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CONTENTS
CONTRACTOR
INSIDE:
28 Regulars
Highlights / Features
4 Editorial
20 Profile: Tania Harris
6 Upfront
A passion for health and safety.
8 Contractors’ Diary
22 M t Messenger to Awakino Gorge
18 On the Cover 64 Classic Machines 63 Innovations 68 Civil Contractors NZ update 68 Advertiser's index
Comment 48 Peter Silcock CCNZ 50 Kent Perry Heaney & Partners 52 Fergus Gammie NZTA 54 John Pfahlert Water NZ
High priority safety improvements are underway on this section of SH3.
28 A n exercise in logistics Chatham Islands' new cargo wharf and breakwater faced severe weather and logistic challenges during construction.
34 A rtisan paving – an international touch Bringing the work ethics of Europe to Canterbury with an international team.
40 W hen you're in a tight spot Challenging space constraints for a tank infrastructure upgrade in Glen Eden, Auckland.
44 R IMS Dawn Inglis speaks on behalf of the Road Efficiency Group about the need to improve the quality of data used in the transport sector.
ON THE COVER Available straight out of the box with an unparalleled suite of industry-leading technology and proven in-field operating efficiencies, the new next generation Cat 320, 320 GC and 323 excavators have arrived in New Zealand, ready to utterly transform the shape of earth-moving. See page 18
55 Ken Shirley Road Transport Forum NZ 56 Rob Gaimster Concrete NZ 57 Rod Auton Crane Association of NZ 58 Darren Cottingham DT Driver Training 55 Brendan Cash / Sonia Ginders Kensington Swan 56 Alan Titchall Managing editor, Contrafed Publishing
16
40 JUNE 2018 3
CONTRACTOR
EDITORIAL
Lessons from Australia The impact of the labour-led Government on roading plans will be a major issue over the coming years, as the focus goes from RONS to ‘safety’, and from private and commercial vehicle use to privately operated public transport. As CCNZ chief Peter Silcock details in his column (p50), we still have to wait for the final Government statement on Land Transport, but substantive changes to the Government’s new focus on roading are unlikely. Meanwhile, the gap since major projects were cancelled last year leaves the industry uneasy, even with the NZTA doing its best to accelerate some key projects. Then there’s the worrying reduction in state highway maintenance. Similarly, the first of the Government’s three budgets last month lacked a perspective on the cost of our failing infrastructure, which has become increasingly under pressure by what political commentator Bernard Hickey calls, ‘population shock’ ¬– caused by massive immigration over the past decade, and burgeoning visitor numbers. Instead, we got a classic, mid-20th century, tax-funded, welfare state, house-keeping budget, lacking social self-improvement incentives and armed with extra funds for managing social troubles, such as crime and poor general health. After borrowing much from Australia’s Safe Work programme (WorkSafe) to bring our lackadaisical worksite legislation into the 21st century, I am surprised we don’t also look at other Aussie programmes, such as its better health care system that merges private and public healthcare with the likes of incentives (susbidies) for those who can afford to take out private health care. On the subject of ‘lessons’ from Australia, on page 18 is an update on the light rail project shambles in Sydney’s CBD that has been delayed at huge costs (especially for the NSW state government if the court case goes against it) for the numerous businesses along the route. The planned light rail between Auckland’s CBD and the airport also goes down the middle of one of the city’s oldest and longest roads. Any contractor investing into this project would be very wise to do their due diligence as to what lies under the seal after 187 years of random inner-city development. Contractor magazine’s offices are on Dominion Road, so I can vouch for this route being a pig’s breakfast at peak times and weekends as it turns into a major, two-lane, congested link between the Southwestern Motorway (SH20) and the city. It is also cluttered with median strips, right hand turns, and transit lanes. Critics of the Auckland light rail proposal rightly still ask why aren’t the Government and council not capitalising on the massive investment going into the City Rail Link by extending the existing electrified rail network at Onehunga and Puhinui to the airport? This route was studied back in 2011 through multi-agency research involving the Auckland Council, Auckland Transport, NZTA, KiwiRail, Auckland International Airport, and GHD consultants. After considering light rail, busway and heavy rail (electric train) options, they concluded a heavy rail loop from Onehunga 10 kilometres to the airport and 6.8 kilometres from Puhinui on the main trunk line would be the ‘most economically efficient’ solution with links to the city’s new rail system. According to sources, in 2012 this recommendation (after public consultation) became a commitment in the Council's Auckland Plan, and was even favoured by Auckland Mayor Phil Goff when he came to power in 2016. What happened? Interestingly, Melbourne, arguably the light rail capital of the Southern Hemisphere, has opted for heavy rail after the Aussie fedreal government coughed up a A$5 billion contribution to building four dedicated rail routes between Melbourne Airport and the CBD. Just a thought? Alan Titchall, Editorial Manager
CONTRAFED
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 EDITORIAL MANAGER Alan Titchall DDI: 09 636 5712 Mobile: 027 405 0338 Email: alan@contrafed.co.nz GENERAL MANAGER David Penny DDI: 09 636 5710 Mobile: 021 190 4078 Email: david@contrafed.co.nz REGULAR CONTRIBUTORS Mary Searle Bell, Richard Campbell, Hugh de Lacy, Richard Silcock. ADVERTISING / SALES Charles Fairbairn DDI: 09 636 5724 Mobile: 021 411 890 Email: charles@contrafed.co.nz David Fitzgerald Mobile: 021 165 3920 Email: DavidF@contrafed.co.nz ADMIN / SUBSCRIPTIONS DDI: 09 636 5715 Email: admin@contrafed.co.nz PRODUCTION Design: TMA Design, 09 636 5713
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 @nzcontractormagazine 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 Rural Contractors New Zealand www.ruralcontractors.org.nz
A LS O P U B L I S H ES
Local Government, Quarrying & Mining and Water New Zealand magazines.
The Ready Mixed Concrete Association www.nzrmca.org.nz Connexis www.connexis.org.nz
ISSN 0110-1382 4 www.contractormag.co.nz
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CONTRACTOR
UPFRONT
Third Aussie machinery expo smashes records The huge attendance of 76,300 at the 2018 National Diesel Dirt & Turf Expo in Sydney smashed the previous years’ attendance by 75 percent, establishing this annual event as the prime focus of Australia’s earthmoving industry, say the organisers. More than 200 exhibitors representing every facet of earthmoving, with the award of Best Large Stand going to Boss Attachments, who also took out the Australian Earthmoving Magazine Award and a $7000 advertising prize for the Best Stand at the Expo. The dates for the 2019 National Diesel Dirt & Turf Expo will be announced shortly.
Women in construction NAWIC Awards The number of women employed in construction has doubled to 17 percent over the last 15 years, but we still have young women being dissuaded from a construction career at primary and high school level, claims National Association of Women in Construction (NAWIC) president, Jenny Parker. “While it is fantastic to see increasing numbers of women choosing a career in construction, we aren’t capitalising on this interest by introducing young girls to the possibility of construction as a career path at an early age. “Studies have shown that girls as young as six are turning away from a career in construction and STEM subjects. I am passionate about changing this statistic during my term as
6 www.contractormag.co.nz
NAWIC president.” Jenny hopes that the fourth annual Hays NAWIC Excellence Awards, which will be held August 17 in Auckland, will generate plenty of discussion on this topic and that awards winners will visit local schools to act as role models for young people. “The awards celebrate the achievements of women in construction as well as honouring those organisations which are redressing the industry’s gender imbalance. “We’re delighted with the growing number of entries we’re receiving each year and are excited to celebrate up and coming leaders who will inspire others to seek out leadership roles within the construction industry.”
UPFRONT
CONTRACTOR
Ipwea 2018 conference beckons This year’s Ipwea conference is to be held at the Rotorua Energy Events Centre, June 20-22, with the theme ‘Disruption, the Path to Resilience.’ It is hosted by the association’s northern branch. There is a new format this year. Optional activities and workshops start on Wednesday afternoon, with the AGM and welcome drinks on Wednesday evening with an optional dinearound to follow. Evening dinners will be accompanied by entertainment and the Annual Excellence Awards. There are two full conference days on Thursday and Friday with functions both evenings. This year’s conference theme is based on constantly changing times and disruption, wherever, natural events – earthquakes, flooding, storms – changes in technology, financial shocks, and even positive events. “We see changes in demand and expectations of levels of services and different ways of doing things and delivering for our communities,” says Paula Meredith, conference chair. “While we seek to understand what the changes and challenges of the future might look like, there is uncertainty. “How do we provide for and enable our communities to become more resilient? To not only bounce back – but bounce forward after disruption occurs.” Paula adds that this theme builds on past conference themes around responding to change. “Disruption – the pathway to Resilience is about building for the future, by accepting that change will occur, and that these changes can be embraced as opportunities to catalyse positive changes in how communities operate.” National and international keynote speakers will provide a wider perspective of the influences on our industry, and also take a closer look at some of developments that are expected to bring disruptive change to our infrastructure. Top quality technical papers will be complemented by an array of technical tours, with unique local flavour. Service and product suppliers will be on hand to inform delegates of their latest developments, with time for relaxed discussion, say the organisers. More information: www.ipweanz2018.co.nz
Allens United Drainage & Earthworks trainee Dylan Samson with his Connexis Trainee of the Year award. Joining him on the stage are Candice Tiananga, Connexis careers manager, and Mark Baldock, Connexis Waikato Customer Services account manager.
Young water contractor acknowledged Working long hours during the day and studying at night has paid off for a young Hamilton employee in the water contracting industry. The demand in the Waikato and Bay of Plenty for constructionrelated employment is predicted to require a further 11,000 workers by 2022. Dylan works at local Hamilton company, Allens United Drainage & Earthworks, and his achievements were recognised by winning a Connexis Trainee of the Year award. Dylan has worked for the company since late 2014 after finishing at Cambridge High School. He is now working towards completing a NZ Certificate in Pipe Installation (Level 4). This qualification leads to Civil Trade Certification, which recognises skilled tradespeople in Civil Infrastructure. Dylan's Connexis award was presented as part of the annual CCNZ Waikato branch awards recognising excellence in the industry.
JUNE 2018 7
CONTRACTOR
UPFRONT
Roading and aggregates review
UPNEXT with Pacifecon Name Location
Estimated $$ value
Civil Contractors NZ and AQA are reviewing the Roading New Zealand 9805 document Quality Assurance of Aggregates for Roads. The document is almost a decade old, they say, and has become out of step with more recent NZTA developments. For example, the changes proposed for M/4 basecourse. The review will refresh the document and change any areas that are no longer current. Auckland Transport is working on its Series 0800 Specification for the Supply of Aggregates document, with the last focus on recycled materials. The AQA technical committee met with AT in mid-May to discuss using recycled aggregates in its roading projects and working towards AT’s ‘green strategy’. Auckland Council has also consulted the industry on its ‘Stormwater management devices in the Auckland region’ – a guidance document with specifications relating to the aggregate used as part of stormwater management systems. In other government departments, WorkSafe has called for submissions on its 10-year Health and Safety at Work Strategy, which close June 8.
Estimated start date
Wastewater Auckland $30m Late 2018 Industrial Wellington $30m Late 2018 subdivision Roads
Bay of Plenty
$18m
Early 2019
Roads Central North $15m Late 2018 Island Wastewater Lower South $15m Late 2018 treatment Island Pacifecon currently holds information on over 4000 civil projects with a combined value of over $55 billion. If you would like more information on these projects, or realise that a subscription to the Pacifecon building intelligence service would be a useful way to increase your market share and productivity, go to www.pacifecon.co.nz, or phone 09 445 0345. Inclusion of a project does not mean it will proceed to the scale and timeframe indicated above. It is, however, the best available picture at the time.
www.pacifecon.co.nz
US construction material costs surge Will construction cost increases in the US be reflected in this region? The Associated General Contractors of America (AGC) has warned its domestic market of the consequences of new US tariffs and resulting price spikes. In the US, the cost of goods used in construction jumped in April at the fastest year-over-year rate since 2011, with ongoing increases for a wide range of building materials. These include many that are subject to proposed tariffs that could drive prices still higher and cause scarcities, according to an analysis by the Associated General Contractors of America of Labor Department data. Association officials said that the new data indicates many firms are already being squeezed by higher materials prices that they are unable to pass along to their customers. “Contractors have started to boost the prices they charge, but they are falling further behind on the cost of materials they buy,” says the association's chief economist, Ken Simonson. “This imbalance poses two risks – either contractors will suffer
decreased profit margins or project owners with fixed budgets will cut back on the projects they undertake.” From April 2017 to April 2018, the producer price index jumped by 11.9 percent for aluminum mill shapes, 11.0 percent for lumber and plywood and 7.4 percent for steel mill products. The US has been in a dispute with Canada over lumber imports, has imposed tariffs on several types of steel and has announced or recently imposed additional tariffs on steel, aluminum and numerous Chinese construction products. Other construction inputs in the US that rose sharply in price from April 2017 to April 2018 include diesel fuel, 41.6 percent; copper and brass mill shapes, 10.5 percent; gypsum products, 7.5 percent; ready-mix concrete, 6.9 percent; and truck transportation of freight, 6.0 percent. Association officials says the Trump Administration's tariffs pose a real threat to the continued growth of the construction industry. As steel, aluminum, and wood prices continue to surge, contractors will be forced to charge more, potentially discouraging or delaying new infrastructure and development projects.
CONTRACTORS’ DIARY 2018 Date
Event & Venue
Contact
2018 20-22 Jun
IPWEA NZ Annual Conference, Rotorua Energy Events Centre
www.ipweanz2018.co.nz
17-20 July
AQA/IOQ Anniversary Conference, Claudelands Event Centre, Hamilton
bit.ly/AQA_IOQAnnConference
18-20 Jul
2018 Crane Conference, Grand Millennium Hotel, Auckland
www.cranes.org.nz/2018-crane-conference
1-4 Aug
Civil Contractors NZ Annual Conference 2018, Hamilton
www.ccnzconference.co.nz/
19-21 Sep
Water NZ Conference, Hamilton
www.waternzconference.org.nz/
27-30 Nov
Bauma China 2018, The Shanghai New International Expo Center (SNIEC)
www.bauma-china.com/
Please send any contributions for Contractors’ Diary to alan@contrafed.co.nz, or phone 09 636 5710 8 www.contractormag.co.nz
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CONTRACTOR
UPFRONT
Waikato Expressway on target The Longswamp section of the Waikato Expressway reached a milestone back in April when traffic began switching onto sections of the new lanes on the 1.4 kilometre first stage. A second major switch was scheduled for a 2.5 kilometre section further north late last month. Construction started in early 2017 on widening the 5.9 kilometre section of SH1 between Rangiriri and Hampton Downs to create the new highway. The south-bound lanes are being built first, and when two-way traffic switches to the new lanes, it makes room for construction of
the north-bound lanes. The NZ Transport Agency Delivery Portfolio manager, Peter Simcock, says the Longswamp section is on track, weather and other factors permitting, for completion next year. Further south, on the Huntly section of the expressway, north and south-bound traffic was sharing what will be the Huntly offramp. Last month (May), traffic moved over to the future on-ramp, creating room for the project team to build the bridge over the adjacent railway line. The 15 kilometre Huntly section is due for completion in 2020.
What happened to RONS projects? Road Transport Forum Chief Executive, Ken Shirley says the Government needs to tell communities what its plans are for the former RONS routes. “Communities that were looking forward to new safe motorways when the second tranche of RONS were announced now have no idea of the future for those routes. “It is critical that the Government announces its specific intentions as soon as possible. “Many of the RONS projects shelved by this Government were planned for stretches of state highway with significant safety issues. “It is therefore not unreasonable for local communities and transport operators that frequent those highways to be provided with some certainty over the Government’s intentions. At the moment 10 www.contractormag.co.nz
everyone is in the dark.” “Highways such as Katikati to Tauranga and Te Hana to Whangarei have seen a number of fatalities in recent times,” he adds. “Unfortunately, proposed projects for those routes seem to have been postponed indefinitely, despite the exemplary safety record of the existing RONS. “While the Government’s rhetoric is that the RONS projects are wasteful spending and that the new safety programme will be spread more broadly and be more effective, concerned regional communities have yet to find out what that will mean for their stretch of highway. “ It is time the Government let them in on their plans.”
Calls for return of sealing subsidies The Rodney Local Board has asked Government to bring back road sealing subsidies that were stopped in 2009. The Rodney ward claims to have the largest number of unsealed roads in the Auckland region, with over 600 kilometres of metal roads. Meantime, board chair, Beth Houlbrooke welcomes the proposed increase in road sealing budget in Auckland Council’s 10-Year Budget. “We’re glad that both Auckland Transport and Council have listened to the board’s pleas for extra and ongoing road sealing budget, but sadly this doesn’t go far enough,” she says. Beth says that Auckland Transport receives substantial subsides from central government for a range of transport projects from roads to public transport. This forces Auckland Transport to prioritise projects where they will get the greatest government subsidy, with road sealing at the bottom of the list, she says. “It is manifestly unfair that in New Zealand’s biggest region, central government has withheld subsidies for sealing a huge network of roads. “Our unsealed roads are not only unsafe but are increasingly costly to maintain given our fast-growing population and ever increasing visitor numbers using them. “With the imminent introduction of additional fuel taxes we think it’s time for central government to put that money back into Rodney in the form of road sealing subsidies.” A 50c in the dollar subsidy would effectively double the amount of money Auckland Transport is proposing to spend on road sealing in Rodney, Beth adds. “This would make a huge difference to the long-suffering residents living on unsealed roads.”
Tow bar troubles The NZ Transport Agency contacted the owners of 1800 heavy vehicles requiring their towing connections to be assessed by a specialist certifier and new certifications issued. These vehicle owners were mostly in the Nelson, Marlborough, Tasman and West Coast regions, who had towing connections certified by Nelson-based Peter Wastney Engineering over the past decade. The Nelson engineer whose company's certification was suspended by the Transport Agency was disciplined by professional body, Engineering NZ, back in 2013. The 2013 censure by Chartered Professional Engineers arose from a complaint about a used imported cherry picker from Japan that was certified as safe and serviceable by Wastney's company but broke down. He was fined $1500 plus $3000 towards costs of the investigation. The NZTA’s action follows independent engineering reviews that revealed that drawbeams and drawbars identified with cracks and other issues were not adequately designed for the loads to which they had been certified. The agency safety alert requires all operators with drawbeams, towbars, or drawbars certified by Peter Wastney Engineering to urgently have them cleaned and inspected for signs of cracks or other failures. If any cracks or failures are found, operators have been instructed to replace affected parts before using it as a combination vehicle. The action also follows safety alerts issued by the agency after three incidents of cracking in truck trailers or trailer connections. NZTA operational standards manager, Craig Basher says 61 of the 62 towbars inspected by certifiers since February were not fit for purpose and could potentially fail when used. “This is not a decision we have taken lightly. Given the evidence to hand we believe it is imperative to take this action to protect the safety of road users.” Meanwhile, Road Transport Forum chief executive, Ken Shirley says he is disappointed at NZTA’s regulatory processes in the wake of the Peter Wastney Engineering certification issues. “It is extremely disappointing that vehicles are now being ordered off the road. This has the potential to have a major impact on the freight task, particularly in the upper part of the South Island. “What is so concerning is that NZTA’s accreditation, auditing and certification processes have been found to be so badly lacking. The question must be asked, how did so many vehicles get certified over such a long period of time without NZTA having any oversight? “This is the second time within two years that NZTA have been found to have failed in their auditing responsibilities. “I would have thought that after the weaknesses exposed in the driver licensing system that NZTA would have sorted out its regulatory issues, but that is clearly not the case.”
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JUNE 2018 11
CONTRACTOR
UPFRONT
The signing of the document with from left to right, Barry Dowsett, Mark Ensor and Karen Boyt from NZTA with Ross Bayer signing on behalf of the Kopu Bridge and Community Trust. Then there are some of the Trustees, again left to right Kim Buchanan, Anne Stewart Ball, Wati Ngamane. Then Patron of the Trust, Jeanette Fitzsimons and lastly Gary Blake from Historic Kopu Bridge Society.
NZTA Waikato Transport System manager Karen Boyt and Ross Bayer from the Kopu Bridge and Community Trust.
Kopu Bridge story’s final chapter The ownership of the old single-lane Kopu Bridge near Thames has been finally passed to the Kopu Bridge and Community Trust seven years after the new one opened. After several years of consultation and negotiations, the Kopu Bridge Society presented a business case to Transport Agency representatives and a legal agreement was reached. The deal will see ownership of the heritage-listed bridge handed to the Trust in conjunction with the Society. The central swing-span bridge across the Waihou River opened in 1928 and has been idle since the opening of the new two-lane Kopu Bridge in December 2011. As the bridge is no longer part of the national highway network the Transport Agency can no longer fund any future maintenance or upgrades. Transport System manager Karen Boyt says the agreement means the Trust will take financial responsibility for the bridge. “The old Kopu Bridge is a historic structure, and we recognise its past, engineering legacy and early contribution to regional economic development.” Karen says the Transport Agency heard views of many people ahead of the decision about the bridge’s future. “Over the past years we have engaged widely with local councils, Heritage NZ, and the community to evaluate options and have used an independent consultant to facilitate part of that process.” “We are pleased to have reached this agreement and we hope to see the bridge restored to something that the public can get enjoyment out of.” Bridge Trust chair Ross Bayer says they are delighted with the outcome. “We are very excited about the opportunity to restore the bridge and open it as a public pedestrian and cycle way. “We are aware that the hard work is about to start now and we are up for the challenge.” 12 www.contractormag.co.nz
The deal is subject to the Transport Agency receiving yearly reports for five years from the Trust on the operation of the bridge. The Trust will also provide conservation, public health and safety, navigation of the Waihou River and engineering and maintenance plans. If within the five years the Trust indicates that it cannot manage the project, NZTA can take back ownership of the bridge.
Kopu Bridge replacement work started in 2009 with a sod-turning ceremony in late July at the bridge near Thames, attended by the then Prime Minister John Key. The project cost $47 million and took three years to complete with the contract awarded to HEB Construction. When construction was in full swing, up to 50 people worked full-time on site, with another 100 folks involved in supplying materials and providing supporting services. The new 580 metre-long bridge project also featured a new fourleg roundabout at the intersection of State Highways 25 and 26 and about 2.5 kilometres of associated approach roads, including a new link road to State Highway 26 east of the bridge.
CONTRACTOR
UPFRONT
Relief as Kawarau Bridge opens The $22 million Kawarau Bridge near Queenstown finally opened last month with a local fanfare, but a year late. The two-lane Kawarau Falls Bridge is a major part of a wider transport improvement plan for the Wakatipu Basin involving the NZTA, Queenstown Lakes District Council, Otago Regional Council and Queenstown Airport Corporation. The previous government accelerated the project in 2014, three years earlier than planned and was scheduled to open to traffic before the start of the 2017 ski season. However, the project was delayed due to the Queenstown Lakes District Council's decision to add sewer pipes to the bridge, at an extra cost of $7 million. According to local news sources these ‘clip on’ pipes were originally supposed to cost $5 million, but that cost ballooned to $7.2 million as the council allowed for even further growth to the west of the Kawarau River. During construction contractors also discovered fault lines and unexpected rock types when driving the support piles. NZTA project manager Phil Dowsett says the contractor (McConnell Dowell) is excused from any liability because of the council's sewer pipe deviation. NZ Transport Agency director of Regional Relationships Jim 14 www.contractormag.co.nz
Harland says that since February contractors made a great effort to ensure both lanes of the much awaited bridge would be ready ahead of this winter’s ski season. The contractors went well beyond what was expected of them especially in the past few months, he adds. The opening of the bridge goes a long way to relieving pressure on the region, which is experiencing massive residency growth and visitor numbers. The project has been one of the largest highway projects seen in the Queenstown area, and will be a key transport connection for the Wakatipu Basin for many decades. Jim Harland pointed out to local news sources that this country uses a national system of processing and funding projects that is not based on regional growth, and the reason why the project was ‘accelerated’ in 2014. However, the new government has put the focus on safety that could push regions with growth further up the queue, he warns. The bridge project has been covered in previous issues of Contractor (June, October, November 2017). Features of the new bridge include the ability to withstand a 1-in2500 year earthquake. The old Kawarau Falls single lane, heritage bridge will be turned into a walking and cycling facility, providing a link in the Queenstown cycle trail network.
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CONTRACTOR
UPFRONT
George Street Sydney 2017
Sobering light rail lessons from Sydney If you have been to Sydney over the past year you would have experienced the construction upheaval along Circular Quay and George Street, the city’s main street. The controversial project is a sobering lesson for our Government, the Auckland Council, and any contractors who sign up for future work on Auckland’s light rail projects. The Sydney CBD and South East Light project is part of the larger Sydney Light Rail system and features a single 12.8-kilometre line with 19 stops from Circular Quay in the CBD along George Street to Central Station, through Surry Hills to Moore Park, then to Kensington and Kingsford via Anzac Parade and evntually to Randwick. This phase of the project (started in 2014 for owner Transport for NSW) was expected to be finished next year, in time for the March State election. Instead the project has turned into a bitter dispute that is heading to court, with the project completion date now expected to be finished by March 2020 at the earliest. The contractor responsible for the construction is Acciona under lead consortium ALTRAC. Since March, the project has been embroiled in controversary after Acciona launched a A$1.1 billion lawsuit against Transport for NSW alleging “misleading or deceptive conduct” in the lead-up to it signing a contract in 2014 to design and build the project. News reports say lawyers for the Spanish firm claim the state government misled the contractor on the complexity of utilities work. NSW Premier Gladys Berejiklian disagrees and says her government won't be held to ransom as the claims are “completely unjustified”. "We will not be held to ransom and we will not be forced to do anything that is not in the best interest of the taxpayer," said the Premier back in April. Initially, the project cost was A$1.6 billion before a $549 million variation by the time the main works public private partnership (PPP) 16 www.contractormag.co.nz
contract was signed in December 2014. With the $1.2 billion demanded from Acciona, the final costs could more than double. NSW Transport Minister Andrew Constance raises contractual issues and insists there is no contract between Acciona and Transport for NSW, or the state of NSW. “Transport for NSW has contracted the ALTRAC Light Rail Partnership … ALTRAC has in turn engaged with Acciona … any issues should be raised with ALTRAC. "The contract between ALTRAC and Acciona spell out how risks of dealing with utilities for the construction of the Light Rail are to be managed.” George Street (like Dominion Road in Auckland), is one of Australia’s oldest streets with two and a half centuries of infrastructure hidden under its seal. Initially, Transport for NSW and the contractor came up with a process to identify what needed to be done, with Acciona now claiming the NSW transport agency led Acciona to believe power company Ausgrid had agreed to a plan to deal with its utilities under the 12.5 kilometres when it claims it had not. Acciona says it was prevented from dealing directly with Ausgrid and this aspect of the project was dealt with by “ iterative workshops” attended by Acciona and Transport for NSW that developed ‘Schedule F8’ – a spreadsheet that documented agreement on what was to happen on infrastructure on all but a handful of sites. However, Acciona claims after the deal closed in February 2015, it received a document from Ausgrid with more extensive requirements that amounted to a variation in project scope, that involved enlarging pits for cables and many more relocations of services. This, it says, led to weeks of work at key intersections. The state oppostion spokesman (and Deputy NSW Labor Leader) says the project could end up becoming the world's most costly light rail project.
George Street is one of Australia’s oldest streets with two and a half centuries of infrastructure hidden under its seal.
The proposed light rail in Auckland is also designed to run along one of the city’s busiest artilerial routes – Dominion Road
“If the Government had done its homework there would be no dispute. Every time the contractor digs a hole there is something underneath the ground that they weren't told about. That's because Gladys [Berejiklian] rushed this project … it should have taken two years to plan.” Meanwhile, the project has been a nightmare for businesses, workers and visitors in the CBD. While Acciona says it will finish the project, delays mean it will be going to be a year late and with obvious cost overruns. Australian media reports say businesses along the construction route are suffering with some losing 15 to 30 percent of their
turnover after buses were re-routed from stops in late 2015 and light rail construction began in 2014 – particularly around Sydney’s popular Circular Quay area where the light rail project was originally due to be completed last October. And the area is facing another major project soon when redevelopment of the ferry wharves starts next year. The proposed light rail in Auckland is also designed to run along one of the city’s busiest artilerial routes – Dominion Road, which is comparativley narrow and already features restricted bus lanes, median strips and excpetionally heavy traffic loads at peak hours. Dominion Road is also lined with numerous small shops and businessess reliant on car parking spaces along the route.
A short history of Sydney’s light rail It is ironic that Sydney and Auckland both featured extensive tram networks before they were ripped out (in the 1950s) as councils mistakenly saw the future of transport in terms of private vehicles that didn’t need constricting tram tracks. At one stage Sydney had the largest light rail network in the southern hemisphere. Sydney’s return to light rail development started modestly after the inner city areas of Darling Harbour and Pyrmont were redeveloped. In 1988 the controversial Sydney Monorail opened, connecting Darling Harbour to the central business district in a modest circuit that did a better job as a tourist attraction than a public transport utility, as it was poorly integrated with other transport modes. Then in 1997 a disused section of the Metropolitan Goods railway line was converted into a modest-length light rail line between Pyrmont and the Central Railway Station under public-private partnership. In 2000 the private owner proposed the line be extended west and north to Circular Quay. The western extension opened in 2000, terminating at Lilyfield, but the company was unsuccessful in its attempts to develop a
Trams operating on George Street, Sydney – showing the Queen Victoria Building Dated: 22/01/1920 – Wikipedia.
CBD line, which saw development of light rail put on hold for 10 years. This decade has seen major expansion and reform of the original light rail in Sydney, including the transfer of the network to full public ownership. Total extensions to the original light rail in Haymarket will total almost 50 kilometres if all projects are completed.
JUNE 2018 17
CONTRACTOR
ON THE COVER
Cat next generation excavators raise the bar for industry
Available straight out of the box with an unparalleled suite of industry-leading technology and proven in-field operating efficiencies, the new next generation Cat 320, 320 GC and 323 excavators has arrived in New Zealand, ready to utterly transform the shape of earth-moving for local operators. CATERPILLAR’S NEW NEXT GENERATION line-up of excavators has
arrived. Available initially in three 20-ton class sizes, the next generation Cat 320, 320 GC and 323 excavators push heavy-duty machine technology and efficiency to new levels. Significant gains in productivity are matched with reductions in fuel burn and machine stress. The new next generation Cat excavators also arrive with more safety technology than ever, and offer advanced and accurate Cat Grade Assist 2D, along with the opportunity to upgrade to Cat Grade Assist with Advanced 2D or, for the first time, integrated Cat Grade Assist with 3D. Gough Cat’s industry sales manager, John Russel, says that the trio of new next generation 20-ton class Cat excavators arriving here this month represent a significant leap forward in terms of the trusted manufacturer’s technological offering. “The impact these machines will have on a variety of industries over the course of the next few months will represent a real step-change in what Cat offers all manner of excavator customers,” he says. “The technology in these new machines is, in and of itself, very impressive. But it’s the results that owners and operators of the Cat 320 and 323 excavators will see on the worksite that will prove just how big an advance for Cat these machines are.” The new excavator line-up changes the game across the board. Operating efficiencies are increased thanks to a variety of purpose-designed automated systems. Fuel and maintenance costs have both been reduced, while operator comfort has improved over previous generation machines. Still the 20-ton class standard, the new Cat 320 raises the bar for efficiency with integrated Cat Connect Technology that advances productivity gains. Standard technology combined with lower fuel and maintenance costs deliver low-cost production in medium- to heavy-duty applications. 18 www.contractormag.co.nz
Designed for low- to medium-duty applications, the new Cat 320 GC also balances advanced productivity features with reduced fuel consumption and maintenance costs. The result is high reliability and low cost-per-hour performance. Delivering high production performance, the new premium Cat 323 boasts standard integrated Cat Connect Technology and the most power and lift capacity in the new next generation model range. “The percentage improvements these machines boast is really impressive,” continues John. “Especially when advanced operating technology like Cat Grade Assist is factored in, operators will see up to a 45 percent improvement in productivity, coupled with up to 25 percent less fuel usage and a 15 percent reduction in repairs and running costs. “But nowhere will these gains be more tangibly realised than with the use of Cat Grade Assist.” The Cat Grade with 2D system helps operators reach the desired grade quickly and accurately, offering guidance for depth, slope and horizontal distance to grade. Cat’s Grade Assist builds on this system further, automating boom, stick and bucket movements, so operators stay on-grade simply and effortlessly with single-lever digging. The Cat Grade Assist systems are also backed with Cat Payload on-board weighing; integrated with the Cat 320 and 323 right from the factory. This system delivers precise load targets and increased loading efficiency with on-the-go weighing and realtime payload estimates to prevent truck over- or under-loading. Cat LINK hardware and software connect jobsite machines to the office, providing customers with on-call machine-critical operating information. “Thanks to all the sensor technology now standard in the Cat 320 and 323 machines, Cat also offers a robust and accurate E-fence system, which protects both the machine and the
operator in confined work spaces,” says John. “E-fence enables the machine to work safely under structures or near traffic by preventing any part of the excavator from moving outside operator-defined set points. “The operator can programme in swing angles and virtual walls or barriers, meaning the machine will automatically stop if any part of the super structure moves outside of the pre-set area.” Adding to these safety measures is Cat’s 360° Visibility feature. This system utilises three separate cameras to create a virtual bird’s-eye view of the machine and the surrounding working environment. The operator can see where his machine is from above in real-time, thanks to the system’s bright, clear 10 inch in-cab screen. “That’s great for peace of mind when working in confined urban work sites or near services or other equipment.” When completing time-sensitive project work, Cat’s engine technology provides heavy-duty power, but not at the expense of increased fuel usage. The three new machines offer power ratings ranging between 145 and 164hp (108 to 122kW), but will consume 20 to 25 percent less fuel than the previous corresponding 20-ton class Cat models. Cat’s new Smart Mode operation automatically matches engine and hydraulic power to digging conditions, optimising both fuel consumption and performance. Engine speed is automatically lowered when there is no hydraulic demand, further reducing fuel usage. This last factor works in combination with a number of other clever features, all designed to protect the machine, even in the most demanding work environments. The new next generation 320 and 323 excavators boast new cooling systems which employ multiple electric fans, as well as the independent monitoring of hydraulic oil, radiator and air-to-air aftercooler temperatures to deliver the exact airflow required.
With a new hydraulic system built for responsiveness and efficiency, the Cat 320 GC, 320 and 323 feature a new main control valve that eliminates the need for pilot lines. This reduces pressure losses and lowers fuel consumption. Fewer hydraulic lines on the excavators also result in 20 percent less oil required, lowering long-term operating costs. Another benefit of the new electro-hydraulic system is that joystick and button functionality can be fully customised, meaning repeated processes or commonly-used functions can be programmed to suit individual operators. Featuring higher dirt capacity, a new Cat hydraulic return filter arrives with a 3000-hour service life, representing a massive 50 percent increase over previous filters. Similarly, the new Cat air filter with integrated pre-cleaner and primary and secondary filters doubles service life over previous designs to 1000 hours, while a new fuel tank cap filter extends service life to 2000 hours. “Cat has done the sums; over the course of 12,000 hours operating time, the average Cat 320 or 323 excavator could use up to 820-litres less hydraulic oil and mitigate the need for up to 50 fewer filter changes,” says John. “That adds up to an all-round better ownership experience and a more robust machines that works more consistently, with less scheduled down time needed than ever before. “These new excavators offer Cat customers a unique combination of purpose-built features designed to match productivity expectations and cost targets. “They’re designed smarter to enable Kiwi operators of all disciplines and sizes to work smarter too.” l • C at next generation excavators will be on display in the Gough Cat exhibition space at the 2018 National Fieldays, Mystery Creek, Hamilton, June 13-16th. JUNE 2018 19
CONTRACTOR
PROFILE
A passion
for health and safety
Working at the site of the largest landslide in history ignited Tania Harris’ lifelong passion for, and business in health and safety. Abi Kibble explains. IN THE EARLY 1980S, Tania Harris and her husband lived in Washington state, USA, and owned a helicopter business operating in forestry, mining, construction, infrastructure and tourism. Following the eruption of Mt St Helens, they won a fouryear contract to transport construction workers and the Army Corp of Engineers into the mountain’s Red Zone, to construct a large dam. As well as learning to fly helicopters, Tania gained broad knowledge about construction and infrastructure. “I really enjoyed being around heavy machinery and on a construction site that had significant challenges,” she recalls. “Very quickly, I became aware of the importance of health and safety on the ground.” Later in the 1980s, Tania moved back to New Zealand permanently and joined the West Auckland Civil Defence team, where she qualified, and contributed as a rescue team instructor for six years. Her consultancy career also took off, and she worked in tourism, construction and infrastructure, branching out into 20 www.contractormag.co.nz
health and safety in the early 2000s. Tania set up her own company, Pure Health and Safety, in 2013 with the aim of demystifying health and safety and making it both accessible and affordable. As part of her service, Tania works with businesses to identify their health and safety gaps and provide actions to close those gaps.
Breaking down barriers The number one health and safety challenge facing businesses is the commonly-held belief that ‘it won’t happen to me,’ says Tania. “It may not necessarily be you that causes an accident, it may be someone next to or near you. So, we all have a responsibility to keep ourselves and those around us safe and be part of the health and safety solution.” The cost of compliance is another significant barrier, she adds, with 97 percent of our businesses classed as SMEs and where tight health and safety budgets are commonplace. The infrastructure sector faces the added complication of
the tender for works process. “Unfortunately, it appears that some tender evaluators are still awarding contracts solely on cost. This can be extremely disheartening and makes it challenging for businesses to continue to build in health and safety costs when they keep losing out to lower bids. “Evaluators need to consistently consider the quality of health and safety practices in each tender, as the lowest bid isn’t always the best!” To address some cost challenges, Tania offers her customers the option to ‘rent’ a safety advisor from a panel of experts, rather than employing someone full-time. “This enables our customers to get the added support they need, without overspending. They still have the overarching responsibility to maintain their day-to-day health and safety, but we are able to give them real peace of mind, by overseeing their efforts and helping them to identify and close gaps – it’s simple and effective.” While health and safety can be daunting, especially since the Health and Safety at Work Act (2015) came into effect, Tania believes that effective health and safety is an achievable goal for all businesses if you keep it simple. Creating a strong safety culture is a crucial part of this, she says. “It starts from the top and works its way down, requiring employers to lead by example. There’s not much point expecting your workers to do something if you aren’t prepared to do it yourself. “Engagement is a vital part of keeping your workplace safe – we believe it is important to recognise and reward workers who do well in health and safety, and also their manager for being an important link in the health and safety chain.” Tania likens health and safety to a car registration or warrant of fitness – not something we necessarily want to have to do, but which has to be done. “You can take the risk and not do it, but if anything goes wrong, a price is paid. The only difference is, if it goes wrong
with health and safety the price can go well beyond a fine. It can cost someone their life, and a family someone they love.”
Thanking three mentors Tania credits the success of her business to the many people she has met along the way and says her business journey has been cemented by three main mentors: Johnny Edmonds – a New Zealand CEO and director for the World Indigenous Tourism Alliance (WINTA); Dr Hamid Bugo – a Malaysian CEO with experience spanning industries including construction, oil and gas, shipping and tourism; and David Mace – current chair of the Freemasons Roskill Foundation. “Each of my mentors impart a common philosophy – the importance of working in mutually beneficial relationships and treating everyone as a respected customer. “This has provided the foundation for my career and has been key to building our business relationships, both internally and externally.” Outside of the industry Tania is also passionate about using her skills and knowledge to benefit a number of causes close to her heart. She is currently contributing to the Child Safety Handbook, a free publication that is distributed to Year Eight students at schools nationwide. Tania is also working with Lung Foundation NZ to lobby government to get the cancer drug Keytruda on to the Pharmac list. The drug is not currently funded by the state agency, but has been proven to significantly extend life expectancy for lung cancer sufferers. “I want to leave something enduring and of value, beyond just money,” she says about the future. “The business will be something my adult sons can continue to run, if they choose but, when my last ‘summer’ arrives I want to know that I did my best and made a difference to those I met along the way.”
JUNE 2018 21
CONTRACTOR
ROADING
Mt Messenger to Awakino Gorge improvements
Since 2007 11 deaths and 45 serious injuries have occurred on a section of SH3, making it a high priority for improvement. Richard Silcock checks out the current work and reports on the plans for constructing two bypasses.
Construction features along with extensive improvement work will form a part of making the highway a much safer stretch of road for motorists.
22 www.contractormag.co.nz
IMPROVEMENT PLANS for the 58-kilometre, Mt Messenger to Awakino Gorge section of SH3 on the north-western flanks of Taranaki have been ongoing for some time. Due in part to the poor alignment, loss of vehicle control by drivers and driver inattention, this section of highway has been the scene of a number of road fatalities and serious injuries. The highway has also suffered road closures due to rock falls and the instability of the ground. The detour route adds four hours to the trip so the planned improvements
have been welcomed by regular users of the highway. Plans for two bypasses, a tunnel and several new bridges were announced by the Transport Agency at the end of August last year and will form the most significant part of an overall improvement programme. A lot of safety work involving the widening of the road and the removal of some treacherous bends is already well advanced. The stage has now been set for the construction of the two bypasses – one at
Mt Messenger and the other at the Awakino Gorge. At Mt Messenger a six-kilometre bypass is planned to run east of the existing highway and will include a 125-metre bridge over an important wetland area and a 235-metre-long tunnel south-east of the present highway. Other work includes bypassing the singlelane Awakino tunnel (which opened 1923) and the construction of two new bridges over the Awakino River. These construction features along with
extensive improvement work will form a part of making the highway a much safer stretch of road for motorists. These improvements include widening the road, the adding of road-level side barriers to prevent vehicles running off the road (5000 metres of safety barrier have already been erected), removing trees to improve sight lines, providing more and improved signage and creating ‘pull-over’ rest and passing areas particularly in the gorge itself. Electronic warning signs have already
A lot of safety work involving the widening of the road and the removal of some treacherous bends is already well advanced.
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CONTRACTOR
ROADING
A new stretch of paving and widened road which will provide another lane. An Alliance has been formed to carry out the feasibility, design and construction work for the Mt Messenger section. It comprises NZTA, Downer Construction, HEB Construction, Tonkin & Taylor, WSP Opus, Holmes Consulting and Isthmus.
24 www.contractormag.co.nz
been installed at high risk spots, with the area south of Mokau, which is particularly risky, given special attention. The signs are activated by moving traffic and have been proven to be more effective at alerting drivers to approaching hazards than the more traditional static signs. Passing lanes at the western end of the Awakino Gorge and north of Tongaporutu are also to be added to increase safety for passing slow traffic. This improvement work is being carried out by Downer Construction, HEB Construction and Beca as design consultants. The Transport Agency’s director for regional relationships for the central North Island, Parekawhia McLean, says the proposed bypasses are the optimal solution for this section of the highway. “It [the new section] will greatly improve safety and help to better connect the Taranaki region with the King Country and southern Waikato,” she says. An Alliance has been formed to carry out the feasibility, design and construction work
for the Mt Messenger section. It comprises NZTA, Downer Construction, HEB Construction, Tonkin & Taylor, WSP Opus, Holmes Consulting and Isthmus. Five options were investigated and assessed during the feasibility study phase, with the route chosen providing the best solution. Geotechnical engineers carried out extensive ground tests involving the drilling of 35 boreholes which are 85mm in diameter and up to 100-metres deep and carried out 70 penetrometer tests. They also excavated a number of ‘wells’ and measured groundwater levels. Alliance project manager (Downer) Duncan Kenderdine says this investigative work was an exercise in logistics given the steep, largely inaccessible terrain. “The team had to carry their heavy and bulky testing equipment to many locations and we had helicopters deliver the drill rigs to the more remote areas,” he told Contractor. “While the terrain is very challenging and in some of the hilliest and most densely
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www.ijobsite.org.nz JUNE 2018 25
CONTRACTOR
ROADING
Current proposals for mitigation measures to restore and even improve the ecology include nine kilometres of stream-bank planting, the replanting of nine hectares of vegetation, creating six hectares of swamp-forest habitat and controlling pests in 560 hectares of native forest.
26 www.contractormag.co.nz
vegetated parts of the North Island, we will be taking into account the environmental and cultural considerations during the design and construction phases of the project, with strict protocols to protect the environment,” he says. The environmental manager, Tonkin & Taylor’, Brett Ogilvie, says that while they have been very mindful of the ecological values associated with the area, they have also been looking at ways to restore and improve the environment. “The team has carried out investigations for a variety of wildlife and plants, with comprehensive surveys of the vegetation, the numerous streams and wetlands and has helped develop solutions that respect the environment,” says Brett. “For example, the intended alignment will avoid the kahikatea swamp to the south of Mt Messenger.” Current proposals for mitigation measures to restore and even improve the ecology include nine kilometres of stream-bank planting, the replanting of nine hectares of vegetation, creating six hectares of swampforest habitat and controlling pests in 560 hectares of native forest.
“The new alignment will be more resilient than the existing route and the other options we looked at because it will avoid large areas of very unstable land,” says Parekawhia. “It will also be of a far lesser gradient than the existing route, allow for faster travel times [the route will be almost one-kilometre shorter than the existing route] and provide significant benefits for heavy vehicles. “Utilising bridges and a tunnel in the design will significantly reduce the road’s impact on the ecological values and the native bush,” she says. “The proposed alignment may affect some conservation and Maori-owned land containing native vegetation, however these areas have seen considerable damage caused by pests and we see some significant opportunities for improving the area in this regard as well.” The current road widening work part of the project is expected to be completed this month, with work on the bypasses expected to start in the latter part of this year for completion by mid-2020*. The overall cost is expected to be in the region of $200 million.
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50 years
CONTRACTOR
PROJECT
E S I C R E S X C E I T N S A OGI L IN
An aerial view of the completed wharf facility at Waitangi.
28 www.contractormag.co.nz
A new cargo wharf and breakwater have recently been completed at Waitangi on the Chatham Islands. Logistics and the severe weather were some of the challenges facing the construction alliance tasked with the project. Richard Silcock reports.
THE CHATHAM ISLANDS lie about 800 kilometres off the south-east coast of the South Island. There are round 600 permanent residents who live on two of the 11 islands which make up the archipelago, with their income derived mainly from fishing, farming and tourism. The islands are some of New Zealand’s most isolated, with only limited air and shipping services. Local time is 45 minutes ahead of mainland New Zealand. Due to the poor structural condition of the island’s only cargo wharf facility at Waitangi, the handling of ‘exports’ ($69million) and essential ‘imported’ supplies, such as diesel to fuel electricity generators, aviation fuel for aircraft and food was in extreme jeopardy. The operator of the wharf was the Chatham Island Enterprise Trust (CIET). In their 2015 Annual Report it is acknowledged the wharf was at the end of its structural life, with degradation of the concrete and corrosion of the steel work and was in dire need of being urgently replaced with a more resilient facility. Former Internal Affairs Minister, Peter Dunn agreed, saying the wharf had been on the government’s order paper since at least 2011. “It was a structural risk and needed to be replaced.” HEB Construction, Downer Construction, Tonkin & Taylor (T&T), Aecom and the NZ Transport Agency (NZTA), all of whom had entered into an alliance back in 2012 for a separate project in Wellington that didn’t proceed, were in a position to proceed without delay to deliver a concept design, secure resource consents and begin planning construction for the facility so were awarded the contract by the client, the NZ Department of Internal Affairs (DIA).* From the outset it was agreed a breakwater and a larger more weather-resilient wharf and buildings were required with a minimal amount of steel work so as to avoid corrosion. Detailed design was completed within a tight timeframe by T&T and Aecom and a simulator from the Royal NZ Navy was used to model shipping approach and departure routes for the wharf. The Navy also created a 3D model of Waitangi Bay to see how the wind, waves and tides affected berthing. “In 13 months we went from having a problem, with an ill-defined scope, to a solution with government funding, design and resource/environmental approvals,” says T&T design manager, Mark Foster. However, before any physical works could start there was a need for significant logistical planning. The establishment of a quarry on the island was required to provide fill for the reclamation along with a road constructed to reach it.
JUNE 2018 29
CONTRACTOR
PROJECT
Above: The new wharf was constructed around the old wharf which remained operational throughout the project. The concrete deck for the wharf was poured to a depth of 300mm over a period of eight months as it could only be done in favourable weather conditions. Above right: Preparation work for the wharf deck on in-filled reclaimed land. 6500 square metres of hard-stand land reclamation was achieved using basalt rock from the quarry. Opposite page: Unloading equipment from a barge
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In addition, accommodation for the 50-plus staff working on the project was needed as there was insufficient on the island to house them apart from a small tourist lodge and a few rental properties. There was also the logistics of transporting heavy machinery, such as 125-tonne excavators and vehicles to the island from the mainland. “As with any project of this nature, and especially one on a remote island, it was an exercise in logistics,” says Downer’s project and alliance manager, Hugh Milliken. “The construction work itself was not particularly difficult,” he says. “It was the logistics of getting our people and equipment to the island and establishing the necessary supporting infrastructure that created a challenge. “For example, we had to establish the quarry, which required excavating up to sixmetres of over-burden; build a road from the quarry to the port; set up a concrete batching plant and construct a yard to produce three thousand concrete blocks for the breakwater. “Constructing a large ramp for landing heavy machinery from sea-going barges and setting up transportable accommodation for staff was also required,” says Hugh. “This took around six months as we had to work in with the shipping schedules and, at times, the extreme weather and
sea conditions. We were not able to start construction of the new wharf and port until this was largely in place.” Construction started in January 2016 with the building of an armour-rock and Xbloc, 180-metre long breakwater, which is positioned 165 metres from the shoreline. Dredging the sand down to bedrock prior to driving nine to 12-metre-long pre-stressed piles to a depth of three metres was also carried out. The piles, which were cast-in-situ at HEB’s pre-cast plant in Tauranga were barged to the island, while the 6500 square metres of hardstand land reclamation was achieved using basalt rock from the quarry. The concrete deck for the wharf was poured to a depth of 300mm over a period of eight months as it could only be done in favourable weather conditions. “We had to work with the prevailing weather conditions,” says Hugh. “The often harsh weather precluded working on some days. “Very little reinforced steel mesh was used in the superstructure and deck. We did not want the new facility to deteriorate like the old one, so the design specification overcame this by utilising a mass pour unreinforced solution where possible.” A cargo handling building was constructed on the wharf, and a bio-security area and
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PROJECT
Constructing concrete cappings for the new wharf structure. Above right: “We had to establish the quarry, which required excavating up to six-metres of over-burden; build a road from the quarry to the port; set up a concrete batching plant and construct a yard to produce three thousand concrete blocks for the breakwater.
32 www.contractormag.co.nz
improvements to the livestock race were also made. “As the port had to remain open to shipping throughout the construction period we had to work around the old wharf which was not demolished until the new wharf was completed and operational,” says Hugh. “Another interesting aspect of the project was centred around working in a relatively small community and being mindful of the fact our temporary stay on the island affected both the supply and availability of food, diesel and other basic essentials. “So we took a self-contained approach. “In addition to providing our own accommodation we also brought in our own food supplies and fuel. Staff were also made aware, for example, that overpatronising the one and only pub on the island could affect their limited supplies so we were very mindful of working in with the local population, building a professional engagement with them and communicating the project’s progress. “This led to the building of an improved fishing-boat haul-out area and the replenishment of the beach at Waitangi with sand dredged during the piling operation. “A seabird management plan was also implemented to safe-guard the endangered
Chatham Island shag. “The fact of working on a remote island, getting machinery to it, establishing the support infrastructure, ‘looking after’ the local community and working around the often harsh weather and rough seas were certainly some of the stand-out challenges associated with the complexity of this project. “Demobilisation and the shipping of equipment and our people back to New Zealand was completed in early May with an all up cost for the project being just under $56 million.” CIET chief executive, Ian Torrance, says the new wharf will provide a more efficient port operation, encourage future economic growth for the island and help sustain a vital lifeline for the community. Vanessa Browne, the NZ Transport Agency’s acting general manager for design and delivery agrees and says the result is a credit to the project team. “The wharf is a cost-effective, purpose-built facility that will help the economic growth of the island and we are proud to have played a part in its delivery. “We look forward to continuing our involvement by assisting with the maintenance and its operation,” says Vanessa.
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CONTRACTOR
SME
Artisan paving – an international touch
A Christchurch paving company founded by New Zealanders brings the work ethics of Europe to its Canterbury work-sites. Hugh de Lacy explains. Opposite page, top: A completed paved laneway on the East Frame project in Christchurch under the CityCare/JFC joint venture. Opposite page, bottom: One of the five city block laneways under construction on the East Frame project.
34 www.contractormag.co.nz
CALL THE ARTISAN Paving staff a bunch of byggnadsarbetare – if you can pronounce it – and they’ll nod and smile and agree with you in a variety of European accents. The word is Swedish for constructionworker, but with elements of admiration and status that are absent from the bottom-of-theheap connotations of its English equivalent. That every one of the staff of Artisan Paving would recognise the Swedish word is not surprising, since all but its business managers are European: two Italians, an Englishman, a German and a Frenchman. Ezra Weaver, an east-side Christchurch boy who founded the company with business partner John Coogan, made the Swedish connection while working in Stockholm on his OE. At Shirley Boys High School, Weaver struggled with severe numeral dyslexia which
was not diagnosed until he was 17, though his language and writing skills were adequate, helped by growing up with three sisters and a single mother who loved books. Keen to do “something with my hands,” Weaver tried a few hammerhand jobs with an employment agency after high-school before landing a job with Paving and Driveways. That exposed him in 2007 for the first time to the skills and challenges of laying paving, something he took to like a duck to water. The son of a shearer, Weaver loved the physical work of hefting paving blocks around, no less than the sense of satisfaction he gained from putting in place the last, and usually the most visible elements of much bigger projects. “With civil and commercial paving you’re finishing something that has already engaged so many people whose work is underground
JUNE 2018 35
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Above: Ezra and the team, December 2017, (minus a few team members who had already flown back to Europe for Christmas) from left to right: Johnny (GB), Mathew (G), Ezra (NZ), Matthias - Foreman (F), Giorgio(I) and Matt( GB).
Opposite page, clockwise from top: Giorgio and Davide (the Italian duo) installing stencil concrete to a median island on Russley Road. A throw back to the past. Ezra has huge admiration for those who did the same job back in the old days. Ezra and Giorgio installing granite kerbing stones prior to paving the footpath.
36 www.contractormag.co.nz
or invisible or just taken for granted by the general public,” he tells Contractor. “Passers-by don’t credit drainlayers, surveyors or roading workers all that often; instead everyone congratulates us as if we did the whole job.” Weaver stayed with Paving and Driveways for four years, learning the skills of paving and finishing, before he was offered a job in Sweden with a company called NCC, a huge Scandinavia-wide conglomerate with 20,000 employees (New Zealand’s multi-national Fletcher, by contrast, has 5000 employees, and Christchurch biggie Citycare just 3500). On arriving in Stockholm Weaver was surprised not to encounter a language barrier: “It seems everyone in Sweden speaks perfect English,” he says. And in Sweden he found a level of respect for tradespeople far higher than that he’d experienced in his native New Zealand. “In the New Zealand hierarchy the workers on the ground are the bottom of the heap, but in Sweden they’re highly respected – more so than surveyors and project engineers,” he says, while conceding there has been a noticeable shift away from the old hierarchical mind-set since the Canterbury earthquakes. In Stockholm he mostly worked on light rail and tram projects in the city, but one rural job involved upgrading a commuter rail line, where an elderly man in a business suit and on a bicycle went so far as to thank him for coming to Sweden to work. After a year there, Weaver returned to
Christchurch and took a foreman’s job with Trademark Paving for four years, then a site engineer’s role with Citycare’s roading and sub-divisions team. As much as he enjoyed that work, Weaver missed the paving challenges, so in January 2016 he set up Artisan Paving with Coogan as business development manager, choosing the company name for its dictionary definition of “a worker in a skilled trade, especially one that involves working with his hands.” Weaver’s partner, Sacha Coogan – John’s daughter – played a key role in the early days, handling the company’s administration until it got on its feet and was able to employ office administrator Karyn Cuzins. Artisan landed its first contract as a business with McConnell Dowell on the NZTA’s Russley Road project, laying a hundred square metres of TGSI (tactile ground surface indicators), 2000m2 of stencilled concrete median islands, plus pedestrian refuge crossings with yellow handrails for cyclists to hang on to, and RG17 directional arrows and kerb-top markers. The job took two years of intermittent work during which he and his team also installed 7000m 2 of streetscape paving over an area covering six city blocks of the Christchurch East Frame project with the Citycare/JFC joint venture. Work poured in steadily, and at one stage Artisan had 10 employees, though now that’s settled at around seven – “We must be one of the smallest members of Civil Contracting NZ,” Weaver reckons.
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Above left: Anthony installing a header course to a paved threshold. Above: Davide, Matt and Mathew finishing off a paved threshold on Hereford Street.
Above: Ezras jobsite in rural Stockholm installing noise barrier pre-manufactured footings and retaining walls. Above right: Ezra’s partner Sacha who was hugely involved in the early days with running the admin and H&S aspects of the business.
38 www.contractormag.co.nz
It was more coincidence than policy that those staff all turned out to be European, aside from himself and Coogan – who lends a hand on-site from time to time, and Karyn . “Mostly it came about because there is a severe shortage of skilled workers here,” Weaver says. “There’s also a problem with some of the working age-group of Kiwis between 18 and 24: a big chunk of them have little drive to learn something new and stay employed. “Driver licensing issues and inability to pass random drug screening have also been an issue in the past.” Weaver’s European team members, by contrast, “come to work to work, enjoy it, take pride in it and there’s none of that Mondayitis.” Weaver makes health and safety a key element of Artisan’s work, “as you’d expect when you’re often working on roads with
traffic buzzing round you in all directions.” In keeping with that ethos, all Artisan Paving staff are Construct Safe tested as a minimum requirement, and their Personal Protection Equipment meets NZTA site standards. The Artisan Paving business philosophy seems to work, because the company’s just landed a major contract with the Downer/ McConnell Dowell joint venture on the Christchurch Southern Motorway, where they’re in charge of the hard landscaping that includes laying 3300 square metre of 500mm x 500mm pavers on eight new bridge abutments. The abutments are mostly on a 1-in1.5 incline which the workers are finding particularly tiring, especially on their ankles. But that’s all part of the challenge and the magic of the job, Weaver reckons, and he wouldn’t swap it for anything.
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WHEN YOU’RE IN A
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SPOT In lots of ways we enjoy a luxury of space compared to many other countries. Nevertheless, infrastructure upgrades in urban environments are inevitably challenged by space constraints, and methodologies with a smaller footprint and lower impact on the surrounding area are likely to become increasingly popular. By Ben Thompson. IN OUR LARGEST and most populous city, McConnell Dowell recently used a method rarely seen in this country to construct a two million litre wastewater storage tank for Auckland’s water and wastewater provider Watercare. The project attracted attention from infrastructure planners, designers and delivery organisations all over the country, fascinated to see the technique in action. 40 www.contractormag.co.nz
The underground tank is part of a number of network upgrades undertaken to support significant population growth (from 24,700 to approximately 45,600 by 2051) predicted for Glen Eden in West Auckland. The existing wastewater network in the area did not have sufficient capacity to manage current flows during wet weather events, so during heavy rainfall the network was overflowing diluted wastewater into
the surrounding environment. The new storage tank is designed to reduce these overflows from an average of 10 per year to two or less.
Creative construction The original tender design for the storage tank was for an open excavation, constructing the tank from the bottom upwards and backfilling around the
Facts box • The tank will be used as an overflow facility to deal with increased flows during storm conditions. • The tank is 18.5 metres in diameter, 10 metres (four storeys) tall (12m underground) and holds 2,000,000 litres. • It would take 25,000 bathtubs of water to fill the tank. • 970 cubic metres of concrete were used in its construction. • 100 tonne crawler crane, 55 tonne mobile crane, 12 tonne excavator, five tonne excavator and an excavator mounted piling rig. • One concrete pump truck with a 36-metre boom (minimum). • Approxiately 2500 cubic metres of earth removed from inside the caisson. • 750 tonnes of downward force exerted on the steel cutting shoe from the weight of the concrete walls alone. • 55,000 litres of bentonite lubricant used to reduce friction between the caisson and the ground.
completed structure. But space at the site at Harold Moody Reserve on Glendale Road was severely restricted on all sides with adjacent sports fields, children’s playground, 910mm trunk water main, a busy local through-road and the entrance to the local community centre passing alongside the site. A new transmission sewer was also to be installed along the roadside and connected into the tank. The project had the potential to cause major disruption to local residents, community organisations and the travelling public. So the McConnell Dowell engineering team proposed an alternative, caisson design, which significantly reduced the work space required, as well as minimising risk and cost for Watercare.
“To have proceeded with an open cut methodology, we would have needed up to 15 metres of working space around the circumference of the tank to allow for a safe batter – there simply was not the room for this,” explains McConnell Dowell project manager David Pattinson. “Our ‘caisson’ proposal brought this down to 50mm.” As well as protecting the safety of the public, the risk to the 910mm trunk main was vastly reduced.
Above: Inside the completed tank. The 400mm thick concrete walls were cast in three separate lifts of 96 cubic metres (16 truckloads) each. Above left: Casting the second wall lift. As the top of the wall approached the external concrete hardstanding, the sinking was stopped and the process repeated for the second and third wall pours.
Cutting edge Although rarely used in New Zealand, the caisson approach is more common in JUNE 2018 41
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large European cities where space is at a premium. The key was a steel cutting shoe which was designed by McConnell Dowell’s engineering team in conjunction with permanent works designer MWH, and fabricated and installed by McConnell Dowell’s in-house fabrication division.
In fine form A bespoke formwork system to sit atop the cutting shoe was designed by McConnell Dowell in conjunction with formwork supplier PERI. Each four-metre high section had to withstand pressures of up to 100kN per square metre, so was formed with eight sets of shutters forming the inner and outer rings, made from pre-curved primary walers, PERI lattice girders and curved plywood, prefabricated panels of wall reo and held together with three levels of tie-rods for each pour. The 400mm thick concrete walls were cast in three separate lifts of 96 cubic metres (16 truckloads) each. Keen to ensure a continuous concrete supply throughout each pour, the team gained
permission to work outside normal working hours, which meant a 4am start and removing Auckland rush hour traffic from the equation.
That sinking feeling With the wall shutters stripped from the first pour, excavation began to sink the caisson under its own weight. A 12-tonne excavator clearing the bulk load from the central area was followed by a more sophisticated undermining of the steel cutting shoe with a five-tonne machine, with careful monitoring of the levels to ensure a smooth, even descent. A bentonite mix pumped into the 50mm gap (annulus) between the outer wall face and the cut face reduced friction and prevented ground collapse. As the top of the wall approached the external concrete hardstanding, the sinking was stopped and the process repeated for the second and third wall pours. At these stages, the team also needed to be prepared for the possibility of any caisson movement as the added weight of the new concrete was applied.
“We needed the caisson to hold until the new concrete had cured and the formwork could be removed,” says David. Fortunately, harder ground (stiffer clay and then East Coast Bays rock) as the depth increased, and pre-loaded soil wedged around the cutting shoe, provided sufficient control, and the settlement encountered was far less than predicted. Three and a half months after commencement, the completed caisson, now weighing 750 tonnes, arrived in its final position. With the sinking complete, attention turned to construction of the floor slab anchor piles, 1.2 metre thick floor slab, self-cleaning vacuum chamber, pre-cast tee-beam roof, mechanical and electrical installation, and the network pipe connections. Once the tank had been completed and commissioned, the existing car park and nearby sports field reinstated, the tank was brought into service and is now providing the local community with the benefits of cleaner waterways during storm conditions – all that remains visible are seven manhole covers and an electrical control box.
Clockwise from top left: Cutting shoe slicing into clay; steel cutting shoe; once the tank had been completed and commissioned, the existing car park and nearby sports field reinstated, the tank was brought into service and is now providing the local community with the benefits of cleaner waterways during storm conditions. 42 www.contractormag.co.nz
CONTRACTOR
RIMS
REG data quality project At this years’ RIMS conference in Palmerston North, Dawn Inglis spoke on behalf of the Road Efficiency Group (REG) about the need to improve the quality of data used in the transport sector. This article is based on her presentation. Dawn is the manager Waikato Road Asset Technical Accord (RATA), a collaboration delivering strategic road asset management to councils across the Waikato region. She has also has been instrumental in delivering the REG programme. REG WAS SET up as a result of recommendations made by the Road Maintenance Taskforce (RMTF) to help the transport sector improve investment decision-making. It’s a cross-sector initiative involving representatives from local government, LGNZ and NZTA. During 2017 REG rolled out the first phase of its data quality project with the focus on ‘data quality’ in decision-making, directly related to the One Network Road Classification (ONRC) performance measures. Dawn provided background on the project and outlined what has been achieved so far and noted that, when the project kicked off around 18 months ago, there were a couple of ‘elephants’ in the room due to the naysayers saying the tools weren’t available, or there wasn’t a willingness to make a difference, and the topic of data quality meant different things to different people. However, the project team – using kiwi ingenuity and the appetite to ‘do the right thing’ – focused on the ‘prize’ of developing tools that will make the sector more effective and enable them to tell a better outcome story. “Within REG there is recognition that at all levels data quality needs to improve to support greater confidence in asset management and investment decision making in the transport sector,” says Dawn. “The project team needed to size the work to a manageable data ‘chunk’ so that we could deliver useful outputs on a timely basis.” Malcolm Alexander; chief executive of Local Government New Zealand and a member of the REG Governance Group, says his association supports all efforts to ensure local authority members have complete, accurate and timely performance data by December this year. “With all local authorities increasing the reliability and accuracy of information we will be able to confidently demonstrate why investment in transport is going to achieve the customer outcomes important to us all,” he says.
A national focus An objective of this project was to enable the ‘quality’ of data 44 www.contractormag.co.nz
to be assessed and reported by every local authority and the state highway management team, and establish a national perspective. “It was important that the project was able to identify each authority’s current results so that there could be a confident start to their journey of improvement, and also sell a compelling story about the benefit of improvement,” says Dawn. Having nationally based information based on several data quality dimensions and data types, allows the project team to develop an overall evidence-based understanding of the root causes of data quality issues and understand why data is not of a better quality and standard.
Fig 1: The data quality project focuses on improvement across three stages of data management, being collection, analysis, and effective use and improvements of these over time.
Phase one of the project started with ONRC Performance Measure data related to the sector, agreed customer outcomes and technical performance measures extracted from RAMM, the NZTA Data Warehouse and the ONRC Performance Measures Reporting Tool. This involved determining data quality and a set of criteria, or ‘data dimensions’, that included completeness of data, accuracy and timeliness of data with a suite of metrics
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for each dimension (associated with each of the ONRC performance measures). Once these were agreed on, they could then be assessed including defining what was ‘good’ for each metric. Adopting a traffic light system each data set was assessed and categorised using a ‘traffic light’ (green, orange red) system. The first reports based on 2014/15 data were taken to the 2017 IPWEA conference for initial sharing with the sector. “The reports were received positively, which gave the project team the confidence to carry out a second round of reporting based on the 2015/16 information,” says Dawn. In parallel, REG was also able to use the data in the ONRC Measures Reporting Tool that allowed a history of annual performance snapshots to be reported. All stage one reports for 2014/15 right through to 2016/17 are on the REG website for all road controlling authorities to view. Dawn confirms that the RAMM queries replicate the report results on the REG website so these can be run on an RCA’s RAMM database at any time. “To ensure that we realise the benefit of the data quality project, an assessment of the data reports has been completed and key data quality themes identified. It is acknowledged that some local authorities have their own individual challenges and may be sitting apart from the rest of New Zealand, but certainly there are some areas where there will be some quick wins to address the data quality apparent across all local authorities.” Looking at the result across all of the country it was found that around 60 percent of all local authorities are achieving the expected standard (when assessed by each metric indicator), which is a good result. It also shows there are still significant opportunities for improvement. Dawn says that looking at the 2016/17 results and reviewing the previous years’ results to review progress, it is clear that there had been an improvement in accuracy and timeliness of the data over that period. From the review it was identified that one of the key issues across many local authorities is how they manage their traffic data and the updating traffic estimates. Investigating this matter, REG has found that there is a lack of industry guidance in terms of both a ‘why we do this’ and ‘how do we do this’. REG has established a work programme and will be starting to roll out a range of information to assist the sector where there is an indication of need including: • Traffic demand (updating estimates); • Traffic counting (strategic approach to counting traffic volumes on our network); • Recording maintenance activities; • Data collection (roughness); • Managing treatment lengths; and • Updating crash data in asset management systems. Tools and information will be rolled out through the REG learning and development programme, on the REG website, and through its regional workshops. Phase two of the data quality project is about to start and will interrogate a wider suite of management decision making processes, adds Dawn. “This work is still in the planning phase, but will very much focus on how decisions are made. It will check whether we 46 www.contractormag.co.nz
Jeremy Hughes, director of software Company X and Dawn Inglis having received the innovation award at RIMS 2017 for the ONRC Performance Measures Reporting Tool.
are delivering the right customer outcomes, and whether we are collecting the right data to be able to demonstrate this.” Phase two of the project will assess both the metrics and the data used for decision making and the outcomes we achieve from our asset management planning. For this project it is expected that data will be extracted from both RAMM and individual RCA information extracted from the NZTA Transport Investment Online (TIO) to allow comparisons with planned programmes with those achieved (and as-built). The project will also review condition indicator data, bridge and footpath data. This project phase will also be split in two parts – information analysis reports and the outcome of root causes and opportunities for improvement. Expect the first reporting in September 2018. So far the feedback from the sector has been positive on this project. “The challenge to the transport sector is how each authority is going to get into the ‘green zone’ in terms of data quality,” says Dawn. It is the goal of REG that the sector no longer sees data collection and management as a compliance exercise but, instead, understands how good quality data improves confidence in the decisions that are made based on it. Jim Palmer, Waimakariri District Council chief executive and member of the REG governance group is committed to supporting the initiatives being delivered by REG. “It is critical that we know what we are buying, we know how our transport system is performing and we need to be able to be honest with our customers. “Quality data is the foundation for every road controlling authority to be able to do this. REG has worked hard getting this information out to the sector and also making sure that we’ve got the right tools for everyone to use.” Dawn confirms that the RAMM queries replicate the report results on the REG website so these can be run on an RCA’s RAMM database at any time. For more information on REG visit www.nzta.govt.nz/roadsand-rail/road-efficiency-group.
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COMMENT
Digging into Governments transport investments PETER SILCOCK, CHIEF EXECUTIVE, CCNZ
LAST MONTH I USED this column to highlight the changes in investment signalled in the Draft Government Policy Statement on Land Transport. For members who do central, or local government, transport work understanding these changes is critical to your future – so it’s worth a bit of digging. While the overall investment increases substantially over the next three years, it is important to understand the changes in the type of work that is being prioritised and funded. The graph on the opposite page shows the investment information from the Draft GPS. The highlights are the major new bubble of investment in rapid transport, the dwindling investment in state highway improvements and the increased investment in local road improvements. While we are still waiting on the final version of the GPS, there is unlikely to be substantive changes with the government strongly committed to changes embodied in the plan. CCNZ submission has asked for some important changes and we are hoping that the final document will: • Make the retention of industry capability and capacity a priority within the GPS by accelerating construction-ready projects to fill the gap in the construction work pipeline. This will support the civil construction industry’s transition to the new priorities and work levels. • P rovide a more consistent investment in rapid transport over time, rather than the current three to four-year bubble, which will enable contractors to develop the New Zealand based skills and capability to deliver this work. • Further increase the funding ranges for State Highway Maintenance to address previous under investment and the goals around road safety; • S upport NZTA’s leadership in construction and maintenance industry health and safety initiatives, and improvement in local and central government procurement practices. Over the past month NZTA has been very busy interpreting the changes and communicating to contractors about them. I want to congratulate the Agency on the effort it has made to quickly revise its Draft Investment Assessment Framework and develop the Draft Transport Agency Investment plan 2018- 2027, which sets out their investment approach and proposed programme of works across all types of land transport.
While still draft (as we wait for finalisation of the GPS), the work they have done gives contractors visibility of the projects that will proceed, and which ones are still being re-evaluated. It is well worth having a look at the Investment Plan (Just Google “NZTA TAIP”) that provides a detailed region by region commentary, investment levels and listing of proposed jobs both large and small. It is also encouraging to see the positive response to CCNZ’s advocacy around consistency of work and the emerging hole in our infrastructure pipeline. The NZTA is already looking at opportunities to accelerate some key projects to fill that gap, including Auckland’s State Highway 20B (Puhinui Road to the airport) and the new Manawatu Gorge route. This is a good start and we hope to see other projects accelerated. The gap has been created by the eight months pause where major infrastructure projects have been cancelled and the entire programme put in limbo awaiting the redraft of the GPS and ATAP documents. As a result, we are seeing a significant gap emerge in the infrastructure construction pipeline as state highway improvement projects come to an end and we wait for
Many of these new public transport projects are only just getting started and will take several years to progress through the process of funding, financing, design, property procurement and consenting. Construction is effectively at the tail end of the investment. construction of the large public transport jobs to start. Many of these new public transport projects are only just getting started and will take several years to progress through the process of funding, financing, design, property procurement and consenting. Construction is effectively at the tail end of the investment. The challenge for the government and the industry is
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how we retain, transition and develop the people that we will need to deliver the future level of construction work signalled in the GPS and to be funded by the $1 billion per annum Provincial Growth Fund? There is a significant infrastructure boom occurring in the eastern states of Australia. If the industry is unable to provide the certainty of future work to our people, we will lose them to Australia and it will be very difficult to attract them back when our construction needs increase post 2021. A high level of rapid transit investment is signalled in the Draft GPS over a very short period. This bubble of investment peaks at over $1 billion pa in 2021/22 and then drops to less than $100 million pa by 2023/2024. It is difficult to see how the industry will ramp up our rapid transit capability and capacity for such a short period of time. The investment in plant and people in the construction industry is long term by nature. The short peak will create resourcing difficulties and will most likely need to be met from off shore as our need is not long enough to justify the investment in the development of our own home-grown capability and capacity. CCNZ has also advocated for the need for a greater level of investment in our state highway maintenance. Over recent years the investment in state highway
maintenance under the “Network Outcomes Contracts” (NOC) has significantly reduced. This reduction has had a serious impact on the condition of our state highways and we believe that in many cases the “savings” have had a negative impact on road safety and were short term because maintenance has simply been deferred. The state highway maintenance budget also covers emergency work which seems to be on the increase because of climate change impacts. The deteriorating condition of state highway roads due to under investment, more frequent storm events, increasing costs of people and resources (e.g. aggregate and fuel) will result in a significant increase in maintenance costs. In addition, over the next five years many of the NOCs will come back to the market and there is likely to be some readjustment. The industry now understands much better what is required and the costs associated with these contracts. The proposed maximum funding range for State Highway Maintenance increases by a total of 10 percent over the next five years. If the government is serious about safety, then that increase is totally inadequate. JUNE 2018 49
CONTRACTOR
LEGAL COMMENT
Building contracts and negligence – does one exclude the other? KENT PERRY, HEANEY & PARTNERS
‘...THE PUPILS AND teachers have not had the benefit of healthy Code-compliant buildings for eight years; and the award reflects the amount necessary to repair the School’. So said Justice Downs in a recent decision 1 in which His Honour found a large New Zealand construction company, H Construction North Island Ltd (formerly Hawkins North Island Ltd) (Hawkins) liable in negligence for its role in the defective construction of Botany Downs Secondary College (the school) in Auckland. The judgment is a lengthy read but within it is a tidy restatement of the legal principles governing a building contractor’s liability to building owners in New Zealand. The judgment also provides helpful guidance on whether the terms of a building contract are sufficient to exclude liability in negligence and highlights the importance of ensuring that all parties that can be joined to a building dispute are joined to the claim.
The facts The school opened in 2004. Between 2003 and 2009, Hawkins built the school buildings that now occupy the school site in three stages. The school comprised a series of interlinked twostorey buildings with interconnecting roofs. The older buildings (built in stage 1) had no cavity whereas the buildings constructed under stages 2 and 3 had cavities. The Ministry of Education (the owner of the school buildings) claimed that the school buildings built by Hawkins leaked and had done so periodically since 2010. The cost to repair the school buildings was in the region of $17 million. Faced with this repair bill, the Minister of Education issued proceedings alleging Hawkins was liable in negligence to meet this cost.
The claim It was alleged that Hawkins, as building contractor, owed various duties to exercise reasonable skill and care in the buildings’ construction including in the design, construction and supervision of building work. Hawkins suggested that the law in New Zealand has not recognised a duty of care in this context and it also contended that any liability in negligence was excluded by the terms of the contract agreed between Hawkins and the Ministry.
The claim in negligence In determining whether a duty of care is owed by building contractors, the Court considered historic building defect cases including the 1977 Court of Appeal decision in Bowen2 through to the 2012 Supreme Court decision in Spencer on Byron3 . The Court held that the ‘overall trend is clear’ that ‘a builder owes a...duty of care to owners...irrespective of whether the building is residential or otherwise’ 4. The court found that the scope of the duty was to ensure compliance with the Building Code and the Building Act. 50 www.contractormag.co.nz
This finding means that a building contractor responsible for undertaking building work in respect of a residential or commercial building in New Zealand can be held liable in negligence if the building work was not undertaken 1) with reasonable skill and care and 2) in accordance with the Building Code.
Negligence excluded by contract? The stage 1 contract was a construction only contract. The architect was responsible for design. Hawkins contended that it could not be liable for design defects because the design of the buildings was the responsibility of the architect. Hawkins argued that the terms of the contract put the obligation of ensuring compliance with the Building Code on the architect and not Hawkins. Hawkins stated that imposing a duty of care in the circumstances would be contrary to what the parties had agreed in the contract. The Court disagreed. The Court gave a number of reasons5 why a duty of care could not be excluded by the terms of the contract. The primary reason was that that there was no clear, express term in the construction contract that excluded Hawkins’ liability in negligence. Given Hawkins was a ‘large and sophisticated commercial entity’ it could have negotiated an express exclusion of liability in negligence. It did not do so. This is an important lesson. If one party to a construction contract wishes for its liability to be limited in the event that things go wrong, then it needs to ensure that clear and express terms are included in the contract.
Other parties? As noted above, Hawkins maintained throughout the trial that fault ought to lie with the architect because of design failings. Hawkins elected not to join the architect to the claim nor did it subpoena the architect or any of its personnel to give evidence. There was also no suggestion that the architect was insolvent. It is fair to say Justice Downs was slightly perplexed at the architect’s non-participation in the claim especially when the architect’s liability was a key feature of Hawkins’ defence. In any case where a party seeks to apportion blame to another building party, and that other party is solvent, it is prudent to join that party to the claim.
1
Minister of Education v H Construction North Island Ltd (formerly Hawkins Construction North Island Ltd) [2018] NZHC 871 [1 May 2018] at [336] 2 B owen v Paramount Builders (Hamilton) Ltd [1977] 1 NZLR 394 (CA) 3 Body Corporate No 207624 v North Shore City Council [Spencer on Byron] [2013] 2 NZLR 297 4 Minister of Education v H Construction North Island Ltd at [37] 5 Six reasons were given by Justice Downs in paragraphs [41] – [49] of the judgment.
CONTRACTOR
COMMENT
NZTA works with industry leaders on transport shift FERGUS GAMMIE, CHIEF EXECUTIVE, NZ TRANSPORT AGENCY
IT HAS BEEN a busy few weeks for the Transport Agency as we have worked with local government and the contracting industry to understand the implications of the draft Government Policy Statement (GPS) on land transport, with the shift in strategic direction for both road and rail. The contracting industry and its contribution to the land transport system is significant. I recognise the industry’s need to have a steady stream of work to retain skilled staff and help achieve the Government’s new transport objectives. I also acknowledge the industry’s concern about the significant shift signalled in the draft GPS by the Government to reduce investment in the construction programme for the state highway network. To help the contracting industry understand the new transport priorities, Transport Agency regional roadshows with industry leaders and our procurement teams in the main centres, have been discussing future options for the industry. Feedback has shown a high level of interest in the shape and scale of the programme and recognition that the draft GPS presents new opportunities for the industry, particularly with the development of Auckland’s rapid transit network. For its part, the Transport Agency is investigating opportunities to accelerate important projects, like Auckland’s SH20B to improve connections with the city’s airport, and construction of the new Manawatu Gorge route. We are also looking to package up some aspects of the safety programme to deliver this efficiently. Just as importantly for contractors, the Transport Agency is working with local government to provide support and resource where required, to explore all the opportunities available within the new activity classes and increased funding in others to deliver the Government’s priorities. This may mean bringing forward programmes of work, but more importantly, this is about thinking more broadly and
52 www.contractormag.co.nz
exploring new ways to connect communities and provide them with affordable travel choices, particularly in the areas of safety, resilience, public transport, walking and cycling. This new and increased funding in the 2018-21 National Land Transport Programme (NLTP) will help councils deliver their projects and programmes of work. The draft GPS sets out what the Government wants to achieve for the land transport system, both road and rail, during the next 10 years. Rapid transit and rail have been clearly identified in the draft GPS as a priority. Other key shifts include: • a stronger focus on reducing deaths and serious injuries; • a proactive shift from roads to walking and cycling, and to public transport, with a particular focus on rapid transit; • increased regional investment – local road and safety improvements, and resilience; • harnessing technology; • targeting new infrastructure and services to support planned growth, particularly in Auckland; • reduced investment in the state highway network (from 38 percent of investment in GPS 2015 to 25 percent in draft GPS 2018). The Transport Agency will complete construction on contracted projects. About 80 percent of the funding available nationally for state highway improvements during the 2018-21 NLTP period is already committed or contracted, although this percentage does include availability payments on our two PPP projects. Apart from our work with industry and councils, a lot of GPS-related work is underway inside the Transport Agency to enable us to finalise the NLTP. Our work includes the development of a new direction for investment in land transport, in response to the
Government’s priorities. We have revised our Investment Assessment Framework (IAF). This is the tool the Transport Agency and our investment partners use to assess and prioritise projects and programmes to be included in the NLTP. The draft IAF includes an assessment of results alignment, to determine how well an investment aligns with the new GPS priorities, and an assessment of the costs and benefits to assess the efficiency of proposed investments. At the same time, we have incorporated our investment in the state highway network into a new integrated investment proposal known as the Transport Agency Investment Proposal (TAIP) – a much broader and more transparent document that sets out our investment approach and proposed programme of works across all types of land transport. The draft TAIP has been released to our local government partners and will help inform their Regional Land Transport Plans, and ultimately the National Land Transport Programme. The draft TAIP therefore influences which projects and programmes of work the Transport Agency progresses, and when. Overall, the Transport Agency’s focus will be on projects with strong safety, access and resilience outcomes that will deliver on the Government’s new transport priorities.
Overall, the Transport Agency’s focus will be on projects with strong safety, access and resilience outcomes that will deliver on the Government’s new transport priorities. There are two key dates for the industry to be aware of: • The Government will confirm its draft GPS by the end of this month (June). If any changes are made to the draft, these will be reflected by the Transport Agency in our TAIP. (Local government is also due to submit its Regional Land Transport Plans to the Transport Agency by the end of June). • The Transport Agency’s Board will adopt the 2018-21 NLTP by the end of August to deliver the vision the Government sets out in the final GPS. The industry needs to be ready for a different looking investment programme from the Transport Agency. Around $4 billion will continue to be invested annually in land transport through the NLTP, but it will be invested differently. The Transport Agency remains committed to not only keeping the industry informed, but also to keep listening and considering any ideas the industry may have to address key challenges and to maximise opportunities.
See you at
Fieldays 2018 W14
JUNE 2018 53
CONTRACTOR
COMMENT
Government’s approach to water reform JOHN PFAHLERT, CEO, WATER NEW ZEALAND
RECENTLY, LOCAL GOVERNMENT Minister Nanaia Mahuta out-
lined the government’s approach to much-needed water sector reform when she spoke to Water New Zealand members at a meeting in Wellington. Putting aside the government’s response to the Havelock North Drinking Water Inquiry for a moment, the government plans to undertake a broad-ranging review of the way wastewater, stormwater and drinking water are managed. In the coming months the government says it plans to work with councils, industry sector groups and others to assess the key issues, including costs, relating to better management of water services infrastructure. Minister Mahuta said that the government is committed to confronting the scope of three waters challenges to protect the health of people, the environment, and to support a strong economy. She told the water sector leaders that the core principle of public ownership of the three water services would underpin the government’s thinking. However, it’s clear that there’s an enormous bill to be paid, not only to meet the growing demand placed by increased urban population growth, but also in the cost of fixing ageing infrastructure. This is against a huge backdrop of climate change, declining populations in rural areas and increasing funding and financing pressures on small communities. The Minister has admitted the numbers are “scary”. A government review of the country’s water infrastructure last year estimated that councils would have to invest nearly $14 billion over the next decade to repair and replace drinking water, wastewater and stormwater infrastructure to meet acceptable standards. With a book value of $31.8 billion, the replacement value of water infrastructure is estimated to be $51.4 billion. Water infrastructure accounts for about 25 percent of local government expenditure with a forecast capital expenditure between 2017 and 2025 of $11.3 billion. The Minister said she plans to take a paper to Cabinet in October with a proposal to deal with the challenges facing the sector. A key goal of the Cabinet paper will be to set the current challenges in context to allow the government to work collaboratively with the sector. Local input will be important along with the need to avoid the risk of the issues becoming politicised too early. Other challenges include the need to communicate a better understanding of the need for reform. All this is separate from the Government’s much-awaited final response to the Havelock North Drinking Water Inquiry which we hope to see come to light in the near future. 54 www.contractormag.co.nz
A government review of the country’s water infrastructure last year estimated that councils would have to invest nearly $14 billion over the next decade to repair and replace drinking water, wastewater and stormwater infrastructure to meet acceptable standards.
A BECA report commissioned by the Department of Internal Affairs and released in April, estimated the capital cost of implementing three of the recommendations of the Havelock North Inquiry could reach half a billion dollars. The three steps are the removal of the “all practicable steps” clauses in the Health Act, making compliance with the drinking water standards mandatory and the abolition of the secure groundwater classification system. The other big challenge currently being grappled with is workforce capability. The sector has an ageing workforce with limited succession planning and there is a need to attract and retain people. We’re also facing tougher environmental standards, greater assurances are being required around public health and safety, as well as efforts to lift the bar on asset management practices across the country. This year Water New Zealand is starting a project to explore these challenges and develop a strategy and plan of action for resolving them. It’s an important initiative and one which we are encouraging our members to get actively involved in. The Government’s reforms are a chance for a new way of delivering three waters services. It’s clear that we need to look closely at the mechanisms for delivering three waters. For instance, can we reduce the number of drinking water suppliers from the current 67 to ensure delivery of a more effective and efficient water system? If we can, what will the implications be for contractors who currently interact with 67 Councils? Many other countries have already gone through the process of aggregation. The Minister has said she’s looking at a solution on the basis of a strong commitment to “our way of life and how we see things in New Zealand”. We want to ensure New Zealanders remain confident in their water supplier and that when they turn the tap on, they will get fresh, clean and safe water.
Ransomware can cripple your business KEN SHIRLEY, CEO, ROAD TRANSPORT FORUM NEW ZEALAND.
ALMOST EVERY 21st century business has become totally reliant
on the integrity and functionality of its IT systems, so much so that we now take them for granted. Trucking companies are no different. IT systems are fundamental to the daily operation of a modern transport and logistics business and without them the wheels would literally stop turning. Unfortunately, the convenience, speed and ease-of-use of modern-day IT systems also carries significant risks. Hacking, data theft and online piracy are occurrences that, due to their increasing frequency, have become part of our everyday lexicon, even if we don’t really know what they mean. There also exists another threat that is just as pernicious and in many ways is far more disruptive to an organisation, and that is “ransomware”. A few weeks ago, the Road Transport Forum suffered an extremely serious ransomware attack. It completely knocked out our entire computer system – files, emails, everything. It took several days to resolve and cost quite a sum of money. Unfortunately, and somewhat against my better judgement, it also involved the fairly grubby business of actually paying the crooks off with the ransom. They say never negotiate with terrorists but in this instance we were left with little choice. Ransomware is a type of malicious software that denies a user access to their files or computer system unless they pay a ransom. It prevents you from using your computer by placing an encryption over the files and then the attacker ransoms the deencryption codes back to you. The ransom, as in RTF’s case, is often not overly expensive, which encourages you to pay it. It is specifically designed to cost a lot less than it would to completely rebuild your computer system, which is what you would have to do if you refuse to pay and in addition you might never recover historical records. I have been told that there are around four ransomware attacks per minute worldwide. Small organisations are often considered convenient targets because they do not have the high levels of protection that can be afforded by large businesses. According to New Zealand’s Computer Emergency Response Team (CERT NZ), which was set up by the Government in 2016, there is also a certain amount of risk in paying the ransom because it doesn’t mean that the de-encryption codes will work or you will get your data back. It is fairly common for the attacker to simply take your money and leave your files encrypted. Ransom is typically demanded in Bitcoin, which is pretty much untraceable, so to pay it you have to have a Bitcoin account or go through somebody that does. You also have to be comfortable with the fact that you are aiding and abetting criminal activity. CERT NZ identifies two main types of ransomware. Cryptoransomware, which is what RTF was attacked by, encrypts files
and does not allow access to them until you pay the ransom and get the password to unlock the encryption from the attacker. Lockscreen ransomware, on the other hand, works by locking your computer or your files. A message will appear telling you that you need to pay a ransom before you are allowed access. You won’t be able to remove the message or access your desktop or any of your files. Ransomware can get into your computer in the same way that malware or a virus does, through visiting unsafe or suspicious websites, opening emails or files from someone you don’t know, or clicking on malicious links in social media such as dodgy Facebook posts. In RTF’s case we believe it came in through a remote access portal used to externally administer our system. To best protect your organisation CERT NZ advises to
Ransom is typically demanded in Bitcoin, which is pretty much untraceable, so to pay it you have to have a Bitcoin account or go through somebody that does. You also have to be comfortable with the fact that you are aiding and abetting criminal activity. always update your operating system and make sure you back up your files regularly. Install antivirus and anti-ransomware software on your system if you don’t already have it and keep it up-to-date. Install a firewall to stop traffic from untrustworthy sources getting into your computer and, finally, refrain from enabling macros in Microsoft Office. For transport companies operating vehicle fleets, managing payroll, invoices and all the other administrative and accounting functions now done electronically, it is no exaggeration to say a ransomware attack could be devastating. Familiarise yourself with the advice provided online by reputable organisations like CERT NZ and Netsafe, make sure you have good back-up systems, don’t open suspicious-looking emails or websites and invest in the best possible security software. These measures, while certainly no guarantee that you won’t be targeted, will at least provide your organisation with the best possible chance of coming out the other end with your system intact. JUNE 2018 55
CONTRACTOR
COMMENT
Concrete ideas to get Auckland moving ROB GAIMSTER, CEO, CONCRETE NEW ZEALAND.
CONSTRUCTION ACTIVITY across New Zealand, and particu-
larly the Auckland region, is running at record levels. This is a welcome situation, as it indicates a prosperous economy and a developing country/region. However, there are several issues which are preventing efficiency gains for ready mixed concrete producers that would benefit Auckland in the broadest sense. Chief amongst these issues is the impact of concrete delivery on traffic congestion, construction noise regulations, and uncertainty around the 2016 changes to the Land Transport Rule: Vehicle Dimensions and Mass 2016 (VDAM) rule. On behalf of the concrete and wider construction industry, Concrete NZ is pursuing a range of potential measures to help alleviate the situation.
Traffic congestion Traffic congestion across Auckland’s roading network has become a huge problem for concrete producers, who make around half-a-million truck movements throughout Auckland every year. Across Auckland there are around 25 concrete plants each operating approximately 15-16 trucks, giving a total of about 400 trucks. Increasing traffic congestion results in longer delivery times for each load and, therefore, reduced productivity per-truck per-day. This leads to a general extension of the time from the customer placing an order for concrete to its delivery. It is important to emphasise that unlike other construction products ready mixed concrete is ‘perishable’, with a short shelflife of around 90 minutes in its fresh plastic state. To exceed this shelf-life would be to compromise the quality of the delivered product and in turn the construction outcome. One possible solution currently being explored is to allow concrete trucks access to bus and transit lanes across the Auckland network.
Construction noise regulations The impact of traffic congestion is accentuated by regulations and consenting/planning requirements that place limits on construction noise (and therefore delivery times) in residential areas. Concrete companies are forced to commence delivery just as commuter traffic is beginning to peak each morning. Customers need to start work as early as possible as concrete placing and finishing operations can take an extended period, and a failure to have a house floor placed by 10.30am during cooler months (after which the concrete must ‘sit’ before finishing can start) risks breaching consent conditions at the end of the day. This has a productivity flow-on effect for the entire build process as the delayed start impacts on the concrete placer’s 56 www.contractormag.co.nz
One possible solution currently being explored is to allow concrete trucks access to bus and transit lanes across the Auckland network. finish time as well as their ability to undertake other work during the day, which in turn impacts on the builder and all onsite trades. To off-set these restrictions the building industry is in some instances forced to increase resourcing levels, whether it be extra staff or machinery. However, this inevitably leads to an increase in the cost of construction. While an earlier start would not see the removal of all concrete trucks during the morning peak, it would lessen their number as deliveries would be spread throughout the day. For context, BRANZ data indicates that at around 92 percent, a concrete slab-on-ground is the most preferred foundation solution for new residential builds across the country. More discretion should be used when applying construction noise regulations. For instance, the ‘residential’ classification should not be used when a greenfields sub-division is in its early stages.
VDAM rule changes The 2016 VDAM Rule is designed to create a reasonable balance between the efficient operation of the heavy motor vehicle fleet, within the constraints imposed by the road network, and ensuring that heavy motor vehicles are operated safely. At present, concrete producers are struggling to use the 2016 changes to the VDAM Rule that enable heavier trucks to be configured. While the NZ Transport Agency permits the use of these heavier trucks across the State Highway network, local road controlling authorities have restrictions in place (e.g. the use of some bridges). This is a problem for concrete trucks, as unlike other eligible vehicles such as passenger service buses, they tend to not follow a prescribed ‘route’. It would be beneficial if a clearer indication could be given as to where specially configured concrete trucks, allowed under the 2016 VDAM Rule, are permitted to travel. This may simply be a case of indicating where they are not allowed to travel.
Moving forward Used as a metric for economic activity, ready mixed concrete production, or in this case delivery, is currently facing obstacles in our biggest city, relief from which will require a collective approach between industry and central/local government.
General Data Protection Regulation (GDPR) ROD AUTON, EXECUTIVE OFFICER, CRANE ASSOCIATION OF NZ.
IF YOU ARE LIKE me, my email inbox has been inundated with
emails telling me that I must comply with the new European General Data Protection. My initial thought was to send it directly to the trash and then I thought ‘hang on’, we deal with people from the European Union so we need to be aware of the rules and how they apply to us.
Who does GDPR affect?
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The GDPR not only applies to organisations located within the EU, but will also apply to organisations located outside of the EU if they offer goods or services to, or monitor the behaviour of, EU data subjects. It applies to all companies processing and holding personal data of data subjects residing in the EU, regardless of the company’s location. For example: if you do purchasing from the EU or your company obtains the services of a person from the EU in a consultancy or speaking role, or you or your subcontractors employ workers on work visas who come from the union. What constitutes personal data? Any information related to a natural person or ‘data subject”, that can be used to directly or indirectly identify that person. It can be anything from a name, a photo, an email address, bank details, posts on social networking websites, medical information, or a computer IP address. Typically, this would be the case of the data you might hold on people from Europe coming to New Zealand to work or on business.
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The less risk you pose to personal data, the less you must do. Six steps that will help deal with GPDR The following are the six steps that will assist in processing personal data of EU subjects. Step 1: Check the personal data you collect and process, the purpose for which you do it and on which legal basis. For example: In dealing with suppliers or individuals then you do it based on the contract you have with them. The contracts are not necessarily in a written form. Step 2: Inform your suppliers or individuals when you collect their personal data. Step 3: Keep the personal data only if it is necessary. Step 4: Secure the personal data you are processing. Step 5: Keep documentation on your data processing activities. Prepare a short document explaining what personal data you hold and for what reasons. Step 6: Make sure any subcontractor respects the rules and has changed and adjusted to GDPR. For example using employees from the EU on a work visa. How much an impact this will have on you will depend on the scale of your business and the interaction between your business and the EU, and your business and subcontractors employing subjects of the region. You can obtain more information from www.eugdpr.org/eugdpr.org.html
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CONTRACTOR
COMMENT
Logbook rules causing financial headaches DARREN COTTINGHAM, DT DRIVER TRAINING
ACCORDING TO POLICE records obtained by DT Driver Training,
1935 drivers received a logbook fine from police in 2017, not including over 320 more that had to attend court and would have received a fine of up to $2000 per offence, plus at least a one-month licence suspension. If a driver is pulled over by police and their logbook isn’t in order, the minimum penalty is $150 and 10 demerit points; if they fail to produce a current logbook on demand, as 439 drivers did, it’s $500 and 35 demerit points. Even drivers using electronic logbooks are not immune to fines as it’s still possible to breach the laws either deliberately or accidentally. Logbook and work time rules are there for good reason: They help prevent driver fatigue, which is one of the main causes of accidents, and it makes a level playing field for all operators. Both employers and drivers must understand their obligations, but NZTA’s information is relatively basic and not easy for drivers or employers to digest. “Drivers going through a class 2 licence must learn about logbooks,” says Darren Cottingham of DT Driver Training. “But that doesn’t mean to say that they don’t forget how to fill them out once they’ve had their licence a while, especially if they’ve had times where they haven’t needed to keep a logbook.” New Zealand companies also employ many drivers from overseas who can use their home country’s licence for up to 12 months before transitioning to a New Zealand licence. In this case, logbook training must be supplied by the employer or taken proactively by the driver. Options to keep up-to-speed with the requirements are an online logbook course, reading NZTA’s booklet, studying the legislation itself or going to an external training centre. The basic requirements for a driver under the work-time rules are that they must: • Take a break of at least 30 minutes after working a maximum of 5.5 hours; • Take a break of at least 10 hours after working a maximum of 13 hours in any 24-hour period; • Take a break of at least 24 hours after working a maximum of 70 hours; • Give the yellow ‘employer’ copy to the employer within 14 days; • Maintain only one clear, legible logbook; • Retain the logbook for at least 12 months after the date of the last entry. Employers are responsible for understanding which of their drivers are subject to work-time rules and what constitutes work, retaining the required records such as fuel and 58 www.contractormag.co.nz
accommodation receipts, and for monitoring driver safety (a requirement under the Health and Safety at Work Act 2015 as a vehicle is defined as a place of work). Many contractors won’t need to keep a logbook if they work within a 50 kilometre radius of their base, but ignorance is no defence. Some logbook offences, such as omissions, are dealt with by police, but some are summonable offences which are prosecuted in court. The minimum one-month suspension handed out with summonable offences can apply to all licence classes and means that that driver can’t drive for their employer. The employer could also be liable for a fine of up to $25,000, depending on the circumstances. Breaching work time and rest time rules was the most common reason for a court summons. Seventy six drivers failed to take their 10-hour break, 55 exceeded 13 hours’ work in a day without a valid work-time variation and 86 drivers exceeded more than 5.5 hours’ continuous work without taking a 30-minute break. The total fines, not including court-imposed fines was just shy of $500,000 in 2017. That’s just over $250 per driver. “The price of an online logbook course is much cheaper than the cost of them being unable to drive for a month, let alone taking into consideration the fines,” says Cottingham. “Given the options available, there’s no excuse for drivers and employers to be pouring money into government coffers for basic mistakes.”
CONTRACTOR
LEGAL
Who pays the price when disaster strikes? The risk of multiple insurance policies BRENDAN CASH, PARTNER AND SONIA GINDERS, SOLICITOR, KENSINGTON SWAN CONSTRUCTION AND MAJOR PROJECTS TEAM
IT IS ALWAYS A good idea to have insurance – right? Maybe
not. A recent case in the English High Court highlights the need to carefully consider the insurance arrangements in place for construction projects and understand the implications of the choices parties make.
Where multiple insurance policies exist The case, Habersdasher’s Ake’s Federation Trust v Lakehouse Contacts [2018] EWHC 558 (TCC), involved work to redevelop an existing school. The main contractor, Lakehouse, entered into a subcontract with CPR to perform roofing works. During ‘hot work’ by CPR, involving the use of a blow torch to stick down a roofing membrane, a fire occurred and it spread and caused extensive damage to the school’s buildings. There was insurance for the project (in England known as Contractors’ All Risk Insurance or CAR) taken out by the lead design and build contractor (an entity called LEP). The CAR policy was for £50 million and expressly covered, amongst others, the contractor (Lakehouse) and all subcontractors. The policy also included a common clause by which LEP waived their right to be subrogated to claims against coinsureds. This meant LEP could not sue one of the co-insured parties for any loss that they had caused. On the face of these arrangements, the position was simple. As a subcontractor CPR should have been a coinsured under the CAR insurance. On this basis, the policy should have covered the loss associated with the fire and LEP should not have been able to sue CPR. Indeed, LEP did settle a claim by the school in relation to the damage caused by the fire, paying out some £8.75 million to the school. However, a dispute arose as to whether CPR was entitled to be covered by the CAR policy and thus could avoid being sued by LEP. In essence, the dispute concerned the extent to which LEP had a valid claim against CPR and against a separate insurance fund of £5 million that CPR had taken out in relation to the project. LEP accepted that in the normal course of events CPR, as a subcontractor, would have been covered by the CAR insurance for the consequences of the fire and LEP would not then be entitled to claim against CPR. However, LEP argued that this was not the position in this case because there was an express term in the subcontract between Lakehouse and CPR that CPR would take out its own insurance. The Court agreed with LEP and found that because the express terms of the subcontract required CPR to take out its own insurance, CPR was not a co-insured under the CAR
60 www.contractormag.co.nz
insurance. The Court said, given this term, it was not the intention of the parties that CPR would be a co-insured. The Court put the point this way: “How, it could be posed rhetorically, could the parties be taken to have intended to create an insurance fund which would be the sole avenue for making good the relevant loss or damage, when those parties had expressly agreed that [CPR] would obtain its own separate insurance?” Overall, it was the intention between Lakehouse and CPR on this point that was important, not the terms of the CAR policy. Given the express terms of the subcontract, the intent was clear – CPR was not to be covered by the CAR insurance, but was to instead take out its own insurance. The result was that CPR could be sued by LEP (who were subrogated to the claim that Lakehouse had against CPR in relation to the fire) for the losses suffered as a result of settling the school’s claim.
What this means for contracting parties The case could be dismissed simply as a battle between insurers as to who should pay. However, that would be to miss an important point which the case reinforces – principals, contractors and subcontractors need to understand the potential consequences of the insurance arrangements they agree to in their contracts and ensure the contracts are consistent with their intentions and those arrangements. For example, if the intent is that one party (e.g. the main contractor) is to insure certain risks on behalf of other parties (e.g. the principal and subcontractors), then the contracts between those parties need to be consistent with that intention. If the contracts are not consistent, then regardless of what the insurance policy says, a party may find that it does not have the benefit of the insurance cover put in place. This may mean that costs are unnecessarily incurred by, say, a subcontractor taking out insurance for
Principals, contractors and subcontractors need to understand the potential consequences of the insurance arrangements they agree to in their contracts and ensure the contracts are consistent with their intentions and those arrangements.
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“...parties should be careful to ensure that the insurance terms and arrangements for a project are not simply a ‘tick box’ exercise. The parties need to think about what arrangements are being put in place, by whom, in relation to what risks, and whether they are adequate and consistent with the contract terms along the supply chain.” risks that were already adequately covered by insurance taken out by the contractor, and as a result, time and costs are wasted in a dispute about who should pay any insured loss. Significantly, it could create a risk of a party being exposed to uninsured losses i.e. a party not having insurance to cover all of the loss. In Habersdasher’s Ake’s Federation Trust this issue did not arise, as it appears any claim by the LEP against CPR was limited to the £5 million of cover that CPR had under its separate insurance policy (even though the total loss was £8.75 million). The Court also said that it doubted that the intention was that CPR should be exposed to such uninsured losses. However, given the finding that CPR was not a co-insured under the project insurance, there is a risk of uninsured losses where a subcontractor has insurance for a sum less than the total loss. As a result, parties should be careful to ensure that the insurance terms and arrangements for a project are not simply a ‘tick box’ exercise. The parties need to think about what arrangements are being put in place, by whom, in relation to what risks, and whether they are adequate and consistent with the contract terms along the supply chain. Any overlap in insurance policies should be considered and deliberate. In some cases, it may be important to get specialist advice, from lawyers and / or insurance brokers, to ensure it all works together.
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CONTRACTOR
SKILLS
Skill shortage – lessons from the past ALAN TITCHALL, MANAGING EDITOR, CONTRAFED PUBLISHING
IN THE OCTOBER 2004 issue of Contractor magazine, the then chief of Roading New Zealand (which later merged with the Contractors’ Federation to become Civil Contractors NZ), Chris Olsen, wrote a column on an initiative taken over a looming manpower shortage. At the time the industry faced a $4 billion increase in roading projects over the decade ahead, with the crunch time at the end of 2005 and beginning of 2006. The solution was a think tank of government and industry representatives who met in Auckland in late September 2004. Major roading contractors met with the then Economic Development Minister (Jim Anderton), Social Development and Education Minister (Steve Maharey), Labour and Immigration Minister (Paul Swain), Associate Transport Minister (Judith Tizard) and local government representatives to nut out a process of averting future skill shortages. The meeting had been arranged by the Department of Labour and Roading New Zealand, and included InfraTrain (now Connexis) and the Contractors’ Federation. It focused on issues raised at a previous industry summit held in August 2004, involving industry (represented by Contractors’ Federation, InfraTrain, and Roading NZ) Government and local authority representatives. Participants spent most of this summit in workshops identifying blockages for gearing up for the new work and solutions for getting past these blockages. Initiatives were divided into those that should be progressed by industry, Government or local authorities. The September meeting with Ministers covered the wide range of issues raised at the summit. These were considered as part of an overall package of measures and included: • Certainty about future work programmes; • S peeding up, simplifying and making the tendering system more flexible; • Raising the profile of the industry by making known what it can offer; • S etting up new, offsite training facilities where people can be taught how to build roads; • Tapping into the widest possible range of potential new staff; • Investing wisely in training and skills; • Retaining staff in the industry through good employment practice; • Innovation, efficiency and productivity in the industry; • Compliance and regulation issues; • The role of immigration; and • Increasing Government subsidies for training. 62 www.contractormag.co.nz
Certainty about future work programmes is an issue CCNZ chief Peter Silcock pushes today, and back in 2004 it was considered just as crucial to provide contractors with the confidence to invest in staff and around $2.5 billion worth of plant and equipment, needed for future projects. Chris Olsen tells me contractors also believed that the setting up of offsite training facilities was extremely important as the number of new recruits meant they could not all be trained on site. “A lot of people think we are an industry filled with unskilled labourers. This is simply not true,” he said back then in his column. “Our workforce is highly trained and skilled. We have practically no labourers. Instead we have plant operators and trades people, skilled in working with asphalt, bitumen and other building materials.” The Government in 2004 made a one-off increase in industry funding, with some contractors having 25 percent of their employees in training, Chris recalls. Not a bad example for the industry and Government to copy some 14 years later?
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CLASSIC MACHINES
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The single-axle scraper Grand-daddy of all the scrapers (apart from the horse-drawn, wheel-less Fresno type), the single axle scraper has a niche in the history of earthmoving. And this type of scraper has seen a resurgence within the last decade. By Richard Campbell.
The drag scraper Drag scrapers are just what the name implies – they drag earth from point A to point B. They had no wheels and moved on steel skids which needed constant replacement. Limited in capacity, they required a fair bit of horsepower to carry out their job and featured all manner of trip mechanisms to eject their load. The smallest of these were known colloquially as “tumble bugs”, for that is how they dumped their load. When a latch was tripped they simply rolled over 180° and out spilled the load. Spreading smoothly was a hit and miss affair and usually required additional human intervention. As they remained in constant ground 64 www.contractormag.co.nz
contact, maintenance was high and economic haul distance was low. The earliest proponents of this type of scraper were Killefer, Schmieser and Sauerman who continued with this type of scraper well into the late 1930s.
Semi-drag scrapers Then along came Robert LeTourneau. He had been working as a land leveling contractor and could see that improvements needed to be made to get better utilisation out of the equipment he was using (which at the time was made by Schmieser). He thought he could build a better scraper himself – and indeed he did. The first LeTourneau semi-drag scraper was the Model R-5 which was reeved with cable sheaves to raise the bowl of the scraper off the ground
creating a semi-drag scraper. This allowed for longer haul distances, controlled spreading depths and far less maintenance. LeTourneau’s original R-5 had steel wheels but later versions were equipped with pneumatic tyres. Other companies also followed suit with this idea including Be-Ge, Ateco, Henry, Eversman and Gilroy. The weight of the machine was usually enough to provide penetration for the scraper’s cutting edge – these things were heavy – but they were still not ideal for hauls over 300 feet. The agricultural land plane of today owes much of its origins to the semidrag scraper. LeTourneau did not persist with development of single axle scrapers. He was more concerned with volume
1. B elieve it or not this scraper is over 70 years old and still ready for work! Manufactured by Continental Steel & Foundry in the early 1930s this is a model CS7A which held around four cubic yards. Continental were bought out by GarWood pre-WWII and their designs continued under new paint & decals. PHOTO: INTERNET 2. R ay Ordish and his son Lawrence on one of Ray’s Allis-Chalmers HD-6’s towing a scraper he designed himself. Loosely based along GarWood principles, Ray built at least three different sized single axle scrapers which he used around the Wellington region. This scraper, which was fabricated by Patton Engineering, held approximately five cubic yards, and is believed to be the second one he built. PHOTO: LAWRENCE ORDISH 3. This is the last, and largest of the Ordish scrapers, capable of hauling approximately eight cubic yards, and pictured at work in Wellington early 1960s. A handsome looking beast and Kiwi ingenuity at its finest!
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PHOTO: LAWRENCE ORDISH
4. Largest of the LaPlant-Choate single axle scrapers was the model C-81 with a rating of 8½ cubic yards. This particular example appears to be on its first outing and is being pulled by a Caterpillar RD-7. These scrapers had the weight and power to do quite a bit of damage quickly. PHOTO: AUTHOR’S COLLECTION
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and high productivity. The single axle scraper did not allow for large enough quantities of earth to be moved and so LeTourneau moved on to design and build his massively successful range of two axle Carryalls.
Progression – pick it up and carry it The next logical step in the types development was made by the Continental Scraper Company who first introduced four different load and carry single axle scrapers in the late 1920s – the CS4A, CS5B, CS7A and CS10A Following closely on Continental’s heels was LaPlant-Choate whose C-41, C-61 and C-71 single axle ‘Carrimor’ scrapers came out in 1937. Next into the picture were BucyrusErie who offered a range of three
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CLASSIC MACHINES
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1. S howing many signs of its Continental Steel & Foundry ancestry, this is a GarWood Model 23, a 2½ cubic yard unit sitting in a second hand dealers yard in the USA. Behind the GarWood is another interesting old tractor, the Allis-Chalmers HD-5 which was probably used to pull it! PHOTO: INTERNET
2. Heil’s venture into this particular area of the scraper market was the model CR, a 3½ cubic yard machine, shown here in fully dumped configuration. It differed from most of its single axle competitors by being all-cable controlled and is pictured behind an International TD-6. These were not popular scrapers and photos of them are extremely rare. PHOTO: AUTHORS COLLECTION
3. T owed behind a Caterpillar Sixty track type tractor, this prehistoric beast is a Schmeiser 1½ cubic yard semi-drag scraper. Schmeiser made several sizes of semi-drag scraper, all of which featured rudimentary hydraulic controls. They were popular in the southwest region of the USA but were never particularly reliable. LeTourneau based his R-5 scraper on a Schmeiser semi-drag. PHOTO: AUTHORS COLLECTION
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different sized scrapers, the G-28, G-38 and G-58 Bucyrus did very well in promoting their scraper line, selling extensively into counties, councils, landfills and small communities who could not justify the purchase of larger scrapers. The single axle scraper was an ideal tool for a small landfill operation as it could excavate a cell and then cover it up again at the end of the day. Other manufacturers also entered the single axle scraper market with versions of their own, notably Heil with its model CR and Ateco with its model H-22, so the market was becoming a little overcrowded. GarWood bought out the cash-strapped Continental company around 1938 and subsequently marketed its new acquisitions as its own. GarWood also went on to introduce three single axle scrapers of its own design; the models 25, 26 and 28.
Post War Following World War 2, there was quite a rearrangement of the earthmoving industries’ manufacturers as they settled into peace time. This period was marked with a number of takeovers and buyouts which saw some established manufacturers disappear completely.
GarWood had already acquired Continental and the next manufacturer to go was LaPlant-Choate, which became part of Allis-Chalmers in 1953. In a rather sad twist of fate, AllisChalmers was already buying its single axle scrapers for its track type tractors from GarWood and did not need another competing design, so all the LaPlantChoate single axle types were immediately discontinued and consigned to history. This was very unfortunate as the LaPlant scraper was arguably the best designed of all that were available. Heil’s earthmoving division was sold to International-Harvester and I-H did not continue production of the small 3½ cubic yard CR scraper, so it also went the way of the Dodo! Bucyrus-Erie succumbed in 1953 when International-Harvester finally absorbed Bucyrus-Erie’s civil construction line into its own product range – “the big red team”. International deemed that it no longer required single axle scrapers so these too disappeared leaving only GarWood as a primary supplier of this type of scraper. By the middle 1950s GarWood’s scrapers had gone too.
A rebirth Demand for the single axle scraper fell away during the late 1950s but has made
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a resurgence in the last decade with a whole new slew of manufacturers offering this kind of scraper, albeit in a somewhat revised form. Nowadays, the towing tractor is most often a modified 4-wheel drive agricultural tractor equipped to handle tandem or even triple scraper hookups. These are best used in non-rocky conditions and are often seen on land improvement and irrigation schemes with GPS equipment attached.
The New Zealand connection Examples of all three of the major manufacturers of single axle scraper, LaPlant-Choate, GarWood and Bucyrus-Erie were imported into New Zealand. Exact numbers are unknown, as unfortunately, there are no remaining records. Very special mention must be made at this point of Wellington contractor Ray Ordish (R.T. Ordish Ltd) who designed and
built at least three single axle scrapers of his own, all of differing capacities. These roughly followed the GarWood pattern but were totally Kiwi in origin. Ray had his designs manufactured by Patton Engineering of Lower Hutt and he used all three on his various contracts around the Wellington area, many in conjunction with Feast & McJorrow. They were efficient and effective, with each new scraper being bigger and better than the previous one due to Ray’s diligent fine tuning. Kiwi ingenuity at its best. The author last saw one of these scrapers at work in Johnsonville in 1972 and would welcome any information on surviving examples of Ray’s handiwork.
For the model collector Regrettably nothing exists in any scale of the single axle scrapers built by Continental/GarWood, LaPlant-Choate, Heil, Ateco or Bucyrus-Erie. It will be a scratch build if you want to add one to your collection.
4. Shown dumping topsoil behind a Caterpillar D7, this LaPlant-Choate Model C-41 was the smallest of three different sized single axle scrapers the company offered. With a capacity of almost four cubic yards, it was an ideal sized tool for small townships that needed to shift a bit of earth. PHOTO: AUTHORS COLLECTION
5. The R-5 was a very early attempt by R.G. LeTourneau to improve scraper performance and is classed as a semi-drag scraper. The bowl, which held approximately four cubic yards, could be lifted via cable & sheaves to allow for controlled spreading. LeTourneau didn’t like the types’ limited capacity and concentrated on two axle scapers instead. The rest is history. PHOTO: AUTHOR’S COLLECTION
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CONTRACTOR
INNOVATIONS
Abel mixers under new owner
Wacker Neuson petrol powered breakers The new generation of gasoline demolition hammers from Wacker Neuson feature the very latest technology and represent the most powerful gasoline demolition hammers on the market, says the distributor, Wacker Neuson. “They have improved ergonomics with consistently high breaking output; and improved useful life throughout the entire range of hammers.” They also feature Low-emission, EPA (and EU 2004/26/EC-certified) WM 80 engines that are independent of electricity, compressed air, or hydraulics. “And they feature first-class vibration damping. “The particular strengths of Wacker Neuson’s gasoline [petrol] demolition hammers lie not only in their excellent performance, but also in the way they get their results: Uncompromising in use, easy to use, durable.” These machines can be refuelled in an upright or horizontal position and the fuel cap has been repositioned to make refuelling easier, whether the machine is upright or horizontal, thereby minimising delays on site. “With the best power-to weight ratios of their class, Wacker Neuson’s petrol demolition hammers offer ideal conditions for productive use. “Additionally, they are ergonomically optimized and so well vibration-damped that the stress on the operator is limited even with longer use “Wacker Neuson’s petrol demolition hammers are also sustainably economical: They can be easily and quickly maintained via a central zerk fitting, have multiple uses, and can run for longer periods thanks to their large fuel tanks. “All their components are designed for a long useful life.”
Integrated job management platform MyTrucking has integrated its job management platform with transport technology company Eroad. Customers who use both MyTrucking and the Eroad system will automatically benefit from the integration, at no extra cost. It allows customers to accurately and instantly calculate income per kilometre in a simple report that combines job management data from MyTrucking’s system with distance, time and spatial data from Eroad. Any fleet that signs up with MyTrucking through Eroad receives its first month of use of the system free, until the end of this month (June). 68 www.contractormag.co.nz
Late last year, Youngman Richardson & Co bought the manufacturing of Abel mixers. General manager of Youngman Richardson, Ed Richardson, views the product as a great fit alongside the existing range. “The advantages of having control of the complete process from manufacturing right through to distribution opens up great opportunities. “It gives us the ability to change the whole marketing landscape and provide packages for our customers that until now weren’t available to us.” After a lot of time spent redeveloping the existing models, Youngman Richardson has released a new range of Abel mixers with the option of being petrol or electric powered and a choice of bowls – steel or rugged polyethylene. Abel mixers have been manufactured here since 1964. In recent years the simple concrete mixer has undergone a transformation, and while concrete and mortar are still the main commodities mixed, there are now unlimited opportunities for other materials to be mixed, washed or tumbled in a mixer bowl. “The market opportunities are endless, which is one of the reasons why we saw this as a great investment,” says Ed. For more information, contact: Youngman Richardson & Co, phone: 09 443 2436, or for South Island enquiries, 03 341 6923.
INNOVATIONS
CONTRACTOR
Trenching excellence Ditch Witch are the pioneers when it comes to trenching equipment so it goes without saying that the Ditch Witch RT30 is one of the best around. This compact trencher combines manoeuvrability, low cost and minimal maintenance with a comfortable operator’s station, outstanding performance and easy to use controls. This is what you would expect from a larger machine, but simply put it represents tremendous value for money. The Ditch Witch SK600 and SK755 are powerful mini excavators built to perform on any jobsite providing greater lift capacity, faster ground speed and more comfort for the operator. In particular, there are two things that really stand out about these Ditch Witch mini skid steers. First, there’s the innovative track system that provides superior ground clearance which is a real feature of both the Ditch Witch SK600 and SK755 mini skid steers. As well, the wide track roller gives greater stability, longer track life and easier maintenance. Second, the auxiliary hydraulics with quick-connect attachment
fittings give the operator the benefit of doing multiple tasks on the same jobsite. The optimised hydraulics deliver more power and a smoother ride which ultimately lead to greater productivity. Ditch Witch is distributed throughout New Zealand by ELB Equipment. For further information phone: 09 570 8841
Trimble’s new field tool for surveyors Trimble has brought out its TSC7 Controller, a new field tool for land and civil construction surveyors that is combined with specialised software for data collection and computing for mobile workers. The Trimble TSC7 is said to provide a tablet experience with a physical keyboard and a sunlight readable 7-inch touchscreen that supports pinch, tap and slide gestures. Users can interact with the TSC7 intuitively, with easy zooming, panning and selecting items on the large touchscreen. Front- and rear-facing cameras allow users to video conference their office from the field for on-the-job support and capture high definition videos and images that provide valuable context for their data and clients. It uses Windows 10 Professional, driven by an Intel Pentium 64-bit quad-core processor, and its rugged design and optional, user-interchangeable modules make the TSC7 a flexible solution for all surveying applications.
Loadscan improves loading by 10 percent OceanaGold says it has seen a 10 percent increase in truck performance since using the Loadscan system. “This is a case of 10 percent more rock being moved for the same cost,” says Charlie Gawith, underground manager at Newmont Waihi Gold. “A 10 percent increase in total movement in a year is a huge increase in efficiency. It means trucking costs are effectively being reduced by 10 percent in a year and that is significant.” The Loadscan load profiling system gives real-time data, including live 3D imaging, of every load so fill factors and correct loading can be monitored. It provides an exact picture (with +/- 1% accuracy) of the quantity of material being extracted/hauled and scanning trucks on their return route will allow mines to monitor (and manage) wasteful haul-back. “Loadscan’s capabilities are driving a culture here in terms of ensuring trucks are fully loaded. Hence we have increased our trucking factor,” Charlie adds. JUNE 2018 69
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CIVIL CONTRACTORS NEW ZEALAND
CCNZ update Welcome to new members • Offshore Plumbing Services, Taranaki Branch • MBD Contracting, Canterbury Westland Branch • Topline Contracting, Hawkes Bay Branch • Base Civil, Waikato Branch • March Cato, Auckland Branch
Conference Registrations Now Open Civil Contractors is joining with Association of Consulting Engineers to hold a joint Conference at Claudelands in Hamilton from August 1-4, 2018. We have a great Conference planned with Peter Hillary and Gilbert Enoka as key note speakers along with the Minister of Transport Phil Twyford. For further information and to register go to: www. smartertogether2018.co.nz.
CCNZ Submission on the Draft GPS on Land Transport CCNZ has made a submission to the Ministry of Transport on the Draft GPS on Land Transport. This document is extremely important as it directs the expenditure of over $4 billion of funding on transport infrastructure construction and maintenance. For further information see Peter Silcock’s column in this issue. A full copy of the submission is on the CCNZ website www.civilcontractors.co.nz.
M/10 Specification under review NZTA have begun the process of reviewing the M/10 specification for Dense Graded and Stone Mastic Asphalts. They are currently requesting feedback from industry as part of their initial consultation. If you would like to contribute please contact: CCNZ Technical Manager Stacy Goldsworthy 021 786 479 or stacy@civilcontractors.co.nz.
Support employees that don’t meet ConstructSafe Standard It is important employees are supported if they fail a ConstructSafe test. The employer and employee need to look
at the feedback report and identify what training, information, instruction, coaching, and supervision is needed to help the employee pass the test on their second or next attempt. The biggest value ConstructSafe brings to an employer is providing insight and knowledge into their workforce’s H&S capabilities. This is intended to help focus H&S training and development to those who need it most.
Your mouth is your best bit of safety gear Use yours to get talking and encourage your team to speak up too! That’s the message Worksafe are sending in their latest marketing campaign that highlights just how important it is to speak up at work. Tune in to their Use Your Mouth series (just Google “Worksafe Use your mouth”)
CCNZ General Council & Executive Council meetings In April the General Council (Branch Chairs and Executive Council) and the Executive Council met in Wellington. Key issues discussed were: • A briefing from the CEO on key advocacy issues – infrastructure pipeline, Government Policy Statement on Land Transport, prequal, procurement and safety around TTM Sites. • A briefing and preview screening of the EP!C Careers in Infrastructure Careers promotion platform that CCNZ has been developing. • Establishment of a NOC (Network Outcomes) sub-committee to provide feedback to CCNZ on the operation and ongoing development of the State Highway Maintenance Contracts. • Initiation of the review of the CCNZ Strategic Plan for 20162020 and the priorities for the 2018/19 year. • Agreement that Branch Chairs will assist in reviewing member declarations to ensure members are in the right turnover category and therefore paying the right amount of fees. • Improving engagement between CCNZ Branches and Local Authorities. • The Executive Council met with representatives of the Local Government NZ’s Roading Efficiency Procurement sub group to discuss improving local government procurement. • The 2018 Executive Council Elections. • The 2018 CCNZ Life Membership and Service Awards.
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