Roads & Civil Works May 2013

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FEATURE

Major road users should pay – key infrastructure adviser contends Private freight users should be forced to pay more for building and maintaining Australia’s road network, according to Michael Deegan – the National Infrastructure Coordinator.

Mr Deegan’s contention is made in a submission by the Office of the National Infrastructure Coordinator to a 12-month Productivity Commission inquiry into the National Access Regime.

The submission is one of more than 40 lodged with the commission, which is reviewing the national access regime for roads, ports and airports – the regime was put in place in 1995 as part of Australia’s National Competition Policy.

Mr Deegan’s office provides support to Infrastructure Australia and it argues in the submission that IA has recommended there should be thorough consideration of roads governance reform, including options to clearly distinguish between roads with a primary social purpose and roads with a primary economic purpose.

It maintains an investment-access approach for the national access regime would bring road users in line with the rail freight industry.

“An investment-access undertaking approach would offer a consistent, standardised national approach to negotiation between the user and the infrastructure manager on incremental access and investment.”

Mr Deegan said this would provide a strong signal and clear indication to the road freight industry that infrastructure managers were “open for business”.

“Operating over a defined network, an investment-access undertaking would offer potential to increase user-funded investment, lifting freight productivity and also helping to improve the demand responsiveness of the system as a whole.”

The submission said an investment-access system would be beneficial because it would result in a more demand-responsive road 2

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system due to a clear capacity for the freight sector and its customers to propose and fund investments in the road network.

Responsibility for improving what the submission designated as a priority road network would be shared with users to a greater extent than is presently the case.

It said while the private sector was currently engaged through toll road PPPs (Public Private Partnerships) the investment access system would represent a “significant further step” in private sector engagement.

Australia had, according to the submission, benefited from a six-fold increase in heavy vehicle productivity (load carried per heavy vehicle) over the past 40 years. It said future productivity growth was linked to increasing road access for larger, more productive vehicle types, such as the B-triple now the productivity impact of the six-axle and the B-double had been largely captured.

It said this would require additional infrastructure investment; for example pavement and bridge strengthening, larger heavy vehicle rest areas, additional overtaking lanes and town by-passes.

“Several jurisdictions allow deed-type arrangements where parties can negotiate to upgrade and fund road improvements, notably connecting to mine sites. However, arrangements are not national, uniform, transparent or well known.”

The submission said in contrast, an investment-access undertaking approach under the National Access Regime would, as in the rail freight industry, offer a consistent legal right to negotiate on infrastructure investment, a built-in consultation mechanism and independent arbitration of disputes by the Australian Competition and Consumer Commission.

“This could encourage road freight operators and their customers to organise to propose and fund additional road investments, benefiting industry productivity.

“We can only fund public infrastructure through user tolls or broader taxation. That means we need all options on the table, if we are going to ease congestion, fund public transport and re-engineer Australia’s major cities for growth.”

“The approach would support existing national policy initiatives by incentivising road infrastructure managers to provide improved and prompt information on road asset costs, condition and use.”

Mr Deegan noted that commercial freight road users and their customers would need this information in considering both potential investments and any associated incremental road user pricing.

Managers, he said, would similarly be required to quarantine investment funds raised and associated user charging revenues from mainstream funds.

“Productivity gains under the investmentaccess type of approach could be additional to, and achieved faster than, those from more elaborate and complex national road reforms currently being developed.

“An investment-access regime could mitigate constraints on road investments or freight such as government balance sheet issues, nonidentification of worthwhile projects, and the focus on road improvements for cars.”

The submission said an investment-access undertaking approach, such as under the

National Access Regime, could be tailored to the circumstances of the road freight industry.

It said flexibility was important given the evolving nature of the roads sector and institutional reform. It was also important given the interest in focusing on incremental investment in freight-intensive roads and ensuring these arrangements meshed with both existing arrangements and potential future ones that COAG may agree to on the basis of the Heavy Vehicle Charging and Investment reform plan.

The complete submission can be found on the Productivity Commission website.

It was published after the infrastructure advocacy body – Infrastructure Partnerships Australia – welcomed the debate on road tolling and said all options needed to be put on the table.

IPA said the community understood that projects had not advanced, because of constraints on government budgets.

“We can only fund public infrastructure through user tolls or broader taxation. That means we need all options on the table, if we are going to ease congestion, fund public

transport and re-engineer Australia’s major cities for growth,” a statement by IPA said.

The statement said the East West Link proposed for Melbourne was the number one infrastructure priority for Victoria, because of the additional capacity it gave to Melbourne’s road network and the major improvements it offered in connecting Australia’s most valuable container port into the national economy.

But it argued Victoria had scant capacity in its budget to meet the cost of such a development, meaning difficult decisions would need to be made to free-up money to get projects delivered.

“The Victorian Government has made substantial progress in rebasing its budget, and further reform will be necessary over the years ahead. Undoubtedly, the usual suspects will be quick off the mark to criticise the prospect of user charging, but Victoria cannot just print money to get projects done and that means we should be welcoming all positive contributions to the debate.

“Obviously, tolling existing corridors is politically complex, but the contribution to the debate should be respected and welcomed.”

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FEATURE

Focusing leadership skills brings another award for Ballina Bypass project

The need to focus leadership skills in major infrastructure projects like the multi-million dollar Ballina Bypass in New South Wales has been highlighted with an award being made to an international management consultancy involved in the project.

JMW Consultants was recently awarded The Association of Management Consulting Firms (AMCF) Award for Value and Excellence in Consulting in the Human Capital category for its work with the Ballina Bypass Alliance (BBA).

The AMCF Awards are given to projects that best illustrate how consulting teams add value to their clients’ organisations and society at large.

The Ballina Bypass project was a complex, $640 million development that required an integrated approach through an alliance comprising Roads and Maritime Services, Leighton Contractors, AECOM, SMEC and Coffey Geotechnics.

This project was geotechnically challenging – it involved 12 kilometres of highway upgrade including 19 bridges, three arches and working with extensive soft soils ranging between six metres and 28 metres deep.

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Tony Stante, Alliance Project Manager, said the soils confronting the project team were some of the softest and most variable in Australia and work on the project was also impacted by extremely wet weather, which meant the alliance was “playing catch-up” a lot of the time.

Mr Stante said specialists from the alliance were forced to use a number of techniques to combat the soft soils and obtain a uniform settlement.

“We used stone columns, we used deep soil mixing with cement, we used dynamic compaction – the RTA used vacuum consolidation before we arrived. We had to use the different methods to meet our time frame and costs.

“But one of the advantages we had going forward was that the project was an alliance. The RTA decided on an alliance because there was so much softness and variability in the soils. They were at the soft end of soft.”

Mr Stante said the role of JMW in facilitating workshops was critical because it helped members of the alliance to think outside the square.

“Legacies that came out of the Ballina project have been used on other road infrastructure; they have been used to advance designs for other projects.”

Deborah Kiers – Managing Director, Asia Pacific, JMW Consultants – said the consultancy’s role was to support the leadership, alignment and high performance of the project on a firm four-year timeline.

“The most effective leaders elicit an authentic and deep commitment from their people to go beyond what they consider possible,” Ms Kiers said.

“Building this leadership capability and an organisational environment that truly encourages innovation and contribution is key to taking an organisation – or an endeavour of this magnitude – to the next level of performance.”

The Ballina Bypass project involved managing multiple competing demands, including: capital cost, high engineering and geotechnical risk. Management of the consolidation of deep soft soils, environmentally sensitive waterways, very high regional wet weather impacts and traffic were all part of the project.

FEATURE

“The challenges included not only achieving the high levels of results demanded but also successfully engaging all involved in significantly different ways of thinking and working.”

Ms Kiers said leading companies acknowledged that their success depended largely on the value of their people and this was the case in the Ballina Bypass project.

“Key aspects of JMW’s work involved building the leadership capabilities of the Alliance Manager, the Alliance Leadership Team and the Alliance Management Team.

“JMW supported BBA through regular coaching sessions, including ‘highperformance’ launch sessions with leadership teams to develop and deepen understanding of the tools and principles required for breakthrough performance.”

Human Capital Achievements for Ballina Bypass Alliance • Staff rollover of less than five per cent compared with an industry standard of 20-25 per cent; • High job satisfaction rates as demonstrated in the results of eight biannual Alliance Health Checks (AHC); • A 90 per cent participation level in the AHC; • Extensive personal training – averaging 1,200 monthly training hours; • A safety culture campaign resulting in two periods of one million man hours lost time injury free; and • Three million man hours worked with a peak of 450 onsite and over 4,000 people orientated and trained.

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Ms Kiers said a fundamental part of the work entailed fully engaging the organisation’s frontline.

“After initial interviews with key stakeholders, the JMW team developed a Leader as Coach curriculum for 35 individuals considered to be critical frontline players below the Alliance Manager level.

“The purpose of this work was to shift to a perspective of responsibility, and equip people and teams to effectively communicate and deal with any setbacks or conflicts that might arise.

“The challenges included not only achieving the high levels of results demanded but also successfully engaging all involved in significantly different ways of thinking and working.”

Tony Stante said the bypass portion of the project was opened to traffic seven months ahead of deadline.

Deborah Kiers

“This would not have been possible without the overall support, one-on-one coaching, team and large group facilitation, and continually insightful consulting and guidance from JMW. “The team takes great pride from its achievements as supported by numerous 3rd party awards including the 2011 Safe Work Australia Award; Best Workplace Safety System awarded at Parliament House in Canberra.”

MANAGING DIRECTOR – MIKE MILNE PH 1800-980-353

FEATURE

Multi-million dollar plant upgrade drives Victoria to low carbon fast lane On Wednesday, 20 March, Mark Birrell, Citywide Chairman, and Arron Wood, Councillor for the City of Melbourne, launched the multimillion-dollar redevelopment of Citywide’s North Melbourne asphalt plant.

The plant, which incorporates leading edge German technology, is the most environmentally sustainable in Australia, capable of producing some of the greenest asphalt in the southern hemisphere.

The redeveloped plant will supply a full range of sustainable asphalt products to City of Melbourne and Victoria-wide infrastructure projects helping governments to achieve emission reduction targets. The plant incorporates low emissions technology and increased asphalt recycling capacity, resulting in less carbon along the supply chain: from quarrying, transport, production and paving.

The Citywide facility is the first of its kind in Australia to utilise innovative technology developed by German industrial company, Benninghoven. From North Melbourne, Citywide supplies Victorian infrastructure companies and councils with low carbon, market-ready products that exceed VicRoads standards.

“If Victorian communities expect to achieve zero carbon emissions targets, they must make lower emission asphalt a priority,” said Citywide Managing Director, Kerry Osborne.

“There are well over 150,000 kilometres of bitumen roads across urban Victoria,” he said.

“Our low emissions production, Greenpave and Recycled Asphalt Product (RAP) products make every kilometre of road an opportunity to facilitate economic growth while achieving emissions targets.”

Citywide’s low emission asphalt products, offered at competitive price points, ensure the roads to environmental and economic sustainability head in the same direction.

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Citywide is a major Australian physical services company providing civil infrastructure, open space and environmental services to government and private enterprise. Those wishing to find out more about Citywide’s suite of environmentally friendly asphalt solutions are encouraged to visit www.citywide.com.au.

Why upgrade?

From its inception in 1995, innovation has been pivotal to Citywide’s success. Pioneering innovative technology to assist in the production of environmentally friendly asphalt, Citywide’s plant is the first asphalt batching parallel drum facility in Australia capable of heating then utilising reclaimed/recycled asphalt in the manufacture of high quality asphalt product.

Not only does this new technology ensure the quality of the plant’s product is maintained at the highest standards, it also includes improvements to the plant’s refining and processing capabilities when handling feed stock materials.

This upgrade allows for the creation of an asphalt product with no compromise on quality or consistency. As the batching plant maintains a controlled production environment, it will consistently exceed the quality standards of Vic Roads.

The Green Advantage Citywide now operates the first batching plant in Australia capable of deploying technology to allow a much greater use of reclaimed/ recycled asphalt in the production of asphalt, thus reducing the plant’s dependence on raw materials, and lessening its impact on the environment.

Additionally, the batching plant’s technology guarantees surety of quality and consistency of product capable of meeting and/or exceeding the highest standards.

Sustainable Solututions are for the people we care about.

Growing children deserve a cleaner environment.

Responding to community and government concerns over the sustainability of our environment, Citywide is proud to deliver Greenpave - an advanced, easy to use and highly resilient warm asphalt mix.

Produced at Citywide’s North Melbourne Asphalt plant - the most environmentally sensitive asphalt facility in the Southern Hemisphere, Greenpave answers the call for the creation of healthier and greener communities.

Greenpave has been successfully laid throughout metropolitan Melbourne, reducing harmful Co2 emissions to the equivalent of 1.6 million black balloons. > 30% reduction in fume emissions > 30% reduction in C02 emissions > Energy savings of up to 35% > Reduction of process temperatures of approximately 60C

Greenpave – safer GREENER asphalt.

citywide@citywide.com.au

www.citywide.com.au

FEATURE

The benefits of this facility include: Reducing dependence on raw materials such as aggregates/ bitumen (resource conservation); 2. A reduction in greenhouse gas emissions in the manufacture of the asphalt; 3. A dramatic reduction in the utilisation of landfill; 4. A reduction in energy consumption; 5. Assist Local Government achieve its ‘Zero Net Emissions by 2020’ policy; 6. Citywide will have the capacity to produce a consistent and high quality product that complies with all VicRoads asphalt requirements and standards; 7. Will allow for the creation of carbon neutral roads; 8. Surety of quality and consistency of product is guaranteed through the technology deployed in the upgraded batching plant; 9. The plant will operate at quality standards far greater to other plants in the Southern Hemisphere; and 10. Utilizing an internationally proven technology to benefit Australian roads and communities.

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Innovation Citywide’s technology partner, Benninghoven, build a range of specialised recycling equipment to aid the processing and reuse of RAP material to the asphalt industry.

To create a high quality asphalt with a high level of recycled content, Benninghoven has developed the use of a parallel recycling drum technology, allowing the creation of a high quality asphalt product that is “greener” and environmentally more responsible than any other asphalt product on the market.

The materials to be recycled (RAP) are firstly graded into different fractions i.e. 0-8 mm and 8-22mm and then stored under cover to keep the moisture levels as low as possible. After a period of time, the material is then loaded into specially designed hoppers fitted with variable speed feeders that meter the correct ratio of fine and coarse product into the plant.

A number of belt weighers are used to check and confirm the correct blend and percentage of material is entering the system at any given time.

The material is then conveyed by an enclosed belt conveyor to an elevated drying drum that is fed by a continuous supply of RAP material from the inclined conveyor.

This dryer drum operates on a uni-flow principle with the materials gently heated in the process up to a final discharge temperature in the region of 130 C. Blue smoke is eliminated by the design of special flights within the drum that rake the material along its length and inhibit this from occurring.

As the material moves down the drum, it is warmed and prepared for mixing with all aggregates. This process ensures the highest transfer of heat to the RAP material is achieved and the least amount of emissions are generated. The heated Reclaimed Asphalt is then collected in an electrically heated and insulated surge bin.

From here, the required material is weighed off in batches and added to the pugmill by a special shaped chute with low friction lining and releasing agents being applied as required.

If required, all exhaust gases from the system can be reintroduced into the drying process of the virgin drum. This utilises the energy of the hot gases bringing the system to the highest level of efficiency.

Benninghoven have over 300 similar systems deployed in various countries across the globe.

Canberra urged: ‘get real’ on the Great Ocean Road The G21 Group of councils in Victoria has called on the Federal Government to “get real” on the Great Ocean Road by taking partial responsibility for maintaining one of the biggest tourism drawcards in Australia.

“The federal government is falling short of its responsibilities to the Great Ocean Road and surrounding communities,” G21 CEO, Elaine Carbines said.

“The federal government doesn’t directly contribute any funding to maintenance of the internationally-recognised tourism drive, which is the life-blood to towns and communities all along the coast.

“The federal government doesn’t directly contribute any funding to maintenance of the internationallyrecognised tourism drive, which is the life-blood to towns and communities all along the coast.“ G21 CEO, Elaine Carbines

“The government needs to front up and take some financial responsibility. At the moment they’re missing in action,” Ms Carbines said.

“The Great Ocean Road is a cherished national asset which earns the economy $2.1 billion a year, yet our governments between them can’t find $10 million a year for essential maintenance.

“The state government at least contributes about $3.5million annually for the road’s upkeep through VicRoads, but that’s not enough to maintain the road to an adequate standard.”

Ms Carbines welcomed the commitment of Victoria’s Transport Minister, Terry Mulder, to continue pushing Canberra for funding.

“But Mr Mulder’s case would be much stronger if he publicly released the VicRoads ‘Great Ocean Road Management Strategy’ completed in 2012, which G21 understands sets out the true condition of the road, including its gradual deterioration,” Ms Carbines said.

“Canberra seems to need evidence as to why it should contribute maintenance funds to the road, so let’s give them evidence.

“G21 believes Canberra should include the Great Ocean Road in the National Land Transport Network, making the road eligible for federal funding,” Ms Carbines said.

In a letter to G21, Minister Mulder said he understood the Federal Government was “reluctant to make additions to the National Land Transport Network”.

However, Minister Mulder committed the Victorian government to continue to advocate to Canberra for funding.

“The Victorian Government recognises the iconic nature of this historic road. With over seven million people visiting this road and attractions along its coastline annually, the road contributes to the social and economic prosperity of Victoria and Australia,” Minister Mulder wrote to G21.

Official figures (VicRoads) show the Great Ocean Road needs a minimum of $10 million a year, for at least five years (total $50 million), for maintenance and upgrade works to bring it up to standard.

The figures are taken from the Great Ocean Road Destination Management Plan – Feb 2012, released jointly by the state and federal governments.

Ms Carbines said the road had been subjected in recent years to rock slips, closures (including for one week in early 2011), flooding and underlying drainage issues.

Geelong Otway Tourism Executive Director, Roger Grant, said there were 7.2 million people who used the road each year.

“Of all the international visitors to Victoria, 60 per cent go to the Great Ocean Road, compared to 12 percent to Phillip Island,” Mr Grant said.

“Each year Kakadu gets 170,000 tourists and Uluru 252,000. This compares with 1.7 million tourists on the Great Ocean Road to see the Twelve Apostles. Both Kakadu and Uluru are funded by the Federal Government, yet the Great Ocean Road is not,” he said.

Ms Carbines said G21 had met with local MPs and federal election candidates, ministers and shadow ministers, seeking support for adequate funding of the road.

“The campaign is drawing attention to a problem that the locals have known about for some time. Our politicians have too, but it’s now time for them to act.”

Ms Carbines called on people across the region to sign the petition to state and federal ministers, and get a car bumper sticker showing their support.

The campaign website and on-line petition is at: www.OMGreatOceanRoad.net ROADS APRIL/MAY 2013

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major projects

Legacy Way breaks through in record speed Brisbane’s Legacy Way project is celebrating the record breakthrough of Joyce, the first of two tunnel boring machines (TBM), at the project’s eastern worksite.

Joyce, the project’s second TBM has set a record pace for underground excavation since her launch in October 2012 from the Toowong worksite.

After a spectacularly short assembly time of less than three months, her journey to completion was due to be reached in April, almost four months ahead of project schedule.

During her time tunnelling under Brisbane’s inner west, Joyce has averaged excavation speeds of 190 metres per week, which sets the project at a world class standard for production.

Designed and constructed by Transcity – a joint venture between Spanish Infrastructure company Acciona, Italian tunnelling specialist, Ghella, and local Brisbane experts, BMD Constructions – many of the project’s achievements have been the outcome of new methodologies for tunnel construction which have been introduced by the international partners.

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Precast concrete segments line the tunnels

Transcity Tunnel Construction Manager, Matteo Ortu, said the statistics of production were impressive.

“Joyce, launched in early October 2012, holds a staggering record of excavating 49.7m in one day, as well as maximum of 253.8m in one week and a 30 day maximum of 858.1m.”

TBM Annabell, the first machine to be launched in September 2012, is expected to breakthrough in early June after being stopped to allow for the excavation of several cross passage tunnels that were required after the implementation of new Queensland safety codes.

“This is an outstanding performance and there are only a few projects worldwide that can show similar achievements using large diameter TBMs,” Mr Ortu said.

Additional innovations were central to Transcity’s logistics and tunnelling process to ensure construction was streamlined.

Both machines were reused from Brisbane’s CLEM 7 tunnel project and several mechanical innovations were added such as a specialised segment unloader to enable a quicker delivery of the precast segments to the TBMs. A specially designed two-component grout was also developed to secure the precast segments within the tunnel. This grout is piped rather than trucked down into the twin tunnel, which helps to eliminate further traffic during tunnelling, enabling a more efficient production process.

This increased rate of TBM productivity has also meant an increased demand on tunnelling support services including precast segment production and a faster removal of spoil which is being transported via an underground conveyor to the Mt Coot-tha Quarry.

Transcity’s design for the project has capitalised on its location by designing and constructing an underground conveyor system to take advantage of the project’s position next to the Mt Coot-tha Quarry.

All excavated spoil from tunnelling is transported beneath the worksite through a 530 metre purpose-built conveyor tunnel under the Mt Coot-tha Botanic Gardens, and into the Quarry.

Construction of Legacy Way’s cross passages

The use of this conveyor system has eliminated all truck movements on surface roads and also enabled a faster and more continuous removal of spoil, thus allowing the tunnelling process to be fast-tracked. The placement of the spoil within the Mt Coot-tha Quarry is also helping to rehabilitate previously unused sections of the Quarry.

This month the project also celebrates reaching 50% completion of construction. The breakthrough of TBM Joyce demonstrates the significant progress that has been achieved on the 4.6 kilometre tunnel, which will link Brisbane’s western and northern suburbs, since construction began in April 2011.

Transcity Project Director, Fernando Fajardo, said this milestone marked a significant achievement in the delivery of Brisbane’s newest infrastructure project.

“Reaching 50% completion is a major achievement and highlights our progression towards completion of construction by early 2015,” Mr Fajardo said.

“All work fronts are progressing well and our team is on track to accomplish our construction deadlines to ensure the tunnel is operational for Brisbane commuters by 2015.”

Mr Fajardo said the milestone was an important indicator in the overall delivery and construction of the $1.5 billion project.

“Since the commencement of construction, the Legacy Way project has achieved many successes including the record pace of the two tunnel boring machines (TBMs) Annabell and Joyce,” said Mr Fajardo.

“The record rate of excavation is a credit to our global expertise, hard work and commitment to successfully delivering this project,” he said.

Major activities undertaken at the Toowong worksite in the first half of construction included construction of the temporary acoustic shed, completion of the 530 metre spoil conveyor tunnel and relocation of the LinkWater water main which lies beneath the Western Freeway.

Legacy Way’s spoil conveyor tunnel

“The record rate of excavation is a credit to our global expertise, hard work and commitment to successfully delivering this project,” Other major activities completed on the eastern end of the project, located adjacent to the Inner City Bypass at Kelvin Grove, included piling for the eastern cut and cover tunnel and ventilation building, and the start of blasting activities for excavation underneath the cut- and-cover roof to create the eastern portal connection.

The production of more than 34,700 precast concrete segments which will line the twin tunnels was also achieved within the first half of construction at the Wacol precast facility.

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major projects

Tintenbar to Ewingsdale upgrade of Pacific Highway Important work is continuing over the next three months on the $862 million upgrade of the Pacific Highway between Tintenbar and Ewingsdale.

This project is incorporated in the upgrading of the highway from Hexham to the Queensland border.

The 17-kilometre Tintenbar to Ewingsdale section starts at the northern end of the Ballina bypass at Ross Lane and involves improving the highway to a four-lane divided road to the Ewingsdale interchange.

The upgrade will reduce travel times, freight transport costs and boost safety and the improved road alignment will increase road capacity.

When completed it will provide benefits such as interchanges for motorists to safely enter and exit the highway and a continuous alternative local road link between Tintenbar and Ewingsdale for school buses and motorists who do not wish to use the upgraded highway.

Work in the next three months will include: • clearing vegetation, bulk earthwork, installation of erosion and sediment controls, fencing, drainage installation, building large drains and water quality basins; • building bridges at Minor, Emigrant, Skinners, Byron and Tinderbox creeks and

Broken Head Road; • continued controlled blasting at the southern tunnel entrance and the start of controlled blasting at the northern tunnel entrance; • start of St Helena tunnel excavation; • completing building on the site compound at Ewingsdale and starting site compound building at Minor Creek and the southern tunnel entrance; and • working on the Pacific Highway at Bangalow and Ewingsdale to establish contra-flow traffic arrangements for future work.

The Tintenbar to Ewingsdale upgrade is jointly funded by the Federal and NSW governments.

Early opening for Kempsey Bypass The $618 million Federally funded Kempsey Bypass, which incorporates Australia’s longest bridge, was opened in late March more than 15 months ahead of schedule.

The bypass is a 14.5 kilometre divided four-lane highway with grade-separated intersections at South Kempsey and Frederickton.

As well as featuring the 3.2 kilometre bridge, the project involved some 1.4 million cubic metres of earthworks and the building of nine smaller bridge structures for interchanges, small creek crossings, local road overpasses and a crossing of the main north-south rail line.

During the construction phase, the project created 360 direct and 1,100

indirect jobs. The completed project allows motorists to bypass Kempsey and Frederickton.

Federal Infrastructure and Transport Minister, Anthony Albanese, said the completion of the major project was another major step forward in the ongoing upgrade and duplication of the Pacific Highway.

“The remarkable speed at which this new section of highway was built is a tribute to the expertise and hard work of all those involved, particularly the contractors and their many workers,” said Mr Albanese.

“The scale of this engineering project is highlighted by the fact that the new

3.2 kilometre bridge, which has been erected over the Macleay River and nearby floodplains, now holds the title of Australia’s longest bridge.”

The project was funded as part of the Federal Government’s Economic Stimulus Plan, and will reduce traffic congestion in the towns of Kempsey and Frederickton, taking up to 2,000 trucks a day off local streets.

The New South Wales Government provided joint funding for the planning and project approval phase of the 40 kilometre Kempsey to Eungai upgrade project, of which the Kempsey Bypass is the first stage.

Contractors short-listed for Oxley Highway to Kundabung upgrade Construction of a four-lane Pacific Highway between Hexham and the Queensland border is a step closer with two contractors shortlisted to design and build the Oxley Highway to Kundabung Pacific Highway upgrade.

Thiess Pty Ltd and a joint venture between Abigroup and Baulderstone have been selected to proceed to the next phase of the tendering process.

The two contractors are required to submit detailed tenders, with contracts for both projects to be awarded later this year.

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The project was approved in February 2012 and the concept design provides for a four lane divided road, new bridges for the Hastings River and Wilson River crossings and a bypass of Telegraph Point.

Construction of the section will commence in mid-2014. Stretching 23 kilometres, work will start at the Oxley Highway in Port Macquarie and finish north of Barrys Creek near Kundabung.

Once completed, the upgrade will deliver improved driving conditions for the 13,000 motorists and truck drivers who use the section of the Pacific Highway each day.

Alongside the tendering process, land acquisitions, geotechnical work, utility relocations and early work at Sancrox Road are ongoing. The project is part of the Oxley Highway to Kempsey upgrade that will connect to the newly opened Kempsey Bypass.

Since 2008, the Federal Government has committed over $7.9 billion and the NSW Government a further $2.5 billion to the nation building project. As at end of December 2012, almost 52 per cent of the Highway had been upgraded to “motorway standard” and duplicated.

15TH I N T E R N AT I ON A L

F L E X I B L E PAV E M E N T S C O NF E R E N C E

22-25 September 2013 | Royal International Convention Centre | Brisbane | Australia

ABOUT THE CONFERENCE

INTERNATIONAL LINKS

This significant Conference will feature eminent presenters from Australia and around

Speakers will be invited from international Asphalt Organisations, Research

the world, including invited key speakers. A balanced, relevant technical program,

Institutes, Road Agencies and Companies to ensure that the conference will

supplemented by a major supporting exhibition, will make this Conference the

truly provide an international perspective.

highlight of the 2013 flexible pavements calendar both in Australia and internationally.

The Australian Asphalt Pavement Association presented its first International

The conference will also provide ample networking opportunities, including a social program, so that all delegates can mix and hear from their colleagues.

Technical Conference in Sydney, Australia, in 1971, and since then has conducted a conference fourteen times in total with either an International or National Flexible Pavement Conference being staged by AAPA every two years.

In addition to the speaking streams, the conference will have a social program

LATE ABSTRACTS The First Call for Papers is now closed, however, Late Abstracts may now be

and a major exhibition of equipment and related products and services.

submitted.

CONFERENCE TOPICS

suitability. When an Abstract is accepted, it is on the condition that the final

The conference focus is primarily on technical issues associated within

please submit an applicable abstract (100-150 words). Content should be

the flexible pavements and industry. It is for all forms of flexible pavements

sufficient to outline the thrust of the paper. All submissions to be forwarded to:

Abstracts will be reviewed by the AAPA National Technology Committee for

See website for accepted speakers

Technical Paper is acceptable to the National Technology Committee.

To be considered as an official speaker/presenter during the conference,

including for roads, airfields, paths, car-parks, industrial and port areas.

Technical papers will address issues such as specifications, procedures

Scott Matthews

and equipment. All facets of flexible pavements will be covered, including

t +61 3 8534 5004 e scott.matthews@commstrat.com.au

AAPA Conference Convenor

research, manufacture, construction, maintenance and test methods. In today’s world, environmental sustainability is a key issue and papers will

Dates:

address issues such as asphalt perpetual pavements, life cycle impact,

29th March 2013: First call for papers closed

warm mix asphalt, recycled asphalt and emulsions, and the environmental

22th August 2013: Technical papers due

and the economic benefits of maintenance.

As a guide, papers may be in the following key areas:

MORE INFORMATION

• Delivering new age solutions

• Asphalt mix design

For more information on the conference including program,

• Asphalt perpetual pavements

• Sprayed seal design/construction

venue and registration please visit our conference website

• High modulus asphalt

• Binders

www.aapaconference.com.au or contact the conference convenor.

• Increased use of warm mix and RAP

• Life cycle costing

(Reclaimed Asphalt Pavements)

• Asset management

• Sustainability

• Roads, paths and car-parks

• Quality assurance

• Airfield, industrial and port

• Developments in thin surfacings • Specifications • Environmental aspects

pavements and hard-stands • Pavement management and maintenance

The conference will also include a sessions for senior managers. This may

The conference website will be regularly updated with new information as the conference develops.

More Information on Speaking, Sponsorship & Exhibition Contact Scott Matthews, BEng Conference Convenor p +6 13 8534 5004 e scott.matthews@commstrat.com.au

Platinum Sponsor:

address issues such as contracts, national harmonisation of health and safety laws, and other business related issues affecting the surfacing industry.

REGISTER Online Registration is now open at www.aapaconference.com.au

Silver Sponsor:

Alternatively, please contact: Registration Manager t +61 3 8534 5050 e registration@commstrat.com.au

www.aapaconference.com.au

Gold Sponsors:

major projects

‘City shaping projects’ for Melbourne gain momentum The Linking Melbourne Authority and the Victorian Transport Department have been declared by the State Government as the proponents for two major infrastructure projects designed to improve travel around Melbourne.

The authority has been selected as proponent for the East West road link while the department takes on a similar role for the Melbourne Metro Rail Tunnel.

The East West Link is a proposed 18-kilometre cross-city freeway connecting the Eastern Freeway at Hoddle Street with the M80 Ring Road in Sunshine West. The project would provide an alternative to the M1 corridor, alleviate chronic congestion and improve travel time reliability for motorists and freight vehicles.

The Melbourne Metro rail tunnel is designed to untangle the rail network and unlock capacity, and includes construction of a nine kilometre rail tunnel under the heart of Melbourne that will link the Sunbury and Dandenong rail lines.

The project will include five new underground stations to be located at North Melbourne, Parkville, CBD North, CBD South and Domain.

Victoria’s Roads Minister, Terry Mulder, described both infrastructure developments as “city shaping projects” that were priorities for Victoria to cater for future population and economic growth, as well as to drive the local economy, productivity and jobs.

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“These major infrastructure projects are essential to our economic future and liveability. We are focused on implementing a diligent assessment and planning process to make them a reality.”

Mr Mulder said declaring the authority and the department as proponents drew on the relevant expertise within both agencies and ensured that planning was co-ordinated across government.

He said appointing a proponent for each project was the next step in the planning process under the Major Transport Projects Facilitation Act 2009 and a signal that momentum on large infrastructure development was continuing in Victoria.

“We invested significant funding for these projects in the last State Budget, and strong progress has been achieved allowing us to take this next step in the planning process.”

Mr Mulder said the government was focused on considering the outcomes of the East West Link business case in the coming months, but needed to start preparing for the detailed planning process given the time it took to develop a project of such a scale and significance for the state.

“The early engineering, geotechnical work and flora and fauna studies done for the business case puts us in a good position for planning, and we plan to submit our findings to the responsible Commonwealth department so that we can gain an understanding of any assessment

requirements under the Environment Protection Biodiversity and Conservation Act 1999,” Mr Mulder said.

“It makes sense to declare Linking Melbourne Authority as proponent for the eastern section of the East West Link between the Eastern Freeway and Port area as it previously planned the western section, as well as major projects such as EastLink and brings great expertise in this area.”

Mr Mulder said the Melbourne Metro rail tunnel was a critical project that would create capacity needed to expand the network and increase services to Melbourne’s growth areas in the north, west and south east.

“We are taking the next steps needed to obtain planning approvals for this massive public transport project, in particular to protect the Melbourne Metro corridor so it can proceed quickly when it receives Commonwealth funding.

“Whilst the Secretary of the Department of Transport has been appointed the proponent for Melbourne Metro under the Major Transport Project Facilitation Act 2009, the Department will work closely with Public Transport Victoria to continue planning for the project.”

Mr Mulder said the government remained committed to working closely with the community to respond to local feedback whilst delivering high-level benefits for Victoria. Opportunities for local input and feedback would be provided as planning for both projects progressed.

South Road Superway project on schedule South Australia’s first elevated roadway – the $812 million South Road Superway – is on track to open before the end of 2013.

South Road is a major north-south corridor through Adelaide’s industrial hub and the 2.8 kilometre elevated roadway – the largest road project undertaken in South Australia – will cut urban congestion and unlock access to the Port of Adelaide.

By the last week in February, more than 40 per cent of the elevated superway had been lifted into place, with 60 per cent of the supporting piers installed.

“The 83-metre span across Grand Junction Road is the largest span between piers and is now completed, sitting 16 metres above the road.

South Australia’s Minister for Transport and Infrastructure, Tom Koutsantonis, said about 25 per cent of all South Australian industry was based in and around the area.

“When complete, this historic project will help us safely move the state’s growing freight task while reducing peak hour traffic congestion.”

Major construction began in April 2011, with the project on track to be completed on time and on budget for December 2013.

The superway will deliver a 4.8 kilometre non-stop corridor with a 2.8 kilometre elevated roadway between the Port River Expressway and Regency Road.

Mr Koutsantonis said it formed a key part of the SA Government’s vision for a 78 kilometre north-south corridor stretching from Gawler to Old Noarlunga.

Work begins on $1.6 billion Melbourne port project

Ports Minister, David Hodgett (left) and Premier, Denis Napthine

Construction of Victoria’s $1.6 billion Port Capacity Project will include purposebuilt road connections and a world class automotive facility, with additional shipping berths and ‘on-dock’ pre-delivery inspection facilities catering for the state’s car trade.

Premier, Denis Napthine, and Minister for Ports, David Hodgett, were on hand on March 14 to witness the beginning of constructionof the major development.

“This is a project of massive significance that will create 1,100 new direct jobs and 1,900 indirect jobs in the export, import and freight sectors,” Dr Napthine said.

“It will also protect thousands of existing jobs and cement the Port of Melbourne’s position as Australia’s busiest container port, and ensure Victoria remains the nation’s freight and logistics capital.

“The works at Webb Dock have been expedited enabling Melbourne’s third container terminal and new world class

automotive facilities to be operational in late 2016.

Mr Hodgett said the competitive bidding process for the right to operate the container and automotive facilities was progressing well.

“The market offerings to be a part of the Port of Melbourne at Webb Dock are well subscribed by private sector operators who are fiercely competing for the rights to develop their businesses here,” Mr Hodgett said.

“This project is subject to strict environmental and amenity management regimes which will apply to all works on the Webb Dock site.

“These rules set new benchmarks for construction works and include community and environmental standards while also providing the highest level of transparency and accountability.”

The first container is scheduled to cross the new dock in late 2016.

Southern Expressway duplication reaches milestone A milestone was reached in the first week of March with the reopening of the Seacombe Road Bridge as part of the $407.5 million duplication of Adelaide’s Southern Expressway.

The bridge extension works on Seacombe Road are a critical part of the duplication project. The Seacombe Road Bridge is one of nine road bridges on the Southern

Expressway that are being extended to make way for the new multi-lane expressway carriageway.

Duplicating the 18.5 kilometre expressway between Bedford Park and Old Noarlunga is a key element in the development of Adelaide’s north-south corridor.

When travelling on the non-stop duplicated Southern Expressway, the time

saved will be an estimated 13 minutes when compared to Main South Road with 16 signalised intersections.

Investing in the Southern Expressway complements the billions of dollars being invested by the SA Government across Adelaide to improve road, rail and tram services and create jobs for South Australians.

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major projects

Canberra’s commitment to Westconnex project The Federal Government has committed to providing funds towards the Westconnex road project in western Sydney if planning underway identifies a detailed business case and direct routes through to the CBD and Port Botany.

WestConnex is one of the New South Wales Government’s major infrastructure projects.

It will include a 33-kilometre link between Sydney’s west with the airport and the Port Botany precinct. The state government has pledged to deliver WestConnex in response to the recommendations from Infrastructure NSW in its State Infrastructure Strategy and final Long Term Transport Master Plan.

A statement released in the first week of March by Prime Minister, Julia Gillard, said Canberra’s involvement in the project was part of its commitment to support jobs and growth in Sydney.

“All levels of government need to make sure that the western and southwestern Sydney roads network is able to support future jobs and growth.”

Ms Gillard said the government had already provided an initial $25 million – announced in last year’s Budget – to the NSW Government to undertake initial planning work and identify a process for bringing it to market.

The Federal Government would, she said, provide a detailed offer to the NSW Government in the 2013-14 Budget.

“The NSW Government’s current proposal does not connect motorists along the M4 motorway directly to the city; nor does it take freight directly to Port Botany from the M5.

“Infrastructure Australia will continue working with the NSW Government to ensure the project achieves these objectives and is delivered in a way that ensures best value for taxpayers’ money,” Ms Gillard contended.

“Our first priority is to work with the NSW Government to resolve these issues and ensure the early planning work can identify detailed routes which will take people to the city and freight to Port Botany.

“The Federal Government believes that new tolls should not be imposed on existing un-tolled roads.”

Ms Gillard said the congested western and south western Sydney road network would put the handbrake on the state’s economic future, with the cost of urban congestion in Sydney expected to rise to $7.8 billion by 2020 if action was not taken.

Currently, over 200,000 vehicles use the M4 and M5 every day. Over the next 20 years, one out of every three new jobs created in Sydney will be along the M4 and M5.

“All levels of government need to make sure that the western and southwestern Sydney roads network is able to support future jobs and growth.”

Ms Gillard said Canberra’s funding commitment was on top of the $3.2 billion it had already invested in the Sydney basin. The investment included: • $980 million for the construction of the Southern Sydney Freight Line (completed); • $840 million for the Northern Sydney Freight Corridor Upgrade (underway); • $300 million to upgrade the Great Western Highway (underway).

• $172 million for the Port Botany rail improvements (underway); • $93 million to widen the F5 at Campbelltown (completed); and • Construction of a new intermodal at Moorebank (in planning); The PM said work was also underway on a joint $17 million project under the National Smart Managed Motorways Program to help the M4 function better by looking at installing new variable speed limit signs, traffic lights on entry ramps, better lane control, closed circuit TV and variable message signs.

Great Eastern Highway widening completed ahead of time The $280 million project to widen Western Australia’s Great Eastern Highway between Kooyong Road and the Tonkin Highway from four to six lanes is open to traffic after being completed nine months ahead of schedule.

The project will ease congestion along the highway by increasing its carrying capacity between Kooyong Road and the Tonkin Highway by some 70 per cent – from 50,000 to 85,000 vehicles a day.

It will also improve access to Perth’s Airport and surrounding areas, improve safety for local residents and other regular users of the highway, and deliver better facilities for pedestrians and cyclists.

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This project is part of a $3.7 billion capital works program which the Federal Government has been rolling out across WA over the past five years.

The widening of the Great Eastern Highway was jointly funded by the Federal ($224 million) and Western Australian ($56 million) governments.

The works will complement other improvements to the highway, including the new interchange at the intersection with the Roe Highway which was completed last year.

3rd Local Government & Public Sector

Building Maintenance & ManageMentConference 19-20 November 2013 | The Hotel Windsor | Melbourne www . buildingmaintenanceconference . com . au

About the ConferenCe This practical conference will cover all the key issues relating to the maintenance and management of Local Government, Government and Public Sector buildings, including the implementation of technology solutions. Many of these buildings can be small in scale and due to this have particular maintenance and management requirements. Their particular use also often creates particular demands.

This year’s conference expects to attract 150+ building maintenance managers/officers, leisure centre managers/officers, facility managers, engineers, surveyors, consultants and building asset managers over two days.

A comprehensive conference program will include two speaking streams to allow for a wide coverage of different building types and uses, rural and urban locations as well as issues that will be addressed.

The aim of this conference is to provide practical guidance to all delegates that can be immediately used.

Our conference venue has specially discounted hotel room rates available for all conference participants. Details on the venue facilities, car parking, location and other important delegate information are on the conference website.

SPonSorShIP & exhIbItIon oPPortunItIeS

CALL for SPeAkerS

Join us in Melbourne and take up this ideal opportunity to showcase your products and

Please submit an abstract of 100-300 words to

services at what we believe will be a memorable experience for you and our delegates.

Scott Matthews via scott.matthews@commstrat.com.au

We offer a variety of sponsorship, exhibition and advertising opportunities that can be

or + 61 3 8534 5004

tailor made to your requirements. To obtain a prospectus or for further enquires please contact Scott Matthews. e: scott.matthews@commstrat.com.au t: +61 3 8534 5004

who ShouLd Attend

ConferenCe toPICS As a guide, topics and papers may be in the following areas:

• Building Maintenance Managers and Officers • Facility Managers

• Building Systems

• Asset Management

• Leisure Centre Managers/Officers

• Smart Building Technologies

• Green Power

• Building Asset Managers and Owners

• Buildings Management

• Air conditioning

• Engineers, Building Surveyors and Consultants

• Building Information Modelling

• Security & CCTV

• Project Delivery and Financing

• Contracts and Models

• Maintenance Delivery & Management

• Building Condition

• Design, Management & Operation of Specific Building Types

• Cleaning

froM • Local, State and Federal Government • Educational Organisations • Not-For-Profit Organisations • Art Galleries • Sporting Facilities

• Energy Efficiency, including Retrofitting

• Any organisations that are within the broad Public Sector

• Power for Buildings + Facilities

• Building Audits • Toilets • Ground Maintenance • Building Repairs

Early Bird Registration | Book now for only $800+gst contact us: p +61 3 8534 5050 e registration@commstrat.com.au

LOADERS

CJD and Volvo – a quality team CJD Equipment Pty Ltd partners with Volvo to offer a diverse range of quality equipment supporting a variety of industries. Founded in 1974, CJD’s commitment to providing customers with the highest levels of service and support, has seen it grow into Australia’s leading privately owned equipment suppliers.

Products include a comprehensive range of wheel loaders, hydraulic excavators, articulated haulers, motor graders, soil and asphalt compactors, pavers, milling machines and compact equipment. With a network of dealers and service centres that stretch across Australia, CJD Equipment ensures they are

available to customers with 24-hour access to parts and service staff.

The newest edition to the Volvo range is the Volvo Skid Steer Loader. Volvo Skid Steer Loaders are one of the most versatile machines on the jobsite. They promise durability and performance users can count on.

Skid steer loaders boast key features such as a spacious, comfortable cab with tiltforward ROPS/FOPS and 360° visibility on all sides for maximum operator comfort and safety. Other features include: • clean efficient and powerful four-cylinder, liquid cooled, 16 valve Volvo diesel engine with direct-injection; • rugged one-piece welded mainframe provides strength for heavy-duty jobs; • Volvo universal quick-attach connects to dozens of attachments and remote-mount fuel pump, filter, and • water separator for easy access and reduced maintenance expense.

Matched with a three-year/3000 hour full machine warranty, customers can be guaranteed peace of mind when purchasing Volvo’s Skid Steer Loader.

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Rollers

Mitchell Shire chooses Broons’ Combination Rollers with brakes Mitchell Shire Council in Victoria has taken delivery of three Broons Combination Rollers with brakes because they are the only ones to have the safety features which meet the shire’s requirements.

The shire is the first municipality north of metropolitan Melbourne and the southern part is predicted to continue growing at a considerable rate until 2021. However, there is still approximately 780 kilometres of unsealed roads within the shire boundaries, and the three Combination Rollers are used on these roads.

Mitchell’s Manager Operations, Shane Power, said the rollers were mainly used for maintenance grading activities, but were also called on, as needed, for road construction work.

“We chose the Broons rollers because of their braking feature, as they are the only machines to have this safety feature. The rollers are performing really well, and we are very happy with them,” Shane said.

Crushing and compaction specialists, Broons, recognised that OH&S requirements

002 Genuine Parts - Nuts about our Bolts_124x182mm.indd 1

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were becoming more stringent with the likelihood that state road regulations would require increased safety provisions in future for towed equipment; hence the development of braked Combination Rollers.

The first braked Combination Roller was delivered to Narrandera Shire in NSW followed by a further two units to Loddon Shire in Central Victoria and then the three units to Mitchell Shire.

The integrated braked Combination Roller has a disc brake on each of the centre four wheels on the six wheel rear bogie.

Disc brakes were chosen over drum brakes because of their durability and ease of maintenance. A lot of time was spent in the field to be sure the wheels doing the braking actually had the maximum contact patch with the surface of the road; hence the reason Broons chose the inner four wheels.

To ensure maximum performance in all conditions, these four wheels have been solid filled to eliminate the risk of punctures which would otherwise significantly reduce brake performance.

The Broons’ electric-over-hydraulic integrated brake system applies the brakes as soon as they sense the retardation of the tow vehicle via an electric signal from the brake lights on the roller. In addition, a breakaway coupling connected to the towing unit on the front of the roller provides emergency braking should the unit become uncoupled. The complete system is contained on the roller.

6/07/2011 12:08:44 PM

“Our rollers are built so strongly in the first place that they never seem to wear out. It’s a fabulous achievement and stands testament to the build quality of our machines, designed and fabricated right here in Australia to suit local conditions,” Stuart said.

Councils that already own a Broons BH1830 Combination Roller can have brakes retrofitted to their existing unit.

“We’re looking to provide a change-over service for the rear wheel bogie to upgrade to a braked assembly and the brake actuation system can be installed in the rear tool box compartment. We believe we should be able to turn around a council’s roller in our factory in

under two weeks, minimising the time it’s spent off the road,” said Broons Director, Stuart Bowes.

Knowing that approximately 97% of all their Combination Rollers are still in service Broons believes this is a way of upgrading an existing machine to meet today’s safety requirements without the need to replace the entire machine which could have many years of service left in it.

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| info@broons.com | www.broons.com/handyhitch ROADS APRIL/MAY 2013

23

CIVIL WORKS

Tunnelling significant component of proposed HSR network More than 140 kilometres of Australia’s proposed High Speed Rail Network would be comprised of tunnels which would represent the most “significant construction cost element” of the massive undertaking.

The Phase Two Report of the High Speed Rail Study by a team of consultants headed by AECOM found the tunnels would make-up 29 per cent of total construction costs of the network.

The estimated cost of constructing the preferred alignment would be about $114 billion in 2012 dollar terms – $64 billion for the Brisbane-Sydney section and $50 billion for the network between Sydney, Canberra and Melbourne.

The study said tunneling would be adopted where a dedicated surface route could not be created without “unacceptable dislocation and/or environmental costs”.

The most tunnelling – 67 kilometres – would be required to and from Sydney, while access to and from Melbourne would require eight kilometres of tunnelling; Brisbane five kilometres and Canberra four kilometres.

Federal Transport and Infrastructure Minister, Anthony Albanese, said the project had the potential to be a game-changer, transforming the way Australians lived and worked.

“It also has the capacity to better integrate our regional and metropolitan communities and ease congestion on our roads, as well as provide a new foundation for a low-carbon, high-productivity economy.

“Already this technology is being rolledout across the globe with clear economic, productivity, lifestyles and environmental benefits,” Minister Albanese said.

According to the report, the network would be mainly funded by Federal, State and 24

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Territory (ACT) authorities, which would need to play a key role in planning and developing the project, including securing necessary approvals.

Infrastructure advocacy group, Infrastructure Partnerships Australia, said the release of the HSR study should spur immediate action to ensure long, straight corridors were protected for future development.

IPA Chief Executive – Brendan Lyon, a member of the Federal Government’s expert steering group for the study – said the report showed HSR could be a realistic option in eastern Australia.

“If we are being real about it, it is unlikely that we will see immediate action toward the development of HSR, because there are so many other projects like mass transit and roads in capital cities that are competing for very limited investment.

“But this report must spur immediate action to place planning protection over the HSR corridors, ensuring they are not lost to other development. Putting planning protection over the corridors is unlikely to cost much, and governments should make limited funds available to achieve this outcome,” Mr Lyon said.

“Our 2010 study into HSR showed the cost of identifying and acquiring an east coast corridor would rise from $13.7 billion in 2010 to more than $57 billion by 2030, because of increases in land value and the need to resume developed land as our population grows.”

The study concluded the dedicated network would need to be “integrated into the hubs of existing urban transport systems and road networks to maximise its connectivity with other transport networks”.

“All city centre stations must be integrated with other public transport networks and the city peripheral stations must have good access to major road networks,” the report’s key findings stated.

Engineers Australia said the proposed network would significantly improve the long and medium-distance transport capacity for the east coast of Australia.

“As Engineers Australia alerted to in the release of its National Infrastructure Report Card Series in 2010, there has long been a need to expand Australia’s rail networks to enable access by a larger proportion of the population across urban areas,” Stephen Durkin, Chief Executive Officer Engineers Australia, said.

“If we are being real about it, it is unlikely that we will see immediate action toward the development of HSR, because there are so many other projects like mass transit and roads in capital cities that are competing for very limited investment.

“The proposed high-speed rail network would demonstrate a clear commitment to sustainable transport options and a clear commitment to Australia’s economic prosperity.

“This high-speed rail service will provide faster, mass movements of people, which is necessary for our rapidly growing population. Accessibility between capital cities and regional areas would be greatly enhanced, opening up the possibilities of future economic development.

“Engineers are critical players in the planning and delivering of major infrastructure projects such as this, and Engineers Australia welcomes the high speed rail study to improve Australia’s public transport infrastructure to service population growth,” said Mr Durkin.

Planning, consultation and environmental approvals for the HSR system would take about 10 years, according to the report, while pre-construction and procurement activities would take an estimated five years.

On top of that, construction of the whole system would take about 30 years and the consultancy team recommended the SydneyMelbourne line be constructed first because it had stronger forecast demand than the Brisbane-Sydney section.

It would also be cheaper to construct and would have higher economic and financial returns.

The study contended the earliest that main construction work on the project would start would be 2022.

The forecast HSR demand is for between 46 million and 111 million passengers to use the system for intercity and regional travel if the preferred network was fully operational by 2065 – a central forecast for yearly passenger use would be 83.6 million people.

By that time, the system could attract 40 per cent of inter-city air travel on the east coast and 60 per cent of regional air travel.

Minister Albanese said HSR would be a monumental endeavour, with very real technical, logistical and financial challenges.

“That’s why we must take a deliberate, thoughtful approach and this report provides a comprehensive analysis on which an informed public debate is now possible.

“To this end, I am initiating a comprehensive program of public consultation and debate on the role HSR could play in Australia’s transport future. As part of this, I am inviting feedback and views on the report and its findings from all interested parties by 30 June 2013.

“My Department’s HSR Unit is also embarking on detailed consultations with industry, local governments and community groups.

“I am establishing a high level HSR Advisory Group to work along with the HSR Unit in directly advising the Government on key industry and community issues arising out of the report,” Mr Albanese said.

“Lastly, I have written to the Premiers of Queensland, NSW and Victoria, as well as the ACT Chief Minister, seeking their formal views on the report, and nominations to a new Ministerial Group charged with coordinating the next steps for HSR across jurisdictions.”

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CIVIL WORKS

Lack of infrastructure makes for risky business Significant cutbacks are occurring in the engineering industry, with the jobs market returned to post-GFC conditions, according to the latest data released by industry association, Consult Australia. The association’s annual skills survey found that 44 per cent on the sector was reducing recruitment activities and 25 per cent was making targeted redundancies because of market conditions.

Megan Motto, Chief Executive Officer of Consult Australia, says in this article the current conditions contrast markedly to 2010 and 2011 when 74 per cent and 66 per cent of firms respectively stated they were recruiting and there was a skills shortage.

Consult Australia lobbies governments on behalf of the 48,600 firms responsible for the design and delivery of our built environment.

Collectively these organisations employ roughly 240,000 people and generate revenues of approximately $41 billion per year.

In 2013 our annual Skills Survey, which explores human resources issues affecting Consult Australia member firms, revealed some alarming trends. According to the Survey’s results, the jobs market has returned to post-GFC conditions. 44 per cent of the industry is reducing recruitment activities, with another 25 per cent making targeted redundancies.

This is in stark contrast to 2010-11 when 74 per cent of surveyed firms reported that they were actively recruiting and 66 per cent believed there was a skills shortage.

At Consult Australia, we believe this industry crisis is due to the Government’s underinvestment in infrastructure, and is symptomatic of declining business confidence within the economy. Until governments provide a more stable and consistent pipeline of guaranteed infrastructure investment, the engineering industry will be forced to continue cutting back staff and there will be fewer safeguards for jobs in related professions.

If we don’t invest in and develop the infrastructure required by an aging population and meet the demands of a services-driven economy, we will not remain globally competitive. A prosperous future for Australia demands leadership and vision. Major projects must be planned and funded through political cycles and alongside this leadership, a new commitment to infrastructure funding and financing must be supported by new policy levers.

Leveraging private markets through bonds, better use of existing assets (an example of reinvesting in infrastructure is seen in the NSW Government’s recent $4.3b collection from the sale of Port Botany and Port Kembla assets), taxation reform, user-charging, private financing and public financing are all necessary to meet the demand for better transport infrastructure.

We do not consider any one of these funding streams will by itself provide a solution. All represent opportunities for reform. Consult 26

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Australia supports a fiscally conservative approach by governments but recommends savings made across recurrent expenditure be invested in productivity enhancing infrastructure projects. These projects will deliver the economic returns that safeguard employment, and enable our cities, businesses and communities to prosper.

We have been pleased to advocate strongly for transport infrastructure funding alongside Roads Australia, fellow industry associations, and member firms through the Transport Reform Network (TRN). The TRN was established to support industry consensus encouraging changes in the approach to transport infrastructure funding at the highest levels of government. In broad terms, its mission is to seek a better way of planning, managing, funding and financing land transport in Australia to ensure it delivers optimum and sustainable economic, social and environmental outcomes for all Australians.

In parallel with the work of the TRN, Consult Australia has been vocal in calling for a more sophisticated debate about government’s ability to invest in infrastructure. We believe that one of the key areas of debate should focus on the discussion around ‘good debt versus bad debt’.

We believe governments must reconsider the extent to which surplusdriven budgets and unquestioning dedication to AAA credit ratings limit opportunities to invest in long-term productivity-enhancing infrastructure.

The ‘fiscal populism’ that now characterises governments’ approach to debt is at the expense of much-needed infrastructure investment.

Nicholas Gruen of Lateral Economics characterises much opposition to government debt as a ‘faux economic rationalism’: “Australian governments have embraced the notion that all debt is bad, but most of the time debt is only bad if it’s used to fund recurrent expenditure. [...] there is a particular perversity in arbitrarily constraining the borrowing of the entity that enjoys the lowest borrowing cost — the government — especially at a time when our largest cities groan under the weight of a widely recognised infrastructure crisis.”

In recent years Queensland’s significant investment in infrastructure has been funded in part by a willingness to sacrifice their AAA credit rating: moving to a AA+ rating by Standard & Poors in February 2009

“A prosperous future for Australia demands leadership and vision. Major projects must be planned and funded through political cycles and alongside this leadership, a new commitment to infrastructure funding and financing must be supported by new policy levers.”

following the Global Financial Crisis (GFC). This was a decision that brought disproportionate criticism given the significant capital works program supporting the Queensland economy and likely boosting productivity in the longer-term.

However, the increasing politicisation of surpluses and deficits cannot be ignored. Nor can recent criticism and opposition levelled at the decision-making process, cost-benefit analysis and budgetreporting informing government funding of the National Broadband Network (NBN).

A bi-partisan approach to public infrastructure investment, supported by independent advice, is urgently required to encourage a more complex debate about budget policy.

This approach will deepen the public’s understanding of the benefits of government debt in funding public infrastructure, and apply a high level of rigour, accountability and transparency to the decision making process.

Opposition to a decision made in this context would be untenable.

In the end, in the absence of more evidence-based policy development from all governments supporting infrastructure investment, there is a risk that Australia will fail to take advantage of the substantial investments in engineering and related professional services that have been made as a consequence of the resources boom.

These investments and our strong skills base have placed Australia in a strong position relative to many overseas economies that do not have such a sophisticated domestic industry and the opportunities that represents.

While public debate bemoans job losses in manufacturing in areas such as the automotive industry, perhaps we are missing the real opportunity for governments to support a more innovative, knowledgebased economy for Australia’s future that lies in professional services such as engineering and architecture.

The recent announcements of the significant job losses and contraction in the sector should present a wake-up call for anyone concerned with the state of our built environment and the stability of this nation-building industry.

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CIVIL WORKS

Analysis of engineering construction in Australia Private sector work in the civil engineering construction sector in Australia will exceed work in the public sector for the foreseeable future, according to a detailed report on the sector by the business research and forecasting group BIS Shrapnel.

The report – Engineering Construction in Australia 2011/12-2025/26 – found work funded by the private sector had surpassed work funded by the public sector since 2002/03.

It said there had been a “strong, consistent increase” in the private sector funded share since the mid-1990s, especially in the last six years.

The analysis showed that in 2010/11, private sector expenditure accounted for 82 per cent of the total value of engineering construction work – a dollar value of $71.3 billion. That compared with 18 per cent for the public sector and a dollar value of $15.4 billion.

The largest expenditure category, according to the report, was Mining and Heavy Industry, which accounted for 36 per cent of the total value of engineering construction work in 2010/11. Roads, Highways and Subdivisions contributed 18 per cent of total engineering construction.

Electricity Generation, Transmission and Supply was the next largest category, accounting for 12 per cent of activity. The proportion of work done in the Water Storage and Supply segment rose to seven per cent of all work done in 2010/11, well above the three per cent on average in the preceding decade.

Railways work also climbed in total and as a share of all work (7 per cent), while Telecommunications remained around five per cent of engineering construction in 2010/11.

The research found that with the effective privatisation of Telstra in 2006/07, the share of publicly funded work spent on roads and other segments rose dramatically. However, the construction of the National Broadband Network will see this share rise again over the next few years, according to BIS Shrapnel.

In 2010/11, the largest proportion of public expenditure was Roads, Highways and Subdivisions (35 per cent), followed by Electricity (21 per cent) and Railways (14 per cent).

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BIS Shrapnel economist, Steven Gosarevski,

Private sector funded work was concentrated in the Mining and Heavy Industry category with work done valued at $30.7 billion in 2010/11, representing 56 per cent of total private sector expenditure.

Roads, Highways and Subdivision was worth $5 billion in 2010/11, representing around 10 per cent of total private expenditure.

Telecommunications represented seven per cent of all privately funded activity, while Electricity (8 per cent) was what the report described as a “major determinant of private sector work levels”, following complete privatisation in Victoria and South Australia, and increasing private investment in new power stations in many states.

BIS Shrapnel economist, Steven Gosarevski, said there had been a synchronised boom in private and publicly funded work, but there would be a downturn.

“At the moment on our projections, engineering construction in 2013 is going to peak at around $128.6 billion. It’s from here that we expect both private and public cycles to turn downwards,” Mr Gosarevski said.

“On the private side, we have mining and mining-related investment starting to come off the boil. Within the sector, there are drivers that will be moving in the opposite direction; for example LNG activity will continue to rise, but overall there will be a decline.

“The decline in the private sector will be driven in particular by the investment

intensions of the major miners to scale back capital expenditure plans,” Mr Gosarevski said.

“In the public sector, we’ve had a pretty strong run in roads over the past year – we’ve also had quite significant levels of electricity spending and water and sewerage has also been quite a strong sector relative to historical levels.”

Going forward, Mr Gosarevski said, BIS Shrapnel was expecting the biggest cutbacks to occur in the roads sector following the depletion of funds within the Nation Building program.

“We’re expecting between 2013-15 a decline of about 22 per cent.

“We’ve had quite a pull forward on road expenditure following the stimulus of the global financial crisis – a lot of projects were brought forward and now we’re at the tail end of these projects.

“We’re expecting quite a bit of tapering off until the new round of funding becomes available in the 2015-16 financial year,” explained Mr Gosarevski.

“At the moment, electricity has had a really strong phase of network upgrades, but we’re expecting this to decline over time as well.”

Mr Gosarevski said the electricity sector would be looking at its next upturn later in the decade.

“The sector will require new base-load generating capacity and we envisage further increases in infrastructure construction in the second half of the decade.”

With respect to the water and sewerage sector, Mr Gosarevski said there had been major activity with desalination plants being constructed in each of the major capital cities.

“We don’t expect to see the water utilities picking up to the same levels as in previous years.

“The decline will take pressure off construction costs going forward,” according to Mr Gosarevski, and he said it “would allow more infrastructure to be built in the long-term without any sort of pain”.

“It will be an orderly decline and also allow construction in other sectors like residential to really come forward.”

Mr Gosarevski said on balance, even though civil engineering construction would be impacted by a decline, overall activity would remain at what he described as “remarkably high levels”.

Leading stadium builders on shortlist for Perth sport complex Three cosortia of the world’s top stadium builders – responsible for projects including the London Olympic Stadium, Adelaide Oval and Singapore Sports Club – have been shortlisted for the right to bid for the design and construction of the new Perth Stadium.

The three consortia are WESTADIUM, led by Brookfield Financial and John Laing; Confidem, led by Capella Capital; and WestAdium, led by Bouygues and Plenary Group.

The consortia now have the opportunity to work with the Western Australian Government on detailed plans for the stadium and sports precinct to ensure they meet the state’s requirements.

Sport and Recreation Minister, Terry Waldron, said the stadium steering committee had been working closely with a range of user groups to work out what the public wanted.

“After extensive consultation with a range of sports groups, sports fans, the general

public and other stakeholders, we are confident of providing the consortia with the best advice to ensure we get a world-class stadium,” Mr Waldron said.

“The driving philosophy behind the stadium is putting fans first and this will continue to be the government’s focus.”

A second key milestone associated with the project has also been reached – the Ertech Keller Joint Venture has been chosen as the preferred contractor for the pre-construction site works.

The 18-month preliminary site works program, which is expected to begin in June, will mitigate any ground conditions and environmental risks, and pave the way for stadium construction to start in late 2014, consistent with the planning date.

Works on the site will include ground improvement for the stadium, bus hub and pedestrian areas for the new train station and groundwater and waste management works.

Construction of new light rail stops underway Delivery of Sydney’s $176 million Inner West Light Rail Extension reached a significant milestone on April 5 with construction underway on all nine new light rail stops.

New South Wales Premier, Barry O’Farrell, and Minister for Transport, Gladys Berejiklian, toured the light rail construction site in Dulwich Hill.

“It’s been five months since major construction started on the Inner West Light Rail Extension and work is now at its peak with construction underway at all new stops,” Mr O’Farrell said.

“The NSW Government has made a significant commitment to building new light rail infrastructure throughout Sydney and the Inner West Extension is the first part of what will be a modern, expansive light rail network.”

Ms Berejiklian said planning and design work was also underway for extensions of the light rail through the city’s central business district and to Randwick and Kingsford via the Moore Park entertainment precinct.

“In the Inner West, platforms are already in place at Waratah Mills and Lewisham West stops and we are seeing great progress on one of the two stops that will serve commuters in the Dulwich Hill area.

“I’m really thrilled to see the progress of construction on this important project, which will provide residents of this densely populated area with a great service.”

When completed, the new Dulwich Grove light rail stop will include lift access to the platforms, bicycle racks and dedicated parking for people with a disability.

A range of safety and accessibility features will be provided, including passenger information displays, platform shelters and seating, lighting, emergency help points, CCTV, a level crossing between platforms and signage.

The stop’s location will also allow light rail customers to easily access bus services.

In addition to Dulwich Grove, stops to be built as part of the 5.6 kilometre Inner West Light Rail Extension project include Leichhardt North, Hawthorne, Marion, Taverners Hill, Lewisham West, Waratah Mills, Arlington and Dulwich Hill Interchange.

Once complete the Inner West Light Rail Extension will connect from Dulwich Hill to the existing light rail service, which operates from Central to Lilyfield.

Passenger services on the Inner West Light Rail Extension are expected to begin in the first half of 2014.

ROADS APRIL/MAY 2013

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Ezy-Guard – next generation steel guardrail barrier Approved by the NSW Roads and Maritime Services, Ezy-Guard Smart is the next generation steel guardrail barrier providing superior motorist safety.

Developed by Ingal Civil Products, Ezy-Guard Smart has been fully crash tested and evaluated in accordance with MASH Test Level 3, distinguishing it from other Australian public domain guardrail barriers.

The MASH testing regime updates and supersedes NCHRP Report 350 for the purpose of evaluating new safety hardware devices, with increased vehicle sizes, and more objective, quantitative evaluation criteria.

Ezy-Guard Smart imposes lower forces to the impacting vehicle than traditional guardrail barriers through its containment capabilities. As the barrier deflects, vehicle impact energy is dissipated, reducing occupant risk and minimising vehicle damage.

Cost Advantage The use of fewer components and a lightweight Z-post design provides savings on materials, freight and installation. Ezy-Guard Smart is up to 55% narrower than the current public domain systems conserving valuable formation width and allowing a greater recovery width to be provided for errant vehicles.

Consideration for Vulnerable Road Users The Ezy-Guard design does not contain any elements that become projectiles and there are no aggressive edges.

The design of Ezy-Guard Smart shields the top of the post with the W-beam rail; this eliminates a dangerous snag point,

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reducing the potential for injury to vulnerable road users such as motorcyclists or cyclists in a crash situation.

This is a significant safety benefit compared to all guardrail and cable barrier designs currently used within Australia with sharp edges exposed on posts and blocks.

Environmentally Friendly Manufactured in Australia, using the latest roll-forming and hot-dip galvanizing technology, Ezy-Guard Smart uses less steel than the current public domain systems. This reduction in steel content reduces energy consumption, creating a smaller ecological footprint, providing an environmentally friendly alternative.

For more information on Ezy-Guard Smart, contact Ingal Civil Products on 1800 803 795 or visit www.ezyguard.com

CIVIL WORKS

Komatsu’s Hybrid excavator goes head-to-head with Toyota’s Prius In an unusual “road test”, Komatsu’s Hybrid excavator was put through its paces against Toyota’s hybrid Prius car by leading motoring writer, Joshua Downing, News Ltd’s national motoring editor.

Downing’s “road test” looked at the technology and fuelsaving features of Komatsu’s 21 tonne HB215LC Hybrid excavator, comparing it with those of Toyota’s Prius.

“Weighing a pinch over 21 tonnes, it’s a far cry from the Toyota Prius C, one of Australia’s cheapest hybrid cars.

“Its bright yellow arm (capable of carrying a 2450kg load) could lift two of the tiny-tot Toyotas in one deft swing – and still have room to dig some dirt,” he wrote in the March 1 edition of The Daily Telegraph.

The review has since appeared nationally on News Ltd’s carsguide.com.au website, as well as in the company’s major metropolitan and community newspapers around Australia.

After nervously getting into the Komatsu Hybrid’s cab to test its digging abilities, Downing concluded: “Eventually I got the swing of it and the machine’s minders had to bang on the soundproof door to get me out. And to think, people get paid to have this much fun.”

Komatsu Australia is the Australian and New Zealand distributor for Komatsu construction and mining equipment.

Further information: Komatsu Australia, ph 1300 KOMATSU (1300 566 287), website www.komatsu.com.au, e-mail info@komatsu.com.au.

“Its bright yellow arm (capable of carrying a 2450kg load) could lift two of the tiny-tot Toyotas in one deft swing – and still have room to dig some dirt.”

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The Future of Earthmoving Our Hybrid power innovations are leading the way to a better future

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CIVIL WORKS

Panoramo Family Now Complete Founded in 1958, IBAK has many years of experience in producing top-of-the-line CCTV equipment and is acknowledged as a world leader in pipeline inspection technology. Its latest Panoramo series has lived up to the company’s reputation and showcases its innovative, cutting edge design.

Panoramo SI Unlike a video film from a conventional pan and rotate camera, which only shows the section of view saved at the time of filming, the Panorama SI software provides an all-round inspection of the manhole.

This means that, after the fact, the inspector can stop at any position in the manhole and perform a continuous, unrestricted 360 degree pan.

Additional features, such as the zoom and illumination utilities, allow the inspector control over the footage without having to interact with the down-hole hardware in any way.

At the same time, an unfolded view of the manhole can be generated which gives a rapid overview of the structure and enables the user to view the entire depth of the shaft in a glance and “jump” to positions of interest with a single mouse click.

Further to this, the introduction of the “Point Cloud” measuring tool enables 3D “off the wall” measurement of objects such as debris, benching depths, inlet and outlet diameters, and step irons with pinpoint accuracy.

The IBAK Panorama SI can be used for manholes, wet wells and inspection shafts of 300 mm diameter upward.

Panoramo Like the Panoramo SI, the Panoramo uses two integrated scanning units at the front and rear end – each consisting of a 186 degree fisheye lens and a high-resolution digital camera. The images are taken by the two cameras at 5 cm intervals in the pipe and combined to give a 360 degree image.

With a cable length of 500m, kilometres of pipeline can be inspected from a manhole. This, coupled with the system’s ability to traverse at speeds of up to 350 mm/sec, makes for exceptional productivity. Surveys of entire sections are completed in minutes.

An additional benefit is the elimination of all moving parts from the cameras minimising the wear and tear issues common to other camera systems. The Panoramo can inspect lines from 200mm up.

Panoramo SI

Panoramo 150 Conceptually similar to its sister products, the new Panoramo 150 provides an operating CCTV solution for 150 mm diameter relined pipes and upward. The product has a steering function, utilises LED lighting which further increases its longevity, and completes the Panoramo range.

For more information on IBAK Panoramo products contact Austeck on 1800 287 835, info@austeck.com or www.austeck.com

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The inspection range of Panoramo is now complete with the arrival of the new Panoramo 150 pipeline inspection system and Panoramo SI manhole inspection system

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parks

Kids have designs on winning playgrounds

Children are having their say on the planning and design of the City of Sydney’s so-called “pocket parks” and playgrounds.

The latest advice and direction from young Sydneysiders was used in the upgrade of a small park in the inner suburb of Redfern, and Lord Mayor, Clover Moore, met with 35 boys and girls from the local Bourke Street Primary School to hear their judgement of the project.

“We always consult with the community before upgrading our parks, and we are increasingly seeking the children’s ideas about their designs,” the Lord Mayor said.

“Engaging school children in our decision-making not only gives us great parks and playgrounds, it is an investment in the growth of the active citizens of the future.”

Across the city centre and surrounding village areas, there are more than 400 parks, meaning no visitor, local, worker or child is far from a green space.

About 276 of them are small parks and playgrounds, and combined they fill an area larger than 32 football fields.

The park in Redfern will be the 43rd pocket park to receive an upgrade in the last eight years.

Local parks slated for improvements in 2013 include Janet Bierne Reserve (Beaconsfield), St James Park (Glebe), and Reconciliation Park (Redfern).

The Lord Mayor said the city’s small parks and playgrounds were urban oases for tens of thousands of residents, visitors, children, parents and workers.

“Sydney is the most densely-populated city in Australia, and providing great places for local activity and interaction is high on our priority list.”

Some of the City of Sydney’s most interesting small parks are: • Pottinger Park, Millers Point: has the sandstone ruins of the home where horse and cart driver, Arthur Payne, lived in the 1900s – the first Sydneysider to be diagnosed with the bubonic plague.

• Barcom Avenue Park in Surry Hills: where former convict, Thomas West, built a water mill using the streams that ran down into Rushcutters Bay – rainwater is now harvested underground from the adjacent St Vincent Hospital to water the park.

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• Lilian Fowler Reserve in Newtown: a partnership between the city and Newtown Public school creating new play spaces for students, rain gardens, herb gardens, recycled pavers and bike racks.

• Ethel Turner Reserve in Paddington: includes play elements and structures among existing sandstone outcrops.

• Pinkstone Playground in Erskineville: a tiny corner park sheltered by old gum trees and with a woven cubby house and a tangled nest holding gigantic ‘eggs’.

• Kirsova Playground 1, Erskineville: was donated to the children of Sydney by prima ballerina Helene Kirsova (1910-62) – has vibrant red seating, climbing nets, recycled railway track and lots of shade.

• Arthur (Paddy) Gray Reserve in Glebe: urban oasis for wildlife, like the blue wrens which have returned thanks to the park’s native shrubs and plants, and • Peace Park, Chippendale: sustainable park with underground rainwater tanks, communal verge gardens and fruits trees around the perimeter.

“Engaging school children in our decision-making not only gives us great parks and playgrounds, it is an investment in the growth of the active citizens of the future.”

New flying fox for Broadbeach All Abilities Playground A new addition to the popular Kurrawa All Abilities Playground at Broadbeach on Queensland’s Gold Coast will give children even more opportunity for inclusive play.

The new flying fox which can be used by children with disabilities was jointly funded by Gold Coast City Council and the Inner Wheel Club of Broadbeach, which donated $3000 to the total project cost of $8200.

Opened in December 2010, the All Abilities Playground incorporates sensory, motor, imaginative and educational aspects of play, and is designed to let children with disabilities play outdoors and side-by-side with friends and siblings. Cr Bob La Castra, council’s Chair of Community and Cultural Development, said he was grateful for the generosity of the Inner Wheel Club of Broadbeach.

“We thank all the club members involved for their wonderful fund raising efforts in helping to make this possible.”

President of the Inner Wheel Club of Broadbeach, Phia Damsma, said the flying fox, with its Universal Design seat providing side and back support and a harness to hold a child, was an excellent addition to the playground.

“This piece of equipment will give children with disabilities the exhilarating experience of a flying fox, which until now, they have often missed out on,” Ms Damsma said.

The playground provides access for all children to experience fun, interactive and challenging play, while their families and carers watch over them in an enjoyable and relaxing environment.

Megan Cunningham, whose son Will Emerson has a disability, has been involved in the design of the playground.

“This equipment means that children with disabilities, like Will, have the opportunity to play with their siblings and friends. Often kids, like Will, sit on the outside, but this playground gives them a chance to join in the fun with everyone else.

“A big thank you must go to Phia Damsma who worked really hard to make this happen and has seen the project through right from the start,” Ms Cunningham said.

Stage One of the All Abilities Playground won the State prize in the 2011 Inclusive Community Champion Awards, coordinated by the Spinal Injuries Association.

Megan Cunningham enjoying the Flying Fox with her son Will Emerson

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parks

2013 CCAA Public Domain Awards Entries are now being accepted for the 2013 Public Domain Awards, recognising Australia’s most innovative and exciting applications of concrete in the public arena.

Presented by leading industry association, Cement Concrete & Aggregates Australia (CCAA), the 2013 Awards cover four categories: Streets and Paths, Precincts, Walls and Bridges.

Awards and/or Commendations are made in each category, as well as for the best project from each State and Territory, and the best overall (national) project.

Over the past 17 years, the biennial Public Domain Awards have evolved into Australia’s pre-eminent celebration of outstanding urban landscape design

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and construction in the public domain, attracting national attention and acclaim for project stakeholders.

In 2011, the top Award went to Ballast Point Park at Birchgrove on the Sydney Harbour foreshore, a remarkable recreational space that uses concrete, recycled and new, to help relate the history of the site and, at the same time, reveal and enhance the natural beauty of the location.

To be eligible for the 2013 Awards, projects must have been completed between April 1, 2011 and March 31, 2013. The closing date for entries is May 31.

For more information or to submit your entry, go to www.publicdomainawards.com.au

news

Road network safety upgrade

Strengthening bridges in the Apple Isle The Federal and Tasmanian governments will each provide $2.4 million to strengthen bridges on vital freight routes.

The money will be used to strengthen or replace bridges along two of Tasmania’s heavy vehicle routes – Esk Main Road and Railton Main Road.

The projects have been approved under the $220 million Heavy Vehicle Safety and Productivity Program, and are in addition to the 10 projects which have already received funding in Tasmania in previous rounds.

State Infrastructure Minister, David O’Byrne, said the projects were vital for current and

proposed industry, as well as the main link to Tasmania’s east coast.

“This is about government strategically investing in infrastructure that supports industry and jobs,” Mr O’Byrne said.

“These bridges are nearing the end of their lifespan. We’ve invested to make sure industries like the Cement Australia plant at Railton have safe, reliable access.

“The announcement is a good example of the Federal and state governments working together to boost safety and productivity for the local trucking industry,” Mr O’Byrne said.

The Federal Government, states and territories, local governments and the trucking industry have agreed to provide $82 million to upgrade the safety of Australia’s road network.

About $67 million of the funding will be used to build or upgrade 50 rest areas, improve signage along the nation’s highways and trial smart technologies, making it safer for truck drivers to take a break or reconfigure their trailers.

These projects have been approved under the Heavy Vehicle Safety and Productivity Program – the first dedicated Federal response to the lack of safe, modern rest stops along Australia’s highways.

Delivering modern rest areas and roadside facilities means truck drivers can take a break, making highways safer for all users.

For the first time, funding has also been set aside to improve safety at livestock saleyards and to upgrade other facilities used by the livestock transport industry.

Around $15 million will be used to build or improve the safety and condition of 119 ramps, 42 loading pens, the lighting in 16 saleyards as well as to install or upgrade truck wash points, internal roadways and install saleyard security gates.

These improvements will help protect rural truck drivers who are involved in transporting livestock.

Vale; NTC’s Nick Dimopoulos Just as the February-March issue of Roads was being prepared, the National Transport Commission (NTC) released news of the sad passing of its Chief Executive, Nick Dimopoulos.

Mr Dimopoulos died on 8 February 2013, surrounded by his family. The Commissioners and staff of the NTC released a statement honouring what they described as “Nick’s tremendous contribution to our organisation and the Australian transport industry”.

“Nick was a visionary, a tireless champion for transport reform and a proud father and husband.

“Nick’s positive influence on the NTC and the transport industry will be felt for years to come.”

Mr Dimopoulos was appointed Chief Executive and Commissioner of the commission in 2006.

The statement said he guided the organisation through influential stages in its history, including overseeing the implementation of the 2009 review of the NTC. He also led the NTC’s support and delivery of Standing Council on Transport and Infrastructure (SCOTI) and Council of Australian Governments (COAG) reforms, set to transform Australia’s transport system.

Mr Dimopoulos’ career spanned the public and private sectors in mining, agribusiness, logistics, finance and infrastructure industries.

He held senior executive and chief executive positions within the Committee for Economic

Development of Australia and Victorian Treasury.

Mr Dimopoulos was involved in mergers and acquisitions with BHP Billiton and worked on World Bank infrastructure projects in China through the early stages of his career. He also sat on a number of project boards, which manage SCOTI – and COAG-driven national reforms.

He studied economics at the Australian National University and completed executive and postgraduate studies at the University of New South Wales and Harvard University.

Mr Dimopoulos was a member of multiple professional bodies including the Australian Institute of Company Directors. In his spare time, he enjoyed attending family and sporting events and community service activities.

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news

New western Sydney link road to open mid-year Sydney’s new $55 million Erskine Park Link Road is on schedule to open to traffic by June.

The three-point-one-kilometre, four-lane divided road between Lenore Lane at Penrith and Old Wallgrove Road at Blacktown will open hundreds of hectares of new employment lands within the Western Sydney Employment Area.

It will reduce traffic on local roads by redirecting trucks from residential streets to the M7 and M4 motorways.

A milestone was achieved in the last week in March with the second 80 metre long set of dual bridge girders installed for the Ropes Creek Bridge. On March 25, workers started pouring concrete on the bridge deck and laying asphalt on remaining sections of road.

Crews will carry out landscaping before the road opens to traffic in June.

The Erskine Park Link Road will: • provide a vital link between the Western Sydney Employment Area and the M7 and M4 motorways; • reinforce the Western Sydney Employment Area as a significant employment hub; • reduce industrial traffic on the existing Erskine Park Road and adjoining roads; • improve traffic flow in Western Sydney with direct connection to and from the M7 motorway; • provide a new shared cycle/ pedestrian path; and • reduce transport costs for industry located in the Western Sydney Employment Area.

M5 South West Motorway goes cashless Sydney’s M5 South West Motorway converts to cashless tolling from 1 July, 2013.

The M5 is the last motorway in Australia operating cash booths and the conversion to cashless tolling will bring it in line with the 160 kilometre Sydney Orbital by delivering a system which is more efficient and convenient for motorists.

“From 1 July, the M5 cash collection toll booths will no longer be in operation and motorists who use the motorway will need to ensure they use an active tolling product such as an electronic tag or pass when travelling on the motorway,” New South Wales Roads Minister, Duncan Gay, said.

“In August 2012 we started work to widen the M5 South West Motorway to increase capacity,

improve traffic management, safety and relieve traffic congestion. The conversion to cashless tolling will further help to reduce congestion and improve traffic flow and travel times for the 125,000 motorists who use the motorway every day.

“There will be changed conditions on the motorway as a result of the conversion to cashless tolling, and associated work to realign lanes and remove the toll booths, which is expected to happen in September.

“We will make this changeover to cashless tolling as seamless as possible and will work to minimize disruption to motorists,” Mr Gay said.

“Motorists will be informed of any traffic changes by Variable Message Signs and fixed signage on and around the M5 South West Motorway.”

New interchange to eliminate black spot on Bruce Highway Nearly $81 million in Federal funding will be provided to replace a dangerous intersection on the Bruce Highway between Caboolture and Caloundra.

The Roys Road and Bells Creek Road intersection near Beerwah will be replaced by a new interchange, the first stage in the targeted upgrade of the section of highway.

The need for an interchange was identified in a road safety audit conducted by the Australian Road Research Board. Over the past decade,

the intersection has been the scene of 10 fatalities leading to its closure to traffic wanting to cross the highway.

Around 50,000 vehicles use this section of the Bruce Highway every day.

The project will extend Roys Road to the new interchange which will include a bridge across the highway, and on-and-off ramps.

The government will also spend $15 million to improve the Boundary Road Interchange near Narangba. The interchange is becoming

increasingly congested and hazardous as the number of vehicles using it rises to more than 100,000 a day.

The project will improve the flow of traffic through the interchange as well as along the highway itself.

It will lengthen the northbound exit ramp as well as provide separate left and right turning lanes onto Boundary Road. On the Brisbanebound side of the highway, a new dedicated left turning lane will be installed.

Infrastructure coordinator reappointed Michael Deegan has been reappointed as the Infrastructure Coordinator of Infrastructure Australia – the executive with responsibility for overseeing the body’s day-to-day operations.

Mr Deegan was initially appointed to the post in 2008 and his re-appointment is for a five-year term.

Over its first five years, Infrastructure Australia has driven reforms to the way Australia plans, assesses, finances, builds and uses infrastructure. Already it has: • completed the first-ever audit of the nation’s infrastructure; 42

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• put in place a National Priority List to guide investment into nationally-significant projects which offer the highest economic and social returns. The Federal Government has now committed funding to every “ready-to-proceed” project listed on the original list arising out of the national audit; • developed national Public Private Partnership (PPP) guidelines to make it easier and cheaper for private investors to partner with governments to build new infrastructure; • finalised long-term blueprints for a national,

integrated and multi-modal transport system capable of moving goods around as well as into and out of Australia quickly, reliably and efficiently: the National Port Strategy and the National Freight Strategy; and • created a national prequalification scheme through which a private contractor registered in one state is automatically recognised nationwide, a reform that’s cut red tape, promoted greater competition within the construction sector and created a seamless national economy.

Eastern Freeway best route for Doncaster Rail Line A rail line along Melbourne’s Eastern Freeway is the most viable option for a Doncaster rail line, according to Victoria’s Minister for Public Transport Terry Mulder.

The proposed line would connect the Doncaster Park-and-Ride with the Hurstbridge line at Collingwood in inner Melbourne.

Announcing the public release of the Doncaster Rail Study’s Phase One draft report, Mr Mulder said the preferred Doncaster rail alignment could be expected to carry 56,000 passengers per day by 2031.

“The Eastern Freeway option would provide a fast, frequent and reliable service between Doncaster and the CBD, with the journey expected to take around 25 minutes.

“The Doncaster rail line would start at the Doncaster Park-and-Ride, and would pass under the Eastern Freeway to a station at Thompsons Road in Bulleen, then cross into the freeway median and on to a station at the Chandler Highway in Kew. “The new rail line would then pass under the freeway and connect into the Hurstbridge line at Collingwood station, with trains continuing into the city on the existing tracks,” Mr Mulder said.

The rapid transit alignment was selected from six options and was preferred over routes which were constructed entirely in tunnels via local suburbs, and a link from Doncaster to Melbourne’s central business district via Box Hill.

The route was also the one most favoured by community members in the area.

“More than 60 per cent of people who gave their feedback to the study team listed the rapid transit route as their first preference,” Mr Mulder said.

He said the Doncaster rail line was one of the medium-term priorities outlined in the government’s submission to Infrastructure Australia and welcomed the release of the study’s Phase One draft report.

“The government is committed to delivering a heavy rail line to Doncaster and this was affirmed in our submission to Infrastructure Australia,” Mr Mulder said.

“The release of the Doncaster Rail Study Phase One draft report is an important milestone in planning for the line.”

The draft report, prepared by an independent study team of engineering and planning specialists, identifies a number of rail network

Kiata overtaking lane completed A new Melbourne-bound overtaking lane on the Western Highway at Kiata – between Nhill and Dimboola – is open to traffic, giving motorists another opportunity to safely pass slower moving vehicles.

The new $1.8 million, 1.2 kilometre long overtaking lane is one of a number of improvements being made to the Western Highway – the nation’s second busiest highway.

The project involved earthworks, pavement construction and sealing, linemarking, installation of signs and the laying of reflective markers.

Overtaking lanes have already been constructed at Dimboola as well as to the east and west of Kaniva, with work now underway on a further two near Pimpinio.

Work is expected to begin soon on yet more overtaking lanes between Horsham and Dimboola.

The upgrade of the Wimmera River bridges at Horsham will begin shortly.

Other recently completed improvements to the highway include the strengthening of the bridges over the rail line at Wail and Kaniva; upgrades to the rest areas at Deep Lead and Pink Lake; construction of a new trailer exchange outside Nhill; and installation of intelligent transport system signs.

Between Stawell and the South Australian border the highway’s traffic volume ranges from 2,500 to 4,000 vehicles per day in the sections between rural towns.

This can escalate to as high as 23,000 vehicles per day where the highway passes through Horsham.

Commercial vehicles account for 50% of the total traffic as the highway nears the SA border, increasing to 70% during the night.

capacity challenges that would need to be addressed before a rail line to Doncaster could be introduced.

These challenges include measures to increase the number of trains that can be run on the busy South Morang and Hurstbridge group of lines.

The Doncaster rail line is estimated to come at a cost of between $3 billion and $5 billion, in today’s dollars, with track separation works on the South Morang line estimated to cost a similar amount.

The Doncaster Rail Study Phase One draft report is now available for public comment.

The government says it is important people have their say on what the draft report is recommending before the study team finalises its report for submission.

The scope of work to be undertaken in Phase Two of the $6.5 million Doncaster Rail Study will be determined following the government’s consideration of the final recommendations report, which is expected to be submitted later this year.

The study can be found at www. doncasterrailstudy.com

Aligning transport and urban development in SA Two million dollars in Federal funding has been allocated to South Australia to help it align the transport and urban development of the future.

The Integrated Transport and Movement study will focus on planning for Adelaide’s growth and help the capital maintain its reputation as one of the world’s most liveable cities.

The study will help with future planning decisions as South Australia looks to further revitalise its road, rail, tram, and bus networks and more closely integrate them with urban growth areas.

SA Transport and Infrastructure Minister, Tom Koutsantonis, said the study would formalise existing transport and infrastructure plans within the 30-Year Plan for Greater Adelaide.

“We’ve just delivered a decade of unprecedented investment in transport so now we want to

discuss with South Australians how we capitalise and drive further investment,” Mr Koutsantonis said.

“An Integrated Transport and Movement study will draw together data from a host of existing strategies and focus on transport, not only in and around Adelaide, but also across SA.” Minister for Planning, John Rau, said the study would focus on moving people between where they lived, worked and played, and would be a guide to private, federal, state and local government investment.

“This study will help us further focus our 30-year vision for South Australia by ensuring land-use planning, strategic infrastructure and transport investment are fully integrated,” he said.

Key industry groups will provide initial input into the study and the general public will then be invited to comment on a draft response.

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The AustStab Segment

CEO’s report

By Greg White Over the past two years, AustStab in partnership with CPEE (Centre for Pavement Engineering Education) have conducted 20 stabilisation courses throughout Australia.

The course covers theoretical and practical sessions with Mr Bob Andrews the main presenter. We also have a number of industry experts and road agency staff to give their design and construction experiences.

The response from our audience has been very positive – the attendees encompass a wide range of people; some with very little stabilisation experience to very knowledgeable practitioners.

The course shows the great financial and environmental advantages of stabilisation, with rehabilitation costs often reduced by 50%, and frequently the elimination of carting material to landfill and the use of increasingly rare good quality quarry materials.

As the course goes deeper into the uses of stabilisation it invokes many diverse questions. The most commonly asked questions are centred around when and where to use stabilisation. It has become clear that many attendees or their organisations have little knowledge of the process for design and specification of stabilised pavements.

The industry has advanced greatly over the last decade due to vastly improved binders, plant and specifications which enables practitioners to have great confidence in stabilisation projects.

In the course we also highlight the need to use the correct materials, equipment and procedures. Properly designed and constructed projects ensure positive influences on the future use of stabilisation.

We find that often, positive field experiences create stabilisation champions, use then utilise the process by choice at the design stage on future projects.

Over the next three editions of Roads magazine, which include the AustStab section, there will be an article on the design process for the most popular uses of stabilisation.

• Stabilisation of natural sub-grades; • Lightly bound bases; and • Bound sub-bases.

We often find practitioners are only aware 44

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of one or two of these applications and therefore lose the opportunity of greatly reducing costs, as well as benefitting the environment by using recycled alternatives.

One of the often ignored advantages of stabilisation using binders is that the stabilised layer is far more impervious to water when compared to natural or quarried materials.

This serves to deliver a far more durable pavement with greater resistance to the common cause of pavement failure – water ingress.

In this edition, the first topic to be covered is Stabilisation of Natural Subgrades.

Austroads has recently published a clarification of the design method for the stabilisation of natural sub-grades using lime or cementitious binders. The procedure is simple using existing Austroads design charts.

It is evident that designers are confused as how to design pavements using the improved engineering properties of stabilised sub-grades. The method outlined is still conservative and ensures that the characteristics of the underlying material are fully taken into account. I am sure all pavement engineers will find the article useful and informative.

“The industry has advanced greatly over the last decade due to vastly improved binders, plant and specifications which enables practitioners to have great confidence in stabilisation projects.”

CEO Greg White

President’s Message

By HEATH CURNOW I am continuing to field concerns that the road network is succumbing to increasing strain in many parts of the country, particularly rural roads. Insitu stabilisation paves the way for an innovative, cost effective solution during these economically tight times. Evidence of the increasing deterioration of pavements is particularly represented by the escalating numbers of; • potholes; • pavement deformations; • crocodile cracking; and • rutting along the wheel path.

Often the defects that appear on the surface are evidence of an underlying pavement structural failure. A “band aid” type shallow patch only serves to hide the issue for the short term before the defect returns worse than before, sometimes within weeks. It ends up expensive and ineffective.

Step 1: Address the drainage – always ensure the pavement is well drained to below subgrade.

Step 2: Repair/improve the pavement structure through to the subgrade where the source of the weakness is.

Step 3: Finish the wearing Course Insitu Stabilisation provides the quickest and most cost effective means of patching, rehabilitation or recycling an existing pavement by the reuse of site materials.

Modern stabilising machines are capable of mixing a layer up to 500mm insitu in a single pass. Greater depths can be stabilised in layers by side casting. If works are completed by an experienced, AustStab accredited contractor, the pavement will have the same design life as a new road.

The stabilising process has the ability to improve inadequate pavement properties by addressing: • strength; • moisture susceptibility; • Plasticity Index (PI); and • permeability

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President Heath Curnow Stabilising works can be completed very quickly and without closing the road. The longer a failing pavement is not addressed, the defect continues to grow requiring a larger area to be rectified which costs more.

As the problem grows, so too does the size of the hazard along with the likelihood and severity of an incident.

The current environment of extreme weather, drought, fire and flood coupled with increased traffic loads/volumes and insufficient maintenance/rehabilitation funding is reducing the standard our roads.

Innovations in stabilisation can provide the solution if addressed before it’s too late.

Our accreditation scheme, which is a combined third party accreditation by the ARRB Group and AustStab, continues to be supported throughout Australia. We are pleased to announce that AustStab will celebrate Excellence in the Industry at our annual conference on the Gold Coast in

August. The award categories for 2013 are: • Work Health and Safety; • Excellence in Research or Education; • Innovation or Excellence In Sustainability In Pavement Stabilisation; and • Innovation or Excellence in Stabilisation in Local Government.

We are pleased again this year to have Caterpillar’s sponsorship of this prestigious event. More information about awards is available on the association website. The awards are open for nomination from 1 May 2013.

Each year we take the opportunity to review the successes of the previous 12-month period and plan for the future at our annual conference. This year, the conference will be hosted on 12 - 14 August 2013 at the QT Hotel on the Gold Coast with the theme Stabilise the Future. We will provide more information to members over coming months via our monthly eStab newsletter.

is supported by

Awards for Excellence 13 August 2013 QT Hotel Gold Coast Award nominations open: 1 May 2013 Award nominations close: 15 July 2013

For more information visit www.auststab.com.au

The AustStab Segment

Feasibility and Design of Pavements: lime Stabilisation Natural Subgrades This is the first in a series of three articles on the feasibility and design for stabilisation. The next two articles will appear in the August and December issues of the Roads magazine.

Stabilised sub-grades have been used for many years in Australia; however, they are far more commonly used overseas. Unfortunately sub-grade stabilisation is often decided on at the construction stage or if in the design stage the increased strength of the sub-grade is not utilised. Stabilisation, particularly of clay sub-grades, is well known to give three very important results: • Drying out of wet material; • Developing a working platform to enable construction in wet conditions; and • Producing solid platform to ensure compaction of upper layers is facilitated.

It is important that designers consider the greatly improved engineering properties that are achieved with stabilisation which can be utilised in the pavement design usually reducing the depth of required pavement with resultant, often large cost savings, at the design stage instead of during the construction phase as a troubleshooting solution.

Austroads has clarified the design methodology on the procedure of designing pavements on stabilised sub-grades. The method is quick and simple and uses Figure 8.4 in the Design Guide in Austroads Pavement Technology Series. Some state road agencies prefer to use mechanistic design with Circly; however, the majority of pavements should be designed by the method outlined in this article.

As pavement designers are aware, the design CBR of a sub-grade has considerable influence on the required pavement thickness. This is because of the need of the pavement to “protect” the subgrade, so the weaker the sub-grade, the thicker the pavement required.

To demonstrate this, below is an example of the use of Fig 8.4 showing for the same design traffic (4 x 10⁶), then for sub-grade CBR of 3% the pavement thickness is 590mm, while for CBR 10%,the pavement required is only 290mm (see Fig 1)

There have been different procedures in stabilised sub-grade design.

Some designers have used a weighted average of the two layers to 46

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calculate a theoretical design CBR. However, Austroads has developed a procedure that uses the concept that the required bearing capacity of lower layers of pavement is reduced – this is due to the load being spread over a greater area. For this reason, material of CBR greater than 80% is used on the upper layer and poorer quality materials used on lower layers in most pavements. This procedure is only for granular pavements with spray seal or asphalt less than 40mm thick.

Austroads have given a two step process: Step 1: Calculate the required pavement thickness above the insitu sub-grade. This cover to the sub-grade must always be maintained.

Step 2: Calculate the cover required on the improved CBR stabilised layer.

This method now uses the stabilised layer as a sub-base making up part of the required pavement thickness (see Fig 2).

There are three requirements in using this method: (a) If lime is the only binder to be used, a lime demand test should be carried out to derive the minimum lime content of the stabilised layer. The reaction of lime with the clay is permanent as long as there is sufficient lime to achieve an alkaline environment of pH 12.4. The lime reacts with the clay silicates and aluminates to form a cement-like structure that, as well as converting deleterious clay particles, adds considerable strength to the material. The permeability of the stabilised layer is also substantially improved; (b) Many state road agencies require a maximum allowable design CBR of 15 or 20 %; and (c) The stabilised layer shall not use a design CBR greater than the original CBR multiplied by 2 raised to power of layer thickness (mm) divided by 150. As an example; if the original CBR was 4% and the stabilised layer 300mm, then the maximum allowed design CBR is Max CBR = 4% x 2 300/150 = 16% Sub-grades can be stabilised using various binders the most common being lime, slag and lime or lime and cement. The choice of binder depends on the characteristics of the insitu material, with clays usually more suited to lime and sandier materials requiring a cement or slag.

Local geotechnical consultants or contractors can normally advise on the most suitable binder.

The best way to understand the process is to follow a worked example.

Example Design a granular pavement with a stabilised layer.

Parameters: • Wearing surface a sprayed bitumen seal or thin layer of asphalt; • Natural sub-grade of 3% CBR; and • Design traffic 6 x 10⁶ ESA’s.

Step 1: Determine using Fig 8.4 the depth of pavement required on subgrade of CBR 3%; Step 2: Choose as a starting point a 300mm stabilised layer; and Step 3: Determine maximum allowable design CBR = 3% x 2300/150=12%.

This is less than 15%, so OK. From the figure below we see the total pavement thickness required is 610mm.

The pavement thickness required above the CBR 12% stabilised layer is 320mm.

Therefore, you can stabilise 610mm - 320mm = 290mm granular on top with a minimum of 150 mm of base material (CBR 80% min).The common practise is to use 300mm of stabilisation in this instance.

This design procedure is simple and gives a far more economical pavement than the typical alternative of boxing out to the full depth and replacing with granular material.

The future feasibility and design series of articles presented in the Roads magazine will cover: • Lightly bound bases; and • Bound Sub-bases.

CEMENT THAT’S KIND TO THE ENVIRONMENT Ecoblend cements ensure a very low product life cycle impact.

The Ecoblend range of cements are specially formulated to reduce the environmental impacts of cementitious binders used in concrete and stabilisation products. Ecoblend uses supplementary cements such as slag and flyash to ensure a lower product life cycle impact; it provides the option of using a binder with significantly less material input, energy input and emission output. A very low embodied energy material can be created.

These significant environmental savings are complemented by Ecoblend’s superior technical qualities and can be used with no adverse cost implications. Hence the much talked about Triple Bottom Line concept is easily met adopting Ecoblend in your next project.

Please call 9676 0000 for a free carbon abatement comparison.

4101 EcoBlend A4 Ad FA.indd 1

16/12/09 4:38:49 PM

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The AustStab Segment

AustStab, ARRB and VicRoads: Calder Hwy Foamed Bitumen Trial Site Matthew Kovess - Project Manager AustStab, Downer Australia.

In March, AustStab members combined their skills to construct a section of foamed bitumen pavement for field performance monitoring on the Calder Highway, Victoria as part of the Austroads Project TT1825 Mix design and field evaluation of foamed bitumen stabilised pavements.

Funding for the three-year project was allocated in 2012. The project outcomes will be reported to the Austroads’ Pavement Task Force in due course. The trial site was one of six sites selected throughout Australia and New Zealand.

In order to speed up the process, the pavement was under-designed in terms of the thickness of foamed bitumen stabilised material, reducing the time to distress.

Samples of the existing pavement materials were recovered and sent to the Department of Main Roads in Queensland and Downer in Victoria for mix design evaluation. A final design of 1.5% Quicklime and 3.5% C170 bitumen at 150mm depth was selected as the preferred design.

Construction was scheduled for Monday 4th March 2013. Plant, equipment, operators and visitors started arriving on site; never has a finer fleet of stabilisers, spreaders and water carts graced one site. Thanks to a late Victorian summer heat wave, the notoriously fickle Melbourne weather was in the trial’s favour and by 9.30am a 100m x 4.8m section of the slow lane had been pulverised with lime mixed in.

After a short delay, heating the bitumen to the required 180 degrees, SPA’s WR2400 was hooked up to the bitumen tanker and ready to start. By this time the air temperature had passed 30 degrees and without a cloud in the sky, over 15 observers from ARRB, VicRoads

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Foamed Bitumen Stabilisation Compaction and AustStab were hiding under the Romsey Rd overpass for some protection from the sun.

Visitors were heard to say “I thought it would be blacker…” as compaction and trimming to shape was started and completed.

A final spray and roll with the multi-wheel roller to finish off and the pavement was ready for traffic. Last minute shovelling by Steve Hey (SPA) and Geoff Jameson (ARRB) before almost 7,000 VPD hit the pavement.

A 14/7 primerseal was placed the next day and 100 mm thick asphalt control section was constructed on 21 March adjacent to the foamed bitumen pavement.

Monitoring of pavement performance by ARRB will continue over the next two-three

Foamed Bitumen Stabilisation: Lime Distribution

years. The results will be used to improve the laboratory design process and pavement thickness design methods, as part of the national study.

Congratulations to the Victorian AustStab members, VicRoads and ARRB for overcoming the logistical hurdles to complete this project.

• Construction plant supplied by the three Victorian AustStab members Downer, Stabilime and SPA; • Materials donated by Sibelco (Quicklime) and Shell (Bitumen); • Traffic control supplied by Vicroads and Traffic Aus; and • Testing and monitoring by Downer and ARRB;

Core sample 7 days after placement

AustStab Awards of Excellence 2013

2012 AustStab Awards of Excellence Winners - Scott Young (2012 AustStab President), J. Piratheepan (Swinburne University), Hahdi Miri Disfani (Swinburne University), Arul Arulrajah (Swinburne University), Richard Yeo (ARRB Group), Mahbub Hossain (Campbelltown City Council NSW), AJ Lee (Caterpillar), Bill Hodgson (Frankston City Council Vic), Darran Sampson (Frankston City Council Vic), Chris Smith (Roadtek), Justin Lowe (Leighton Contractors) and Greg White (CEO AustStab)

The AustStab Awards of Excellence allow the nominees and winners an opportunity to self-evaluate the business, allow the business to celebrate successes in the area of stabilisation locally and on a national stage, increase the entrant businesses’ profile within the specialised industry, and allow staff and employees the opportunity to receive recognition for excellence within their own organisation.

In 2013, AustStab will present the second annual Awards of Excellence for the pavement recycling and stabilisation industry.

This year’s awards will be presented at QT Hotel on the Gold Coast on 13 August at the Gala dinner, which is a highlight of the AustStab Annual Conference, Stabilise The Future.

The categories for 2013 are: • Work Health and Safety; • Excellence in Research or Education; • Innovation or Excellence In Sustainability In Pavement Stabilisation; and • Innovation or Excellence in Stabilisation in Local Government.

The inaugural awards were a very successful event for AustStab.

There were a number of excellent award winners.

The 2012 award panel noted that the nominations were comprehensive and detailed, and clearly demonstrated the benefits of both utilising a long- term strategy of stabilisation and a whole-oflife strategy, as well as being presented with interesting projects that exhibited savings economically, socially and environmentally.

2012 Awards of Excellence and Night to Remember celebration - Melbourne The education and research category award winners showed direct relevance for stabilisation and were significant developments in the industry. In 2012, three awards were given across three categories and three highly commended awards were given.

Heath Curnow, AustStab President and Chief Executive Officer Stabillime Group, was pleasantly surprised with the number and calibre of last year’s entries for the first year of the awards. More information about the 2012 award winners is available on the association website.

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The AustStab Segment

AustStab Construction Tips No. 1 Profilers versus Stabilisers Introduction It is important to highlight the design and function of profilers and stabilisers. (a) Profilers, whether stand alone machines or attachments, are designed to break up pavements and usually transfer the material by conveyor to a truck. For this function, the rotor head is designed to bring the material to the centre of the drum to allow easy transfer of the material. (Refer figure 3) (b) Stabilisers/Reclaimers are purpose built to break up pavements, as well incorporating a mixing chamber and teeth on legs which are at a designated length away from the rotor drum to allow for efficient and thorough mixing of the stabilised materials. The mixing chamber is designed to retain the material until the mixing of pavement material and binders is complete. The material is mixed across the full width of the drum evenly. (Refer figure 4) (c) The mixing chamber of a stabiliser must be centrally mounted, between two axles, to provide stability for proper depth control.

Variations in the pavement hardness may cause the machine to oscillate, resulting in power reductions and poor mixing efficiency if not centrally mounted.

All plant and equipment should comply with relevant federal, state and local safety regulations.

Mixing chamber Figure 1: Reclaimer/stabiliser with centrally located mixing chamber

Requirements for Success Numerous factors contribute to the overall success of the construction activities. For any project incorporating a stabilised layer, the three primary elements that influence the level of success are: T.U.C. where: T = thickness; U = uniformity; and C = compaction.

Thickness Achieving the design thickness during stabilisation is highly critical. As an example, on a 200mm layer, if only 190mm is achieved, the design life of say 20 years will be reduced by up to 50%. Further, a 20mm reduction in thickness will reduce the design life by up to 75%. It is therefore imperative that contractors can demonstrate sound process control to ensure design thickness is consistently achieved.

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Uniformity Whether a powder or liquid binder is used, it is important to ensure uniform binder distribution in the transverse and longitudinal plane.

Similarly, it is equally important to achieve uniformity of mixing of binder in the vertical plane. Uniform distribution of binder leads to uniform strength gain and therefore uniform pavement performance.

(Refer Figure 2) Stabiliser/reclaimer drums are designed to ensure uniform distribution of binders (Refer Figure 4) in all planes.

Figure 2: Uniformity of mixing is vital in all planes

Compaction Stabilised layers, as for granular or asphalt layers, only meet design expectations when minimum density requirements are met. Optimum moisture contents assists compaction.

Commonalities The bullet teeth found on most modern stabilisers, profilers and small attachments are reasonably similar. The key difference is the length of the legs on the teeth and the pattern of the teeth on the drums. Drums on profilers do not have the ability to mix thoroughly for stabilising or to break insitu pavements to uniform particle sizes.

Agricultural equipment, profilers, milling attachments, rotary hoes and graders are not substitutes for insitu stabilising equipment as they are not able to control the moisture content in the blending process or uniformly distribute the material across the pavement. These very poor mixing capabilities often result in cracking of the pavement.

Stabiliser/Reclaimer Reclaimers and stabilisers are designed for efficient stabilising with the mixing chamber located centrally as shown in Figure 1.

Specialised rotors blend the material within the mixing chamber. It has bullet type teeth on long legs which allow for reclaiming existing pavement and mixing the binder uniformly in all planes into the pavement.

They accurately dose the required water quantity directly into the mixing chamber to achieve optimum moisture for compaction and the reaction with chemical binders.

Large reclaimer/stabilisers with an engine power output exceeding 400hp have the ability to pulverise existing asphalt to depths of about 100mm and incorporate the asphalt in the final mix.

Figure 3: Drum pattern for Profiling drum with shorter legs on the teeth

Figure 4: Drum pattern for a stabilising drum with longer legs on the teeth

Profilers Standard and modified profilers (see Figure 5 and 6) are not suitable to stabilise pavement materials. The profiler has bullet type teeth with no legs and no mixing chamber (see Figure 7).

Figure 5: Pavement profiler - Not suitable as a pavement stabiliser

Many cutting drums on profilers have teeth patterns that draw material to the centre of the machine (see Figure 3) to allow it to be loaded to the conveyor for offsite disposal.

Where excess binder is carried to the centre, cracking may occur due to excess strength gain. The outside edges may have less binder leading to inadequate strength gain and ultimately an underperforming pavement.

Water used in profiling is for dust suppression, without meters resulting with inconsistent moisture control.

Historically, profilers have produced poor results resulting in “chunks” of cemented aggregate and localised pavement failures.

Skid Steer Loaders with Attachments Using machines with milling attachments are far less likely to satisfy T.U.C. This is because depth control is not consistent, as often these smaller machines have a tendency to “bounce” when hard material is encountered thus reducing the constant thickness and uniformity of processing.

Summary Stabilisers/Reclaimers • Designed to efficiently mix binder into pavement due to mixing chamber and teeth on mixing legs; • Depth control due to central mounting between two axles; • Have the power required to remove asphalt and seal and uniformly mix binders into the pavement; • Have ability to meter water to achieve optimum moisture content aiding compaction and ensuring proper and complete chemical reactions of binders.

Profilers • Have no mixing chamber and teeth purely designed for cutting; • Often concentrate material to centre of run therefore eliminating uniform distribution of binder; • No water metering to aid compaction and aid chemical reactions of binders.

Figure 6: Skid steer loader with attachments - not suitable as a pavement stabiliser

Figure 7: Close-up view of bullet-type teeth of profiler – note there are no legs

Milling Attachments • As for profilers but also have no depth control and are often underpowered to carry out mixing function.

The Association is a non-profit organisation sponsored by organisations involved in the stabilisation and road recycling industry in Australia whose purpose is to provide information on the use and practice of pavement stabilisation. This Construction Tip document is available on the Association website for that purpose.

Since the information provided is intended for general guidance only and in no way replaces the services of professionals on particular projects, no legal liability can be accepted by the Association for its use.

For more information about the Association, please write to the CEO, AustStab, PO Box 738, Cherrybrook NSW 2126 or visit the web site www.auststab.com.au

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STABILISATION

Stehr stabiliser equipment in favour in NSW Southern Tablelands Goulburn-based Divall Earthmoving & Bulk Haulage was the first company to take delivery in Australia of a Stehr SBF 24 soil stabiliser and SBS 3000 spreader from crushing and compaction specialists, Broons. Two adjoining councils in the New South Wales Riverina have also taken delivery of the stabilisers.

Divall’s John de Groote said their machines were currently being used for road recycling and stabilisation in the Goulburn area, and there was six month’s work currently lined up for them in the New South Wales Southern Tablelands.

“The machines are very good,” John said. “We had a couple of initial teething problems, nothing major. Now the machines are up and running, they are performing really well,” John said.

For close to 25 years, Stehr has led the way with innovative ideas for soil stabilisation equipment throughout Europe, the UK, North America and Africa and this delivery was the first of a number of their machines that are now heading south to Australia to Broons.

The SBF 24 soil stabiliser is regarded as the “must have” machine by contractors

throughout Europe. Its rugged design is well suited to the harsh operating conditions found in soil stabilisation. It features a 2.4 metre working width and is capable of operating to a depth of 600mm.

It will be delivered with an SBS 3000 spreader to be attached to the front of the tractor for distributing the lime or cement additive.

Broons offers a range of four Stehr soil stabilisers with mixing widths from 2.2m to 2.4m and a working depth of 400mm to 600mm. The range includes either a straightout soil stabiliser or the computer controlled SBF 24-6 integrated spreader/mixer. Stehr can provide a PTO driven soil stabiliser that needs just 96kW/140hp, no other manufacture offers that.

Broons Director, Stuart Bowes, said that in-situ soil stabilisation with the addition of lime, cement or fly ash could turn problematic soils into high quality compactable material on the spot. It provides an improved resistance to water penetration and frost damage, reduces expansion and contraction, and improves density and sheer strength.

Spezialmaschinen

SBF 24 Soil Stabiliser & SBS 3000 Spreader 7

Stuart Bowes (Director-Broons) with the Stehr SBF 24 Soil Stabiliser SBS 3000 Spreader for Divalls

“Stehr soil stabilisers are PTO-driven so the operator can be working within minutes of arriving at the site. It’s little wonder the Stehr machines are so productive.”

Broons technical staff can provide details on a Stehr soil stabiliser. They can be contacted on (08) 8268 1988, by e-mail at info@broons.com or go to the website. www.broons.com

SOIL STABILISERS & SPREADERS

INNOVATIVE, PRODUCTIVE, RELIABLE

Call 08 8268 1988 52

ROADS APRIL/MAY 2013

| info@broons.com | www.broons.com/stehr

New Lanes for Busy Motorway Clay-based soil transformed into solid base The A14 Motorway between Bologna and Taranto, Italy, has seen its traffic volume increase about four per cent annually. The most recent data suggests 110,000 vehicles per day utilise the motorway.

The high volumes, combined with an expectation that the trend will continue, led the Italian Government to plan a reconstruction and expansion of the motorway. The multi-phased project is taking place along a 154.7km section between Rimini North and a future junction at Porto Sant’Elpidio.

The project calls for the motorway to be widened from two to three lanes in each direction – an emergency lane also is being constructed.

Five new motorway junctions will be constructed and 10 existing junctions also will be upgraded.

Contractor experience proves beneficial Ghea Sistem, a firm involved in many highprofile Italian projects, handled most of the challenging soil stabilisation needs. The firm recently completed the Northern part of Section 2 of the project, a 28km stretch of the expansion from Cattolica to Pesaro.

The section required some major reclamation work because of the clay-based soil prevalent in the region, as well as the high water table and the resulting need to raise the base level of the road.

“The main problems include the proximity and presence of the water table, which is almost at ground level in some locations along the motorway,” said Alessio Cagnola, who owns Ghea Sistem with his brother, Paolo.

“In addition, 95% of the works were carried out alongside the existing motorway route.

This creates problems with regard to limited manoeuvring space, and sometimes means that we need to excavate large quantities of soil on the sides close to the traffic, to widen the road and to permit the construction of retaining walls.

“It also causes interference with placement of concrete structures, such as large pipe and box culverts.”

Heavy rains created other challenges during Section 2. Responsibilities included grading of slopes and the saturated soil was unstable for work crews at times. On more even grades, the soil occasionally was too saturated to be moved or for equipment to operate.

Two stabilisation approaches Ghea utilised two stabilisation approaches during the project; on Section 2 in particular.

Wide, more even stretches of road were stabilised in-place by the Cat RM300 Rotary Mixer. Where poor soil conditions required, lime additives were placed on the soil and mixed by the RM300.

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LEFT: Large quantities of soil were excavated to widen the road and to permit the construction of retaining walls.

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53

STABILISATION

ABOVE: Lime additives were placed on the soil and mixed by the Cat® RM300.

Ghea Sistems excavated some clay-based soils to make room for culverts and other infrastructure systems, including two artificial tunnels close to the existing tunnels, used to divert traffic into the new tunnels and allow work to be carried out on the older ones.

Pockets of unstable gumbo and saturated subsoil were also encountered along the right-ofway. The challenge of establishing the loadbearing capacity to keep thousands of kilograms of pavement in place was further compounded by the forces of nature and meandering subsurface soils.

Temporary soil stabilisation sites were established near the largest concentrations of problem soils. Four-axle haul trucks transported thousands of cubic metres to each site. Nonusable soils were separated and blended into the surrounding terrain.

The RM300 was deployed to blend lime additives into the soils that were deemed suitable for reuse. These stabilised soils were salvaged as fill material and hauled back for use in building up the right-of-way.

On stretches of the roadway traversing the high water table and areas of marginal soil consistency, the entire grade had to be raised from two metres to five metres. The first step involved placing a base layer comprised of consistently gradated aggregate hauled in from a nearby quarry. In addition to the reclaimed fill material, other suitable soil was excavated from high-ground borrow pits.

Layer upon layer of soil topped by a lime additive was used to elevate the grade to the required depths. Project specifications called for 20% of lime by volume to be blended into 54

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each stabilised layer. Three RM300 passes were applied to each layer of the stratified soil-lime mix to consistently achieve the target composition. A motor grader assured that each lift was placed to the proper depth for consistently achieving the targeted soil compaction. A soil compactor completed the third step in placing each lift.

The build-up of each soil-lime layer followed this three-step sequence with the RM300 playing the key role in achieving a stable base.

Depending on the time of year and the soil moisture content, the soil was watered when necessary, between the first and second passes of the RM300. This assured that the lime would be properly hydrated (up to 3% water) for achieving the best mix with the soil in preparation for finish compacting.

Given the volume of material, production was important in all phases of the project, including Section 2.

“The RM300 has been giving us excellent results with regards to production, with an average of approximately 1,000m3 per day,” said Paolo Cagnola. “In addition, when fitted with a universal rotor, the RM300 is able to make the material suitable for placement with little processing.”

Operator approved The operator of the RM300, Felice Catello, said the cab was quiet and the heavy traffic a few feet away was barely noticeable. The air conditioning provided comfort, and the instrumentation was clear and easy to read.

The electronic monitoring system (ECM) was easy to see, showing that the machine often worked at a depth of 450mm, though it was capable of working at greater depths.

The RM300 is powered by a Cat® C11 engine, with a nominal rated power of 261kW at 1,800revs/min, with a torque of 1,384Nm.

After making a pass, Catello reversed the travel direction with the help of the rear wheel steering, which enabled crab and coordinated steering. The RM300 moved forward along the trench cut during the previous pass without hesitation. The rear tyres are wide, with a traction-assisting tread pattern and a large ground contact area.

The wheels are driven hydrostatically by two radial piston motors that can be activated by the operator when a true all-wheel drive is desired.

The machine worked extensively between fuel stops. Catello estimated the machine only needed to be fuelled once every 16 hours.

The material left behind was consistent in size, with no large chunks or clumps of clay. Its colour, too, was uniform, indicating the additives and clay-based soil had been well mixed.

Contributing to the consistency is the fact Ghea Sistem chose a universal rotor fitted with 200 carbide-tipped tools. The tools can be quickly replaced and are arranged in a chevron pattern for maximum breakout force. The kicker paddles placed on each stand-off also improved mixing during soil stabilisation.

The results were positive for Ghea Sistem.

“We previously tried a Cat Rotary Mixer, and the machine performed superbly so we decided to purchase another for this project,” said Alessio Cagnola. “The machine has been giving us excellent results.”

Keep road projects moving with Limil lime.

Building a road is a big job. Which is why an increasing number of road construction projects are turning to Sibelco lime to stabilise soil and prevent unnecessary delays. And though we’ve changed our name from Unimin, we haven’t changed the quality of lime you’ve come to expect from us. Whether it’s Quicklime, Hydrated Lime or one of our many other limestone products you require, the Limil brand comes with 135 years of lime manufacturing expertise, the security of long-term supplies and a level of quality and consistency that our ISO9001:2008 Quality Program delivers.

To find out more about Limil, Sibelco and our industry-leading products, visit www.sibelco.com.au

UNM12232

STABILISATION

FAE – Road recycling the convenient way Sturdiness, productivity and ease of maintenance As part of a commitment to bring top class road refurbishing technology to the Australian market; to make sure our customers – local government and earthmoving contractors – do not stretch their budgets and have a faster return on investment, FAE is providing a complete range of refurbishing machinery.

After more than 20 years of supplying stone crushers and soil stabilisers for specialised applications around the world, we have - during the last four years – been using our multi-tasking range of machinery which shares the following features: • Complete mechanical transmission by means of gearboxes and drive shafts with built-in clutches to guarantee maximum torque and safety of operations. A gearbox transmission can transfer more HP and torque than a belt or hydraulic transmission.

• Capability of crushing rocks up to 700 mm in diameter, rocky reefs, asphalt/bitumen roads, as well as soil stabilisation with different binders such as cement, lime and chemical products.

• Hydraulic control of working depth to allow the operator to profile/ mix from 50 mm up to 500 mm in the ground depending on the model and the type of surface.

• Bolt-on removable Hardox wear plates in the crushing chamber for easy maintenance.

• Water spraying systems with independent water pump, solenoid/ proportional valves, control box in the operator’s cabin, to be coupled to a standard water truck.

• Rotors designed with FAE bolt-on hammers which never seize, are replaceable even on the job and last up to three times longer than traditional pick hammers. They are designed also for rock crushing and reef crushing (always refer to our user manuals for specific technical applications).

In the last four years we have sold all models within this newer range of products throughout Australia and NZ with good results. Our traditional stone crushers and soils stabilisers are still on the market and customers accustomed to them are still able to source them through FAE Australia Pacific. These traditional machines have been upgraded to some of the innovations especially in terms of hammers.

Recently, mining operations, mining companies as well as mining contractors, have approached us and have discovered the advantage of having rocks crushed in situ and roads stabilised with the same unit.

Our range of hammers has now increased to include the traditional pick hammers such as the R44, R50 and R65, as well as the FAE models: A, A S/R, F and G hammers.

For more contact FAE Australia Pacific Pty Ltd. email: info@fae-ap.com. au; Phone: 03 97064088

INTELLIGENT TRANSPORT SYSTEMS

Decades of superior rear vision for vehicles Rear Vision Systems has remained at the forefront of Australia’s in-vehicle CCTV industry for over 30 years.

As National Distributor of Mitsubishi’s Rear View Camera Equipment, it specialises in supply and installation of Rear View Camera equipment to a wide variety of industrial users. The Mitsubishi Equipment has always maintained the reputation of being the superior camera system on the market due to its high quality and reliability.

In the last six months, two new Mitsubishi products have become available. They are the C-5000 compact Colour Camera and the CM6000 6.1” LCD Colour Monitor.

The new C-5000 is a more compact version of the C-4010. Like the C-4010 it has a wide angle view for reversing, excellent low light capabilities

as well as having a robust metal housing. The CM-6000 Monitor replaces the CM-5200 5.2” Monitor, and includes dual camera inputs. It can be dash or roof mounted, depending on customer requirements.

RVS is also proud to announce the recent Digital upgrade of the RVS-6400 Monitor. The RVS-6400 Digital Monitor now has a crisper, brighter screen image, but still features the same split screen capabilities, on-screen distance indicators when reverse is selected, automatic screen brightness control that adjusts according to ambient light conditions and compatibility with either 12 or 24 volt electrical systems.

RVS has noticed a steady increase in the demand for on-board recording of multiple CCTV cameras, especially on waste vehicles.

Recording of the camera images to allow playback at a later date has become an important feature, and one that has been recommended in a coroner’s report following a young boy’s death in 2007, when he was involved in a reversing accident with a recycling collection truck.

RVS offers stand-alone Digital Video Recorders (DVRs) as well as DVRs that have a built-in 3G modem and GPS locator allowing remote viewing of live and stored camera data, and mapping location of the vehicle. These DVRs are capable of recording data from up to 12 cameras per vehicle.

For information on CCTV and DVR equipment, contact Rear Vision Systems on (02) 9418 3244 or go to the web site at www.rearvisionsystems. com.au.

Supplying Mitsubishi Camera Equipment for over 30 yrs.

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We have a camera system to suit any application.

Phone us today for a free quotation.

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REAR-VIEW MONITOR & CAMERA SYSTEM

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RVS Rear Vision Systems

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Ph: (02) 9418 3244

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ROAD SAFETY & LINEMARKING

Share the road safely with heavy vehicles

A new road safety campaign to increase motorists’ awareness about sharing the road with heavy vehicles has been launched in South Australia.

The Share the Road campaign is aimed at educating motorists about safely overtaking heavy vehicles and keeping safe distances.

South Australian Road Transport Association Executive Director, Steve Shearer, said too often, trucks were blamed for the devastation that followed a collision with a car, cyclist or pedestrian.

“For the five years from 2008 to 2012, there were 77 fatal crashes involving heavy vehicles of which 86 per cent involved a light vehicle, pedestrian or cyclist,” Mr Shearer said.

“The heavy vehicle driver was deemed responsible in just 26 per cent of these crashes.

“Even driving defensively, it takes a heavy vehicle operator at least 200 metres to stop.

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“The trauma when a collision does occur is often felt just as much by the helpless heavy vehicle driver as it is by the family, friends and community of those who have been killed or injured.”

South Australia’s Road Safety Minister, Michael O’Brien, said it was concerning to road authorities that mistakes were being made by motorists when driving near heavy vehicles.

“These include following too closely, unsafe speeds, unsafe overtaking, driving between large trucks and changing lanes abruptly in front of trucks, Mr O’Brien said.

“When you consider the limitations truck drivers have, the consequences of these mistakes can be fatal.

“When a truck and a car collide at speed, there’s rarely a second chance.”

The Department of Planning, Transport and Infrastructure (DPTI) has worked with

the heavy vehicle industry to produce two educational media clips that educate motorists on safe driving and overtaking heavy vehicles.

Mr O’Brien said figures showed heavy vehicle operators were responsible for just one in four fatal crashes involving a passenger vehicle, pedestrian or cyclist.

“These figures clearly indicate the need for other road users to update their road rules knowledge,” he said.

“I urge motorists to look at the website, watch the educational clips and make sure they share the road safely.”

South Australian motorists can receive fines of up to $265 for unsafe overtaking and can also be charged with dangerous driving.

To view the videos or for more information visit www.dpti.sa.gov.au/ roadsafety.

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ROAD SAFETY & LINEMARKING

New mobile traffic information alert service A new mobile alert service that allows motorists to customise information about traffic conditions in New South Wales has been unveiled.

New versions of the Live Traffic NSW for iPhone® and iPad® apps give users personalised alerts about incidents on state roads.

In particular, drivers will be able to save favourite travel routes and set up push notifications for them.

For example, they could set up a “home to work” route with alerts scheduled every weekday at 6am. The apps will then send an alert to their phone, letting them know if there are any incidents on the route.

The apps also include Driving Mode and Passenger Mode functions, which send alerts to the phone, based on the driver’s current location.

“When you turn on Driving Mode, you will receive short audio messages to notify you of nearby incidents. If you turn on Passenger Mode, you will receive audio and text messages,” said NSW Roads Minister, Duncan Gay. “We’ve included these features because many of our customers have asked for them,” Mr Gay said.

“These apps are great tools for planning a trip, but remember it’s illegal to use your phone while driving so anyone who wants to use them will have to agree to a road safety pledge before being able to access them.

“More than 355,000 customers have already downloaded Live Traffic NSW for iPhone® and iPad®, and this number increased significantly during the recent flooding.”

Development has also started on upgrading the Android app with these new services. More than 45,000 customers have downloaded Live Traffic NSW for Android.

“Now that we have this range of mobile services available for customers throughout the state, we will be phasing out the F3 Critical Incident Alerts pilot,” Mr Gay said.

The pilot of the F3 Critical Alerts service was launched in December 2010.

This service was piloted for road users to receive alerts about critical traffic conditions on the F3 Freeway.

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It was the first time an alert service for critical traffic incidents which significantly impact normal travel times had been used in NSW. The purpose of the pilot was to provide an active test of the technology and evaluate its effectiveness for road users.

The pilot was initially planned for 12 months – from December 2010 to November 2011 – and was then extended for a further 12 months, until November 2012.

“Since the pilot began in December 2010, we have made significant improvements to the Live Traffic NSW service,” Mr Gay said.

“We have developed free iPhone, iPad and Android apps, as well as a mobile site for other smart phones, to keep motorists up to date with traffic conditions throughout the State.

“To ease the transition from the pilot to our new mobile services, all of our pilot participants will be automatically migrated onto a new email system to receive email alerts for critical incidents on the F3 Freeway.

“If you have a smart phone, I encourage you to download our apps or bookmark the mobile site. You can also like us on Facebook or follow us on Twitter.

The latest traffic information is also available at the Live Traffic NSW website www.livetraffic.com, which is updated 24 hours a day, seven days a week.

There is also a Facebook page, which has 30,000 followers, along with two Twitter accounts – one for Sydney (@ LiveTrafficSyd) and one for the rest of NSW (@LiveTrafficNSW).

ArmorZone™ Plastic Barriers now available ArmorZone™ Plastic Barrier is now fully approved for use throughout Australia.

Approved by the AustRoads National Assessment Panel, ArmorZone™ Plastic Barrier is NCHRP 350 tested and approved as a longitudinal barrier for use up to 70kph zones as a fully redirective barrier.

The polyethylene composition, profile design and steel pin connector of ArmorZone™ allows this temporary barrier to be installed in a straight or curved application to a minimum radius of 28m, if required.

Rafi Tchopourian, Group Product Manager, Coates Hire, says: “We are very excited to be able to offer ArmorZone in Australia and believe this product will be widely supported because it is quicker and cheaper to install than other water filled barriers and makes work zones safer”.

ArmorZone™ Plastic Barriers are made up of durable polyethylene plastic units that are joined together using a steel pin connector and then filled with water.

Other advantages of ArmorZone™ Plastic Barriers include: • Smaller footprint – at 50kph ArmorZone™ has a 1.04m deflection; • Wider application of use – lower minimum deployment lengths compared to other systems; • Flexibility – suitable for roadside or median applications; • Convenience – can be dispatched in stacks of 15 units; and • Now available through Coates Hire.

Australian Construction Products (ACP) is one of Australasia’s leading manufacturers and distributors of steel and civil road barriers with combined interests on both sides of the Tasman and is committed to delivering the best performing and most cost effective road safety barrier solutions for Australian roads.

For more information on ArmorZone™ Plastic Barrier contact ACP on 02 9772 4172 or www. acprod.com.au or for Traffic Management Hire Applications, call Coates Hire on 13 15 52.

Get Smart at Post 1 REDIRECTIVE, NON-GATING, NON-EXTRUDING PERFORMANCE

X-TENSION BENEFITS:

X-TENSION THE NEXT GENERATION IN END TERMINAL TECHNOLOGY Technology continues to advance, which is why older style terminals are no longer considered the best solution for end terminals. A new technology has emerged – resolving its predecessor’s limitations.

The X-Tension System utilises simple cable and friction technology to safely absorb the kinetic energy and redirect impacting vehicles.

This innovative platform provides superior redirective capabilities, more consistent performance, and less maintenance compared to the typical extruding headsystems of yesterday.

Please call Australian Construction Products on 1800 724 172 or visit acprod.com.au for more information

• Redirective at post one for increased safety • Tension-based technology doesn’t utilise extruding heads • Standard, nonproprietary parts reduce inventory and ease of installation • Meets NCHRP350 • Available in tangent, flared and median applications

ROAD SAFETY & LINEMARKING

NEW ZEHNTNER ZRS 6060 TRAFFIC SIGN AND SAFETY GARMENT RETROREFLECTOMER Roaddata Pty Ltd has introduced the new ZRS 6060 retroreflectometer for the determination of night visibility (coefficient of Retroreflection RA and R’) of traffic signs and safety garments.

• This precision instrument is able to measure the object surface at three different observation angles at the same time.

• This important time saving feature enables the user to cover a number of International Standards, which are used by different manufacturers of safety clothing and traffic signs. It also gives the versatility to use the instrument on all kinds of retroreflective materials and colours, which are automatically recognized and indicated.

• For accuracy and reliability, the ZRS 6060 is self-monitoring, and is equipped with a calibration standard plate that is built into the front cover of the unit.

• This is the first retroreflectometer with an LED illumination system and 3.5” high resolution touch screen, and is also equipped with a tilting display panel. This feature gives excellent visibility under all lighting conditions, including bright sunlight.

• The easy-to-use on-screen programming, allows for continuously updated average value to be recorded, along with the storage of all individual measurements taken.

• Collected data is stored on board until retrieved at the operator’s convenience.

Data recovery can be via Bluetooth interface, USB Printer or Flash Drive.

• The ZRS 6060 can be complemented with a number of user options. This includes WAAS GPS for storing GPS locations of measurements.

• A choice of Extension Handles from 1.2m to 4m for reaching high mounted signs.

Includes remote operating button and security strap.

• An optional Holster for hands-free climbing to difficult places.

• An optional large capacity shoulder bag with space for additional items such as laptops etc.

Whether your needs are for asset management or safety related issues, there is a Zehntner Instrument you can depend on.

Contact Urban today to see what Zehntner can do for you.

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ROADS APRIL/MAY 2013

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Being part of the CommStrat group gives CareersandJobs.com.au direct access to a wide audience network through industry specific news, publications and conferences. Communicating directly with these industry professionals allows CareersandJobs.com.au to offer employers the unique possibility to attract a high calibre candidate with a high level interest and qualifications in that field. With 150,000 industry professional subscribers across the network, it gives you the best possibility to find employees and employment in YOUR industry.

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BRIDGES

Bridge design technology in a 3D world It is hard to overstate the impact building information modeling (BIM) and its requisite 3D modelling is having on the design industry.

It’s on par with the ‘leap of faith’ of moving from drawing boards to CAD terminals.

The continuing rise of BIM is nothing less than a paradigm shift, according to Peter Harris, Consulting Technical Lead at A2K Technologies.

“It meant embracing a new platform and proved the need to really understand both the true extent of the design challenge and the necessary investment,” he said.

“In any field, building construction in particular, businesses well know the threat of being left behind technologically. Businesses know they must understand BIM and transform themselves accordingly.”

At present, the emphasis is on BIM for infrastructure as the next logical evolution.

Bridge design will really test the latest developments. A bridge draws on the expertise of both infrastructure design teams for the road, and structural design teams for the structure.

The ideal workflow must allow the bridge designer and infrastructure team to interact while working in a 3D environment that offers the necessary attention to detail.

The journey from designing in two dimensions with AutoCAD, to 3D, using Revit Structure and other packages, must be looked at in the context of key deliverables and expectations.

Drafting tools, communication and reality AutoCAD operators must satisfy themselves that outputs can be generated for production.

“There are specific functions operators must understand, such as automatic referencing and live sections from anywhere in the model, that offer big improvements in initial drafting and managing changes later on,” Mr Harris said.

Areas such as the use of tagging and schedules take advantage of the Revit model’s database structure.

It is easy to tag large numbers of elements on the plans and in the schedules, meaning project requirements are effectively communicated.

It is also simple to extract the database to Excel through the ‘Bimlink’ extension – a

with multiple designers is handled through Autodesk Navisworks and takes advantage of the information – data and attributes – contained within the Revit database.

Clash detection and visualisation of screen capture for construction are standard procedures for managing the process and communicating the design intent. An extension to Navisworks, iConstruct, allows the data to be organised and integrated from multiple sources, as well as extracted to specific outputs to harness the value of the data model. function that adds value to many areas of the Revit process including modelling pier lengths, additional parameters within the BIM database and even creating a schedule for the set-out of elements.

In an ideal world, the specific bridge reinforcement would even be created in 3D. While currently possible, the specific families and techniques for this result in time consuming tasks. In reality, the traditional lines-and-text methods, as used in AutoCAD, can be more practical.

However, with regard to detailing in general, Revit can produce these in 2D or 3D for the purpose of doing walk-throughs

across, under and around the bridge to communicate the concept.

Interaction, collaboration and extensions Bridge designs must work hand-in-hand with the road infrastructure and there are several techniques for securing interaction between the two design teams.

The most automated version is to use specific extensions for working with Autodesk’s Civil 3D (Civil Structures) so designers can work with the road corridor models.

Collaboration with road designers is just one aspect of the process. General collaboration

Workflows for the future The future for the extended Building industry is focusing more and more on BIM to the extent that supplying a client with 2D Drawings for a Bridge Design will become obsolete in favour of the deliverable of an electronic data-rich model.

The design technology and tools obviously plays a significant role in achieving this but, as always, they must be part of a complete workflow.

For more information: A2K Technologies; Phone: 1800 223 562; Email: marketing@ a2ktechnologies.com.au; or go to www. a2ktechnologies.com.au

BRIDGES

Structural bearings and expansion joints – key considerations The construction of a bridge, a wharf or a large footprint building utilise many major components such as structural beams and members in steel or in reinforced or pre-cast concrete, guard rails and barriers, and deck-wearing surfaces; all important considerations which form the majority of the cost of the structure.

Structural support bearings and expansion joints contribute only between two and five per cent of the end cost of such structures and, accordingly, their consideration can be lost, but they are important deliberations in terms of the functionality of these structures and their influence on future maintenance costs.

Bearings and expansion joints require appropriate selection and specifying by designers and road authorities to mitigate future maintenance and replacement costs.

Granor Rubber & Engineering Pty Ltd this year celebrates 40 years of business principally involving the design, manufacture and testing of structural bearings and expansion joint systems for the Australasian bridge, civil, mining and building construction sectors.

Over those 40 years, Granor has significantly developed its expertise and product range of structural bearing and expansion joint systems, so that presently they cover the most comprehensive range of these products.

Virtually any major Infrastructure project in Australia over that time has seen Granor product used where structural bearings and/ or expansion joints have been required.

Signature projects such as Peninsula Link, EastLink and City Link Projects in Victoria; M2, M5 and M7 Freeways in NSW; Mitchell and Perth to Bunbury Freeways in Western Australia; Gateway Arterial and Brisbane to Gold Coast Motorway in Queensland; and the South Road Superway in South Australia are examples where Granor has supplied the required bearings and/or expansion joints.

Innovation and development of product saw Granor introduce the Granor AUSFLEX® AC-AR stripseal system for single element smaller movement joints to the market in the early 1990s. This concept of bridge deck joint system is now the default specification for bridge structure expansion joints where movements

fall below the 85mm ULS maximum gap required in AS5100.4. Since its introduction, Granor has supplied circa 40,000 metres of AC-AR joints to bridge projects throughout Australia, New Zealand and South East Asia.

In the mid-1990s, Granor introduced to the Australian market the now universally known XJS® composite expansion joint system. The XJS® was identified as having the prerequisite attributes that addressed an “overnight” replacement outcome of failed expansion joints with minimal lane closure periods while providing a replacement joint with longevity.

Bridge Bearings & Expansion Joints GRANOR RUBBER & ENGINEERING PTY. LIMITED 8 Reid Street Bayswater VIC 3153 Australia T +61 3 9762 9699 F +61 3 9762 9611 E info@granor.com.au W www.granor.com.au

Granor is also the principal supplier in Australia of larger movement bridge expansion joint systems courtesy of the Granor ETIC® range of “Finger” joint bridge expansion joints. These Finger joints provide movements up to 600mm in capacity and come in two formats; cast aluminium Series “EJ” and galvanised steel Series “SFEJ” Since the introduction of the ETIC® Finger joints into the Australasian market Granor has supplied circa 3,000 metres of product – the most recent being 400 metres of ETIC® SFEJ series galvanised steel finger joints to the Adelaide Superway project.

An innovated underside of joint elastomeric gutter membrane that can be removed and replaced from under the expansion joint was seen as a pivotal feature that complied fully with project specific requirements and saw Granor secure the supply contract.

Granor structural bearings, in particular the Granor POT bearings for bridge infrastructure, and the Granor Series “B” Graflon ® structural bearings for mining conveyor gallery structures have been specified by designers to provide reliable structural supports.

Innovative versions of POT bearings to enable “launch over” mode have been developed by Granor providing considerable cost savings and eliminating the need to use temporary launch supports for incrementally launched bridges. Uplift capacity bearings for both the Series “B” and Granor POT bearings have been a hallmark of Granor’s range.

For further information, email info@granor. com.au or go to www.granor.com.au.

COMING UP IN THE JUNE ISSUE OF ROADS

Award winning patented modular bridge construction systems

AAPA Asphalt Review Road Safety Safety Barrier Systems Road & Street Lighting Excavators & Attachments Pavers & Profilers

Unibridge over the Brisbane River, Somerset Regional Council

Road Construction

•

Earthworks

•

Wastewater & Sewage Technology Retaining Walls

To advertise in this issue, please contact Yuri Mamistvalov on (03) 8534 5008, mobile 0419 339 865 or email yuri@commstrat.com.au

• • • •

To find out more about Unibridge®, visit www.unibridge.net.au or email info@unibridge.net.au 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 APRIL/MAY 2013

MAT6665

Stormwater Review

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

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bridges

Spanning the state divide with bridge inspections A recent review by infrastructure consultants, pitt&sherry, of bridge inspection manuals uncovered some results that may potentially pave the way for future improvements in bridge inspection methodology. pitt&sherry has been conducting extensive work in the area of bridge construction and maintenance across Australia and has found a number of variations in how bridges are assessed, leading to the development of the study.

The report, Australian Bridge Inspection Processes, was presented at the Australian Small Bridges Conference held in November 2012, by Andrew Sonnenberg, Bridge Engineering Manager.

“The key points of difference between the three major states’ bridge inspection manuals were the types of structures assessed; frequency of inspections; scope of the inspection and also how data is collected,” said Andrew.

“We felt it was important for the various authorities involved in bridge inspections to learn from the methodologies used elsewhere

to establish a best practice protocol. By doing that, risk can be better managed.”

The utilisation of a uniform approach is particularly useful for allocating funding at a federal level where data is required for projects across many states. With a uniform data collection system, standardised definitions and reporting; the task of assessing a bridge for maintenance works is free from ambiguity, particularly for Level Two and Three inspections.

The improvements to inspection manuals recommended in the report include electronic collection of data, uniform guidance statements and rating of defects, addition of photographs, GPS records, improvements to repair cost estimates and an assessment of repair work urgency and scheduling of Level Three inspections.

Building a consistent database in this format makes it possible to understand bridge deterioration over time. With more accurate, reliable data and photographic evidence, bridge inspectors and authorities can more easily

determine the urgency of repairs based on the findings of previous inspection reports.

The management of bridges has led pitt&sherry to develop BridgeAsyst™ to provide greater clarity when conducting bridge inspections. The use of this type of software has enabled the company to provide authorities with the necessary reports to quickly and effectively assess bridge risk and required works and subsequent costing.

The company was engaged to assist Vic Roads to update and revise the inspection manuals to improve reporting methodology and practices.

“There has been a push across Australia to develop a more uniform approach to bridge inspection, not only to give greater clarity in bridge repair and maintenance but it also gives greater productivity for the inspectors and assessors,” said Andrew.

“Every bridge authority can benefit from adopting a more uniform approach.”

For more information please go to http:// www.pittsh.com.au

pitt&sherry delivering safe and sustainable bridge engineering

• Bridge design • Bridge inspection • Bridge management • Bridge rehabilitation • Proof engineering • BridgeAsyst® bridge management system

Tr a n s p o r t | c o m m u n i t y | m i n i n g & i n d u s t r i a l | c a r b o n & e n e r g y

pitt&sherry sustainablethinking sustainablethinking Offices in: Canberra Hobart Melbourne

Brisbane Devonport Launceston Sydney

1300 pittsh (1300 748 874) www.pittsh.com.au

©reated at+m 49620

pitt&sherry delivers innovative, tailored solutions to meet a range of broad and niche applications in the transport infrastructure industry.

Our client focus and technical capabilities in bridge engineering and asset management, road engineering and transport planning and traffic engineering provide value to infrastructure assets.

With capabilities in bridge design, inspection, construction and management, pitt&sherry provides market leading solutions throughout the lifecycle of your asset.

As a leading multi-specialist infrastructure consultancy, pitt&sherry has been delivering intelligent and sustainable solutions to industry, government and communities for over 50 years.

DESIGN SOFTWARE

New version of AutoTURN unveiled Transoft Solutions, developers of productivity enhancing software for the transportation engineering community, has released version 8.2 for AutoTURN and AutoTURN Pro 3D, one of the world’s leading vehicle swept path software.

The newest version of AutoTURN includes compatibility with Autodesk® AutoCAD® 2014, Microsoft® Windows® 8 and Server 2012, as well as an impressive list of updates to the vehicle libraries. Along with updates to design vehicles in AASHTO 2013, Caltrans 2012, Florida PPM 2013 and Wisconsin DOT, Transoft engineers added functionality for overseas clients.

The Israeli Department of Transportation contacted Transoft regarding several of its specialised vehicle needs. Engineers extracted the key specifications for the Israeli vehicles and they are now part of the AutoTURN 8.2 software package.

In direct response to customer requests, AutoTURN 8.2 also features the capability to automatically share standardised load and sight-line specifications between different workstations in a network installation.

Christian Milne, Software Development Manager for Transoft Solutions said: “We strive to take our clients’ requests and put them into action.

The vehicle libraries within AutoTURN have always reflected the needs of the transportation and engineering industry, and the latest version of the software continues that tradition.”

To obtain more information on AutoTURN 8.2 visit www. transoftsolutions.com

Partnership results in cutting edge design process BIM stands for Building Information Modelling – the process of generating and managing building data during a project with the core of the model being a shared 3D dataset.

Now, a partnership between three popular engineering programs has taken the BIM concept firmly into the transportation world where, traditionally, separate design disciplines have worked with independently produced datasets, often in 2D, to deliver transportation projects.

The shared 3D data of a BIM model means data is entered once and used by all disciplines; it’s less repetitive and less error prone. The BIM concept allows a more holistic approach and enables geometry, traffic impact analysis, ground work, utilities, drainage and land acquisition to be considered simultaneously.

AutoTrack Junctions is the core of a comprehensive roundabout design solution which links AutoTrack®, ARCADY® and AutoCAD® Civil 3D®. The result is a system that enforces standards and best practice compliance at the same time as managing a shared 3D dataset that allows the multitude of roundabout design criteria to be monitored simultaneously.

Roundabouts offer many benefits over signalised intersections when used in the right situations. However, the traditional design process is complex, sequential, and iterative, with many factors needing to be calculated, assessed and recalculated when the geometry changes.

Figure 1: Traditional roundabout design workflow

ROADS APRIL/MAY 2013

71

DESIGN SOFTWARE AutoTrack Junctions has turned this approach on its head, since all phases of the design can now proceed together, using shared information and instant feedback:

Figure 2: Improved dynamic workflow using AutoTrack with bi-directional links

Advertisers’ Index Using AutoTrack and AutoCAD Civil 3D, traffic engineers and roadway designers can employ integrated analysis tools to more quickly evaluate 3D models of alternatives to optimise roundabout designs.

According to Simon Ayers, director of AutoTrack developers, Savoy Computing: “The BIM approach used in AutoTrack Junctions enables traffic engineers, road designers and other AEC service provider firms to extend the value of their design model to streamline processes and reduce costs.

“The dynamic integration between AutoTrack and AutoCAD® Civil 3D® provides the opportunity to optimise project performance in a fraction of the time taken for traditional solutions.”

For further information on AutoTrack and ARCADY, contact Analytico Pty Ltd, on (03) 9585 4866, or derek.wilson@analytico.com.au.

Figure 3: Bi-directional links between AutoTrack, AutoCAD Civil 3D and ARCADY

A1 Roadlines 63 A2K Technologies 66-67 61 ACP Analytico 72 AAPA 15 Astec 21 Austab 45 37 Austeck Benninghoven (Bliss and Reels)

Front cover

& Inside front cover BP Bitumen 5 33 BR Durham Broons 23, 52 Building Maintenance Conference 19 65 Careers & Jobs Caterpillar Inside back cover Citywide 9 CJD equipment 20 Delnorth 59 56 FAE Granor 68 47 Independent Cement Contractors Ingal 30-31 Kadcam 62 17, 35 Komatsu LB International Outside back cover Mobile Laser Technology 64 Pitt&Sherry 70 Rear Vision Systems 57 Sami 12 Sibelco 55 Synergy 7 Transoft Solutions 71 Unibridge 69 Uretek 27

designs for movement

integrated powerful flexible Whether you want to do simple (or complex) turning path simulations, or design a car park, airport, roundabout, or light rail system, AutoTrack has got you covered.

Now with superfast 3D ground interference contours and cross-sections.

AutoTrack - it’s simply the best!

Comprehensive Australian and New Zealand vehicle libraries Supports AutoCAD 2013, MicroStation, PowerDraft, PowerCivil, BricsCAD, and stand-alone Test drive AutoTrack today Tel: (03) 9585 4866 Fax: (03) 9585 4864 72

ROADS APRIL/MAY 2013 Analytico advert for Roads & Civil Works May 2013 - corrected

www.analytico.com.au

SAVE COST. SAVE TIME. SAVE THE PLANET.

REUSE THE PAVEMENT. DON’T REMOVE AND REPLACE IT. Using a stabiliser just makes more sense. The RM500 grinds up existing pavement and mixes it in place with base materials and any other specified remedial agents. Costs are saved on pavement removal and/or replacement, plus any existing problems in the base are remedied.

The result is a better road built at a fraction of the time and cost of total reconstruction, with less cost for future maintenance and longer life than an overlay. The RM500 is the greener, cost effective alternative for road rehabilitation. australia.cat.com/paving Paving All Day. Every Day.

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 NZ - Goughs: (03) 983 2333 New Caledonia - Caltrac: 687 438 181 P.N.G. & Solomon Islands - Hastings Deering: 675 300 8300

© 2013 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.