With an estimated cost of $1billion, Gateway WA will be one of the largest infrastructure projects ever undertaken in Western Australia. “The Kewdale, Forrestfield and Perth Airport precinct is a critical gateway for the effective movement of freight and people in WA, and this master plan shows how we will address the future transport requirements of these areas,” Mr Buswell said. “Given the size, scale and complexity of this infrastructure program, the work will be progressively undertaken in packages to minimise disruption to road users, residents and industry.” In early 2012, Main Roads WA invited proposals from industry to be part of an alliance contract to deliver the detailed project design and construction. The three proponents invited to take part in the next stage of the procurement process are:

• Best for Gateway John Holland, Aurecon and SKM; • Gateway Program Alliance Thiess, Abigroup, KBR and Ertech; and • Gateway WA Consortium Leighton, Georgiou, GHD, AECOM and BG&E. Mr Buswell said he expected the successful consortia would be announced later this year, with construction of the first package of works anticipated to start in 2013. “The $92.2million funding for 2012-13 will enable vital road and bridge improvements in the east metropolitan region.” The project plan identifies a series of improvements to the existing road network. Package 1 of the works, scheduled to be completed in early 2015, includes: • a major freeway to freeway interchange at Tonkin Highway/Leach Highway, including a new primary access road to the consolidated airport terminals; • new interchange at Tonkin Highway/ Horrie Miller Drive/Kewdale Road; • new interchange at Leach Highway/ Abernethy Road; • upgrading Leach Highway between Orrong Road and Tonkin Highway to an expressway standard and associated upgrades to roads and intersections in the Kewdale Freight precinct; and • a principal shared path along Tonkin and Leach highways. Other packages will follow and project completion is expected in 2017, prior to consolidation of the domestic and international airport terminals.

The $4.8 billion Airport Link project was due to open on June 30, but that deadline will be missed by construction company Thiess John Holland. The massive infrastructure project is now due to open on or about August 20 – a delay of nearly two months. The delay means Thiess John Holland, owned by Leighton, will have to pay more than $60 million in late fees to Airport Link’s operator, BrisConnections. The delay was confirmed in a statement by Leighton to the ASX and a company spokesperson said it had set aside adequate funds, known as liquidated damages, to cover the penalties. Most of the construction is complete, and crews are working around the clock to complete what is described as the “mammoth task of mechanical and electrical fit-out and commissioning of the entire tunnel network”. Testing of tunnel services includes lights, fans, surveillance, tolling gantries and fire and life safety systems through the 15 kilometre network. BrisConnections will operate Airport Link when it opens. In its first month, the tollway will operate free of charge – traffic volumes have been forecast to reach 136,000 vehicles a day. As part of the overall project, Brisconnections has designed and constructed a portion of the Northern Busway between Windsor and Kedron and an upgrade of the East-West Arterial/ Airport Drive/Gateway Motorway interchange at Brisbane Airport. The $444 million Northern Busway opened to traffic on June 18 – it encompasses 1.5 kilometres of busway tunnel, two busway stations at Lutwyche and Kedron Brook and eight new bus stops.

Freight terminal to cut road congestion and boost productivity A new freight terminal in Sydney’s south-west will take 3,300 trucks off Sydney roads every day and create thousands of jobs for the region. Under a Federal Government plan announced by Infrastructure and Transport Minister, Anthony Albanese, and Finance and Deregulation Minister, Penny Wong, the private sector will tender to design, build and operate an intermodal terminal at Moorebank. The project will see a rail link constructed from Sydney’s Port Botany to the freight terminal and warehousing facility at Moorebank. This will enable freight to be more efficiently transported by rail, providing much-needed

relief for Sydney drivers. In future years, the Moorebank site will also be expanded to include an interstate freight terminal. Moorebank is close to major connecting routes such as the M5, M7 and the Southern Sydney Freight Line, and has been assessed

by independent firms, KPMG and Greenhill Caliburn, as the most appropriate location for an intermodal terminal. Forecasts suggest the terminal would see an injection of $135 million a year into the economy of south-western Sydney alone. Private sector operators for the project will be selected through an open and competitive tender process. The process will be managed by a Government Business Enterprise to be established – the enterprise will include an experienced private sector Board with a strong commercial focus. Subject to planning and environmental approvals, the terminal will be open for business in 2017. ROADS JUNE/JULY 2012

major projects

First steps to constructing Melbourne’s East West Link The first stage of geotechnical drilling has started at Clifton Hill in inner Melbourne as part of preliminary investigations for the landmark East West Link project. The Victorian Government has allocated $15 million to develop the business case and undertake preliminary planning for the link. The project will connect the Eastern Freeway to CityLink and connect CityLink to the Port of Melbourne, as well as a connection between the port and the Western Ring Road. It will provide an alternative to the M1 corridor, remove traffic from Melbourne’s inner-arterial roads, particularly at Hoddle Street where the Eastern Freeway ends, and link industry in Melbourne’s north, east and west. State Roads Minister, Terry Mulder, said the East West Link was a massive project of a scale not seen before in Victoria, and extensive geotechnical drilling was needed to understand the rock conditions under the ground for tunnelling. “Preliminary investigations for the East West Link will involve drilling around fifty 100 millimetre boreholes at locations along Alexandra Parade and around Parkville and surrounding areas over several months, with each site taking around two to three days to complete,” Mr Mulder said. “Drilling will be done to depths of around 60 metres so that engineers can get an idea

of the type and strength of rock beneath the surface, as well as the depth of the water table, all of which are important elements when planning and designing the construction of major tunnels.” Mr Mulder said geotechnical testing would be used to establish a rock profile for the project corridor, and drilling in a particular area did not necessarily mean the East West Link would be situated or have an impact on that location. “The drilling we are doing will supplement the desktop information already available, and help us to develop an understanding of how and where the project might be built. “The East West Link has the potential to deliver enormous benefits, and we’ll work with the community to plan out a project which responds to local concerns, but delivers a cross-city alternative to alleviate congestion and ensure travel time reliability for families and freight.”

Planning work on final section of Townsville Ring Road The Federal Government has approved the release of funds required to complete detailed planning and design work on the fourth and final section of Townsville’s Ring Road. Work on the project has been brought forward because of extra revenue which will come on line from the government’s new mining tax. The planning and design work, along with the associated community consultations, will take about 18 months to complete – construction is expected to begin in early 2014 and take around two years. Jointly funded by the Federal (up to $160 million) and Queensland ($40 million) governments, the project will connect the Douglas Arterial to the Bruce Highway at Mt Low. Completion of what’s known as the “missing link in Townsville’s road network” will ease congestion, take 5,000 trucks a day off local streets, improve access to the port and support the region’s continuing growth. The commissioning of the ring road’s final section – together with other local projects such as the Douglas Arterial Duplication and new Port Access Road – takes Federal investment in Townsville’s road infrastructure to $420 million through the Nation Building Program.

Ballina Bypass carrying traffic More than two decades after it was first mooted, the Ballina Bypass is a reality. The first sod of the project was turned in early 2008 and the bypass is carrying traffic four years later. Traffic using the Pacific Highway, including 1,500 trucks a day, now avoids the heart of Ballina and the five roundabouts, multiple traffic lights and 60 kilometre-an-hour speed zones which added up to 12 minutes to a typical journey. Eighteen hundred people worked on the complex engineering project and they delivered it on budget and ahead of schedule. The new Teven Road interchange provides direct access to the Pacific Highway north 22

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and southbound and to Ballina via River Street. The opening of the Bruxner Highway connection at Pimlico sees traffic travel on a new bridge over Emigrant Creek south to meet the Teven Road interchange roundabout. The bypass was jointly funded by the Federal ($450 million) and NSW ($190 million) governments, and was built by an alliance involving RMS, Leighton Contractors, AECOM, SMEC and Coffey Geotechnics. 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); • 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. The project involved erecting 10 bridges, with a collective span of 2.6 kilometres, and moving 1.4 million cubic metres of earth. 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.

Ipswich Motorway Upgrade completed

Increased safety for drivers on Pacific Motorway

The eight kilometre Dinmore-to-Goodna stretch of the Ipswich Motorway has been completed six months ahead of schedule and under-budget. The first sod of the upgrade was turned in March 2008, and it was opened to traffic in May 2012. Funding for it was brought forward in Federal Labor’s first budget and supplemented in the government’s Economic Stimulus Plan. The upgrade improves safety and driving conditions for people living in Brisbane’s western suburbs as well as in and around Ipswich. The motorway is used daily by about 90,000 motorists and truck drivers. As well as providing an upgraded motorway, the project delivers a new network of local service roads, bridges and pedestrian/ cycleways to improve connections between suburbs. There are more than eight kilometres of upgraded motorway and seven kilometres of service roads. The motorway has been increased from two to three lanes in each direction, with enough room put aside to expand in the future. There are also 26 new or rebuilt bridges and about 24kms of shared pedestrian pathways and cycleways.” The project involved more than half-a-million tonnes of asphalt and more than a-million trees were planted. It was delivered by the the Origin Alliance consisting of the Department of Transport and Main Roads, Abigroup, Seymour Whyte, Fulton Hogan, SMEC and Parsons Brinckerhoff. Queensland Transport and Main Roads Minister, Scott Emerson, said the alliance had done an incredible job getting the road finished early. Mr Emerson said the project had overcome a number of major challenges such as three abandoned mines beneath the motorway, rebuilding a major road while it continued to be used, and last year’s devastating floods.

Another milestone in the upgrade of the Pacific Motorway has been achieved with the completion of the upgraded six-lane road between Nerang South and Worongary in Queensland. The $158 million upgrade widens the motorway from four to six lanes and delivers improved travel times and safety. The works included building a new road surface in the northbound and southbound lanes and constructing a solid concrete safety barrier along the centre median. The upgrade also lengthened and widened several on-and-off-ramps to improve safety and increased capacity by providing longer merging lanes for traffic entering and leaving the motorway. The upgrade was achieved under budget and the project savings will be used to deliver more improvements than first planned. Work can now be undertaken to widen the motorway to six lanes between Worongary and Mudgeeraba, a total length of three kilometres, and to widen four bridges over Worongary Creek. The project will also involve the extension and upgrade of the M1 southbound on-ramp and northbound off-ramp at Worongary interchange (Exit 77) and the M1 southbound off-ramp at the Mudgeeraba interchange (Exit 79).

New WA interchange completed The new $100 million interchange at the intersection of the Great Eastern Highway and the Roe Highway in the Perth suburb of Midvale has been commissioned. The interchange will improve the flow of traffic through the intersection and also along the two busy highways. Until now, the intersection has been one of Perth’s most dangerous – in the last five years it has been the scene of nearly 230 accidents. The infrastructure will support Perth’s continued growth over the next two decades, with the number of cars and trucks using the interchange expected to almost double to 106,000 a day by 2031. The interchange was completed on time and on budget. It was jointly funded by Canberra ($68.7 million) and the WA Government ($32.7 million). The Federal funding is in addition to $280 million spent on widening of the Great Eastern Highway from four to six lanes between Rivervale and Redcliffe.

Construction tender for Majura Parkway Construction companies interested in building the new Majura Parkway – the ACT’s largest ever road project – have until the end of July to submit their bids under a tender process being conducted by the Territory Government. The first major step in constructing the long-awaited road infrastructure follows many months of community consultation and detailed design work. Its final forward design took into account the feedback received from public information sessions and stakeholder meetings. Assessed and recommended by Infrastructure Australia, the new road is expected to generate long term economic, social and environmental benefits worth almost $1 billion. The Majura Parkway will be an 11.5 kilometre dual carriageway, with its construction being jointly funded by the Federal ($144 million) and ACT ($144 million) governments. A development application has been submitted to the ACT’s Planning and Land Authority and approval by the National Capital Authority has been sought. Both processes are expected to be finalised in coming months. Once constructed, the Majura Parkway will provide an important north-south transport link, connecting the Federal and Monaro Highways. This will play a significant role in improving the main national and regional freight route, and the ACT will also benefit from additional capacity in its road network. ROADS JUNE/JULY 2012

news

Changes to transport construction sector in Qld The Queensland Government will make changes to tendering involving the state-owned RoadTek to provide what it calls a significant boost to the state’s road and transport construction industry. Minister for Transport and Main Roads, Scott Emerson, said the days were over of RoadTek taking work from private operators to build government road and bridge construction projects. “In the last decade under Labor, the price of construction works in Queensland has increased at a much quicker rate than the national average,” Mr Emerson said. “According to ABS statistics, the cost to build roads and bridges in Queensland has increased by 77.8 per cent since 1999 compared to a national increase of 69.1 per cent. “The cause of the cost blow-out was the ridiculous situation under Labor where the government used RoadTek in areas of the state where it could have gone with private construction firms or local government that could have delivered better value for money.

“The changes mean RoadTek will no longer take work away from private companies in major markets, such as South East Queensland.” The Queensland Government will spend about $310 million on roads and transport infrastructure in South East Queensland this financial year. Mr Emerson said that RoadTek would still play an important role in regional and remote areas where its expertise and responsiveness would deliver when private firms were unable to do so - particularly during natural disasters. The Department of Transport and Main Roads will begin consultation with RoadTek’s 2500 staff and contractors, the construction industry and councils to deliver a better tendering process. In the current financial year, RoadTek will deliver about $1.1 billion in road and bridge construction and transport systems, including about $340 million in joint Federal-State National Disaster Relief and Recovery Arrangements.

New schedule lists all major infrastructure projects A National Infrastructure Construction Schedule (NICS) has been established by the Federal Government in what Infrastructure and Transport Minister, Anthony Albanese, describes as another major step towards creating a transparent, competitive and truly national infrastructure market. Under the schedule, the details on every economic and social project valued at $50 million or more being planned or delivered by governments around the country are available at one location www.nics.gov. au. The projects include those in the road transport sector. Developed by Mr Albanese’s department, the new web-based tool overcomes a lack of comprehensive and accessible information about projects pending, as well as those coming down the pipeline. The minister said at present, 56 projects worth over $50 billion were listed.

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“Previously, those interested in financing or building infrastructure had to rely on ‘word of mouth’ or scour countless websites and newspapers to find what was available, a process which inevitably advantaged larger investors and the big construction companies,” Mr Albanese said. “The National Infrastructure Construction Schedule levels the playing field. “Irrespective of where in the country or even the world they happen to be located, investors and infrastructure providers now have equal access to the same information about both the immediate and longer term opportunities which exist here in Australia,” Mr Albanese explained. “Over time, this will open up and attract more participants into the sector, which in turn, will be good for competition and the price taxpayers ultimately pay to build the modern, well-planned infrastructure Australia needs for the future.”

Attracting private finance to public infrastructure Two major road projects in Sydney will be used to test a new model for bringing private finance into the funding of public infrastructure. The Federal Government recently set aside $25 million for the project. “We will be testing this ‘special purpose vehicle’ on two construction projects in Sydney – the missing link connecting the M2 with the F3, and expanding the capacity of the M5 East,” Infrastructure and Transport Minister, Anthony Albanese, told the Property Council of Australia inaugural Nation Building Oration on May 29. “The M5 East is arguably Sydney’s most important economic transport route, yet too often it is at choke point. Both these projects are complex from an engineering point of view.” Mr Albanese said if the “special purpose vehicle” worked as planned, it might signal a new way of fast-tracking urgently-needed big ticket projects. “The vehicle will undertake the preparatory work needed to take the project to the marketplace so the private sector can step up to make the projects happen.” Mr Albanese said it followed a new tax treatment for nationally-significant infrastructure projects announced in last year’s Budget. “The change allows early stage losses to be uplifted over time and grants exemptions from tax rules which prevent tax losses being used when there is a change of ownership. “At Budget time last year, we also announced a working group of industry leaders to advise on better ways to attract private finance to public infrastructure. “And, earlier this month [May], we published a single national schedule of every infrastructure project valued over $50 million from every State and Territory and every level of government.” Minister Albanese said governments alone could not fund everything. He said, however, they could at least remove the mystery and the hurdles that had deterred private investment until now. “Governments must work with markets, not against them, if we are to address the congestion that is dragging like an anchor on our productivity.”

More funding for transforming regulation of transport sector

Following five years of intensive negotiations and consultations, Australia is only months away from reforms that will slash red tape for transport operators, free up the movement of interstate trade and boost national income by $30 billion over the next 20 years. On 1 January 2013, the nation’s $61 billion transport industry will enter a new era of regulation. The existing 23 separate state and federal regulators covering heavy vehicles, rail safety and maritime safety, will be replaced by three national regulators administering one set of modern, nationwide laws. The 2012-13 Budget allocates $38 million over three years to finalise the implementation and to bed-down the microeconomic reform. The funding is in addition to the $33.6 million the Federal Government has previously provided. The latest funding will go towards: • establishing the new Brisbane-based heavy vehicle regulator with responsibility for registration and regulations applying to trucks and buses over 4.5 tonnes ($15.6 million); • establishing the new rail safety regulator in Adelaide with oversight of the country’s urban passenger rail networks and interstate freight operations ($9.2 million). The Australian Transport Safety Bureau will become the national rail accident investigator; and • extending the Australian Maritime Safety Authority’s regulatory responsibilities to cover all commercial vessels, not just those involved in interstate and international trade ($10.2 million). Tasmania, the Northern Territory and the Australian Capital Territory will this financial year (2011-12) receive a further $1 million each to assist with the costs of implementing the new national regulations.

Overpasses open as part of Kempsey Bypass project Two overpasses that are key to the $618 million Kempsey Bypass project in New South Wales are open to local traffic. The new overpasses will provide permanent links over the bypass for residents of Inches and Old Station Roads Kempsey. They have been incorporated into the bypass development to ensure that a project which is vital to the national road network does not leave behind local residents. Once completed, the Kempsey Bypass will take up to 2,000 trucks off Kempsey’s streets each day. The new road overpasses will allow the project team to continue work on the new highway in that section, to ensure the construction of the Kempsey Bypass continues to be on schedule for completion in mid-2013.

Section of Pacific Highway upgrade given clean bill of health A preliminary report into possible contamination of a section of the Pacific Highway upgrade has found there is nothing to indicate radioactive material was ever buried at the site. The investigation found, however, that communication around the reporting of the potential environment issues needed to be addressed. The report focused on Roads and Maritime Services (RMS) and its contractor BMD Constructions’ handling of the possible contamination of the Herons Creek to Stills Road section of the Pacific Highway upgrade. It was prepared by independent environmental consultant, Brian Gilligan, and can be found on the RMS website. The report concluded there was nothing to indicate any radioactive material was ever buried at the site following a 1980 crash. ANSTO, which also conducted an investigation of the site, reported no indication of any abnormal radioactivity in the soil on site and soil removed from the site. New South Wales Roads Minister, Duncan Gay, said the investigation included a review of events and environmental planning and approval processes before 27 March 2012 when a workplace health and safety incident occurred on site. “On 27 March a worker needed medical attention and others reported feeling unwell while spreading freshly excavated soil from a cutting on the site. “A crash had occurred at the site in 1980 involving a truck carrying waste including radioactive material. While the radioactive material was taken offsite and disposed of according to appropriate guidelines, other waste material was buried on site,” Mr Gay said. “Before work started on this section of the upgrade, remediation work was carried out to remove the buried waste.” The preliminary report concluded the source of the contamination was almost certainly remnants of sodium propionate material trapped in clay that exhibited some characteristics similar to naturally occurring acid sulphate soil. Mr Gay said tests to date had shown no radioactive material had been detected at the site and a host of other contaminants including pesticides, polyaromatic hydrocarbons, petroleum hydrocarbons, polychlorinated biphenyls or any volatile organic hydrocarbons had been ruled out. Tests for other possible contaminants were continuing in the interests of safety for workers and the public. Mr Gay said the investigation showed regional communication around the reporting of potential environmental issues needed to be addressed. He said it contended the potential for confusion and misunderstanding could have been significantly reduced if there had been more proactive communication and explanation of the issue from the region at various stages from the time work started.

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news

Kwinana southbound lane open to traffic Traffic is now using Kwinana Freeway’s new southbound lane between the Leach and Roe Highways. Completion of the multimillion project means all road users can now expect quicker, less frustrating driving conditions heading south out of Perth. More than 100,000 motorists and truck drivers use the section of motorway every day. The project was completed on time and on budget. “Work is continuing on the new northbound lanes which are expected to be completed by the end of the year. The Kwinana Freeway Widening project is being jointly funded by the Federal and Western Australian Governments, with both contributing $29 million.

Improving safety on the Bruce Highway Work will soon ramp-up on another round of upgrades, including construction of more overtaking lanes and the elimination of notorious black spots, on the Bruce Highway between Maryborough and Proserpine. The package of works is largely made up of fully-Federally funded projects, including: • straightening and flattening the section of highway just south of Gin Gin as well as upgrading the intersection with the BundabergGin Gin Road. Work on this $20 million project is expected to begin early next year and be completed later in 2013. • building a new southbound overtaking lane at Cherwell River and a new northbound lane at Pig Creek between Howard and Childers. The $8.6 million project is on track to be completed by the end of the year. • building four new overtaking lanes between Bloomsbury and Proserpine – work on this $8.1 million project is expected to commence in August and be completed early 2013.

• building four new overtaking lanes between Calen and Bloomsbury. The $8.25 million project is on track to be completed in October; and • building a new northbound overtaking lane north of Alligator Creek between Sarina and Mackay. Work on the $4 million project is on track to be completed in October. In addition, the Federal Government is partnering with the Queensland Government to provide 80 per cent of the funding required to deliver projects, which together have an estimated price tag of $100 million: • straightening the Back Creek Range section, 24 kilometres north of Gin Gin, and constructing a new southbound overtaking lane. Construction will commence in August; and • straightening the section between Cabbage Tree Creek and Carmen’s Road. Construction will commence early in 2013. Both these joint projects are expected to be completed in early 2014.

Improving traffic flow on the Gateway Work has started on installing an additional northbound lane along the Gateway Motorway, a $96.7 million fully-Federally funded project to ease congestion for the more than 65,000 motorists and truck drivers who use this road every day. The project will widen the motorway heading north from two to three lanes along the 2.5 kilometre section between Sandgate Road and Barrett Street. The new lane will reduce travel times and double peak hour speeds along the stretch. Queensland-based builder, Seymour Whyte Constructions, is undertaking the work which is expected to be completed in 2014. To create the room for the extra lane, the project will also widen the Depot Road overpass as well as erect new bridges over Cabbage Tree Creek and over Depot Road so the existing off-ramp can be lengthened. To minimise disruptions while the upgrade is being delivered, two lanes in each direction will remain open to traffic during peak periods. For more information on the project, visit www.131940.qld.gov.au.

Upgrading safety at key Qld highway junction Work is expected to be completed by early 2014 on what has been described as a long overdue upgrade of the intersection between the Bruce and Capricorn highways in Queensland. The $85 million project will duplicate the Bruce Highway between the Yeppen Roundabout and the Jellicoe Street/Upper Dawson Road intersection at Rockhampton. It will also install a slip lane from the Capricorn Highway to the Bruce, erect traffic lights at the intersection between Jellicoe Street and Upper Dawson Road, and make safety improvements at the Port Curtis Road and Ferguson Street intersection. The planned improvements will significantly ease congestion – in particular,

they will improve traffic flows into and out of the Stanwell Industrial Corridor, the Port of Gladstone and the mining areas to the south and west of the city. As well as delivering faster, less frustrating driving conditions for the 12,000 motorists and truck drivers who use the Yeppen roundabout and bridge every day, the project will also improve safety. Over the five years to 2008, this section of highway has been the scene of 62 crashes, making it the region’s most dangerous stretch of road. The Yeppen Roundabout and Bridge Upgrade is a project being jointly funded by the Federal ($68 million) and Queensland ($17 million) Governments.

ADVERTORIAL

Broons’ Handy Hitch trialled in Iron Triangle Broons Handy Hitch grader-mounted roller has been widely accepted by shire councils from one end of Australia to the other as the ideal piece of equipment for patrol grading operations. Port Pirie Regional Council in South Australia’s “Iron Triangle” by the Southern Flinders Ranges has joined the extensive list of councils that have used the machine. Mick Darling, council’s Works Supervisor, said it had retired a multi tow-behind unit and was trialling the Handy Hitch as a replacement. Grader Operator, Lance Harris, said the Handy Hitch worked fine. “It is bloody good for patrol grading and it is a really good system.” Broons Director, Stuart Bowes, said: “The Broons Handy Hitch PP-2285 can be used in forward and reverse direction and is easily raised or lowered on the run. There are two choices for attaching the Handy Hitch - either directly to the back of a grader or to the ripper attachment. Either way it’s very easy.” The Broons Handy Hitch is an advanced grader-mounted rubber tyre roller. Simple to use by a single operator, the Handy Hitch is the only grader-mounted roller with an independent walking beam system that allows the compactor tyres to follow

the exact contour of the road. This system maintains constant pressure by the tyres on the road and leaves a smooth, uniform surface. This advanced concept is not found on any similar machine. The Broons Handy Hitch has three main walking beams fitted with individual hydraulic cylinders that are controlled by a pressure relief valve. The amount of pressure applied by the 12 tyres on the pavement is adjustable. Fitted with 7.50 x 16 smooth tread compactor tyres, the design ensures 100% coverage with a single pass around 2.3m wide. Broons can be contacted on (08) 8268 1988 or info@broons.com.

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ADVERTORIAL

Broons’ eCombi Roller smooths the way With over 1,500 kilometres of gravel roads to grade on Australia’s third largest island of some 4,500 square kilometres, the Kangaroo Island Council has turned to Broons’ eCombi Roller to help improve its patrol grading operations on its limestone and ironstone roads. The council is currently trialling a smooth drum eCombi Roller as an additional unit in its fleet of combination and multi-tyred rollers, with a view to replacing an old combination roller that will then be used as a spare. Kangaroo Island is situated in Investigator Straight south of Adelaide, South Australia, and is regarded as one of Australia’s most unspoiled tourist destinations with strong eco-tourism credentials. It is important for the roads to be in very good condition for the thousands of tourists who flock to the island each year, and this is where the Broons eCombi comes into its own. Ian Woolyard, Kangaroo Island Council’s Works Co-ordinator, said it had trialled the eCombi with each of its five grader operators and they had all commented positively on how it performs. “They say it is easy to operate and very manoeuvrable,” Ian said.

The eCombi compacts freshly graded surfaces with its centrally mounted steel roll drum or single row of smooth tread compactor tyres on the rear that can be hydraulically raised or lowered to suit the application of the machine. The optional vibrating roll drum has a static linear load of 35kg/cm and a static weight per tyre of 778kg. It’s powered hydraulically from the tow tractor and has a nominal amplitude of 1.5mm with a vibratory frequency of 33Hz. As with all Broons’ machines, the eCombi is simple to use and operator-friendly. The change from roll drum to tyres and back is easily controlled hydraulically from the cabin of the grader or tow tractor. The eCombi has a compaction width of 2.0 metres on the roll drum and slightly wider on the tyres. The roll drum can be either 1.4m, 1.5m or 1.6m in diameter; is 25mm thick and the standard non-vibrating unit can be ballasted with water to increase its weight and compaction pressure. Broons can be contacted on (08) 8268 1988, by e-mail at info@broons.com or at www.broons.com

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ROADS JUNE/JULY 2012

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June/July 2012

AsphaltReview Istanbul – capital of Turkey and venue of the 5th Eurasphalt and Eurobitume Congress. An AAPA delegation headed by CEO, John Lambert, attended the congress as part of an overseas study tour. The theme of the congress was “Asphalt, the sustainable road to success”.

ASPHALT REVIEW

CEO’S REPORT

John Lambert, CEO, AAPA

Those of us living in the south of Australia will be noticing that the weather has become cold and sometimes wet. As winter approaches, it reminds me of the importance of good quality roads, roads that we feel safe to drive on. This requires good quality and maintained asphalt or sealed roads. It also requires well marked roads as is done by our colleagues in the Road Marking Industry Association. Wet weather is also a time when conditions do not allow for roads to be properly surfaced. This may be winter periods in the south and the monsoonal periods in the north. Although these periods may be down time for surfacing, they give companies the opportunity to provide training for work crews. In the Chairman’s report in this edition of Asphalt Review, Sergio Cinerari highlights the importance of worksite safety. Wet periods are a great opportunity to provide training for crews in health and safety, as well as in a range of other directly relevant areas of our work. Health and safety training ensures that new workers understand the risks. It also reminds experienced workers of the risks and reduces the likelihood of these workers becoming complacent. The AAPA Working Safely with Bitumen training course is one way workers can better understand the risks associated with handling hot bitumen. This course should be done by every new worker in their first year. Experienced workers should also complete the course every four or five years to remind them of the risks. AAPA is also developing a short, on-line induction course that new workers 30

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will be able to do as soon as they commence work. It will also be available for experienced workers to do annually as a refresher course. Information on the Working Safely with Bitumen course is available on the AAPA website along with a calendar of scheduled courses. Additional courses can also be provided upon demand. Please contact the AAPA office if you wish to inquire about a course. As well as training in the handling of bitumen, the wet periods across Australia provide the opportunity for workers to review their safety procedures such as those associated with working in a confined worksite with moving vehicles and working with passing traffic on sites where the road has not been able to be closed. Regular tool box meetings throughout the year should also stress these issues. Wet periods also provide a time to provide a range of training in other areas and AAPA offers a range of relevant courses including courses on asphalt placement and compaction and sprayed surfacing. Information on these courses can also be found on the AAPA website. At the time this edition of Asphalt Review was being prepared, the Eurasphalt and Eurobitume Congress was being held at Istanbul in Turkey. This congress attracted delegates from Europe and the rest of the world. It is held every four years and has a wide range of relevant papers, displays and exhibitions. The theme for this year’s Congress was Asphalt, the sustainable road to success. A delegation of AAPA members from Australia attended the congress and some of the most relevant papers will be printed in the next edition of Asphalt Review. The Australian delegation was also undertaking a study tour of Europe, visiting research organisations, government road authorities and industries in the UK, France, Netherlands, Turkey and Germany. Delegates on the tour identified five key areas of information. • Long Life Pavements; • High Performance Asphalt and Binders; • Sustainability; • Health and Safety; and • Procurement Systems. They also identified over 250 questions that they forwarded to the organisations they were visiting to ensure that the people being met were able to prepare.

The AAPA Working Safely with Bitumen training course is one way workers can better understand the risks associated with handling hot bitumen. This course should be done by every new worker in their first year. As with previous study tours, AAPA will be holding feedback sessions providing information on the outcomes of the tours. These will be held in each of the larger capital cities. Information on these feedback sessions will be provided on the AAPA website and in members’ newsletters. Before finishing this report I should comment on the recent changes being made to state government specifications relating to warm mix (WMA) and reclaimed asphalt pavement (RAP). The AAPA/Austroads Warm Mix Validation Project has now been completed and, even though the final report has not been finalised, it is obvious that the hypothesis that warm mix performs the same as hot mix has been proven to be correct. It is clear that warm mix should be permitted and is it pleasing to note that the Roads and Maritime Services in NSW has already included WMA in its specification. Vicroads is also in the process of amending its specifications. The use of RAP, including in WMA is also increasing and it is clear that in hot mix amounts of 15% should be readily permitted and even higher percentages in warm mix. We can often be slow in Australia to pick up technologies that have been proven overseas. While it is appropriate to move cautiously, I believe that in the case of warm mix and RAP, it has been proven sufficiently to allow the use of both without unnecessary restrictions. The advantages of these two technologies, particularly the cost and environmental advantages of RAP, mean that we should be using these technologies across the whole of Australia. ■

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ASPHALT REVIEW

CHAIRMAN’S REPORT

Sergio Cinerari, Chairman, AAPA

The construction industry can be a dangerous environment to work in – when risks are not understood and, sometimes not controlled, the situation only worsens. I am sure that like me, you have all seen pictures of workers on construction sites in the early 1900s without any safety equipment; the notion of steel-toe-cap boots and high visibility clothing, whilst the most basic of requirements today, was not even a consideration back then. With the passage of time, however, our industry has been on a journey which has seen it continually improve worker safety on our sites. I recall joining Emoleum in the early 1980s just as the road surfacing industry was introducing and placing greater emphasis on things like bright coloured clothing for safety and long sleeves/pants. Back then I remember the “old hands” saying that all “these things were over the top and that it will never last”. How wrong they were; today these initiatives, amongst many others that make our sites safer, are ingrained in the way we work. In fact we now take these initiatives for granted, but as with all change at the time of its introduction, paradigms and understandings are challenged and because of this, change seems daunting at times. I am saddened to note, however, that despite the many improvements in safety over the years, there have still been five deaths in Australia and New Zealand over the last two years. These incidents have all involved the movement of plant on our sites and the interaction of our plant and people with 32

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the travelling public. The issues relating to the worker/plant/travelling public interface continue to be of the gravest concern to our industry and all its stakeholders. In the past, and to this day, our industry has shown itself to be innovative and resilient and, just as in the early 80s when faced with the requirement to make our worksites safer, I am firmly of the belief that we can apply those same qualities to the challenge of stamping out work place accidents caused by the worker/plant/ travelling public interface. The challenge for all stakeholders in the road surfacing industry is and, always has been, to continually improve safety on and around our sites. We should all have zero tolerance for worksite safety incidents and certainly we should not have any fatalities. It is not good enough to engage in a finger pointing exercise or to simply believe that the practices that have served us well in the past will overcome the issues that face this industry now. It is time to look at how we execute and specify the work to be done, both contractors and clients, and to find ways of eliminating the risk associated with the plant/worker/ travelling public interface. We must all work towards zero tolerance to workplace deaths or injury. With this in mind, the AAPA Board has directed that the next AAPA Health and Safety Conference in October provide a forum for participants to work together to achieve the goal of zero tolerance for work place deaths and injury. I will be inviting senior managers from our major producer member companies to an afternoon session on the Sunday before the conference to start the conversation and exchange ideas on this most serious issue. The conference will then hold a series of workshops to identify practical means to continue to improve health and safety across our industry. It is my aim and that of the Board to maintain a major focus on health and safety as we all recognise that five deaths in two years is five too many. This will include some significant projects being undertaken by AAPA nationally and by its Branches. But remember, it is not up to AAPA to improve health and safety; it is up to you and me. I look forward to your contributions at the AAPA Health and Safety conference. ■

The challenge for all stakeholders in the road surfacing industry is and, always has been, to continually improve safety on and around our sites. We should all have zero tolerance for worksite safety incidents and certainly we should not have any fatalities.

1000 M SERIES. THE INNOVATION

CONTINUES.

M SERIES. 1000 AT WORK.

ALL WHEEL DRIVE. ALL WHEEL PERFOR The Cat® 140M, including the industry-leading All Wheel Drive system, delivers greater machine versatility, utilisation and performance. All Wheel Drive (AWD) is a must have feature for those who work in traction-limited conditions such as mud, sand, gravel, or snow. An AWD system can also be beneficial on side slope applications, where the additional tractive effort can help keep the grader from sliding off the intended line of travel.

Around Australia, there are now one thousand Cat® M Series Motor Graders being put to work. We’re proud of this milestone but remain focused on continuing to deliver technology innovations that make operators more comfortable, worksites more productive and businesses more profitable.

M SERIES. 1000 AT WORK.

AWD can boost performance with added versatility, stability, and an overall increase in power and torque. The Cat AWD variable front drive motors powered by separate dedicated left and right hydraulic pumps provide the proper match between torque and speed, so when operating in the lower working gears, you will have over 50% more torque than the previous Cat H Series. If working in a high speed, loaded condition, you will still have the necessary pull to power through heavy underfoot and/or hilly terrain, due to the infinite variable ratio between torque and speed throughout the forward and reverse gear range. The Cat AWD infinitely variable pumps and motors maximise torque in each gear and deliver maximum power to the ground, increasing productivity.

RMANCE. Three Mode Operation & Front Wheel Speed Setting – There are three modes of operation for the AWD system: • AWD Off (rear tandem drive only) • All Wheel Drive • Front Wheel Drive-Only

Cat® C9 ACERT™ VHP Plus – AWD Model Base Power (AWD on, 1st gear) – Net 166kW VHP Plus Range – Net 166-200kW

In All Wheel Drive mode, front wheel speed can be adjusted up to 120% of rear tandem wheel speed.

Gross Vehicle Weight – Max – Total with AWD

Front Wheel Drive-Only Mode – Standard with AWD, this mode disengages the transmission and provides hydraulic power to the front wheels only. The ground speed is variable between 0-8 km/h (0-5 mph), perfect for precise finish work. Max Net Power to Ground – When the AWD system is engaged, flywheel horsepower is automatically increased by as much as 15% over the base tandem drive power level. This increase in gross power offsets the parasitic losses associated with the AWD system and maximises the net power to the ground for increased performance and productivity. Cat Steering Compensation – The Cat Steering Compensation System is standard with AWD. This feature enables a “powered turn” by adjusting the outside front tyre speed up to 50% faster than the inside tyre. In addition, inside front tyre speed is automatically adjusted faster than the inside tandem tyre. The result is improved control, less damage to surfaces and a dramatic reduction of turning radius in poor underfoot conditions. The Cat AWD system will ensure you can get the job done in any application and condition.

With steering compensation

Without steering compensation

223 hp 223-268 hp 23,538kg

1000 M SERIES WORKING FOR AUSTRALIANS

Gilbert Mining Group has been in business for 13 years and employs 40 operators. They do rural road construction and airstrips and have just moved in to mining, where they also build roads and airstrips, as well as work a variety of other machines, which are all Cat machines by the way – all 24 of them. Included in the fleet are four M Series Motor Graders. Owner and operator Paul Gilbert says, “We were the first company to buy an M Series in the Territory and at that time I also had a G and an H Series Grader. I sold the G and was going to keep the H but after driving the M Series for two days, I sold the H and bought another M Series straight away. It was that good to drive. And easy - you get used to it quite easily. You’ll never go back to an H Series Grader after driving the M Series.” Of course Paul also had to convince his other grader operators that the M Series was the way to go.

Gilbert Mining Group was the first company in the Northern Territory to purchase M Series Motor Graders. Owner and operator Paul Gilbert talks about how he and his team have been putting the machines to work ever since.

“When a lot of my operators, especially the old school operators, saw the grader, they were sheepish to say the least. They walked around it, looked at it and weren’t sure what to think. But once they got it, and spent a day on it they loved it and they’ll never go back to the older graders that’s for sure. “It’s so much easier to drive - in my opinion it’s better on your body and you don’t get a sore back. And the ease of operating it is fantastic - you just keep your hands there. You’re sitting there, looking up the road and operating the grader. “The operators all comment on the views with the grader because the cab’s not square anymore - it’s on an angle because there’s no steering wheel in front of you. They can see the whole blade and know exactly what the machine is doing. They say the machine is so much more responsive in every way - they love it. “We do a lot of mixing up here. The grader spends about 80% of its time mixing the gravel so you’re up and back and you’re turning around. The joystick controls are great because the operators can spin around so quickly and then they’re back in the mix heading the other way in no time at all. And even when they’re laying out, they can just see everything - it’s so much easier for them to do. “The other reason I like the M Series Grader is that overall productivity is up because the opera-

tors want to get in the machines. Up here in the Territory we do 12-hour days on the roads and in the mine. So they’re long days but the operators are quite happy to sit in them all day. “When we purchased the first M Series, the Cat dealer organised for a trainer to fly into Alice Springs and he spent a day familiarising us with the machine and how it works. Their service was magnificent. They went right through the whole machine with us and then we’ve trained up a couple of our people. And now if anyone new comes along, we’ll teach them. “It only takes a couple of hours for them to get their head around it and by the end of the day they’re fine. Within a week you’re as good as you were on previous graders but with better results. “And when it comes to backup and support, we’re covered. We’re in the middle of nowhere up here and when things break down it costs you time and money - so we’ve stuck with Cat. The Cat dealer rep always comes down and he supports us 100%. They always keep in contact with you. “We’re very happy with the graders, the productivity and how they perform. When it comes to the joystick controls, at first I couldn’t see how it could work. But once I got my head around the technology and what they’d done, I realised they’d done it the right way.”

To find out more about the range of Cat M Series Motor Graders contact your local Cat dealer or visit australia.cat.com/mseries NSW/ACT - WesTrac: 1300 881 064 WA - WesTrac: 1300 881 064

VIC - William Adams: (03) 9566 0666 TAS - William Adams: (03) 6326 6366

QLD/NT - Hastings Deering: 131 228 SA - Cavpower: (08) 8343 1600

Note: Caterpillar makes no warranties, guarantees or representations as to the accuracy or timeliness of any information, beliefs or opinions (which do not necessarily reflect the beliefs or opinions of Caterpillar) set out above and Caterpillar assumes no liability or responsibility for any errors or omissions in same or actions in consequence upon same. © 2012 Caterpillar. CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.

Asphalt review

Test Track Shows Outstanding Results for Warm Mix with 50% RAP Article Courtesy of NCAT. By David H. Timm, Adriana Vargas-Nordcbeck, and J. Richard Willis* Researchers at the National Center for Asphalt Technologyâ&#x20AC;&#x2122;s Test Track have observed excellent results from an experiment pitting conventional pavement mixes against mixes combining recycling and both hot-mix and warm-mix asphalt. They constructed a control section of conventional hot mix, an experimental section using hot mix with 50% RAP (reclaimed asphalt pavement), and another section using warm mix from a foaming device with 50% RAP. The highRAP sections had the same total thickness as the control section. In the latest cycle, concluded in September 2011, the high-RAP warm-mix section performed equal to the control. The attractions of high-RAP and warm mix are compelling for both economic and environmental reasons. Faced with increasing material prices and traffic demands, pavement and materials engineers are constantly searching for innovative approaches to creating high-performing, long-lasting, and, most critically, economical pavement structures. Use of RAP has been extensive for the past 30 years (McNichol, 2005). However,

Figure 1. Pavement Materials and Cross Sections

the amount of RAP allowed in pavement mixtures has been limited by some states due to concerns about the stiffness of the aged binder in the RAP and lack of documentation about long-term performance of high-RAP mixes. Currently, average RAP contents are about 18%, with 15 states allowing greater than 30% while a few states permit little or no RAP usage (Hansen et al., 2011). Agencies and industry recognize that increasing average RAP contents up to 25% could cut life-cycle greenhouse gas emissions by 10% (NAPA, 2009). In addition, warm-mix asphalt (WMA) has taken the industry by storm; the tonnage produced in the U.S. more than tripled from 2009 to 2010 (Newcomb, 2011). Current estimates are a 20% energy reduction when utilizing WMA during production (NAPA, 2009). Though warm mix and recycling technologies were developed independently, agencies have begun to consider combining them to achieve even greater environmental, performance, and cost benefits. NAPA (2009) estimates that 25% RAP combined with WMA

could reduce greenhouse gas emissions by 3 million tons per year. Achieving even higher RAP percentages could have an even greater impact from sustainability and cost perspectives. In addition, the use of WMA technologies can help improve workability, which is often an issue for high-RAP mixtures. To explore the use of high RAP and warm mix, these materials became the main focus of a group experiment that began in 2009 at the Test Track. The experiment was sponsored by the Alabama, Florida, North Carolina, South Carolina, and Tennessee Departments of Transportation and the Federal Highway Administration. The study consisted of two sections with 50% RAP that have endured 10 million standard axle loadings, with performance equal to a control section placed at the same time.

Materials and Cross Sections Within the experiment, there were three test sections, with each section having a surface, intermediate, and base mixture. The first section was the control; it did not include any RAP and the mixtures were produced as conventional hot mixes. The second test section contained 50% RAP in each layer and the mixes were produced as hot-mix asphalt (RAP-HMA). The third group used the same 50% RAP mixes, but the mixes were produced as WMA using a foaming system (RAP-WMA). The virgin aggregate used in all three sections was a combination of granite and limestone. Each mixture was designed to 80 gyrations following the Superpave procedure. Within the 50% RAP materials, fractionated RAP was used for the surface (15% fine and 35% coarse RAP) and intermediate/base mixtures (20% fine and 30% coarse RAP). Figure 1 illustrates the cross sections and as-built thicknesses with nominal maximum aggregate size (NMAS), virgin PG binder grade, and mixing temperature noted for each lift placed. Slight differences in total ROADS JUNE/JULY 2012

ASPHALT REVIEW

standard axle loads. During this time, extensive monitoring using the embedded gauges, pavement deflection testing, and performance monitoring were conducted. Additionally, extensive laboratory testing on each material was conducted to evaluate mechanistic properties and performance characteristics.

Pavement Response Under Traffic

Figure 2. Pavement Response Under Traffic

thickness were noted and adjusted for during data analysis. Each section was placed on the same 6-inch aggregate base and subgrade foundation. Additionally, gauges were installed in each section during construction to measure pavement response under traffic throughout the two-year experiment.

Testing and Evaluation Construction was completed and the sections were opened to traffic on August 28, 2009. A fleet of five triple-trailer vehicles circled the Test Track 16 hours a day, five days a week for a two-year period to accumulate approximately 10 million

Weekly pavement response measurements were made to determine how much the pavement was deforming under the applied traffic. Figure 2 shows the measured tensile strain in the bottom lift of each section versus measured mid-depth temperature. The control section clearly flexed more than either of the RAP sections. Though the RAP-WMA fitted curve is slightly higher than the RAP-HMA curve, they were not found to be statistically different so their response could be considered about the same. The differences in the RAP sections compared to the control were much greater at warmer temperatures than cooler. For example, there was approximately a 30% reduction in strain level at 110째F when switching from the control

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PREPARE. BUILD. MAINTAIN. RECLAIM. When it comes to road construction and maintenance, you can do it all with Cat® paving products. With a complete range of soil and asphalt compactors, pavers, cold planers and stabilisers, we’ll put you on the road to a great finish. To find out more about the Cat range of paving solutions contact your local Cat dealer or visit www.cat.com Paving All Day. Every Day.

CONTACT YOUR LOCAL CAT DEALER NSW/ACT - WesTrac: 1300 881 064 VIC - William Adams: (03) 9566 0666 QLD/NT - Hastings Deering: 131 228 NZ - Goughs: (03) 983 2333 P.N.G & Solomon Islands - Hastings Deering: 675 300 8300

WA - WesTrac: 1300 881 064 TAS - William Adams: (03) 6326 6366 SA - Cavpower: (08) 8343 1600 New Caledonia - Caltrac: 687 438 181

ASPHALT REVIEW

Figure 3. In-Place Material Properties

to the RAP sections. Conversely, at 50°F and below, there were no statistical differences between any of the sections. Through the end of the 2009-11 research cycle, no cracking had been observed on any of the sections. Therefore, at this point, they could be judged to have equivalent cracking performance based on field data. However, some estimates regarding future cracking performance can be made using the fieldmeasured strain from Figure 2 combined with laboratory beam fatigue testing conducted on each base mixture. The reason the RAP sections have good cracking performance on the Test Track can be explained by the laboratory fatigue testing. The higher-stiffness RAP mixtures resulted in lower measured strains in the field compared to the conventional hot mix. Fatigue testing of higherstiffness RAP mixtures at these lower strain levels results in a longer fatigue life in the laboratory.

Deflection Testing and Material Properties During the test cycle, each section was subjected to deflection testing using a fallingweight deflectometer (FWD) several times 40

ROADS JUNE/JULY 2012

per month. These deflections were used to find the in-place stiffness properties of each section using back-calculation. Figure 3 summarizes the in-place stiffness versus temperature. The fitted curves on each set of points shows, as expected, that the control section was softest, followed by the RAP-WMA section, with the RAP-HMA section the stiffest. Though there is scatter within the data, which might lead one to believe that they are similar, they are actually statistically significant, with the greater differences noted at the highest temperatures. For example, at 110°F, the RAPWMA section was approximately 26% stiffer than the control while the RAP-HMA section was nearly 41% stiffer than the control. The increased stiffness contributed to the lower measured strain levels shown in Figure 2.

Performance Each section was inspected on a weekly basis over the two-year traffic cycle. At the conclusion of traffic in September 2011, no cracking had been observed on any of the sections. Minor amounts of rutting were observed, with the control section having approximately 5 mm while both RAP sections

were around 2.5 mm. The slightly better rutting performance could be attributed to the increased stiffness of the materials as noted above.

Moving Forward After the first 10 million standard load applications, the 50% RAP sections have proven themselves to reduce strain levels through increased stiffness with the same total thickness as the control section. These differences are more pronounced at higher temperatures. Since no cracking and a very minor amount of rutting have been observed to this point, the plan is to continue traffic on these sections into the 2012 Test Track research cycle to more fully evaluate the sections. However, at this point, one cannot overlook the sustainability benefits in the short term by utilizing 50% RAP combined with WMA to achieve equivalent or better performance than through conventional materials. ■ *David H. Timm, Ph.D., is Brasfield & Gorrie Professor of Civil Engineering, Auburn University. Adriana VargasNordcbeck is a doctoral candidate in Civil Engineering, Auburn University. J. Richard Willis, Ph.D., is Assistant Research Professor, National Center for Asphalt Technology, Auburn University.

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ASPHALT REVIEW

Background on the NCAT Test Track The NCAT Pavement Test Track, operated by the National Center for Asphalt Technology (NCAT), has been a successful pavement research program for many reasons. First, the 1.7-mile oval test track is a unique accelerated pavement testing facility that brings together real-world pavement construction with live heavy trafficking for rapid testing and analysis of asphalt pavements. Since the test track is funded and managed as a cooperative project, highway agencies and industry sponsors have specific research objectives for their section(s) and shared objectives for the track as a whole. The results of the experiments are not abstract or ambiguous; they are easy to interpret, so findings are quickly put into practice by sponsors. Highway agencies have used test track findings to improve their asphalt mix specifications, construction practices, and pavement design methods. Industry sponsors have used the test track as a proving ground to publicly demonstrate their technologies to the pavement engineering community. The track has 46 different 200-ft. test sections. Twenty-six sections are located on the two straight segments of the track, and ten sections are located in the two curves. Sections are sponsored on three-year cycles. The first part of each cycle begins with building or replacing test sections, which normally takes about six months. Trafficking is applied over a two-year period using a fleet of heavily loaded tractor-trailer rigs to provide the equivalent of 10 million 18,000 pound single-axle loads (ESALs). During the trafficking phase, performance of the test sections is closely monitored using surface measurements and non-destructive structural response methods. Also during the trafficking phase, samples of the mixtures obtained during construction are tested and analyzed in NCAT’s stateof-the-art laboratory. The final part of the cycle involves forensic analyses of damaged sections to determine factors that may have contributed to the distresses. The referenced report documents the experiments, analyses, and findings from the fourth cycle of the test track that was conducted from 2009 to 2011. The first test track cycle began in 2000. The track was originally constructed to evaluate 42

ROADS JUNE/JULY 2012

only surface mix performance for all 46 test sections. The pavement structure under the test sections was built extremely thick (20 inches of HMA over a granular base and a stiff subgrade) so that damage would be limited to the surface layers in the test sections. The second cycle, started in 2003, included replacing 24 test sections. Eight of those sections were the first “structural sections” designed and built to analyze the entire pavement structure, not just the surface layers. Construction of the structural sections required removal of the original thick pavement structure down to the subgrade material, then rebuilding the subgrade, aggregate base, and asphalt layers to result in test sections with asphalt pavement thicknesses of five, seven, and nine inches. Strain gauges were built into the bottom of the asphalt layers of the structural sections to monitor how the sections responded to the traffic and environmental changes throughout the two-year trafficking phase. This analysis was important to validate and calibrate elements of the new MechanisticEmpirical Pavement Design Guide (MEPDG). The 2003 cycle also included the evaluation of 14 new surface layers. The remaining original 26 test sections were left in place with no changes to further evaluate their performance through the second cycle. The third cycle of the test track started in 2006. Twenty-two new sections were built in 2006, including 15 new surface mix performance sections, five new structural study sections, and two reconstructed structural sections. Sixteen sections from the second cycle remained in place and had accumulated 20 million ESALs at the end of the third cycle. Eight original sections built in 2000 remained in place and accumulated 30 million ESALs by the end of the third cycle in 2008.

Overview of the 2009 Test Track (Fourth Cycle) As with the previous two cycles, the 2009 test track included new sections and continued evaluation of existing sections. Of the 46 total sections, 25 new experimental pavements were built, nine were left in place from the 2006 cycle, nine were left in place from the

2003 cycle, and three sections remained from the original construction. The research objectives for the 2009 test track are described in the report in alphabetical order by sponsor. Six agencies worked together to establish a group of experimental test sections with a common cross-section to assess the performance and structural response of pavements constructed with warm-mix asphalt (WMA) technologies, high RAP contents, the combination of high RAP content and WMA, and a porous friction course containing 15% RAP. This collection of six test sections has been referred to as the “Group Experiment,” which includes: 1. A control section built with three densegraded layers of hot-mix asphalt using all virgin materials; 2. A section built with an open-graded friction course as the surface layer in place of the dense-graded surface course in the control section; 3. A section using the same layers and mix designs as the control section except the mixes were produced as WMA using a waterinjection foaming process; 4. A section using the same layers and mix designs as the control section except the mixes were produced as WMA using a chemical additive; 5. A section with mix designs containing 50% RAP in each of the three layers; and 6. A section with the same 50% RAP mix designs except the mixtures were produced as warm-mix asphalt using a water-injection foaming process All of the Group Experiment sections were constructed on the same stiff subgrade and graded aggregate base. A designed asphalt pavement thickness of seven inches was selected for all the Group Experiment test sections because previous test sections built with that thickness had exhibited moderate fatigue cracking within one cycle. Therefore, the Group Experiment test sections were expected to have a range of fatigue cracking due to different mix properties used in the sections. Specific objectives of the Group Experiment were to: 1. Compare dense-graded HMA to PFC surface layer with regard to structural response to determine how PFC mixes should be treated in structural pavement design;

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ASPHALT REVIEW

2. Compare HMA, foamed asphalt WMA, and Evotherm WMA with regard to rutting, fatigue cracking, and other possible forms of distress; 3. Compare virgin HMA, 50% RAP HMA, and 50% RAP WMA with regard to rutting, fatigue cracking, and other possible forms of distress; and 4. Compare performance data for all Group Experiment sections to MEPDG predictions for model validations.

Summary of test track findings The majority of the research findings from this cycle can be categorized into one of the following areas: (1) mix design, (2) alternative binders and binder modifiers, (3) structural design, (4) prediction testing, or (5) tirepavement interaction. The following is a summary of the most significant findings from the 2009 NCAT Pavement Test Track.

Mix Design High Reclaimed Asphalt (RAP) Mixes. High RAP content mixes have shown excellent rutting performance and durability on the test track. Two full-depth sections containing 50% RAP that were constructed in 2009 have performed as well as the control section after 10 million ESALs, exhibiting minimal rutting and no visible 44

ROADS JUNE/JULY 2012

cracking. One of the 50% RAP sections used a warm-mix asphalt (WMA) technology to lower the production temperature. Although no difference was evident between the field performance of the hot 50% RAP test section and the WMA-50% RAP test section, lab tests indicate that using WMA improved the fatigue resistance by fivefold. The high RAP mixes increased the stiffness of the pavement structure, which reduced critical tensile strains by up to 31% and base pressures by up to 55%. Additionally, four sections with surface layers containing 45% RAP and different virgin binder grades (PG 52-28, PG 67-22 and PG 76-22) were left in place from the 2006 test track cycle, accumulating a total of 20 million ESALs. Mixes with the stiffer binder grades exhibited minor cracking earlier than those with softer binders, indicating that using a softer virgin binder grade improves the durability of high RAP mixes. However, all four sections had excellent rutting performance, with rut depths less than 5 mm. The Mississippi DOT also sponsored a section containing a 45% RAP surface layer in the 2009 test track cycle. While the mix contains a PG 67-22 binder, results indicate that performance is similar to a virgin mix with polymer-modified PG 76-22. This finding could result in significant cost savings for the Mississippi DOT and other agencies which choose to implement high-RAP content mixtures with unmodified binders.

Warm-Mix Asphalt (WMA). In addition to the WMA section containing 50% RAP, two test sections built with different WMA technologies were constructed for the 2009 test track cycle. One of them was built using the waterinjection foaming method and the other, a chemical additive. Rutting was minimal in both of these sections, but slightly increased from the control section. Neither WMA section exhibited cracking, and laboratory testing indicated greater fatigue life expectations for the WMA sections compared to the control. Structural analyses proved that the WMA sections have equivalent back-calculated moduli and the same response to loads and temperature as typical HMA. Stone-Matrix Asphalt (SMA). A study sponsored by the Georgia Department of Transportation for the 2009 test track indicated that specifications for SMA aggregate properties based on early guidelines are unnecessarily restrictive, eliminating materials that may have good performance under heavy loading conditions. Aggregate with up to 29% flat and elongated particles, as measured by the GDOT procedure GDT 129 at the 3:1 ratio, performed well on the test track. The SMA containing the higher flat and elongated aggregate had excellent resistance to rutting, ravelling, and cracking. Numerous agency-sponsored SMA test sections through the first four cycles of

ASPHALT REVIEW

the test track have not only demonstrated excellent performance for this premium, heavy-traffic mix; many of the experiments have provided clear evidence that many different aggregate sources can be used, which has helped reduce mix costs.

Alternative Binders and Binder Modifiers

This conclusion was reached after evaluating the structural performance of test sections representing a broad range of asphalt thicknesses, mix types, bases and subgrades. States that are not yet ready to implement the Darwin-ME Pavement Design Guide can save millions in construction costs by implementing the revised coefficient.

A number of alterative binders and modifiers were evaluated on the 2009 test track to help reduce the quantity of virgin asphalt binder needed for construction. Two alternative binders—Shell Thiopave, a warm-mix sulfur technology, and Trinidad Lake Asphalt, a natural asphalt from Trinidad and Tobago—both successfully replaced refined liquid asphalt in three sections. Kraton Polymers sponsored a section on the 2009 track that utilized highly polymer-modified (HPM) mixes that were very stiff yet strain-tolerant. The pavement was designed with an 18% thinner crosssection and exhibited excellent fatigue and rutting resistance. Other sections on the 2009 track compared binder modification with groundtire rubber (GTR) and styrene-butadienestyrene (SBS) polymer using laboratory testing and field measurements. GTR, a more sustainable option, performed comparably to SBS mixes in every aspect.

Open-Graded Friction Course. Many highway agencies are aware of the benefits of open-graded friction course mixes (OGFC), such as reduced water spray, improved skid resistance, and less tire-pavement noise, but the structural contribution of OGFC was previously unknown. During the 2009 test track cycle, structural characterization of a section containing OGFC, or porous friction course, indicated that the OGFC does contribute to the structural integrity of the section. States that previously have not attributed any structural value to OGFC can now use a provisional OGFC structural coefficient of 0.15. Test track research also showed that open-graded friction course can improve a pavement structure’s resistance to topdown cracking. Placing the OGFC with a heavy tack coat using a spray paver, as compared to conventional tack methods, further improved performance of the pavement.

Structural Design

Speed and Temperature Effects on Pavement Response. It is well known that both temperature and vehicle speed have a significant effect on flexible pavement response to loading. However, theoretical pavement models, which are used to determine pavement response and ultimately predict pavement life, often fail to accurately characterize speed and temperature effects, resulting in erroneous predictions. Modeling with non-conventional materials, such as sulfur-modified mixes, polymer-modified mixes, and WMA technologies can add uncertainty. Test track results showed that nonconventional materials behave similar to conventional materials, so existing loadresponse models do not have to be adjusted for special mixes. However, the effects of speed and temperature must be taken into account. It should be noted that the specific pavement response models developed based on test track conditions are unique to the climate, pavement cross-section, and loading conditions used at the track.

Perpetual Pavements. Test track research has shown that pavements can withstand higher levels of strain than suggested by lab tests without accumulating fatigue damage, allowing perpetual pavements to be designed with thinner cross sections. Two test sections placed in 2003 that were expected to reach the end of their life at 10 million ESALs have survived 30 million ESALs with minimal rutting and no fatigue cracking. Several sponsors have used pavement designs based on the PerRoad software to establish pavement thicknesses using a variety of pavement materials. All of those sections have performed as expected with no damage through multiple cycles.

Asphalt Layer Coefficient. Recent test track research showed that the 0.44 asphalt structural coefficient should be increased to 0.54, resulting in an 18.5% reduction in pavement thickness. 46

ROADS JUNE/JULY 2012

However, the form of the models could be applied to other conditions. MEPDG Predictions vs Actual Performance. Evaluation of structural sections from the 2003 and 2006 test cycles using the mechanisticempirical pavement design guide (MEPDG) showed mixed results. Rutting was overpredicted primarily due to errors in expected deformations in the base and subgrade pavement layers. New calibration coefficients (βs1, βs2 = 0.05) appear to improve the predictive capability and, when excluding some outliers, resulted in reasonably accurate rutting predictions. Predictions of fatigue cracking were less successful; no better coefficients than the national coefficients were found, resulting in poor agreement between measured and predicted cracking. Better calibration results may be achieved by grouping together sections with similar characteristics.

Prediction Testing The Energy Ratio concept, developed in Florida, was validated at the test track, enabling mix designers to successfully screen mixtures for top-down cracking potential. Test track results have been correlated with the Asphalt Pavement Analyzer, Hamburg wheel-tracker, and Flow Number tests to provide confidence in the two methods as rutting predictors and for establishing mix design criteria.

Tire-Pavement Interaction Noise levels generated from tirepavement interaction are influenced by macrotexture, in-place air void content and, at low frequencies, by nominal maximum aggregate size. The ongoing noise analysis conducted during the 2009 test track cycle indicated that coarser surface mixtures, including OGFC, SMA, and coarse-graded Superpave, are noisier pavements at low frequencies. However, OGFC mixes were found to be the quietest pavement at higher frequencies. The sound-intensity level (SIL) noise correlated well with the sound-pressure level (SPL) at all third-octave bands from 315 Hz to 4,000 Hz. Additionally, pavement surface texture (MPD) significantly affected SIL at lower frequencies (below 1,600Hz), with a higher MPD having a positive effect on SIL below 1,600 Hz and a negative effect on SIL above 1,600 Hz. ■

Safety barrier component thefts put us all at risk to make it more difficult for thefts to occur. A worrying and potentially dangerous QTMR will be publishing a Technical Alert situation is occurring in some states around Notice detailing procedures to reduce the Australia. That is the theft of components of risk of thefts. Please refer to the Department road side barriers. to find out when it has been released. This is primarily the theft of barrier posts Alternatively, contact AAPA for further details. but also includes the safety end sections. As people who work in the pavement It is not clear why the components are industry we may observe people working on being stolen but it appears some are being safety barriers. When this occurs, take note taken to be used in building construction. of who they are, whether they are a company Reports have been received of houses being that you are aware of or in unmarked re-stumped with these support posts. Others vehicles. If you are unsure, take note of their may be sold as scrap metal or resold to road registration number and inform the police, authorities, or other unsuspecting users. state road authority or relevant local council. Whatever the use, the theft of the posts Also, if someone offers you cheap and, especially the theft of the end pieces, components from safety barriers, be cautious greatly increases the risk of injury and death if a vehicle crashes into the weakened barrier. and inform the police if you have suspicions as to the source of those components. The reason the barriers are installed is to protect road users. These thefts therefore put Further, if you see sections of safety barriers that have been removed, please inform the life at risk and should not be tolerated. relevant road authority. Agencies such as the Queensland Remember, the theft of safety barrier Department of Transport and Main Roads are puts people preparing procedures to repair barriers and en pagecomponents MARINITOPTOWER-Roads mag 149x210_Mise 1 22/05/12 18:50 Page1 at risk.

Top: Series of support posts stolen from the side of a highway. Below: End safety barrier stolen

The modular plant The optimized asphalt production Maximum flexibility in the use of RAP • Into the mixer • Via recycling ring • Combined (mixer + recycling ring) • Parallel drum • Recycling 100% cold RAP

Ready to produce low-energy asphalts

The range

TOP TOWER 3000 TOP TOWER 3000 P TOP TOWER 4000 TOP TOWER 4000 P

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Production

160 - 200 tph 180 - 240 tph 220 - 280 tph 240 - 280 tph

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Via Roma, 50 - 48011 Alfonsine - Ravenna - Italia Tel: +39 0544 88111 - Fax: +39 0544 81341 info@marini.fayat.com - www.marini.fayat.com

ROADS JUNE/JULY 2012

ASPHALT REVIEW

New PMB Specification for Australia The latest edition of the national specification framework for polymer modified binders and multigrade bitumens has now been introduced and is the new reference document describing the grades of PMBs and Multigrade bitumens available for use in asphalt and sprayed seals in Australia. The specification document, known as AGPT/T190 – Specification Framework for Polymer Modified Binders and Multigrade Bitumens, has been produced by an Austroads Project Group and succeeds the previous version of the specification AP-T41 from 2006. The updated specification introduces upper limits to the test properties of softening point and torsional recovery for PMBs. This means that binders must now be manufactured to meet an allowable “window” for these two properties compared with the previous version of the specification that only required minimum values. These specification limits have been derived from nationally coordinated field trials and laboratory studies as well as statistical analyses of production data. A new sprayed seal grade S15E has also been introduced and the old A30P asphalt grade has been removed from the specification. AGPT/T190 also includes the requirements for Multigrade bitumen and field produced Crumb Rubber binders, although these remain unchanged from the previous edition of the specification. All

Austroads Polymer Modified binders, Multigrade bitumen should now be procured in accordance with the new specification. The sister document providing guidance on the selection and use of polymer modified binders and multigrade bitumens (previous edition AP-T42) is currently undergoing a revision and will be available through Austroads later this year.

This ready to use pre-mix bituminous mixture is manufactured from selective aggregates, bitumen and a co-polymer creating a tenacious bonding material for permanent use and repairs. Asphalt in a B ag i s an a ll w eather road repair solution. I t can b e applied at - 26 degrees Celcius and will perform just as well during hot and rainy days at temperatures reaching 49 degrees Celcius.

�

7949278AA

ADVERTORIAL

DD25 – all-round specialist for smaller jobs Designed for smaller compaction projects, Volvo’s DD25 and DD25W are small double drum compactors that feature 360-degree visibility and high frequency – allowing operators to complete the job faster, better and more safely. The DD25 from Volvo Construction Equipment offers operators exceptional allround visibility, thanks to the seating position and an unobtrusive engine cover. Whether compacting forwards or in reverse, the drum edges are clearly visible, allowing precise compaction and increased safety. The ability to clearly see the work area reduces neck strain on the operator and avoids bumps and scrapes on the machine.

For a perfect mark-free mat The 2,450 kg (5,400 lb) DD25 is a high frequency compactor that allows increased travel speeds while maintaining the correct impact spacing – resulting in a high quality, smooth finished asphalt surface.

Depending on application, the frequency can be adjusted from 3,300 vpm/55 Hz to 4,000 vpm/67 Hz. There are a number of applications that could require a change in frequency settings to maintain mat smoothness and density, ranging from site maneuverability to mix design and asphalt temperature. The frequency is altered by repositioning the engine throttle lever. Mat smoothness is also secured by an automatic vibration stop system, which eliminates the possibility of the operator forgetting to turn off the vibration and damaging the asphalt surface. The drums themselves are worthy of mention: they’re machined to be perfectly round, while the outer 20 mm (0.78 in) of the drum is chamfered and the edges are given a rounded 9 mm (0.35 in) radius profile. These features contribute to a smooth rolling finish that doesn’t mark the asphalt, meaning fewer passes are required for the perfect result. Both drums are fitted with wipers made of urethane

for effective cleaning and longer life, even on abrasive surfaces. Urethane has a higher cutand-tear resistance than the more commonly used rubber. Front and rear drums feature a pressurized water system that helps eliminate asphalt pick up and damage to the pavement surface. The rust-proof system provides a constant flow to the drum surfaces, and fine filters behind each of the spray nozzles minimize clogging and maintain proper “fan” spray coverage to the drum surfaces. The brass nozzles and screens are designed for quick removal – without the use of tools – if a blockage occurs. Water flow is maintained by a diaphragm pump and primary water filler. The spray is also adjustable, with the operator selecting the intervals between water sprays to the drum. Lengthening the time between spray activation (if appropriate) can considerably reduce unnecessary water use, and reduce time spent refilling the water reservoir. The water level can be easily monitored by a gauge mounted on the tank. Another major feature of the DD25 compactor is a new fuel efficient threecylinder diesel engine which produces 24,8 kW. A switch located in the seat will shut down the machine’s engine and apply the brakes should the operator get off the seat, maintaining safe operating conditions.

Easy maintenance Both drums feature maintenance-free eccentric bearings that are sealed and lubricated with lithium grease to tolerate higher temperatures and rotating speeds. All service points are easily accessible, thanks to a lightweight forward-tilting engine hood, which is supported by a pair of gas struts. Daily checks can be reached from ground level, helping ensure that maintenance is properly conducted. A service chart on the engine hood, gives maintenance intervals and lubrication requirements. Servicing is made easy by grouped remote hydraulic and engine oil drain hoses housed in a side accessed compartment.

Key features of the Volvo DD25: Operating weight kg (lb)

Drum width mm (in)

Drum diameter mm (in)

Vibration frequency Hz (vpm)

Vibration centrifugal force kN (lb)

DD25

2,450 (5,400)

1,000 (39.4)

700 (27.6)

55 (3,300) & 67 (4,000) high 37 (8,318) low 25 (5,620)

DD25W

2 600 (5,730)

1,200 (47.2)

700 (27.6)

55 (3,300) & 67 (4,000) high 40 (8,992) low 28 (6,295) ROADS JUNE/JULY 2012

Advertorial

Apollo – quality road construction equipment Gujarat Apollo Industries Ltd. is the leading manufacturer and exporter of road construction equipment in India. Over 40 years of experience, a wide product range, and an established customer base in India and more than 40 countries world-wide makes it one of the most reliable and trusted suppliers of road construction equipment. Incorporated into a public limited company in 1987, Gujarat Apollo Industries is a public limited company with annual sales turnover of over US$ 70 million. The company is accredited with ISO 9001:2000 TUV NORD Certification. Its asphalt plants have their design roots from association with Barber Greene, USA and NIIGATA Engineering Co. It also had technical collaborations with companies like Terex USA, Max Peitsch Germany, Vielhaben Germany and Klaus Dieter Sprehe Germany for various products. Facilities in India and Germany feature world class equipment and a 1,500 strong work force comprising over 150 engineers ensures production activity factors adhere to established high quality benchmarks. Company installations worldwide include over 339 Batch Mix Plants, more than 2,045 Drum Mix Plants, over 1,440 Hydrostatic Sensor Paver Finishers, more than 4,936 Mechanical Paver Finishers, over 617 Wet Mix Macadam Plants, in excess of 1,018 Bitumen Pressure Distributors and more than 534 Concrete Curb Laying Machines. Apollo has also developed a Mobile Drum Mix Plant with Counter Flow Drum and a configuration allowing for forced mixing of aggregates, bitumen, filler and recycled asphalt (RAP) material. The company is set to increase its penetration in Australia through agent, Roach Consulting & Construction Pty Ltd. Apollo has received acknowledgement from Asphalt Batch Mix Plant customers including Sunstate Group QLD Pty Ltd: 50

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1. Describe your experience with Apollo’s engineers during commissioning: • Overall the main engineers were very knowledgeable about the Apollo product and also about the asphalt production process in general. 2. How did Apollo adapt to changes and issues during the construction? • Apollo was very accommodating at site level and was able to effectively adapt to required changes either from SGQ or as required through construction changes. 3. Is the plant meeting your expectations now that it is operational? • Yes although the technology has a scope for improvement compared to other asphalt plant manufacturers. But this plant’s simplicity has its advantages and is performing well to our requirements. 4. Were there communication issues? How was this managed? • Yes there were issues and communication gaps; however this was well handled by Apollo in allowing their main engineers to be available allowing the plant construction to be completed effectively. 5. How is the feedback from the plant operators, do they like the plant? • Plant operating system is very different to other systems experienced by our plant operators. There was some resistance

initially and this plant needs the operator to be alert at all times (this is a good thing from SGQ’s point of view). Operator acceptance has improved dramatically, and the feedback is very good. 6. Technically speaking, is the plant returning good quality asphalt in specification? • The mix being produced is in specification and the accuracy is very good. With Apollo’s technical knowledge, and with working closely with SGQ on the requirements of the state road authority, a very good outcome was achieved. Apollo was extremely proactive in getting the required changes made and accuracy increases adjusted to the satisfaction of SGQ and Queensland Main Roads. 7. Was the Apollo plant cost effective for your business? • The plant cost enabled SGQ to enter the market with its first asphalt plant at a lower cost base. 8. Would you recommend Apollo to other manufacturers? • Yes we would and obviously it would be dependent on what the required outcomes are. Top: Apollo Facility in Rathenow – Germany. Below: Apollo Continuous Asphalt Plant Facility Under Commissioning in QLD, AUST.

Advertorial

Synergy introduces new MOBA Infra-red technology Real time asphalt segregation monitoring Asphalt segregation is one of the leading contributors to the premature failure of hot mix asphalt pavements. While asphalt manufacture is a highly controlled process the logistics of delivery to the job site and final lay down by the asphalt paver can introduce significant variables resulting in excessive segregation. These variables include loose material which has collected at the sides of the truck during transportation, cold asphalt in the paver’s receiving hopper, larger aggregates collecting during the beginning and end of the batching process at the plant, and excessive hand work after lay down. Identifying segregation on a real time basis while the asphalt is being laid provides the best opportunity to highlight problem areas and avoid further failures and costly remedial work. According to many international research papers, material segregation can be identified by use of thermal imaging. A new system now available in Australia from the German manufacturer MOBA provides asphalt contractors with a method of detecting segregation in real time. The MOBA PAVE-IRTM system produces a complete thermal profile for the entire project utilising an array of infra-red sensors fitted to an integrated system on the asphalt paver’s screed. In addition to displaying real-time data to the operator via a colour touch screen interface, project files are stored and can be down loaded and transferred to the office for review using MOBA Pave Project ManagerTM software for quality analysis and problem area identification. 52

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MOBA is a leading manufacturer of asphalt paving technologies which are distributed through Synergy Positioning Systems in Australia. “Synergy is a specialist asphalt paving consultancy with over 30 years experience,” said Synergy’s director, Mike Milne. “Assisting in the control of asphalt pavers to achieve high survey tolerances with our patented paving grade control systems, we specialise in airport runways, major roading projects and sport field construction throughout Australia and the Pacific. “The quality and reliability of MOBA products over the past 20 years has been phenomenal and the new PAVE-IRTM system is yet another example of MOBA’s leadership,” Mr Milne said.

The new PAVE-IRTM system is now available to paving contractors and regulating bodies for sale on a consultancy basis. For more information contact, Mike Milne on 1800-980-353; Synergy’s Brisbane office on (07) 3801-2242; Auckland office on (09) 444-6039; or go to www.synergypositioning.com.au.

MANAGING DIRECTOR – MIKE MILNE PH 1800-980-353

bridges

Canning Bridge’s heritage celebrated

Award winning patented modular bridge construction systems

Unibridge over the Brisbane River, Somerset Regional Council

• • • • • •

Universal bridges Certified to Australian load specifications Permanent and short term uses Innovative and versatile Easy and rapid installation Minimal maintenance

Unibridge Australasia Pty Ltd Level 7, 263 Clarence Street Sydney NSW 2000 Phone +61 (0)2 9427 0880 Mobile +61(0)433 881 180 Fax +61 (0)2 9427 7397 Email info@unibridge.net.au Web www.unibridge.net.au

ROADS JUNE/JULY 2012

MAT6665

To find out more about Unibridge®, visit www.unibridge.net.au or email info@unibridge.net.au

The last of Perth’s historic major road bridges that crosses the Canning and Swan rivers has been permanently State heritage listed. Canning Bridge was first built in 1849 and was the road link between the City of Perth and the port of Fremantle. Western Australia’s Heritage Minister, John Castrilli, said prior to the construction of Canning Bridge, the area was known as “Hell’s Gate” because it was a difficult, but important ferry crossing that delivered goods from Fremantle to Perth. “Over the years, the bridge was replaced several times as the population grew, and horse-drawn vehicles were replaced by cars. The current Canning Bridge was built in 1937 and a westbound bridge added in 1958. “As a result, what we have today is a unique bridge that is made up of two adjacent structures built 21 years apart that currently service 80,000 vehicles per day,” Mr Castrilli said. “Canning Bridge is a vantage point for the Perth community to enjoy recreational activities, such as swimming, cycling, walking, yachting and fishing. The fishing platform beneath the bridge is one of the few remaining of its kind. “Main Roads WA is commended for conserving this bridge, one of the few major arterial bridges made of timber,” Mr Castrilli said. Canning Bridge joins Fremantle Traffic, Garratt Road, Guildford Road and Narrows bridges; and the Causeway as a permanent listing on the State Register of Heritage Places. “These six historic bridges help tell the wider story of the development of Perth, as we grew from a colonial town into a modern metropolis,” Mr Castrilli said. ■

Stormwater Review contains case studies of leading stormwater projects as well as timely updates about developments within the stormwater industry. For further information about how to contribute an article please email Rex Pannell at rex.pannell@commstrat.com.au

Foreground: DURHAM 600 DIA CLASS D DUCTILE GRATE & FRAME. Background: DURHAM RTA PRECAST CONCRETE LINTEL & DUCTILE IRON D GULLY GRATE. BR Durham & Sons 02 4587 7011

stormwater review

Inner Melbourne stormwater project flowing What has been described as a “world first inroad stormwater harvest scheme” has been completed in inner Melbourne. Darling Square, Powlett Reserve and several tree lined median strips in East Melbourne will be maintained into the future with the completion of the Darling Street stormwater project. Lord Mayor, Robert Doyle, said the stormwater harvest scheme would help save more than 20 million litres of water and safeguard Darling Street’s surrounding parks and trees. “Sustainability is at the core of all thriving cities around the world and this $1.7 million project is at the cutting edge of stormwater harvesting technology. “We are accustomed to adverse weather conditions of all kinds in Melbourne – whether it be extreme heat or cold, drought or flooding. Darling Street is one of a number of stormwater projects we have invested in across our city to ensure we are prepared when the dry weather hits,” Lord Mayor Doyle said. Councillor Cathy Oke, who has responsibility for the Eco City portfolio, said

ROADS JUNE/JULY 2012

despite recent rains many of Melbourne’s trees were still feeling the effects of the drought. “This project allows us to treat and use water that otherwise would be lost to our waterways. When you look at Darling Street and its surrounding green spaces you wouldn’t know that there is a sophisticated stormwater tank at work under the street keeping the area healthy and green.” Melbourne Water has contributed $200,000 towards the Darling Street Stormwater Harvesting Scheme. Construction works on the project began in March 2012. Melbourne Water’s Acting General Manager of Waterways, David Ryan, said the project provided the dual benefits of restricting demand on the city’s drinking water supplies and reducing pollution loads into local waterways. “We applaud the City of Melbourne for embracing this approach to reusing stormwater that would otherwise gather pollution from the streets and flow into our rivers and creeks,” said Mr Ryan.

Pacific Highway upgrade recognised internationally The Banora Point Pacific Highway upgrade has won the prestigious International Erosion Control Association (IECA) premier award for outstanding sediment and erosion control, and natural resource conservation. The award acknowledges the systems and programs used in the project to achieve excellence in environmental protection. The submission outlined the project’s innovative environmental initiatives and provided documented evidence of their successes. The most notable initiative contributing to the project’s award is a so-called “triple-stack” design at the northbound on ramp which helps treat runoff water from the road surface while conserving considerable space. The design also included a clean water pipe under a sediment basin and an open vegetated bio-filtration channel on the surface which is used to treat road surface runoff in an area no bigger than one lane wide. The project also implemented an innovative sediment capture system. This system ensured site water was treated before being released into the natural drainage line which joins sensitive environmental areas downstream. Using such an erosion control system achieved excellent environmental outcomes for water quality and for the sustainable re-use of materials. The building methods adopted by the project resulted in reduced impacts to water quality, water flow, and flood risk. NSW Member for Tweed, Geoff Provest, said it was a great achievement for the Banora Point upgrade to be recognised internationally. “As part of the project design, a complex drain extension program was required to refurbish existing drains and accommodate new drain pipes under the new highway lanes. “This work required the ongoing management of clean water from multiple sources, including Lake Kimberley, tidal flows from the Tweed River, and significant storm water from the local roads, highway, and surrounding urban catchment.” The Banora Point upgrade is opening progressively with the southbound road now open, and finishing work on local roads scheduled for the second half of 2012, weather permitting. The Banora Point upgrade will improve road safety and traffic flow on the highway, as well as provide improved access to and from the Pacific Highway for local traffic. The $359 million project was jointly funded by the Federal Government ($349 million under the Nation Building Program) and the NSW Government ($10 million). The contractors for the project are Roads and Maritime Services in alliance with Abigroup Contractors, Seymour White and SMEC.

lighting

Updated guidelines for lighting design Main Roads Western Australia has released an updated version of its lighting design for roadway and public spaces, including tunnels. The amended version was released in midMay 2012 to provide design guidelines for lighting, where the lighting is being built and maintained by Main Roads. The document deals with design requirements for tunnel and bridge lighting; underpass and short tunnel lighting; roadway lighting; public space (pathways and cycleways); supplementary lighting for pedestrian crossings; and lighting near Main Roads road lighting. It also covers areas including lighting components, electrical design drawings, design guideline drawings and specifications for HPS lamps and igniters. The information is intended to reflect the preferred practice of Main Roads Western Australia. The guideline, designated as Revision 4F, said underpass and tunnel lighting would depend on the length and width of the

infrastructure. If the length of the underpass or tunnel was long, the lighting design would have to allow for parity of lighting for road users entering from daylight to dark conditions and exiting back into daylight. It said where daylight penetrated the gap between separated carriageways in the case of short tunnels or underpasses, daytime lighting might not be necessary, but night lighting would be required in most cases. The document emphasised the importance of taking into account the level of illumination of cyclists and pedestrian paths, as well as road surfaces, in underpasses which contained a mixture of vehicle, cycle and pedestrian traffic. It said that, in general, design guidelines for lighting in tunnels and on bridges should comply with AS/NZS1158.5 and AustroadsTraffic Engineering Practice Series Roadway Lighting requirements. The Lighting Design Guideline can be found on the Main Roads WA website.

The key to effective Tunnel and Underpass Lighting As technologies change, the standard of roadway and tunnel lighting adapts to reflect these advancements. LED lighting has now reached a point where the luminaires fulfil the requirements of their respective standards. A number of LED luminaires that meet these standards are now available for both roadway and tunnel lighting applications. The advantage of LED luminaires is that the technology provides an efficient, low maintenance alternative to current lighting solutions. Though the technology has changed, the principles on implementing effective tunnel and underpass lighting remain the same. The section of the Australian Standard AS1158 which governs tunnel and underpass lighting is the “Lighting for Roads and Public Spaces Part 5: Tunnels and Underpasses”. The section is an important element of the Australian Standard as it is used to govern the minimum requirements for safe and effective tunnel and underpass lighting in Australia and New Zealand. With energy efficient LED lighting now complying with this standard, there is an increase to the savings that can be made when following the tunnel and underpass lighting design principles. Design Principles When designing a tunnel or underpass, the following principles need to be considered: 1. Why do we need Tunnel/Underpass Lighting? To ensure drivers can approach, pass through and exit the tunnel/underpass with a degree of safety commensurate to that of the approach road. Unlike an uncovered road, the approaching driver’s adaptation level is significantly higher in comparison to the lighting level within the tunnel/underpass and limits the driver’s ability to view the road surface, surrounds and other objects. This phenomenon is commonly known as the “Black Hole” effect.

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Interior Zone Access Zone

Threshold Zone

Exit Zone

Transition Zone

Luminance

2. How much light is required to limit this “black hole” effect? In principle, the lighting level required within the tunnel entrance – technically titled “the threshold zone” – is determined by the approaching driver’s adaptation level and speed. After the threshold zone, the lighting level within the tunnel or underpass is gradually reduced as the driver’s adaptation level also reduces. The diagram details the rise and fall of the lighting levels throughout a typical tunnel. The implementation of these tunnel lighting design principles can help to produce significant energy savings over time, along with satisfying all the lighting level requirements of the Australian Standards to ensure safety of the drivers. 3. Best practice approach The best practice approach is now changing due to the higher capital and maintenance cost of a fluorescent-based system in comparison to an all-HID lighting solution. LED technology is also starting to increase these savings.

Travel Direction of

Stopping Sight Distance

nnel

Length of Tu

EXIT

ENTRANCE

Other considerations include how to minimise the impact of random lamp failure to luminaires on the core lighting system that provides basic day and night time illumination. Failure of these lamps utilising an HID system will have a dramatic effect due to the large spacing between the luminaires, in comparison to a fluorescent system where random lamp failure will generally only have a

DESIGN SPECIFY MANUFACTURE SUPPLY

minor impact on the lighting system. Another solution against the impact of lamp failure is by utilising long lamp-life LED luminaires, reducing night patrols and the occurrence of maintenance disruptions. For more information on Sylvania Lighting’s locally developed and manufactured tunnel luminaire and control system packages, call 1300 728 988 or visit www.sla.net.au

road safety & signage Special “boots” are attached to the base of the posts whilst the top of the fabric is attached to the W-beam.

Motorcyclists receive greater protection The recent installation of the first Basyc continuous motorcyclist protection system in New South Wales is a step forward for riders. The installation comes some three years after the DTEI in South Australia installed the first Basyc CMPS barriers. Basyc CMPS is widely used in Spain and in several other European countries to provide soft impact protection, particularly on curves, where statistically, motorcyclists are most vulnerable (reference FEMA 2000). Basyc CMPS addresses the issue of motorcyclists sliding into a steel guardrail system preventing impact with the posts, a major cause of death and injury for motorcyclists. It is a simple system being a modified geosynthetic fabric shield suspended from the guardrail beam at a fixed offset distance from the base of the guardrail post. Motorcycle usage in Australia is increasing annually. In terms of the total passenger vehicle fleet in Australia, the number of motorcycles per 100 passenger vehicles was fixed at about 3.5 motorcycles, but since 2002 this has steadily increased. By 2007, it was 4.5 motorcycles – a growth of almost 30% in motorcycle numbers compared to passenger vehicles in that period. This growth is also reflected in death and accident statistics. Motorcycle deaths in Queensland increased 8.5% in the five years 2002 to 2007. In the six years 2006 to 2011 Victorian motorcyclist death statistics (reference TAC website data) barely changed despite the State Government’s heightened investment in road safety. Beyond the 49 deaths recorded again in Victoria for 2011, 948 motorcyclists were admitted to hospital. To protect motorcyclists from the guardrail posts, road authorities have products available that fall into two groups known as continuous motorcyclist protection system (CMPS) or discontinuous motorcyclist protection system (DMPS). In general, DMPS are post protectors designed to absorb energy and reduce the severity of the impact. CMPS are systems designed to protect the errant motorcyclist by redirecting and absorbing energy. Most of the CMPS systems are of steel construction and are not as forgiving as either plastic or Basyc CMPS fabric systems. Basyc CMPS is a simple, soft impact attenuator which we consider offers the best protection available for motorcyclists. Used in Spain for more than five years without an injury, Basyc CMPS offers road authorities a proven solution to motorcycle accident black spots where a guardrail is used as a safety fence. 60

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Basyc CMPS captures and contains the errant rider, preventing him/ her from passing through or wedging between the w-beam rail. Basyc CMPS prevents severe decelerations of the rider by deformation of the fabric. The offset of fabric from the steel posts prevents the rider from impacting the post. The initial installation along a section of Gorge Road in South Australia has only had one impact in three years but it saved a life. It was reported to us that the motorcyclist walked away from a high speed impact – the only damage being paint scraped off his helmet. Basyc CMPS is quick and easy to install and repair, the fabric is environmentally friendly and all components of the system are 100% recyclable. It offers a fully tested solution with both the motorcycle dummy sliding tests and the European small car tests EN1317 TB11 and TB32. In the motorcycle tests, Basyc CMPS contains and redirects the sliding dummies at low head impact values and Basyc does not change the guardrail fence functions. When impacted by small cars, there is no ramping of the test vehicles. For further information on Basyc CMPS, contact LB Australia Pty Ltd 02-9631-8833 or email paul.hansen@lbint.com.au.

Job completed, 170 metres of Basyc DMPS installed within the restricted daytime work hours in just 2 days

road safety & signage

Standard setting guide posts Ezy-Drive has provided high quality easy to use products to the roadside safety industry since 2001. Our products are tested to meet and surpass all relevant state and federal standards. The range of featured profiles is specifically designed to suit a variety of environmental conditions and provide a cost-effective solution to achieving superior road safety. Rolled Edge Guide Posts Ezy-Drive High-Tensile Rolled Edge Guide Posts are tough and long-lasting, delivering the highest quality and can be re-straightened many times before replacement. Supplied with snap-on end caps to ensure no sharp edges are exposed and packed in cardboard cartons of 10, Rolled Edge Guide Posts provide safe handling by road crews prior to installation. They are finished with a high gloss; polyester powder coating that is baked on for a long life, to provide resistance to abrasion and staining, and ensure high visibility. Straight Edge Guide Posts The Straight Edge Guide Post offers a wide face that enables a 50mm wide Class 1A

ROADS JUNE/JULY 2012

delineator to be fitted to ensure high visibility and compliance with relevant state and federal legislation. The post is specifically designed to yield easily on impact and can be re-straightened many times. The Straight Edge Guide Post offers premium quality polyester powder to achieve a high gloss finish, ensuring improved visibility in various driving conditions and a virtually maintenance-free finish that will last for years. Featuring 12 mm â&#x20AC;&#x2DC;slotted holesâ&#x20AC;&#x2122;, it allows for easy fitting of accessories using standard bolt /bracket fittings. Plastic Guide Posts Ezy-Drive Plastic Guide Posts are designed using UV stabilised PVC to withstand repeated collisions, allowing them to return to vertical after every impact, ensuring less time and cost spent on maintenance. Its superior flexibility minimises damage to vehicles and posts when impacted. Ezy-Drive Plastic Guide Posts are available in 4mm, 5mm, and 8mm thicknesses and fitted with Class 1A delineators. For more information on Ezy-Drive Guide Post products, call 1300 137 742, email sales@ezydrive.com.au or visit www.ezydrive.com.au

still easy to install. still just as easy to maintain. it’s easy to see why your first choice will still be ezy-drive. rolled edge guide posts

straight edge guide posts the wide face enables a 50mm Class 1A delineator to be fitted and the 12mm slotted holes allow for the easy fitting of accessories using standard bolt/bracket fixings.

tough and long-lasting, these high tensile guide posts allow safe handling by road crews and are finished with a high gloss, premium quality, polyester powder coating.

plastic guide posts

marker posts

manufactured from a special uv-stabilised PvC. Durable and reboundable and available in 4mm, 5mm and 8mm thicknesses.

manufactured from high-tensile steel and powder coated to give you virtually any colour you need in a high-quality uv-resistant finish.

Ezy-DrivE® posts are still the ideal cost-effective, quality roadside safety solution. Backed by rondo, one of Australia’s leading manufacturers, and designed with durability, ease of installation and visibility in mind, our guide and marker posts are rigorously tested to meet and even exceed all relevant State and Federal standards. Contact sales@ezydrive.com.au or visit www.ezydrive.com.au to learn more about our range of high-performance safety solutions.

www.ezydrive.com.au ezydrive

is a registered trademark of rondo Building Services Pty Ltd. ABN 69 000 289 207.

AuStrALiAN CuStomEr SErviCE hotLiNE: 1300 137 742

road safety & signage

Bartco’s road signs shine bright at the London Olympic Games Australian traffic management company, Bartco, will be lighting the way for motorists during the London Olympic Games, thanks to its innovative portable Variable Message Signs (VMS). The company’s VMS products will be used by Transport for London to display directional and security advice to motorists about road conditions during the Olympics, as well as the management of special Olympic Route Network traffic lanes. Co-owner Trevor Wollard said: “Bartco will be producing nearly 200 portable electronic road signs intended for traffic signage during the Olympic Games. “Our product was selected due to its versatility and advanced features, as it can be used to manage the Olympic Route Network as required, and act as a directional aide, promotional tool or to assist with providing security messages to motorists if needed.” Bartco was chosen because of its web-based

VMS programming and online management system including the superior colour display technology. A key element of the system is that a customer can login and manage all their signs at once through Bartco’s Web Studio technology – enabling live communication with a single VMS or a fleet of VMS. “We first introduced our VMS colour technology into the UK approximately 18 months ago via our UK partner, Colour Mobile VMS Ltd, and it is now used on major UK motorways, by the Met Police and also Heathrow airport.” said Mr Wollard. Late last, year Bartco’s colour Variable Message Signs (VMS) were used on Olympic test events, leading to an invitation to provide a proposal to supply VMS prior to and during the Olympics to manage the Olympic Route Network (ORN). The ORN is the management of a lane of traffic in and around London that athletes and Olympic officials will use exclusively during certain periods, that reverts to normal traffic use at other times. Bartco’s winning proposal included the use of its colour VMS in conjunction with the webbased VMS programming and management system Web Studio; a fully internet-based programming and management system that allows Transport for London system users the ability to securely manage and program the

AUSTRALIAN MADE AND DEVELOPED • • • •

Variable Message Signs – Standard Amber or Multi Colour (amber, blue, white, red & green) Real time Web-based programming interface –Upgrade your existing VMS! Directional Arrow Boards – Trailer and Vehicle Mounted Portable Traffic Signals – RTA Compliance

network of VMS during the games. By logging onto the system, users can ascertain the status of the network of signs as well as instantly change the message on one or all of the signs. With its manufacturing plant based in Ararat and head office in Melbourne, Bartco was able to increase its workforce in regional Victoria and create employment for an extra 20 staff. Bartco delivers a wide range of traffic management solutions internationally with developing markets in the UK, United States, UAE, Eastern Europe and Brazil. The value of the project is nearly $2 million. For further details visit www.bartco.com.au

www.bartco.com.au Ph: 1300 306 106 Email: sales@bartco.com.au

excavators & Attachments

Westco Equipment: the one-stop shop for Kobelco excavators Appointed official distributor for the Kobelco excavator range in early 2012, Westco Equipment boasts a range of superior products for building, construction and vegetation management. After successfully building DAAK Engineering for 10 years, company director Dean Kovacevich was offered the opportunity to market the Kobelco Excavator range, so the name change was a logical step to reflect the company’s increased scope. “I’d always admired Kobelco products,” Mr Kovacevich said. “So I jumped at the chance to become the WA distributor for the excavator range. It fits perfectly with our range of attachments - especially AHWI mulchers and Chicago Pneumatic breakers”. The Kobelco name is synonymous with excavators and the range ensures that there’s a machine to fit any requirement from one to 80 tonnes. Westco holds many of the popular models in stock, plus an efficient freight system ensures customers don’t have to wait months for delivery. In addition, there is a large inventory of off-the-shelf spares and consumables. Already, two of Westco’s key products have found Kobelco excavators to be the ideal

platform, especially given their impressive hydraulic output. AHWI mulching attachments are a popular vegetation management tool in Australia. Built in Germany and the US, they have proven to be highly effective in Australian conditions. The excavator-mounted AHWI FM500H mulcher is particularly adept at reaching high vegetation and mulching banks and levees. Chicago Pneumatic (CP) breakers, quality manufactured in Germany, are renowned for their toughness, efficiency and long life. Their product range - up to 70 tonnes - is an ideal match for Kobelco excavators.

Above: Kobelco SK-80MSR excavator with Chicago Pneumatic RX6 breaker Left: Kobleco SX235SR excavator with AHWI FM500H mulching head

Westco Equipment also manufactures custom hitch plates to ensure the right fit between excavator and attachment. For more information, call Dean or Craig at Westco on (08) 9258 9333 or visit the website: www.westcoequipment.com.au.

Western Australian distributor for Kobelco products

Kobelco excavators + productive attachments – the perfect match! Westco Equipment is not only your West Australian Kobelco dealer - we have a range of heavy duty, highly productive attachments to extend the versatility of your machine. Chicago Pneumatic (CP) breakers, are quality manufactured in Germany and have a well deserved reputation for toughness, efficiency and long life. Their product range – up to 70 tonnes – is an ideal match for Kobelco

excavators.

Westco Equipment Pty Ltd 14 Clapham Street, Beckenham, Western Australia 6107 Telephone: 08 9258 9333 • Fax: 08 9258 9111

AHWI Australia mulchers are a popular vegetation management tool in Australia. Built tough in Germany and the US, they have proven to be highly effective in Australian conditions. Kobelco excavators have the power and toughness to get the most from these productive attachments.

www.westcoequipment.com.au

excavators & Attachments

Hybrid excavator investment set to pay off for WA’s Brooks Hire With the recent passing of the Federal Government’s carbon tax legislation, technology such as Komatsu’s Hybrid excavators is likely to become more sought after, according to Doug Brooks, owner of Western Australian-based plant hire specialist Brooks Hire. The company – one of the largest Komatsu fleet owners in Australia – has recently taken delivery of four HB215LC-1 Hybrid excavators, part of what Mr Brooks sees as “the way of the future”. Given WA’s mining boom, there is no shortage of work for any of Brooks Hire’s equipment, but he believes the Hybrids will be a good investment for the future. “Right now, things are pretty busy, but when things back-off again, they’ll be good to have in our fleet giving us a bit of an edge on our competitors,” Brooks said. “Now that the carbon tax legislation has been passed, as it filters down to the industry, I think there will be more and more organisations, especially government departments and bigger companies that want carbon tax credits – and technology like the Hybrids has to tick the boxes for it,” he said. “It’s definitely a step in the right direction.” One of Brooks Hire’s Hybrids is on hire to a customer in the Pilbara region of WA, with another working for Alcoa to the south of Perth, and according to Mr Brooks, they are delivering significant fuel savings. “They are achieving about 9 litres an hour, as opposed to a conventional machine which is up to 14 litres an hour. As they pay for the fuel, that’s saving them well over a drum a week, which they are pretty happy about,” he said. “But it’s not just the cost per litre of the fuel. If you can save a tanker fuel run a week, that’s another transport and delivery saving you are potentially making.” Based on his experiences, Mr Brooks is looking forward to seeing the Hybrid technology come to other types of earthmoving equipment. “Komatsu needs a pat on the back for developing the Hybrid excavator technology, and I would like to see it implemented in trucks and other equipment,” he said. “For example, surely braking in a truck can be converted into generation of power to a capacitor, exactly like they do on the Hybrid excavator?” Komatsu Australia is the Australian and New Zealand distributor for Komatsu construction and mining equipment. Further information: Komatsu Australia, phone 1800 KOMATSU (1800 566 287), www.komatsu.com.au, or e-mail info@komatsu.com.au.

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Komatsu releases 10 tonne short-tail wheeled excavator Komatsu Australia has released a 10 tonne-class wheeled excavator, the PW98MR-8, based around its MR-series of short-tail excavators; the only short-tail wheel excavator in this size of machine. Powered by an interim tier 4-compliant Komatsu SAA4D95LE-5 ecot3 diesel rated at 50.7 kW, the PW98MR-8 incorporates auto-idling, an ECO-gauge and five different working modes to minimise fuel consumption and CO2 emissions. It includes four-wheel steering, offering three modes: twowheel steer for travelling between job sites, four-wheel steer for manoeuvrability, and crab-steer for moving in confined areas. A two-speed hydrostatic transmission allows it to travel at speeds up to 30 km/h. According to Carl Grundy, Komatsu Australia’s National Sales Manager-Utility, the PW98MR-8 is the first in a new class of short-tail compact wheel excavators. “The standard rear counterweight has been redesigned and integrated into the tail of the machine, protecting the back of the excavator from impact and damage. And because of the short-tailswing, the PW98MR-8 has a reduced turning radius so the operator can concentrate on the front working area with fewer concerns about what happens behind the machine,” he said. “In small and tight spaces, a curved sliding door allows easy entry and exit to and from the cabin, which has similar internal dimensions to cabs on much larger excavators.” Grundy said the new wheeled excavator offered lifting capacities and working ranges unmatched by other machines in its size class. “Its power and performance, combined with its compact design, short tailswing and four-wheel steering – incorporating three steering modes – allow it to work effectively in congested urban areas, road construction and maintenance, and rail infrastructure projects,” he said. “Add to this the large working envelope afforded by the innovative two piece boom design and you end up with one very versatile piece of equipment.” The PW98MR-8’s hydraulic system is based around Komatsu’s HydrauMind closed-centre load sensing system (CLSS), providing power, speed and precision control of all combined movements. The unit is standard with a 1.65 m arm, dozer blade and independent rear stabilisers which are controlled from the LCD monitor panel. Other features of the new excavator include: • the latest version of KOMTRAX, Komatsu’s remote monitoring system, allowing machine data, including location, performance, fuel consumption and maintenance requirements to be easily accessed via the internet; • two auxiliary circuits for a wide range of attachments, plus factory hitch piping; • ROPS cab, conforming to the latest ISO regulations, offering full rollover protection, along with 360° visibility; and • easy access to all daily service checkpoints. Komatsu Australia is the Australian and New Zealand distributor for Komatsu construction and mining equipment. Further information: Komatsu Australia, phone 1300 KOMATSU (1300 566 287), www.komatsu.com.au, e-mail info@komatsu.com.au.

Technological innovation is at the core of our DNA

Our Hybrid Power innovations are leading the way to a better future

The Future of Earthmoving www.komatsu.com.au 1300 566 287

excavators & Attachments

Case launches smarter, faster CX-C Series excavators

Case Construction Equipment’s new CX300C and CX350C heavy excavators are the first in Australia to feature Tier 4 Interim compliant engines as well as the exclusive Case Intelligent Hydraulic System.

Case Construction Equipment’s new CX300C and CX350C heavy excavators are cleaner, stronger, more efficient and cheaper to run. They’re also the first heavy excavators in the Australian market to be launched with Tier 4 Interim-compliant, low-emission engines. “The CX300C and CX350C offer an eight per cent increase in cycle times, a five per cent increase in lift capacity and fine controllability – all in a package that is both fuel efficient and cost effective to run,” said Case Product Manager, Scott O’Hare. “The Case Intelligent Hydraulic System includes a number of functions designed to ensure that the hydraulic flow and engine load is perfectly matched to the task at hand, which means that any operator can get maximum results with minimum fuel use.” There are five new energy saving systems within the overall Case Intelligent Hydraulic System. These include: • Boom Economy Control (BEC), which senses and controls engine load and fuel consumption during boom down and swing operation; • Idle Management System (IMS) manages engine rpm, lowering engine revs after five seconds of inactivity and shutting down after three minutes of inactivity; • Swing Relief Control (SWC) regulates hydraulic flow at the start of the swing operation to optimise performance while minimising fuel consumption; • Auto Economy Control (AEC) improves fuel efficiency whenever the joysticks are in the neutral position; and • Spool Stroke Control (SSC) senses pressure during the digging operation to further optimise the hydraulic pressure requirements for fuel efficient operation. Like all Case excavators, the new CX300C and CX350C offer a spacious cab with generous legroom and storage space with a best-in-class operator environment delivering ultra-low noise and vibration. A seven-inch full colour LED monitor with easy to operate controls includes camera views for increased visibility around the machine along with machine data for increased visibility into the machine’s performance. 68

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Safety is assured with ROPS-compliant cabs and hose burst control valves as standard, along with an air suspension seat for additional comfort. “Case’s efficient Tier 4 Interim diesel engines feature Cooled Exhaust Gas Recirculation (CEGR) and a diesel particulate diffusor (DPD) to reduce emissions without the added expense and complexity of additional diesel exhaust fluids,” said Scott. “The automatic self-regeneration of the DPD ensures no loss of productivity while the low engine rpm, improved hydraulic pump control and additional energy saving systems boost fuel economy, with no operator input required. You can also activate a ‘green economy’ gauge in the cab to help you choose the most economical settings for the machine and view fuel consumption in real time. “We have already seen strong customer interest in these new Tier 4 Interim-compliant heavy excavators and anticipate a positive response from customers who want to reduce their fuel bill and minimise their impact on the environment, while still maintaining full productivity.”

Smarter, Faster & up to10% Less Fuel!

TIER 4 CERTIFIED

Used 37% More

Used 20% More

Litres of Fuel per Hour

Increased fuel efficiency during boom operation. Improved fuel efficiency when joysticks are in neutral.

Automatic pressure adjustments save fuel during digging and levelling operations.

Auto Idle and Idle Shutdown provides additional fuel savings.

P BEC – BOOM ECONOMY CONTROL P AEC – AUTOMATIC ECONOMY CONTROL P SSC – SPOOL STROKE CONTROL P IMS – IDLE MANAGEMENT SYSTEM P SWC – SWING RELIEF CONTROL

Case CX300C

Cat 325DL

Komatsu PC270LC-8

Manages the hydraulic power distribution for most efficient flow and pressure while slewing.

CLASS-LEADING ECONOMY

Call your local dealer on 1300 99 CASE SUPERIOR | RELIABILITY FUEL EFFICIENCY OPERATOR ENVIRONMENT SERVICEABILITY

www.caseconstruction.com.au

Testing conducted in USA by independent operators. Consistent operations were used for all tests; machines were operated at full load and full fuel for each test; operation duration 30 minutes to pre-determined depth for each testing machine. Calculated CX300C fuel savings in comparison to CX290B.