NEW ZEALAND’S CIVIL CONTRACTING INDUSTRY MAGAZINE
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COMFORT, FEEL, AND SMOOTHNESS WIN THE DAY Schick Construction has purchased another four Hitachi excavators from CablePrice
INSIDE: Geoff Dangerfield looks back on eight years with the NZTA An iconic viaduct gets a new life with an innovative revamp Bauma 2016 – why you should head to Munich next month Looking back – roading over the great Takaka Hill
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SPECIFICATIONS MAKE
MODEL
WEIGHT kg
WIDTH Blade mm
BUCKET m3
DIG DEPTH mm
BREAKOUT kgf
POWER hp @ rpm
FLOW L/min
Hitachi
ZAXIS 17U-5
1880
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1630
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2570
1500
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1550
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1740
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4900
1960
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3630
3270
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120
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2000
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3830
3760
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CONTENTS CONTRACTOR
INSIDE: Regulars 4 Editorial 6 Upfront 14 On the Cover 34 Event calendar 2016 60 Classic Machines 64 Motoring 67 Innovations 68 Civil Contractors NZ update 68 Advertisers Index
Profiles 16 Geoff Dangerfield
Comment 54 Malcolm Abernethy CCNZ 55 Tommy Parker Group Manager Highways, NZTA 56 Jonathan Bhana-Thomson NZ Heavy Haulage Association 58 Rob Gaimster CCANZ / NZRMCA 59 Kelly Parker & Charlotta Harpur Heaney & Partners
20 Highlights / Features 20 Iconic viaduct’s $13m revamp
A sizeable restoration project has given the distinctive 262 metre long and 79 metre high old classic, Makatote Viaduct, a new lease of life.
26 A really cool project
Pulling the old team back together to finish Hampton Downs racetrack near Meremere in the Waikato.
30 Bauma update
We preview what’s in store at next month’s bauma expo being held in Munich.
36 A model approach to roading design
ON THE COVER
40 Civil Trades: Meet the graduates
Comfort, feel, and smoothness win the day. Schick Construction has purchased another four Hitachi excavators from CablePrice.
Auckland’s first state highway public private partnership, the Puhoi to Warkworth PPP project procurement is underway.
As the Civil Trades regime continues to gather momentum, we profile Wayne Smith of HEB Construction and Joe Fraser of Goodman Contractors.
50 Heritage trail: The marble obstacle
See page 14
Takaka Hill represented a major obstacle between the cramped and land-hungry settlement of Nelson and the promising lower reaches of the valleys of the Takaka and Aorere Rivers.
Technology 42 Emulsified bitumen innovation 46 Sharp eyes on the road
26
30
50 MARCH 2016 3
CONTRACTOR EDITORIAL
PUBLISHER Contrafed Publishing Co Ltd Suite 2.1, 93 Dominion Road, Mt Eden, Auckland PO Box 112357, Penrose, Auckland 1642 Phone: +64 9 636 5715 Fax: +64 9 636 5716 www.contrafed.co.nz
Clever eclectica We’ve a real mixed bag for you this month, ranging across technology, sports, refurbishment, design, innovation and diligence. Each of them appears as an example of clever people doing clever things; together forming an eclectic mix of infrastructural development – or eclectica for short. I don’t think eclectica is a word – but probably should be. Under technology on page 46 we look again at the SCRIM trucks scanning every inch of our highways and byways. These trucks measure, among other things, skid resistance and deterioration in road pavement. Skid-related fatalities have fallen by nearly 40 percent since the SCRIM surveys were introduced. The SCRIM trucks’ ability to “see” through the surface of the road via hi-tech lasers allows roads to be repaired before an obvious problem presents itself, or left untouched if reinstatement isn’t required. Surely an important measuring stick when “sweating the asset” becomes the latest catch-cry to save precious reserves. Upgrading a Waikato race track from Category 2 to Category 1 (which includes Formula One Grand Prix cars), and doubling its length was too good an opportunity for Tony Smith to pass up. On page 26 Hugh de Lacy looks at the motivation for Tony to leave his job with SouthRoads in Dunedin, and head north – for the coolest job around. Preservation and refurbishment of the century-old and more Makatote Viaduct (the third highest rail bridge in the country) is a fascinating story by Chris Webb on page 20. Working at height (79 metres), on a rail bridge completed in 1908, is a major undertaking costing $13 million. But that’s a considerable saving on the estimated $35 million for replacement. And when it’s down to counting rivets, restoring braces and trusses, and replacing years of paint, nothing gets overlooked. For the design element, Catherine Murray, a new writer for Contractor magazine, takes an early look on page 36 at the procurement stage of the Ara Tuhono Puhoi to Warkworth Road of National Significance. NZTA has learnt a lot about forging alliances over recent years, and the make-up of this next major project takes advantage of that process. In Munich, the plans are well under-way for the next bauma equipment fair, the largest in the world. On page 30 we preview some of the highlights visitors will encounter – especially the nominees in five categories of the bauma Innovation Awards. From hi-tech solutions to a bit of creative ingenuity, each of the nominees deserves recognition for what they add to the collective know-how across the infrastructure sectors. And on page 40 we bring you further updates of the Civil Trades programme, and another two “meet the graduates” profiles from the initial graduating group. These profiles should show anyone reading that diligence and hard work can lead to recognition as a qualified practitioner in your chosen field. That’s just some of the eclectica we have for you this month (there’s that nonword again). We also farewell Geoff Dangerfield, and look back at the development of the amazing Takaka Hill Road. I think you’ll enjoy the read. Kevin Lawrence, editor
GENERAL MANAGER & EDITOR Kevin Lawrence DDI: 09 636 5710 Mobile: 021 512 800 Email: kevin@contrafed.co.nz EDITORIAL MANAGER Alan Titchall DDI: 09 636 5712 Mobile: 027 405 0338 Email: alan@contrafed.co.nz REGULAR CONTRIBUTORS Malcolm Abernethy, Mary Searle Bell, Richard Campbell, Hugh de Lacy, Chris McCann, Cameron Officer, Richard Silcock, Lawrence Schäffler, Chris Webb. ADVERTISING / SALES Charles Fairbairn DDI: 09 636 5724 Mobile: 021 411 890 Email: charles@contrafed.co.nz ADMIN / SUBSCRIPTIONS DDI: 09 636 5715 Email: admin@contrafed.co.nz PRODUCTION Design: TMA Design, 09 636 5713 Printing: PMP MAXUM
Contributions welcome Please contact the editor before sending them in. Articles in Contractor are copyright and may not be reproduced in whole or in part without the permission of the publisher. Opinions expressed in this magazine are not necessarily those of the shareholding organisations.
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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 The Ready Mixed Concrete Association www.nzrmca.org.nz Connexis www.connexis.org.nz
ISSN 0110-1382
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CONTRACTOR UPFRONT
Fletcher expands roading interests The announcement was a long time coming but Fletcher Building bought roading contractor Higgins in the new year for $315 million, sold Rocla Quarry Products and made changes to its divisional structure and executive officers. The Higgins buy out includes the contractor’s roading construction and maintenance operations and asphalt and bitumen plants here and in Fiji, and 16 quarries. Not included are Higgins’ ready-mix concrete and property businesses. Fletcher sold Rocla Quarry Products to Hanson Construction for a post-tax profit of $85 million. Higgins was an obvious choice, says Fletcher Building chief executive officer Mark Adamson, as Fletcher has partnered with the contractor on roading projects for the past 25 years. Higgins reportedly recorded $391 million in revenue and a $35 million operating profit in the 2015 financial year and is expected to generate earnings before interest and tax of $40 million in 2016. “We have made significant progress in reshaping our portfolio, with a focus on divesting non-core businesses and investing where we see the strongest opportunity to further grow earnings,” says Mark Adamson. Fletcher Building is now made up of five divisions: building products; international; distribution; residential and land development; and construction, which includes Higgins contracting businesses in New Zealand and Fiji. Graham Darlow continues as chief executive of the construction division.
Homeward bound The 270-tonne main drive from the Tunnel Boring Machine Alice was moved from Waterview to the Ports of Auckland with the help of dozens of support vehicles and their crews. Because of its huge weight, the main drive was shifted on the back of a 48 axle, double-width trailer, pulled by three tractor units, with another one behind to give it an extra push. The entire TBM is being sold back to its German manufacturer, Herrenknecht.
Young executive of the year Craig West, the general manager – Northern for Downer NZ was honoured as the 2015 Young Executive of the Year in the Deloitte Top 200 awards, sponsored by IMNZ/Eagle Technology. The judges were impressed with Craig’s mana, personal ethos, integrity, drive and the level of achievement he has made. They say Craig epitomises the Downer philosophy of being humbly smart, preferring to compliment his team’s work over his own abilities. His commitment to his people is clearly evident. Growing up, West’s passion was in rugby, playing for the Chiefs and New Zealand Maori All Blacks rugby teams. He was 28 when he was injured and he decided to have a go at business 6 www.contractormag.co.nz
as, prior to playing rugby, he had been involved in civil engineering. Craig got a job a job as a cadet at Downer NZ and has been with the company for 15 years, moving through the ranks from cadet to general manager northern. Leadership is about people skills, he says. “I think being able to articulate the vision and purpose and try to create and engender that passion and motivation in people and inspire people – those are a couple of the key things for me in terms of communication, but also emotional intelligence and being quite selfaware in terms of how do you encourage others to succeed and take those next steps.”
Asbestos regulations change A reminder to all contractors carrying out demolition work – changes about removing asbestos or asbestos containing material (ACM) come into effect next month (April 2016). Asbestos regulations will be updated to bring us into line with other countries and from April 4 a licence is required to remove more than 10 cubic metres of non-friable (bonded) asbestos or ACM in one job, or any amount of friable asbestos in insulation materials (including lagging) where the asbestos is in a powder form when dry, or able to be crumbled or reduced to a powder using your hands. This work will require a Class A licence, because the asbestos fibres are friable and workers could be exposed to larger quantities of airborne fibres. The licence will be issued by WorkSafe and if your business is likely to require an asbestos removal licence it’s a good idea to register your interest with WorkSafe now at http://business. govt.nz/worksafe/asbestos. If you have a Certificate of Competence for restricted asbestos work you are allowed you to work under the new asbestos regulations (under the categories listed on your certificate), until that certificate expires. At that point you will need to apply for one of the new licences or to work on another business’s licence.
Worksafe Chief Mark Pizey
New WorkSafe chief inspector extractives At the end of April Mark Pizey takes up the role of chief inspector extractives, at WorkSafe – taking over from Tony Forster who finished his contract at the end of last year and returned to the UK. Pizey is currently Solid Energy’s general manager, Pike River Drift Re-entry Project and was appointed after an international search. “This is a critical role in WorkSafe’s ongoing commitment to achieving at least a 25 percent reduction in workplace fatalities and serious injuries …. Mark Pizey is well qualified and experienced to lead this work in the underground and alluvial mining, and the quarrying and tunnelling sectors,” says WorkSafe chief executive Gordon MacDonald. Pizey will be based in Christchurch and, until he takes up his role, deputy chief inspector extractives, Dave Bellett is acting chief inspector.
Central Government steps up on CRL Uncertainty over funding of Auckland’s City Rail Loop was removed by the Prime Minister on January 27, when he announced the government would stump up its half share two years earlier than previously declared. The move was welcomed – and criticised – by many interested groups; the move however means the work can be completed in conjunction with a number of private sector developments which would otherwise have ended up costing more in the long run. Doubt remains, however, on Auckland Council’s ability to use road tolls and congestion charging as a way of raising funds for its share. No doubt this will be a major topic for many years to come.
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MARCH 2016 7
CONTRACTOR UPFRONT
SOURCE AUCKLAND TRANSPORT
Finally Franklin Road repairs a reality
Anyone who has stumbled on Auckland City’s Franklin Road footpaths knows that repairs have been a long time coming. Home to one of the best Christmas lights displays in the city and attracting many thousands of visitors every year, the street also suffers root damage from century-old London Plane trees. Finally, plans are afoot to repair underground services, improve parking, protect the trees’ root systems and add cycle paths on either side of the road. The route, which carries 14,000 vehicles a day, is an important link between Ponsonby and the CBD. Repairs are expected to be finished by the end of next year.
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More cycling; more work Work on a $2 million walking and cycle path along SH3 in Hamilton was started in January by Schick Construction. The 3.5 kilometre project is expected to be finished within six months. Let’s hope cycling is a fashion here to stay because the NZTA plans a lot more, and the project is one of a number of walking and cycling projects underway or planned for Hamilton. A three kilometre shared path along SH1-Greenwood Street and Kahikatea Drive opened last year and next up is the 2.7 kilometre Western Rail Trail, a shared path from Kahikatea Drive into the city. Nationally, over the next three years 54 projects are scheduled to be completed through the Urban Cycleways Programme. Four cycleways are already complete in Auckland, Palmerston North and Christchurch. Transport Minister Simon Bridges says the Government is focused on changing people’s perceptions and attitudes towards cycling. “We recognise the contribution cycling makes to healthier communities, and that safe and attractive cycling infrastructure can encourage people in urban areas to change their travel patterns. “That’s why we’re funding an integrated education programme to help people better understand the benefits of a ‘bike-friendly’ country, and the positive impacts of more people riding bikes.”
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UPFRONT CONTRACTOR
US construction equipment exports continue to fall
Navman Wireless acquires Transtech Driven
The Association of Equipment Manufacturers’ latest market update shows that exports of US-made construction equipment dropped 17.6 percent for the first three quarters of 2015 compared to January-September 2014, for a total $10.8 billion shipped worldwide.
Navman Wireless Australia has bought Transtech Driven, and will integrate the Transtech Driven Sentinel system into Navman’s GPS fleet management solutions for better management of driver fatigue policies. Ian Daniel, vice president & managing director, Asia Pacific at Navman Wireless Australia says Navman Wireless plans to extend Transtech’s solutions to customers in New Zealand once the business integration is complete.
Transmission Gully works underway The initial physical works – including establishing erosion and sediment controls – for Transmission Gully are now underway at a number of areas along the 27 kilometre alignment which stretches from Mackays Crossing to Linden. Construction activity has also begun around the project’s first structure – an underpass bridge that will provide continued access for the users of Battle Hill Farm Forest Park across the Transmission Gully alignment, both during construction and once operational.
Leightons becomes CPB Contractors Earlier this year Leighton Contractors completed its rebranding to CPB Contractors as the construction arm of the Australian CIMIC Group. The company is currently working on Transmission Gully, St Lukes interchange (SH16, Auckland), SH16 Causeway upgrade, Christchurch Hospital and the Southern Corridor Improvements Project (Auckland Southern Motorway).
An easy way to reach councils Contractor magazine’s sister publication Local Government Magazine has launched an easy way for companies to share their news with New Zealand councils. Its products and services section carries news items of up to 300 words. If you are a supplier and would like to share news of your new product or service with the people who make the buying decisions in the local government sector, please email editor Ruth Le Pla for more information on next steps. All articles published at the discretion of the editor. ruth@localgovernentmag.co.nz
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CONTRACTOR UPFRONT
Infrastructure creates jobs Figures show the Government’s infrastructure programme is a significant contributor to jobs across New Zealand, Finance Minister Bill English and Tertiary Education, Skills and Employment Minister Steven Joyce say. “Quality infrastructure networks such as transport, telecommunications, energy and water help to give businesses confidence to invest another dollar and employ another person,” English says. “But infrastructure investment also creates jobs directly. “The National Infrastructure Unit estimates, for example, that Roads of National Significance projects will involve around 35,000 construction jobs in regions like Northland, Auckland, Waikato, the Bay Of Plenty, Wellington and Canterbury. The Government’s current investment in Regional State Highway improvements is expected to result in a further 2100 jobs.” “The Ultra-Fast Broadband and Rural Broadband Initiatives are expected to result in over 4000 jobs between them, with a further
Project
3000 from major rail upgrade projects since 2009.” Over the next 10 years central and local government combined are expected to spend $110 billion on infrastructure projects, Joyce says. “We’re committed to ongoing infrastructure investment across New Zealand, and that means more jobs right across the country. This includes a $13.9 billion land transport programme between 2015 and 2018 and continuation of the more than $2 billion roll-out of Ultra-Fast Broadband and the Rural Broadband Initiative. “Infrastructure investment is just one part of the more than 350 current initiatives in the Business Growth Agenda to help create sustainable, high paying jobs. Large infrastructure projects are the perfect opportunity for on the job training, so people can upskill and have ongoing employment, even after the projects are completed.” The Government’s long-term infrastructure priorities are set out in the 2015 Thirty Year New Zealand Infrastructure plan (www.infrastructure.govt.nz/plan/2015/nip-aug15.pdf).
Est of jobs over life of project
Est cost ($m)
Roads of National Significance (RoNS) – 35,000 construction jobs (NZTA estimates) Western Ring Route, Auckland Waikato Expressway – SH1
9,000
2,278
14,000
2,100-2,300
Transmission Gully PPP
700
850
McKays to Peka Peka
800
630
Peka Peka to Otaki
500
312
Christchurch motorways
3,000
750-910
Puhoi to Wellsford
7,000
1,500-2,000
Vickers to City (Taranaki)
100
24
Hairini Link stage 4, Bay of Plenty
200
52
Regional State Highway System – 2,100 jobs (NZTA estimates)
Hamilton City Ring Road
300
81
Napier Port Expressway
200
50-60
Accelerated Regional SH Package (in addition to above)
800
212
Auckland-Manukau Eastern Transport Initiative (AMETI) and East-West Connection*
500
2,550-3,150
Rail Upgrades and Electrification – more than 3,100 jobs (KiwiRail estimates) Wellington Metro Upgrade DART (Developing Auckland’s Rail Transport) Wellington Railway Station Earthquake Resilience Makatote Viaduct Refurbishment Project
200
88
1,000
620
40
2
40
15
Auckland Rail Electrification
500
500
Wellington Region Rail Programme
700
320
Kaimai Tunnel
125
48
Central North Island bridges
125
32
Deletion of Timber – Auckland to Tauranga
400
70
>4,000
1,350
150
300
90m hours
9,600
3,500
353
750
68
UFB and RBI – more than 4,100 jobs (MBIE estimates) Deploy Ultra Fast Broadband network (phase 1) Rural Broadband initiative (phase 1) Selected Other Projects Canterbury Public Sector Rebuild and Horizontal Infrastructure Programme (MBIE estimates) New Auckland East Prison PPP (Corrections estimates) Grey Hospital redevelopment (MoH Estimates) Central Plains Water (MPI estimates) Wiri Prison PPP (Corrections estimates)
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170
3,600
840
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CONTRACTOR UPFRONT
A call for one voice for concrete A number of associations with an interest in the country’s concrete industry are calling for a single representative organisation. The NZ Ready Mix Concrete Association (NZRMCA) says there are at least six core organisations that represent specific cement and concrete sector interests, “all of whom fulfil similar roles in the industry”. “With people capital and financial capital increasingly limited the question has to be asked ‘can we do better’,” it says. Similar questions have been considered globally, it adds, with a lot of consolidation among concrete related trade associations. In addition to the NZRMCA, the other protagonists of the idea are the Cement and Concrete Association of NZ (CCANZ); Precast NZ (PCNZ); the NZ Concrete Masonry Association (NZCMA); the NZ Concrete Society; and the old NZ Portland Cement Association, which is now defunct. “With this number of organisations it is not surprising there is some duplication of services, as well as key personnel being stretched across several organisations,” says the NZRMCA. “Furthermore, each association competes for membership, sponsorship, event registrations, publication sales et al in what is a small market.” There is also duplication of many administrative functions, says the association. “Each organisation has its own governance policies, is subject to an annual audit and maintains a membership database. Transaction costs are higher than they need to be. Furthermore, each has a website and communicates to its membership through a regular newsletter. “So while the system is not broken it could be more efficient and the efficiencies generated could be used to further support the membership of all these associations.” The NZRMCA points to recent consolidation in the timber industry where several representative bodies consolidated into the Wood Processors and Manufacturers Association (WPMA) and the merging of Roading NZ and the Contractors Federation into CCNZ. The memberships of CCANZ and the Concrete Society were surveyed in July 2014, with 300 of the survey sample cutting through the membership of NZRMCA, the NZCMA and PCNZ. Asked whether six associations is too many, some 70 percent of respondents felt it was. They were also asked whether the industry could be effectively and efficiently served through a single association and, again, 70 percent of
respondents said yes. The NZRMCA concedes there are barriers to the introduction of a new model and complexities around fee structure and membership base that will need to be overcome. “Some organisations have a corporate membership structure, some an individual, structure, or both. “The independence of the Concrete Society as a technical society is seen by some as a non-negotiable item. “Notwithstanding this, there are models of organisations within organisations that are seen as independent. In a group structure, a parent organisation governs a group of subsidiary organisations which retain their own legal identities. The relationship may continue indefinitely or may be an interim stage prior to full merger. “Alternately there are current working models where a group of organisations which retain their own legal identity are members (or shareholders) of a single association which represents the group’s interest.” “The Concrete Society would retain its identity and become the professional wing of the organisation, responsible for education, training, seminars and conference, says the association.”
One voice The way forward is a single association, NZRMCA iterates. “Such an association would have one consistent voice driving advocacy, education, training, information exchange, research and quality assurance, whilst serving engineers, architects and anyone with an interest in concrete. At the same time, the interests of individual sectors (ready mixed, precast, masonry et al) could be effectively served by groups. Individual sectors would retain their identity and have a board seat. “In the model proposed, the Concrete Society would be retained as the professional wing of the new association and would have responsibility for matters of training, education and research.” • This is a precis of an article published in the February 2016 issue of NZRMCA News, which was based on a 2014 NZ Concrete Conference paper written by Rob Gaimster (CCANZ), Bob Officer (NZRMCA), and Carl Ashby (NZCS). The paper won the Sandy Cormack Award for best conference paper.
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UPFRONT CONTRACTOR
Digging a big hole in Auckland Now the dirt has been shifted and the basalt removed, the first cranes are at work at Alexandra Park, a high-end apartment project in Auckland. Some 246 apartments will sit above a new 32,000 square metre urban village being built on the Auckland Trotting Club’s former Green Lane West car-park. The new urban village is set to open mid-2017. Auckland contractor Canam Construction is charged with building the urban village, with significant earthworks carried out in recent months. The contractor removed about 30,000 cubic metres of material and about 2500 cubic metres of basalt rock.
Managing director Loukas Petrou says the rock was crushed on site and used as backfill behind retaining walls and under the basement slabs. The volcanic rock beneath the foundation was a challenge he concedes. “Given the complexity and unpredictability of the basalt flows there has been a lot of complex work associated with the foundations and the lower basement levels. “We’ve had to construct two large underground basement car parks but once we are out of the ground the public will soon see the structures rising up on Green Lane West. The buildings will then be constructed reasonably quickly led by two big tower cranes.”
MARCH 2016 13
CONTRACTOR ON THE COVER
Comfort, feel, and smoothness It says a lot about a brand when an operator loves his old machine so much he is not keen to swap it for a new one. THIS WAS THE CASE at civil contracting and transport company Schick Construction just after Christmas, when the firm took possession of the latest four of around 11 Hitachi excavators it has purchased from CablePrice over the past three years, says Waikato regional manager and owner, Mark Dawbin. “One of our guys loved the feel and setup of his old Hitachi with all its extras so much that he was hesitant to step into a new machine. But within two days on the new Hitachi, he didn’t want to go back to the old one. That’s the sort of feedback we like to hear from our guys when we’re making big investments in new gear.” Hitachi makes up a significant proportion of Schick’s fleet, which now includes more than 90 items of heavy plant and machinery. “Our guys enjoy the comfort, feel, and smoothness of the Hitachi machines and the way they operate. We have other brands in the fleet but I’d say around 90 percent of our digger fleet is Hitachi.” The 10 Hitachi workhorses added to the fleet over the past three 14 www.contractormag.co.nz
years range from five to 28 tonne excavators, with the latest acquisitions being two ZX120-3 12 tonne and two ZX200LC-5 20 tonne machines. All have been fitted with an auto-grease system to not only extend their life but save time that Schick’s operators would otherwise spend greasing them themselves. “A number of the excavators have also been fitted with a Leica machine controlled GPS system, which increases the speed and accuracy of detail excavations,” says Mark. With this technology, Schick can input the design models and shapes directly into each machine, allowing the operator to dig to grade without having to avoid pegs, or get in and out of the machine to measure depths and heights with a string-line. “This has led to greater efficiency and productivity and avoids overdig and remedials,” says Mark. The new Hitachi excavators are being used across Schick’s
“One of our guys loved the feel and setup of his old Hitachi with all its extras so much that he was hesitant to step into a new machine. But within two days on the new Hitachi, he didn’t want to go back to the old one.”
win the day fast growing operation, which in Hamilton is spread across seven divisions – civil structures, roading, earthworks, drainage, siteworks, subdivisions and transport. Schick operates similar setups in Christchurch and Auckland. “We’re using the machines across the board, from building sites and foundations, to large excavations for drainage, earthworks and roading works. Our guys love them, and our clients like to see us putting quality gear out there, so it works all around.” The company has branched into the Christchurch and Auckland markets within the last four years, and employs more than 150 staff across its operations during peak times. “We pride ourselves on having a skilled crew and low staff turnover, which is a result of our strong company culture, and investing continuously in our team and new gear.” Mark says the new machines are helping Schick to meet the demands of its growing market share in each region.
“The acquisition has been part of our planned growth. However some of our older machines in Hamilton have also been replaced by the new Hitachis under our upgrade programme.” The origins of Schick Construction go back to 1973, when it was founded by Lindsay Schick and operated as a small cartage and rural digger business. In 2003, Mark’s fellow director Patrick Peoples bought the company, and has instigated a programme of sustained growth in the wider civil construction industry. “The company used to be all about diggers and trucks, but over the past 10 to 15 years we have got into a bit of everything.” Although still earthwork and cartage specialists, Schick’s wide range of services and capabilities also includes local body and highway infrastructure works, subdivisions, retaining walls, minor bridge construction and repairs, foundations, multiple drainage and pavement (grader) crews, and a concrete crew. “Roading has become a significant part of our portfolio. We have recently picked up another two NZTA contracts for the south side of Hamilton,” says Mark. In Christchurch and Auckland the company’s focus is mainly on civil and not transport work, says Mark. “These operations aren’t as diverse yet, but are growing rapidly too. We targeted Christchurch because of the ongoing rebuild works, and opened our Auckland branch 18 months ago as that’s where the growth of the country is happening.” Although the relationship with CablePrice’s sales team was only established three years ago, Schick Construction has dealt with its service division for around six years. “We are very happy with the service we receive from CablePrice’s mechanical team, which has led to us dealing with sales rep David Neilson. He has worked hard to understand what we were looking for and to juggle things around for us. Now we’ve sorted out the initial specs for our machines, it’s very easy for us to ring David up and tell him what we need.” Mark says being “kept in the loop” when it comes to timing and delivery has also been appreciated by the Schick management team. “We believe Hitachi has got to the top of the game and are happy to be sourcing the product from CablePrice. They are price competitive, put together a good package, and back everything up with great service and workshop support, which is a winning combination.”
•
MARCH 2016 15
CONTRACTOR PROFILE
16 www.contractormag.co.nz
Moving on... Farewelling Geoff Dangerfield NZ Transport Agency CEO Geoff Dangerfield recently stepped down from his role as leader of the agency, after taking the organisation through a complex merger and some of the biggest roading projects in country’s history. He talks to MARY SEARLE BELL about his time at the NZTA and his plans for the future.
WHEN GEOFF DANGERFIELD took the helm of the NZ Transport
Agency in July 2008, he was heading up a new organisation. Prior to that, the state highway network was operated and developed by Transit NZ, while vehicle and driver licencing, among other things, was looked after by Land Transport New Zealand (LTNZ). Geoff describes himself as the “set-up CEO”, tasked with bringing the two organisations together. “I was attracted to the transport sector because it’s such an interesting and exciting sector and it touches everybody,” he says. Geoff began his career in the Ministry of Works. He has a Masters degree in the management of natural resources and became interested in the economics of resource use while at the ministry. Working for Treasury through the 1980s’ reform period taught him a lot about the corporatisation of government trading activities. He ended up as deputy secretary to the Treasury, which, he says, set him up to take on leadership roles in the public sector. The first of these was as CEO of the Ministry of Economic Development; then came his latest role with the NZTA. After seven-and-a-half years at the helm of the agency he is now moving on. He believes he has “achieved a really integrated organisation, and a much more integrated approach to how we think about transport and network development”. He says, “The way the agency looks out to stakeholders and customers is, in my point of view, very satisfying.” Geoff’s first challenge was to merge the different cultures and systems of the two organisations. LTNZ, itself a merger of the Land Transport Safety Authority and Transfund just a few years earlier, had a very considered, ‘let’s analyse it’ culture, he says, whereas Transit had a very strong ‘let’s make it happen’culture. His approach was to keep the best of what was already there. “I was never for throwing out the baby with the bathwater because both organisations had a proud heritage and had done some really good things. I was all for keeping the best of both
“To have a healthy contracting sector is really critical to our success, and to help with that we’ve been very deliberate about making sure the contracting sector understands what our future plans are.”
organisations while forging something new.” Forging a new organisation takes time, he adds. “I said at the time that it would take four to five years before the place was truly humming.” From the end users’ point of view, Geoff says we now have an agency that’s looks at all transport modes and how those modes work together. It is also working hand in glove with local government – a necessary partnership, he says, as the average transport user doesn’t know if they’re on a state highway or a local road. “It’s a road network, and transport networks by their very nature are integrated. It is incumbent on us to make sure their experience is as integrated as possible, by working with all the partners with the user in mind.” The Transport Agency is now working closely with KiwiRail on integrating the road and rail networks and there has also been increasing focus over the past few years on active modes and cycling, and a much stronger emphasis by the agency and local government on public transport. Geoff says he’s proud of the way the NZTA runs its relationships with contractors. “To have a healthy contracting sector is really critical to our success, and to help with that we’ve been very deliberate about making sure the contracting sector understands what our future plans are.” Health and safety issues are also paramount. “The health and safety game is changing quickly – we’ve all MARCH 2016 17
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got to step up. It’s been a really good experience, from my point of view, to be able to sit around the table with the leaders from the contracting sector and work collectively on how to keep our workers safe.” The move to more alliance projects and joint ventures has also brought the agency closer to its contractors. “We’ve used alliances very successfully over the last few years on some of our critical projects. What I love about the alliance approach is that everybody commits themselves to the project outcome, and it creates an environment where people search for the best solution. “In some respects people take off their organisational hat at the door and work for the project.” Alliancing has been a very good experience from the agency’s point of view, he says, and there will be more collaborative ventures in the future. “I think it’s exciting,” he says. Geoff is calling his public sector CEO career to a close after 15 years. “I’ve loved this job, it’s been fantastic.” But it’s time to let go. After a “nice, long summer holiday” he’ll look for other opportunities – not at the CEO level, but in governance or advisory work. “We’ll see what comes,” he says. Retirement is not an option. “I have a long list of other things I want to achieve and do in my personal life that a big job like this doesn’t necessarily let you do. “I’ve told my colleagues and my family we’re not allowed to use the ‘R’ word. But what does retirement mean these days? Retirement means you work in a different way. In one sense I’m retiring from this role, but I’m not retiring from all work. I’ve had a great career and now I have an opportunity to do some other things.”
New CEO for NZTA Fergus Gammie has been appointed as the new chief executive of the NZ Transport Agency, effective from March 1, 2016. Fergus lists chief executive of the Auckland Regional Transport Authority, chief operating officer of Auckland Transport, and his most recent role as deputy secretary infrastructure and services for Transport New South Wales amongst his relevant experience. He holds a Bachelor of Arts from Victoria University of Wellington and a Certificate in Management from Henley Management College.
The founding of the NZTA The country’s total road infrastructure is partly owned by the Crown (state highways) and partly by local councils (local roads). Over the past 25 years, the management and funding of our roading infrastructure has been in the hands of different central government agencies. In 1989 an entity called Transit New Zealand took over from the Ministry of Works and Development (which was funded and guided by the National Roads Board). Funding for Transit came from nationally set user charges, less an amount of petrol excise duty that was retained for the Crown account. In 1996 the funding arm of Transit was separated out to form Transfund, which was then combined with the Land Transport Safety Authority to form Land Transport New Zealand. In 2008, Land Transport NZ and Transit merged to form a Crown entity called the New Zealand Transport Agency (NZTA). The NZTA has statutory independence over determining what roading activities are included in the NLTP and approving all NLTF funding for roading activities, which is designed to ‘de-politicise’ decision-making about individual road projects.
18 www.contractormag.co.nz
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“In spite of the viaduct’s advanced years, says Mike, the concrete foundations themselves are in remarkably good condition, though some scour has taken place at the base of the stream piers.”
20 www.contractormag.co.nz
Iconic viaduct’s $13m revamp
CHRIS WEBB reviews a sizeable restoration project that has given an old classic and important viaduct a new lease of life.
LOCATED 12 KILOMETRES south of National Park, the distinctive 262 metre long and 79 metre high Makatote Viaduct is the third highest rail bridge in New Zealand and a Category One heritage structure. This centenarian, opened for business in 1908, was the last and highest structure constructed on the North Island Main Trunk (NIMT) line, and is now undergoing a $13 million strengthening and refurbishment designed to prolong its life by at least another 50 years. Built at a cost of ÂŁ53,369 by Christchurch-based J & A Anderson between 1905-08, Makatote was the first significant steel structure in New Zealand and opened for business in 1908. Between 400 and 500 worked on the project, designed by Glasgow, Scotland-born Peter Seton Hay. Yet he was never to see it completed, as he died in his mid-50s in 1907. According to the Dictionary of New Zealand Biography, he
was the first graduate of the newly established University of Otago, obtaining a BA in 1877 and an MA with first-class honours in mathematics in 1878. A highly influential engineer in the Public Works Department between 1879 and 1907, he helped to plan major railway works including the North Island Main Trunk (NIMT) line, and reported on the possibilities of hydroelectric power generation. Construction of Makatote involved the erection of five steel piers, five 30-metre long steel trusses and steel plate girders with the help of twin six-inch (150mm) aerial cables. It took two-and-a-half years to build, utilising a fabrication workshop on the north abutment and a water turbine-powered aggregate crushing and concrete plant. Some 4600 cubic metres of concrete were used in foundations and 975 tonnes of steel were used in construction of its superstructure. Exposure to the elements has taken its toll on the structure, MARCH 2016 21
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and KiwiRail was faced with the options to refurbish or renew it. Replacement would have cost an estimated $35 million, says Mike Keenan, KiwiRail’s acting head of structures engineering. New Zealand’s rail operator chose instead to retain the historic structure for posterity. But along with that decision came some challenges, including removing what is left of the current coating system, replacing corroded members, strengthening the truss spans, installing a new inspection walkway and applying a new protective coating. All this, while maintaining scheduled rail services. The project went to open tender in 2010, while resource consents were approved by Horizons Regional Council in September 2013. In spite of the viaduct’s advanced years, says Mike, the concrete foundations themselves are in remarkably good condition, though some scour has taken place at the base of the stream piers. These issues were partly addressed in the 1980s when one pier was underpinned, and later in 2006. “We tested the concrete bases, and generally the concrete is in the region of 40-60MPa.” On the whole, says Mike, the viaduct is in good shape. “These old structures are very stable; they go wide out at the bottom and can stand up to hurricane wind loading. Remember they carried very, very heavy steam trains in their day. Generally corrosion has occurred in the bracing members of the trusses, where the sun rarely gets to dry them out. There are also indications that steel quality was variable.” Some repairs have been carried out by rope access, he says. The Makatote Viaduct paint system was last renewed in 1959 and, common for the time, it featured a lead-based system. A full survey of the structure, including pull-off tests, determined there was no longer adequate cohesion between the steel and the paint. Other problems included pooling water and suspect rivets. In order to preserve the structure it was decided to remove the failing cover, add strengthening and replace 22 www.contractormag.co.nz
CANTERBURY UNIVERSITY Complete Reinforcing has once again shown its support of the Infrastructure sector by supplying prefabricated cages for the largest bridge building test ever carried out in the Southern Hemisphere. Cages were supplied to suit each of the various precast components used in the test. The test is a critical part of the Accelerated Bridge Construction and Design project for the University of Canterbury. This world-first research aims to create a bridge design that suffers minimal damage in an earthquake, and allows repairs to be made in only a few hours. The test has been watched by experts in bridge technology and design the world over. Using a hybrid connection, replaceable reinforcing is placed at external areas of displacement (superstructure-superstructure and superstructure-substructure joints) to dissipate seismic energy, while re-centering of any displacement can still occur using post-tensioning tendons. Talk to us or send your tender documents to quotes@completereo.co.nz Auckland 09 271 7419 Christchurch 03 982 5053
Cromwell 03 445 4639 Nelson 021 588 944
Individual prefabricated components were to be assembled in the laboratory and subjected to maximum credible earthquake levels. The components had to be constructed with the precision necessary for a laboratory model; minimum construction tolerances... [were] necessary and individual components were to match perfectly to prevent any complications during assembly.� Zeinab Chegini, PhD Candidate, University of Canterbury
For more information visit
completereinforcing.co.nz 4521
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corroded steel components, and apply a new epoxy-based protection system. Not only is this a harsh environment in which to work – at an elevation of 780 metres above sea level it typically has 200 rain days per annum – the sensitive environment makes this a difficult project requiring a specialised approach that only a few organisations in the country are able to deliver, explains Mike. KiwiRail is using New Zealand company TBS Farnsworth to undertake the project, which is now well into its two-year, 105,000 man-hour contract. Each section of the viaduct is being progressively scaffolded and covered in shrink wrap. “In this way we can remove the old coating material by blasting,” says Mike. Some 280 tonnes of semi-precious garnet stone abrasive is being used, recovered by vacuum, the contaminated remains are collected in sealed bags and subsequently removed from site for disposal at a managed waste site to protect the local environment. The entire system is thoroughly checked each day prior to blasting works commencing to ensure there is no effect on the environment. TBS Farnsworth was awarded the contract to undertake the refurbishment in June of last year; consultant Opus carried out research and a review of the planned work. Well versed in this type of work, TBS was part of an alliance that completed an $85 million refurbishment of the Auckland Harbour Bridge in 2011, a 600,000 man-hour project which employed 200 at its peak. The company has also put its skills to work on electricity transmission towers and other similar structures and prides itself on its asset management capability. Graham Matthews is currently group technical director and Makatote Viaduct project director for TBS. “We have $6 million of equipment at Makatote, which is a lot for a coatings company. We see ourselves as asset managers.” One of the biggest single costs on the project, he explains, is that of providing the access necessary to carry out the work on the structure. “We have 350 tonnes of scaffold providing our painting crew with access. We’re suspending the scaffold off the structure, and we’ve had to take account of transmission of wind loads. We have a box scaffold through a box lattice and the design has been to maximise ease of access,” he says. Steep valley sides and uneven ground, along with a stream below meant crane access was not possible. The contractor has instead used a system of suspending scaffold frames from 24 www.contractormag.co.nz
the permanent works, and providing ‘cocoons’ or weathertight enclosures in which the teams of painters can work and contaminated arisings do not escape into the surrounding environment. “These areas were heated throughout the winter, maintaining a constant 15 degrees [Celsius], even though the temperature outside may have been freezing. This ensured good curing conditions for the application of coatings.” Graham says the addition of gas heaters to the contained areas has enabled temperature and dew point to remain “in the positive region” for applying coatings. “Blasted surfaces are holding up well and require minimal attention to get them ready for paint the following day.” Around 36.2 tonnes of new steel has been used in strengthening, along with 4500 bolts, replacing original rivets which, in many cases are hard to reach in the complex laced structure. The project team has been working from South to North, replacing parts of the steel trusses and towers and adding strengthening steel elements before a new oxide-based paint system is applied coating an area of some 13,500 square metres using an estimated 14,610 litres of paint. Altex Carboline products are being used, including an epoxy holding primer (nominally 50μm), a Rustbond penetrating sealer, stripe coat and full prime post structural work epoxy total build (150μm). An intermediate coat epoxy layer (150μm), epoxy fill on pooling faces and full top coat urethane application brings the total cumulative film build to 375μm. The contractor has put in place a robust system to protect the environment during the works, including a 15 cubic metre per second dust collector and abrasive vacuum recovery and recycling plant. For personnel there is a strict decontamination process and blood lead level monitoring. The viaduct is expected to be completed in late 2016, extending its ‘fit for purpose’ life for at least the next 50 years. The new lightweight aluminium inspection system will also ensure that engineers gain easier access to assess the structure’s condition in the years to come. As a bonus, says Mike, the environment will be left in better shape after the removal of potentially hazardous lead. One wonders what the viaduct’s designer, Peter Seton Hay, who died in 1907 of pneumonia prior to completion of one of his most notable engineering achievements, would have thought of its new look. A timelapse video of the project to June 2015 may be viewed at: https://youtube/4uo2mYWBCmw.
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A REALLY COOL
The FIA (Federation Internationale de l’Automobile) inspectors will be arriving in March to see if the complex comes up to their standards, not just to Category Two level, but to Category One, which includes Formula One Grand Prix cars. 26 www.contractormag.co.nz
PROJECT
Tony Smith had a great job, but when someone wanted him to build another motor-racing track, he quit. HUGH DE LACY tells the story. SUPERVISING THE CONTRACT to build the Highlands Motorsport
Park near Cromwell in Central Otago was a highlight of Tony Smith’s career, and he never thought he’d get another job like it after it was completed in 2013. So he took a job as Dunedin manager with SouthRoads, loved it, and fully expected to stay with the company more or less indefinitely – he’d even taken on the chairmanship of the Otago branch of Civil Contractors NZ. But then he happened to be in Brisbane giving a catch-up call to the driving force behind the Highlands project, Scottishborn Australasian pet-food millionaire Tony Quinn, and Quinn confessed to being involved in “something exciting” in New Zealand.
Quinn wanted to put the old Highlands team back together to finish the Hampton Downs racetrack near Meremere in the Waikato, which he had just bought from the liquidator. The old team in question, Bruce Wilson Contracting (BWC), was a small Cromwell-based outfit that had happened to be in the right place at the right time when Quinn came looking for someone to build Highlands. Smith was already with BWC then, following a stint with Downer, and it was Bruce Wilson who made the initial overtures to Quinn, who has a holiday home in Queenstown, when word first got around among the locals that there was a big project in the offing. Smith and BWC went on to complete Highlands, with its 4.8 kilometres and 58,000m2 of sealed tracks, and it was opened MARCH 2016 27
IMAGES FROM HAMPTON DOWNS PORSCHE FESTIVAL 2016 BY DAVID THIELE
CONTRACTOR PROJECT
at Easter in 2013. Ten years earlier, a pair of Auckland entrepreneurs and motorsport enthusiasts, Chris Watson and Tony Roberts, had launched themselves down the path of getting resource consent for a similar facility on 150 hectares of farmland at Hampton Downs, midway between Hamilton and Auckland. With a drag-racing oval already established at nearby Meremere, there was precedent for their ultimately successful application to build a 3.8 kilometre racetrack to Federation Internationale de l’Automobile (FIA) Category Two standard, upgradeable to Category One, plus up to 80 trackside apartments and ground-level double garages offering unimpeded views over the racetrack. The main track could be configured as two separate tracks to accommodate different classes of motorsport, and the completed facility would include a skid pan for driver training, a restaurant, convention centre and showrooms, swimming pool and tennis courts, and a 170,000m2 industrial park down the back straight. Topping the development off would be 15 lifestyle blocks which would make the whole area a petrol-head’s paradise. Work started after resource consent came through late in 2006, with the contract for 220,000m3 of cut and fill going to Ross Reid Ltd, whose managing director, Clayton Reid, was father of rising A1 Grand Prix star Jonny Reid. The main 2.8 kilometre track was formally opened in early 2010, and the following year a grandstand with seating for 1300, and 32 pit garages were also completed. But at the time when the Highlands project was just getting under way in Otago, the money for Hampton Downs in the Waikato started to run out, and the embryo business went into liquidation. Eventually the complex was put on the market, and the man who came to the rescue was Highlands principal Quinn. Faced with the need to get a contracting team together to finish the job, Quinn turned to BWC, only to discover that its contract supervisor, Tony Smith, was now at SouthRoads. Smith’s not telling how much of an inducement Quinn paid him to leave his beloved Otago behind to dwell among the Mooloos and Jafas for a while, but it didn’t need to be too extravagant because a reprise of the Highlands operation was 28 www.contractormag.co.nz
Tony Smith says that when Quinn offered him the Hampton Downs completion project he had to weigh the options between his existing settled job with a good company and “a really cool project” – and the really cool project won. just too juicy an opportunity for Smith to let pass by. Smith got the call from Wilson in July of last year, and by the end of the following month he was based at Hampton Downs, but allowed trips home to Dunedin every fortnight. His primary task is to extend the main track to five kilometres, the longest in New Zealand, of which 3400m2 of track stabilisation was completed just before Christmas. To do the work Smith has had to assemble the necessary plant pretty much from scratch, rather than carting it up from the South Island where BWC has plenty of local work on its plate. Some of the Hampton Downs plant has come from Porter Hire, but BWC has also shopped for a couple of diggers and truck-andtrailer units. When staff to operate them aren’t available there, BWC flies them up from Otago for as long as they’re needed. The importance of the Otago contingent to Quinn is that “there’s no grey area of re-education” that has to be worked through with new staff and contractors. Smith told Contractor: what Quinn got at Highlands, and the way he got it, were precisely what he wanted again at Hampton Downs. “It’s like a design-and-build as we go,” he said of the way the completion of the project is playing out. “We get the lay-out of the track, Quinn signs off on it, and we go ahead and build it.” The work won’t end with the track extensions either. “We’ll be building all sorts of things – stock-car tracks, go-car tracks, four-wheel-drive tracks, 3.5 kilometres of hard track for the New Zealand V8s.” The pit lane complex with its corporate boxes was completed just before Christmas.
The apartment blocks were finished by the previous owners, and the whole complex has become self-sufficient with its own sewerage plant and water supply. The FIA inspectors will be arriving in March to see if the complex comes up to their standards, not just to Category Two level, but to Category One, which includes Formula One Grand Prix cars. Quinn is understood to be trying to get the V8 Supercars series to take in Hampton Downs in two years’ time, bringing a
second New Zealand venue to the series which already holds a leg just up the road at Pukekohe. Tony Smith says that when Quinn offered him the Hampton Downs completion project he had to weigh the options between his existing settled job with a good company and “a really cool project” – and the really cool project won. “You can always hopefully get another job, but how often do you get a chance to build two racetracks?” he says.
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CONTRACTOR BAUMA
The world’s greatest construction show April 11-17 2016 BAUMA IS THE WORLD’S leading sector event for construction machinery, building material machines, mining machines, construction vehicles and construction equipment, held every three years in Munich. With a total exhibition space of 605,000 square metres, bauma is also the largest trade show in the world. In 2013 bauma broke all previous records, attracting a total of 3421 exhibitors from 57 countries, and 535,065 visitors from over 200 countries. • For all bauma information and advice on travel and accommodation options, contact Robert Laing, Messe Reps & Travel, 09 521 9200, robert@messereps.co.nz
Wolf-Dietrich Müller, Executive Director of Capital Goods Shows, Messe München
bauma Innovation Award A highlight of the bauma construction industry event each year is the Innovation Award.
30 www.contractormag.co.nz
NOMINATIONS FOR THE 11th Innovation Award 2016 were announced at the beginning of the year in anticipation of the finalists being announced and then the winners who will be honored on the evening before bauma starts (April 11 to 17 at the Messe Munchen exhibition centre). Fifteen companies and their innovations, out of a total of 118
applications received, have been nominated for the Innovation Award across five categories. The jury selected three new developments in each category to go forward to the final round. Innovations are judged on innovations that offer significant practical benefit and economic potential, are sustainable and make an industry contribution. The nominees are:
Category 1: Machinery • The Kramer 5055e electric wheel loader. Kramer-Werke. • Autonomous Vibratory Plate – set the boundaries and the compacting plate will do the work for you. Ammann Schweiz. • Mobile Battery Mould for making precast concrete components on site. Weckenmann Anlagentechnik. The Kramer 5055e electric wheel loader
Category 2: Components • SONO Water-Cement Analyser, for faster analysis of water content in cement. Imko. • Intelligent Crane Fibre Rope, a new generation steel rope. Teufelberger Seil. • Liebherr Energy Storage – more than just a battery. Liebherr Components Biberach. SONO Water-Cement Analyser
Category 3: Construction Process/ Construction Work • Reinforcement of a steel bridge – a new approach to a worldwide problem. Leonhard Weiss. • Pipe-laying equipment RVG 1.0, a new-generation attachment specifically designed to make pipe-laying more efficient. Harald Gollwitzer Spezialtiefbau. • Building (yard) logistics 4.0 for SMEs. Johann Augel Bauunternehmung.
Pipe-laying equipment RVG 1.0, a new-generation attachment specifically designed to make pipe-laying more efficient
Category 4: Research • Concrete-3D-Printing Technology – print your building from the ground up. TU Dresden, Dept. of Construction Machinery Technology. • STEAM Hybrid Excavator – a bringing old and new together to create a perfect combination of power and strength. RWTH Aachen in cooperation with Volvo CE. • MIDOS for offshore foundations – a new approach to ensuring sound compaction of foundation. Bauer Maschinen in cooperation with the University College of Dublin.
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CONTRACTOR BAUMA
bauma Open Innovation
Concept Cab – The Future Genius is a collaboration to produce the ultimate digger cab
Category 5: Design • Concept Cab – The Future Genius is a collaboration to produce the ultimate digger cab. TU Dresden. • Mecalac MWR – a more stable loader with a lower centre of gravity. Mecalac France. • Triple-Boom System – adding strength and versatility to mobile cranes. Tadano Faun. The competition is a joint project held under the auspices of the German Engineering Federation, the German Construction Industry Association, the Central Association of the German Construction Industry, the German Building Materials Association and bauma. Further information on the Innovation Award is available at www.bauma-innovationspreis.de/en/. See YouTube for videos of each of the finalists (bauma Innovation Awards 2016 – Nominees)
In time for bauma 2016 Messe Munchen is launching a new service for the sector called the “bauma Open Innovation” online platform. Bauma participants and other professionals can solve any innovation-related challenges by calling upon the expertise of Messe Munchen’s network of contacts. On this platform, companies can engage in applications or technology ‘scouting’. For example, companies can seek out new industries or fields for their products and services, and find technical solutions to specific challenges. The bauma Open Innovation Platform is not the first of its kind at Messe München. A similar concept was implemented for the trade fair ISPO. The benefits of such an interdisciplinary ‘Open Innovation’ method include having virtual access to the combined expertise of over two million visitors and 30,000 exhibitor contacts. Open Innovation starts with pilot project TEI Rock Drills, a US supplier of drills and attachments, has developed the ‘DrillAll’. This drill is unique in terms of its positioning capabilities and is particularly well suited to drilling in spaces where access is limited. TEI would now like to open up new applications for this drill, which was originally developed for the US military. It is therefore turning to the cross-industry bauma Open Innovation Community to benefit from their expertise and ideas. Further information: www.bauma.de/trade-fair/exhibitors/bauma-open-innovation/
WORKING ON BUILDINGS CONSTRUCTED BEFORE THE LATE 1990s?
Chances are you’re removing material with asbestos in it. Licensing for removing materials with asbestos in them is being introduced on 4 April 2016, along with other regulatory changes. For more information go to: www.business.govt.nz/worksafe/asbestos or call us on 0800 030 040.
a
ASBESTOS
32 www.contractormag.co.nz
Stricter emission legislation FOR THE PAST TWO decades provisions have been made in
Europe and the USA to gradually reduce the concentration of pollutants in the exhaust gases of diesel engines. For the past two years Stage IV or ‘Tier 4 final’ engines have been mandatory for construction machinery, including stationary concrete pumps. There will be a large number of manufacturers and machines on display at bauma 2016 demonstrating technology that is compliant with the European emission standards. They include a demonstration of new water-cooled, threecylinder engines from Hatz Diesel that will become available from 2018. With a capacity of 1.5 litres and a maximum speed of 2800 revolutions per minute this new three-cylinder (H-series) engine sets new standards and meets coming EU stage five exhaust gas regulations that come into effect in 2019. They are also equipped with the Bosch common rail technology – maximum injection pressure 1800 bar – similar to the maker’s four-cylinder engines. For the first time this system is used in an off-highway diesel engine with three-cylinders. Thanks to a turbo charger and intercooler these engines have a maximum torque of 185 newton metres (at 1600 to 2000 revolutions per minute) and a maximum power of 42 kilowatts and only need an installation space of a quarter of a cubic metre. Another demonstration of the new engine emission standard can be found on the Putzmeister stand. This concrete pump and
equipment specialist will be showing its new BSA D4 model pumps that feature exhaust after-treatment systems that reduce soluble particles and diesel soot by means of a diesel particle filter and reduce nitrogen oxide through ‘selective catalytic’ reduction. During the development of the BSA D4 models, the Putzmeister engineers not only concentrated on compliance with the emission directives, but also reduced fuel consumption (up to 10 percent on average) and reduced noise levels. Two other exhibitors Kiwi visitors to bauma will be interested in, includes Trimble’s latest soft- and hardware solutions for planning, design, construction and maintenance of civil projects. Trimble covers all areas of the project lifecycle and combines project data in one living model. Users are able to execute and document their tasks with confidence in an accurate and solid information base. But what does this look like in practice and what advantages do businesses gain from the information flow? Find out at bauma. From its recycling and soil stabilisation product division, Wirtgen will debut its new S-Pack (spreader pack), which allows binding agent to be spread without generating clouds of dust, while featuring lower emission levels and enhanced safety. With the integrated spreader module, binding agent can now be spread regardless of wind and weather and without drifting or displacement due to vehicles driving ahead or passing by. Materials such as cement or lime can be spread safely and precisely and processed without emissions.
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MARCH 2016 33
CONTRACTOR CALENDAR
EVENTS 2016 MARCH 9-10: Road Infrastructure Management Forum, Rotorua. Hosted by Roading Infrastructure Management Support (RIMS), Institute of Public Works Engineering Australasia (IPWEA), and Infrastructure Decision Support (IDS). 10: Deadline for editorial copy for April Contractor magazine. 10: Deadline for editorial copy for April-May Q&M 14: Final day for submissions on the Resource Legislation Amendment Bill 2015. 15-16: The 3rd Women in Engineering Leadership Summit 2016, Auckland. 15-16: CCANZ Concrete Construction Course, CPIT, Christchurch. 18-19: National Excavator Competition final at the Central District Field Days, Feilding.
APRIL Water New Zealand releases results of 2014/2015 national performance review; Canterbury Earthquake Recovery Authority (CERA) is dismantled, with many of its responsibilities passing to new joint crown-council entity Regenerate Christchurch. 4: Health & Safety at Work Act 2015 takes effect. 4: Construction Safety Council launches ConstructSafe competency framework and assessment tool. 4: National licensing system for asbestos removal introduced. 10: Deadline for copy for May Contractor magazine. 11-17: bauma 2016 (31st trade show), Munich, Germany. 27: CCNZ General Council meeting, James Cook Hotel Grand Chancellor, Wellington. 27: CCNZ Stakeholders’ function in Wellington.
MAY Preparatory work starts on Auckland’s Central Rail Link. 8-11: FIDIC-ASPAC Conference hosted by ACENZ, Queenstown. 10: Deadline for copy for June Contractor magazine. 10: Deadline for editorial copy for June-July Q&M. 13: First Road Controlling Authorities Forum – Wellington International Airport Conference Centre. 18: EECA Awards 2016, Auckland. 18-20: Water New Zealand Stormwater Conference, Nelson.
JUNE 10: Deadline for copy for July Contractor magazine (CCNZ conference issue). 22-25: 2016 IPWEA NZ conference, SkyCity, Auckland.
34 www.contractormag.co.nz
JULY 10: Deadline for copy for August Contractor magazine (conference coverage issue). 10: Deadline for editorial copy for August-September Q&M. 13-15: Joint AQA/IoQ QuarryNZ Conference and awards, Blenheim. 22-23: Minerals West Coast Forum, Greymouth.
AUGUST 3-6: Civil Contractors NZ Conference, Auckland. 10: Deadline for copy for September Contractor magazine. 10-11: Heavy Haulage Association Conference, Rydges Hotel, Christchurch. 12: Road Controlling Authorities Forum, Wellington International Airport Conference Centre. 28-31: 11th International Conference on Concrete Pavements, San Antonio, Texas.
SEPTEMBER 5-7: AusIMM, TBA. 10: Deadline for copy for October Contractor magazine. 10: Deadline for editorial copy for October-November Q&M. ?? NZTA/NZIHT roading forum, Nelson.
OCTOBER 6-8: NZ Concrete Industry Conference, Ellerslie Events Centre, Auckland. 10: Deadline for copy for November Contractor magazine. 10-14: 2016 23rd ITS (Intelligent Trasnport Systems) World Congress, Melbourne. 19-21: Water New Zealand Annual Conference, Rotorua. 20: Deadline for Contractor Perspectives 2017.
NOVEMBER 1: The NZ Transport Agency/NZIHT joint 17th Annual Conference, Nelson. 10: Copy deadline for December Contractor magazine. 10: Deadline for editorial copy for December-January Q&M. 11: Road Controlling Authorities Forum, Wellington International Airport Conference Centre. 21-23: FIB Symposium 2016: Performance-based Approaches for Concrete Structures, Cape Town, South Africa. 30: Deadline for Contractor Perspectives 2017.
DECEMBER 18: Deadline for copy for Contractor magazine February 2017. 18: Deadline for editorial copy for February-March 2017 Q&M MARCH 2016 35
CONTRACTOR PROJECT
A model approach to roading design Auckland’s first state highway public private partnership, the Ara Tuhono Puhoi to Warkworth PPP project procurement is underway with contracts expected to be awarded in October 2016. By CATHERINE MURRAY.
THE PUHOI TO WARKWORTH project is setting a new precedent for our roading design. It’s the first section of the 38-kilometre Puhoi to Wellsford Road of National Significance (RoNS) to begin development. On completion the new motorway is expected to encourage and support economic and population growth in the North. Connections to the Upper North Island freight markets of Auckland, Tauranga, and Hamilton will also be improved. The innovative model used to obtain resource consents and a designation is already gaining attention, with the project winning a Silver Award at the 2015 Innovate NZ Awards of Excellence competition. 36 www.contractormag.co.nz
“The model is offering the opportunity to do things differently and foster design and construction innovation in consenting motorway projects,” says Brett Gliddon, the NZ Transport Agency’s highway manager, Auckland and Northland. The Puhoi to Warkworth project is the country’s second PPP transport project, with the first being Wellington’s 27.5 kilometre Transmission Gully motorway project. The 18.5 kilometre stretch of roading is a four-lane extension of Auckland’s Northern Motorway, SH1, beginning at the northern end of the Johnstone’s Hill tunnels and ending just north of Warkworth. The project sees the longest new piece of motorway added to the Auckland network since the 17-kilometre Albany to Orewa addition in
1999. It is also the biggest extension to the Northern Motorway since it opened in 1959, increasing the length by more than 40 percent, and surpassing the length of the Southern Motorway.
Forging alliances To foster design and construction innovation in its approach to the project, the Transport Agency formed the Further North Alliance (FNA) in March 2013. Members of the Alliance include the NZ Transport Agency, engineering and environmental consultants Jacobs and GHD, and lawyers Chapman Tripp. The addition of a lawyer is an innovative move, and takes a step towards the natural development of the alliance culture. With
projects such as the Northern Gateway Toll Road showing the effectiveness of design and construction partner alliances, the next step was to bring together all partners under one roof in the earlier planning phase. The usual roading design practice, as Brett explains, has been to have one team complete the environmental and planning assessments for a new project, followed by the introduction of a legal partner to manage the evidence preparation and subsequent hearing process. This structure often meant that the legal team presenting the Transport Agency’s case at the hearing had very little input into the documents that formed the basis of the application. “Incorporating a legal partner in the alliance from the outset MARCH 2016 37
CONTRACTOR PROJECT
kept the end goal – a Board of Inquiry hearing – top of mind for all participants. It also challenged the team to ask the question ‘why?’ when it came to considering the level of assessment needed to achieve resource consents.” Returning the answer ‘because we’ve always done it this way’ gave the team the opportunity to do things differently, building an innovative team culture, says Brett.
March 2013 the team started working together, and Brett says they were faced with a challenging programme. “The team had to ask the hard questions, such as what are the most flexible and appropriate resource consents to drive innovation and value for money through the implementation phase? Is it the same level of information we have provided in the past on other Transport Agency projects?”
Number one
Learning lessons
‘Flexibility’ is also a feature in the Puhoi to Warkworth PPP project with the exclusion of ‘condition 1’ from the consents package for the first time. Traditionally this condition states that the project is to be built in general accordance with the plans submitted at the time of application. “The absence of this condition enables the Transport Agency to offer an unprecedented level of flexibility to a future contractor – to be innovative and deliver superior value for money in the implementation phase of the project,” says Brett in the agency’s typical techno-speak.
The model in the planning phase of the project is already proving a learning curve for the teams involved. Much of the work has been around disrupting the norms of roading design. “It’s about challenging business as usual,” say Brett. “The Transport Agency is embracing change and putting together a project team with the right attitude to take on the challenge, including tackling the back to basics approach to environmental assessments.” Another aspect of the planning phase that has worked well is the co-location of team members in the same building, he adds. “Time and time again this has proved to be a winning formula for alliance projects, particularly those with tight time frames such as the Further North.” Flexibility was also key in the discussions and planning around the indicative alignment of the roading, which was produced for the purposes of assessing environmental effects. It was stressed to all involved, including the Board of Inquiry, Auckland Council and other key stakeholders, that the alignment could shift within the designation, either vertically or horizontally, with sensitivity tests included to take account of the potential movements. “The designation will ultimately ensure flexibility through the detailed design and construction phase,” Brett adds.
All aboard Ongoing collaboration and engagement was another unique aspect of the planning process, with all stakeholders involved in the project from an early stage. Brett says this enabled conversations with organisations such as the Auckland Council and the Environmental Protection Authority (EPA) to ask questions and be comfortable with the idea of an outcomes-based set of conditions. There was also early consultation with neighbours of the project, with engagement beginning in July 2013, well before the final documents were lodged with the EPA, instead of the usual disclosure at the time of public notification. Documents were also made available online as soon as they were accepted by the EPA, giving the public three months to read the documents before making their submission to the Board of Inquiry.
Tight deadlines The key objective of the FNA was to “achieve flexible resource consents and secure a designation by September 2014”. In 38 www.contractormag.co.nz
Procurement prospects The team undertaking the PPP procurement for the project comprises the Further North Alliance from the planning phase, in addition to Bell Gully and PwC, which worked on New Zealand’s first state highway PPP, Wellington’s Transmission Gully motorway project. The three consortia shortlisted to develop a full Request for
Proposal to finance, design, build, manage, and maintain the motorway are Northlink, the Northern Express Group, and Pacific Connect. Each is comprised as follows:
Northlink Cintra Developments Australia, InfraRed Infrastructure III General Partner, John Laing Investments, Ferrovial Agroman, and Fulton Hogan.
Northern Express Group Accident Compensation Corporation, HRL Morrison & Co Public Infrastructure Partners, Acciona Concesiones SL, Fletcher Building, Macquarie Group Holdings New Zealand, Acciona Infrastructure Australia, The Fletcher Construction Company, and Higgins Contractors.
Pacific Connect Pacific Partnerships, VINCI Concessions SAS, ACS Infrastructure Australia, Aberdeen Infrastructure Investments (No.4), Leighton Contractors (now CPB Contractors), and HEB Construction. • The Transport Agency anticipates announcing a preferred bidder in July followed by the signing of the contract with the successful consortia in October. With construction planned to begin in late 2016, completion of this section is expected to be in 2022.
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MARCH 2016 39
CONTRACTOR TRAINING
Civil Trades: meet the graduates As the Civil Trades regime continues to gather momentum, we profile Wayne Smith of HEB Construction and Joe Fraser of Goodman Contractors – the third and fourth workers to become Civil Trades Certified. We also talk to Wayne and Joe’s employers about the implications of Civil Trades for their own business and for the wider industry.
Wayne Smith, HEB Construction
Joe Fraser, Goodman Contractors
Wayne has worked in the civil infrastructure industry for 30 years, firstly in the UK and more recently in New Zealand. He always wanted to work with his hands in an outside environment, and went to college to learn different types of building trades. Although he is largely self-taught, Wayne has also gained a lot of knowledge from his peers and from older, more experienced colleagues. It has taken a lot of listening and learning to get where he is today, and Wayne knows that you never stop learning. In his current role as site superintendent for HEB Construction, Wayne’s responsibilities are important and wide-ranging. They include liaising with clients, the coordination of subcontractors, and monitoring construction activities and material testing. Wayne also takes a leading role in ensuring that work is undertaken safely, in a manner that also protects the environment and minimises the impact on those living and working around his project sites. Wayne says that the best part of his job is working with different people and the varying types of work. No two jobs are the same. He gets a real buzz from seeing a completed quality job, delivered safely, on or before time and under budget. This means he has done his job well. Wayne feels that in the past, civil infrastructure workers were typically known as ‘labourers’, and seen as unskilled. He knows that this is far from true. From his experience, Wayne knows that people working in the industry have a wide range of skills and are able to adapt to many different roles and types of work. He sees the Civil Trades regime as a means to justifiably give them the recognition they deserve. HEB Investment in People manager Noeline Hodgins says that Wayne will play a critical role in mentoring trainees as Civil Trades is rolled out among HEB’s employees. She explains, “A key requirement for employers is to have a good mentor for the people coming through. In many ways, people skills are just as important as technical skills. We’re very lucky with Wayne as he’s got it all. He gets great pride out of doing what he does, and from passing his knowledge on to others.” HEB CEO Derrick Adams says, “One of the biggest problems facing our ‘Civil’ division and the wider civil industry is a shortage of people working at highly skilled and/or supervisory level. Civil Trades will enable us to provide a structured career pathway for new and existing employees, and help us to achieve the growth we need.”
Joe Fraser was attracted to a career in civil infrastructure by the big machines. He got into the industry when he was just 14 or 15, and he hasn’t looked back. He spent the first couple of years working for his father’s business – labouring and operating diggers and bobcats – before moving to Kapiti-based Goodman Contractors. Joe has now been in the industry for 11 years, and is an operator/ foreman at Goodmans. In his role, Joe works closely with the earthworks manager to ensure each project runs smoothly. He runs daily toolbox meetings (which include health and safety) and oversees activities to make sure they are carried out safely and efficiently. He also completes all of the associated project paperwork, including daily onsite reports, and manages the crews working each project. For Joe, the best bit about his job is working with the diggers and dump trucks. He also enjoys working in a team, and describes his colleagues as friends. He takes pride in seeing the finished results of the projects he works on. Joe says that becoming a Certified Civil Tradesperson will help him in his career by providing formal recognition of his skills. It will also benefit his employer – which is another big plus point. Joe already has several industry qualifications to his name, but the Civil Trades qualification is the first one he has gained through Recognition of Current Competence (RCC). He feels that the RCC process is the ideal way for experienced people to get qualified as it cuts out a lot of the unnecessary paperwork. Goodman Contractors director Marianne Archer has watched Joe change beyond recognition over the past few years. She says, “Joe has gone from leaving school with no real direction, to becoming one of New Zealand’s Certified Civil Tradespeople. It’s been fantastic to watch him grow and develop. As well as the benefits to our business, the personal benefits to him have been huge. Not only is Joe really proud of what he’s achieved, but his parents are wrapped too.”
40 www.contractormag.co.nz
Following the Civil Trades official launch in early December, Certification in Road Construction and Maintenance is now open for enrolment. Pipeline Construction and Maintenance and Road Surfacing will be rolling out in mid-2016. Here’s an ‘at a glance’ overview of what will be available over the coming months.
CIVIL TRADES – rolling out in 2016 Certification
Endorsements
Availabiltiy
Road Construction and Maintenance
a. Earthworks b. Road Construction c. Road Maintenance d. Non-Structural Concrete
RCC, qualification and NZ Apprenticeship pathways open for enrolment
Pipeline Construction and Maintenance
a. Trenched b. Trenchless c. Water d. Wastewater and Stormwater
RCC, qualification and NZ Apprenticeship pathways available mid 2016
Road Surfacing
a. Bituminous Mixes b. Chipseal c. Slurry d. Binder Manufacturing e. Bituminous Mixing Operation f. Bituminous Spraying Operation
RCC, qualification and NZ Apprenticeship pathways available mid 2016
After extensive consultation with the Civil Industry, a three further certifications have been tagged for development in 2016. These are: Structural Concrete
a. Formwork b. Reinforcing Steel c. False-Work d. Concrete Placement e. Pre-Cast f. Stressing/Post Tension
Under development mid-2016 onwards
Piling and Deep Foundations
a. Bored b. Driven c. Diaphragm Walling d. De-Watering e. Retaining Walls f. Excavation/Shoring g. Ground Improvements h. Ground Investigation
Under development mid-2016 onwards
Structural Steel Erection
a. Cranes/Lifting b. Bolted/Welded Connections c. Temp Support d. Height Work/Access e. Rigging f. Plan Interpretation g. Tying In
Under development mid-2016 onwards
MARCH 2016 41
INNOVATION
EMULSIFIED
BITUMEN
CONTRACTOR TECHNOLOGY
A chance meeting between a Downer scientist and a weatherman has led to road sealing success. GARETH THOMAS explains. THE TECHNICAL TEAM at Downer-owned Road Science had cracked it. After several years of laboratory testing in Mount Maunganui, specialists developed their own emulsified bitumen. It does everything the researchers wanted it to do. It can be applied at lower temperatures than hot or cutback bitumen, it adheres to chip better than other products, and health and safety is improved for the roading gangs. But there was one vital ingredient missing. How would the risk of run-off in bad weather be managed? “We felt that after six years of development we’d solved every problem except one. And that one was the fact that bitumen emulsion is a water-based system. And in a water-based world you’re always going to have the possibility of rain catching you out,” says Road Science technical manager John Vercoe. The problem was solved by being in the right 42 www.contractormag.co.nz
place at the right time. “I was attending a conference in Nelson and we had a stand there. And just by sheer luck the stand next to us was MetService,” recalls John. He was baffled by the appearance of the stateowned enterprise at a roading conference. A brief discussion with the man from MetService, Peter Fisher, revealed how weather forecasting was being used in a programme for the deployment of de-icing chemicals on Arthur’s Pass. That piece of enlightening information proved to be inspirational for John. “Suddenly I thought ... maybe we could use the same concept for our bitumen emulsion because right at that same time I was struggling to solve this last problem of wash-off,” he says.
Weather prediction programme A partnership between MetService and Downer was born and a new online weather forecasting
tool was created. They called it Should I Seal, or SIS. “We gave the Downer contract managers access to SIS. They are all currently using it as a way to plan their work,” says Road Science product development manager Anna D’Angelo. “They would look at this tool to see whether it is safe to use and work with the bitumen emulsion. We developed the tool to avoid the risk of wash-off. The risk when using bitumen emulsion is that if it rains after it has been applied there is the risk of this brown water wash-off,” she says.
Environmental factors To understand the tool and its uses you could think of it as an intelligent weather forecaster. It is, plus much more. Researchers have developed an algorithm to factor in temperature, humidity and the possibility of rain’s effect on bitumen. SIS is designed specifically for roading contractors and gives more control to the sealing teams. Today all Downer contract managers charged with laying chipseal with bitumen emulsion are armed with the SIS portal on their smartphone
“We gave the Downer contract managers access to SIS. They are all currently using it as a way to plan their work,” says Road Science product development manager Anna D’Angelo (above).
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CONTRACTOR TECHNOLOGY
“By tapping in to the nearest local MetService weather station the accuracy of forecasting for road sealing teams will be even higher.”
John Vercoe, Road Science technical manager
or tablet. Another advantage of Should I Seal includes smoother workflow for the crews. “They’re using it as a way to plan. They can use it as a way to order the product and decide also which site they are going to seal,” according to Anna. Feedback on the forecasting technology from the foremen is positive, following initial hesitation from some Downer roading gangs. “We had very good support from them and they had asked us to improve the tool. The other step was to roll it out to the rest of the Downer people. “At the beginning some people were sceptical and they kept looking at other tools, such as forecasts which are only weather. But soon they realised our tool, SIS, was not just a weather forecast but a product-based forecast. “It says when to go out, how much to spray, and what product to spray on a particular day, and at what particular time,” says Anna.
Curing time is the key At this stage SIS is only used by Downer. Its competitors are using conventional weather forecasting. Although they could
44 www.contractormag.co.nz
choose to develop the technology to match SIS, it is estimated it would take them a least a couple of years to perfect a productspecific package with MetService. That gives Downer the edge, says John Vercoe. He says SIS puts the Downer workers in a commanding position. “It tells them absolutely when to stop. Usually they have to stop well before the rain event because the product has to cure and if the humidity is high that curing period could be a number of hours. “So automatically it takes out of their calculations the estimate in their head of how long they’re going to have to give themselves before they have to finish,” adds John. The bosses have every confidence in Should I Seal, and their praise of the product is having a ripple effect among the staff. “For young guys coming in they’ve got something to fall back on. In other words if they go out there and spray and they get caught with a wash-off they can also hold it up to the management and say ‘hang on SIS said it was okay to go’,” says John. Downer is not stopping there in its business relationship with MetService. The weather forecaster is said to be excited about Should I Seal because there is potential to develop similar technology for other industries, such as concrete laying or orchard spraying. Road Science and Metservice are already looking to the future. John Vercoe says SIS is just starting and there will be a next generation of the technology. “Most phones have GPS and what we’d like to do for the SIS programme is to automatically know the location of where you’re standing and select the relevant weather forecast station to give the most accurate prediction.” John says by tapping in to the nearest local MetService weather station the accuracy of forecasting for road sealing teams will be even higher. And if that smart solution is not captivating enough, the next step might involve using mobile weather stations mounted on the back of trucks for pinpoint precision.
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CONTRACTOR TECHNOLOGY
SHARP EYES
ON THE ROAD The SCRIM trucks were back on our highways over the summer, with their last surveying completed over the lower North and South Island regions in January. ALAN TITCHALL explains why this surveying has become so vital to maintaining and modelling our highway network.
SCRIM IS THE ACRONYM for quite a mouthful – ‘Sideway-force Coefficient Routine Investigation Machine’. The distinctive yellow trucks are commissioned by the Transport Agency and have become a feature on our roads in past summers as they travel our networks at 80 kilometres per hour collecting pavement information – skid resistance; texture; roughness; rutting; geometry (gradient, crossfall and curvature); and centreline GPS coordinates. In addition to ‘responding’ to found defects, 46 www.contractormag.co.nz
the NZTA uses the data to monitor highway performance; plan future work programmes; analyse trends; and predict how road conditions might change in the future. Information is stored in the agency’s RAMM database and used for many aspects of network modelling. The two SCRIM vehicles are unique to this country having been designed to deliver data as required by NZTA. They are built and supplied by Bristol-based WDM, a large manufacturer and provider of highway survey and monitoring
equipment, and the largest survey contractor in the UK, serving all UK government agencies and 90 percent of local authorities. It also carries out work in South Africa and Australia, amongst other overseas markets, and has been surveying our own roading network every year since 1995, with a focus on the Transport Agency and local authorities. The surveying is said to be very accurate. The trucks are sent back to the UK each year for a complete overhaul of the technical equipment and every nut and bolt on the truck. Collected data also goes through multiple validation checks for accuracy. John Donbavand, National Pavements manager at NZTA, calls it the “largest validation programme in the world”, with the machines put through rigid ‘repeatability’ tests using comparative data.
The GPS systems on these trucks mean the Transport Agency can match 20-metre segments of road between different years, he says. During 2014-15, he adds, the NZTA had two SCRIM trucks take part in repeat tests on the same section of road in Central Otago to compare data for accuracy, and with satisfying results.
Survey equipment features a geometry measurement system using inclinometers and gyroscopes to sense the vehicle attitude as the truck travels along the road. Inclinometers measure the forward or back tilt of the vehicle for gradient and the side-to-side tilt of the axles for crossfall.
The technique While the truck is on the move, a bar with 20 lasers defines the transverse profile over a road width of 3.3 metres. The rut depth in each wheel-path is calculated from this transverse profile using a simulated two metre straight edge. This data is used to determine the average, maximum and minimum rut depth, and MARCH 2016 47
CONTRACTOR TECHNOLOGY
Nigel Scott from WDM, UK, knows our highways very well after operating the SCRIM+ truck (background) over our network for the past decade and more. Scott also drives a survey truck in Australia and South Africa and, yes, he has experienced the country’s infamous driving standards.
48 www.contractormag.co.nz
the standard deviation and the distribution of rut depths every 20 metres. Longitudinal profile (roughness) is measured using two lasers, one in each wheel-path, together with accelerometers fitted on the transverse beam. Vehicle suspension effects are defined by the accelerometers and deducted from the laser output to provide a road profile. The International Roughness Index (IRI) is calculated from the longitudinal profile using the World Bank Quarter Car model and, again, is reported every 20 metres. Road Texture is measured by three 32 kilohertz lasers, one each in the left and right wheel-paths and one between the wheel-paths. Accelerometers remove most of the vehicle motion relative to the road to provide a stable inertial profile from which the MPD (Mean Profile Depth) is calculated. This MPD is also measured and calculated according to ISO 13473-1:1997. Survey equipment features a geometry
measurement system using inclinometers and gyroscopes to sense the vehicle attitude as the truck travels along the road. Inclinometers measure the forward or back tilt of the vehicle for gradient, and the side-to-side tilt of the axles for crossfall. Gyroscopes are used to sense the movement of the vehicle around corners to calculate the horizontal and vertical curvature. Geometry data is smoothed with a 30-metre moving average and reported at every 10 metres. Oxford Technical Solutions GPS equipment samples the Omni-Star satellite to record the differential GPS coordinates of the centre-line. Tilt sensors for cross-fall and gradient, together with a gyroscope, provide alignment details when out of sight of the satellite. Information is post processed using LINZ base stations The survey data, including forward facing video is then sent back to WDM’s offices in Wellington where it is processed, fitted to the NZ roading network and verified before being
“Overall, since SCRIM surveys were introduced, the number of skid-related fatalities in New Zealand has fallen by nearly 40 percent.” issued to NZTA. High data integrity standards are applied to ensure that the clients can rely on the SCRIM measurements in making investment decisions.
Skid resistance – the Holy Grail of safe roads Skid resistance is a vital feature of road safety in a country such as New Zealand with its abundant rainfall, ice, snow, and surface water during heavy rain which is thrown into the face of oncoming traffic by our trucks. WDM even promotes its work on skid resistance in New Zealand on its website. “The wet skid injury crash rate on road sections with ‘low’ skid resistance is 4.5 to nine times greater than that for all roads,” the company says. “Results of crash site analysis indicate that a 0.1 increase in skid resistance (measured in terms of Mean Summer SCRIM Coefficient, MSSC) causes a reduction in injury crashes of 30 percent on wet roads and 20 percent on dry roads for the New Zealand state highway network. Overall, since SCRIM surveys were introduced, the number of skid-related fatalities in New Zealand has fallen by nearly 40 percent.”
To obtain skid resistant information, the survey truck features a freely rotating test wheel that is applied to the road surface under a known load. A controlled flow of water wets the road surface immediately in front of the wheel, so that when the vehicle moves forward, the test wheel slides in a forward direction on a wet road surface. The force generated by the resistance to sliding indicates the wet skid resistance of the road surface. The results of this testing are averaged to determine the skid resistance of continuous 10-metre sections of the road. The problem has been that while SCRIM data can identify which aggregates are proving best for skid resistance, contractor records of where this quarry aggregate actually came from has sometimes been lacking.
Judging contract work The SCRIM surveys have proved an important tool in not only deciding what aggregates work and what don’t, but in accessing contract performance conditions for roading contractors, including the requirements under relatively new Network Outcomes Contracts. At the 2015 NZTA/NZIHT conference at Waitangi late last year the Transport Agency conceded that this roading data indicates that it was not getting the pavement performance it expects from some roading projects, and said it was in an ongoing “healthy conversation” with the industry as to why. There are a number of different areas the agency is looking at in this respect – design, materials, and supervision, and it is not dismissing the fact it could be a combination of them all.
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MARCH 2016 49
CONTRACTOR HISTORY
SOUTH ISLAND, NEW ZEALAND
To the arriving colonists at the top of the South Island, Takaka Hill represented a major obstacle between the cramped and land-hungry settlement of Nelson, and the promising lower reaches of the valleys of the Takaka and Aorere Rivers. HUGH DE LACY tells how it was conquered.
COLLINGWOOD
TAKAKA
TAKAKA HILL ON THE TOP of the South Island had notoriety
with the old Maori tribes in the region. A loud noise apparently scared a party of local Ngati Tahu off the giant hill. They were hiding on the mountain from the Kapiti Island chief Te Rauparaha, and chose to take their chances with the notorious cannibal in the valleys rather than risk the ire of the noisy taipo (goblin) on the mountain-top. That noise was all too real: It swelled up from the bowels of the massif they called Te Toka-o-Takaka, which rises 800 metres above the sea in the upper western reaches of the South Island, and is lapped by it from two sides. The roar, which may still be heard on occasion, is thought to be caused by large volumes of water draining through the endless sinkholes and caves that honeycomb the mountain, to emerge into The Resurgence, a spring at the foot of the hill. The Takaka Hill got its name from a slave called Takaka who was aboard the canoe Kurahaupo of the great migration from Hawaiki, and was turned to stone for having the gall to covet the South Island Maoris’ most precious resource, the shiny green stone they called pounamu. The hill-top never provided the Maori with much more than a place of refuge from the vicious tribal wars between the South Island’s Ngai Tahu and Te Rauparaha’s Ngati Toa that swirled around Cook Strait in the early 19th century. It was while hiding in a kumara pit from Ngai Tahu warriors that Te Rauparaha composed the haka that the All Blacks have made famous. To the settlers in the region, Takaka Hill was a major, if not awesome, obstacle between two valuable regions – the cramped and land-hungry settlement of Nelson, and the promising lower reaches of the valleys of the Takaka and Aorere Rivers. The topography of the Takaka Hill is classic karst, named after a similar marble structure near Trieste in northern Italy, and formed by the dissolving of rocks such as limestone, dolomite and gypsum. This process leaves funnel-shaped tunnels called dolines, and sink-holes and caves around the non-soluble rock in the structure. The first non-Maori to traverse the hill is thought to have been Charles Heaphy, the artist and inveterate explorer aboard the New Zealand Company’s (which founded Nelson, 50 www.contractormag.co.nz
TAKAKA HILL AREA RIWAKA
MOTUEKA
NELSON
Wellington and New Plymouth) first immigrant ship Tory. He later earned the first Victoria Cross for gallantry awarded to a British colonial soldier during the Waikato Land Wars in the 1860s. Heaphy, who was farming in Nelson at the time, crossed the Takaka massif in 1843. He was later part of two great exploratory journeys of the South Island, the first with a Maori guide called Kehu, and William Fox up the Buller River, and the second with Thomas Brunner through south Westland. At first the only way for the settlers to get to what are now
A gold rush on the Aorere River south of Collingwood in the early 1850s saw a foot-track, called the Pikikiruna Track, hacked across the Takaka Hill. the towns of Takaka and Collingwood was by ship around Separation Point, where the massif juts out into Golden Bay. A gold rush on the Aorere River south of Collingwood in the early 1850s saw a foot-track, called the Pikikiruna Track, hacked across the Takaka Hill. It was slowly widened and improved, but it was not until the 1870s that work began on upgrading it first to a bridle path, and eventually to a metalled road suitable for coaches. This came about following agitation by the Bate brothers, Daniel and Henry, who farmed the Upper Takaka, and it was they who did the initial work on it under contract to the local council.
HE
RI TAGE
TRAILS
Top: The engine shed (Kairuru Quarry, Takaka Hill) constructed by the Hansford & Mills Construction Co in the 1920s. ALEXANDER TURNBULL LIBRARY, WELLINGTON
Left: Newman Bros service car driving through snow on the summit of Takaka Hill. FROM THE COLLECTION OF JONES, FREDERICK NELSON (1881-1962); ALEXANDER TURNBULL LIBRARY.
MARCH 2016 51
CONTRACTOR HISTORY
Planning for the upgrade to coach standard didn’t begin until 1886. It followed a different route to that of the Bates’ contract, one that reduced the gradient on the Takaka side from 12-to-1 to 16-to-1, thereby defeating calls for the road to follow the coast, which would have been three times as long. Bates’ track crossed the new road, which was not completed until 1900, in several places, and continued to be used for some time after. Once work was begun on the road it
progressed quickly, and on January 3, 1888, two buggies assailed it from the Takaka side, taking just three hours to get to the top then two more down to Riwaka. The road not only opened up the Takaka and Aorere valleys for farming, but also allowed a marble mine to be established on the hill-top at Kairuru, 10 kilometres from Riwaka, which developed a name for quality stone used in the construction industry around the turn of the century. The Government Architect, John Campbell,
Marble Mountain for good reason The massive Takaka Hill, dividing Nelson and Golden Bay at the top of the South Island, is better known to locals as Marble Mountain for good reason – it is almost solid marble. State Highway 60 weaves a tortuous path over this hill, cutting through ancient craggy lime and marble formations coloured a grey/black with algae. As the road nears the Ngarua Caves below the summit on the Nelson side, it passes an old green building that houses the crushing plant of the Ngarua Lime quarry, owned by Ravensdown. Ngarua Lime quarry sits on precipitous farmland a little
52 www.contractormag.co.nz
further up the hill from a more famous quarry, Kairuru, which gained national prominence in 1911 when it was chosen for marble used in the construction of the new Parliament Buildings in Wellington, and again in the 1990s when the building was renovated. It wasn’t just the construction industry that sought Takaka marble; the crushed calcium carbonate (whites) ended up in cosmetics, household cleaners, toothpaste, paint, glass, paper manufacturing (up to 40 percent of paper is calcium carbonate), and even the health supplement industry.
DAROUX, LOUIS JOHN, 1870-1948: PHOTOGRAPHS OF NEW ZEALAND AND THE PACIFIC. ALEXANDER TURNBULL LIBRARY, WELLINGTON.
The road not only opened up the Takaka and Aorere valleys for farming, but also allowed a marble mine to be established on the hill-top at Kairuru, 10 kilometres from Riwaka, which developed a name for quality stone used in the construction industry around the turn of the century.
specified Takaka marble for the construction of Parliament Buildings from 1911, because it was strong and it could be polished to a bright creamy lustre. A 10.4 kilometre tramline was formed to cart the big blocks of marble down to Sandy Bay, north of Kaiteriteri, from where they were shipped to Wellington. By the time Parliament Buildings was completed in 1922, 5000 tonnes of marble had been quarried from Kairuru. Takaka marble is still available today, though from the Kairuru quarry in the Holyoake Valley, up the hill from Riwaka. The modern road still follows the course of the one completed in 1900, and though it is less than 60 kilometres from Riwaka to Takaka,
the winding and precipitous route takes a good hour to drive. It’s a spectacular drive though, with features like the eerie karst formations on the Canaan Plateau on the top, and Harewood’s Hole, once thought to be the deepest in the country, hidden away by massive cliffs, but both accessible to motorists. The drive from the top down to Takaka covers only about 10 kilometres, but it’s a series of savage switchbacks, and the steepness of the descent that cuts speed to a minimum. Some 200 years on, the taipo, the goblin, still bellows up through the caverns and tunnels deep in the mountain, but it’s with a benign voice now, and its song is for travellers rather than refugees from Te Rauparaha.
The modern road still follows the course of the one completed in 1900, and though it is less than 60 kilometres from Riwaka to Takaka, the winding and precipitous route takes a good hour to drive.
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MARCH 2016 53
CONTRACTOR COMMENT
The H&S journey begins MALCOLM ABERNETHY, EXECUTIVE OFFICER, CIVIL CONTRACTORS NEW ZEALAND
INDUSTRY AND NEW ZEALAND are at the start of a journey where all businesses and industries will need to put more effort into how they manage health and safety on a continual basis. What has become evident is the need for more training to ensure workers have the competencies to carry out the work safely. In particular there are increased responsibilities for business owners and directors around training of health and safety representatives. In a little more detail, I have compiled some additional information about some immediate considerations for contractors that really do need to be in place before commencement of the Health and Safety at Work Act from WorkSafe NZ. During the passage of the legislation through Parliament Civil Contractors NZ has tried to inform members in bite size pieces what it all really means. For those businesses that have been meeting their obligations and in some cases exceeding them there will be little change. The Health and Safety at Work Act (HSWA) shifts the focus from monitoring and recording health and safety incidents to proactively identifying and managing risks so everyone is safe and healthy. This might not necessarily mean major changes to your day-to-day operations, but it’s the business’ duty to think about who may be affected by its business. This includes workers, contractors, customers and visitors. The business will also need to engage workers in health and safety matters and implement effective participation practices to allow workers to contribute to health and safety on an ongoing basis. Under the Act everyone is responsible for workplace health and safety: • The business itself – Person Conducting a Business or Undertaking (PCBU). •O fficers – includes directors and other people who make governance decisions that significantly affect a business. Officers have a duty of due diligence to ensure their business complies with its health and safety obligations. •W orkers – must take reasonable care to ensure the health and safety of themselves and others, and to comply with the business’ reasonable instructions and policies. •O ther people who come to the workplace, such as visitors or customers, also have some health and safety duties. It’s all about taking responsibility for what you can control. The other aspect of the HSWA is the requirement for health and safety representation and participation – the guidance is still under development. Engagement and participation are related duties. What is done to meet one duty can help meet the other. Both involve two-way
communication – a regular conversation about health and safety. Engagement is how a business involves its workers in work health and safety matters and decisions, while participation practices are the ongoing ways for workers to raise health and safety concerns, be part of making decisions which affect work health and safety, and offer suggestions for improving health and safety. Businesses together with workers can determine the best way to meet the PCBU’s duties. What is reasonable and practical will depend on workers’ views and needs, the size of the business and the nature of its risks. The law enables flexibility and innovation: the focus is on effectiveness rather than whether a particular system is in place. A well-established way to support worker participation is by electing health and safety representatives (HSRs), or setting up a health and safety committee (HSC). If HSRs and/or HSCs are part of your worker participation practice(s), the Act sets out requirements for how they will work. All workers who carry out work for a business or undertaking must have reasonable opportunities to participate in improving work health and safety. This includes everyone, from the front line to managers and leaders. Part of the PCBU’s responsibility is to provide opportunities for training of HSRs to the required unit standard. Transition training is available free of charge to approved HSRs who are likely to be existing representatives who have completed an HSR training course to at least Stage 1 (or equivalent) that has been approved by WorkSafe NZ. In addition there are significant consequences for directors and officers of organisations when the Act comes into force. By providing training both formal and on the job, the PCBU (and organisations) can ensure workers exhibit the right behaviours that are aligned to desired behaviours. But how do you achieve that? The first step is to have a trained and competent workforce that considers Health and Safety at Work as part of the culture. Reporting of lead indicators needs to be encouraged – recording of near misses and other lead indicators including toolbox talks and safety briefings, audits, positive reinforcements (the good things) and the like to demonstrate your own and your workforce’s commitment to health and safety.Choose the right lead indicators for your business or workplace then track them and report them to senior management and others in the industry so that trends can be identified and training targeted at addressing those trends. The lead indicators provide early warning that health and safety or other outcomes are trending negatively and provide time for taking necessary action.
Postal Address: PO Box 12013, Thorndon, Wellington 6144 Physical Address: Margan House, 21 Fitzherbert Terrace, Thorndon, Wellington 6011 Phone 0800 692 376
54 www.contractormag.co.nz
COMMENT CONTRACTOR
Working together on road safety TOMMY PARKER, GROUP MANAGER HIGHWAYS, NZTA
TRAGICALLY, ROAD SAFETY and road crashes always seem to be at
fore of the media during the holiday months. Working for the NZ Transport Agency, the agency responsible for championing road safety, it is always distressing to see and hear about these often avoidable events. So we have returned to work more determined than ever to make a difference and to continue to improve our road safety record. 2016 must be the year when we make a step change and a return to a declining trend. One of my first engagements this year was to attend a Health and Safety breakfast at Higgins, our contractor for the Eastern Bay of Plenty NOC. The site crews discussed the crashes that had occurred on their network over the Christmas period – with three serious crashes resulting in two fatalities, it was a pretty sombre discussion. One thing that came home to me was how close our maintenance crew are to these incidents. They are often the first on the scene and have to help the victims and their distressed families. I was impressed at how calmly and responsibly they talked about these situations. Our Highways and Network Operations team’s major contribution towards the Government’s Safer Journeys strategy is the roll out of our safe roads and roadsides programme to reduce the likelihood of crashes occurring. Last year, we established the Safe Roads Alliance as a conduit to accelerate this work. The Safety Alliance is tasked with delivering safety initiatives on high risk rural roads and high risk intersections on a significant number of state highway corridors throughout New Zealand. Recently, I took the opportunity to hear how the team is progressing. It is a sizeable undertaking, but it was clear to me that they are getting a good handle on the task and good progress is being made in developing a forward works programme. In fact, the Alliance has just had the first of its projects approved as I write, with seal widening and the installation of full length side barriers along a 1.6 kilometre section of State Highway 11 near Paihia due to get underway this year. A second project to make improvements to a section of State Highway 12, between Dargaville to Tokatoka in Northland, is also likely to get underway this year. One of the major challenges facing the Alliance, and our safety engineers in general, is the difficult task of balancing the need to improve safety against the impact that our safety improvements have on our users and on our network management. A classic example would be the installation of median barriers. Our analysis indicates that once traffic volumes exceed around 6000 vehicles per day, the incidence of head-on casualties begins to outstrip the rate of run-off-road crashes. The effectiveness of median barriers in reducing head-on crashes has been well documented internationally and here in New Zealand, with successful installations such as Centennial Highway north of Wellington and Rangiriri in the Waikato. The flip side of this is by installing median barriers, we limit road users in their opportunities to make right turns off the state highway.
Furthermore, the installation of barriers and safety hardware has an impact on the maintenance and management activities on the highway, and these need to be considered as well. We have a conundrum in weighing up road safety, cost and customer accessibility and to get improved outcomes, we may need to accept different levels of service. Targeting road safety improvements relies on good quality data. While crash data helps to locate and develop reactive safety improvements, we are working to be proactive and this is where KiwiRAP comes into its own. Under KiwiRAP, our state highways are given a star rating, based on an evaluation of the road’s design elements. We use KiwiRAP ratings as part of our suite of decision-making tools when it comes to assessing risk and making decisions on road improvements, crash protection and standards of road management. Not only will this assist us to develop treatments, it will allow before and after evaluation of the effectiveness of these treatments, without the need to wait up to five years for a suitable crash history to develop. This year, we are updating the KiwRAP star rating data for new highways and those sections which are to be improved by the Safety Alliance. To date the current KiwiRAP analysis has been limited to rural state highways. We are extending this to urban areas with KiwiRAP trials in Auckland, Tauranga, Christchurch and Dunedin. The risk maps have been produced for each area and we are now looking to develop a star rating tool for an urban environment. These will also help inform future speed management activities and speed limits. Another recent road safety initiative is based in the Coromandel, where we’ve worked with the Motorcycle Safety Advisory Council and ACC to install additional safety rails along the popular motorcycle route known as the Coromandel Loop. These rails redirect a motorcyclist along the barrier and away from any unforgiving barrier posts. Of course, road safety is something that everyone has responsibility for. This has been a strong focus in house of late – many of you are likely to be aware of the release of travel speed information recorded by GPS units fitted to Transport Agency’s corporate fleet back in August. This data was again released this month – with the number of recorded speeding instances dropping dramatically, from over 21,000 instances of people travelling over 100 km/hr in July to 94 in December last year. As an employer, we’ve worked hard to make sure our people understand our expectations in this area and provide the right environment for people to make the right decisions and to keep themselves and other road users safe. This has brought home to me how we, as individuals within the transport sector, all have an impact on New Zealand’s road safety outcomes. It’s our responsibility to ensure we are all making a positive contribution, personally as well as professionally, so we have fewer crashes on our roads. MARCH 2016 55
CONTRACTOR COMMENT
Opportunities and caution in lobbying JONATHAN BHANA-THOMSON, CHIEF EXECUTIVE, NZ HEAVY HAULAGE ASSOCIATION
WHEN THE MAIN set of regulations that control how your industry works are opened up for review – how does the industry association react? Over the past 18 months the NZ Heavy Haulage Association has been engaged in the process to review the Vehicle Dimensions and Mass Rule (VDAM). While this document may not sound very exciting, it the piece of regulation signed off by the Minister of Transport that sets the rules for what size vehicles and loads can move on the road. As such, this is a significant rule. Not not only does it set the safety requirements the size of the turck and its friehgt, but it also drives efficiency in the road transport industry as well as other areas such as buses for public transport. In short it’s a big deal. For the oversize transport industry, which includes large items that are over the dimensions normally carried or over the axle loading legally permitted, then what is important to us is that the rules for how to do this safely are contained in the VDAM Rule.
VDAM Rule in development As background to this, in the early 2000s it was decided that the policy for overdimension vehicles would be moved into a more substantial regulatory basis – a Land Transport Rule. In 2002 the Rule was signed following significant consultation and input from the Association. What was in the Rule was an evolution of the previous policy – but of course we won some and lost some when it came to the developments that we wanted to see. The benefit of having the rules in a Land Transport Rule was the provisions were legally enforceable in a Court of Law. But in the past 14 years, there has been no real opportunity to develop and advance the industry as the VDAM Rule has not been reviewed as a whole since. We have had to live with it. So it is with a sense of anticipation, but also nervousness that the Association approaches this review. We can’t wait for the review to enter into a phase of detailed submission and negotiation, while at the same time there is some concern about what other parties may bring to the submission process that may mean greater regulation for the sector. The one benefit of the VDAM Rule not being reviewed for all this time is that it has provided a stable operating environment for transport operators. While there have been some minor more technical changes required to the Rule over the years, there have been no substantial changes – and what this has provided
“We can’t wait for the review to enter into a phase of detailed submission and negotiation, while at the same time there is some concern about what other parties may bring to the submission process that may mean greater regulation for the sector. “ 56 www.contractormag.co.nz
is a setting in which businesses can plan their operations, their staffing and future prospects. So when the immediate future is then more unknown this provides some uncertainty to the companies – and also an emphasis on the Association (on behalf of the industry) to simply “get it right”. Add to this mix the recommendations from a coroner hearing held last year, which requested review of many of the facets of the safety system around the transport of an oversize load – and you get a potent mix.
Engagement As an industry association we have a good rapport with the NZ Transport Agency, which is the government agency that has the most policy knowledge about the oversize section of the transport industry. However, not only has the Heavy Haulage Association been around for more than 50 years, but we have many hundreds of years of cumulative industry ‘on-road’ experience of actually doing the job, and simply knowing what works in terms of productivity and safety. Over the past 14 years since the VDAM Rule was first generated we have been keeping a log of potential improvements and submitting these to NZTA as appropriate. Over this time, it would be fair to say, we have generated a good size list, but mainly these are enhancements of the current rules and also allowing for technology improvements – and this latter area is one where the Association would like to see the biggest changes. Examples of this are an online permit and notification system for overdimension loads – this would allow 24/7 access to permits – and changing the requirements for lighting to allow for more efficient and effective LED lights. The Association is also seeking more important structural changes to the Rule. One major problem that we’ve had is that the more hands-on, detailed aspects of rules to do with safety lighting, signage and other areas such as travel times and zones are stuck in concrete and can’t be easily changed when they need to be. So to this end the Association is promoting the development of an Oversize Transport Code (similar to the Truck Loading Code) that would contain detailed requirements that would then be able to be removed from the Rule. Yes, there are some downside risks with removing them from the Rule – as they are more able to be changed, so uncertainty increases – but also it would mean that the oversize transport industry doesn’t get trapped in a time warp, given that the Rule is very difficult to get changed. There is some travelling to be done with the Association alongside NZTA to get the Rule into a state that will see us through into future years. But we hope that the outcome will be flexible enough to adjust for changes that we do not know about, while fixed enough to provide certainty for the businesses operating in the oversize transport sector.
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CONTRACTOR COMMENT
Concrete product and technical trends ROB GAIMSTER, CEMENT & CONCRETE ASSOCIATION OF NZ, AND NZ READY MIXED CONCRETE ASSOCIATION
THE IMMEDIATE FUTURE of the concrete and wider construction industry looks upbeat with levels of activity predicted to remain positive. Within this space there are various emerging markets for concrete. These include architectural precast concrete, medium density/ multi-storey residential construction (including basements), infrastructure (concrete pavements and intersections as well as pervious and permeable concrete), residential construction (concrete prefabrication, concrete masonry and insulated concrete formwork), not to mention seismic retrofits. However, it is always beneficial to cast an eye slightly further afield to gauge ‘supplementary’ areas of concrete construction and associated undertakings. The following is a ‘snapshot’ of evolving concrete products and technical trends that may become influential in New Zealand over coming years.
3D concrete printing Threatening to move beyond novelty value the ability to ‘3D print’ using concrete is generating a lot of headlines. Extruding concrete through a nozzle to build structural components layerby-layer without the use of formwork or any subsequent vibration is touted as ideal for optimising construction time, cost, design flexibility, error reduction, and environmental aspects.
CO2 capture in concrete Carbon dioxide emissions are recognised as an issue relating to cement production and the use of concrete as a building material. One potential method to offset this is to recycle captured carbon dioxide into concrete products. The method involves collecting carbon dioxide and injecting it into fresh concrete (precast, masonry blocks or ready mix) where it becomes chemically sequestered within the concrete.
Depolluting concrete Depolluting concrete uses photocatalysts to accelerate the process whereby solar or ultraviolet energy breaks down pollutants. The principal catalytic component is titanium dioxide (TiO2), which takes the form of a white pigment within the specially blended Portland cement. The structure of TiO2 is altered to create tiny semiconductor particles capable of photocatalysis. These are activated by the energy in light to create a surface charge that reacts with the organic compounds.
Imbedded sensors (smart buildings) The global Internet of Things phenomenon is opening opportunities for sensor technology. Sensing capabilities are significant in all fields, particularly smart buildings. The reasons for this uptake are several, from social to environmental to economical. Energy conservation, infrastructure monitoring, 58 www.contractormag.co.nz
accident prevention, and disaster containment are just some of the fields that can benefit from interconnected sensing devices – all of which are related in some way to concrete structures.
Lightweight aggregate Lightweight concrete, whether placed in-situ or precast, offers reduced deadweight and longer spans, yielding reductions in material usage and larger developable space on the same footprint. New and innovative varieties made almost entirely from waste diverted from landfill are gaining a foothold. Some new products incorporate mixed coloured cullet glass and industrial mineral wastes.
Self-healing concrete Self-healing concrete (“bio-concrete”) can prolong the service life of concrete structures, and therefore reduce associated maintenance or repair costs. It uses bacterial spores encapsulated within tiny clay pellets in the concrete mix, along with other chemicals and a nutrient agent. The bacteria are activated by moisture that penetrates the initial crack. Not only do the bacteria consume oxygen to lessen the likelihood of reinforcing steel corrosion, but they also produce carbon ions that react with the calcium in the concrete to create a type of limestone that seals the crack.
White cement and value-added mixes There is a trend amongst some ready mixed concrete producers to look to white concretes as a means to secure market share. As customers call for decorative and specialty mixes, they are embracing integral colour and white cement as a way to boost returns. A growing number of producers see decorative concrete, white cement and other ‘value-added’ products as an important segment of their business.
Ultra-high-performance fibre-reinforced concrete Another ‘value added’ mix that is turning heads is Ultra-HighPerformance Fibre-Reinforced Concrete (UHPFRC) – a concrete with a high degree of ductility combined with compressive strengths of 150MPa or higher, and Compact Reinforced Composite (CRC) – a special type of UHPFRC combining high-strength, steelfibre reinforcement and closely spaced reinforcing bars. UHPFRC is gaining uptake for bridge applications, while architects are using CRC for slender balconies, staircases, beams and columns. So while traditional uses for concrete will (literally) remain the foundation market over coming years, emerging applications such as medium density residential construction and infrastructure will also gain a significant foothold. Yet at the same time exciting niche concrete products and technologies are poised to grab headlines and ultimately market position.
LEGAL CONTRACTOR
Negligence is a nuisance! KELLY PARKER AND CHARLOTTA HARPUR, HEANEY & PARTNERS
CONTRACTORS HAVE ALWAYS needed to be aware and take steps
to avoid the risks of causing harm to land and property belonging to others. The foundations required to support new technologies (for instance) and the incidents of growth currently driving the need for new infrastructure in many of our cities and regions, means that there is an ever-increasing range of circumstances that have the potential for such risk.Here we provide a brief overview of the two main bases of tortious (rather than contractual) liability for contractors who damage land and property in the course of their work: nuisance and negligence.
Nuisance – general principles A nuisance is an unreasonable interference with a person’s right to use or enjoy land in which they have an interest. It can take many forms, from emissions of smells, fumes, noise, to removal of support of land, and the escape of water or other substances, to name a few. Liability for a nuisance is ‘strict’. This means that the creator of the problem is liable for the effects it has on neighbours, without those neighbours having to prove that the nuisance was caused by any fault of the creator, provided that the damage was a predictable consequence of the work carried out. This is because the underlying principle in nuisance actions relates to risk allocation, ie, the party who creates the relevant risk (however unintentionally), and has control over the work being done, should bear the risk that his actions may affect adjoining land. It follows that if a contractor carries out earthworks which have the effect (sometimes many years later) of causing subsidence of neighbouring land, the contractor can be held liable for any damage caused, even if the earthworks were undertaken in accordance with the acceptable industry standards at the time. Further, the fact that the work was permitted for instance by resource consent, is not necessarily a defence to an action in nuisance. The court of appeal case of Brouwers v Street illustrates the application of the strict liability principle. The case concerned a landslip in Taranaki. The slip occurred mainly within a property owned by Street, but it also encroached upon the boundary of the adjoining property owned by Brouwers. The key issue was whether a drainage system that Street had installed caused the landslip, or whether it was caused by the forces of nature. The court confirmed that the focus was on the removal of support through non-natural means (the installation of the drainage system) and that such removal can be accidental, ie, not negligent. However, it held that Street had constructed the drainage system on his land and that he had thereby created the potential nuisance. This was because he had control over the drainage system and as a failure of a component of the drainage system was the cause of the damage to the land owned by the Brouwers, proof of fault was unnecessary.
Negligence A negligence action can also follow from similar or the same
circumstances as a claim in nuisance. The difference is that while a nuisance claim focuses on the right of the affected land owner, a negligence claim focuses on the behaviour of the party said to be responsible. In a negligence claim, it must be proven that the company or individual blamed was at fault, for example by failing to follow the accepted industry standards or failing to take reasonable care when carrying out their work and, that had the standards been followed the damage complained of would have been avoided. While the contractual terms can assist in determining liability, the terms do not necessarily serve to protect a contractor for a claim in negligence, particularly if the claim is brought by a third party not involved in the contract. In the case of T&T Drainage Ltd v Rennell , T&T had a contract on a charge up basis with the owners of a rural property it was developing as an equestrian centre. T&T agreed to undertake various works, including building an arena and stables and associated drainage and earthworks. However, T&T left the site after its invoices went unpaid and without completing the work it was engaged to carry out. During the course of its ground work it had brought large quantities of metal, rocks and stones on to the land which had spilled on to the owners’ paddocks, rendering them unsuitable for the keeping and training of horses. Among other things, the owners subsequently claimed against T&T for the cost of remedying damage caused by the stones and other materials to the property rendering it unsuitable for horses. T&T argued that the spillage was a natural consequence of the work it carried out, and that a degree of spillage was both unavoidable and to be expected, given the volume of metal transported across the property. It also argued it was entitled under its contract with the owners to charge them for the cost of its removal. However, the high court had no problem in implying into the contract that T&T was under an obligation to reinstate the property so as to bring it back to a condition similar to what it was when the works began. The court further held that T&T was liable to the owners on the basis that it had been negligent and should have exercised greater care when carrying out the work
Caution required Against the above, when taking on projects which may involve or affect the land or property of others, contractors should be mindful of the need to: identify who might be affected by the work and the associated risks of that work; establish what the usual industry practices are for that type of work; and ensure that appropriate steps are taken to avoid risk or harm. Upfront proper care and consideration to the measures required for any particular project, particularly one that may extend beyond the scope or nature of work typically undertaken by the contractor, may not eliminate risk altogether, but will go a long way to minimising the potential for harm and the liability that may follow. MARCH 2016 59
CONTRACTOR CLASSIC MACHINES
C
The Terex 72-81 Terex’s behemoth LA
M
A
SSIC
C H I N E S
Factory image of a 1975 Terex 72-81 with ‘soft’ cab, nine cubic yard spade nose rock bucket with teeth, and riding on 33.25x35 L4 tyres. This was the largest wheel loader that Terex ever manufactured. PHOTO: AUTHOR’S COLLECTION
Following on from the success of its smaller 72 series wheel loaders, Terex decided to take on the big boys with the 72-81. BY RICHARD CAMPBELL.
60 www.contractormag.co.nz
EUCLID HAD BEGUN preparatory designs on a
big wheel loader as far back as 1965. Several experimental machines were built between 1966 and 1967 powered by the naturally aspirated GM 8V-71 and the turbocharged GM 8V-71T but during testing didn’t quite meet up to the expectations of the designers as the machines were either too slow or lacked sufficient power for operating functions. A revision to one of the later designs introduced the turbocharged GM 12V-71 engine into the mix and Euclid suddenly had itself a performer. A small batch of trial machines was constructed to be field tested in various customer applications and GM’s Milford proving ground. These were known by the factory as the Euclid model L-X. Following successful trials, Euclid intended to put the new wheel loader into full production as the model 72-80, but following GM’s
renaming of the Euclid earthmoving division to Terex in 1968, the decision was made to keep the designation all in the “1” family and the 7280 became the 72-81. It was intended for opencast mining, bulk stockpiling and large earthmoving projects. The new 72-81 wheel loader was officially introduced to the public in February 1969. It was faced with some stiff opposition from competitors in the form of the Caterpillar 992, International-Hough H400 and ClarkMichigan 475. Weighing in at around 52 tons, the 72-81 boasted a 438 flywheel horsepower GM12V-71T engine mated to an Allison CRT6033 3-speed transmission and could be outfitted with either a nine or 10 cubic yard bucket. During 1975, the machine was modified somewhat receiving the newer Allison CRT7033 3-speed transmission and also having the engine derated to 434 flywheel horsepower. It had been intended to upgrade the machine to a 72-81B series, like its slightly smaller sibling,
1
2
3
the 72-71, however this never occurred either due to lack of funds or a decreasing market share. The machine remained in production until 1982 when it was replaced by the totally redesigned but smaller Terex Model 90C. Manufactured only in Terex/GM’s Hudson, Ohio plant, the 72-81 was exported worldwide with total production amounting to approximately 450 units. The 72-81 remains the largest loader ever manufactured by Euclid/Terex.
The 72-81 described Of conventional articulated design, the Terex 72-81 was powered by a General Motors, Detroit Diesel 12V-71T rated at 434 flywheel horsepower. This was connected to an Allison CRT7033 3-speed full powershift transmission and gave the 72-81 a top speed of 24 kilometres per hour for load and carry operations. Terex GM manufactured the entire drivetrain
– engine, transmission, dropbox, planetaries, differentials and drivelines. A no-spin element was standard equipment in the rear differential. Shoe brakes were employed on all four wheels and these were fully air operated. Although quite a few optional sizes were available, the standard tyre fitted was usually the 33.25 x 35 L4. Capable of 40 degree turns to either side of centre, the steering was fully hydraulic and featured an emergency pump should the main pump fail. Steering was servo assisted to reduce operator effort. The steering cylinders themselves were mounted low on the frame making them easily accessible for servicing. At the business end of the machine was either a nine cubic yard rock bucket, or 10 cubic yard rehandling bucket. Teeth could be installed as the owner saw fit. An automatic bucket positioner was fitted as standard.
1. New Zealand’s Baker Construction owned two Terex 72-81s. This is the first to go into service and is seen depositing a load of Waitaki Basin gravel into a Ministry of Works Caterpillar 769B rear dump. Note the chrome exhaust stack, a class touch! PHOTO: AUTHOR’S COLLECTION
2. Another shot of the 72-81, this time loading one of the company’s International PayHaulers. This photo serves to give a good impression of the size of this machine and also the tilt cylinders and linkage mounted on the outside of the loader lift arms. PHOTO: AUTHOR’S COLLECTION Overall view of operations at Twizel. In the photo are International PayHaulers, Caterpillar 769s, an International 560 PayLoader, Caterpillar D9G with Kelly ripper and of course, a Terex 72-81. PHOTO: AUTHOR’S COLLECTION
MARCH 2016 61
CONTRACTOR CLASSIC MACHINES
1. A 72-81 loads another Terex product, a model 33-07 rear dump on a major highway job in Missouri, USA. As can be seen, the loader has ample dump clearance for this 50-ton truck. The machine is on L5 tyres. PHOTO: AUTHOR’S COLLECTION
1
2
2. Living out its twilight years in a sand and gravel plant in Illinois, this Terex 72-81 is still in excellent condition considering the type was last manufactured in 1982. This girl is at least 34 years old and still earning her keep. A real credit to the owner and operator. PHOTO: INTERNET 3. Still in use as a backup unit for when other machines are being serviced, this 72-81 resides in Pennsylvania coal country and is used to load out trucks and stockpile. It has the ‘soft’ cab and a 10 cubic yard rehandling bucket with teeth. Judging by the rust in the bucket it has been idle for some time. PHOTO: INTERNET 4. The only model available of Terex’s 72-81 is this 1:120th offering from Tomica. As you can see it lacks some of the presence of the original and there are size discrepancies here and there, but it is cute! The model was intended for model railroad users to add to their layouts in a diorama setting. PHOTO: INTERNET
62 www.contractormag.co.nz
Unusually for a large wheel loader, the 72-81 had its tilt cylinders mounted outside of the loader arms (most manufacturers mounting them in between the loader arms). Loader linkage was a modified Z-bar type with two crowd rods for a bit of extra leverage. The machine’s frame was a very sturdy structure and amply protected all the working components. A 3-section counterweight (which could be added to if necessary) was standard as was a particularly heavy duty cast steel radiator guard which also contributed to the counterweighting. The operator was provided with quite a large cab which gave ample visibility in all directions. This incidentally was the same cab fitted to the slightly smaller model 72-71 wheel loader. Although not ROPS certified, a full ROPS cab was an optional extra along with heaters, demisters and an air conditioning package. All the instruments and warning lights were set in a wide imitation wood grain dash panel directly in front of the operator. Seat was a Milsco air suspension with a Bostrom full air ride offered as an option. On the floor was the throttle pedal, main air brake pedal and the transmission disconnect pedal, which allowed full power to the
3
hydraulics when loading from the pile. Operating levers for the lift and bucket functions were set in a small console to the operator’s right and were air assisted.
Options Along with the ROPS cab, aircon and heater/ demister mentioned earlier, you could also outfit your 72-81 with a reverse alarm, water ejector system for the air brakes, a tachometer, seat belt, tyres up to 33.25 x 35 L5, Kysor engine shutdown system and a cab ‘Soundpac’, which, seeing the 72-81 had a “buzzin’ dozen” in the engine compartment, was probably a highly useful accessory! In 1982, the last year of 72-81 production, a new Terex 72-81 with ROPS cab, nine cubic yard rock bucket and standard tyres would set you back US$425,370!
The New Zealand connection New Zealand Terex distributor Clyde Engineering imported two Terex 72-81 wheel loaders in the early 1970s. Both of these were sold to Baker Construction of Cambridge which employed them extensively on the Twizel and Clutha hydro projects. It is not known if either survives. Perhaps one of our readers could enlighten me.
LOW PRICES HIGH QUALITY LIMITED TIME AT WAITOMO WE HAVE GREAT LOW PRICES ON PREMIUM QUALITY SINOPEC OIL AVAILABLE NOW.
4
For the model collector There is a model of the Terex 72-81 available. Unfortunately it is very small, 1:120 scale to be exact, and is manufactured by Tomica of Japan and intended for railroad layouts. There are regrettably no models of the Terex 72-81 available in any other scale which is a pity as the machine represents the pinnacle of what Terex was able to achieve at the time. The small Tomica model is readily available from eBay for under US$30 and is rather cute if nothing else. Models of Euclid/Terex machines of the 1950s to 1980s in general are very rare considering the amount of real product that Euclid/Terex sold throughout the world. It is to be hoped that some enterprising manufacturer will fill this void in the near future.
B R I E F S P EC I F I CAT I O N S Terex 72-81
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Engine:
M 12V-71T V12 diesel rated at 434 G flywheel horsepower at 2100 rpm
Transmission:
Allison CRT7033 3-speed full powershift
Top speed:
24 km/h
Std tyres:
33.25x35, 26-ply, L4
Brakes:
Air operated shoe type on all four wheels
Steering:
ydraulic pivot steer with emergency H backup; 40° to either side of centre
Turn circle:
7.61m
Axle osc:
±14°
Std bucket:
9 cubic yard rock
Carry angle:
44°
0800 922 123 WAITOMOGROUP.CO.NZ
Breakout:
27.12 tons
Length:
10.7m
Width:
3.88m
Height: 4.20m Op weight:
52.11 tons
KingSt13488_CONT_A
Static tip load: 34.3 tons
MARCH 2016 63
CONTRACTOR MOTORING
Toyota gets in on
the ‘ute with a boot’ game You wait many years for an updated rugged ladder-frame chassis SUV to come along, and then three arrive at once. By CAMERON OFFICER THE FORMULA WAS once relatively common; an SUV (generally with seven-seat
Toyota Fortuner Limited Engine: 2 .8-litre four cylinder turbo diesel Transmission: 6-speed automatic Power: 130kW Torque: 450Nm 0-100km/h: NA Max speed: NA Fuel Economy: 8.6L/100km C02 Emissions: 228g/km Price: $78,990
64 www.contractormag.co.nz
capability) built on the underpinnings of a ute. Think Mitsubishi Challenger. Think Toyota Surf. Think Nissan Pathfinder. The Holden Colorado7 arrived a couple of years ago, followed by the Isuzu MU-X soon after (based on the Colorado and D-Max utes respectively). But that was it for a long while. Now Toyota’s Hilux-based Fortuner is the third of three such offerings to arrive on sale in New Zealand in almost as many months. Ford’s Ranger-based Everest arrived just before Christmas. Mitsubishi’s Challenger-replacement is actually based around the Triton and has the slightlyconfusing nameplate Pajero Sport (the full-blown Pajero is no longer being manufactured by Mitsubishi Motors Corporation). That debuted here last month. And now we have the Toyota Fortuner. Once you get over the fact they missed a trick by not calling it the Toyota Surf (well, if you’re a curmudgeonly traditionalist like me), there is actually a lot to like here. Essentially the Fortuner represents the opportunity to own a rugged SUV without having to stretch to a top-shelf Land Cruiser. There are three grades of Fortuner available – GX, GXL and Limited – and the Limited I sampled (ie. the one with everything) retails at $78,990. If you wanted a similarly-specified Land Cruiser Prado, you’re looking at a sticker price starting with a nine. And if you want the full guts-and-glory Land Cruiser VX220 experience, you will need to spend at least $121,990. Although derived from the Hilux, outside only the bonnet and front doors are carried over to the Fortuner. It’s actually quite distinctive-looking when lined up alongside the ute. But it’s inside and underneath where the Hilux-grade
equipment lies. And remember that the Hilux has just had its biggest generational update in a decade, so in terms of hardware the Fortuner is very well kitted-out. Toyota’s newest SUV gives you seven-seats, updated levels of comfort and spec inside and features both the same 2.8-litre turbo-diesel engine and proven 4WD oily bits that you’ll find in the bigger Land Cruisers. The base-level GX arrives with either a six-speed manual or six-speed automatic gearbox, while the other two grades are auto-only (with paddleshifters). You can switch between three drives modes – ECO, NORMAL and POWER – which alter inputs such as acceleration response, rev limit and steering sensitivity, and as you’d expect the Fortuner’s 4WD system is easy to shift through on the move; high range 2WD and 4WD for alternating seal and gravel, or low range 4WD for when you need the vehicle to get you somewhere much more remote. Outside there is plenty of underbody protection for the rough stuff, as well as a high ride-height to make the most of the 4WD system’s rock-hopping abilities (just watch out for those 18” alloys on the Limited grade though). Inside there is all manner of modern day comfort and safety gadgetry to use; a 7” touch screen display audio system with voice recognition and steering wheel controls, Satellite Navigation and SUNA traffic control (which helps choose alternative route info when encountering particularly bad congestion) to name a few highlights. The Fortuner Limited also features an active safety package which consists of a reversing camera with backing monitor and rear clearance sensors, vehicle stability control, hill-start assist and downhill assist control, seven air bags and plenty more besides. Toyota New Zealand has stated they expect to sell between 600 and 700 Fortuners this year, so they’re definitely betting on this latest 4WD range addition (if you count the all-wheel drive RAV4, Toyota now fields a whopping seven different models of 4x4 SUV) to find favour with Kiwi buyers. The Hilux as a donor base is as good as any a place to start with a new vehicle. But of course, with so much competition in the ring all-of-a-sudden, it will be interesting to see how that prediction plays out in the months ahead.
Ranger RULED in 2015 The Ford Ranger came out on top in 2015, proving itself the bestselling vehicle in New Zealand. Note that I didn’t write “best selling ute”. It was that too, but it was also the best-selling vehicle overall. Given the Toyota Corolla’s traditional dominance in the volume market – thanks generally to its default ‘go to’ position as the rental car company mid-size vehicle de jour – this is quite an achievement by Ford. The Ranger increased the gap to its nearest competitor – the Toyota Hilux – by over 1000 units in 2015. You might remember that the Ranger ended arch-rival Hilux’s 32 year reign as the country’s number one ute in 2014, resulting in large helpings of humble pie served in the Toyota New Zealand staff cafeteria. Of course, the Hilux that the Ranger beat to number one was years old; something even a reasonably thorough face-lift exercise Toyota undertook with the model in 2013 couldn’t disguise when compared with the tough, luxuriously-appointed and nicely tuned Ranger offering. Now Toyota has an all-new Hilux in the market though (something I’ll take a closer look at here in the near-future). So it will be interesting to see how the sales game plays out during 2016. The Ranger remains a premium product (for a ute), but you can’t discount Toyota’s ever-loyal Hilux brigade, especially now there is a shiny new version up for the buying. Either way, the Ranger’s ascendency to the top of the new car pile is an apt reflection of the way ute usage has evolved in New Zealand in recent years. No longer just for weekday workouts, the ute has morphed into a capable family vehicle; as depended on to tow the boat at the weekend as it is to lug equipment and staff at other times. Just ask Mazda New Zealand; their very good Mazda BT-50 – my personal pick for the best overall ute on the roads at present – has been hamstrung since it launched late last year by a very modern problem; the distributor simply didn’t order enough automatics. It’s an issue, says Mazda’s managing director Andrew Clearwater, which will be solved this year however. Suffice to say though, far from big Aussie sedans or all-wheel drive station wagons, it would appear New Zealand’s favourite geteverything-done option has now become a double-cab ute. Oh, and for the record, the Ranger outsold the Toyota Corolla by nearly 300 units. Although I suspect you won’t be able to rent one of the former through Hertz or Avis anytime soon.
MARCH 2016 65
CCNZ thanks and appreciates the support of our Major Associate members
Principal Business Partner
Core Associates
Major Associates
EROAD
Civil Contractors New Zealand
l
Phone 0800 692 376
l
www.nzcontractors.co.nz
INNOVATIONS CONTRACTOR
Better big wipes A new advanced formula from Big Wipes is said to strip paint, tar and even glue from hands, tools and work surfaces with even more efficiency. “The new formula has four cleaners and four conditioners that work better than ever, while still remaining gentle on skin,” says Tim Paterson, sales manager for Big Wipes importer and distributor Griffiths Equipment. “With tighter health and safety regulations on the way, the importance of having clean hands, tools and equipment in the workplace is paramount and Big Wipes is ideal to have at work or in a work vehicle from a compliance viewpoint.” New Big Wipes 4x4 comes with four skin conditioners – aloe vera, glycerine, lanolin and vitamin E. The cleaning formula is said to be fully biodegradable and complies with all the latest EU Cosmetics Standards and is dermatologically tested, with zero levels of skin irritation recorded. “Big Wipes is approved for use by people who suffer with dermatitis and has been tested to show 99 percent effectiveness against MRSA, C. Dif, E-Coli 157, Weil’s [from rats], salmonella, staphylococcus and listeria,” says the company. Industrial-strength Big Wipes are made from a textured, dual-sided fabric. On one side is a Scrub Face to help remove grime faster. This is created by putting the fabric through a second production process to bond heavy-duty fibres to create a super-tough cloth that loosens even the most stubborn products and assists with the removal of drying paints, heavy-duty adhesives and PU foam, which can be the most difficult to shift. On the flip side of the cloth is a Smooth Face, designed to soak up the muck. It, too, has been subjected to a special treatment process that improves the absorption powers of the fabric, ensuring a super clean finish and better care of sensitive skin. The new wipes come in a new design container that holds 80 individual wipes retrieved through a pop-top lid. More info: www.griffithsequipment.co.nz
Projecta battery charger for all types The variety of different battery types these days includes Deep Cycle, AGM, Gel, Calcium, Marine, Stop/Start and Starting, which may require different battery chargers. Projecta has developed one battery charger to serve them all, releasing it in the new year. The new Projecta HDBM4000, eight-stage 6/12/24V 3-40A Workshop Battery Charger caters to all vehicle, equipment and marine battery types in a single unit. Unlike many conventional 40A workshop chargers, the Projecta unit is light and compact while still featuring a tough housing. Once connected to the battery it automatically sets an ideal charge rate (3-40A) which can be manually adjusted. With multi-chemistry battery selection, including a cold temperature mode, the advanced eight-stage charging programme can help rejuvenate sulphated batteries and remove acid stratification from calcium batteries, ensuring a full charge and optimum battery condition. In addition to charging functions, it will also analyse overall battery condition, testing charge level and starting capacity, while also checking for alternator faults. The HDBM4000 also features an engine start mode for batteries that have gone flat, which delivers a short and powerful charge that can have a vehicle ready to start in five minutes, while a ‘showroom mode’ allows the unit to operate silently if charging at night or in a quiet environment.
Stormwater360 distributor Humes has become an agent for Stormwater360 products. Humes is a specialist in the manufacturer and supplier of concrete pipe and water infrastructure products and Stormwater360 supplies stormwater treatment technology, products and services. Humes says it can supply all the pipe, fittings and accessories required and, now with Stormwater360, provide a one-stop-shop for a wide range of stormwater treatment products. Stormwater360 invests in R&D to bring to market new environmentally-sustainable and efficient stormwater treatment solutions such as its Filterra biofiltration system. Humes says Auckland Council and many other local councils specify Stormwater360 stormwater treatment devices.
MARCH 2016 67
CONTRACTOR CIVIL CONTRACTORS NEW ZEALAND
CCNZ – updates Welcome to new members The follow members have recently joined CCNZ • Advanced Siteworks, Wellington/Wairarapa Branch • North Drill, Northland Branch • Services South East, Auckland Branch • Seger Roading, Bay of Plenty Branch
CCNZ - Kensington Swan roadshows selling out! Over 500 people have registered for our roadshows being held in 15 different locations around the country, and which started late mont and are on until early March. These workshops provide critical updates on the recent Construction Contracts Act amendments and Health and Safety at Work Act which comes into effect from April 4 this year. CCNZ Core Associate, Kensington Swan, has specialist advisors at each roadshow, plus there is a CCNZ representation.
CCNZ advocacy work The association has been working on submissions or comments on the following issues; • Vehicle Dimensions and Mass Regulations Review, • Draft regulations for work involving hazardous substances, • Health & Safety at Work Regulations and guidance, • Construction Contracts Act Regulations.
Submission on making tax simpler The less time small and medium sized businesses spend on compliance the more time they can spend on running their business. Government is considering submissions for making tax simpler using digital filing. CCNZ support the submission made by Business NZ which generally supported the use of digital filing but with the overall view that the issues outlined in the discussion document cover off the main concerns associated with the provision of better digital services. This was tempered by a series of recommendations for IRD to consider. A copy can be provided by contacting Malcolm Abernethy at Civil Contractors NZ national office.
H&S @ Work Act juggernaut Health and safety update – the juggernaut of health and safety regulations and guidance materials is being developed at a frenetic
pace. By the time you read this magazine the regulations should have been presented to Parliament (they were due February 18). In addition the special focus groups brought together to develop guidance materials are in the last versions of the documents. They will all generally be living documents that will allow some minor changes and the Health and Safety at Work Act beds itself down. One such document that will be published before the end of March is the Special Guide to the Health and Safety at Work Act which is a plain English Guide to the Act. Civil Contractors NZ has also been involved in discussions with Work Safe on Worker Health as it applies to the mining, tunnelling and quarry part of our industry. The best practice guide will require preemployment health testing including lung function and then periodic testing. Included in this is the drug testing requirements. It is our view that once this work has been developed and adopted by the mining, tunnelling and quarry sector of the industry the requirements will spread to broader construction activities and on to other industries
ConstructSafe launch date Set After considerable work, the construction industry under the umbrella of the Construction Safety Council (CSC), will take a major step forward on 4 April when we launch “ConstructSafe” a competency framework and assessment tool that will; • Clearly identify the level of H&S competency required to enter a site, • Inform trainers so they can design courses to meet the industry competency needs (“ConstructSafe” does not train people), • Establish a simple, efficient, accessible, quick and cost effective assessment tool to measure a person’s competency, • An reduce the site induction times and complexity. It is important to note that ConstructSafe does not provide training, it simply sets an expected competency level and provides a tool to measure people against that. If people do not reach the required competency level then they a likely to require more training. CCNZ is represented on the CSC by CEO Peter Silcock. Our primary aims are – first to get the ConstructSafe competency framework established and widely accepted across client groups and second to work with other construction industry groups, WorkSafe and ACC to develop an effective construction industry injury prevention plan. We are well on the way to achieving our first objective with wide industry support and the successful road testing of ConstructSafe. Further information on ConstructSafe will be available leading up to and following the launch in April.
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68 www.contractormag.co.nz
Ditchwitch 25 EROAD 13 Glenbrook Machinery 9 Heaney & Partners 41 Hirepool 11 Holcim NZ 57 Humes Pipeline Systems 53 Hynds Pipe Systems 43 Komatsu NZ IBC
Mimico 45 Porter Equipment 2 Prime Pump 29 Ryco Hydraulics 9 Taylor Built 31 Transdiesel 5 Waitomo Petroleum 63 Worksafe NZ 32 Youngman Richardson 7
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190915_Hitachi_Stock_ Available_V2
MODEL
WEIGHT (kg)
BUCKET* (m3)
DIG DEPTH (mm)
BREAKOUT (kgf)
POWER (kW@rpm)
FLOW (L/min)
ZX160LC-5 ZX180LC-5 ZX200-5/ZX200LC-5 ZX225USR-3/ZX225USRLC-3 ZX240-5/ZX240LC-5 ZX280-5/ZX280LC-5 ZX330-5/ZX330LC-5
16,800 18,500 19,800 / 20,400 22,300 / 22,700 23,400 / 24,000 27,400 / 28,400 31,500 / 32,100
0.6 0.7 0.7 0.7 0.9 1.1 1.4
5980 6120 6670 6670 6960 7220 7380
11,400 12,500 16,200 15,400 19,200 20,600 25,100
90.2@2200 90.2@2200 125@2100 122@2000 132@2150 132@2150 184@2000
2x191 2x191 2x212 2x212 2x223 2x236 2x279
For more information, including specifications and options visit www.cableprice.co.nz or contact your local CablePrice equipment sales specialist on 0800 555 456. *Terms and conditions apply.
0800 555 456 I sales@cableprice.co.nz I www.cableprice.co.nz