NEW ZEALAND’S CIVIL CONTRACTING INDUSTRY MAGAZINE
MAGNUM FORCE Magnum Hire adds Hamm’s HD CompactLine series to its large fleet of machines
INSIDE: Our ‘Roads of National Significance’ – the journey so far Eating with the fishes – moving an underwater restaurant Road Infrastructure Management Forum – 2016 highlights Body builder – the engineering company with a reputation
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LUBRICANTS
CONTENTS CONTRACTOR
INSIDE: Regulars 2 Editorial 4 Upfront
24 Highlights / Features 20 Asset management
New ideas and new connections on roading at the Road Infrastructure Management Forum 2016.
12 Contractors’ Diary 14 On the Cover 48 Classic Machines 52 Motoring 54 Innovations 56 Civil Contractors NZ update 56 Advertisers Index
Profiles 16 Frank Riddell 34 Gary Douglas Engineers
Comment 44 Peter Silcock
24 The original seven RoNs for dummies
Part one of a three-part series covering current and future project highlights and contractor performance, and their funding.
28 Eating with the fishes
Tranzcarr Heavy Haulage moves an acrylic underwater restaurant engineered with Kiwi ingenuity.
34 A body building transport industry veteran Meet the company who for decades has been knocking bodies into shape for the big names in contracting and transport.
38 Realigning the Manawatu River
ON THE COVER Magnum Hire has added the superior compaction technology of Hamm’s HD CompactLine series to its large fleet of construction machines in Auckland. See page 14
A look at an ambitious project, nearing completion, to divert the flow of a major river to stop erosion on the Manawatu River
CCNZ 45 Sam McCutcheon Kensington Swan’s Construction Team 46 Rod Auton Crane Association of New Zealand 47 Janet Brothers Life Care Consultants
Training 42 Civil Trades: Meet the graduates 43 Girls with Hi-Vis
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38 APRIL 2016 1
CONTRACTOR EDITORIAL
PUBLISHER Contrafed Publishing Co Ltd Suite 2.1, 93 Dominion Road, Mt Eden, Auckland PO Box 112357, Penrose, Auckland 1642 Phone: +64 9 636 5715 Fax: +64 9 636 5716 www.contrafed.co.nz
Elections as entertainment: glamour this ain’t.
GENERAL MANAGER & EDITOR Kevin Lawrence DDI: 09 636 5710 Mobile: 021 512 800 Email: kevin@contrafed.co.nz
No doubt by now you’ve had about as much of the US election primaries as any sensible person needs every four years. It’s a shame then that this one is set to go for quite a while yet. It’d be entertaining if the outcome didn’t have such an effect on the politics, economics and stability of the rest of the world. As the old adage says, when America sneezes, the rest of the world gets a cold. In this case, when America gets scary, the rest of the world gets frightened. Because there has been some astonishingly frightening rhetoric proclaimed by all four remaining contenders vying for their respective party nominations. As of today, that’s Trump, Cruz, Sanders and Clinton. Whichever way it goes in November, we’ll all know their names so much better (and more than we want to) for at least the next four years. Which means any of them could be US President through until January 2025. Our own “primaries” are tame by comparison, as is so much of our political paradigm. Which is, I suppose, just the way we like it. Because we do get the government we deserve. Our closest comparison to the American Punch and Judy show might be the convoluted process the Labour Party has created in how it goes about electing a leader. Fortunately they don’t have the same budget as Trump, Clinton etc, or we too would be caught up in a never-ending leadership wrangle. Our three-year political cycle is way too short for that sort of shenanigans. But in the lead-up to October 8 local body elections, our mightiest and fearless will submit themselves to shenanigans New Zealand-style. In draughty town halls up and down the country, council and mayoral hopefuls will address single-issue fanatics, rate-payer rebels and those with nothing better to do on a cold Tuesday night in the middle of winter. But it’ll be a quiet night at the town hall if there’s anything better on the telly that night. At least the hall will (should? might?) have heating. But without the selfless community service of those masochistic enough to put their name forward for election, and without the professional support from the 25,000-odd non-elected officers who keep the machinery of local government oiled 24/7, just imagine the mess we’d all be in. Local Government New Zealand says that based on past elections around one third of all mayors and chairs are likely to change on October 8. In New Zealand that’s around 23 new mayors who will quickly need to both come up to speed not only with council governance and where to find the mayoral chains, but also right through to knowing why the drain outside Doris’s house still hasn’t been fixed. Glamour this ain’t.
EDITORIAL MANAGER Alan Titchall DDI: 09 636 5712 Mobile: 027 405 0338 Email: alan@contrafed.co.nz REGULAR CONTRIBUTORS Malcolm Abernethy, Mary Searle Bell, Richard Campbell, Hugh de Lacy, Chris McCann, Cameron Officer, Richard Silcock, Lawrence Schäffler, Chris Webb. ADVERTISING / SALES Charles Fairbairn DDI: 09 636 5724 Mobile: 021 411 890 Email: charles@contrafed.co.nz ADMIN / SUBSCRIPTIONS DDI: 09 636 5715 Email: admin@contrafed.co.nz PRODUCTION Design: TMA Design, 09 636 5713 Printing: PMP MAXUM
Contributions welcome Please contact the editor before sending them in. Articles in Contractor are copyright and may not be reproduced in whole or in part without the permission of the publisher. Opinions expressed in this magazine are not necessarily those of the shareholding organisations.
www.linkedin.com/NZcontractor @NZContractormag nz contractor magazine nz contractor magazine The official magazine of Civil Contractors NZ www.civilcontractors.co.nz The Aggregate & Quarry Association www.aqa.org.nz The New Zealand Heavy Haulage Association www.hha.org.nz The Crane Association of New Zealand www.cranes.org.nz
Kevin Lawrence, editor
Rural Contractors New Zealand www.ruralcontractors.org.nz The Ready Mixed Concrete Association www.nzrmca.org.nz Connexis www.connexis.org.nz
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CONTRACTOR UPFRONT
New East-Auckland corridor given green light Auckland Transport says it has “received a recommendation from independent planning commissioners that gives the green light for the Redoubt-Mill Road upgrade to go ahead”. “The commissioners, who heard AT’s planning application, have recommended that the designation for the land be confirmed, subject to conditions that address issues raised by submitters.” The controversial corridor designed to relieve congestion in one of the fastest-growing areas of southeast Auckland has been hotly contested by residents who moved into the area when it was sufficiently far enough away from the CBD to be considered semi-rural. Auckland Transport’s plans are to upgrade the Redoubt Road/ Mill Road corridor in two phases: a northern section from SH1 at Manukau to the intersection of Mill Road and Popes Road; and a southern section from the Mill Road/Popes Road intersection to Papakura and Drury. The upgrade of the road corridor includes a four-lane road and upgraded intersections; improved public transport infrastructure and services; and on-road cycle lanes and shared path facilities. Construction date targets are 2020 (plus) for the northern section with phased construction along Redoubt Road, Mill Road and Murphys Road; and 2025 (plus) for the southern section and finalisation of route and construction (dependent on growth).
Conference season preparations underway The Crane Association has announced its annual conference will be held at the Rutherford in Nelson from July 27-29. The theme, says Rod Auton, is “Highest Standard – Safety First” as this is the year of the health and safety revolution. The Minister of Workplace Relations and Safety, the Hon Michael Woodhouse is the keynote speaker on the first day and Matiu Parkinson on the second day. There is also a mix of practical crane interest in the programme including a brief on the Marsden Point Refinery de-commissioning from Shane Fraser of Refining NZ, as well as CVIU, NZTA, CICA and WorkSafe updates addressing the issues of the day and what to look for in the future. Further details are on the Crane Association’s website: www.cranes.org.nz.
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Opotiki Harbour planned Opotiki District Council has started the formal procurement process with a call for Statements of Interest and Ability (SIA) for design and construction of the Opotiki Harbour. The harbour project will see the building of a year-round navigable harbour entrance to allow marine produce to be processed locally, and to unlock wider potential for other marine industries. In October the government said it would provide up to $3 million to finalise geotechnical investigations and design options for the new harbour entrance as part of the Bay of Plenty Regional Economic Action Plan, and the BOP Regional Council has also committed $20 million through the Regional Infrastructure Fund.
Online H&S app Competencyapp is from same company behind the Safetyapp – a health and safety reporting tool developed by the Transport Agency for Civil Contractors NZ. The company has also been working with Construction Safety Council in developing the ‘ConstructSafe’ scheme, a nationally recognised competency framework provided by industry, for industry. Martin Riding, leader of the Competencyapp team says: “Having worked in health and safety for many years our team recognises the need to quickly and efficiently measure competency. We saw an opportunity to develop a tool that not only complements existing company standards, but also provides access to competency records in real time from any location.” Different to traditional pre-qualification systems, he says, the Competencyapp shifts the focus to the individual workers such as the subcontractor of a subcontractor. “It allows the company that is managing a project, which has an obligation to keep workers safe, to check and assess the skills and knowledge of those on site. The real value is that the Competencyapp allows employers to check and assess the competency of their entire supply chain, while saving hours of laborious administration and large amounts of dollars in wasted time.” The Competencyapp is available through online subscription at www.competencyapp.com.
Fresh approach to finance Finance NZ is a new business finance brokerage company with a comprehensive funding offering for contractors that has been set up and now up and running after sale of GE Capital last year and the subsequent disestablishment of the equipment finance arm. The old GE team (pictured) seized the opportunity to open an independent, nationwide business finance service. “Our clients at GE really appreciated the personal relationships and understanding that comes with finance, “says Finance NZ managing director Simon Webster. “We felt there was a good opportunity to continue these service levels as well as offering independent business finance solutions.” As an independent brokerage, Finance NZ provides a single point of contact for finance, investigating multiple funding options for their clients, he adds.
Harrison Grierson appointment Engineering and design consultancy Harrison Grierson has appointed senior Christchurch engineer Sina Cotter Tait as its infrastructure team leader. Sina is a chartered professional engineer and senior design manager who specialises in project management of civil engineering design and construction and engineering investigation and design of Sina Cotter Tait infrastructure including stormwater, roading, sewer, water and services. Her construction expertise includes investigations, assessment and design reports, cost estimates, contract documentation, and tendering and contract management.
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CONTRACTOR UPFRONT
Understanding the new Standards NZ
Big demo job for small contractor KD McKee Contracting has been engaged in its first major demolition operation – the old Rosebank Sawmill near Balclutha, which stopped operating in 2014 after its owner Southern Cross Forest Products was wound up. The site, on which a number of buildings stood, was acquired by the Clutha District Council for industrial growth in the Clutha District. KD McKee Contracting, a CCNZ member, is principally owned by Kent McKee who is a National Excavator Operator Competition veteran champ. In 1997 while working for AG Hoffman he won the national final and was runner up the following year. Kent then judged the competition for two years. In October 1999 he moved back to Clinton and worked for GH Johnston until 2001 when he set up his present contracting business with his wife. Demolition work began on the eight-hectare site in late January and whacking down the old sawmill has been a major task for the company but Kent says work has progressed steadily without any major problems. While not a simple demolition job, says Kent, a significant amount of the demolished fabric of the mill has been profitably recycled. KD McKee Contracting also subcontracts to South Roads and Fulton Hogan at times to assist with underpasses and bridge replacements. 6 www.contractormag.co.nz
Last month (March 2016) a new ‘Standards’ body came into effect and Standards New Zealand became part of the Ministry of Business, Innovation and Employment (MBIE) under the Standards and Accreditation Act 2015. The role and functions of the Standards Council now come under the NZ Standards Executive (NZSE) who is Sanjai Raj – previously the general manager Consumer Protection and Standards. The Act also set up a new Standards Approval Board, which operates as an independent statutory board, responsible for approving the country’s Standards and membership of standards development committees. These independent committees can include representatives from industry bodies, consumer groups, NGOs, and state sector agencies, experts from the relevant sector, academics and other suitable people. Under the Act, the NZSE must submit proposals for committee membership and proposals for NZ Standards to the Standards Approval Board for approval, which essentially separates the Standards development process from the approval function. As previously, the development of Standards will continue to be a fully cost-recovered third-party-funded activity. The main difference is that the Act strengthens the cost-recovery framework by making it more transparent, providing principles that the NZSE must have regard to when setting fees. Essentially Standards NZ will be funded from revenue earned. A pricing model based on the appropriated budget (ie, the cost structure within a government department) is being developed that will set the charge-out rates for development and the structure for pricing hardcopy and PDF standards. Standards New Zealand now provides services on a cost-recovery basis only, which means membership is no longer offered in the form of discounted products or services. The MBIE says this is consistent with the cost-recovery principles in the Act, which the NZSE must have regard to when setting fees. “Existing memberships will be honoured, and discounts provided until each membership expires over the coming months,” says the MBIE. “Credit terms will continue to be available to customers on application. All services, resources and products will continue to be available to all customers.”
Transport corridor proposed in north-western Auckland An alternative transport corridor parallel to State Highway 16 through Kumeu/ Huapai, extended commuter rail services and state highway improvements are part of potential transport plans to support large numbers of new houses in northwest Auckland. Local authorities say significant new transport infrastructure will be needed to support about 30,000 new houses and 13,000 new jobs in the northwest of the city. The public were given an opportunity to discuss the idea last month and another four weeks of further public consultation starts this month. The Transport Agency’s Auckland regional director, Ernst Zollner, says after recommending transport networks the next stage will be to prioritise projects for inclusion in future investment programmes. The recommended networks will also be used to help inform discussions between the government and Auckland Council on agreeing an approach to develop the city’s transport system (the Auckland Transport Alignment Project).
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CONTRACTOR UPFRONT
Plenty of roading work in Rotorua
Autonomous vehicles already legal? From the Ministry of Transport website under Technology, Autonomous Vehicles. “There are no obvious legal barriers to the deployment of autonomous vehicles for testing in New Zealand. Unlike some countries, NZ law has no explicit requirement for a driver to be present. However, autonomous vehicles could raise issues about who is at fault if they were to crash.” The site does make a five-level distinction, however, between various levels of autonomy, ranging from Level 0 – no automation, Level 1 – function specific, Level 2 – combined functions, Level 3 – limited selfdriving and Level 4 – full self-driving automation. Technology will also be a major consideration in a three-part agreed strategic approach to Auckland’s future transport needs. The Minister of Finance, Bill English, the Minister of Transport, Simon Bridges and Auckland Council have released the first stage of their 30-year plan which sets out a framework to determine options for how government and council can collaborate to tackle Auckland’s current and likely future transport issues.
Trades Academy’s Marlborough/Nelson programme The Top of the South Trades Academy has launched a new programme delivery in collaboration with Connexis for Marlborough, Tasman and Nelson secondary school students. The programme provides students in the region with the opportunity to complete a level 2 National Certificate in Infrastructure Works while still at secondary school. The collaboration is a first for Connexis, which provides qualifications for on-job training, including assessment resources along with support and guidance, to trainees who are already employed within the infrastructure industry. “This is a fantastic opportunity for the cohort of students,” says Top of the South Trades Academy manager Shaaron James. “They will be working under our tutors’ supervision at contracting sites within the Marlborough and Nelson regions and will be receiving training towards an industry qualification. “This is a great way for them to prepare themselves for working in the civil infrastructure industry with a training provider that has the respect of industry itself.” 8 www.contractormag.co.nz
The government is injecting $24 million into Rotorua’s transport network, focusing on the city’s eastern and central corridors. Rotorua is recognised as a key connection point for road transport in the central and upper North Island, connecting industries such as tourism and forestry with the Port of Tauranga. This work will complement the more than $17 million worth of transport projects already announced in Rotorua including the $8.1 million SH5 Hemo Road roundabout, $5.5 million in cycling and $3.5 million in safety improvements, bringing total roading investment in the area to $41 million. The programme includes: An upgrade to State Highway 30/Te Ngae Road; a new roundabout at the Te Ngae and Tarawera Road intersection; four-laning a section of Te Ngae Road; and improved walking and cycling connections. Transport minister Simon Bridges says central government has been working closely with Rotorua Lakes Council to look at the best way to future-proof the city’s transport network. Research by the NZ Transport Agency under the government’s Accelerated Regional Roading Programme recommended that the previously identified option of the Rotorua Eastern Arterial (REA) not be built, and is unlikely to be built even in the long term. “For some time the REA was seen as the long-term solution, but investigations have recommended upgrading State Highway 30/Te Ngae Road to support growth and improve Rotorua’s congestion issues,” says Bridges. “Nevertheless, the government has asked the NZ Transport Agency to take a further look into options for Rotorua’s long-term transport network and report back before any final decision is made on whether to lift the designation for the REA. We will be engaging with stakeholders and are keen to hear what the community thinks.” Preparation for the upgrades will get underway this year, he says, with work carried out over the next two to three years. Works are co-funded by the government through the NZ Transport Agency’s funding assistance rates (FAR) and Rotorua Lakes Council, and will include funding from the Urban Cycleways Fund.
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CONTRACTOR UPFRONT
NPDC: On or against trend?
Artist’s impression of the Mangaonua and Mangaharakeke Gully Bridges, NZTA.
Key Waikato project under way The 21.8-kilometre long Hamilton section of the Waikato Expressway started last month. The NZTA says the $973 million project is the most complex and highly anticipated section, which includes 17 bridges, five new interchanges, walking and cycling paths. The section will be built by a consortium of contractors and designers comprising Fletcher, Beca, Higgins and Coffey (FBHC), in an alliance with the Transport Agency. The Transport Agency’s Hamilton highways manager, Kaye Clark, says “during construction up to 600 people will be working onsite to get the road open”. “The project will use an estimated 28,450 cubic metres of concrete, 212 kilometres of road markings and 126 kilometres of fencing. In total four million cubic metres of dirt will be moved before this new stretch of highway can open to traffic.” All seven sections of the Waikato Expressway are scheduled to be complete in 2020 when both the Hamilton and Huntly sections are finished.
Road and soil stabilisation has just been updated from analogue to digital.
New Plymouth District Council is bringing a “significant amount of professional services for network management of the roading network back in-house”. The new contract, which will take effect from the end of June 2016, will cover services relating to roading infrastructure, water and waste infrastructure and other council assets such as halls, stadiums, public buildings, parks and reserves. So are New Plymouth and Ruapehu local authorities creating a trend back to the old-style council yard? It will also be interesting to see NZTA’s reaction given its promotion of the NOC models among local authorities.
New NOC for Southland A new $64 million, seven-year contract covering the maintenance and operation of the NZTA’s Southland state highway network has taken effect, with SouthRoads leading a partnership comprising professional engineering services provider MWH and contracting companies Downer, McDonough Contracting and Carran Scott Contracting.
Dispute resolution Independent, crown-owned conflict management firm FairWay Resolution has expanded its offering to include a building and construction dispute resolution service. FairWay is an authorised nominating authority appointed by the Minister of Building and Housing to select qualified, trained and impartial adjudicators to determine construction disputes.
Civil Trades first Evaluator and Moderator appointed The Civil Trades board has appointed Ross McArthur as its first evaluator and moderator. Ross has been an assessor for industry training for a number of years and assisted the board in the establishment of the Civil Trades Regime.
Supporting Northland You may have missed this interesting idea from Winston Peters, MP for Northland. “Northport has the maritime and land resources that Auckland does not have. It is only gross short-sightedness, encouraged by the National government, that is standing in Northport’s way.” This came just days after Ports of Auckland announced it had bought land just north of Hamilton for an inland hub. Of course moving the port to Whangarei would require an upgrade of the rail link to Auckland – and open up an enormous plot of reclaimed land right on the Auckland waterfront.
Apply now. www.tpms.co.nz/road-stabilisation Paul 021-791005 Stephen 021-963714
10 www.contractormag.co.nz
TUANZ welcomes UFB rule-change TUANZ (Telecommunications Users Association of NZ) CEO Craig Young says property access for installations is one of the most important issues facing the UFB rollout, and he is happy to finally see that government has moved to deal with the problem. The new streamlined consenting rules relate to access difficulties around shared driveways and right-of-ways.
UPFRONT CONTRACTOR
ComCom looks at Fletcher’s Higgins buyout
ACC and H&S help
The Commerce Commission has been looking into the national and regional markets for construction aggregates before it decides whether to clear Fletcher’s bid for Higgins. Fletcher wants to pay $315 million for most of the Higgins operations, the country’s third largest road construction and maintenance company. The Commission has identified the only area of potentially anti-competitive overlap between the two companies as being the market for crushed rock aggregates used in road building and associated infrastructure projects. A decision is expected early in May.
The ACC is increasing the Work Levy component this year for high risk industries by an average of 28 percent. This is mainly to offset the removal of the Residual Levy that finishes from April 1, says Martin Wouters from the Manage Company, which set created the first online subscription based toolkit here for managing workplace injuries. Martin says his company can reduce ACC and the company’s no cost review created an average saving for 2015 of 41 percent, he says. “We tell you what ACC doesn’t.” Brokering on a success fee based service, they take the same information ACC uses to set your levies. “Well over 80 percent of the time we will get a lower value.” Services also include making businesses compliant under the new Health & Safety at Work Act. “We are specialists in moving your company into the ACC accreditation programmes namely the Workplace Safety Discounts (WSD) and the Workplace Safety Management Practices (WSMP).
Meanwhile Higgins helps out
Even Germany fights over funding
Higgins has pledged F$250,000 to the Fijian recovery efforts following the devastation caused by Cyclone Winston. Higgins is involved in a number of key infrastructure projects in Fiji and has a team of 250 staff on the ground, the majority of whom are locals.
While Germany spends €10 billion on roads every year, the Federal government says this is €4 billion less than is needed. Its solution is to create a federal agency which would be responsible for building and maintaining the major routes roads and which would be able to award contracts to private companies. At the moment all roads are built by the country’s State governments, which object to the plan to take control away. Freight traffic in Germany is expected to grow by 40 percent over the next few years.
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APRIL 2016 11
CONTRACTOR UPFRONT
Intertraffic Amsterdam Innovation Awards Finalists Source www.hbrc.govt.nz
Intertraffic, for infrastructure traffic management, will be held in Amsterdam from April 5-8. Here’s a look at just some of the innovation awards finalists that caught our eye.
Smart Ultimate Lighting HR Groep, The Netherlands Smart Ultimate Lighting is an illuminating foil with imprinted energy storage and imprinted sensors. The foil is used on information carriers, such as illuminated signs. This innovation has two special characteristics: The illuminating layer ensures that the foil lights up and provides visibility up to 250 metres, while sensors in the film make sure the product is “smart” by sensing when it is dark and ensuring the foil illuminates.
Ortana Meteo 251 Ortana, Turkey Ortana’s Meteo 251 is a non-intrusive overhead road surface sensor with optical lenses to measure road conditions, including surface temperature, water depth, ice layer thickness, road status, ice percentage, snow height and friction.
WheelRight Tyre Condition Management WheelRight, UK The drive-through tyre management solution measures tyre pressure, vehicle weight and the tread depth around the circumference of the tyres as the vehicle drives over roadmounted sensors. While not an entirely new product, the judges have still deemed this worthy of being included as a finalist in the Safety category.
CRL just the start? KiwiRail says the Auckland rail network needs another $1.4 billion (on top of the CRL’s $2.5 billion) to come up to scratch. Issues are said to include “trains being managed in Wellington instead of Auckland, freight services running on passenger routes and trains causing traffic congestion at level crossings”. The first two seem realistic goals – especially not having an Auckland control room for when the great Wellington earthquake strikes, but there are many more things needed to unblock congestion before removing level crossings are considered essential.
MPI’s Irrigation Acceleration Fund boosts two schemes The Ministry for Primary Industries, through the Irrigation Acceleration Fund (IAF), has boosted the coffers of the Ruataniwha Water Storage Scheme by $575,000 for tasks associated with final technical due diligence, water contracting and investor negotiations. The amount matches the contribution of the Hawke’s Bay Regional Investment Company, the investment arm of the Hawke’s Bay Regional Council. HBRIC chief executive Andrew Newman says the ongoing support from the IAF has ensured good momentum in successfully completing the final steps towards delivering the scheme, which he says has the potential to create more than 2000 ongoing jobs, and inject at least $200 million a year into the region’s GDP. The $275 million project would create a 93 million cubic metre reservoir to store water in the upper Makaroro River to improve river flows for agricultural use in the Tukituki River catchment. And while both Infratil and Ngai Tahu have pulled out of the scheme, news in late February that HBRIC is in late-stage talks with a private investor has been confirmed. The announcement came less than a week after a High Court decision rejected a bid by the Royal New Zealand Forest & Bird Protection Society to overturn a land swap deal between HBRIC and the Department of Conservation that would allow an area of conservation value to be flooded in exchange for a larger area of land with conservation value. Meanwhile the IAF has also given $804,000 to the Wairarapa Water Use Project, to move ahead with a feasibility study and expand discussions with farmers and the community about the opportunities and challenges of building water storage in the region. Investigations since 2010 have been led and funded by the Greater Wellington Regional Council.
CONTRACTORS’ DIARY Date
Event & Venue
4 Apr 11-17 Apr 8-11 May 18-20 May 22-25 Jun 13-15 Jul 27-29 Jul 3-6 Aug 10-11 Aug
Health & Safety at Work Act 2015 takes effect bauma 2016, Munich, Germany FIDIC-ASPAC Conference hosted by ACENZ Water New Zealand Stormwater Conference, Nelson IPWEA NZ Conference, Auckland Joint AQA/IoQ QuarryNZ Conference, Blenheim Crane Association Conference, Nelson Civil Contractors NZ Conference, Auckland Heavy Haulage Assoc Conference, Christchurch
Contact www.bauma.de www.fidec-aspac2016.com www.stormwaterconference.co.nz conferenceteam.co.nz/ipweanz2016 www.aqa.org.nz www.cranes.org.nz/conference www.ccnzconference.co.nz www.hha.org.nz
Please send any contributions for Contractors’ Diary to kevin@contrafed.co.nz, or phone 09 636 5710
12 www.contractormag.co.nz
CANTERBURY UNIVERSITY Complete Reinforcing has once again shown its support of the Infrastructure sector by supplying prefabricated cages for the largest bridge building test ever carried out in the Southern Hemisphere. Cages were supplied to suit each of the various precast components used in the test. The test is a critical part of the Accelerated Bridge Construction and Design project for the University of Canterbury. This world-first research aims to create a bridge design that suffers minimal damage in an earthquake, and allows repairs to be made in only a few hours. The test has been watched by experts in bridge technology and design the world over. Using a hybrid connection, replaceable reinforcing is placed at external areas of displacement (superstructure-superstructure and superstructure-substructure joints) to dissipate seismic energy, while re-centering of any displacement can still occur using post-tensioning tendons. Talk to us or send your tender documents to quotes@completereo.co.nz Auckland 09 271 7419 Christchurch 03 982 5053
Cromwell 03 445 4639 Nelson 021 588 944
Individual prefabricated components were to be assembled in the laboratory and subjected to maximum credible earthquake levels. The components had to be constructed with the precision necessary for a laboratory model; minimum construction tolerances... [were] necessary and individual components were to match perfectly to prevent any complications during assembly.� Zeinab Chegini, PhD Candidate, University of Canterbury
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CONTRACTOR ON THE COVER
MAGNUM
14 www.contractormag.co.nz
FORCE
Magnum Hire has added the superior compaction technology of Hamm’s HD CompactLine series to its large fleet of construction machines in Auckland. WIRTGEN NEW ZEALAND has recently supplied West Aucklandheadquartered Magnum Hire with four new Hamm HD14 VV articulated tandem rollers, with two more on the way soon. The new machines arrive as Magnum Hire and Magnum Equipment managing director Liam Field oversees work on the company’s brand new site on busy Don Buck Road, near the rapidly developing Westgate area of West Auckland. It’s a site he has had his eye on for awhile now. “This place has been on my radar for a long time; it’s a great location and when the yard is completed our operations – split between Magnum Hire and Magnum Equipment – will cover 12,000 square meters, with dedicated wash bays, workshops and offices. “This signals a new era for the company and a big investment in West Auckland. But we’re really excited.” While the new facilities start to take shape, Field has also decided to update some of his existing fleet of rollers with a consignment of new 4.3-ton Hamm HD14 VVs. These machines join a Hamm 3412 construction roller and Hamm HD75 double drum roller on the Magnum Hire fleet. Field says the new more compact machines offer a good spread of power and ability, while remaining small enough for clients to shift around as needed. “These machines are pretty straightforward, but you don’t want overly complex machines anyway; we need gear that our clients can get out on-site and begin operating in a real hurry. “Hamm gear comes with a good reputation and at a good price, so they definitely fulfil a need for me and for our clients who hire them.” Fitted with reliable Kubota engines, the Hamm HD14 VV offers comprehensive vibration from both its 1380mm-wide forward and rear drums. Due to the compact nature of the machine, the operator has good visibility to the drum’s outer edges, without any aspect of the machine’s upper body structure obscuring the angles. Similarly the concaved front end of the Hamm HD14 means the operator has an equally unobstructed forward view. The Hamm HD14 VV (one of five machine sizes in Hamm’s HD CompactLine series) also features a three-point swivel joint for
better operator comfort. The self-levelling centre pivot assembly is designed around three joints, rather than four. This unique system from Hamm helps with directional stability even when at a fully pivoted angle; the chassis construction of the Hamm HD14 VV provides for even weight distribution on the front and rear drums so as to ensure optimum coverage. “We provide machinery to the big guys of the construction world, as well as smaller independent operators, so it’s great to be able to offer every client the same high level of technology in machines like the Hamm compactors,” Field continues.
“Hamm gear comes with a good reputation and at a good price, so they definitely fulfil a need for me and for our clients who hire them.” “Investing in good technology like this should hopefully mean there will be no issues going forward with reliability too; I’d anticipate 10 years out of these machines. There are a lot of them out there on job sites around the country, which speaks to their popularity as well as their reliability. “The proof is in the servicing though; you can have the best machine in the world on your fleet, but if the distributor doesn’t back it up with parts or technical support, then there is just as much risk with that machine for an operator as there would be for the oldest, cheapest machine on the fleet. “We get on well with Mark Joubert and the Wirtgen New Zealand guys; I’m looking forward to a good partnership ahead with them,” he says. With over 300 machines in his extensive construction machinery hire fleet and an ever-expanding service offering, Field is well placed to know what produces the goods for a variety of entities when the pressure is on. With two more Hamm HD14 VVs on their way to join these four, it would seem he is betting on orange to help meet that demand.
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APRIL 2016 15
CONTRACTOR PROFILE
Frank with a TNL Freighting truck in the mid-80s when he was transport manager for the company.
Man on the move A life-long love of driving and a passion for the industry has led to a long and enjoyable career for Frank Riddell. BY MARY SEARLE BELL. FRANK RIDDELL TRAINED as an engineer, completing a 10-yearlong fitter and turner apprenticeship, but his love was driving. He indulged in racing cars but wanted more. So, at the age of 30, he decided to change careers and get a job driving trucks. “I asked a friend who worked in construction. He told me who to visit and I went and asked for a job,” Frank told Contractor. He started his new career with Highways Construction – a division of Nelson Transport, a company which later became TNL Freighting – driving tip trucks, spreading gravel, sealing roads and the like. After three or four years as a driver things got a bit quiet in the industry and Frank and the other drivers were having to go further and further afield from Nelson with work. “I didn’t want this so I moved into the transport side of the business. We were trucking coal into Tarakohe Cement Works in Golden Bay from Stockton and Denniston mines in Westport,” he says. “One day the boss picked me up from a shift change to take me into town and I asked him how to get ahead in the industry.” That must have marked him as a man with ambition because it wasn’t too long before his manager asked him to move into the heavy haulage side of the business. From there he moved into the company office and managed the heavy haulage trucks and the freight trucks as well. Eventually he was made transport manager, a role he held for 15 years. At that time the company was taken over by Transpac, which soon went into receivership and the company was divvied up and sold off by the receivers. TNL Freighting was the last division to go. It was bought by L&A Cotton and it took Frank in the purchase. After six-and-a-half years with L&A Cotton he moved again, 16 www.contractormag.co.nz
this time to work for Brian Stanaway who had set up a heavy haulage company. And there he stayed until about six years ago when he was made redundant. “As I have my pilot’s licence I carried on my Heavy Haulage Association membership,” Frank says. “I don’t want to work full time anymore but I do a bit of piloting and driving for friends and ex-colleagues in the industry.” Frank has been a member of the HHA since 1981 when working for TNL. “My wife, Christine, was working for TNL at the time too but didn’t come to that conference in Rotorua – management said I should go alone to find my feet,” he says. But she joined him for many of the following conferences and they’ve made a lot of friends there. As a pilot member he still goes to conferences, “although it’s more of a social thing these days – catching up with old friends”. He’s currently making plans to attend the next one, making a longer holiday around the event. Frank joined the association executive in 1982 and served on the committee for 19 years, holding the office of president once in 1996-97 and vice-president twice. He’s been the area representative for the Nelson/Marlborough region since 2000 and, according to association chief executive Jonathan BhanaThomson, was heavily involved in the organisation of both conferences held in Nelson, in 1987 and 2003. For his service to the association and industry, Frank received the Chairman’s Award in 2010 and last year was given the Gus Breen Memorial Award. “I was incredibly humbled to receive the Gus Breen Award,” says Frank. “I knew him personally, he was a very nice guy, and
Frank’s first driving job was with Highways Construction, part of Transport Nelson Group. In this photo, taken in the mid-70s, Frank is standing on the far right alongside his colleagues. APRIL 2016 17
CONTRACTOR PROFILE
Above: Frank’s coal truck going through Hawks Cragg, about 20 minutes north of Westport. Above right: Shifting the Anchor Inn in 1984 from its original site in Haven Road, Nelson, to Founders Heritage Park – home to many historic buildings. In those days there were very few hydraulic house trailers, so buildings got moved on transporters. In the late 1970s Frank moved into the freighting division of Transport Nelson, trucking coal from Westport to Nelson. The trucks would stop at Kohatu, outside Nelson, to change drivers. Frank and his shift mate pose in front of their truck (No 176 on right) with other drivers during a shift change.
winning the award was something special.” Friends and colleagues in the association think Frank is something special too, as evidenced in the many letters of recommendation for nomination for the award. And there was a theme running through those letters – the same words kept cropping up: honest, reliable, knowledgeable, helpful and loyal. “Over many years Frank has demonstrated a willingness to put back into the industry,” writes Warwick Bell of Tranzcarr Heavy Haulage. “This being evident by his years on the executive committee of the NZ Heavy Haulage Association and, following this period, he continued to represent his local area and fight for the membership on roading issues as needed. He has always been prepared to assist other operators and pass on the benefit of his vast knowledge, learnt over the many years involved in transport.” His old boss, Neil Reid, past managing director of TNL Group, writes of Frank’s success as manager of the heavy haulage division in the 1980s and 1990s: “His high level of awareness of the regulations associated with this specialised sector of the transport industry was instrumental to the success of the business unit he managed for TNL. Adherence to correct procedure and process was a distinctive feature of Frank’s management practice.” Frank’s passion for the industry is obvious and he’s embraced the new technologies and regulations as they have come along. “Last week I was driving bulk cement – the truck was quiet, powerful and comfortable,” he says. “I remember the new truck I drove hauling coal, it had 250hp, which was a lot in those days. This truck had 600hp. “In the old days we didn’t have these fancy hydraulic trailers – we shifted houses on a transporter. It was much trickier – we couldn’t lift houses over fences and the like.” 18 www.contractormag.co.nz
As well as the advances in technology and equipment, safety regulations have come a long way too: “When they instigated night movements for shifting houses in Nelson we didn’t have any fancy lights – I tried my best to illuminate the signs but...” But lights were only one part of the issue when night moves were introduced: “I remember one house I shifted wasn’t wanted by a neighbour, however they woke one morning to find the house in place and accused me of skulduggery – in actual fact the rules had been changed.” At 67 years old, Frank has no plans to completely retire just yet. He’s always loved the industry and still enjoys driving and piloting. “I’ll carry on as I am for the foreseeable future,” he says. “I don’t have a plan – the phone rings and I get a day or two or a week here and there.” And he’s still building on his wealth of knowledge: “If you can’t learn something every day then things get a bit boring.”
Frank Riddell, with his wife Christine, received the Gus Breen Memorial Award for outstanding service to the heavy haulage industry last year.
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CONTRACTOR ASSET MANAGEMENT
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new ideas, new connections The Road Infrastructure Management Forum has become a must-attend event for the broad roading infrastructure management industry. Contractor magazine was a guest at the 2016 Forum. Report by ALAN TITCHALL. THE FIFTH ANNUAL EVENT was held in Rotorua at what must be
one of the most comfortable (think nice theatre seats) event centres in the country – the Sir Howard Morrison Performing Arts Centre. Some 215 delegates attended this year, made up of roading managers, consultants, contractors and others from utility companies, the civil contracting industry, industry suppliers, local authorities and the NZ Transport Agency. This is a very well run event and packs a great deal of ‘knowledge’ into two days. It is like a huge industry, insider discussion and sharing of knowledge and case studies – without political or regulatory overtones. There was no ministerial opening, just a welcome from the Forum’s chair, Simon Gough and Adam Bevins, the National Lead, Asset Management at Downer, representing the main sponsor of the event. If there was a single theme, then it concerned the ‘quality’ of data as something that is integral to all areas of infrastructure works, and asset investment and management. RIMS runs this event with the support of IDS and NZUAG (see side box over page if you are starting to get lost in this kaleidoscope of acronyms), with RIMS and IDS being under the IPWEA umbrella. The first day of plenary presentations, organised by RIMS, had a focus on sharing asset management good practice, data collection, works management, transforming data into intelligence, and the use of systems and data in optimised decision making and the management of assets. The day included a ‘huddle’ session around tables called ‘Rapid Download talks’, where services and software were demonstrated. 20 www.contractormag.co.nz
The second day was made up of two concurrent, focused theme streams – Roading Optimised Decision Making (the more technical of the two) and Corridor Access Management. These streams were designed for sharing difficulties and learnings, debating and digging into key issues. In what must be a first for the events industry and delegate comfort, all 28 speaker presentations were restricted to a maximum of 20 minutes. “An important goal of day two is to provide a forum for professionals in the sectors of the industry that do not often get the opportunity to meet as a community to come together and make contacts/network,” says Simon Gough, Forum chair. “The Forum started as a single discussion five years ago and has become a major event, having gone from 100 delegates to 215 delegates this year, including representatives from 35 local authorities. “We have also gone from a one day event to two days by joining with an original IDS [Infrastructure Decision Support] stream and introducing a corridor management stream with the help of the NZ Utilities Advisory Group.” The Forum idea originated, Simon says, because there were so many concerns in the sector. At the opening of day one he told delegates: “One of the principles of the Forum is to support you and your sense of place in the industry, and encourage you outside of your day to day routines to find new ideas and connections across our industry. “If you can walk away with two new ideas, two new contacts and two new products and services then we feel we have been a success.”
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Forum highlights Keynote speaker was Brian Middleton, vice president of Bentley Systems in Australasia and based in Sydney. His presentation on asset lifecycle management made the point that, with about 80 percent of the total lifecycle cost of an asset expended during operations and maintenance, common sense would suggest that asset managers are critical to whole of life management. “Yet in practice asset managers are still ‘handed’ asset postconstruction with inadequate supporting data,” he says. “Understanding and controlling how information is accepted, stored, managed and shared, both around the organisation and outside corporate boundaries is critical when making decisions.” Brian discussed this issue in detail through a case study on Crossrail – Europe’s largest civil construction project ($35 billion), showing real benefits to asset owners by starting with the ‘end in mind’. This massive project is half a billion pounds ahead of budget after four years, and only 1.5 weeks behind time. We will cover Brian’s case study in detail in a future issue of Contractor, but he is emphatic that BIM is not an adequate system for civil asset lifestyle management, even though it has been widely adopted in the industry. And don’t store data in the CAD, he says.
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1. Paul Swain, former transport minister and the chair of the NZ Utilities Advisory Group (NZUAG) providing an update on the National Code of Practice for utility operators’ access to transport corridors. 2. Suzy Ratihi (roading manager for Mackenzie District Council) and Ashley Harper (group manager of district services at Timaru District Council) on stage delivering an impressive and detailed presentation on local authority collaboration in the mid-south Canterbury region. 3. Some of the many stands at the trade hall and (to the left) a new footpath survey scooter with 98 percent accuracy using voice recognition and GPS tracking (covering up to 25 kilometres a day) which is a huge improvement over traditional foot and hand punching methods. 4. Sanet Jooste (Lonrix) and delegates at the ‘Rapid Download talks’, where services and software were demonstrated on day one of the Forum. Sanet is demonstrating the JunoViewer Deterioration Rate Calculator, a tool and procedure for calculating site specific deterioration rates for use in deterioration modelling.
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1. A cold beer at the end of day one. From left: Suzy Ratahi, Mackenzie District Council; Grant Chesterman, Selwyn District Council; Ashley Harper, Timaru District Council, John White, Hurunui District Council; Andrew Petrie, Waimakariri District Council. 2. Theuns Henning (IDS) awarding the 2016 RIMS Innovation Award to Phillipa Chase (Downer) – the prize is a plaque and $1000. 3. RIMS Forum chair Simon Gough is presented with the prize ($250) for the Best Presentation for Day 1 (as chosen by the audience), by Pio who MC’d the Forum with a balance of professionalism and humour.
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“Don’t let the CAD manager take over – no one uses CAD modelling for asset management.” Another impressive first day presentation was made by Dawn Inglis who was the Road Corridor manager at Waipa District Council before being seconded to a regional role as project director for the Waikato RATA (Road Asset Technical Accord). In her presentation ‘How collaboration is building better asset management capacity and capability in the Waikato’, Dawn
acronyms... ALIM – Asset Lifestyle Information Management BIM – Building Information Modelling/Management CAD – Computer Aided Design CAR – Corridor Access Request IDS – Infrastructure Decision Support IPWEA – Institute of Public Works Engineering Australasia NZUAG – NZ Utilities Advisory Group RAMM – Road Assessment & Maintenance Management software RIMS – Roading Infrastructure Management Support SUBMITICA – Interface to RAMM’s CAR Manager TTM – Temporary Traffic Management
22 www.contractormag.co.nz
4. Tom Kiddle, the TTM manager at Auckland Transport, presenting a report on the council’s strategies and results of monitoring TTM compliance on its road network – which achieved only a 55 percent satisfactory status, significantly less than the 80 percent target.
explained how the Waikato Mayoral Forum brought together the region’s 12 mayors and the regional chair to bolster cooperation, share knowledge, generate savings and other efficiencies. This roading workstream led to the development of RATA to support strategic asset management functions across the region. A number of local authorities are now looking at this case study, which we will detail in a future issue of Contractor. A number of presentations at RIMS 2016 covered the allimportant RAMM database for corridor access managers and corridor access requests (CARs), and temporary traffic management (TTM), and the Submitica interface that was launched early last year to access this database. We were told at the Forum that Submitica is gaining usage over ‘Dial Before You Dig’ among CARs. If you are wondering about the strange title – Submitica was originally meant to be called Submittocar (which makes sense), but was misinterpreted during the marketing development. Both Submitica and the RAMM programme have come a long way over the past year. For instance, a recent change to the CARs interface is a map of the ‘corridor’ showing a model of all other works going on in an area. You can imagine the image of Auckland’s CBD at the moment, with huge projects under construction such as the new convention centre and preliminary work on for the CityRail Link? We look forward to publishing presentations from the 2016 Road Infrastructure Management Forum over the following year and thank RIMS for its kind invitation to attend its event this year.
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CONTRACTOR PROJECT
The original seven RoNS ALAN TITCHALL looks at the origins of the ‘Roads of National Significance’ (RoNS) in part one of a three-part article series that will also cover project highlights and contractor performance, and future projects and their funding. WHEN IT COMES to grand schemes there can be none grander than
the National Government’s National Infrastructure Plan released as a discussion document in September 2009.
The reasoning behind it To say the Government set off on this infrastructure spend back in 2010 to keep roading contractors afloat during the recession would be incorrect, as the programme involved a lot more than just roading. The idea was to take the high ground on the state of the nation’s infrastructure assets; find a direction for future infrastructure investment; improve alignment between national and regional infrastructure planning; and improve public awareness of why central Government has to spend its taxes on big structural things for the future of the country. Sectors in this grand plan included telecommunications, water supply, social services and, of course, roading. In a country reliant on exports, around 92 percent (by weight) of all our freight is moved by road. While high-volume highways make up only 6.5 percent of our total roading network, they carry 17 percent of total kilometres travelled, and 19 percent of all freight volume kilometres. A National Freight Demand Study in early 2014 identified around 236 tonnes of freight moved around the country each year and this figure is predicted to increase by 50 percent over the next three decades. Freight tonnage in the Auckland and Canterbury region is projected to grow by 78 percent and 73 percent respectively. 24 www.contractormag.co.nz
Early road infrastructure map Within the National Infrastructure Plan came roading – in the form of the National Land Transport Programme (NLTP) and a new State Highway Classification System. The NLTP is funded from the National Land Transport Fund (NLTF). These are two very important acronyms. Under the NLTP five high-use roading projects, based around our five largest population centres, were identified and given the title – with a flair for slogans reminiscent of communist China during its Great Leap Forward period – “Roads of National Significance”, or RoNS. This is the third important acronym. Seven RoNS were announced in the Government Policy Statement (GPS) on Land Transport Funding 2009/10 to 2018/19, and $12 billion was earmarked for these projects, which came under the responsibility of the New Zealand Transport Agency (NZTA).
How the NZTA came about The country’s roading infrastructure is partly owned by the Crown (state highways) and partly by local councils (local roads). Over the past 25 years, the management and funding of this roading infrastructure has been in the hands of a number of different central government agencies. In 1989 an entity called Transit NZ took over roading from the Ministry of Works and Development (which was funded and
for dummies guided by the National Roads Board). Funding for Transit came from road user charges, less an amount of petrol excise duty that was retained for the Crown account. In 1996 the funding arm of Transit was separated out to form Transfund, which was then combined with the Land Transport Safety Authority to form Land Transport NZ. In 2008, Land Transport NZ and Transit were merged to form the Crown entity still in control of our state roading – the New Zealand Transport Agency. The NZTA has statutory independence (designed to ‘depoliticise’ decision-making around individual road projects) over determining what roading activities are included in the NLTP and approving all NLTF funding for roading activities. In 2009, under pressure to capitalise on favourable recessionary purchasing conditions at the time, the NZTA formed an Industry Liaison Group made up of consultants and contractors to kick around ways of getting the first seven RoNS projects funded.
Road funding in general So far, this country has been able to fund roading from road user charges, unlike Australia where road spending has outstripped road charges and revenue, but this could change. Since 2009 road user charges – Fuel Excise Duty (FED) revenue and the Road User Charge (RUC) – have gone directly into the NLTF, which funds most of the country’s land transport programme (including the RoNS). This was achieved through the Hypothecation Act of 2009
PART ONE OF A THREE-PART SERIES
(hypothecation being to allocate the revenue raised by a tax for a specific purpose). There are also modest contributions to the NLTF from sources such as the rental or sale of state highway land, and interest from cash invested. From time to time the Government also provides extra funding from outside of the NLTF for transport-related projects. Local authority road funding is derived from a mixture of rating revenue and funding from the NLTF through the NZTA’s Funding Assistance Rates (FAR), which varies according to the project and the local authority. Generally, the NLTF provides just under 50 percent of local road funding. Local councils, according to their association Local Government NZ, spend over $800 million annually building, fixing, renewing and maintaining roads, funded through each council’s rating base and FAR.
Funding the RoNS The Hypothecation Act of 2009 put more funds into the NLTF and the Transport Minister at the time, Steven Joyce, was able to shift about $300 million into the fund to kick the first RoNS projects off. Initially, the NLTP allocated $1,359 million towards these projects for the period 2009–2012, while other state highway improvement projects were allocated $1,539 million. In July 2011 the Minister of Transport released a Government Policy Statement (GPS 2012) covering the financial period 2012/13 to 2018/19. The aim has been to complete the first seven RoNS projects within 10 years, but the NZTA concedes that, to achieve this, these projects will require funding “beyond” that already identified APRIL 2016 25
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through NLTF projections. The Transport Agency’s three-year 2015–2018 NLTP (which started in June 2015) involves a $13.9 billion forecast expenditure. About $10.5 billion of this comes directly out of the NLTF; the rest from local councils through rates. The Ministry of Transport in June last year said the Government intends (presuming it lasts in power after next year’s election) to spend $19.5 billion on state highways (and $8.5 billion on local roads) over the next decade, with $9 billion directed at RoNS projects. Crown debt of $375 million is also being used to help fund the Auckland Accelerated Programme, bringing forward the construction of major projects ahead of when they could have been built funded only on a pay-as-you-go basis. The debt, says the NZTA, will be drawn down over a five-year period and is then scheduled to be repaid from the NLTF over eight years.
Something for the provinces When the RoNS programme was announced it was an obvious win for a recession-stressed contracting industry, plus there was also a new $30 billion budget towards rebuilding Christchurch, jointly funded by the Government and the global insurance industry. However, the industry was concerned that the grand schemes would suck money out of the provincial roading system at the expense of small contractors. This was answered by the Prime Minister at the National Party’s annual conference in June 2010 where he announced $212 million in additional funding – the Accelerated Regional Roading Package – for regional roads.
Extra funding avenues Four years ago the NLTF was under pressure from the cost of the Canterbury earthquakes and reduced economic and revenue growth forecasts. 26 www.contractormag.co.nz
To delay or cancel projects would have been a tough option for a Government that has made the RoNS a centrepiece of its economic growth agenda. The NZTA came under pressure to cover a $160 million shortfall. One solution was the infamous ‘sweating of the roading asset’, or delaying road maintenance until it is absolutely needed (see Contractor December 2015 coverage of the NOC model). Another solution (made in 2012) was to simply increase petrol excise duty and road user charges between 2013 and 2015. This significantly boosted the projected size of the NLTF, including another $2.5 billion for the RoNS projects. More recently, the Ministry of Transport told Contractor magazine that: “Expenditure levels in the Government Policy Statement on land transport (GPS 2015) assume that the Government will increase rates of fuel excise duty and road user charges each year by the rate of inflation. “However, this is dependent on the latest revenue forecasts, and Ministers will consider advice on this later in 2016, based on planned expenditure and up-to-date revenue forecasts.” A more upfront approach to RoNS funding has been achieved within the projects themselves, namely through PPPs and tolling.
The PPP model In October last year work started on Wellington’s $850 million Transmission Gully section of the Northern Wellington Corridor RoNS. It is the very first motorway in this country to be constructed, financed and maintained under a Public Private Partnership (PPP) contract. The PPP roading model is essentially the same as that used for the Hobsonville Schools and Wiri Prison projects, where the Treasury’s National Infrastructure Unit had already built up a core contract agreement for PPPs with the payment regimen, terms and conditions mapped out. The NZTA had only to customise this ‘template’ to a large roading project like Transmission Gully. The agency says it is
considering PPPs for other RoNS projects that have a similar scale and complexity. Financing projects under PPPs (covering construction, maintenance and renewal costs over the contract term) is a form of debt funding. It provides the NLTF with a funding ‘holiday’ while the project is being constructed. This not only means projects can be advanced, but funds can be used for other activities in the meantime. The model also transfers the construction risk to the builder who is paid back over time through the NLTF (and perhaps tolling). When the Transmission Gully project is delivered, ready for full use, annual availability payments from the NLTF, which incorporate finance, interest, maintenance costs and transferred risk, will start over 25 annual instalments. The cost of private finance means projects procured under a PPP arrangement are usually more expensive than a traditional government-funded project, which places pressure on the private sector to innovate to save project costs – during the building of
the asset and with ongoing operational costs over the concession period. That’s the theory anyway.
It tolls for you Tolling is another option. The country already has a successful precedent in tolling – the Northern Gateway motorway, and tolling reinforces the fairness of the actual user base helping to pay for a project. And now we have the recently completed Tauranga Eastern Link RoNS, where $107 million of the $459 million construction and property costs were funded from debt. “In this case the debt, which was raised by the Crown, will be repaid from tolling revenue over 30 years, including interest charged from the date the loan was drawn down,” says the NZTA. • Next issue (May 2016): Part two – RoNS innovation and performance so far.
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CONTRACTOR PROJECT
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Eating with the
fishes
Tranzcarr Heavy Haulage moves big things a lot and often the loads are not terribly exciting. However, an acrylic underwater restaurant – a bit like a fish tank in reverse – showcases Kiwi engineering ingenuity and has got everyone talking. BY MARY SEARLE BELL. TARANAKI-BASED FITZROY ENGINEERING is a leader
Above: The Hurawalhi resort and its underwater restaurant are scheduled to open in August 2016.
in its field, specialising in oil, gas and other energy engineering. However, its engineering know-how was recently enlisted to create an underwater restaurant destined for a coral reef in the Maldives. The company’s experience in creating pressurised sub-sea structures provided the necessary practical knowledge. As challenging as the fabrication of such a structure was, getting the restaurant from the workshop in New Plymouth, to the port, onto the ship, over to the Maldives and then positioning it on the coral reef, posed a whole raft of other challenges. APRIL 2016 29
CONTRACTOR PROJECT
The restaurant is constructed from five-metre-wide, 130mm thick acrylic arches and is 18 metres long and 5.4 metres wide. At one end of the transparent tunnel is a large 190mm thick acrylic panoramic window giving views along the sloping coral reef. In New Plymouth, Fitzroy Engineering undertook all the steel fabrication, fitted the windows and roof and completed the ballasting, air conditioning, electrics and the internal fit out.
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The underwater restaurant was designed by Auckland firm MJ Murphy. Headed by Mike Murphy, the company specialises in aquarium design – large public aquariums in particular with price tags usually ranging from $1 million to $50 million. In 2004 MJ Murphy designed and supervised the construction of the world’s first underwater restaurant for Hilton Maldives Resort & Spa. Now a second such facility has been manufactured and deployed, also in the Maldives – this time for Champalars Holdings, which is building a new luxury resort on Hurawalhi Island. The location is ideal for underwater dining, with the Maldives having an outstanding reputation for crystal clear water and scenic coral reefs teeming with fish and other sea creatures. The restaurant, which holds 24 diners, will sit on piled foundations on the edge of a steeply descending coral reef, one side facing the reef, the other looking out to sea. On the deep ocean side, special concrete platforms host corals taken from what will be under the restaurant. The corals were replanted on the platforms and left on the seabed to get
established and await the restaurant’s arrival. Once in place, the platforms were lifted off the ocean floor and bolted to the ocean-side of the structure. There they will attract fish and give diners on that side of the restaurant an amazing view of underwater life too. The restaurant is constructed from fivemetre-wide, 130mm thick acrylic arches and is 18 metres long and 5.4 metres wide. At one end of the transparent tunnel is a large 190mm thick acrylic panoramic window giving views along the sloping coral reef. At the other end is an impressive 13-metre high spiral staircase that gives access to the restaurant and two smaller windows. There is also a dumb waiter to bring food and drinks down from the above-water kitchen. There is, however, a small kitchen at the bottom of the staircase where staff can prepare food and drinks. Fitzroy Engineering says the arches, which were fabricated in Japan by Nippura Co, are “optically perfect so diners will feel immersed and surrounded by the ocean and fish life”. In New Plymouth, Fitzroy Engineering undertook all the steel fabrication, fitted the
windows and roof and completed the ballasting, air conditioning, electrics and the internal fit out. Working with MJ Murphy, Fitzroy Engineering achieved considerable efficiencies by building the floor of the hull from 114mm thick steel in order to add very efficient ballast weight. Procedures to heat, weld and safely rotate the 80-tonne floor were developed and implemented and this proved to be very successful. “We worked out a way of flipping it over rotisserie style so that we could weld both sides to keep it straight,” says project manager Adrian van’t Hof. The construction of the restaurant took Fitzroy Engineering nearly 10 months. On the evening of February 9 it was transported eight kilometres from the fabrication yard to Port Taranaki. Moving the restaurant fell to Tranzcarr Heavy Haulage. The heavy haulage specialists had already shifted the restaurant once – before Christmas it was moved from the workshop to the paint booth so the exterior could be painted. Afterwards, Tranzcarr moved it onto blocks where the interior and other finishing works were undertaken.
At the time of the first move, the structure weighed around 200 tonnes – about half of its finished weight. To load the completed 410 tonne, 22.5-metre long restaurant, a double-wide 14-axle trailer with 16 wheels per axle was reversed under it and the trailer’s hydraulics picked it up off the blocks. Tranzcarr director Warwick Bell told Contractor the haulage to the port took four hours following a full day of loading and lashing the load. The total train weight was 615 tonnes and the muscle was provided by two Kenworth heavy duty 849S Prime movers, a Scammell S24 and a Scania 144G. Tranzcarr undertakes spectacular oversized moves regularly and this load posed no particular difficulties for the experienced team. However, substantial road works in central New Plymouth and more in the area around Fitzroy were “a major concern”, says Warwick. It required a fair bit of planning between Tranzcarr, the local council and road works contractor Fulton Hogan to ensure the load could get through. As part of the New Zealand Transport Agency’s
To load the completed 410 tonne, 22.5-metre long restaurant, a double-wide 14-axle trailer with 16 wheels per axle was reversed under it and the trailer’s hydraulics picked it up off the blocks. The haulage to the port took four hours following a full day of loading and lashing the load.
APRIL 2016 31
CONTRACTOR PROJECT
The construction of the restaurant took Fitzroy Engineering nearly 10 months. It was transported eight kilometres from the fabrication yard to Port Taranaki where the security gates had to be removed to allow the procession through. The load then sat at the port for two days until the crane ship Fairlane berthed. It then lifted the restaurant on board using its two 400 tonne cranes. The 11,000-plus kilometre trip to the Maldives took three weeks, with the vessel arriving in early March.
SH3 Vickers to City project, two bridges are being replaced and the road widened. Consequently, at the time of the shift, the road was narrowed to a single lane with cones. This required Fulton Hogan to have a crew out in the middle of the night to clear any restrictions, allowing the load to proceed without delay. At the port the security gates had to be removed to allow the procession through. The load then 32 www.contractormag.co.nz
sat at the port for two days until the crane ship Fairlane berthed. It then lifted the restaurant on board using its two 400 tonne cranes. The 11,000-plus kilometre trip to the Maldives took three weeks, with the vessel arriving in early March. The Hurawalhi resort and its underwater restaurant are scheduled to open in August. • Images courtesy of Fitzroy Engineering.
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CONTRACTOR COMPANY PROFILE
A BODY BUILDING
transport industry veteran Meet the company who for decades has been knocking bodies into shape for the big names in contracting and transport. By GARETH THOMAS.
SPEND ANY TIME on the Kapiti Coast and you’ll frequently
catch sight of the bright, shiny green Higgins Contractors livery emblazoned across truck cabs. They’re shuttling up and down the region, playing their part in the building of the new 18 kilometre MacKay’s to Peka Peka Kapiti Expressway. Behind many of those and other cabs are bodies made by a veteran of the transport industry, Gary Douglas Engineers, based near Palmerston North. Gary’s family has been in business since 1972. First, his father started off building concrete batching plants and quarry plants. Gary and his brother joined the firm. Then they moved into structural steel for commercial buildings and general engineering. Gary started to dabble in body building and the company now specialises in transport engineering. The work has changed, and so too has the line up of the 34 www.contractormag.co.nz
men at the top. Gary bought out his father in the early 1990s, his brother is no longer in the firm, and his son-in-law is the manager. Trucks are now the bread and butter of the business. When Contractor visited it was all go – busy but highly organised. The workshop was bustling with fitters, turners and welders building truck bodies, flatdecks, tippers, and making modifications to chassis. The specialism here runs deep. Among the jobs booked in were a high clearance truck for an electricity lines company and a heavy vehicle from the RNZAF Base Ohakea fleet.
So why transport engineering? “People asked me to do it. There weren’t many people around here doing it,” says Gary Douglas.
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CONTRACTOR COMPANY PROFILE
“A lot of the bins are Hardox now. Not everybody wants that because of the extra cost, but the majority seems to be going that way. It certainly lasts.”
“The first job I did was for Ron Carpenter [former Mack Truck distributor and later founder of TR Group]. I’d known him for a long time. He talked me into doing a few little modifications on trucks and it just got bigger and bigger.” Gary says he picked up his skills the old way. The more jobs he did, the more he learned about the sector and the knowledge required to service his expanding customer base.
The early years Gary fondly remembers getting his hands dirty on his first truck alteration for a customer. “We did a wheelbase on an old DAF. It wasn’t old then... it was a brand new chassis. We extended the wheelbase on it. And it was one of several we did of the same model.” But that’s not the end of the story. “I’ve actually got it. I own it now,” laughs Gary. He ended up buying it back off TR Group when he needed a truck for his own company. But it didn’t hit home until later that it was one of his own flatdeck creations. “I bought that and I realised afterwards that it was one of the ones we’d actually lengthened,” he recalls with a smile and a chuckle. Early on the jobs rolled in. “They [TR Group] just kept giving us more work and we did a lot of work for Motor Trucks [MTD Trucks] making Mack parts, Mack components, especially when they brought the MHs out. We used to make a lot of chassis suspension brackets and stuff like that,” he says. The client list at Gary Douglas Engineers is impressive, servicing major national contractors and fitting out big brands such as Hino and Isuzu. “We’ve got Higgins, we’ve got Downer. We’re a preferred body builder for Downer for the whole country – us and Active Engineering in Rotorua. They [Downer] know what they want. We took a long time to get their specs right, especially for the tippers. We’ve combined with Active and got what they wanted.”
Tough, long-lasting products Gary buys some of his material from Real Steel. “A lot of the bins are Hardox now. Not everybody wants that because of the extra cost, but the majority seems to be going that way. It certainly lasts.” Most of the tipping bins (at least the floors) coming out of this workshop are made of the hard-wearing steel Hardox. Calculations and designs are done in Gary’s family-run workshop and then sent to another family firm to provide what is needed for the bin bodies. 36 www.contractormag.co.nz
“Even though it’s hard it’s still easy to form. We get all the forming done in Wellington at Real Steel. They send us up a kit complete and we put it together. They’ve got an eight-metre press, which is pretty special.”
Spreading out Over time Gary has complemented the increased number of contracts with a larger workshop in Newbury, a corner of rural Manawatu, which is equipped with a guillotine, brake press and a profile cutter. “We’ve definitely grown. We’ve built 2000 square metres of buildings since I’ve been involved. This used to be a little dairy factory and we built more land next door and built another building. We’re talking with the farmer next door about buying some more land.” On a tour of the premises, the welding sparks were crackling and the grinders were shuddering. Gary showed me one of the trucks being altered. I asked how long it would take to complete. “Seven hundred man hours,” he replied. He has 25 experienced staff, some of whom have been with him for over 15 years. According to Gary they are “paid well and they’re treated like part of the family. If they have a need we will tend to it.” Some workers arrive armed with the skills needed. Others are trained in-house. Their boss says it can be a bit of a struggle to find qualified workers. “Sometimes we poach them from people like Fruehauf.”
New business One of the developments at Gary Douglas Engineers has been the appointment of a New Zealand Transport Agency-approved certifying engineer for heavy vehicles. As well as working for the company, he is also used by other businesses. “It’s a big help. It certainly shortens the process when you’re doing a test,” says Gary. When nudged, he quietly acknowledges his company’s contribution to the construction of New Zealand’s network of new roads. “It’s going to get bigger, obviously with Transmission Gully. It’s going good and we’re enjoying it. Higgins are always buying new stuff.” And his private company continues to evolve. While retaining and growing his trade in tipper trucks, Gary is becoming a name in the crane industry. “We’re pretty well known now for big crane trucks. We got into it over the past five years or so. We are recommended fitting agents for Palfinger truck cranes.” Contractor asked him if cranes are a bigger earner. “I guess so, yeah. They’re certainly a bigger job.”
CONFERENCE 2016 72 nd annual conference, 3-6 August 2016 SKYCITY Convention Centre, Auckland
SMART CONTRACTING
REGISTRATION NOW OPEN Registration Information and Programme Updates available at: www.ccnzconference.co.nz
• Network opportunities to renew old relationships and build new ones • Participate in discussion forums • Celebrate success at the CCNZ/Hirepool Construction Excellence Awards formal dinner, plus the Z Awards lunch for the Z People Awards and Connexis Company Awards
SPEAKERS
Dr Paul Wood
As an 18 year old, Paul Wood was completely off the rails and spent a decade in some of NZ toughest prisons. His educational pursuits dovetailed with a journey of personal exploration and change. This journey would see him leave prison with an awareness of the fundamental issues that people face when trying to create real change. Paul will offer techniques for helping people achieve their goals, cope with adversity and a deep understanding of how to make the most out of a bad situation.
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CONTRACTOR PROJECT
Realigning the Manawatu Diverting the flow of a major river to stop erosion is no easy task. RICHARD SILCOCK takes a look at an ambitious project that is near completion on the Manawatu River.
THE MANAWATU RIVER, at 180 kilometres in length, is one of
the main rivers draining the southern part of the North Island. Originating in the Ruahine Ranges in southern Hawkes Bay it passes through the slip-prone Manawatu Gorge before flowing along the southern flank of Palmerston North and out across fertile plains to the Tasman Sea at Foxton. At times of peak flow it is prone to flooding and gouging its alluvial banks. In an area known locally as ANZAC Cliffs, which lies on the southern bank of the river upstream from the Fitzherbert Bridge and just south of Palmerston North, significant river erosion had been impacting on the cliffs, the adjacent reserve and proposed housing development land. A sharp bend in the river was causing gravel to build up on the northern bank, forcing the river to flow along the base of the cliffs’ face. As the channel for the river progressively tightened due to the build-up of gravel, the rate of erosion increased with an estimated 20,000 cubic metres of the soil falling into the river each year. Acting on concerns from various parties, Horizons Regional Council instigated geotechnical site investigations in 200708 with a number of test drillings to ascertain the ground 38 www.contractormag.co.nz
composition of both the river bed and the land surrounding the cliffs. Consents for the river realignment were granted in 2012 following agreements with the Environment Commission that there would be strict adherence to codes of practice by the contractor that there would be minimal river disturbance. Having successfully tendered for the project, Goodman Contractors commenced the physical works back in September 2014. To overcome the problem the river needed to be turned through an angle of 110 degrees to divert it away from the eroding cliffs. The only practicable means of achieving this was to establish a new channel and river flow alignment. This was achieved by firstly creating a substantial, curved gravel embankment upstream to divert the river away from the cliffs and then building a ‘protective wall’ around the cliffs. This involved shifting 150,000 cubic metres of river gravel from the north bank to create the embankment and then filling the old channel with compacted gravels up to a height of 20 metres to form a bench to protect the cliffs, and then placing around 40,000 tonnes of ‘imported’ armour rock across the face
River Above: The compacted gravel bench below ANZAC cliffs. Left: View of the sharp bend in the river taken from the top of ANZAC Cliffs showing the new embankment and armour rock on right and foreground.
APRIL 2016 39
CONTRACTOR PROJECT
Bulldozers ’plough’ through the gravel.
Excavator loading a dump truck with river gravel.
An earth-scraper negotiates the river at the ford.
Shifting 150,000 cubic metres of river gravel from the north bank to create the embankment 40 www.contractormag.co.nz
to help protect it. “It’s been a bit of a stop-go exercise,” says Dave Morgan, project engineer with Goodman Contractors. “Due to the often high and strong river flows over winter and extremes in the weather we have only been able to work on shifting the gravel across the river from late-spring through until mid to late autumn each year. The earthworks on the cliffs required really dry conditions so we were only able to work over the summer periods following the completion of the river work. However, and subject to weather and river conditions, we expect to have the major part of the work completed by the end of this month. “The project has involved a major diversion of the river, which is approximately 70 metres wide at this section,” says Dave. “We have essentially moved the river gravel that had been deflected and deposited on the north bank across to the south bank and filled what was the previous river channel. “This was achieved using a number of D8 and D10 bulldozers and excavators and carting the gravel and rock across the river using 40-ton Cat dump trucks, which ‘wade’ across the river at a ford we constructed with ‘imported’ rock early on in the project. The gravel was compacted using a Cat 824 wheeled dozer and ‘loaded’ dump trucks. “The rock is sourced from the nearby quarry at Linton and trucked to the work site compound on the north bank before being carted across to the south side and placed along the face of the new embankment to form a buttress.” According to Dave one of the biggest challenges of the project has been associated with working in the river bed itself. “We have to keep a constant eye on the river level, which can rise quite suddenly,” he says. “We check weather forecasts each day and we are linked up to the Horizons river flow monitoring site so that we can get a heads-up on the state of the river. No equipment is left in the river channel overnight as it could be damaged should the river level rise significantly.” Allan Cook, group manager operations with Horizons Regional Council, says the key drivers for the project were to protect the integrity of the cliffs, mitigate the risk to public safety as a result of the subsidence, prevent the river encroaching on infrastructure and residential land and help improve the water quality of the river. Once work is complete, the public recreational walkway along the north bank, which has been temporarily fenced off to the public, will be reinstated. There is also the possibility of creating a new walkway on the south side between Fitzherbert Bridge and residential Vaucluse Heights. Once the work is completed, the area will undergo a threeyear planting programme that will be compatible with the surrounding area and the adjoining Te Motu O Poutoa pa site. This will be maintained by the Palmerston North City Council as a recreational reserve. The $6.2 million project is a part of the Lower Manawatu City Reach Project which was established to manage flood protection. The project is being managed by a joint team comprising representatives from Horizons Regional Council, Higgins Contracting (now part of the Fletcher Group), and Kevin O’Conner & Associates (engineering consultants) in collaboration with the Palmerston North City Council and PMB Landco (owners of the residential development), which are all contributing to the cost.
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CONTRACTOR TRAINING
Civil Trades: meet the graduates In this issue we profile Joshua Rapihana of Downer NZ and Scott McKenzie of Ching Contracting, the fifth and sixth Kiwis to become Civil Trades certified. Although Downer and Ching Contracting are at opposite ends of the spectrum in terms of size, the Civil Trades regime is proving to be equally accessible and beneficial to both companies. Joshua Rapihana, Downer NZ, Waiheke Island
Scott McKenzie, Ching Contracting, Nelson
For Joshua Rapihana, becoming a Certified Civil Tradesperson is an important step towards progressing his career. Josh has worked for Downer NZ on Waiheke Island for almost six years. He started with the company as a labourer and has worked his way up to his current role as supervisor. In this role, Josh is responsible for organising and managing anywhere between 20 to 40 staff on a daily basis. Part of the management of his team is to ensure that health, safety, environmental and quality standards are being met. Before he joined Downer, Josh worked for a labour hire company in Kaitaia for a number of years. He did a bit of labouring and traffic control for companies including Downer and Transfield, but a lack of work opportunities and regular employment prompted him to relocate to Waiheke. The opportunity to work outdoors and in different places was what attracted Josh to a career in the civil infrastructure industry in the first place and he hasn’t been disappointed. The constant variety in job scope and scenery means he never gets bored. Josh says that the best part of his role at Downer is the opportunity for ongoing personal development. He’s worked hard to get where he is today, observing and constantly learning from his colleagues. Josh also enjoys the fact that there is always something new to learn in the civil infrastructure industry – even when you have years of experience. As well as becoming a Certified Tradesperson Josh has also achieved a Level 4 National Certificate in Infrastructure Works Supervision with a strand in Road Works. In the future, he would like to take the next step and become a contract engineer. Downer had two employees in the first group of Civil Trades graduates – Joshua Rapihana and Robert Matete. Downer CEO, Cos Bruyn, sees a formal accreditation as a positive thing for the industry. “Downer has a strong commitment to the growth and development of our people, so our involvement in the Civil Trades programme from the outset is great. It’s a positive shift for the industry and we are extremely proud of Joshua and Robert for completing the programme and showcasing their operational competency.” Joshua’s manager, Doon Waite, believes the qualification has highlighted Joshua’s capability and has been widely celebrated across the business. She says, “Joshua has grown both professionally and personally from his involvement in the Civil Trades programme and his confidence levels have increased tenfold. We are extremely proud of Joshua and his achievements in being one of the first in New Zealand to attain his accreditation.” Downer has identified additional employees who will become Civil Trade Certified, with the first group signing into Civil Trades (RCC) later this month.
Scott McKenzie is a passionate advocate for the Civil Trades regime. He sees it as an opportunity to showcase the civil infrastructure industry as an attractive career option for young people. Scott certainly hadn’t considered a career in the industry. In fact, he was about to head off to Australia when he was offered a job as an apprentice drainlayer at Chings. He stayed with the company for the next six years, before heading off on his OE. He has now come full circle, returning to Chings as a site supervisor. In his current role Scott is responsible for ensuring everything onsite is progressing the way it should. His responsibilities are diverse; he is involved with health and safety, staff management, training, quality, programming, identifying and working through issues, communicating with stakeholders, utilisation of plant and resources, and everything else in between. Scott has embraced the opportunities provided to him to get where he is today, whether it be the Civil Trades regime, training or leadership roles. Scott has worked hard to achieve success. He says that his reward is getting to see the finished product and receiving positive feedback from clients and residents. Ching Contracting has recognised the benefits of the Civil Trades regime from the outset, and director Andrew Spittall has been a driving force in its development. Training linked to qualifications is integral to the company culture with over 50 percent of the 32 staff holding a qualification at Level 3 or above. General manager Hamish Oldfield explains: “Qualifications are part of Nelson and Tasman Council requirements, so staff development is an ongoing process. We’re constantly looking to see where our voids are and training to meet those needs. “Civil Trades represents the top qualification in the industry and gives you a yardstick to judge against. It will even up the playing field for contractors and enable the smaller guys to show they are just as skilled as the bigger operators.” Civil Trades will also have a number of benefits when attracting and retaining employees. “It’s certainly given us as a business a way forward in regards to our recruitment,” says Hamish. “Being able to offer an attractive career with opportunities for progression is no longer just the domain of big corporates. “And from an employee’s perspective, it means that they aren’t limiting their career options by working for a small business either.”
42 www.contractormag.co.nz
Girls with Hi-Vis Women around the country will be donning high-vis jackets this June as they give careers in the Civil Infrastructure and Water Industries a go. GIRLS WITH HIGH-VIS month is an initiative by
Ultimit (part of Industry Training Organisation Connexis). Developed in partnership with industry, the aim is to increase female participation in trade roles in horizontal built infrastructure. The initiative works by giving women the opportunity to spend the day with a local employer (often of a friend or family member) to gain some ‘hands on’ experience and find out about career opportunities in the industry. Girls with Hi-Vis was launched with the Electricity Supply Industry in 2015 and saw over 50 women take part with the support of participating companies – Northpower, Electrix, PowerNet, Meridian Energy, Transfield Services, Genesis Energy and McConnell Dowell. Following the success of last year’s event, the initiative is expanding into Civil and Water this year. Connexis CEO Helmut Modlik says, “It is widely acknowledged that the infrastructure industry has a shortage of skilled workers. Women represent more than 50 percent of the population, but only a small percentage are working in technical or trade roles in our industry so there’s a huge potential pool for us to tap into. For example only four percent of current Connexis trade trainees are women. “As well as raising awareness of career options in infrastructure trades, one of the key objectives of Girls with Hi-Vis is to build a stronger network of women in infrastructure. This in turn nurtures inclusion, success and sustainability through mentoring and support.”
How to get involved Girls with Hi-Vis is going to be bigger and better than ever in 2016, and Connexis is inviting the Civil and Water Industries to be part of it. People working in the industry are encouraged to get involved by bringing their female friends and relatives to work with them, with the support of their employer. Connexis is also seeking employers to host Girls with Hi-Vis events, and open their doors for a day to women who are interested in a technical or trade role.
Girls with Hi-Vis month was launched with the Electricity Supply Industry in 2015. The initiative works by giving women the opportunity to spend the day with a local employer (often of a friend or family member) to gain some ‘hands on’ experience and find out about career opportunities in the industry.
To find out more Go to www.connexis.org.nz/events/girls-with-hivis or email ultimit@connexis.org.nz to register your interest.
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APRIL 2016 43
CONTRACTOR COMMENT
Clarity needed on CCA PETER SILCOCK, CHIEF EXECUTIVE OFFICER, CIVIL CONTRACTORS NEW ZEALAND
CCNZ AND KENSINGTON SWAN have recently completed
a very successful series of 15 roadshow events focused on the amendments to the Construction Contracts Act (CCA) and the new Health and Safety at Work Act. With almost 700 contractors and associates attending nationally it gave us a great opportunity to engage with our members face-to-face and better understand the challenges they are facing. Contractors already have a strong focus on health and safety and with the new Health and Safety at Work Act due to come into force, many people attended to get the latest update from CCNZ and Kensington Swan. We were particularly pleased with the turn out in some of our smaller regions, which just goes to show that with good speakers, timing and content and some well targeted promotion we can get people along to meetings. The sessions were interactive and when it came to the new Health and Safety at Work Act there was a genuine interest in not just meeting the legal requirements, but learning how companies can build health and safety leadership, culture and performance. The very clear message is that health and safety is everyone’s responsibility and that we all (clients, engineers, designers, head contractors, subcontractors and goods and service suppliers) need to work together to improve our health and safety performance. Making health and safety everyone’s responsibility is a positive step forward but it doesn’t remove the need for leadership. It is critical that business owners, managers and supervisors show leadership and provide not just the resources, but also the time and the environment for everyone to make health and safety a top priority. It has been great to see industry leaders, including Cos Bruyn – Downer CEO and CCNZ Executive Council member – featuring in WorkSafe’s “home time” advertising campaign. The campaign is built around WorkSafe’s vision – that everyone who goes to work comes home healthy and safely. It is designed to raise awareness about health and safety, and challenge Kiwis to make our workplaces safer and healthier for everyone. Something we can all support. When the roadshows covered the update on the amendments to the Construction Contracts Act (CCA) attendees were supportive of the intent of the new retentions regime that will see retentions rank above secured creditors in the event of an insolvency. However, concerns were raised about the lack of clarity regarding how the new in trust retentions regime will actually operate. CCNZ has been trying to get clarity on this since the amendments were passed in December 2015 and has been told that
The very clear message is that health and safety is everyone’s responsibility and that we all need to work together to improve our health and safety performance.
regulations and guidance material will be available early in 2016 (there is no sign of it at the time of writing). We have also requested early engagement in the development of the material to ensure that it does in fact provide the clarity contractors require and is also practical and workable for the industry. Government’s view seems to be that there is no rush, because the new retentions regime does not come into force until 31 March 2017. CCNZ has pointed out that the new regime will apply to contracts being signed today because from 31 March 2017 it will apply to existing contracts (signed after 1 December 2015) and any new contracts. While, you can’t contract out of the new retentions regime, the details of how it will operate are critical to contractors making informed decisions about the provisions included in contracts. It is not just contractors that are being left in the dark here. There were questions from a range of people at the roadshows. Contractors were asking: Should I go down the bonds route? Can I use upstream retentions to satisfy my downstream in trust requirements? What type of investment will be allowed? Accountants were asking: How will this impact balance sheets and annual accounts? Bankers were asking: How this will impact on cash flows and financing? This is not just a big company issue either. Most of our members are impacted by this as the specialist expertise/ equipment required to complete many jobs on construction sites today requires large, medium and sometimes even small contractors to engage subcontractors. This means that many of our SMEs have retentions held from them, but also may hold retentions from other contractors. Contractors are understandably frustrated by being left in the dark over CCA issues that may have an important commercial impact on their businesses. CCNZ will continue to push for answers to the questions being asked and will pass the answers to the industry as soon as possible. It is beyond time for some answers and clarity!
Postal Address: PO Box 12013, Thorndon, Wellington 6144 Physical Address: Margan House, 21 Fitzherbert Terrace, Thorndon, Wellington 6011 Phone 0800 692 376
44 www.contractormag.co.nz
LEGAL CONTRACTOR
Compulsory resolution SAM MCCUTCHEON, SOLICITOR, KENSINGTON SWAN’S CONSTRUCTION TEAM. THIS ARTICLE FOCUSES on arbitration clauses in construction contracts, the legislative framework and some recent legal developments.
What is arbitration? Arbitration is a creature of statute and contract. There is some flexibility in how it operates which parties cannot achieve through the court processes. In a typical arbitration, an arbitrator, or panel of arbitrators, is appointed to hear arguments from both sides before delivering a determination. The determination is binding on the parties (unless agreed otherwise) and there are very limited grounds of appeal. Arbitration proceedings and awards are confidential. The parties are free to agree on one or more arbitrators and often industry experts are appointed to preside over a dispute. Resolving a dispute through arbitration is typically a lot quicker than bringing a claim through the courts. While parties are free to refer a dispute to arbitration after a dispute has arisen, the most common mechanism is to include an arbitration clause in the construction contract. For example, NZS 3910:2013 provides: 13.4.1 If either: (a) the Principal or the Contractor is dissatisfied with the Engineer’s formal decision under 13.2.4; or (b) no formal decision is given by the Engineer within the time prescribed by 13.2.4; Then either the Principal or the Contractor may by notice require that the matter in dispute be referred to arbitration… It is also common to have some form of notification procedure before a party is entitled to refer a dispute to arbitration (for example a prior referral/decision from the engineer). This notification ensures the opposing side has a chance to rectify or respond to any allegation before a formal arbitration process is initiated. If your construction contract contains an arbitration clause, then arbitration is the agreed forum for disputes. The parties may still agree to refer their dispute to court although if one party does so unilaterally then the other party may apply to ‘stay’ those court proceedings and have the dispute referred to arbitration.
Arbitration Act 1996 Once the parties enter arbitration, the Arbitration Act comes into effect and prescribes a number of rules and procedures. The Act is in three key parts: 1 the general sections; 2 rules applying to all arbitrations (Schedule 1); and 3 rules applying to New Zealand arbitrations (Schedule 2).
Appointment of arbitrator(s) One common area of disagreement is around the appointment of an arbitrator. Some construction contracts provide a mechanism
for appointment. An example from NZS 3910:2013: 13.4.3 The dispute shall be referred to a sole arbitrator. If the parties cannot agree upon the arbitrator, the arbitrator shall be nominated by the Person identified in the Special conditions and the provisions of the Arbitration Act shall apply. If parties cannot reach agreement on an arbitrator, and the contract does not specify a nominating agency, the Act will apply. The Act contains two methods for parties to appoint an arbitrator: a apply to the High Court to appoint an arbitrator (article 11, Schedule 1); or b write to the other party nominating an arbitrator (clause 1, Schedule 2). The court in Hitex Plastering held that a nomination under Schedule 2 will override any application to the High Court under Schedule 1. Because arbitration proceedings are usually full and final they are not the subject of a judicial comment unless there has been an appeal to the court. However, the Supreme Court has recently provided clarification on when court proceedings will be stayed in favour of parties attending arbitration.
Zurich Australian Insurance Ltd v Cognition Education Ltd [2014] NZSC 188 In Zurich the court was required to determine whether court proceedings should be stayed to allow the parties to attend arbitration. Where a party to an arbitration agreement commences court proceedings, either party has the ability to apply to the court for a stay of those proceedings in favour of arbitration. An exception to this rule is where the court finds “that there is not in fact any dispute between the parties” and this was the issue considered in Zurich. Cognition applied to the court for summary judgment against Zurich on the basis that Zurich had no arguable defence. Zurich applied for a stay of the court proceedings on the basis that the dispute should be referred to arbitration as specified in the parties’ agreement. In favouring a narrow interpretation the Supreme Court held that court proceedings will be stayed unless the court finds a defendant is not acting in good faith (in asserting that there is a dispute) or that there is, in reality, no dispute. This is a high threshold and confirms that where parties have agreed to refer their disputes to arbitration the courts will be reluctant to interfere with that agreement. • Kensington Swan regularly provides comment on topical construction issues, visit www.nzconstructionblog.com to keep up to date. APRIL 2016 45
CONTRACTOR COMMENT
Annual Crane Conference 2016 ROD AUTON, EXECUTIVE OFFICER, CRANE ASSOCIATION OF NEW ZEALAND
THE 2016 ANNUAL CONFERENCE is just around the corner and
registrations packs will soon be in the mail. This year’s conference is to be held at the Rutherford Hotel in Nelson. This venue has everything under one roof and access to the conference centre is direct from the front lobby. The theme for this year is “Highest Standard – Safety First,” as this is the year of the health and safety revolution. Our Master of Ceremonies this year is Greg Ward, who, for those who attended last year, did an outstanding job on what turned out to be one of the best conferences the Association has held. We are looking forward to raising the bar again. The Minister of Workplace Relations and Safety, the Hon Michael Woodhouse, is the keynote speaker on the first day and Matiu Parkinson on the second day. These are two speakers from diverse backgrounds who are bound to interest you. We have mixed some practical crane interest into the programme with a brief on the Marsden Point Refinery decommissioning from Shane Fraser of Refining NZ, as well as CVIU, NZTA, CICA and WorkSafe updates addressing the issues of the day and what to look for in the future. The manufacturers panel will be the last event of the conference and we will be calling for questions that can be put to the panel. We are fortunate to have industry sponsors that support the Association annual conferences every year and we welcome new ones that share the interests of our members and the crane industry in general. We couldn’t do this without our sponsors’ support. This year’s major sponsors include Underwriting Agencies of Australia, The Skills Organisation, Tidd Ross Todd, Manitowoc and Liebherr. The trade booths are an essential component for our conference. As we go to print we have 20 booths so far and we will be running the best booth competition and the trade passport again this year. Our exhibitors are supported with all of our networking functions, meals and breaks held in the exhibition hall.
At the Skills Awards Dinner, the Training Awards for Training Company of the Year, Trainee of the Year, Trainer of the Year and the Crane Leadership of the Year will be presented. UDC will be presenting the UDC Crane Project of the Year and we will be calling for submissions for the Weighload Trophy. This trophy goes to an individual who has provided the Association with exemplary service over a number of years. The partners programme this year includes an arts and craft tour and a design your own jewellery morning. This year we are opening the conference up to day registrations which will include the plenary and networking sessions. We are also offering award dinner registrations for those who only want to attend the Friday night dinner.
Passing of Basil Jordan 1933-2016 It is with regret that we announce the passing of Basil Jordan, a former president of the Power Crane Association from 19881990. Basil was a foundation member of the Power Crane Association under Welders and Engineers Hastings and until recently owned Hawkes Bay Crane Hire. A service was held in Hastings on Monday March 14 to remember Basil.
Basil was a foundation member of the Power Crane Association under Welders and Engineers Hastings and until recently owned Hawkes Bay Crane Hire.
Cranes as Economic Indicators Cranes on the skyline have been on the increase since April 2015 according to the RLB Crane Index for the fourth quarter of 2105. Business confidence partially recovered in September 2015 and this has accounted for the BNZ Confidence Survey commenting that there was – “overwhelming strong comments nationwide” in regards to the construction sector. According to the RLB Index, the residential “work in place” across the country increased by 80 percent for the 12-month period leading up to the second quarter of 2015. Total construction increased by 60 percent over the same period. Auckland and Christchurch are showing the biggest increase in cranes on the skyline and account for 81 percent of cranes sighted across New Zealand. 46 www.contractormag.co.nz
HEALTH CONTRACTOR
The sun risk JANET BROTHERS, MANAGING DIRECTOR, LIFE CARE CONSULTANTS
Have you identified working in the sun as a risk? New Zealand, along with Australia, has among the highest melanoma rates in the world. In 2015, the year for which the most recent figures available, melanoma was the third most common cancer in Australasia, with 2341 registered cases (1241 males and 1100 females). It was also the sixth most common cause of death from cancer that year. In 2015, there were 355 deaths (216 male and 139 female) from melanoma. Like other cancers, melanoma occurs most often in older people, but can also affect younger people. In 2015, among people aged 25 to 44 years, melanoma was the leading cancer among males, while among females aged 25 to 44 years it was the second most common cancer. Melanoma was also the fourth most common cancer among males under 25 years and third most common cancer among females under 25 years. In terms of gender, men have a higher overall incidence rate and thicker melanomas and, consequently, poorer outcomes than women. Maori and people of Pacific Island descent have very low registration rates of melanoma compared to the New Zealand population as a whole. However they have a greater than expected number of thicker lesions (which is the strongest predictor of survival) and more extensive disease at diagnosis. Maori and Pacific people are also more likely than New Zealand Europeans to develop melanomas on the palms, soles and under nails, which tend to grow rapidly and be more difficult to diagnose. In 2015 there were 32 melanomas registered and six deaths among Maori, while there were 2309 registrations and 349 deaths in nonMaori in New Zealand. So with melanoma being so common what can we do to reduce the risks to ourselves, our families and our employees? As with most cancers, early detection is the key. Get to know your skin by regularly checking for any change in the shape, colour or size of spots, freckles or moles. Look for a new lesion which has uneven or patchy colour, is growing larger quickly or is itchy or bleeds easily. Melanomas often have an irregular border or circumference. Look for scaly, red patches, which may bleed easily, ulcers or sores that do not heal, especially in areas often exposed to the sun. See your doctor if you notice changes. If a freckle or mole is growing larger, or changing in shape or colour, see your doctor straight away. As an employer what can you do to reduce the risks and minimise this hazard? • Provide sunscreen for workers. • Make sure people use the sunscreen and regularly reapply it throughout the day. • Provide shade for workers for their smoko and lunch breaks. • Provide a sunhat or other sun protection options if required ie, if a hard hat is mandatory.
Look out for the ABCDE of melanoma A – asymmetry Imagine a line down the middle of the spot. Is one side different to the other side?
B – border Does the spot have a spreading or irregular edge?
C – colour Does the spot have a number of different colours in it?
D – diameter Is the spot growing or changing in diameter or size?
E – elevation/evolution Is the spot raised? Has it changed since you last noticed it? APRIL 2016 47
C
CONTRACTOR CLASSIC MACHINES
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A 762 about to start work on a housing subdivision. The low-sided bowl loaded very quickly and was a good piece of engineering. It featured 18 flights. PHOTO: INTERNET
A very worthy replacement the John Deere 762 John Deere was one of the pioneers of elevating scrapers in the USA. But what to do when your existing technology is out of date? The model 762 was the perfect answer. BY RICHARD CAMPBELL.
48 www.contractormag.co.nz
DEERE INTRODUCED ITS first elevating scraper,
the seven cubic yard model 840 in 1957. It was the result of mating an existing, highly modified John Deere agricultural tractor with an elevating scraper bowl manufactured and supplied by Hancock. Not only was it Deere’s first scraper but also the construction industry’s first commercially produced self-propelled elevating scraper. Although it was not produced in any great quantities, it certainly led the way for what was to come. Deere replaced the 840 in 1962 with the updated eight cubic yard model 5010 (see Contractor, March 2009) and this machine
cemented Deere’s place in the elevating scraper market as the 5010 was a commercial success with over 500 units sold. Seeking to capitalise on its position, and also to compete with Wabco, which was now making rapid inroads in the elevating scraper business, Deere redesigned the 5010 in 1965, calling the new machine the model 760. Deere by now had discontinued its association with Hancock and was building its own elevating scraper bowls. With 121 horsepower at its disposal and rated at nine cubic yards, the 760 was a very popular machine with construction as well as agricultural contractors, so it was only natural
1
2
1. Waiting for their next job, two Deere 762s wait in a contractor’s yard near Fargo, North Dakota USA. Nearest unit has lost all its lights and has a new chain step but still looks pretty cool. The integrated ROPS frame is well incorporated into the machine’s design. PHOTO: INTERNET
2. This is the second variant of the 762, the 762A. Major difference between it and the earlier machine was the replacement of the 5-speed transmission with a 6-speed type. This very well looked after unit has the factory supplied full ROPS cab which still allows a great view of the cutting edge. PHOTO: AUTHOR’S COLLECTION
[
With 121 horsepower at its disposal and rated at nine cubic yards, the 760 was a very popular machine with construction as well as agricultural contractors, so it was only natural that it would be developed further.
that it would be developed further. This occurred in 1967 with the introduction of the model 760A which had a slightly increased capacity, up to 9.5 cubic yards, and was given a power increase as well, up to 152 flywheel horsepower. The only problem with this equation was that the Deere 840, 5010, 760 and 760A were all 3-axle machines – a two-axle tractor with a single-axle scraper. While this configuration presented no problems on jobs with adequate manoeuvring room, when it came to more confined spaces the machines could get stuck or hung up on obstacles, reducing their effectiveness and
]
increasing cycle times. Their major competitor Wabco, did not have these problems as from the outset, all its machines were of two-axle configuration and capable of 90 degree turns, unlike the John Deeres. Another factor was the appearance of other competitors looking for a slice of the market share. International Harvester, Michigan, Hancock, Terex and Caterpillar were all looking for a piece of the pie by 1969. In order to remain competitive, Deere came out with a completely new design, the Model 762 in 1975. The 762 drew on design elements of the
3. The last production model of the 762 was the 762B. Externally it appears nothing much has changed from previous models but there have been several internal improvements including solid-state electronics. This machine was photographed in an auctioneer’s yard in Texas. PHOTO: INTERNET
APRIL 2016 49
CONTRACTOR CLASSIC MACHINES
1. L ouisiana-based 762A beginning to show her age. Way down in “bayou country”, ROPS cabs are superfluous so this machine has the open ROPS. The operator has an excellent view of the bowl and cutting edge. PHOTO: AUTHOR’S COLLECTION
2. Densley Earthmoving’s Deere 762B at work near Adelaide, South Australia. As you can see, this is a beautifully kept machine and a credit to the owner who has a small fleet of machines he uses for site development. PHOTO: INTERNET
3. In the red Georgia clay, a 762B takes a smoko break on an industrial development. Deere’s 762 was an ideal size machine for this sort of work but faced stiff opposition in the 11 cubic yard elevator market, mainly from Wabco. It was however, well up to the task.
1
PHOTO: AUTHOR’S COLLECTION
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larger Deere Model 860, a 15 cubic yard machine that Deere had launched in 1969. At 11 cubic yards capacity, the 762 was smaller but competed head on with its rivals in the 11 cubic yard elevator market. First production run Deere 762s had a 175 horsepower John Deere engine, a 5-speed powershift transmission (also made by Deere), 90 degree full hydraulic steering and were fitted with 23.5 x 25 tyres. Acceptance by the construction industry was immediate and Deere had another winner on its hands. The original 762 was manufactured virtually unchanged up to 1981 when Deere made some modifications to the design, calling the revised machine the 762A. Horsepower remained the same as the previous 762 as did rated capacity, the major change being the replacement of the 5-speed powershift transmission with a 6-speed type which allowed higher haul road speeds. The size of the brake discs was also increased to handle more heat load. The last of the type was the model 762B which was introduced in 1986. Featuring a power increase to 180 flywheel horsepower and retaining the 6-speed powershift transmission of the 762A, the model 762B was a state-of-the-art 11 cubic yard elevating scraper and remained in production until John Deere exited 50 www.contractormag.co.nz
3
the scraper market entirely in 2005. As such, John Deere was the last manufacturer of elevating scrapers to survive other than Caterpillar, all of the competition including biggest rival, Wabco, having fallen by the wayside.
The John Deere 762B described John Deere was well known for the quality of its machinery and the 762 elevating scraper proved to be no exception. Chosen engine was the Deere 6-466A six cylinder turbocharged diesel rated at 180 flywheel horsepower mated to a Deere 6-speed powershift semi-automatic transmission. Unlike many of its contemporaries, the 762B featured inboard planetary drive axles allowing for shorter stronger drive axles. This power combination gave the 762B a top speed of just over 30 miles per hour. Brakes were oil-cooled calliper discs on the tractor axle with air-operated shoes on the scraper. Steering was fully hydraulic via two double-acting rams giving the 762B 90-degree steering to either side of centre and a 30foot turning circle, making the machine highly manoeuvrable. Attached to the tractor unit by a conventional triangular hitch allowing 15 degrees oscillation, the steering cylinders were mounted high and applied force through a multiplier linkage
of a design similar to Caterpillar’s. The bowl held 11 cubic yards heaped capacity and was fully hydraulically controlled including the elevator drive. One of the most noticeable features of the John Deere 762B was its styling which allowed instant identification of the machine as a Deere product. It was a very modern and businesslike looking machine. Operators had the choice of an open ROPS frame or fully air-conditioned ROPS cab. The operator’s seat was a full air suspension type made by Bostrum.
The New Zealand connection At the time the John Deere 762 was introduced, the New Zealand distributor for the earthmoving side of Deere’s business was Dalhoff & King. Dalhoff & King appears to have done very little to promote the elevating scraper side of Deere’s product line, mainly concentrating on the small track type tractors and loaders that John Deere also manufactured. It wasn’t until the brakes came off used machinery importing that Deere elevating scrapers began to appear in New Zealand and by that stage Dalhoff & King no longer existed and its major franchises (Champion, John-Deere and Kenworth) had been dispersed. It is not known how many John Deere elevating scrapers there are in New Zealand currently, but, just like the X-Files “they are out there”!
B R I E F S P EC I F I CAT I O N S John-Deere 762B Engine: John-Deere 6-466A 6-cylinder inline turbocharged diesel rated at 180 flywheel horsepower at 2100rpm Transmission: John-Deere 6-speed semi-automatic powershift Top speed: 31mph Brakes: Oil-cooled single disc calliper on tractor, expanding shoe type on scraper Steering: Full hydraulic via 2x double acting cylinders Turning circle: 30 degrees Tyres: 23.5 x 25 E3 Capacity:
11 cubic yards
Elevator:
2-speed hydrostatic drive with 18 flights
Ejection:
Sliding floor with dozer push out Length: 32’ 6” Width: 8’ Height: 9’ 11” Op weight:
16 tons (empty), 31 tons loaded
For the Model Collector Very slim pickings here I’m afraid as there are no models of John Deere scrapers available in anything over 1:25 scale and even given that encouraging aspect there are still only two. The first was designed for the sandpit and is a passable 1:16 scale model of a Deere 860. It was manufactured by US toymaker Nylint and is a good working toy – for that is all that it is. The other is a beautifully crafted museum piece model of the first Deere elevator, the 840. This model was manufactured by Reuhl to 1:25 scale and is quite rare as only 1000 were ever manufactured. Everything works including the elevator and the steering and a full operator’s compartment is modelled. If large scale replicas are your thing, this is one model well worth looking out for to add to your collection.
Above: Factory photo taken at the John Deere construction equipment proving grounds shows a fully spec’d 762 with ROPS cab and fenders in some easy loading clay. Photo is dated 1974. PHOTO: AUTHOR’S COLLECTION
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APRIL 2016 51
CONTRACTOR MOTORING
After years in the wilderness,
Toyota’s Hilux battles back The all-new model Hilux Extra Cab 4WD has what it takes to reclaim top spot on the light commercial charts. By CAMERON OFFICER
Toyota Hilux SR Extra Cab 4WD Engine: 2.8-litre, four cylinder turbo diesel Transmission: 6-speed manual Power: 130kW Torque: 420Nm 0-100km/h: Not stated Max speed: Not stated Tow rating: 3500kg (braked) Fuel economy: 8.1L/100km C02 emissions: 212g/km Price: $53,990
52 www.contractormag.co.nz
LAST MONTH WE LOOKED at Toyota’s new Fortuner – essentially a Hilux-orientated
‘ute with a boot’. This month we go back to basics with a good old Hilux Extra Cab 4WD. Although, as to be expected, ‘back to basics’ is a relative term for this nextgen update on Toyota’s iconic workhorse. The new one has improved in virtually every area. Not everyone agrees on the new exterior styling; that sharp-ish raked chin up front has proved somewhat divisive. Personally though, I like it; it’s a modern take on the grille and translates well across to the bigger, beefier Land Cruiser range too. There are 12 4WD models in the Hilux range – from the single cab-chassis entry-point right through to a petrol-powered V6 Hilux SR5 4WD Double Cab. The SR Extra Cab 4WD manual featured here is an effective tool-of-trade for industry. The new SR Extra Cab features a thicker frame, a stiffer body, beefed-up suspension and brakes and improved rear-wheel articulation for better off-road ability. Towing capacity is now up to 3.5 tonnes. The Hilux’s torque-y next-gen 2.8-litre engine feels a lot more refined and offers up plentiful dollops of power when needed. Inside the cab (which seems quieter too), there are decent levels of convenience kit such as airconditioning, an intuitive touch-screen display audio, cruise control, Bluetooth phone connectivity, an easy-to-use switch-on-the-fly 4WD system dial and new supportive seats. The back of the Extra Cab is accessed through rear-opening half-doors that allow you to access the bench behind the front seats. However this is more a
place for tools and the lunchbox than people; go for a Double Cab if you want to travel ‘four up’ in comfort. Once you’ve exhausted boxes to tick on the options list, Toyota still does a pretty comprehensive line in ‘Genuine Accessories’ specially engineered for the Hilux (200 individual parts, I’m told). The tray you see on this one is one such accessory and it’s a pretty good too. There are tie-down points aplenty, handy gridded steel on the header board and a low lip for feed-out work. As you’d expect, each side of the tray drops down as required. If you’d rather have a wellside tray, there is an SR Extra Cab 4WD with one of those as well, featuring a deck structure that incorporates extra ribbing and reinforcement, plus a reinforced header board, thicker outer panels and steel-plate brackets on the tailgate struts. Low points? Well, that $53,990 price isn’t what you’d call generous. Remember also with the SR Extra Cab Chassis reviewed here that you’ll still need to buy your own tray after you’ve forked out your 54 grand. Toyota will argue that the Hilux holds its value though and judging by the state of the second-hand market, they’d be right. Also, with all that standard fruit onboard, this is one rather nicely kitted-out truck, despite its entry-level status. After 30-plus years at the top of the light commercial charts, the previous model Hilux was outsold by Ford’s all-conquering Ranger at the beginning of last year. But it must be remembered that the Hilux it conquered was a 10-year-old truck. The Ranger has since gone on to become New Zealand’s top selling vehicle, let alone ute, which is a remarkable achievement. But make no mistake; the Hilux has a loyal following here and this all-new model has what it takes to reclaim the crown. You can bet your bottom dollar Toyota will take the fight back to Ford now that it has better weaponry.
Strongest February ever for NZ new vehicle sales THE MOTOR INDUSTRY ASSOCIATION (MIA) new vehicle sales
stats for February have stunned the industry. A total of 10,313 new vehicle registrations during February eclipsed the previous strongest February back in 1984; the only other time more than 10,000 registrations for the month of February have been recorded. February 2016 registrations were 436 (4.4 percent) units ahead of February 2015, made up of 7192 passenger vehicles and 3121 commercial vehicles, which is also the strongest month of February on record for commercial vehicles. “The anticipated slowdown in new vehicle registrations has yet to materialise as businesses and consumers continued to purchase new vehicles at unprecedented rates in February 2016,” said David Crawford, chief executive officer of the MIA. Toyota maintained its margin over the rest of the sector with 15 percent market share (1559 units), followed by Ford with 12 percent market share (1266 units) and Holden with nine percent market share (894 units). The top three selling models for the month of February were all light commercial vehicles; the Ford Ranger with six percent overall market share (582 units), followed by the Toyota Hilux with four percent market share (444 units) and the Mitsubishi Triton with three percent market share (289 units). The Toyota Corolla slipped back to third place in the passenger car market behind the Kia Sportage and Mazda CX-5 which were tied for first spot with 236 registrations followed by the Toyota Corolla with 231. The makeup of the fleet continues to evolve and with the recent strong growth of the SUV segment, the MIA now breaks this segment into a number of individual segments. The MIA has also separated the Pick Up/Chassis Cab into separate 2x4 and 4x4 segments as well. The SUV medium segment along with the Pick Up/Chassis Cab 4x4 segments took 13 percent each of the market in February, followed by the small passenger car segment with 12 percent share.
APRIL 2016 53
CONTRACTOR INNOVATIONS
Liam McCord – project engineer for Connell Contractors.
Revolutionary new pump The new BBA PT Pumps are “seriously awesome”, says Glenn Powell, the civil and mining territory manager north for Prime Pump. These pumps are expected to “transform” the well pointing/ dewatering market here, he says, and make it far more efficient to dewater holes going forward. “There’s also huge fuel savings to be made on traditional centrifugal pumps, increased service intervals, and a seven day refuelling cycle when running 24/7 instead of the normal refuelling after just two days. “They are also the quietest pumps on the market – 48dB(A) – and nothing can match this.” They are made in Holland, he stresses. “With 70 percent of Holland being under sea level they need to know how to pump!”
How they work Traditional centrifugal pumps are designed to push water – not pull it, says Glenn. “They need a vacuum pump to enable the water to be drawn up the intake pipe and into the pump impeller. Effectively, you have two pumps running off the one engine. “Once the impeller has a full pipe of water right from the intake water level to the pump head it then forces the water out the discharge and, in doing that, creates a vacuum in the intake pipe which keeps the flow going so it continues to shift water at great efficiency, sucking water in while pushing liquid out the discharge pipe. “While this is great for lowering the water level down very quickly, once the water level has got to its lowest point it then becomes very inefficient as you can have a large intake of air into the system. “You then have a four cylinder engine running the pump impeller which is pumping only 10-20 percent of its potential capacity and at the same time running a vacuum pump which is working very hard to extract the air out of the whole intake system.” Running a 50hp (37kW) engine on a pump that is only running at 10-20 percent efficiency is “nuts”, says Glenn. “As our Dutch friends said to us – they would go broke using centrifugal pumps for well-pointing in Holland – everywhere they dig they need to well-point. “So they have designed a specialist piston pump that can be run with a 7.9hp (5.8kW) single cylinder engine – that is one huge reduction 54 www.contractormag.co.nz
in energy needed to do the same job and a massive (84 percent) reduction in power and that transforms direct to your profit margins.” Glenn says think of a syringe – when you put it into a glass full of water and pull the internal sleeve back it draws whatever liquid or air is in the base of the glass – this is called positive displacement. With a perfect vacuum to close on nine metres deep, the latest model has a capacity of 103 cubic metres per hour of water or air. “This does mean that the initial draw down of the water right at the start of the job does take a little longer than a centrifugal pump but that is by far made up for in the savings over the duration of the project.” It can run also dry for as long as you like – the pistons are sealed with some simple leather cups so when there is no water, the cups just shrink a little (and just shine up the liners). When the water comes back the cups increase in size and fully seal again. Other features include 1500 warrantied service hour intervals; a 65 percent reduction in servicing costs; up to 14 percent reduction in exhaust emissions due to lower fuel consumption; a 25 percent saving on engine oil; a fully galvanised frame; colourfast polypropylene doors (no rusting); and fully bunded enclosure (spill free). It is also very light and compact, says Glenn.
Product endorsement Connell Contractors has a worksite on Madills Farm in Mission Bay, Auckland – constructing the Kohimarama Flood Mitigation Project. Connells director Wayne Collinson says he didn’t know a pump could be so quiet. “We have a worksite in Mission Bay area and are working in close quarters to high quality residential houses and have had issues with noise. By installing the PT90 Economy pump these issues have gone away, so has weekend refuelling and constant checking. “To be honest I was a little apprehensive when first talking to Glenn about this different style of pump, but he had such full confidence in the product he sent it direct to the site for a free no obligation trial period of two weeks – what happened at the end of two weeks? No hesitation, we bought it.”
INNOVATIONS CONTRACTOR
Life begins at 50
Great new mini paver Ammann has just introduced the AFW150 G mini wheeled asphalt paver, which is simply designed, very compact and suitable for paving footpaths, handling repair work in narrow surroundings, doing small road repairs with the minimum disruption to traffic. According to Ed Richardson, sales and marketing director of New Zealand distributor, Youngman Richardson, the Ammann mini paver is a unique machine and there’s been nothing quite like it in the country, until now. “I think this is something roading contractors should give serious consideration to having in their arsenal,” says Ed. “For one thing the paver is easy to transport and can be quickly set up on the jobsite. For another the fixed hopper is very accessible and can be easily side loaded with a skid steer.” More information: contact Youngman Richardson, 09 443 2436 or for South Island enquiries, 03 341 6923.
Volvo Construction Equipment, the company that commercially launched the articulated hauler concept in 1966 has released its latest innovation – its H-Series range, which includes its biggest ever production articulated hauler, the 60 ton capacity A60H. Fifty years ago the Cultural Revolution began in China, England won the World Cup (yes, it was that long ago) and the Rolling Stones were banned from 14 New York hotels, so it was easy to overlook the launch of the Volvo DR631, the first articulated hauler. Essentially a development of an agricultural tractor (which Volvo then made) and a trailer, they were permanently joined via an articulating hitch, and the front axle of the tractor removed. Nicknamed ‘Gravel Charlie’, it may have had only a meagre 10 tonne payload, but it set the stage for greater things to come. Surprisingly though, its popularity grew only slowly to start with, sales in the early years being confined to its home Swedish market. One of the main reasons for the ongoing popularity of Volvo’s haulers has been the consistent development of the concept, including the addition of a six-wheel drive system. The latest incarnation is the H-Series which is aimed at a growing demand among customers for articulated haulers with larger payloads. The H-Series also welcomes the 55-tonne capacity Volvo A60H to the range – the largest articulated hauler of any brand to hit the market.
APRIL 2016 55
CONTRACTOR CIVIL CONTRACTORS NEW ZEALAND
CCNZ Updates Welcome to new member Connect 8
Call for papers for CCNZ annual conference The Call for Papers for the CCNZ Annual Conference is now open. The 2016 Conference is being held at SKYCITY Convention Centre, Auckland from 3 to 6 August. If you are interested in presenting a paper and require more information or a copy of our abstract template, please contact Paula Armstrong, Project Manager, ForumPoint2 Conference Partners, paula@fp2.co.nz or 07 838 1098.
Submissions on heavy vehicle proposals 1. Submissions on the proposed amendments to the Vehicle Dimensions and Mass Rule. CCNZ has raised concerns about the proposal to reduce axle, axle groups and gross mass tolerances to just 500 kilograms. We submitted that this will be a very difficult for many operators in the infrastructure sector to manage because the weight of loads is not always known (as they are with packaged goods) and there is not always access to a weigh-bridge. In the civil construction industry, material moved to and from sites is often variable and therefore the weight is difficult to estimate, for example, demolition materials or aggregates/soils that vary in weight dependent on geological makeup, density and moisture content etc. 2. Submissions on the proposed amendments to the Land Transport Act 1998: Provisions for Redirection and Off-loading of Heavy Vehicles. CCNZ has opposed the proposed change to allow police to redirect heavy vehicles up to 20 kilometres as a default position for the purposes of weighing. While the industry is not opposed to police weighing suspected severely overloaded vehicles, the suggested potential redirection policy could add significant costs (fuel and time for travel as well as the time taken to carry out the weighing process) with a possible round trip of up to 40 kilometres. We believe that any strengthening of this clause should be accompanied by clarity around the conditions under which the police can act. This will also provide the industry with improved understanding of the requirements. CCNZ has offered to work with the Ministry of Transport to develop improved wording relating to the redirection and offloading rules. For further information contact Alan Stevens, CCNZ Technical Manager, 0800 692 376 or alan@civilcontractors.co.nz.
Traffic committee meeting update CCNZ’s Traffic Committee met on the February 25. Key points were: • A presentation was given from a representative of WorkSafe with
regard to the impending new H&S at Work Act and associated Regulations focused on temporary traffic management operations. • Improving consultation processes with NZTA with regard to the NZTA CoPTTM documentation. • A review of the current temporary traffic management training structure and the initial development of a new structure proposal – when finalised this will be taken to the CoPTTM Governance Group meeting. • Road marking operation generic traffic management plans. • The Opus Handbook in relation to CoPTTM. • Review of the Manual Traffic Controller Handbook previously developed by Roading New Zealand. • Feedback on activities of the NZTA Traffic Control Devices Steering Group. • Updates on various streams of research works. For further information contact Alan Stevens, CCNZ Technical Manager, 0800 692 376 or alan@civilcontractors.co.nz.
“ConstructSafe” launch The construction industry, under the umbrella of the Construction Safety Council (CSC), took a major step forward on 4 April when it launched the “ConstructSafe” Tier 1 competency framework and assessment tool that will: • Clearly identify the level of H&S competency required to enter a site; • Inform trainers so they can design courses to meet the industry competency needs. (“ConstructSafe” does not train people); • Establish a simple, efficient, accessible, quick and cost-effective assessment tool to measure a person’s competency; • Reduce the site induction times and complexity. It is important to note that “ConstructSafe” does not provide training, it simply sets an expected competency level and provides a tool to measure people against that. If people do not reach the required competency level then they are likely to require more training. For further information contact Peter Silcock, 0800 692 376 or peter@civilcontractors.co.nz
CCNZ – Kensington Swan roadshow The recently completed roadshow series that visited 15 regions drew a record crowd of almost 700 people. While most people came to hear about the new Health & Safety at Work Act many contractors were also keenly interested in the new retentions regime under the Construction Contracts Act.
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