Highway Engineering Australia V47.4 Dec 2015

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V47.4

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ABN 85 007 693 138 PO Box 510, Broadford Victoria 3658 Australia Phone: 1300 EPCGROUP (1300 372 476) Fax: (03) 5784 2210 www.epcgroup.com Publisher and Managing Editor Anthony T Schmidt Phone: 1300 EPCGROUP (1300 372 476) Mobile: 0414 788 900 Email: ats@epcgroup.com Deputy Editor Rex Pannell Mobile: 0433 300 106 Email: rex@epcgroup.com National Advertising Sales Manager Yuri Mamistvalov Phone: 1300 EPCGROUP (1300 372 476) Mobile: 0419 339 865 Email: yuri@epcgroup.com Advertising Sales - SA Jodie Chester - G Advertising Mobile: 0439 749 993 Email: jodie@gadvertising.com.au Advertising Sales - WA Licia Salomone - OKeeffe Media Mobile: 0412 080 600 Email: licia@okm.com.au Graphic Design Annette Epifanidis Mobile: 0416 087 412

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ISSN 0046-7391

2

Editor’s Column

4

Special Features

18 Cover story

Dec 2015 Volume 47 Number 4

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22 Product Focus 24 Industry News 31 ITS Special Feature

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47 Asphalt in Focus 55 Major Projects 62 Road Safety

41

65 Asset Management 66 Bridges 70 Stormwater Report 72 Sponsored Content

66

About the Cover TCA is a national government body responsible for providing assurance in the use of telematics and related intelligent technologies. TCA works across different policy streams, surface transport modes, and government and industry sectors, and is leader in the provision of high quality, independent Advice, Accreditation and Administration services to governments to support the current and emerging use of telematics and related intelligent technologies.

Turn to Page 18 for the full story.

EDITOR’S COLUMN

What can we do about

Repeat Offenders?

Dear Readers, It seems that a day doesn’t pass without yet another report of at least one driver being caught doing something ridiculous on our roads. And that’s only the ones that have been caught!

As an example, in recent weeks there have been numerous reports from around the country involving drivers being caught travelling more than 50km/h above the posted limit (in one case, more than 80km/h above the posted 110km/h limit); numerous instances of high-range drink driving; an unbelievably high number of people being caught driving under the influence of drugs (many while carrying children in the car!); and, most unfortunately, a seemingly never-ending number of tragic accidents and fatalities.

Add to this the numerous instances involving illegal street racing and general ‘hoon’ behaviour and we rapidly get an extremely unhealthy picture about the current ‘state of play’ in terms of driver behaviour.

With that in mind, I believe that we seriously need to ask ourselves, as a nation: “where are we going wrong?”

Do we need to change our approach to driver education? Do we need to change our approach to enforcement? Do we need tougher penalties, including mandatory jail terms? Do we need to change our approach to vehicle registration procedures? These are just some of the questions that need to be asked.

Please don’t misunderstand; I am not calling

2 Highway Engineering Australia | Dec 2015

for another national ‘public talkfest’. As popular as these seem to be, I don’t believe that they have been able to make significant headway in rectifying the problem.

Whilst some may be tempted to want to ‘find the deeper meaning’ behind these behaviours, the simple fact is that whatever the motivation, these drivers have a total and absolute disregard for society as a whole.

Another major problem is that a large majority of cases brought before the courts involve ‘repeat offenders’. Indeed, in many cases, the drivers involved could probably be best described as ‘serial repeat offenders’.

Unfortunately, more often than not, drivers such as these will continue to re-offend - regardless of their license status or the consequences.

Which raises another serious question: what can we, as a society, do with repeat offenders such as this?

Considering that most of these offenders have little regard for a license – a fact that is reflected in the high percentage of offences committed by drivers with suspended/ cancelled licenses – simplistic solutions such as ‘Life-Long Driving Bans’ will, in my opinion, have little or no effect. After all, we clearly don’t have the law enforcement resources to monitor these people 24/7 to ensure that they don’t get behind the wheel of a motor vehicle.

Furthermore, if someone with a ‘Life-Long’ ban does get behind the wheel, what will the punishment be? There can’t be any threat of losing their license. Sure, they can be jailed,

but when they get out, there is, at present, no technology or method that can prevent them from simply getting behind the wheel and doing it all again.

With that in mind, rather than supporting a punishment that I believe is clearly unenforceable and will only serve to make a mockery of our licensing system, I would like to suggest that after an initial custodial sentence, repeat offenders should be made to serve extended community work orders in our serious road trauma rehabilitation and extended care centres, while still serving after hours home or periodic detention.

That isn’t to suggest that these facilities be used as a ‘dumping ground’ for serious criminals. I am merely suggesting that perhaps the shock and trauma involved with having to deal with the consequences of serious road trauma on a daily basis for an extended period may be just the thing to cure them of their wish to treat the nation’s roads as their own personal racetrack or ‘extreme sports ground’.

What’s more, it may also provide some much needed assistance in our understaffed and overworked road trauma rehabilitation facilities.

Anthony T Schmidt Managing Editor

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SPECIAL FEATURE

Road funding on the rise over next few years

T

he outlook for road construction in Australia is positive over the next three to four years, according to BIS Shrapnel, a leading provider of industry research and forecasting.

Adrian Hart – Manager of BIS Shrapnel’s Infrastructure and Mining Division – told Highway Engineering Australia that the Federal Government was budgeting for a substantial increase in road funding over the three to four year period.

“We’ll start to see a pick-up in activity coming through and, later, state government funding will also recover.”

Mr Hart said in 2014-15, road construction amounted to about $15 billion in work completed.

“That figure was about twice as high as in the mid-1990s, but lower than the spending experienced over the past five or six years.

“The reason for the downturn is that since the global financial crisis hit, governments have been trying to control their expenditures and we’re now seeing the impact – reduced levels of major construction coming through the pipeline.”

4 Highway Engineering Australia | Dec 2015

Mr Hart said the aggregate of state government spending reduced quite significantly because the states had trouble balancing their budgets.

“We’ve also seen a pull back, but not as large, from the Federal Government in terms of its aggregate spending.

“The good news, however, is that the Federal Government is budgeting for a substantial increase in road funding over the next three to four years, so we will start to see a pick-up in activity coming through.

“It’s really appreciated by the states when the Federal Government is ‘pressing go’.”

Mr Hart said from a state standpoint, New South Wales was committed to a substantial phase of road construction through capital recycling programs, as well as from booming levels of revenue from stamp duty.

“New South Wales has also benefited considerably from the Federal Government’s Western Sydney Infrastructure package which is delivering a lot of road construction projects to service the new Badgerys Creek Airport.

“The reason for the downturn is that since the global financial crisis hit, governments have been trying to control their expenditures and we’re now seeing the impact – reduced levels of major construction coming through the pipeline.”

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SPECIAL FEATURE

“New South Wales is the leading state in the road construction cycle from here and we have a strong up-swing coming through nationally.

“From about $15 billion we spent in 201415, we expect total road construction to hit about $20 billion to $21 billion in real terms by about 2017-18 and into 2018-19.

“That’s quite a hefty rise; we’re looking at about a 25 per cent increase in real terms over the next few years.”

Mr Hart said the other states would experience an upturn in spending on road construction, but it would be more gradual.

“The resource states, in particular, are struggling from the downturn in resources investments and the level of revenue they are receiving because of the downturn.”

The private sector, according to Mr Hart, was responsible for a “solid base” of the road construction market in Australia and a large proportion of the sector’s involvement was housing related.

In 2014-15 about $4.5 billion in road construction was privately funded out of the approximately $15 billion in work completed by the public and private sectors.

Mr Hart said in the private sector, a lot of roads were being constructed by developers undertaking housing subdivisions, as well as access roads in mining regions and roads servicing privately owned airports.

“We estimate nearly $4 billion of the $4.5 billion in private sector road construction is related to subdivision activity. It’s a very significant housing related impact we’re seeing.

“And the subdivision projects tend to be scattered all around the country, particularly on the fringes of cities where housing stock is being developed.”

Mr Hart said traditionally, the other key area of private sector investment in road construction was toll roads – a sector which could produce an amazing burst of work in a short space of time.

He said, however, it had been a few years since the market had experienced large toll road projects.

“Toll road work typically averaged between $1.5 billion and $2 billion per annum between about 2005 and 2011, but in the last financial year, we expect there was only probably about $100 million to $150 million that went into private toll roads.

“But from here the outlook is very much stronger,” said Mr Hart. “We’re now ramping up work on North Connex in Sydney and, later on, we’re expecting to see a pick-up in toll projects in Victoria.

“We had the debacle of East West Link, but we believe in our numbers, that Transurban will likely develop the Western Distributor Project, which will drive strong levels of toll road construction work.”

Mr Hart said toll road construction was being influenced by the ongoing debate on overall road funding – on the most efficient way to finance transport infrastructure.

“After the last major round of toll road projects there was an aversion to the private sector to be involved in funding toll road construction.

“We had a number of those toll roads placed in receivership or administration, including the Lane Cove Tunnel and Sydney Cross City Tunnel, and the Brisbane Clem 7 and Airport Link.

“There was a substantial risk being placed on the private sector – it wasn’t able to recoup as much revenue as anticipated, and

“We often talk about multi-billion-dollar projects and how they’re going to improve productivity and economic performance, but really when you drill down, the best ‘bang-for-buck’ is likely to be maintenance. If we can conduct maintenance on a timely basis before the asset falls into serious disrepair and needs major capital works, we can be saving billions of dollars a year in our road funding.”

6 Highway Engineering Australia | Dec 2015

so what we’re seeing now is a gradual return by the sector into looking at projects on a case by case basis.

“In terms of overall road funding, we need better mechanisms. The recently completed competition review conducted by Professor Ian Harper confirmed we needed a better way of funding roads.

“Such a mechanism would be better than building piece-by-piece toll road infrastructure or relying on a fuel excise levy that doesn’t really raise very much.

“As we become more fuel efficient, the levy won’t keep pace with the demand for roads; we need to have a debate about road pricing and the way roads are funded into the future.”

Mr Hart said the road funding debate also focused attention on the issue of road maintenance spending.

“Road maintenance is one of the valuefor-money initiatives that can be undertaken in terms of funding for roads.

“We often talk about multi-billion-dollar projects and how they’re going to improve productivity and economic performance, but really when you drill down, the best ‘bangfor-buck’ is likely to be maintenance.

“If we can conduct maintenance on a timely basis before the asset falls into serious disrepair and needs major capital works, we can be saving billions of dollars a year in our road funding.

“At this stage, we think governments are making more of an effort to boost maintenance funding, but what we need to see are organisations like Infrastructure Australia and state-based infrastructure bodies assessing what the optimum level of maintenance spending is on our roads.”

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SPECIAL FEATURE

‘Significant barriers’ to Australia capturing infrastructure spend

A

survey undertaken to better understand the appetite for investment in Australian infrastructure has found that while 95 per cent of respondents are likely to invest in Australian opportunities in the near future, there are some significant barriers to entry.

The Australian Infrastructure Investment Report 2015 – prepared by Infrastructure Partnerships Australia (IPA) and Perpetual – found more than two thirds of investors (68 per cent) cited political risk as their greatest concern in the Australian market.

It cited the cancellation of Victoria’s East West Link project, the substantial policy diversion away from asset sales in Queensland after the state’s last election and the lease of key electricity assets by the Baird Government in New South Wales as factors which “clearly spooked many investors”.

The report is based on the findings of 22 respondents who collectively own or manage circa A$150 billion in infrastructure investments across the globe.

8 Highway Engineering Australia | Dec 2015

Respondents included sovereign wealth funds, pension funds, fund managers, developers, banks and insurance companies.

While almost all respondents are Australianbased, around half have their head office within Australia, and half have head offices elsewhere.

IPA Chief Executive, Brendan Lyon, said the study was the first of its kind in Australia and revealed there was a significant amount of money available to invest in Australian infrastructure; but more work was required to capture it.

“This is the most detailed analysis of infrastructure investors ever done and offers compelling insights for political and business leaders in this country,” Mr Lyon said.

“Our research shows a strong appetite for Australian infrastructure projects – with skilled investors wanting to write big cheques for Australian infrastructure. However, the report also shows we need to dial up the number of projects and dial down the political risk.”

IPA’s Executive Director, Jonathan Kennedy, told Highway Engineering Australia that Australia had a reputation as an attractive place to invest in infrastructure and the decision to scrap Melbourne’s East West Link project came as a surprise to many investors.

“Australian Governments have traditionally honoured contracts signed by their predecessors; it’s been a long-standing tradition. East West Link went against that tide and it certainly spooked investors.”

Mr Kennedy said the surprise and concern expressed by respondents should send a clear message to Australian Governments to honour contracts put in place.

“It’s in everyone’s interests – taxpayers, investors in infrastructure and users of infrastructure – to put an instance like East West Link behind them and re-establish the stable footing Australia has long had in regard to investments.”

The report concluded: “Participants drew a clear distinction between Political Risk – a variable policy and project priority landscape based on electoral cycles and other factors – and Sovereign Risk – where governments threaten to or actually, unilaterally abandon executed contracts without fair compensation.

“While the distinction is positive, with respondents less concerned about the more damaging threat of Sovereign Risk, it is clear that potential for either Sovereign Risk or Political Risk is harmful to Australia’s reputation as a world leading infrastructure investment destination.”

SPECIAL FEATURE

Andrew Cannane, General Manager of Corporate Client Services, Perpetual Corporate Trust – an independent financial services group operating in funds management, financial advisory and trustee services – said Australia’s strong track record and mature market made it an attractive destination for infrastructure investment.

“Our clients have remarked they would prefer to buy an Australian port servicing China than a Chinese port because of the transparency, maturity and stability of our market and proven ability to get money in and out,” Mr Cannane said.

Half of the survey’s respondents said they were ready to invest more than A$1 billion in any one project, with 36 per cent saying they were ready to invest more than A$2 billion.

“There is a significant weight of capital ready to be deployed into local infrastructure.

“Many foreign investors have set up local offices to compete for available assets.

However, we need to increase the visibility of future projects and the value they can provide, to increase investment in the Australian market,” Mr Cannane continued.

Nearly half (42 per cent) of the investors surveyed said they believed the Australian market was unlikely to provide sufficient opportunities in the near term.

“These insights suggest there is a netnegative sentiment among investors about the depth of the pipeline, with most thinking Australia will have too few infrastructure investments, for the scale of investment seeking exposure to Australian assets,” said

“It’s in everyone’s interests – taxpayers, investors in infrastructure and users of infrastructure – to put an instance like East West Link behind them and re-establish the stable footing Australia has long had in regard to investments.”

Jonathan Kennedy, IPA Executive Director

10 Highway Engineering Australia | Dec 2015

“This is the most detailed analysis of infrastructure investors ever done and offers compelling insights for political and business leaders in this country.”

Brendan Lyon, IPA Chief Executive

IPA’s Chief Executive, Brendan Lyon.

“This research confirms finance is not the problem. There is a wall of money wanting to invest in Australia, we just need to get the structures right,” he said.

The report contended, overall, that Australia had a wide array of key strengths and competitive advantages in the global infrastructure market place.

It identified economic stability, transparency and a deep and mature infrastructure market as essential elements of Australia’s attractiveness as an investment destination.

“The strong knowledge of public and private sector participants in the Australian market was cited as a particular strength, with 55 per cent of respondents saying the expertise and experience of market participants made Australia an attractive investment destination,” the report said.

“Indeed, 33 per cent of respondents said Australia was a clear global leader on the metric of market participants’ knowledge, with a further 50 per cent seeing Australia as one of the better markets globally.”

Australia’s economic stability was also identified as a feature attracting investment to the market, with 72 per cent of respondents seeing Australia as either above average or a clear global leader.

“With infrastructure being both an economic stimulator and a beneficiary of economic stability and growth, this is a finding that should serve to focus policy makers on the importance of preserving Australia’s appeal to investors.”

Transparency, the report said, was noted by the market as a standout feature of the Australian infrastructure space.

Over a third of respondents singled out transparency as a feature enhancing the attractiveness of the Australian market.

“Notwithstanding the strong showing for transparency as a feature of the Australian market, it did score noticeably lower than the characteristics noted above – indicating the requirement for continued attention from policy makers on maintaining and enhancing the openness and transparency of the Australian infrastructure market.”

The report showed that roads topped the list of infrastructure in which investors showed interest.

It found 73 per cent of respondents were considering investing in roads compared with 64 per cent in water infrastructure, 59 per cent in energy transmission and ports and marine, 55 per cent in social infrastructure, 50 per cent in airports and 45 per cent in bridges and tunnels.

On the question of key challenges to investing in Australian infrastructure, it found 68 per cent cited political risk, 45 per cent visibility of pipeline and cost of bidding, 32 per cent obtaining value and sovereign risk and 23 per cent competing with incumbents.

The full survey can be accessed via the IPA and Perpetual websites.

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SPECIAL FEATURE

Heightened focus on vehicle emissions

T

he Federal Government will take what Minister for Major Projects, Paul Fletcher, describes as a “whole of government approach” to addressing vehicle emissions.

A Ministerial Forum chaired by Minister Fletcher will examine vehicle emissions standards in Australia and vehicle testing arrangements.

The Ministerial Forum will be supported by a working group which will be asked to examine issues including implementation of Euro 6, fuel quality standards, fuel efficiency measures (CO2) for light vehicles, as well as emission testing arrangements.

The working group will report by 30 June 2016 to the Ministerial Forum on measures, including options for managing fuel quality standards, options for new measurement reporting standards for air pollutants under the National Clean Air Agreement and other measures.

“It is the Australian Government’s policy to harmonise our vehicle standards with international standards developed through the United Nations.”

It will also report by 31 March 2017 to the Forum on a draft implementation plan for new measures aligning with the government’s commitment to announce new initiatives to deliver Australia’s 2030 climate change targets.

Mr Fletcher said the forum would allow him and ministerial colleagues, Greg Hunt (Environment) and Josh Frydenberg

12 Highway Engineering Australia | Dec 2015

(Resources, Energy and Northern Australia) to consult broadly with industry, with the aim of reducing harmful vehicle emissions on Australia’s roads and in the nation’s cities.

“Presently we do not have the same levels of smog pollution in Australia that other countries face.

“Nevertheless, we must work hard to keep our air clean and reduce CO2 emissions that contribute to climate change by ensuring our new vehicles meet world’s best standards.

“Tough noxious emissions standards already ensure that air quality in Australian cities is good by international standards, but we are taking direct action on climate change through a range of initiatives,” Mr Fletcher said.

“It is the Australian Government’s policy to harmonise our vehicle standards with international standards developed through the United Nations.

“We have recently adopted the United Nations based Euro 5 noxious emissions standards for light and heavy vehicles and are now considering the adoption of Euro 6.

We are also working with other countries to improve the vehicle testing arrangements for noxious emissions,” Mr Fletcher said.

Energy Minister, Josh Frydenberg, said improving the efficiency of vehicles could assist with fuel bills.

“The government has set a goal of improving national energy productivity by 40 per cent by 2030. Improving the efficiency of vehicles is part of this goal, which can assist in lowering the household and business fuel bills of Australians.

“The government will consult broadly and work with stakeholders to ensure that Australians have access to more efficient vehicles” Mr Frydenberg said.

Environment Minister, Greg Hunt, said a series of programs and policies were already in place that targeted vehicle emissions; however, the government would continue its work on meeting the challenge of reducing them further.

“This includes consideration of the independent Review of the Fuel Quality Standards Act 2000 which will report to the government in the first half of 2016,” Mr Hunt said.

“The government is committed to reducing Australia’s greenhouse gas emissions so they are 26-28 per cent below 2005 levels by 2030.”

“The government will consult broadly and work with stakeholders to ensure that Australians have access to more efficient vehicles.”

Australia already has in place a mandatory consumer information program that mandates fuel efficiency labelling on new cars, as well as a voluntary program through the Green Vehicle Guide that aims to assist consumers to make informed purchasing decisions.

Mr Hunt said the government was also providing incentives for Australians to purchase more fuel efficient vehicles as part of a new $50 million program funded through the Clean Energy Finance Corporation.

He said the CEFC funding package was being provided through the Eclipx Group – one of Australia’s largest independent fleet leasing companies.

“It will provide Eclipx’s corporate, government and not-for-profit fleet buyers with access to favourable loan interest rates when choosing eligible low emissions passenger and light commercial vehicles.

“In order to be eligible for the CEFC finance, Eclipx customers must ensure the vehicles meet a CO2 emissions threshold that is 20 per cent below the most recently published Australian averages for new passenger and light commercial vehicles.”

“The government is committed to reducing Australia’s greenhouse gas emissions so they are 26-28 per cent below 2005 levels by 2030.”

Dec 2015 | Highway Engineering Australia 13

SPECIAL FEATURE

Traffic and congestion cost trends for Australia’s capital cities

14 Highway Engineering Australia | Dec 2015

T

he avoidable social cost of congestion in Australia’s capital cities for the 2015 financial year is $16.5 billion, according to a report by the Bureau of Infrastructure, Transport and Regional Economics (BITRE).

The report – released on 9 November – said the figure represented an increase of 30 per cent since 2010 and it estimated the cost would more than double to $37 billion by 2030.

The avoidable social costs of congestion occurred where the benefits to road users of some travel in congested conditions were less than the costs imposed on other road users and the wider community for the eight capitals, using an aggregate modelling approach.

Infrastructure Partnerships Australia said the BITRE findings underscored the case for real road pricing reform, while the toll road operator, Transurban, predicted Australia would face debilitating congestion impacting on the liveability of its cities without major reform of the transport funding model.

BITRE said the report updated the results of a previous Bureau study (BTRE 2007, Working paper 71) identifying long-term trends in urban traffic growth and estimating the impacts of the growth on road network congestion levels within capital cities.

It said the study presented order of magnitude estimates for the current (hypothetically avoidable) social costs of congestion, and described possible base case or “business-as-usual” (BAU), projections of the congestion costs for metropolitan road traffic trends.

The report said total passenger travel in Australian cities had grown almost ten-fold over the last 70 years, with private road vehicles currently accounting for 87 per cent of the aggregate urban passenger task.

Under currently expected patterns of metropolitan population growth, the report estimated an overall trend of relatively linear increases in aggregate urban traffic was likely over the next decade-and-a-half.

Total vehicle-kilometres travelled (VKT) were forecast to increase around two per cent per annum to 2030 which was roughly similar to the average historical trend experienced over the last three to four decades.

BITRE’s report said the $16.5 billion figure for 2015 was comprised of approximately $6 billion in private time costs, $8 billion in business time costs, $1.5 billion in extra vehicle operating costs and $1 billion in extra air pollution costs.

The Institute said that under scenarios of future urban road provision continuing at average historical levels, expected traffic

SPECIAL FEATURE

increases would typically lead to average delays on metropolitan road networks increasing at a fairly comparable rate to VKT; around two per cent per annum out to 2030.

The increases in traffic delays had BITRE base-case projections of the avoidable social costs of metropolitan congestion rising to around $30 billion by 2030; with the various baseline modelling scenarios giving aggregate 2030 results of between $27.7 and $37.3 billion, depending on chosen input assumptions.

The report said the upper value of the range for BAU congestion cost increases, reaching $37.3 billion across the capital cities by 2030, was composed of: • estimates for Sydney rising from current (2015) levels of about $6.1 billion to approximately $12.6 billion by 2030; • Melbourne values rising from around $4.6 billion (2015) to $10.2 billion (2030); • Brisbane rising from $2.3 to $5.9 billion (2015-2030); • Perth rising from $2 to $5.7 billion; • Adelaide rising from $1.1 to $2.3 billion;

• Canberra rising from $0.2 to $0.4 billion; • Hobart rising from $0.09 to $0.16 billion; and • Darwin rising from $0.03 to $0.07 billion.

Infrastructure Partnerships Australia said the costs contained in the report highlighted the need for effective road pricing reform.

“Everyone is in vigorous agreement about Australia’s transport problem, what we are missing is a process to fix it,” said IPA Chief Executive Brendan Lyon.

Mr Lyon said the magnitude of the impacts of congestion would depend on the projected level of growth in vehicle usage, but even with the lowest projections, the cost of congestion would continue to rise.

“Avoidable congestion is inefficient and wasteful, and impacts upon economic productivity.

“We hope that the release of the BITRE statistics, will signal to political leaders that we are up for a discussion about real reform and that a process to properly consider pricing reform will be actively supported by motorists.

Transurban CEO, Scott Charlton, said reforming the road funding model to a userpays system provided a sustainable solution to congestion and presented tangible benefits for governments, taxpayers and road users.

“A transport funding model that is built on a principle of those who benefit pay would allow us to plan ahead and encourage more efficient use of infrastructure while lessening the long-term investment burden.

“Developed to its full potential, a roaduser charging system could also target congestion on roads or include coordinated pricing with other modes of transport, such as public transport.”

Mr Charlton said various user-pays systems were being implemented or trialled across the world.

“Transurban has commenced this process in Australia with a Road Usage Study being conducted in Melbourne over the next year.

Through the study, Transurban will provide tangible data that will help progress options for a sustainable funding model.”

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SPECIAL FEATURE

Transport key element in Queensland infrastructure planning

I

ncreasing the capacity and resilience of south east Queensland’s transport system is the top priority listed under the Queensland Government’s draft State Infrastructure Plan.

The aims and objectives of the draft plan were released by Minister for Transport, Infrastructure, Local Government and Planning, Jackie Trad.

“To address congestion and accommodate future growth, investment in south east Queensland’s public transport network will be the government’s number one priority and this is reflected in the projects and initiatives submitted by the government to Infrastructure Australia’s priority infrastructure list,” Minister Trad said.

The draft plan outlined five priorities for future investment, including: • increasing the capacity and resilience of the region’s transport system; • a sustainable health care system, with service equivalence delivered through technology wherever possible; • dealing with disruption in the energy sector; • regional connectivity and freight market access; and • better preservation of public assets.

Minister Trad described the draft State Infrastructure Plan as a blueprint to manage future growth and deliver a long-term program of infrastructure projects and investment for the state.

She said it was a new way of planning for infrastructure that was fiscally responsible, long-term and encouraged private sector innovation.

“The State Infrastructure Plan takes a long-term view of infrastructure planning by identifying the key challenges facing Queensland over the coming decades and presenting opportunities across a range of sectors to address these challenges.

“The plan is also a blueprint to prioritise and deliver projects that foster economic growth and promote community wellbeing across the state.

“The draft State Infrastructure Plan outlines a credible program of projects and headline priorities for future investment and planning for Queensland.”

Ms Trad said unlike other infrastructure plans that have attempted to specify long-range, specific solutions, the draft State Infrastructure Plan highlighted ways to work with the existing capital across the forward estimates program.

“The plan outlines a new infrastructure planning cycle and investment framework.

“The draft plan takes a whole-of-life infrastructure perspective, recognising the importance of selecting the right solution to meet a service need, better use of existing infrastructure and financing, funding and delivery of projects.

“Unlike previous state infrastructure plans, this blueprint offers pointers to the private sector to invite them to help government solve the challenges of the future.”

“In response to feedback from consultation, the draft plan makes it clear how work aligns across levels of government and between infrastructure and land use.

“Importantly the draft plan provides confidence and certainty to business, industry, local government and the community, outlining a clear program of works and confirming the government’s investment program over the next four years.”

Ms Trad said the draft plan also outlined opportunities across the five-to-15-year horizon to address the state’s challenges, without locking in specific solutions.

“Unlike previous state infrastructure plans, this blueprint offers pointers to the private sector to invite them to help government solve the challenges of the future,” Ms Trad said.

“Rather than being prescriptive, the plan presents the challenges and identifies opportunities without dictating specific solutions; therefore encouraging innovation and consideration by the private sector, including through Market Led Proposals.”

The Minister said the release of a final State Infrastructure Plan in early 2016 demonstrated the government’s commitment to proper planning and collaboration.

“The government is looking at the big picture and balancing economic growth with the health and well-being of all Queenslanders.”

Ms Trad said the draft State Infrastructure Plan had a strong focus on meeting the needs of regional Queensland.

“The government had already supported business confidence with a $10.1 billion investment in a capital works program for 2015-2016 announced in this year’s State Budget.

“This includes $3.9 billion on roads and transport, $2.4 billion on energy and water and $1.3 billion on health and community infrastructure,” Ms Trad said.

Consultation on the draft State Infrastructure Plan was due to close on 4 December 2015 and a final plan was due to be released in early 2016.

Dec 2015 | Highway Engineering Australia 17

COVER STORY

PROVIDING THE FOR A STRONG FUTURE IN TELEMATICS AND ITS With the seemingly never-ending demand for new technologies to deliver safety, productivity and efficiency outcomes, it is now more important than ever to ensure they are developed and introduced in a cohesive, sustainable and well managed manner.

With that in mind, Transport Certification Australia (TCA), the national government body responsible for providing assurance in the use of telematics and related intelligent technologies, to support the current and emerging needs of Australian Governments, has recently undergone a major restructure.

Telematics and Intelligent Transport Systems (ITS) are an innovation to the growing need for governments to provide robust, sustainable and solution-based public purpose outcomes, ensuring operational and interoperability standards, statutory requirements and stakeholder expectations are met.

18 Highway Engineering Australia | Dec 2015

T

he past decade has seen a flurry of R&D activity, as well as the introduction of a wide array of new telematics technologies, both in Australia and internationally. This is undoubtedly a good thing in terms of growth for the ITS sector and will also deliver significant social, economic and environmental benefits across many industry sectors and for the wider community.

However it is clear that without the required operational and commercial frameworks and robust and ‘fit for purpose’ certification to appropriate standards, there would be a significant risk of unsuitable or unsustainable technology based solutions being introduced to what is often an ‘unsuspecting’ market.

While this is not an issue that is unique to the Telematics / ITS / Cooperative ITS (C-ITS) market, it is an issue of the utmost importance.

In short, when it comes to new telematics and ITS technologies - particularly those that offer a level of automation and/or intelligent control - it is easy to be ‘dazzled’ by the basic concept and functionality. This is not in itself a problem... particularly when the technology appears to deliver all that it claims in terms of capabilities and results when put to the test in a controlled and/or limited environment.

Where it can become a problem, however, is when the given technology is used in a ‘real world’ environment where it is required to integrate with existing technologies and operations.

And therein lies the primary challenge...

When it comes to Telematics and ITS technology, it’s not only about ensuring that all new solutions are ‘fit for purpose’ and reliable in the current operational environment - it also needs to be suitably ‘future-proofed’ to meet the needs of governments and industry in a rapidly developing world and highly fluid operational environment.

Together with issues such as communications protocols, bandwidth requirements and data integration, there

is the added challenge of ensuring that all aspects of the new hardware and/or software meets all statutory and, where applicable, evidentiary requirements. From data collection, collation, accuracy, storage and processing methodologies, through to security issues (both in terms of being ‘tamper-evident’ or ‘tamper-resistant’ (ie ‘hack-proof’) and performance in the field, Telematics and ITS technologies must be able to deliver accurate and reliable performance in what are often best described as ‘extremely harsh’ operating environments - with very little margin for error. Indeed, the closer we move towards goals such as vehicle connectivity and autonomy, especially for safety critical applications, the smaller this margin for error becomes; and the more important it is to ensure that the technology (software and hardware) is fit for purpose and certified as fully-compliant with all expectations, of which applicable standards are only one aspect.

CREATING THE RIGHT ENVIRONMENT FOR GROWTH AND INVESTMENT As with any industry sector and policy area, the first requirement for development in the telematics/ITS space was to create an operational environment that encourages investment and participation, rather than limiting opportunities. Not surprisingly, this challenge was one of the primary catalysts behind the development of the National Telematics Framework by Australian governments.

Recognised by the International Standards Organisation (ISO), the National Telematics Framework is premised on the concept of a core, nationally agreed environment which transcends traditional policy areas of government, industry sectors and endusers. The Framework also provides a critical intersection between public and private interests by: • Providing a central point of reference for the deployment of telematics and related intelligent technologies in Australia;

THE NATIONAL TELEMATICS FRAMEWORK The National Telematics Framework provides a nationally-agreed, sustainable environment to support the current and emerging telematics needs of government, industry sectors and end-users, and complements the Policy Framework for Intelligent Transport Systems in Australia, developed by the Standing Council on Transport and Infrastructure (SCOTI) - a Council consisting of Commonwealth, State, Territory and New Zealand Ministers with responsibility for transport and infrastructure issues, together with a representative from the Australian Local Government Association.

Widely regarded as ‘world’s best practice’, the Framework recognises the relationships between four interconnected elements essential to advance the use of telematics and related intelligent technologies.

What is the problem being solved?

What will be used to deliver the solution?

Policy

Technical

Operational

Commercial

How will the solution work?

How will it be made sustainable?

The National Telematics Framework principles include: • a multi-application, multi-provider operating model • performance-based functional and technical specifications • an independent, national certifier and auditor of telematics systems and services • a privacy by design approach • a deliberate separation between technology and policy • a framework of defined roles and responsibilities of participants and stakeholders

Dec 2015 | Highway Engineering Australia 19

COVER STORY

• Enabling the market to develop and deliver optimal technical, commercial and operational outcomes; • Ensuring public purpose outcomes are delivered through the use of telematics and related intelligent technologies by aligning policy and end-user intent.

Although TCA is responsible for the development and management of the National Telematics Framework, it is neither a policy maker nor lobbyist. It is there to provide a critical interface between governments, suppliers and end-users; administering telematics solutions in an operational environment - not controlling them. Indeed, TCA’s capability and expertise in this area has seen it become a prominent Australian leader in the provision of high quality, independent advice, accreditation and administration services to governments.

“Governments play the very important role of creating policies that allow for the operational and commercial environments required to encourage investment and allow the technology to develop,” TCA Chief Executive Officer, Chris Koniditsiotis said.

“As the custodian of the National Telematics Framework, TCA encourages cooperation between all stakeholders. We provide governments and other stakeholders with expertise and advise on what can work in the current operational environment, and how that might be affected by future developments.”

“This, in turn, can help governments and other stakeholders to avoid making decisions - no matter how well intentioned - that may hinder future development; not only as a result of technological limitations, but also due to overly prescriptive commercial/ contractual arrangements,” Mr Koniditsiotis added.

Importantly, the success of the approach is clearly evident with programs such as the IAP (Intelligent Access Program) the first land-based regulatory telematics program

in Australia that uses the Global Navigation Satellite System to monitor heavy vehicles’ road use, which has been operational since 2008. There are five commercial telematics service providers certified by TCA to provide IAP services.

These principles are now widely recognised as a world’s best practice approach to facilitate the sustainable use of telematics and related technology applications.

‘FUTURE PROOFING’ TECHNOLOGY It is impossible to totally ‘future-proof’ any current technology but it is possible to manage the lifecycles and end-of-life policies of systems and devices.

Of course TCA’s role is not to be technology specific, rather technology agnostic in both specifications and contractual arrangements. From our current vantage point, we can see how rapidly mobile communications technology has developed

CYBER SECURITY Another key factor in ‘future proofing’ technology, is to ensure that it can withstand increasingly complex cyber threats. From data tampering and data theft, through to local or remote systems hacking, ensuring that security protocols are robust enough to withstand any cyber attack is of critical importance - particularly when it comes to automation.

With that in mind, TCA focuses on the development of specifications and applications for ‘real world’ environments and encompass a range of aspects, including: • • • •

harmonizing security ensuring data anonymity requirements and met ensuring data is only utilised for its intended purpose managing issues relating to data transmission, storage and obsolescence

20 Highway Engineering Australia | Dec 2015

over the past decade - and how it continues to develop. One only has to consider the impact of possibly ‘locking in’ and specifying a communications protocol such as 2G (which was still a latest available technology in 2003, but is set to be totally phased out during 2016) would have had on a system such as the IAP. Rather for the IAP, the specification took a performance based approach to communications and security. When you consider that in the past ten years we have also seen CDMA, GPRS, 3G and satellite communications, you can only imagine the operational and contractual environment if TCA had proscribed rather than being performance based.

“It is vital that we let innovation drive outcomes and do not unwittingly prescribe requirements such as communication protocols that could end up stifling progress.

For example, whilst today 5.9GHz for C-ITS provides a solution, we need to ensure its specification and contractual arrangements

COVER STORY

“Whether it’s for freight and heavy vehicles; taxis, hire cars or ride sharing services; or multimodal solutions, our focus is on creating sustainable operating business models that are as ‘future proofed’ as possible for use in constantly evolving commercial and operational environments, underpinned and also challenged by technology disruption.”

CHRIS KONIDITSIOTIS, TCA CHIEF EXECUTIVE OFFICER are such that we do not hinder future options.

There is a similarity to 10 years ago when certain stakeholders pushed for detailed prescription to 2G which in late 2015 would be laughable,” Chris Koniditsiotis said.

“Whether it’s for freight and heavy vehicles; taxis, hire cars or ride sharing services; or multimodal solutions, our focus is on creating sustainable operating business models that are as ‘future proofed’ as possible for use in constantly evolving commercial and operational environments, underpinned and also challenged by technology disruption.”

“To achieve that, we need to make sure that we develop specifications and supporting contracts, guidelines and processes that are balanced and technology agnostic where appropriate. These must ensure that all of the required operational controls, compatibility and interoperability requirements are met, without being so prescriptive that they limit opportunities to take advantage of emerging technologies such as new communications protocols.”

“It’s also important to ensure that contracts are structured in a balanced manner which encourages investment by stakeholders into emerging technologies.”

“After all, encouraging ongoing investment and development is a critical factor in ensuring that Australia remains at the forefront of telematics and ITS technology, and world’s best practice operations,” Mr Koniditsiotis added.

EXPANDING CAPACITY TO MEET INCREASING DEMAND Not surprisingly, the rapid increase in demand for new telematics and ITS solutions, coupled with the exponential growth in the number of new technologies being developed and trialled, has resulted in a significant increase in demand for TCA’s services and expertise. To meet this demand, TCA has expanded its Technical Services Division and restructured it into two new divisions: Operations and Implementation.

Operations Division: Operations is responsible for administering TCA’s established and ongoing programs and services. This includes the IAP, On-Board Mass (OBM) monitoring, telematics IVU typeapproval, Intelligent Speed Compliance, and other Certified Telematics Services.

The Operations Division also works with stakeholders to fine tune programs and assist with ongoing improvements and updates, providing end-to-end management and a valuable interface between State jurisdictions, service providers and operators.

Implementation Division: As the name implies, TCA’s Implementation Division oversees the introduction and implementation of telematics, ITS and C-ITS technologies and initiatives into the ‘realworld’ operational environment. Together with its work on the application of standards to a range of new technologies, the Division is currently working on the implementation planning of the next stage of OBM monitoring, and working with the National Heavy Vehicle Regulator (NHVR) on the implementation of Electronic Work Diaries (EWDs) along with other regulators who rely on telematics.

Speaking about the restructure and expansion, TCA Chief Executive Officer, Chris Koniditsiotis, said that it was a critical factor in providing TCA with the resources required to ensure that the use of new technologies aligns with, and delivers against policy intent.

“In such a fast-moving and highly fluid business environment, it is critical that we focus on implementing technologies that will grow and adapt as new complementary technologies are developed,” Mr Koniditsiotis said.

“This restructure will enable us to respond more effectively with the massive growth that we’re seeing in telematics, ITS and C-ITS,” he added.

For further information, please visit: www.tca.gov.au

Dec 2015 | Highway Engineering Australia 21

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For further information on the ImpactProtect impact attenuator system, contact LB Australia Pty Ltd, Ph: (02) 9631 8833 or Email: roadsafety@lbaustralia.com.au 22 Highway Engineering Australia | Dec 2015 EPC0012 LBA ImpactProtect Article Page.indd 1

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INDUSTRY NEWS

Intergovernmental strategies vital to maintain local road infrastructure An estimated $47 billion of road and community infrastructure managed by local government throughout Australia is in need of significant renewal, according to a major report released by the Australian Local Government Association.

The association (ALGA) launched the 2015 National State of the Assets: Roads and Community Infrastructure Report at the National Local Roads and Transport Congress in Ballarat from 17-19 November.

The report summarises the condition of local roads, bridges and, for the first time in 2015, community infrastructure.

It also found that 11 per cent of sealed roads, 19 per cent of unsealed roads and 22 per cent of timber bridges are physically unsound or in need of significant rehabilitation.

The report summarises the outcomes of data provided by 396 councils across Australia on roads and bridges, with 230 councils also providing data on all infrastructure, including buildings, drainage, parks, airports, water and wastewater infrastructure.

The document recommends targeted intergovernmental strategies addressing the state of council-managed roads and community infrastructure through renewal, upgrade and disposal to enable a competitive and fair Australia into the future.

Mayor Troy Pickard, President of the ALGA said: “Our local government infrastructure assets are part of national networks that deliver services supporting national productivity, as well as local connectedness and quality of life.

Mayor Troy Pickard, President of the ALGA

24 Highway Engineering Australia | Dec 2015

“Councils are working under immense financial constraints to manage this infrastructure, but they need more help to maintain these assets to a standard that is fit for a more productive economic future.

“An important aspect of our nation’s economic future is supporting local government to play a more effective role in moving freight and boosting transport productivity by improving the condition and grade of local road pinch points in the national transport network.

“Programs like Roads to Recovery help with the basic maintenance of our local roads, but more needs to be done to ensure the local road network has the capacity required to provide safe access for all major classes of heavy vehicles and improve heavy vehicle freight movement,” Mayor Pickard said.

“Without an integrated plan that connects the national and state network to the local network, opportunities for strategic infrastructure investment and improved productivity will be lost. The Federal Government needs to address this issue.

“Additional investment in local roads must be part of the solution to increasing productivity on the nation’s transport network.”

SA Budget stimulus package Works have started or will soon begin on more than 150 kilometres of South Australian roads under the State Government’s $165 million Budget stimulus package.

Regional areas will benefit most from the works, which will boost productivity and improve safety, while supporting hundreds of jobs.

The 2015/16 State Budget stimulus package includes: • an additional $70 million to improve critical road infrastructure; • an additional $40 million to improve the safety of roads; and • $55 million for a new 2.8 kilometre road in Gawler East.

The additional funding for critical road maintenance and road safety works will create more than 300 jobs by delivering more than 185 projects across SA. Together with the Gawler East Link project, more than 400 jobs are being supported over the four years of the stimulus package.

The funding is on top of the government’s annual spend on road maintenance and safety projects.

Projects already completed include rehabilitation and resurfacing works at: • Happy Valley Drive – almost one kilometre from Manning Road to Windebanks Road; and • Port Wakefield Road – almost 1.5 kilometres near Balaklava.

Shoulder sealing along about seven kilometres of the Balaklava Road between Balaklava and Bowman has also been completed, and works are underway to rehabilitate almost two kilometres of the Waterloo Corner Road between Whites Road and Lawrie Street.

About 17 kilometres of the Copper Coast Highway between Paskeville and Kadina will also undergo road safety and maintenance works.

Road rehabilitation and resurfacing projects set to commence before the end of 2015 included: • RM Williams Way – about six kilometres between Spalding and Hutt River; • Daws Road – about 800 metres from Winston Avenue to Goodwood Road; • Marion Road – about 1.3 kilometres from Thirza Avenue to Alawoona Avenue; • Regency Road – about 1.6 kilometres between Hampstead Road and Main North Road; • Main South Road – about 1.2 kilometres between Myponga and Yankalilla; • Meadows to Willunga – about five kilometres between Meadows and Phillips Road; • Barossa Valley Way – about two kilometres within Tanunda Township; • Prospect Road – about 700 metres between Marmion Street to Lional Avenue; • Diagonal Road – about 600 metres between Oaklands Road and Harding Street; • Berri to Loxton Road – about one kilometre between Lock and Mildura; and • Loxton to Pinnaroo – about 800 metres within the Loxton Township.

Road safety improvements set to commence before the end of 2015 included: • Farrell Flat Road – about 16 kilometres between Clare and Farrell Flat; • Tod Highway – $1.5 million reshaping curves along about 16 kilometres between Lock and Tooligie; • RM Williams Way – about six kilometres between Spalding and Clare; and • Two Wells Roads – about three kilometres near Gawler.

The funding is in addition to the joint State/Commonwealth $2.5 billion investment to build Torrens Road to River Torrens upgrade, Darlington Interchange and Northern Connector.

INDUSTRY NEWS

Over the next four years, the road stimulus package will provide for more than 185 road upgrades and road safety improvements throughout the State.

The road safety improvements will involve shoulder sealing and audio tactile line-marking on high-speed roads to save lives.

Planning and design work for the new $55 million, 2.8 kilometre Gawler East Link Road is underway with construction due to start next financial year.

The project provides economic and social benefits for residents and will support 110 construction industry jobs in northern Adelaide.

Upgrading M1 Princes Motorway Planning is underway to improve safety and travel times for motorists on the M1 Princes Motorway between Picton Road and Bulli Tops.

The Federal and New South Wales Governments have jointly funded $84 million

for the planning of stages one and two of the project, and to build stage one.

Stage one of the project is due to start in 2017 and will provide an additional lane in each direction between Picton Road and Bellambi Creek. Motorists will see an improved road alignment at two locations, just south of Bellambi Creek and south of Cataract Creek.

Planning is also underway for stage two, which will provide an additional lane in each direction between Bellambi Creek and Bulli Tops.

The improvements will link in with the recently completed northbound acceleration lane at the intersection of the M1 Princes Motorway and Picton Road.

Upgrades including widening shoulders to three metres, removing tight bends and improved drainage will be provided along the length of the upgrade.

The motorway is currently two lanes in each direction between Picton Road and Bulli Tops and carries around 37,000 vehicles a day, 15 per cent of which are heavy vehicles.

One of the key drivers of the project is to increase the reliability of access for general freight and larger vehicles into and out of the Illawarra region and Port Kembla.

Parliamentary Secretary for the Illawarra, Gareth Ward, said heavy vehicle traffic on the route was expected to increase by 10 per cent by 2025.

“Due to the tight turns and steep road, heavy vehicles are forced to travel slowly, which creates a marked difference in speed between light and heavy vehicles,” Mr Ward said.

“A concept design and review of environmental factors is being prepared and will include investigations on biodiversity, visual impact, water quality, Aboriginal heritage and non-Aboriginal heritage.”

Roads and Maritime Services has also published a strategic review into the potential upgrade of Bulli Pass.

Traffic studies have shown the Pass is used by about 12,000 vehicles a day with heavy vehicles accounting for about five per cent of trips.

Roads and Maritime Services has been investigating the potential to improve safety and journey times for motorists. Bulli Pass is known for its steep inclines and complex geology which present challenges in the design and building of a new road.

The review summarises all previous reports and key findings, and discusses the nature and extent of challenges in the area.

Dec 2015 | Highway Engineering Australia 25

INDUSTRY NEWS

Improved pedestriancycling safety at Gateway

‘Concrete arch key to Forty Bends project A 45-metre long arch structure is an integral component of the $96 million Great Western Highway, Hartley Valley to Forty Bends Upgrade Project in New South Wales.

The first segment on the arch structure at Forty Bends was lifted into place on 7 October and, over three days, 25 pre-cast concrete arches were installed to complete the structure over Whites Creek.

The upgrade is part of the $250 million realignment of the Great Western Highway between Katoomba – 110 kilometres west of Sydney – and Lithgow – 150 kilometres to the west.

The realignment will see 2.5 kilometres of road upgraded to a three-lane divided highway, while twin bridges over Whites Creek will be constructed, significantly improving safety and reliability.

Work on the arch structure was undertaken by Seymour Whyte.

Project Manager, Kym Jessep, said its installation marked a significant milestone following months of detailed planning and preparation between everyone involved in the project.

“The work required to construct the new arch gives a real sense of the challenges involved in delivering a project of this scale and highlights the benefits civil engineering can bring to local communities when executed effectively,” Mr Jessep said.

“Once completed, the new road alignment and arch over Whites Creek will lessen the risk of black ice formation on the highway.”

Preparation works including environmental controls and earthworks allowed the construction team to lay foundations including 11 bored piles, each 1.2 metres in diameter; reinforced concrete capping beams and a large reinforced concrete spread footing socketed into the existing rock to support the large loads from the arch and embankment above.

Mr Jessep said the pre-cast concrete arch segments were the largest span system

26 Highway Engineering Australia | Dec 2015

Photos courtesy of Seymour Whyte

available and were built off-site. They were transported to Whites Creek and lifted into position on prepared foundations.

The segments were lifted in tandem with a 350 and 220 tonne crane.

The next phase of the project involves construction of 18-metre high reinforced soil walls above and around the arch to support the roadway embankment.

Construction of concrete pavements, rope and on-ground fauna crossings in the arch tunnel, and a realigned creek channel at the arch inlet will then finish the works.

Mr Jessep said another significant milestone achieved was completing safety improvement works at the Browns Gap Road and Great Western Highway intersection.

About 25,000 tonnes of material was removed while maintaining traffic flows on the Great Western Highway. The existing road was lowered by two metres to improve sight lines for motorists at the intersection.

The Federal Government is fully funding the $96 million Forty Bends Upgrade. The Federal and New South Wales Governments have provided $200 million and $50 million, respectively, to the Great Western Highway upgrade.

Improved facilities for cyclists and pedestrians are being delivered through the billion-dollar Gateway WA with the Western Australian Government building 21 kilometres of shared cycling and pedestrian paths as part of the project.

The Gateway WA Perth Airport and Freight Access Project is the largest infrastructure project ever undertaken by Main Roads WA. It involves a major upgrade to the road network surrounding Perth Airport and the freight and industrial hubs of Kewdale and Forrestfield.

The project primarily focuses on Tonkin Highway, between Great Eastern Highway and Roe Highway, and Leach Highway, between Orrong Road and Perth Airport.

It is being jointly funded with the Federal Government contributing up to $686.4 million and the State Government contributing $317.5 million.

The new facilities for cyclists and pedestrians include a foot bridge and seven underpasses, as well as four kilometres of local connections which are being installed along: • Tonkin Highway from Victoria Street to the Roe Highway interchange; • Leach Highway from Jeffrey Street to the Tonkin Highway interchange; and • Roe Highway from the Tonkin Highway interchange to Berkshire Road.

WA Transport Minister, Dean Nalder, said the government was committed to providing cycling facilities whenever it built a major new road or rail link.

“It’s part of Perth’s culture for people to ride for commuting purposes, exercise or leisure. So on major transport projects like Gateway WA, you will find cycling infrastructure installed as an important part of the project.

“Since 2011, we’ve seen the number of cyclists using our paths increase by 32 per cent. That is not only good for health, but it takes cars off our roads and improves traffic flow.”

Over the past six years, the WA Government has invested $106 million in cycling networks throughout the state, resulting in 221 kilometres of off-road shared paths and 71 kilometres of on-road bike lanes.

INDUSTRY NEWS

The Road to Relevant Research

Did you know you can access the latest issue of Highway Engineering Australia via Informit?

Motorcycle lane filtering legal in Victoria Motorcycle and scooter riders in Victoria are legally allowed to filter at low speeds through traffic.

Lane filtering occurs when motorcycles and scooters ride through slow moving or stopped traffic; for example, to the front of a line or lane, or at traffic lights.

Under the new regulations, riders can filter in Victoria where safe to do so and at no more than 30 kilometres-an hour.

The changes include permitted filtering: • between lanes or lines of traffic in the same direction; • between lanes or lines of traffic and parked cars; • for motorcycle licence holders (not learner permit holders); • at speeds up to 30km/h (penalties will apply for filtering in excess of 30km/h); and • unless signed otherwise.

Minister for Roads and Road Safety, Luke Donnellan, said prior to the change, riders who filtered were at risk of committing an offence under a number of Victorian road safety rules, causing frustration between road users.

Mr Donnellan said the government introduced the filtering regulations to improve safety for everyone on Victorian roads and encouraged all road users to be aware of the new laws.

“It’s important that all road users share the road and know that motorbikes and scooter riders can legally move ahead of slow or stationary traffic.”

The government consulted with the community on the changes, with a community meeting in June and over 1,000 online survey responses.

Lane splitting – weaving between traffic at speeds greater than 30 kilometres-an-hour – remains illegal because of the danger it poses to all road users.

The new regulations do not change how motorcyclists interact with special purpose lanes, such as bike lanes, bike boxes and tram lanes.

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Dec 2015 | Highway Engineering Australia 27

INDUSTRY NEWS

B-Line ‘transformation’ for Northern Beaches A new 27 kilometre bus rapid transit network called B-Line will, by late 2017, provide double decker bus services at least every 10 minutes during the day between Mona Vale and Sydney’s CBD. NSW Premier, Mike Baird, said the B-Line would transform bus services on Sydney’s Northern Beaches.

“New double decker buses will have plenty of comfortable seats, architecturally designed B-Line stops that will include modern facilities and real-time service information.

“Customers will be encouraged to park and ride with about 900 new commuter parking spaces.”

Mr Baird said another 480 weekly bus services would be added to the current bus route between February and October 2016 to address the immediate need for improved services on the Northern Beaches.

The project will include: • nine modern B-Line stops at Mona Vale, Warriewood, Narrabeen, Collaroy, Dee Why, Brookvale, Manly Vale, Spit Junction (Mosman) and Neutral Bay with real-time information, seating, weather protection and improved facilities for customers; • six new commuter car parks at Mona Vale, Warriewood, Narrabeen, Dee Why, Brookvale and Manly Vale providing about 900 spaces; • new double decker buses with improved on-board capacity and comfort; • road works including new bus lanes, bus bays, minor lane widening and other road improvements to support bus services; and • improved pedestrian and bicycle links to connect customers with B-Line stops.

Consultation with the local community and businesses has begun about the preferred locations of the B-Line stops and commuter car parks along the route.

28 Highway Engineering Australia | Dec 2015

Improved traffic light sequencing for Perth intersections

‘Urgent intervention’ required to improve Flinders Highway

Sequencing of traffic lights at 93 intersections across Perth’s metropolitan area has been improved with immediate benefits during morning and afternoon peaks, and quicker travel for 289,000 journeys a day.

The year-long program by Main Roads WA saw the biggest improvements on Canning Highway (18.2 per cent faster), Charles Street (24.4 per cent faster) and Shepperton Road (28.4 per cent faster).

The “green time” has been lengthened for the major traffic flow while rationalising the signal times for side streets. This means larger volumes of traffic are proceeding through the area more effectively.

The aim of the program is to improve travel times by better use of the existing network, with another 108 traffic signals to be addressed in the next round of the program over 11 routes.

Traffic signal timing can vary over time due to changes in land use, traffic demand and road space. It is necessary to review the timing on a regular basis to meet driver travel experience expectations.

The program this financial year will look at 201 intersections, including 108 new locations, and a review of the 93 sites from 2014-15 in order to maintain benefits.

An upgrade of the Flinders Highway between Hughenden and Cloncurry will involve the rehabilitation and widening of approximately 24 kilometres of the highway.

Sections of the highway pavement between the two centres are in poor condition – the state of the road can be attributed to the continual increase in commercial vehicle traffic demands and also its age. Many sections of the highway are more than 40 years old.

The $25 million upgrade will reduce vehicle operating and maintenance costs, increase safety and improve travel times for road users. Construction is expected to begin in early 2016 and finish in early 2017.

The project will prepare the highway for a predicted increase in freight demand from high value export industries and improve freight efficiency, economic productivity and highway safety.

Flinders Highway is a key link in the supply chains serving the North West and North East Mineral Provinces of Queensland.

This project is being funded under the Federal Government’s $228 million National Highway Upgrade Program, of which Queensland will receive $49 million over four years.

Dual-lane roundabout for Shepparton intersection Recivil Pty Ltd has been awarded a $7.5 million contract to upgrade the Midland Highway/Doyles Road intersection at Shepparton East in north east Victoria.

The project will see a dual-lane roundabout built at the intersection along with duplication of the lanes leading to the intersection. The upgrade will benefit heavy vehicles and also enhance safety for all road users, including pedestrians and cyclists.

Greater Shepparton is a major regional centre and is reliant on a strong, reliable road network that will meet existing and future transport needs.

The intersection forms part of the bypass route of the Goulburn Valley Highway for north-south traffic between Melbourne and

INDUSTRY NEWS

Brisbane, and the project will ensure freight can move between various locations safely and efficiently.

The Federal Government is providing $5.625 million and the Victorian Government $1.875 million to fund the project. Major construction works are expected to be underway from early 2016 and to be completed mid-year.

Freight infrastructure planning for Tasmania Infrastructure Tasmania has released the draft Tasmanian Integrated Freight Strategy, described as an important step in addressing barriers to productivity and job creation.

Commenting on the draft strategy, Premier, Will Hodgman, and Infrastructure Minister, Rene Hidding, said an efficient freight system in Tasmania was critical to supporting economic growth.

Mr Hodgman and Mr Hidding said the strategy identified 33 policy directions and

actions across four key areas: • competition and service choice across Bass Strait; • efficient freight gateways; • high-standard, responsive land freight connections; and • a single, integrated freight system.

They said improved freight outcomes would only be delivered by government and industry working together.

“The draft strategy recommends ongoing, structured engagement with industry to inform future freight planning, including implementation of the final Tasmanian Integrated Freight Strategy.

“Reliable, cost-effective market access will always be an important issue for Tasmanian businesses; particularly given our status as an island state.

“It is critical if we are to realise the outcomes from our government’s vision and investment in sectors such as agriculture and aquaculture, and if we are to capitalise on the growing national and international demand for our products.”

The government and Infrastructure Tasmania engaged widely with industry on

sea and air access across Bass Strait, with a focus on the container market and timesensitive freight.

Infrastructure Tasmania is seeking public feedback on the draft strategy.

Submissions will close on 29 January 2016 and a final strategy is expected to be released in April.

The draft strategy and supporting reports can be found online at www.stategrowth.tas. gov.au

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Dec 2015 | Highway Engineering Australia 29

INDUSTRY NEWS

October spend delivers better NT infrastructure

Upgrading APY Lands main access road

More than $64 million was spent during October 2015 building better roads, bridges, schools and other infrastructure throughout the Northern Territory.

NT Infrastructure Minister, Peter Chandler, said the government was investing more than $1.5 billion in infrastructure across the Territory in 2015/16.

“Since 1 July 2015, more than $218 million has been spent on projects like Tiger Brennan Drive, cyclone recovery works, the Alice Springs Hospital and Henbury School, as well as on repairs and maintenance.

“All of these projects support the development of Northern Australia. They create jobs and opportunities for local contractors and small businesses, and mean Territorians receive better services.

“In addition, more than 180 tenders have been awarded this financial year for projects totalling over $448 million.

“Some examples include the Victoria Highway Saddle Creek Bridge and the Port Keats Road Yellow Creek Crossing, the contract for the Palmerston Special School and a new police complex at Wadeye.

“There have also been contracts awarded for the design and construction of Tjukaruru Road and the upgrade and sealing of the Docker River Aerodrome.”

Mr Chandler said the government’s record infrastructure spend was providing a significant injection into the Territory’s economy and a consistent pipeline of works to the construction industry.

“The Territory now has the lowest unemployment rate in the country, the highest employment participation rate and our economic growth is forecast to outstrip the rest of the nation.”

Tenders were due to close on 1 December 2015 for a major upgrade of the first section of the 210 kilometre main access road between Pukatja (Ernabella) and Umuwa in South Australia’s Anangu Pitjantjatjara Yankunytjatjara (APY) Lands.

The works will include formation and sheeting of 43 kilometres of the road in the far north west of the state – they will also provide for some minor road alignment and drainage and floodway improvements.

A requirement of the works is that a minimum of 30 per cent of the total contract labour hours will be undertaken by the Anangu people.

The project will improve access for emergency services and for APY Lands communities, including links to employment and economic opportunities.

Works on site are expected to commence early in 2016 and to be completed later in that year.

The Federal Government will contribute $85 million towards the $106.25 million cost of the five-year upgrade of the 210 kilometres of road, with the remaining $21.25 million being provided by the South Australian Government.

30 Highway Engineering Australia | Dec 2015

Expanding east-west rail capacity Five passing loops across Victoria and South Australia are being extended to allow for 1,800-metre trains to increase competitiveness and rail capacity between the eastern states and Western Australia.

The extended passing loops are at Mile End in South Australia and Pyrenees, Murtoa, Pimpinio and Diapur in Victoria.

Australian Rail Track Corporation (ARTC) Chief Executive Officer, John Fullerton, said passing loops, also known as crossing loops, duplicated a short section of track to allow one train to hold while another passed in the opposite direction.

The train in the passing loop then continues on its way.

“We already have a limited number of 1,800-metre trains operating in the Melbourne to Adelaide section each week, but these longer passing lanes – in conjunction with the Torrens Junction separation planned by the Australian and SA governments – will allow high productivity trains to run in both directions,” Mr Fullerton said.

“This project has been the result of careful analysis by ARTC in consultation with customers, as well as assessing the benefit of new Centralised Train Control (CTC) signalling which has been successfully implemented between Port Augusta and Tarcoola in South Australia.

“With market demand shifting, the extended passing loops directly respond to customer feedback and will provide greater economic value and additional capacity for our Interstate operations.”

The project is expected to be completed by mid-2016.

Minister for Infrastructure and Regional Development, Warren Truss, said with rail dominating the supply chain for Australia’s east-west freight, the $15 million investment would make interstate freight more efficient.

“Our loops extension project will cement rail’s position as a reliable, cost effective and sustainable transport mode.

“By facilitating longer 1,800-metre trains, we will enable an expected 20 per cent increase in capacity for each rail freight service at little additional cost to operators, ultimately, enhancing the competiveness of Australian businesses.

“Rail has around 80 per cent of the land transport market from east to west and many Australian businesses rely on this corridor to service substantial WA markets.

“Making rail more productive and competitive makes economic sense because reducing costs in the supply chain leads to cheaper goods on the store shelf for Australian consumers.”

A recent report by the Australian Logistics Council found a one per cent improvement in productivity in the logistics industry could boost national Gross Domestic Product by $2 billion.

ITS SPECIAL FEATURE

Intelligent Transport Systems News and Feature Articles

ITS SPECIAL FEATURE

HIGH LEVEL OF ENGAGEMENT FOR MELBOURNE 2016

“We had huge engagement with our colleagues from the Americas, Europe and the Asia Pacific while we were in Bordeaux. Everyone wanted a piece of the Australian contingent.”

The words of Brian Negus, President of ITS Australia, reflecting on the response to Australia’s delegation to the 2015 ITS World Congress in the French port city and the delegates’ anticipation of the 2016 Congress in Melbourne.

“There was a real buzz with all the sessions we were involved in at Bordeaux and all the visitors to the Australian stand wanted to know how they could engage with the Melbourne event,” Mr Negus said.

“The interest related to supporting exhibitions, potential sponsorship and presenting papers. In terms of exhibition sales, we arrived in Bordeaux with 30 per cent of the exhibition centre sold-out because we’d done a fair bit of pre-selling.

“We left Bordeaux with 80 per cent of floor space committed and that was a fantastic result and we have expanded the exhibition area to cope with the demand. It was so encouraging to achieve that sense of engagement and we’re now very confident there’ll be a strong international contingent in Melbourne.”

Mr Negus said Australia was a long way from the rest of the world and conceded that was a challenge, but he said Congress organisers were preparing a quality program.

“We’ve presented strong opportunities for engagement and our planning is well structured.

“At our presentations, everyone was impressed with how far advanced we were in terms of our preparation for Melbourne 2016. They thought we were well ahead of where they would be if they were organising the event.

“But we still believe we have a long way to go,” said Mr Negus. 2016 is a big gig and we certainly won’t be taking our foot off the accelerator.”

Mr Negus said the program sub-committee had been active for more than 18 months and was now revving-up its work to make sure the Congress featured quality keynote speakers who have expertise relating to the major planks of the event.

“The four key themes we’ll be focusing on are big data analytics, automated vehicle technology, smart cities and new urban mobility, and freight.”

Big data analytics is defined as the process of examining big data to uncover hidden patterns, unknown correlations and other useful information that can be used to make better decisions on transport options and technology applications.

“Big data analytics is absolutely key to the plethora of technology that’s available in the market whether it’s in-car, automated vehicles or on-road technology systems to improve transport safety and mobility.”

Automated and connected vehicle technology, Mr Negus said, was being trialled around the world – at M City in the US State of Michigan, in Japan and Europe, and now in Adelaide.

The Adelaide trial in November 2015 featured a Volvo XC90 undertaking manoeuvres such as automatic lane keeping, adaptive cruise control and active queue assist.

“The trial heralded the introduction of driverless technology in Australia in autonomy mode as distinct from in-driver mode. It’s fair to say driverless

32 Highway Engineering Australia | Dec 2015

Brian Negus, President ITS Australia.

vehicles are getting a ‘head of steam’ and that’s good in terms of safety and potential mobility outcomes.

“For ITS Australia and its membership, the safety and mobility outcomes are a key focus. Many companies are showing how those outcomes are important as part of their marketing in smart cities and improved liveability.”

On-road demonstrations and trials would be an important part of Melbourne 2016, according to Mr Negus.

“We had good engagement in Bordeaux and received commitments from some of the major players – the ‘big hitters’ in the vehicle technology space.

And we have secured an even bigger part of Melbourne’s Grand Prix track at Albert Park for our demonstrations.

“The program for technical tours is also well advanced.”

Mr Negus said in the Americas and many parts of Europe, technology assisting freight transport was critical, and there was a strong focus on freight in a vast country like Australia.

“In the freight sector, we’re already seeing autonomous trains and trucks in mining operations, particularly in Western Australia, and we would anticipate ITS being an integral part of the planned Inland Rail project.

“There’s a fair way to go yet in establishing the economic viability of Inland Rail, but smart technology should make it more viable by introducing driverless trains.

“I think ITS will eventually pervade public transport in cities as it has in airports around the world where autonomous trains/auto shuttle vehicles are transiting people around airports.”

The 23rd annual ITS World Congress will be staged in Melbourne from 10-14 October 2016.

Mr Negus said the positive experience of Bordeaux gave the ITS world a taste of what was to come in Melbourne.

“It is a great honour for Australia to be selected as the host nation for this prestigious event next year, particularly for Melbourne, having been named the world’s most liveable city yet again for the fifth time in a row in August 2015.”

ITS SPECIAL FEATURE

AUSTRALIAN GOVERNMENT BACKING FOR ITS

The Federal Government is committed to advancing the development and adoption of intelligent transport systems in Australia, given their significant potential to achieve safety, mobility and environmental benefits.

Infrastructure and Regional Development Minister, Warren Truss, said ITS could help deliver long-term benefits in road safety and sustainability, as well as help meet increased demand for transport stemming from growth in Australia’s population and freight task.

In a statement to Highway Engineering Australia, Mr Truss said: “The Australian Government believes technological innovations like ITS should be industry-led and we are working with state governments and other agencies to ensure our policies and regulations support innovation and adoption of ITS technologies.

“Australia will also continue to be actively involved in international forums to share information on the latest trials, developments and research in ITS.” The Minister said his department was working to establish a national approach for ITS by updating the Policy Framework for Intelligent Transport

Systems in Australia, which was endorsed by Australian Transport Ministers in November 2011.

Mr Truss said the government was already preparing for a future with connected and autonomous vehicles, a sector which was set to become a multi-billion dollar industry.

“We are laying the foundations now to ensure the full potential of autonomous vehicles can be realised – such as improved safety, enhanced accessibility and mobility, more efficient freight networks, and reduced pollution and congestion.

“In one of the world’s first trials of cooperative ITS (C-ITS) in heavy vehicles, the government is partnering with New South Wales to deliver a $1.4 million trial of C-ITS in heavy vehicles in the Illawarra region.

“And at its November 2015 meeting, the Transport and Infrastructure Council commissioned the National Transport Commission to identify any regulatory or operational barriers to the introduction of more automated road and rail vehicles in Australia,” Mr Truss said.

The council meeting in Adelaide on 6 November comprised Transport, Infrastructure and Planning Ministers from the Commonwealth, States and Territories, New Zealand and the Australian Local Government Association.

Representatives from the transport and logistics industries attended the meeting as observers.

Paul Retter, Chief Executive of the National Transport Commission, said the introduction of autonomous vehicles had the potential to deliver great productivity, safety and mobility benefits for Australia.

Mr Retter told Highway Engineering Australia the NTC’s focus was to identify an appropriate regulatory and legal framework that would support industry efforts to introduce autonomous vehicles onto Australia’s road and rail networks.

“This includes identifying any current regulatory or legal barriers that need to be amended or removed.

“There are a lot of regulations that may need to be re-evaluated. The regulations that exist at the moment were created with the expectation that a human driver will always be behind the wheel.

“Our preliminary assessment suggests there could be up to 224 pieces of road legislation that could be a barrier to autonomous vehicles,” said Mr Retter.

“In one of the world’s first trials of cooperative ITS (C-ITS) in heavy vehicles, the government is partnering with New South Wales to deliver a $1.4 million trial of C-ITS in heavy vehicles in the Illawarra region.”

Dec 2015 | Highway Engineering Australia 33

ITS SPECIAL FEATURE

“Rule 297 in the Australian Road Rules says that a driver must remain in control of the vehicle. How would this rule be interpreted for automated vehicles? If this rule isn’t appropriate, what laws or regulations need to be created to make sure these vehicles remain safe?

“We need to make sure that our laws don’t hold back the roll-out of beneficial technology and that they reflect community standards and expectations.”

Mr Retter said more detail about the NTC’s project would be available when it published an issues paper early in 2016.

With a push underway by more than 100 organisations in the ITS sector to establish an Innovative Transport Cooperative Research Centre, Minister Truss said the government was working hard to implement the recommendations of the recent CRC Program Review, putting industry “front and centre”, and maximising benefits for Australian industries.

“By implementing the review recommendations, CRCs will further boost industry-research connections, improve access and avenues of engagement for business, and deliver practical and commercial outcomes.

“Applications for funding under the CRC Program will need to be industry-led and address defined industry problems.

“Consistent with the recommendations of the review, funding will support meritorious industry-led proposals and be prioritised to support research that delivers outcomes in growth sectors.”

Mr Truss – also Deputy Prime Minister – led the high-powered Australian delegation to the 22nd ITS World Congress in Bordeaux from 5-9 October. He represented Australia at a Ministers’ Roundtable on 5 October.

Ministers from 28 countries attended the roundtable which was hosted by Segolene Royal – the French Minister of Ecology, Sustainable Development and Energy – and Alain Vidalies – the French State Secretary for Transport, the Sea and Fisheries.

Mr Truss used his address to his ministerial counterparts to outline Australia’s commitment to the development of ITS and to invite them to attend the 23rd ITS World Congress in Melbourne in 2016.

Brian Negus, President of ITS Australia, who was a key member of the delegation to Bordeaux, praised the role of Mr Truss at the roundtable and his work with the Australian contingent in promoting Melbourne 2016.

Mr Negus also welcomed the positive support from the Federal Government for the event.

“They’ve committed as a major sponsor as have the governments of Queensland and Victoria. The Victorian Government has been a headline sponsor for us right from the ‘word go’; it was even involved in preparing our bid.

“To have the Federal and Queensland Governments on board is critical, as is the support of road and public transport agencies.”

“We need to make sure that our laws don’t hold back the roll-out of beneficial technology and that they reflect community standards and expectations.”

34 Highway Engineering Australia | Dec 2015

The report on the address by Mr Truss to the Ministerial Roundtable at the 2015 World Congress in Bordeaux was drawn up by the French party on the basis of the session’s video recordings.

Australian contribution – Warren Truss, Vice Prime Minister and Minister for Infrastructure and Regional Development, Australia.

“Ladies and Gentlemen, Thank you for inviting me. Australia considers that ITS can play an important role in improving road safety, economic growth, cutting CO2 emissions and enhancing the well-being of the population.

In Australia, within a federal system, responsibility for transport is often held by the states. Numerous initiatives aim to adopt new technologies. Thus, South Australia has implemented road trials with autonomous vehicles, which is a “first” in the southern hemisphere. An international conference on the subject is planned.

Furthermore, the national rail company is working on an advanced train management system and the adoption of new technologies for using GPS navigation systems for locating trains in real time. This system could enable flows on the freight network to be made denser, improve our infrastructure capacity and optimise transport safety.

Moreover, private operators are involved in passenger transport management. We want to encourage the installation of new generation systems likely to reduce the interval between trains from three to two minutes, with no risk to passenger safety.

With regard to traffic management on motorways, Australia has developed a management system based on the use of coordinated digital signage, which enables the number of accidents and delays to be cut significantly. Once the maximum capacity of a motorway is reached other vehicles are not given access.

This intelligent system facilitates traffic fluidity. It allows drivers to make daily fuel savings, while cutting greenhouse gas emissions by 40 tonnes. It is moreover planned to extend it beyond the motorways to other networks.

Furthermore, intelligent signage provides motorists with information about their speed, their journey times and any hazards.

It promotes safe journeys and road traffic fluidity.

In addition, discussions have been held on the development of driverless trains. This innovation, introduced in Australia several years ago, particularly concerns coal mines. In the area of air transport, it is also possible to use pilotless planes.

Eventually, it is logical that we could have driverless cars. Of course, we must reassure users about the safety of these vehicles.

This congress can help to give them confidence in these new technologies and encourage the development of new ITS solutions.

I would also like to invite you to take part in the 23rd Congress in Melbourne in 2016, to be organised by ITS Australia, in partnership with the Australian Government and industrial partners.

Our program will concern improving the quality of life in urban areas. The agenda will include ITS and its contribution to the road transport, freight and environment sectors. This could contribute to discussions on improving journeys in urban areas and developing connections between transport platforms.”

ITS SPECIAL FEATURE

TECHNOLOGY KEY FACTOR IN DEBATE OVER ROAD PRICING REFORM Developments in technology that offer new, efficient, low-cost means of imposing a road user charge are a key factor underpinning the increasing policy discussion on road pricing, according to Federal Minister for Major Projects, Paul Fletcher.

“In the jargon of economists, this new technology reduces the transactions cost of imposing a toll,” Minister Fletcher said during an address to a Sydney forum on road pricing reform convened by the Transport Reform Network (TRN).

The TRN is a partnership of more than 40 organisations and individuals – mainly from the transport, construction, local government and retail sectors – that came together in 2011 to discuss the issue of transport funding and financing in Australia.

Transport Reform Network members hold a common belief that the way Australia plans, manages and pays for its transport services and networks is no longer sustainable.

Forty years ago, Minister Fletcher said, charging a toll required putting manned toll booths on the road and vehicles slowing to a stop to pay the toll.

“Today, modern tolling systems such as those used on the M7 in Sydney or Citylink in Melbourne are completely electronic. There is no need to employ people to work in toll booths or to handle cash; and vehicles do not have to slow or stop to pay the toll.

“But there are still significant capital costs in establishing such a system; for example, in building the toll gantries which span across the motorway at regular points.

“Of course, the latest approach is even more cost effective – using electronic devices in the vehicle, which connect to the GPS network or

the mobile network to capture the distances the vehicle has travelled.

“In many cases, transport companies already use such telematics devices in their vehicles for their own fleet management purposes.

“A key point about the more modern tolling systems is that they link the charge to the distance which the vehicle travels along a road or network of roads.

“This is a considerably more sophisticated pricing structure than the flat 20 cents we traditionally paid to use the (Sydney) Harbour Bridge!”

Mr Fletcher told forum delegates that it would have been difficult 10 years ago to get a group of people together to speak about road pricing, but today it seemed there was growing enthusiasm, at least amongst policymakers, for consideration of a logical and efficient method of road charging.

He said it seemed an increasing number of voices were being raised in support of a policy approach of charging road users, either all vehicles or heavy vehicles, based on the use they made of roads.

This was being influenced, he said, by a growing trend in overseas cities and states such as London, Stockholm and Singapore, to introduce special charges for vehicles entering a designated part of the central city.

“This is designed to manage the total volume of vehicles on the road in peak periods and to encourage greater public transport use.

“Another trend is the application of specific charges to particular lanes on existing roads or freeways, typically known as High Occupancy Toll lanes or ‘HOT’ lanes. In the US, there are currently HOT lanes operating in around a dozen states,” Mr Fletcher said.

“A third, more comprehensive approach to road pricing is being introduced in the US state of Oregon. The Department of Transport there has commenced trials of a new charging system (Orego) which replaces the state’s fuel tax with a mileagebased charge as a source of funding for main roads.

“Another example is seen across the ditch. In New Zealand the cost of building and maintaining roads is recovered from road users via a combination of flat-rate registration charges, fuel excise duties levied on petrol vehicles, and distance-based road user charges levied on diesel vehicles.”

Mr Fletcher said the concept of road pricing could be seen as an extension of the principle, now increasingly well accepted in Australia, that major new and existing motorway projects were funded through tolls.

“In fact there is nothing new about the toll road concept: it dates back millennia as a means of imposing taxes on travellers, but also to finance road construction and maintenance.

“In Australia it remains a relatively recent development, but in a short time, the number of toll roads has expanded significantly.”

Mr Fletcher said toll roads were used extensively in the eastern states, predominantly on urban motorways in Sydney, Melbourne, and Brisbane.

“For example, CityLink in Melbourne that joins three of Melbourne’s major motorways; the Gateway Motorway in Brisbane and the Eastern Distributor in Sydney.

“These networks continue to be expanded with early works having recently commenced on WestConnex and NorthConnex in NSW, and Victoria is currently reviewing the Western Distributor proposal from Transurban.

Dec 2015 | Highway Engineering Australia 35

ITS SPECIAL FEATURE

“The most obvious benefit of toll roads is that they generate a revenue stream which can be used to pay off the cost of building the road.

“But another benefit has been that, where a toll road is operated by a private operator, the state can make a formal agreement with the operator covering such matters as the level of service to be provided to motorists; maintenance of the road; and on future upgrades and enhancements.”

The Minister said another key factor in the discussion about road pricing reform was the readiness of the heavy vehicle industry to support new toll roads where it could be demonstrated the road would deliver time and cost savings to trucks which exceeded the cost of the toll the truck was charged to use the road.

“For example, the Australian Trucking Association expressed its support for NorthConnex, the toll road being built as a tunnel under Pennant Hills Road in Sydney to connect the M1 in Wahroonga with the M2 in Pennant Hills.

“Since COAG agreed in 2008 to a phased reform agenda for heavy vehicle investment and charging arrangements, the heavy vehicle industry has been actively engaged with governments in discussions around reform.”

Mr Fletcher said the heavy vehicle industry had signalled its acceptance of the proposition that reform of road planning and investment arrangements was needed to ensure the right infrastructure was built to meet the industry’s needs.

“The first challenge is simply to gain a better understanding of how road users, in both heavy vehicles and cars, would change their road use behaviour, if at all, in the face of a move to distance-based pricing.

But he said acceptance of the principle was one thing; agreement on the details was another.

“There is a lot of work to do, between government and the heavy vehicle industry, in determining exactly how such an approach would work, particularly the method of charging users.”

Mr Fletcher said considerable challenges would need to be overcome before Australia, as a nation, used a road pricing approach more broadly.

“The first challenge is simply to gain a better understanding of how road users, in both heavy vehicles and cars, would change their road use behaviour, if at all, in the face of a move to distance-based pricing. There are a number of trials under way which promise to offer useful information about this.

“One is the South Australian Heavy Vehicle Trial. The South Australian and Australian

Governments are working with industry to explore opportunities for heavy vehicle investment and charging trials in South Australia.

“A joint government working group is being established to deliver a trial involving the Northern Connector.”

Mr Fletcher said the trial would go some way towards collecting the necessary data to consider how existing truck revenue could be collected more fairly and invested more efficiently in the transport network.

“Another trial is being conducted by motorway company, Transurban, in Melbourne.

The Transurban Road Usage Study involves a significant number of volunteer road users and covers the Melbourne metro road network.

“The trial will provide valuable insights into how road users change their behaviour under three charging scenarios; a per kilometre charge; a one-off charge based on anticipated travel; and a per trip or access charge.”

Minister Fletcher said governments would need to demonstrate to Australians that the benefits from a broader use of road pricing would exceed the costs.

He said there was still a lot of work to do on understanding the impacts road pricing would have on all users of the road system and the broader economy.

“No government is likely to proceed down this path unless it is confident that there is a reasonable degree of community acceptance and understanding.”

ITS TECHNOLOGY TO BENEFIT SAFETY – THEN REDUCE CONGESTION The major impact of in-vehicle technology in the short term is going to be on safety, according to Brian Negus, President of ITS Australia and Australia’s representative on the ITS World Congress Board of Directors.

And in the long term, Mr Negus said, the technology would be a key factor in reducing congestion, which is a critical cost impost on Australia’s liveability and economic performance.

An audit in the first half of 2015 by Infrastructure Australia put the cost of congestion on urban roads throughout the country at $13.74 billion in 2011.

The audit warned that figure could spiral to $53 billion by 2031 as demand for roads grew strongly and the demand for public transport almost doubled.

36 Highway Engineering Australia | Dec 2015

“With the accent initially being on safety technology, Mr Negus said, “we’re already seeing auto emergency breaking systems, blind spot indicators, and active cruise control, which operate in driver mode – with the driver’s handson-wheel.

“Safety will continue to be the key for another five or possibly eight years and during that time, we’re going to see varying levels of autonomy enabled in vehicles.

“We saw in the recent Volvo trials in Adelaide those same technologies with a software refresh in the car, turned into autonomous mode or hands-off-wheel. I think we’ll see that gradual process continue.

“It’s probably going to be a decade before we see any significant penetration into the market

where we start to achieve congestion reduction and improved mobility in the community from driverless vehicles,” Mr Negus said.

“We have to also be mindful that the average lifespan of vehicles in Australia is about 14 years.

“It’s going to take a fair while for driverless vehicles – even when they’re introduced over the next decade – to wash through the market before you achieve a critical mass of vehicles where you can get autonomous mode operating to obtain congestion reduction and improved mobility outcomes.”

Mr Negus, a self-confessed “tech-head”, said technology in all its forms was the catalyst for improved safety, mobility and liveability for the community.

ITS SPECIAL FEATURE

NEW BOARD FOR ITS AUSTRALIA

AHEAD OF WORLD CONGRESS 2016 ITS Australia has named its new Board, in time for the ITS World Congress, to be held in Melbourne in October 2016.

Announcing the new and returning elects at the annual general meeting held during November in Sydney, ITS Australia congratulated the existing Board members who were reelected, including: • John Hawkins – Schiender; • Dean Zabrieszach – HMI Technologies; • James Hurnall – Federal Chamber of Automative Industries; • Andrew Mehaffey – Roads and Maritime Services; • Brian Negus – RACV; • Dale Andrea – Vic Roads; and • Rob Fitzpatrick - Data61.

ITS Australia also welcomed two new board members: • Dennis Walsh – Transport and Main Roads; and • Mark Jackman – Bosch Australia.

The new and re-elected board members will join ongoing members: • Gino Dompietro – Jacobs Group; • Adam Game – Intelematics; • Chris Koniditsiotis – Transport Certification Australia; • Jeremy Nassau – Transurban; • Soren Tellegen – Kapsch Traffic Com Australia; and • Michael Watts – Transmax Pty Ltd. The Board will continue to be led by President, Brian Negus, and Vice-President Dean Zabrieszach.

Announcing the new and returning elects, Mr Negus said: “The diversity of this Board across government, industry and research leaders places ITS Australia in a strong position to lead the industry and prepare for the 23rd ITS World Congress in Melbourne.”

Mr Negus acknowledged and thanked outgoing Board members Glenn Geers, ARRB; Graham Ackers, GHD; and Manu Hingorani TMR for their significant contribution.

38 Highway Engineering Australia | Dec 2015

CALL FOR PAPERS FOR MELBOURNE 2016 ITS Australia has called for papers for the 23rd ITS World Congress to be held in Melbourne on 10-14 October 2016.

The congress, which will draw specialists in the ITS sector from all parts of the globe, will be held at the Melbourne Convention and Exhibition Centre.

The online submission for papers opened on 31 October 2015 and the submission deadline is 13 January 2016. The deadline for the resubmission of conditionally accepted papers is June 2016 and final paper submission is August 2016.

World Congress regions and must meet high scholarly standards to be accepted.

Selected papers will be invited to publish in partner journals, International Journal of Intelligent Transport Systems Research and IET Intelligent Transport Systems.

SPECIAL INTEREST SESSION PROPOSALS

A limited number of Special Interest Sessions will be included in the program. These interactive, tailor-made sessions will delve into topics and offer fresh perspectives and insight.

The call for papers covers: The pressure for Special Interest Session slots has been steadily increasing and is SCIENTIFIC PAPERS overbid by at least three-to-one. To ensure Scientific Papers should concentrate on as wide a range of sessions as possible, and research and scholarships as they will be to give an equal opportunity to all potential independently refereed in accordance with bidders, the International Program Committee academic journal standards. Full papers of has decided to tighten the criteria for up to 12 pages will be required. selection.

Bids will not be considered unless the TECHNICAL PAPERS name, email address and telephone details of Technical Papers may address the the moderator and at least three confirmed institutional, business, societal and speakers are provided. economic aspects of ITS, as well as If a majority of speakers named in the technical subjects. Draft papers of up to Provisional Program are not registered by the three pages will be required. speaker deadline, then the session will be closed and the slot given to a candidate from COMMERCIAL PAPERS the reserve list.

Commercial Papers are those describing SIS proposals that address a single near market work. They should be specific project will be given low priority compared rather than general and describe an activity to those that tackle a broad area and the aimed at generating or improving a specific Committee reserves the right to combine product, device or idea for the commercial provisionally approved sessions and review market. Draft papers of up to three pages will the speakers for the resulting session. be required.

All session proposals must be submitted online using the official Paper Submission Portal accessed via the congress website www.itsworldcongress2016.com.

PUBLICATION OPPORTUNITY Submissions sent by mail, fax or email will Scientific papers will be reviewed by highly not be accepted and will be ignored. qualified reviewers from FOR eachTHE of the three LEADING FOLLOW US #ITSWC16 MEET IN ASIA PACIFIC WORLD’S TRANSPORT TECHNOLOGY EVENT ACTIVATING GLOBAL MOBILITY SOLUTIONS

23RD ITS WORLD CONGRESS 2016

10–14 October 2016 | Melbourne Convention and Exhibition Centre

ITS - Enhancing Liveable Cities and Communities www.itsworldcongress2016.com

CALL FOR

PROGRAM THEMES Challenges and Opportunities of Big Open Data

Smart Cities and New Urban Mobility

ITS SPECIAL FEATURE

HISTORIC DRIVERLESS CAR DEMONSTRATIONS The first on-road driverless car demonstrations in the Southern Hemisphere were held on 7 November in Adelaide.

The history making demonstrations involved manoeuvres such as automatic lane keeping, adaptive cruise control and active queue assist, and featured a Volvo XC90 vehicle which was specially adapted for the event.

The Volvo was put through its paces on the Southern Expressway as the South Australian capital played host to a driverless cars conference and legislation was before the state’s parliament to enable future real-life testing of autonomous vehicles on SA’s roads.

Premier, Jay Weatherill, was among the first to personally experience the technology by riding in the Volvo XC90.

“The demonstrations, through ARRB Group’s Australian Driverless Vehicle Initiative, mark a milestone for this burgeoning industry in our region of the world,” Mr Weatherill said.

“We want South Australia to play a central part in the shift towards cleaner, more highly advanced industries and today’s event confirms to the world that we are ready, willing and able to foster the growth of this potential $90 billion industry.”

SA Transport and Infrastructure Minister, Stephen Mullighan, said it was hoped the demonstrations would be the first of many for the state.

“The safety, environmental and economic benefits of this technology will be immense and we want to ensure our state plays a leading role,” Mr Mullighan said.

ARRB Group’s Managing Director, Gerard Waldron, said the Australian Driverless Vehicle Initiative aimed to facilitate the safe and successful transition of driverless vehicles on to Australian roads.

Black Volvo XC90 vehicle undertaking manoeuvres such as automatic lane keeping, adaptive cruise control and active queue assist.

Driver’s seat: Adjunct Professor Trent Victor, Senior Technical Leader, Crash Avoidance, Volvo Car Corporation Sweden; SA Premier, Jay Weatherill, front passenger’s seat; and Stephen Mullighan, SA Transport and Infrastructure Minister, back seat.

“Driverless vehicles are only a few years away and these demonstrations are a vital part of helping Australia to prepare for this new technology,” Mr Waldron said.

“ARRB’s ADVI research is paving the way for completely autonomous vehicles which will make car travel a possibility for everyone, no matter what age or ability.”

Mr Waldron said ARRB was proud to spearhead the Australian Driverless Vehicles

Initiative, drawing on over 55 years of experience working with industry, government and academic partners from Australia and around the world to deliver such a motoring milestone.

“Our key experts have been integral in assisting the SA Government to translate its vision of seeing driverless vehicle technology into reality, and this demonstration is a major and critical turning point for the entire nation.”

Volvo Car Australia Managing Director, Kevin McCann, said as an innovator and a leader in technology, Volvo Cars was proud to be partnered with ADVI in such a significant initiative.

“Autonomous Drive technology is already available in many cars in the Australian market,” he said.

“Driverless vehicles are only a few years away and these demonstrations are a vital part of helping Australia to prepare for this new technology.”

40 Highway Engineering Australia | Dec 2015

ITS SPECIAL FEATURE

“It is important that collectively as an industry we strive to educate the public regarding this development and importantly encourage government to make the necessary regulatory changes to facilitate the introduction of autonomous drive vehicles to Australian roads.

“For Volvo Cars, autonomous driving is a natural evolution from years of leadership in development of safety technology.”

The Southern Expressway was closed between six o’clock in the morning and one o’clock in the afternoon on 7 November for the demonstrations between Sherriffs Road at Lonsdale and Main South Road at Old Noarlunga.

The demonstrations can be watched at: http:// cto.telstra.com/advi They were staged after the International Driverless Cars Conference on 5 and 6 November.

This two-day conference was the first international driverless car conference to be held in the Southern Hemisphere.

Delegates explored the technology and discussed the research, trials and legislative changes that would be needed to make the driverless car future a reality.

Minister Mullighan said the conference was a great success with about 300 delegates from interstate and around the world joining locals to discuss the future of the industry and how South Australia could tap into it.

“It is exciting to have world-leading international companies in Adelaide to discuss the enormous developments in autonomous vehicle technology in recent years and what is coming in the future.”

Adjunct Professor Trent Victor, Senior Technical Leader, Crash Avoidance, Volvo Car Corporation Sweden.

The conference featured Tesla’s new Autopilot which allows vehicles to steer within a lane, change lanes with the tap of a turn signal and manage speed by using active, traffic-aware cruise control.

Adelaide’s Centre for Automotive Safety Research demonstrated the technology which supports autonomous emergency braking systems, already found in many vehicles.

Demonstrations also featured Bosch systems designed to prevent vehicle reversing collisions and demonstrations of the University of New South Wales’ vehicle driving simulator.

Gerard Waldron, Managing Director of ARRB.

“For Volvo Cars, autonomous driving is a natural evolution from years of leadership in development of safety technology.”

Other demonstrators and exhibitors at the conference included: • Volvo - demonstrated assisted parking technology that features the ability for a vehicle to both reverse parallel park and exit the parking spot, without control of the driver.

• Cohda Wireless – demonstrated infrastructure mapping technology by taking delegates for short journeys from the Torrens Parade Ground, around the CBD. • Flinders University - displayed the Top Cat autonomous catamaran and current research of autonomous vehicles.

• NAVYA - displayed information on the latest NAVYA autonomous vehicles.

• SAGE - demonstrated Cooperative Intelligent Transport Systems and autonomous robot technology.

Images supplied by ARRB and photographed by Jo-Anna Robinson.

Dec 2015 | Highway Engineering Australia 41

ITS SPECIAL FEATURE

INTELLIGENT TRANSPORT SYSTEMS TAKE CENTRE STAGE AT SYDNEY OPERA HOUSE Australia’s most advanced businesses and individuals in the ITS sector were recognised on 18 November at the ITS Australian National Awards.

Held at the Sydney Opera House, the awards recognised the expertise and contribution of private, government and research bodies towards the future of global ITS. The event highlighted the fact that Australia is one of the world’s leading hubs of intelligent transport technologies.

Taking out the evening’s most prestigious accolade, Andrew Garrett was awarded the Lifetime Achievement Award for his service to transport in Australia over the past four decades.

Mr Garrett has been active in the ITS community in Australia and overseas, as well as a serving as an ITS Australia board member at various stages across the past 25 years.

He is primarily known for his invention of the first defined “school zones” and for a number of other systems including the first dynamically variable speed limits introduced into Australia in the 1990s.

In accepting his award, Mr Garrett said: “Over the past 40 years I have endeavoured to enhance the efficiency and safety of Australia’s transport by the appropriate use of technology.

L-R: Tim Reardon, Secretary Transport for NSW, Paul Angelatos Chief Operating Officer, Seeing Machines and Brian Negus ITS Australia President and General Manager Public Policy RACV. Paul Angelatos accepting the Industry Award from Tim Reardon and Brian Negus.

“It is a great honour to see my work recognised by this Lifetime Achievement Award; something which furthers my passion for delivering community benefits by using transport technologies and which I hope may motivate others.”

L-R: Gino Dompietro, ITS Australia Awards Committee Chair and Manager ITS, Jacobs, Martin Bradshaw, Chief Information Officer, Department of Transport and Main Roads Queensland and Philip Davies, Chief Executive Officer, Infrastructure Australia.

Martin Bradshaw accepting the Government Award from Gino Dompietro and Philip Davies.

42 Highway Engineering Australia | Dec 2015

Mr Garrett was one of many leaders in traffic technology at the ITS Australia National Awards, with the evening awarding four main category winners covering industry, government, research and Young Professionals under the age of 30.

Award winners in the categories were: • Industry Award: Seeing Machines Achieved for its Driver Distraction and Fatigue Intervention Technology, an intelligent driver safety system for commercial fleets.

• Government Award: Department of Transport and Main Roads Queensland For the department’s Real-Time Travel Information system incorporated across TransLink’s South East QLD network.

• Research Award: Data61 For the Advanced Data Analytics in Transport (ADAIT) research that provides reliable estimation of origin-destination traffic flows to assist with modelling and simulation in largescale urban networks.

• Young Professional Award (Winner): Timothy Scott For demonstrating passion and dedication to the ITS industry as a young professional • Young Professional Achievement: Certificates of Achievement awarded to Yan Xu and Dean Reading.

ITS SPECIAL FEATURE

ITS Australia CEO, Susan Harris, said the annual event was designed to recognise the outstanding efforts of businesses and individuals in the mobility technologies space.

Ms Harris said the awards only scratched the surface of the talent and opportunity in Australia.

“This is the sixth year ITS Australia has held our National Awards and each year we are astounded by the achievements of our national members.

“Not only do we place a huge focus on those who have served the industry throughout their lifetime, such as Andrew Garrett; we look to the future of ITS Australia and see faces like Timothy, Yan and Dean, who have all showcased an ability to lead our industry forward.”

According to Ms Harris, the ITS Australia National Awards spearhead what is an exciting time for the industry, with Melbourne set to host the 23rd ITS World Congress in October 2016 following a competitive global tender.

As well as the award winners taking home their prizes, the winners of the Industry Award and the Government Award will have the honour of being nominated by ITS Australia to go into the running for a global ITS Achievement Award to be announced in front of 7,000-plus industry colleagues at Melbourne 2016.

The winner of the Young Professional Award will also be attending the congress as a guest of ITS Australia.

Paul Angelatos – Chief Operating Officer for Seeing Machines, winner of the Industry Award for its Driver Distraction and Fatigue Intervention Technology for Commercial Fleets (SM Fleet) said: “We at Seeing Machines are immensely proud of our SM Fleet technology and have huge respect for the Australian ITS industry.

“As recipients of the Industry Award, this is fantastic recognition for our work in Driver

L-R: Brian Negus ITS Australia President and General Manager Public Policy RACV presenting Andrew Garrett with the prestigious ITS Australia Lifetime Achievement (Max Lay) Award.

L-R: Andrew Mehaffey, Principal Manager ITS, Roads & Maritime Services NSW, Ian Christensen, Chief Executive Officer, AutoCRC and Chen Cai, Senior Researcher, Data61 (formerly National ICT Australia). Chen Cai accepting the Research Award from Andrew Mehaffey and Ian Christensen.

Distraction Technology and something to showcase in front of our peers and leaders in the field.

L-R: Dean Reading, Electronics Engineer, J1-LED, Timothy Scott, Engineer, SICE, Brian Negus ITS Australia President and General Manager Public Policy RACV, and Yan Xu, Research Engineer, Data61. Timothy Scott accepting the Young Professional Award from Brian Negus, accompanied by runner-up Young Professionals Dean Reading and Yan Xu.

44 Highway Engineering Australia | Dec 2015

“Through this project, we have been at the forefront to actively contribute towards the goal of safer roads. We are incredibly proud of providing an effective solution to the growing problem of fatigue on Australian roads.”

Martin Bradshaw – Chief Information Officer, Department of Transport and Main Roads Queensland – said the awards highlighted advancements in Australia’s transport technologies, as seen with its real-time travel information technology and accompanying smart phone application, MyTransLink.

The department took-out the Government Award for the information technology.

“This is an innovative approach to the way our customers can plan their public transport travel,” Mr Bradshaw said.

“The project brings together modern initiatives and technologies to assist our customers in making smart transport choices based on travel real-time, not just scheduled times which can be impacted by SEQ’s unpredictable weather and on-road traffic conditions.”

The ITS Australia National Awards are hosted annually by ITS Australia.

ITS SPECIAL FEATURE

PREPARING FOR OUR AUTOMATED FUTURE Austroads has commissioned what it calls “a pivotal study” to assess key issues road operators will face with the introduction of automated vehicles (AV) on Australian roads.

The project will involve a literature study, national and international stakeholder discussions and development of a guidance document to better understand key issues, and how best to guide the introduction of AV. It will draw on international and local expertise according to Austroads ‎Program Director Cooperative and Automated Systems, Stuart Ballingall.

“This project is intended to review both international and local literature and initiatives, and seek the input of key stakeholders regarding the emerging requirements for AVs to operate on public and private road networks in urban and rural environments,” Mr Ballingall said.

“The key deliverable from this project will be guidance to road agencies, private road operators and other key stakeholders on what changes may be required to the way road

networks are managed, so there is a consistent approach towards supporting and optimising the outcomes from the introduction and use of automated vehicles.”

The contract to undertake the study has been awarded to WSP Parsons Brinckerhoff, one of the world’s leading engineering professional services consulting firms.

“It’s not a matter of if, but when automated vehicles will operate on our roads,” said WSP Parsons Brinckerhoff Section Executive, Scot Coleman. “Estimates vary between five and 20 years for the introduction of AV on our roads.

“Governments, road agencies and private road operators throughout the world will need to be ready to deal with the significant operational, social and economic ramifications of AV.” In the first week of October, executives from Austroads and WSP Parsons Brinckerhoff met with Federal Infrastructure Minister, Warren Truss, and key stakeholders from around the globe to gain insights on industry best practice for the introduction of AV.

Austroads is also undertaking separate projects to investigate the potential registration and licensing issues with the introduction of AV, and the safety benefits of Cooperative ITS and AV.

“Governments, road agencies and private road operators throughout the world will need to be ready to deal with the significant operational, social and economic ramifications of AV.”

SMART TECHNOLOGY CRITICAL TO BETTER USE OF EXISTING ROADS The Manager of BIS Shrapnel’s Infrastructure and Mining Division, Adrian Hart, believes intelligent transport systems – like effective road maintenance - offer huge potential to make the most efficient use of existing transport infrastructure.

BIS Shrapnel is a leading provider of industry research and forecasting, and Mr Hart said intelligent transport systems were an integral part of a more holistic approach to achieving the best results from the road network.

“We don’t have to work on the scenario that building bigger and more expensive roads is going to solve issues like traffic congestion and reduced productivity.

“A more holistic approach incorporating ITS and demand management is needed to better ration the demand on the transport network and to make it run smoother.”

Mr Hart cited the example of an upgrade being completed recently on the M2

Motorway in Sydney – he said while it initially produced some impressive time saving benefits, the traffic on the motorway was now worse than ever.

“It could be argued the investment was needed, but it probably suggests that building bigger and bigger roads isn’t going to be the ultimate solution.

“And I think that’s what Infrastructure Australia and other bodies are looking to – they’re suggesting we need to look beyond the big multi-billion projects and try to think of better ways to spend infrastructure dollars and achieve better outcomes.”

Mr Hart said there was, in his view, definitely a case for making better use of existing infrastructure by incorporating smart technology.

“Sophisticated technology is going to play a big role. It comes back to some very broad issues about how we design cities

and achieve transport objectives for the 21st century.

“Do we need roads that are peaked out for just one-to-two hours a day? Do we need to be building capacity to meet those peaks?

“Or is there some way we can better utilise the asset through appropriate demand management and ITS to reduce the need for more substantial road construction investments,” Mr Hart said.

“That said, Infrastructure Australia’s audit did point out that congestion would continue to be an issue in our capital cities. We’re going to see population growth in Sydney, Melbourne, Brisbane and Perth of an estimated 75 per cent over the next 20-to-30 years.

“To counter that sort of population, we will need to be making investments across the board in transport, in roads and public transport, and investments in smart technology which will be critical.”

Dec 2015 | Highway Engineering Australia 45

ITS SPECIAL FEATURE

TECHNOLOGY GIVES QUEENSLAND EMERGENCY VEHICLES PRIORITY The rollout of technology giving priority to fire trucks and ambulances in emergencies will mean Queenslanders will receive quicker access to emergency vehicles.

Minister for Main Roads and Road Safety, Mark Bailey, said the Emergency Vehicle Priority (EVP) technology would be adopted following its successful implementation in Townsville, Bundaberg and south east Queensland.

“For example, on the Sunshine Coast, 19 intersections along Kawana Way have now been EVP-enabled and will be operational before the new Sunshine Coast Public University Hospital opens in late 2016,” Mr Bailey said.

“The technology has proven successful with EVP-equipped vehicles on the Gold Coast showing travel time reductions by up to 26 per cent.

“This potentially life-saving technology is scheduled to be progressively released statewide over the next four years, starting in 2016 in Toowoomba and Mackay.

“Cairns, Hervey Bay, Maryborough, Rockhampton and Gladstone are next in line as part of the government’s $13.5 million investment in this technology.”

Vehicles fitted with EVP are given the most direct route to their destination as soon as a job is logged. The system provides a green traffic signal to approaching emergency vehicles when safe to do so.

46 Highway Engineering Australia | Dec 2015

“Rollout priority has been carried out in conjunction with emergency services to determine the routes and locations where emergency vehicles would have greatest benefit,” Mr Bailey said.

“This is a large-scale rollout that will significantly boost the number of intersections across the state fitted with the technology.”

Minister for Health and Ambulance Services, Cameron Dick, said the EVP technology would enhance safety on the road and cut response times to emergencies.

“Every second is critical in an emergency, and for ambulance officers trying to reach

and transport those in need of urgent medical attention, each second spent can mean the difference between life and death,” said Mr Dick.

“This technology will significantly reduce potentially dangerous traffic situations and make for a safer drive for all road users.”

There are currently more than 800 intersections, 215 ambulances and 69 fire appliances equipped for EVP across the state. The project also covers the fit-out of an additional 692 emergency services vehicles.

ASPHALT IN FOCUS

Australian road technology company expands Indian operations An Australian infrastructure technology company, which specialises in the road sector, is expanding its presence in Asia, commissioning a new factory to handle increased contracts on the sub-continent.

Global Road Technology (GRT) has forecast more than $300 million in projects in India over the next three years, delivering its patented liquid polymers and Cold In-Place Recycling technology to create “instant roads” in some of the country’s most populated regions.

GRT is an international road construction and maintenance company with headquarters at Yatala in Queensland.

Using what are described as “revolutionary soil stabilisation and dust control polymer solutions”, specifically formulated by company engineers, GRT helps solve dust control and soil stabilisation issues to deliver solutions for the mining, commercial, industrial, farming and military sectors.

GRT’s India Chief Executive Officer, Ben James, said the company had developed a 2,000 square metre factory in Pune, east of the Maharashtra State capital, Mumbai, with an additional 900 square metres of office space and advanced laboratories.

“We have made a significant investment in our local partnership to build rural roads, major district roads, expressways and highways in the region, including $7.6 million in heavy machinery and plant,” Mr James said.

“Our new, factory and headquarters is a logical step as it allows us to expand our laboratory facilities, manufacture our stabilisation polymers on site, and provide a base for expansion into India and other regions.”

GRT’s technology allows governments, infrastructure and mining companies to deliver safer, more cost-effective roads much faster than conventional building methods.

The facility will allow batching of up to 250,000 litres of polymers a week to be shipped across the country.

GRT India CEO, Ben James, COO, AK Verma, and CFO, Prashant Kalantri.

“Our technology allows us to construct a-kilometre of expressway within 24 hours, cutting 75 per cent off standard construction times and significant savings in costs.

“We have the current resources in place to deliver more than 200 kilometres of road a-year in India and we are scaling up those capabilities to triple output over the next three years,” Mr James said.

“Our new facility provides us with a nodal hub to meet demand in India and beyond.

“We have more than $75 million in projects in-hand in from the public sector and based on the feedback on our work delivered to date, including a $3 million dollar project near Keshkal, Chattisgarh, we believe our target of $300 million over the next three years is well within reach.”

Dec 2015 | Highway Engineering Australia 47

ASPHALT IN FOCUS

OHMPA Task Force looks at RAP and RAS use in Hot Mix Asphalt This article deals with the use of recycled materials in Hot Mix Asphalt and is reproduced in Highway Engineering Australia with the permission of the OHMPA – the Ontario Hot Mix Producers Association. The association was formed in 1974 and represents hot mix asphalt producers on all subjects issues affecting the industry and its members’ businesses. The asphalt industry of Ontario supports the province’s $37 billion construction industry.

The article – entitled Responsible Use of Recycled Materials in Hot Mix Asphalt (HMA) – is the work of the association’s Quality of Asphalt Pavement Task Force.

It deals with fostering the responsible use of recycled materials, including Recycled Asphalt Pavement (RAP) and Recycled Asphalt Shingles (RAS), in hot mix asphalt.

48 Highway Engineering Australia | Dec 2015

Research has shown that the responsible use of RAP enhances pavement performance.

In addition to RAP, both RAS consisting of post-industrial Recycled Shingle Tab (RST) and tear-off waste from roofs have been incorporated in HMA. In light of some recent performance issues with HMA in Ontario, the Task Force agrees that as an industry, we need to review the proper use of both RAP and RAS in HMA to ensure that quality asphalt pavements are being constructed.

The use of RAP in HMA has a long and proven track record in Ontario and around North America producing quality pavements while, at the same time, promoting sustainability and creating environmental benefits.

In Ontario, the current specifications governing mix designs allow the use of RAP and RST in hot mix asphalt.

The Ontario Ministry of Transportation (MTO) and Municipal clients depend upon OPSS 1150, OPSS 1151-PROV and OPSS 1151MUNI, which allow the use of RAP in binder course and surface course asphalt. The OPSS 1151-PROV currently allows the use of RST. Old RAS has also been used in some municipal work. Some municipalities and jurisdictions have further modified requirements for the use of RAP in the OPSS allowances.

The following items detail our consensus opinion including benefits and concerns on the use of RAP/RST in hot mix asphalt in Ontario: 1. The continued use of RAP/RST in hotmix asphalt is environmentally responsible and offers good value and benefits to all the stakeholders.

2. Proper mix design and production adjustments of the virgin PGAC grade must

ASPHALT IN FOCUS

be made for mixes with RAP in excess of 20%. It is the assessment of the Task Force that high RAP content mixes, not designed and constructed properly, can result in HMA that age hardens rapidly and shows brittle performance characteristics or premature cracking.

The typical correction for this is one grade lower (softer) on both the high and low temperature grades of the virgin PGAC grade. For example, if the final PGAC desired is 58-28 in a mix with greater than 20% and lower than 40% RAP, then the virgin PGAC grade should be PG 52-34.

Adjustments to the PGAC grades need careful review when RAP contents are in excess of 20% in a mix as outlined in OPSS. 3. Further research to ascertain the contribution and grade of the RAP/RST asphalt cement to be incorporated in the mix is being undertaken. Currently, Ontario mix design procedures assume that 100% of the AC in the RAP/RST is available for the mix design and is given full credit to the total AC content of the mix.

The contribution range varies significantly between North American jurisdictions and the debate over how much

blending occurs continues. It is generally believed that total blending does not occur particularly at the higher recycling contents levels. However it is also accepted that the recycled materials do not behave like “Black Rock” in the mix.

The contribution of AC in the RAP/RST calculated as low as 60% has been used in some North American jurisdictions. NCHRP 9-12 assesses that not all AC from RAP is available (free AC), when proportions above 25% are used in HMA. It is the assessment of the Task Force that although all PGAC from RAP/RST is extractable using solvents, the 100% availability of this AC in produced HMA is questionable.

4. Some agencies in the United States have changed their recycling requirements from allowable percentage of RAP/RST to Recycle Binder Ratio (RBR) to better reflect the actual percent of binder contribution from the RAP/RST to the total AC in the mix.

This becomes even more of a concern when RAP is fractionated into Fine RAP and Coarse RAP, and Fine RAP is incorporated into the hot mix. From a mix design and production perspective, the availability of contributing AC from Coarse and Fine RAP can differ by as much as 1% in the final total AC content of the mix which, in turn, will affect the effective asphalt cement content.

In this regard, the Task Force will evaluate with its stakeholders the use of RBR. 5. Total commitment from the asphalt producers is required to ensure maximum allowable percentages of RAP are not exceeded during production of the mix and that mix designs are being adhered to.

Proactive measures by owners and industry in monitoring and enforcing RAP/ RST addition to the HMA are a necessity. It is highly recommended by the Task Force that owners should consider additional plant inspections during production to ensure both the quality of the RAP/RST stockpiles and that submitted mix designs and actual production correlate (i.e. allowing full time inspection access to the asphalt plant control room).

These types of contract requirements are simple and cost effective, and various municipalities in Ontario have started to use such measures to control the quantity of RAP and the quality of the HMA on their projects.

Industry is more than willing to work with road owner agencies with an ‘open door’ policy to further develop appropriate controls that ensure that the proper amount of RAP/RST is being utilized by the HMA producer at all times.

The Quality of Asphalt Pavement Task Force In response to concerns about the quality of asphalt pavement in Ontario, OHMPA formed the Quality of Asphalt Pavement Task Force.

The purpose of this group comprised of industry experts, consultants and academics is to assess these concerns and propose workable solutions that are scientifically sound and also practical.

In responding to this challenge, the task force has road owners’ concerns in mind and has drawn on the expert opinions of the members of the group. These and other findings and recommendations of the Quality of Asphalt Pavement Task Force will be published on the OHMPA website (www.ohmpa.org). For more information, please contact the OHMPA at info@ohmpa.org.

New road seal to reduce noise at Eaton A new seal was to be applied before Christmas to a section of the Forrest Highway to reduce exposure to traffic noise for residents of Eaton, a north eastern suburb of Bunbury 170 kilometres south of Perth.

The “slurry” seal was to be applied to a 3.3 kilometre section of the highway between Old Coast and Hynes roads following complaints by residents about traffic noise. The resealing was to cost $400,000.

Western Australia’s Transport Minister, Dean Nalder, said a pocket of residential development near the highway was established before the current Planning Commission introduced requirements relating to noise reduction measures.

“Accordingly, there was no requirement on the developer at the time to install appropriate noise walls or bunds,” Mr Nalder said.

“As a result of this matter being raised with me, I asked Main Roads Western Australia to look at the possibility of completing resurfacing works to help reduce traffic noise for residents.”

Mr Nalder said parts of the section of highway currently had a slurry seal surface which produced a lower traffic noise, while other parts were surfaced with a standard highway chip seal.

“As a result of cost savings on other works, Main Roads will now complete the slurry seal on the remaining sections of highway.”

Dec 2015 | Highway Engineering Australia 49

ASPHALT IN FOCUS

Asphalt paving in parking area with extremely low ceiling Paving asphalt in covered parking areas has traditionally been a challenge.

Many paving machines are too high for extremely low ceilings, but the latest SUPER 800-3i, which was used to build a parking area near Würzburg in Germany, shows the height obstacle has been overcome.

The VÖGELE Mini Class paver extremely low overall height of less than two metres allows the machine to manœuvre without difficulty, even in halls with low ceilings, and with the paver operator standing.

The VÖGELE SUPER 800-3i can negotiate all passages with its small track gauge and clearance width.

Paving work can be carried out efficiently, even on large areas, thanks to the AB 220 TV Extending Screed with a maximum pave width of 3.2 metres.

The SUPER 800-3i was made-to-measure for such a job site. The ErgoBasic operator platform proved to be a boon, in addition to the machine’s low height of just 1.98 metres.

The paver operator’s stand is high enough to achieve an all-round view. But it is also low enough to enable the operator to stand upright and control the paving process in low halls.

In addition, the machine’s design allows it to pave up to within 5 centimetres of lateral boundaries. The rear step on the screed folds up when reversing up to walls and effectively dispenses with manual work.

The ErgoBasic paver operator’s console with backlighting – for comfortable and safe operation even when the light is poor.

50 Highway Engineering Australia | Dec 2015

Helge Kubsky, paver operator for Konrad Bau, Lauda-Königshofen, said the machine’s lighting was also a positive in such an environment.

“Lighting conditions are often poor when paving under a roof. VÖGELE has provided a perfect solution here in the form of integrated backlighting of the ErgoBasic operating console.”

A screed with a large pave width is needed to efficiently pave asphalt on parking areas.

The new VÖGELE AB 220 TV Extending Screed has been especially designed for use with the SUPER 800-3i.

The features combine to cover pave widths ranging from 50 centimetres to 3.2 metres – making the SUPER 800-3i a truly versatile machine.

“The AB 220 comes with a basic width of 1.2 metres and extends hydraulically to a width of 2.2 metres. In addition, VÖGELE supplies bolton extensions for pave widths up to 3.2 metres, Mr Kubsky said.

“That a paver with an outer track gauge of just 1.14 metres and a gauge between track centres of 96 centimetres can cover so many pave widths is sensational.”

The bolt-on extensions can be fitted with very little effort.

In Würzburg, it did not take long for Mr Kubsky and applications engineer, Dietmar Thimm from VÖGELE, to add the bolt-on extensions and work was quickly resumed with a pave width of 3.2 metres.

Pave widths of less than 1.2 metres can be achieved just as easily. The system for pave

The bolt-on extensions are quickly fitted. Then paving can swiftly be resumed in widths up to 3.2m.

width reduction is fitted with the same ease as the bolt-on extensions.

Once this system has been fitted, the pave width can be reduced from 1.2 metres to just 0.5 metres. With the system for pave width reduction fitted, the screed floats in the same way as it does when paving across a nonreduced width.

As a result, the layer thickness can be adjusted via the screed tow point rams or even controlled via Niveltronic Basic, the automated system for grade and slope control.

The floating screed not only provides for precise paving results, but also achieves excellent pre-compaction, thanks to the compacting systems of tamper and vibrators.

The speed of the eccentric vibrators is variable between 800 rpm and 3,300 rpm.

The tamper speed can be set to a maximum of 1,800 rpm.

“For the 10 centimetre base course, good pre-compaction was important. With the AB 220 TV Extending Screed, the VÖGELE SUPER 800-3i achieves exceptional pre-compaction results for a paver of this class,” Mr Kubsky said.

The VÖGELE Mini Class paver permits comfortable working even in low halls.

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ASPHALT IN FOCUS Pictured: The projects required working close to curbs and gutters.

MANY SMALL PROJECTS

CREATE BIG CHALLENGES T

he city of San Diego breaks its overlay paving projects into many pieces, large and small. Turning a profit essentially means putting the pieces together in an orderly fashion so the crew is uninterrupted and productive.

Organising the jobs can be a challenge, in part, because the size varies greatly from one project to the next. Work on thoroughfares can require as much as 13,600 metric tons (15,000 U.S. tons), while smaller streets might use as little as 109 metric tons (120 U.S. tons).

“The total tonnage was 84,000 (U.S. tons) on the overlay bids we won, but it was spread out over dozens of individual projects,” said Art Hernandez, paving estimator at TC Construction Inc. of Santee, California, just outside San Diego.

Regardless of size, nearly every project had its own logistical challenge, including approvals from various governmental agencies and a last-minute, and timeconsuming, adjustment to the milling process.

Additional challenges fell outside the scope of everyday paving. “At one point we had to notify 500 people that we wanted to pave at night, and ask them if it was OK,” Mr Hernandez said. “We’ve never done that before.”

52 Highway Engineering Australia | Dec 2015

Project Description

Milling Challenges

The city overlay is actually two separate projects: one for about 58,000 metric tons (64,000 U.S. tons), the other about 18,140 metric tons (20,000 U.S. tons).

The individual streets are not grouped in any particular order, but instead spread out across the city. They included overlay, fullwidth mill-and-fills, countless dig-outs and hundreds of pedestrian ramp upgrades.

After winning both bids, TC took efforts to combine the jobs. Mr Hernandez posted a map and marked every overlay. He then developed a plan on how to efficiently handle each street repair.

This made sense in terms of efficient usage of the crew and equipment, but created other challenges. The more efficient the field operations became, the more details there were to track from an administrative standpoint. Each street and its associated mix had to be billed against a specific project.

“We came up with a coding system for the tickets,” Mr Hernandez said. “It wasn’t anything special, but the point is that while we were combining these projects, we also had to keep them separate.”

Specifications required milling 51 mm (2 in.) of existing asphalt and then placing 76 mm (3 in.) of new material. The milling and later, asphalt, were tapered so existing curb and gutter matched.

TC partnered with a subcontractor to handle the milling. TC planned to let those crews do their work and then come back a day later and complete the overlay.

The city, however, wanted the paver to work immediately behind the mill to minimise the length of the street closures.

That meant adjusting the process so the paving crew worked 122-152 m (400-500 ft.) behind the mill.

“We preferred to work separately, but the city had traffic concerns,” Mr Hernandez said. “It wasn’t stipulated in the specs, but understanding the importance of relationships, we wanted to keep the city happy. We adjusted.”

The change wasn’t without its challenges.

First, the subcontractor only had a single mill allocated to the job. He planned to take two passes with the one machine.

With the new direction, there wasn’t enough time for that process. “There had to

ASPHALT IN FOCUS

be two mills. We needed that productivity because we had to finish the paving quickly, too.”

Adding a second milling crew had its own drawbacks. “Having two milling crews there, along with our paving crew, made for a crowded jobsite,” Mr Hernandez said.

Paving so close to the mill had other repercussions. “You’re adding an entirely new layer of machines and labor, all of which can impede or halt production at any time. “Sometimes on these streets, you have no idea what’s underneath. One time the milling crew hit an old set of railroad tracks that nobody knew were there.”

The breakdowns were rare, but still caused significant problems that needed to be handled efficiently.

In addition, achieving a continuous pavement mat meant trucking the asphalt through the Southern California traffic. “We utilised about 15-20 trucks per day,” Mr Hernandez said.

Paving crews had to be sure they could use the mix that was in transit, even if the

mill had problems. “We typically ground far enough ahead so that if there was a breakdown, we could use the asphalt that was in transit.

The milled surface also had to be swept before tack could be applied. “Cleanup was a big issue during the milling process,” Mr Hernandez said. “At first we utilised only one sweeper. We convinced the subcontractor to add a second.”

At the early stages of the project, sweeping left the surface too wet for tack.

That was remedied by adding the second sweeper, but it quickly became clear more attention to the milling and cleanup operation was vital.

Paving Asphalt was delivered utilising booster trucks with strong arms, with hauling capacities of 30,000 kg (66,000 lbs.). The manoeuvrability and efficiency of those trucks was a perfect match for San Diego’s traffic.

Paving widths were usually 5.5 m (18 ft.) though the contractor occasionally

utilised Cat’s wing extensions to achieve a width of 6 m (20 ft.). “Sometimes the city would require a certain width because they wanted the joint line under the striping,” Mr Hernandez said.

Sourced from two plants, the mix utilised 13 mm (2 in.) aggregate. “The fact it came from two plants was another consideration. Fortunately we rarely received mix from both plants on the same day, but we did alternate plants day-today. It meant adjusting to the haul lengths and the traffic flow at different times of the day. The only real difference was the impact on trucking.”

The mix was 160º C (320º F) at the plant and about 138º C (280º F) in the hopper.

It was typically 132º C (270º F) behind the screed.

A Cat® AP1055D placed the mix at a depth of 76 mm (3 in.). Only one lift was required.

“There was no profilographing,” Mr Hernandez said. “We basically mirrored what’s there.”

“At one point we had to notify 500 people that we wanted to pave at night, and ask them if it was OK.” ART HERNANDEZ, PAVING ESTIMATOR, TC CONSTRUCTION INC.

Dec 2015 | Highway Engineering Australia 53

ASPHALT IN FOCUS

Pictured: Handling finish work was a CD54B.

Compaction Handling breakdown compaction was a Cat CB54. It typically made eight passes, with each movement in forward or reverse counting as a pass. Four of the passes were vibratory.

Next a pneumatic compactor made four passes, working at a temperature of about 93º C (200º F). Handling finish work was a CD54B, with four passes at about 77º C (170º F). “That machine hardly uses any water,” Mr Hernandez said. “It was quiet, with good visibility. The operator really noticed the water usage; he said he could go all night on seven gallons of water.”

Challenges Placement of the paving was not the main challenge and plenty of other obstacles emerged.

One involved night paving. The specifications mentioned little or no night paving. Those requests didn’t come until after the bidding, when a city division reviewed each traffic plan.

“That’s when they would make a determination of day or night,” Mr Hernandez said. “When they came back to us and said it had to be night, we had to make some adjustments.”

“It is a changed condition. Our material supplier had to open the asphalt plant at

54 Highway Engineering Australia | Dec 2015

night, which costs more. We had to bring out light towers.”

Mr Hernandez credited the city for partnering with TC – for example, the city allowed TC to occasionally work an hour longer if a street had been changed from day to night paving.

When traffic would be a significant issue, TC requested a change to a night shift. That too, created logistical challenges.

“We had to get a noise permit,” Mr Hernandez said. “We had to knock on doors and ask permission. On one street there were 500 people we had to talk to.”

Not every resident granted permission, but enough said yes that TC was able to get the permit and work at night. Such efforts were not required if the city directed TC to pave at night.

Another challenge resulted when a governmental agency, in addition to the city of San Diego, became involved. Securing permission just to post a sign created a whole other series of permits and, frequently, delays.

“We had to get an encroachment permit from Caltrans,” Hernandez said. “That process took six months.”

Another challenge was working around the hustle and bustle of San Diego.

“There was a 10k race, and numerous city moratoriums, such as working near the beach at certain times or for paving downtown,”

Hernandez said. “Events would come up, and we had our plans that were made to flow.

Now where do we go?”

Yet TC understood the need for adjustments. “You’re working in a busy area, with lots of people, and many events,” Hernandez said. “There are many considerations. We understand that. The people we worked with at the city were more than reasonable.”

Perception versus Reality As the estimator, Mr Hernandez reflected on his thoughts when a bid was made, compared with the realities that resulted on the jobsite.

“When you work on a bid, you’re in an isolated office environment.” For example, he anticipated traffic on certain streets, but was still surprised by some volumes.

“It’s not just the number of vehicles on a street, it’s where they’re going. There were a few businesses that were really busy and we didn’t anticipate that much traffic trying to get into that particular entrance.”

Yet he and the crews made the jobs work.

“Successful paving is about adjusting to changing conditions and learning from every project completed. You can’t look at worstcase scenarios every time you prepare a bid.

You have to do the best you can, and consider all known factors. But at some point, you just have to get out there and get the job done.”

MAJOR PROJECTS

Shortlist chosen for Bruce Highway upgrade A shortlist of proponents has been chosen to submit proposals for the detailed design and construction of the billion dollar Bruce Highway upgrade project from Caloundra Road to the Sunshine Motorway.

Two tenderers, Fulton Hogan/Seymour Whyte Joint Venture and The Infrastructure Group, have been selected to progress to the next stage of the procurement process for the infrastructure project.

The assessment panel chose the shortlisted groups based on their demonstrated capability and capacity to deliver a complex project and experience on similar infrastructure projects.

The shortlisting marks the official start of Stage One of the project, with each proponent required to submit a design and construction proposal.

Under the double Early Contractor Involvement process, Fulton Hogan/Seymour Whyte Joint Venture and The Infrastructure Group will have until late March 2016 to prepare and present their offer, with an award of contract expected in mid-2016.

Queensland Minister for Main Roads, Road Safety and Ports, Mark Bailey, said community feedback would play an important part in shaping the final layout of the project.

Shortlisted proponents have been tasked with addressing key issues identified from extensive engagement undertaken with the community,” Mr Bailey said.

“Environmental factors remain a high priority, with reducing impacts on the Beerwah State forest integral to the next design stage.

“Maintaining access to local businesses, particularly the Aussie World precinct, is also a priority, as is minimising impacts on the community and road users during construction, which is expected to start in late 2016.”

The Australian Government has committed $907.2 million to the $1.134 billion Bruce Highway-Caloundra Road to Sunshine Motorway project in partnership with the Queensland Government.

Mr Fletcher said it would stimulate a greater economic contribution from South Australia’s transport network.

“More than 52,000 vehicles are expected to use the Northern Connector on weekdays. This project is part of the upgrade to the 78 kilometre North-South Corridor, which will help drive economic growth, strengthen local communities and stimulate urban renewal.”

SA Transport and Infrastructure Minister, Stephen Mullighan, said the project would be subject to an increased local industry participation weighting which would create jobs in Adelaide’s northern suburbs.

“The Northern Connector project will be subject to a 20 per cent weighting under the government’s Industry Participation Policy, giving companies which support South Australian workers an advantage when bidding for government work,” he said.

“An increased industry participation weighting will boost the chances of local sub-contractors and suppliers reaping the benefits.”

The Federal Government is committing $788 million to the project, with the South Australian Government providing the remaining $197 million.

The two governments are working together with industry to develop a heavy vehicle network based charging trial in South Australia.

The Ministers discussed at their 21 October meeting opportunities to progress a trial involving the Northern Connector. Such trials are necessary to test future funding approaches to infrastructure.

Initial works are expected to begin early in 2016 with major construction planned to commence in May. The project is expected to be completed in December 2019.

EOI released for Northern Connector project Expressions of interest in constructing the $985 million Northern Connector road project in South Australia were called on 21 October.

Interested bidders could nominate to be considered to design and construct the new six-lane, 15.5 kilometre link between the Northern Expressway, the South Road Superway and the Port River Expressway.

The new non-stop motorway will connect the already completed Northern Expressway and South Road Superway links, and will provide an unimpeded journey from Gawler to Regency Park; a distance of 43 kilometres.

The project will include: • a 15.5 kilometre motorway standard road connecting the Northern Expressway and Port Wakefield Road to the Port River Expressway and South Road Superway; • four road interchanges; • three lanes in each direction; • posted speed of 110 kilometres an hour; and • a 16 kilometre path for cyclists and pedestrians.

Federal Minister for Major Projects, Paul Fletcher, said the Northern Connector was expected to provide a much needed boost to the local economy, supporting, on average, 480 jobs a year during construction.

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MAJOR PROJECTS

Forrestfield-Airport Link enabling bill passed Enabling legislation for Perth’s $2 billion Forrestfield-Airport Link passed the Western Australian Parliament on 22 October.

The Legislative Council passed the Railway (Forrestfield-Airport Link) Bill 2015, which establishes the State Government’s authority to extend the metropolitan rail network 8.5 kilometres to Forrestfield.

Transport Minister, Dean Nalder, said the construction contract would be awarded in 2016 and the first trains would run on the line in 2020.

“This project won’t just open up a new rail corridor to Perth’s eastern foothills; it will provide a direct rail connection to the airport for all West Australians,” the Minister said.

The rail link will connect with the existing Midland line near Bayswater Station and will run to Forrestfield through underground tunnels, to ensure minimal impact on the existing land and road network.

There will be three new stations – Airport West (Belmont), Consolidated Airport and Forrestfield.

The project is the WA Government’s transport solution to improve connections to and from Perth Airport, the eastern suburbs and regional centres.

The Public Transport Authority (PTA) hosted a series of information sessions along the rail route.

“I attended one of the sessions at Forrestfield and it was great to see how the community is right behind this gamechanging project,” Mr Nalder said.

The Minister said the PTA also conducted research which showed that more than 80 per cent of local residents felt positive about the project.

Logan Motorway Enhancement Project on the drawing board A $450 million market-led proposal from Transurban Queensland would bring about a major upgrade of Brisbane’s Logan Motorway and the Gateway Extension Corridor.

The Logan Motorway Enhancement Project is the first to progress to the detailed assessment phase of the Queensland Government’s new Market-Led Proposals framework announced at the State Budget in July 2015.

56 Highway Engineering Australia | Dec 2015

It includes interchange upgrades at key congestion and accident hot spots, widening parts of the Gateway Extension Motorway and the construction of some new ramps to ease congestion and improve safety.

Transurban has committed to a comprehensive stakeholder engagement process during the Detailed Proposal phase to ensure a thorough understanding of the project and stakeholder support.

The company proposes to fund the upgrades through toll increases for trucks across the Logan and Gateway Motorways.

There will also be a new toll facility for motorists if they choose to use the proposed new south-facing ramps at Compton Road.

Motorists will not be forced to use any new tolling points and they will have access to alternative routes via the existing toll-free road network. Motorists who use existing toll routes and continue to use the same routes will not see an increase in tolls as a result of the project.

The Queensland Government does not receive any toll road proceeds. It’s expected the government will receive Transurban’s final proposal in late 2016 – the government will then decide whether to proceed with the proposal, modify it or consider other options.

Treasurer, Curtis Pitt, said based on Transurban’s initial modelling, the project was expected to create more than 1,300 new jobs during construction and generate more than $1.2 billion in economic benefits.

“This proposal is a great example of industry bringing its ideas to the table and working with government to facilitate them.

“The project has received early support from a range of stakeholders including Logan City Council, the Queensland Transport and Logistics Council, the Queensland Trucking Association and the RACQ.” Minister for Main Roads and Road Safety, Mark Bailey, said the project provided an opportunity to transform a vital part of south east Queensland’s transport infrastructure that was currently suffering from congestion and causing reliability and safety concerns.

“This project promises to deliver a safer and more efficient motorway network by relieving local traffic congestion and reducing travel times, while improving safety and enhancing connectivity with other major road networks.

“The proposed works also address major congestion and road safety issues currently experienced on the Mount Lindesay Highway and Wembley Road interchanges.

“Independent consultants KPMG have forecast that the new road could halve the number of collisions by 2020. With the increased level of commercial traffic, any

reduction in accidents is good news for all road users.”

Peter Garske, Chief Executive Officer of the Queensland Trucking Association (QTA) said outcomes of the project would include removing congestion, reducing safety risks, and delivering savings in fuel efficiency, maintenance and labour costs.

“The Association supports the project delivering improved efficiency and productivity for transport businesses, while also upgrading safety for the road network.

Any works that ultimately deliver savings for business will be welcomed by our members across the transport, freight, and logistics industries,” he said.

Four contractors bid for Bruce Highway Section C project Works to upgrade around 10.5 kilometres of the Bruce Highway between Traveston and Woondum have moved ahead with the first stage of tendering for the project now complete.

Queensland’s Department of Transport and Main Roads received 10 applications for the contract for Section C, between the two centres, from pre-qualified contractors in the first stage of the tender process.

The department (TMR) required potential contractors to demonstrate their experience working on large infrastructure projects, including proven high performance in effective environmental management.

It assessed the initial applications and selected four contractors to progress to the next stage: Fulton Hogan, Lend Lease, John Holland and Leighton Contractors.

These contractors had until 14 December 2015 to provide TMR with their submissions for the second stage of the tender process, which included the price component to deliver the upgrade.

TMR will evaluate the submitted tenders and award a contract early in 2016.

The Cooroy to Curra project is one of Queensland’s largest road upgrades. The new highway will deliver improved safety, reduced travel times and boost the local economy by supporting more than 680 jobs in the region.

Section C has been fast tracked to address safety issues on the existing highway and substantially improve travelling conditions.

The work involves construction of a new four-lane highway between Traveston and Woondum, with capacity to be upgraded to six lanes in the future.

MAJOR PROJECTS

The project also includes safety works along the existing highway between Woondum and Venardos Avenue, just south of Gympie, which are expected to be completed by mid-2016.

Construction is expected to start on the major works early in 2016 and finish in late 2018, weather permitting.

The project is jointly funded by the Australian and Queensland Governments.

Canberra is providing up to $307.4 million of the $384.20 million project.

Monash widening to ease peak period congestion A $400 million upgrade of Melbourne’s Monash Freeway will deliver the longest stretch of managed motorway in Australia, according to Victoria’s Premier, Daniel Andrews, and Minister for Roads, Luke Donnellan.

They said on 22 November that the Freeway would be widened from four-tofive lanes each way between the EastLink interchange and South Gippsland Highway, and from two-to-three lanes each way through to Clyde Road in Berwick.

The upgrade would increase capacity during peak periods between EastLink and the South Gippsland Freeway by up to 25 per cent and on the Hallam Bypass by up to 50 per cent.

Mr Andrews and Mr Donnellan said the upgrade would deliver the nation’s longest stretch of managed motorway by using smart technology to help prevent congestion and stop-start driving.

The extra lanes and smart technology would help keep traffic flowing during peak travel periods.

“The upgrade will remove bumper to bumper conditions at bottlenecks along the Monash,” Premier Andrews said.

When finished, the project will cut travel times and make room for an extra 2000 vehicles during peak periods.

The smart technology will ensure less merging and weaving for motorists getting on and off the freeway, leading to a 20 per cent reduction in serious crashes.

The business case for the Monash Upgrade had a Benefit Cost Ratio of 4.2, according to Mr Andrews and Mr Donnellan.

It had been developed in parallel with the assessment of Transurban’s market-led proposal, which also includes upgrades to the Monash.

The business case was due to be submitted to the Commonwealth in the

final weeks of 2015 and released when the assessment was complete.

Premier Andrews and Mr Donnellan said Victoria would proceed with the Monash Upgrade regardless of the outcome of the market-led proposal, which was expected to be announced by the end of 2015.

The Monash Freeway would continue to remain toll-free with the project being completed by the end of 2018. The upgrade would create 400 jobs during construction.

Formal planning underway for Sydney Metro

Formal planning has started for Sydney Metro City & Southwest, bringing new world-class metro rail one step closer for the city.

The rail project includes: • a State Significant Infrastructure Application lodged confirming the metro route; • new metro stations confirmed for Crows Nest, Victoria Cross (North Sydney), Barangaroo, Martin Place, Pitt St (near Park Street) and underground at Central.

• a potential extension of metro rail to Liverpool, which could cut travel times to the CBD by up to 15 minutes and reduce crowding on the existing T1 Western Line and T2 South Line.

New South Wales Premier, Mike Baird, said Sydney Metro would forever change Sydney.

“It will help boost the capacity of our rail network by 100,000 people every hour, servicing our growing global city for generations to come,” Mr Baird said.

The project aims for Sydney Metro to move more people across the harbour in peak hour than the Sydney Harbour Bridge and Sydney Harbour Tunnel combined.

Sydney Metro will also deliver “turn up and go” rail services with more than 65 kilometres of new metro rail on a standalone line.

Stage 2 of Sydney Metro will include twin tunnels stretching the entire 15 kilometres from Chatswood to Sydenham and proposed new stations at: • Crows Nest: located on the western fringe of Crows Nest village with access to the station via the corner of Clarke Street and

Hume Street, and the corner of Pacific Highway and Oxley Street.

• Victoria Cross: located in the northern section of North Sydney’s CBD. Access to the station will be via the eastern side of Miller Street between Berry Street and Mount Street.

• Barangaroo: station will combine Sydney’s world-class metro rail system with the city’s new global business hub. It will be located at Barangaroo Central.

• Martin Place: will be integrated with the existing suburban station underground between Castlereagh and Elizabeth streets. It will include a world-class subterranean rail interchange which means customers won’t need to go to the surface to change trains.

• Pitt Street: metro station will be located below Pitt and Castlereagh streets and north of Park St, servicing the southern CBD and the George Street and Pitt Street retail precincts.

• Central: an underground station will link to existing intercity and suburban rail services.

The NSW Government is also conducting ongoing investigations into a proposed metro station at either Waterloo or Sydney University.

Construction of Stage 1 of Sydney Metro (the $8.3 billion Sydney Metro Northwest) is more than half complete and due to start passenger services in 2019 with Sydney Metro City & Southwest expected to open in 2024.

PPP construct for centrepiece of Melbourne Metro Rail A public private partnership (PPP) will be the delivery mode for the centrepiece of what the Victorian Government calls the biggest public transport infrastructure project in the state’s history.

Treasurer, Tim Pallas, and Minister for Public Transport, Jacinta Allan, confirmed on 19 November the procurement strategy for the Melbourne Metro Rail Project.

The PPP delivery mode was made public just days before the first package of works on the project was put to the market.

The package will deliver hundreds of millions of dollars in critical works to prepare key sites for the start of major construction in 2018.

Mr Pallas and Ms Allan said the project would transform Melbourne’s train network into an international-style metro system.

Dec 2015 | Highway Engineering Australia 57

MAJOR PROJECTS

They said the government had already committed $4.5 billion to Melbourne Metro Rail, with $1.5 billion allocated in the 2015-16 Victorian Budget, alongside a $3 billion Metro bond agreement.

Discussions were continuing with the Federal Government about the provision of funds towards the project.

The multi-billion dollar PPP would deliver the largest package of works on the project, including two nine-kilometre rail tunnels and five underground stations.

It would be an “availability-based PPP” – on top of designing and building the tunnels and stations, the private sector would also be responsible for financing, operating and maintaining the infrastructure.

Mr Pallas said Victoria was an early adopter in the delivery of PPPs. “We continue to be at the forefront of their evolution, with the multi-billion dollar partnership between government and the private sector now set to deliver the new tunnels, stations and other key components of Melbourne Metro Rail Project.”

Ms Allan said Melbourne desperately needed Melbourne Metro.

“Without it, our transport system, our city and our state will grind to a halt.

“Confirming the procurement arrangements means we can start more detailed discussions with the market about the best way to deliver this critical project, which will unclog the centre of the train system, creating space for 20,000 extra passengers in peak hour, every day.”

The Ministers said the announcement of the procurement arrangements gave the market time to prepare bids and submissions to meet the government’s timelines for the project, which would see major construction begin in 2018 and the full project delivered by 2026.

They said Melbourne Metro Rail Authority would conduct market soundings on the PPP, ahead of an extensive industry briefing and market engagement process in early 2016.

The first package of works related to Metro Rail will include moving and protecting underground services such as gas, sewer and water mains, stormwater pipes and telecommunications cables. It will also take-in the relocation of trees and other road features to enable construction sites to be established.

Minor road and tram diversions will be put in place near the Domain Interchange, to enable early works to be carried out.

Early works will be sequenced and coordinated to reduce disruption to residents, businesses and passengers, and will reduce future disruption during major construction.

Applications in response to the early works EOI were due to close on 23 December 2015.

58 Highway Engineering Australia | Dec 2015

Transport initiatives to help develop Australia’s north Transport in general, and roads in particular, are key elements of two Federal Government initiatives focused on Northern Australia.

The government released a consultation paper in the first half of November seeking feedback on the proposed design and operation of the $5 billion Northern Australia Infrastructure Facility (NAIF).

In addition, Canberra is calling for expressions of interest from the private sector to participate in the $600 million Northern Australia Roads Program.

Commencing in 2016-17, the NAIF will offer up to $5 billion in concessional loans over five years to encourage and complement investment in northern Australian infrastructure.

NAIF loans will be used to finance major economic projects, like airports, ports, roads, rail, energy, water and communications infrastructure.

The loans will help to build the economic capacity and longer term expansion of industry and population in northern Australia.

The NAIF consultation paper sets out the proposed facility’s administration structure, noting that the government intends to appoint an independent statutory board to make investment decisions.

The paper also outlines draft eligibility criteria, including that: • projects involve construction or enhancement of economic infrastructure; • projects are of public benefit; • a project is unlikely to proceed or will proceed at a much later date without NAIF assistance;

• NAIF finance will be able to be repaid; • NAIF loans should be for at least $50 million, and • NAIF finance must not exceed 50 per cent of total project debt, which in practice means, projects will have a capital cost of more than $100 million.

Submissions in response to the consultation were due to close on 30 November 2015.

The Northern Australia Roads Program was also the subject of a discussion paper.

The paper focused on how the private sector could put forward ideas on innovative funding and delivery models that could maximise benefits of investment in transport infrastructure in the north.

Major Projects Minister, Paul Fletcher, said the government wanted to “test the appetite” for a public-private partnership approach to the delivery of new and upgraded road infrastructure in Northern Australia.

He said it wanted to find out whether there was any interest from infrastructure and construction companies or from major road users in industries such as agriculture, resources and tourism.

“This will complement the process we have already commenced to seek proposals from the Western Australian, Queensland and Northern Territory governments.

“We are looking for ideas that will help leverage investment by the Commonwealth and states and territories in northern Australia infrastructure.

“For example, if an upgraded road can deliver faster or more reliable transport times, commercial users of that road may be interested in contributing to the cost of the upgrade through an upfront co-contribution to the capital cost of the upgrade or through paying a user charge, or in some other way.

“There may or may not be commercially

MAJOR PROJECTS

viable models, but the best way to find out is to call for expressions of interest,” Mr Fletcher said.

“Projects to be funded will primarily be selected for their ability to maximise northern Australia’s economic growth, such as projects that improve connectivity between states and territories or upgrade the north’s key freight routes and hence overall network capacity.

“Roads connecting communities or regional towns to ports and airports will also be considered.”

Mr Fletcher said Infrastructure Australia’s Northern Australia Infrastructure Audit, published in the first half of 2015, identified specific road infrastructure needs and this information would help to inform project selection.

“This expression of interest process is an example of the government’s interest in testing alternative funding and financing mechanisms for Commonwealth-supported transport infrastructure projects.”

Key tender open for multibillion dollar Inland Rail The major technical advisory tender for Australia’s $10 billion inland Rail project has been advertised nationally.

The Technical and Engineering Advisory Services tender is a vital link in delivering the project and shows the Federal Government is “well and truly on track”, according to Minister for Infrastructure and Regional Development, Warren Truss.

“Inland Rail is now very much in the planning and environmental approvals phase,” Mr Truss said.

“The company that is chosen to deliver Technical Advisory and Engineering Services for Inland Rail will provide a team of experts to guide the engineering requirements for the project.

“This will allow the Australian Rail Track Corporation to get on with the job that I’ve charged them with – getting Inland Rail shovel ready.”

Mr Truss said the freight corridor from Melbourne to Brisbane was vital to the national economy.

“It already generates commodity exports worth more than $260 billion each year and freight movements along this corridor will treble over the next two decades.

“Inland rail will connect south east Queensland directly by rail to Melbourne, Adelaide and Perth avoiding the need for freight to move through the congested Sydney network. It will reduce the distance between Melbourne and Brisbane by 200 kilometres and carve 500 kilometres from the Brisbane to Perth trip.

“Inland Rail will complement existing road and rail networks and dramatically boost productivity. Initially, it will provide for 1,800 metre-long trains carrying double-stacked containers and, in the longer term, much heavier 3,600 metre long trains.

“The new freight line will reduce transit time between Melbourne and Brisbane by more than 10 hours; cutting the journey to less than a day. It will remove 200,000 trucks or 5.4 billion net tonne kilometres of freight from roads each year and add $22.5 billion to the Australian economy.

“The project itself will create up to 16,000 direct jobs during a 10-year construction period and a regular 600 jobs once operational.”

Mr Truss said the advertisements for the Technical Advisory and Engineering Services tender were placed as Infrastructure Australia considered the Inland Rail Business Case, which would, in turn, inform future construction funding.

“Inland Rail is a game-changer for Australia, with regional Australia’s growth, productivity and prosperity at its core.

“Inland Rail will boost regional economic growth and drive national productivity, connecting key production areas in Queensland, New South Wales and Victoria with export ports across the country in the most efficient way possible.”

Tender awarded for O-Bahn tunnel design and construction Global engineering, construction and maintenance company, McConnell Dowell, has been awarded the contract to construct the O-Bahn City Access Project in Adelaide.

McConnell Dowell will design and build the $160 million tunnel project, engaging a South Australian company making the transition from automotive to advanced manufacturing for a key role in the construction.

SAGE Automation will provide expertise in the mechanical and electrical components of the tunnel including the design and construction of: • the tunnel ventilation system; • security surveillance and incident detection systems; • fully automated traffic management systems; • fire and life safety systems; • power supply systems; and • lighting.

SAGE Automation will deliver some of the latest Intelligent Transport Systems for the project which will monitor safety, traffic flow, CCTV and communications within the tunnel, as well as provide for emergency response in the event of an incident.

McConnell Dowell Chief Executive, Scott Cummins, said the company was delighted to continue its history of close collaboration with the South Australian Government.

“We have a proud history of delivering new infrastructure here and this project continues that tradition,” Mr Cummins said.

“McConnell Dowell wholeheartedly embraces the SA Government’s Workforce Participation and Skills Development policies.

“We look forward to working with local industry – particularly our South Australian partner SAGE Automation – to ensure we maximise local employment and training opportunities throughout the project delivery.”

SAGE Automation Chief Executive, Adrian Fahey, said the company was delighted to be part of the project.

“We will utilise the full scope of our capability to deliver the Intelligent Transport System, Plant Management and Control System, ITS field panels manufacture, installation and commissioning, as well as ongoing 24/7 service support and training for DPTI operators on the sophisticated system,” he said.

Dec 2015 | Highway Engineering Australia 59

MAJOR PROJECTS

Meeting rail transport needs for western Sydney Western Sydney’s rail transport needs, including serving the region’s proposed airport and the Western Sydney Priority Growth and Land Release Areas are examined in a rail options plan.

The plan was released in mid-November 2015 by the Federal and New South Wales Governments.

The release coincided with community consultation on a detailed draft Airport Plan and draft Environmental Impact Statement, and followed the official declaration of the Western Sydney Airport site.

A joint statement released by Federal Infrastructure Minister, Warren Truss; his colleague, Major Projects Minister, Paul Fletcher; and NSW Minister for Transport and Infrastructure, Andrew Constance, said the rail options plan would be completed over the next 12 months.

It would investigate economic, population and commercial drivers, as well as mapping out costs and timeframes.

“There will be opportunities for the public to have their say as part of an informed discussion on Western Sydney’s future transport needs,” the Ministers said.

“The rail options plan will take into account existing reports as well as plans for the future rail needs of Sydney.

“We know Western Sydney’s population is set to increase from two million to three million people over the next 20 years, so this options plan will look at rail transport needs for the airport, as well as surrounding communities and employment lands.”

Ministers Truss, Fletcher and Constance said construction had started on the $3.6 billion Western Sydney Infrastructure Plan of major road upgrades to meet the needs of the community and service the proposed airport.

They said their governments were also planning for the airport to be ‘rail ready’ when it opened with space for a station and tunnels excavated.

“There is no doubt there will need to be a rail line one day linking the proposed Western Sydney Airport and surrounding communities.

“The options plan will help us determine the type of rail, when it will be required and how much it will cost to lock-in the right transport solution for the future.

“The scoping study will also consider funding and financing issues, including whether value capture techniques could assist meeting the funding requirement.

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“At the same time, the NSW Government has been consulting the community on possible north-south rail alignments from Leppington to St Marys,” the Ministers said.

“The momentum continues to grow on this game-changing project for Western Sydney and we are working together to make sure we have the right transport in place to connect the airport site and surrounding employment areas with Western Sydney’s growing residential areas.”

Moreton Bay Rail first station complete The $988 million Moreton Bay Rail project is on track to completion with the first station at Mango Hill officially unveiled on 4 November.

The rail project, once finished, will deliver a double-track passenger rail to Kippa-Ring, connecting to the existing North Coast line.

Mango Hill is the first of six stations to be completed on the new line. It features two platforms with passenger shelters and seating, lift towers and a raised pedestrian footbridge, as well as an open bike shelter.

In addition, construction of a 12-kilometre dedicated shared pathway adjacent to the new line between Petrie and Kippa-Ring is now complete. The pathway’s design ensures easy access, for all who use it, to the region’s existing shared pathway network.

Moreton Bay Regional Council Mayor, Allan Sutherland, said delivery of Mango Hill station and the shared pathway demonstrated that work on the Moreton Bay Rail project was on the home stretch.

“With new bridges, roads and pathways, the benefits of the Moreton Bay Rail project for our region extend well beyond the 12.6 kilometres of dual track and six new stations,” Mayor Sutherland said.

The shared pathway and stations will be opened to coincide with completion of the rail line in mid-2016.

The Federal Government is contributing $583 million to the project, the Queensland Government $300 million and the Moreton Bay Regional Council $105 million.

Preferred proponent named for Roe 8 A consortium led by Leighton Contractors is the preferred proponent for the construction of Western Australia’s Roe 8, the Roe Highway extension from the Kwinana Freeway to Stock Road.

The consortium comprises Leighton Contractors, civil infrastructure company Georgiou Group, WA Limestone, GHD, AECOM and civil and structural engineering consultants BG&E. Construction work will begin in early 2016, creating 600 jobs.

The final cost of the project is expected to be less than $500 million and WA Premier, Colin Barnett, said the tender had come in under budget because of a competitive market and increased innovation in delivery.

“This is a key milestone in the journey to delivering a safer, more efficient road network in Perth’s southern suburbs,” Mr Barnett said.

“Roe 8 will take 5,000 trucks off local roads and make it easier for people to access Fiona Stanley Hospital while delivering faster journey times for people who live and work south of the river.

“Critically, it will provide the necessary transport infrastructure to support the current port and associated commercial areas of Fremantle, as well as ensuring access to a future port facility to the south.”

Transport Minister, Dean Nalder, said Leighton was well qualified to undertake the work, based on its long history in successfully delivering other alliance projects for Main Roads.

Those projects, Mr Nalder said, included Gateway WA, which was being completed ahead of time and budget; Mandurah Entrance Road and the Perth to Bunbury Highway.

“Its proposal included an innovative road layout at the Kwinana Freeway/Roe Highway interchange, which will enhance road safety and traffic efficiency.”

Mr Nalder said Roe 8 would reduce congestion, improve freight efficiency and provide better safety outcomes for all road users.

“Tens of thousands of people using Leach Highway are being exposed to unnecessary risk because it was never designed to carry such a volume of trucks and cars.”

Naming of the preferred proponent for Roe 8 followed the granting by the Federal Government of conditional environmental approval for the project.

Environmental conditions include: • two wetland bridges built over Roe Swamp and Horse Paddock Swamp; • a top-down construction process to minimise clearing footprint and compaction during construction; • building the road on land already partially cleared for overhead power lines; • a 523 hectare land offset package; and • fauna underpasses.

MAJOR PROJECTS

Preferred route for Northern Road Upgrade Stage Four The Federal and New South Wales governments have released the preferred route for stage four of The Northern Road upgrade, west of Sydney.

The preferred option travels around the western Sydney airport site and to the east of Luddenham Town Centre.

The Northern Road is a key project in the two governments’ $3.6 billion Western Sydney Infrastructure Plan, providing essential road improvements for one of Australia’s fastest growing regions before the new western Sydney airport opens in the mid-20s.

The stage four upgrade will widen 11 kilometres of road to four lanes between Mersey Road at Bringelly and Littlefields Road at Luddenham and will be critical in the network of roads being built to service the airport.

The project forms part of the 35 kilometre upgrade of The Northern Road between Narellan and Penrith to increase road capacity, reduce future congestion and improve safety on a major western Sydney corridor.

New South Wales Minister for Roads, Duncan Gay, said the preferred route, known locally as the‘eastern option’ provided the best access to western Sydney employment and local businesses.

“We’ve consulted extensively with the community and businesses, and we think we’ve got the balance right,” Mr Gay said.

“The eastern option provides a free flowing arterial road connection from the south to the north linking directly to Elizabeth Drive, the main road through the Western Sydney Priority Growth Area.

“It also includes direct access to the Luddenham Town Centre via a direct connection from The Northern Road to ensure local businesses, residents and visitors are well serviced.

“Another important benefit of the eastern option is the preservation of the Luddenham heritage buildings and homes along the existing The Northern Road corridor, which is critical to the town’s historical character.”

The Western Sydney Infrastructure Plan is a $3.6 billion initiative which includes upgrades to Bringelly Road, Werrington Arterial Road, The Northern Road, Ross Street Intersection, a new four-lane motorway between the M7 Motorway and The Northern Road to be known as the M12

Motorway and a $200 million Local Roads Package.

Construction of Stage 1 of Bringelly Road commenced in January 2015 and is expected to be completed in late 2017. The detailed design for Stage 2 has been completed and utilities design and property acquisition are underway.

Construction of Werrington Road commenced in March 2015 and is expected to be completed in late 2016.

The development of The Northern Road is being undertaken in four stages.

Construction is expected to commence on Stage 1 in early 2016. Community consultation on Stages 3 and 4 took place in July and August and the preferred alignment has now been selected for Stage 4.

The Ross Street intersection was added to the infrastructure plan in March 2015 – construction is expected to commence in 2016 and be completed by 2017.

Construction on the M7 to The Northern Road Motorway project is expected to commence in 2020. Shortlisted route options will be displayed in early 2016 and a preferred route option is expected to be announced in mid-2016.

Rock blasting at Dirty Creek About one million cubic metres of rock was blasted and removed from locations including Corindi and Dirty Creek during November 2015 as work progressed on the Woolgoolga to Halfway Creek section of the Pacific Highway upgrade.

Explosives experts carried out controlled blasting of the rock as part of work to upgrade the 14 kilometre section of road.

Blasting was used because it would have taken too long to break up the rock deposits using traditional methods such as rock hammers and bulldozers.

The rock removed was to be crushed and reused elsewhere on the project.

The upgrade of the Woolgoolga to Halfway Creek section of the highway is another step towards completing the duplication of the Pacific Highway between Hexham and the Queensland border.

It is expected to be complete in 2017 and will link the Sapphire to Woolgoolga project to the south and the Halfway Creek to Glenugie project to the north.

The Woolgoolga to Halfway Creek section of highway is part of the larger 155 kilometre Woolgoolga to Ballina project, which is expected to provide about 2,500 direct jobs

and 7,500 indirect jobs for the community when work is at peak.

More than 60 per cent of the Pacific Highway duplication is complete, with a further 19 per cent being built and the remaining sections being prepared for major work.

The Woolgoolga to Ballina section of the Pacific Highway upgrade is jointly funded by the Federal and New South Wales Governments on an 80:20 basis.

The Federal Government is providing $5.64 billion as part of its commitment with the New South Wales Government to complete the Pacific Highway upgrade by the end of the decade.

$680 million proposal for Tanami Road The Northern Territory and Western Australian Governments have submitted a $680 million proposal to Infrastructure Australia to upgrade the one-thousand kilometre Tanami Road.

NT Minister for Transport, Peter Chandler, and his WA counterpart, Dean Nalder, announced the submission on 29 October while travelling along the national Tanami Road.

Mr Chandler said the Territory Government had already made significant investments in the road, with 224 kilometres sealed and another $16.5 million worth of work underway in design or construction.

“The immeasurable benefits in providing reliable access to health, education and jobs for a region such as the Tanami – north west of Alice Springs – will resinate through generations to come.

“Having said that, the Tanami Road has produced a positive cost-benefit ratio, with the benefits to the region expected to increase over time.

“Construction of the project would be over a five to 10-year period, long enough for many local Indigenous people to gain qualifications in the civil construction, surveying or other engineering and construction related fields.”

If successful in gaining funding, the $680 million proposal will change Australia’s north through upgrading the 790 kilometre unsealed section of the Tanami Road to a fully sealed, two lane road.

“Neither government can achieve this transformation project alone. To unlock all the real benefits and to successfully develop Northern Australia, partnerships like this are essential,” Mr Chandler said.

Dec 2015 | Highway Engineering Australia 61

ROAD SAFETY

Safety work underway on D’Aghuilar Highway

Targeting council road safety improvements

Construction of a new eastbound overtaking lane and other upgrading work on the D’Aguilar Highway between Caboolture and Kilcoy in Queensland is now underway.

The $16 million upgrade – fully funded by the Federal Government – will target high-risk locations and deliver critical safety benefits for highway users. Caboolture is situated about 45 kilometres north of Brisbane and Kilcoy is located about 95 kilometres north west of the capital.

The upgrade will provide a new 1.2 kilometre eastbound overtaking lane between the Gamgee Road intersections, with a metrewide painted centre median to separate opposing traffic lanes.

Safety improvements will also be delivered at the Gamgee Road intersections, including dedicated turning lanes and lighting at the Gamgee Road east intersection.

Rehabilitation and drainage improvements are being undertaken along the 2.1 kilometre section between the Gamgee Road intersections to improve the road.

McIlwain Civil is undertaking the works on behalf of the Queensland Government and construction is expected to be completed by late 2016.

Local government across South Australia has been awarded funding for a range of road safety improvements and upgrades that target council roads with a history of casualty crashes.

Total investment for the 18 approved projects is $2.5 million, with $1.7 million from the Motor Accident Commission’s (MAC) Road Safety Infrastructure Fund and the balance provided by local government.

The investment forms part of the MAC’s $100 million funding towards road safety improvement programs.

Three of the projects, valued at $152,500, include improving safety on Balmoral Road in the Barossa Council area.

Between 2009 and 2013, there were 13 casualty crashes on Balmoral Road, including one fatal crash and three crashes resulting in serious injuries.

Abattoirs Road, Port Pirie South, will also be upgraded with an investment of $300,000 from MAC and $326,000 from Port Pire Regional Council. As part of the upgrade, about eight kilometres of the road will be widened.

Earlier this year, the government announced the first call of the local government funding with $3.2 million allocated for 41 projects.

Regional Development Minister, Geoff Brock, welcomed the fact the majority of funding was allocated to regional roads in SA. “Six regional councils have received over $1.3 million to upgrade their road infrastructure.

“Deaths on rural roads are overrepresented in the road toll and funding like this can go a long way to help make our roads safer.”

Motor Accident Commission CEO, Aaron Chia, said the projects – including the installation of roundabouts, intersection upgrades, shoulder sealing and safety barriers – would help reduce road deaths and serious injuries across the state.

“The Motor Accident Commission looks forward to seeing these 18 projects implemented by local government.

“These are practical, positive initiatives which will improve safety on local government roads from the Adelaide metropolitan area through to the far north of the state.”

Safety improvements to East Derwent Highway Tenders were called on 21 November 2015 for safety improvements on Tasmania’s East Derwent Highway to create a roundabout at the junction of Cove Hill Road at Bridgewater.

The $2.8 million project is funded through the Tasmanian Government and Brighton Council.

The works will improve safety at the intersections where Cove Hill Road and Green Point Road meet the East Derwent Highway, both of which have high crash rates.

The old link road from East Derwent Highway to Green Point Road will be closed, and a new link road will connect to a roundabout at the junction of Cove Hill Road and East Derwent Highway.

The works will improve safety and traffic flow by allowing traffic from Cove Hill Road to safely access Green Point Road using the roundabout.

62 Highway Engineering Australia | Dec 2015

Wider lanes improve road safety near Tararan Creek Road safety improvement works started in mid-November on the Bruce Highway south of Tararan Creek near Gin Gin – about 50 kilometres west of Bundaberg.

The $1.8 million upgrade involves widening a one kilometre stretch of the Bruce Highway south of Tararan Creek Bridge.

The wider lanes will allow for the installation of a one-metre wide centre line to increase the gap between vehicles travelling in opposite directions. The line marking creates a buffer zone for motorists to safely move around vehicles stopped on the side of the road, without having to enter the oncoming lane.

The Bruce Highway Pavement Widening projects form part of the Federal Government’s Infrastructure Investment Program and are jointly funded by Canberra and the Queensland Government.

The Federal Government is contributing $1.44 million to the project and the Queensland Government $360,000.

The works were expected to be completed by late December 2015.

Traffic law changes to make WA roads safer The Western Australian Government is implementing changes to the Road Traffic Act designed to make the state’s roads safer and impose punishments which are more in line with community expectations.

Amendments to the Act are before Parliament and provide for a new offence of Careless Driving Causing Death, Grievous Bodily Harm and Bodily Harm.

Road Safety Minister, Liza Harvey, said the creation of the new offence would give courts the ability to gaol people whose careless driving resulted in death or serious injury.

“Currently the maximum penalty for Careless Driving where a person is killed or seriously injured is a $600 fine, which is completely inadequate and not in line with community expectations,” Mrs Harvey said.

“The lack of an adequate penalty for this offence has been expressed by the State Coroner, a senior magistrate and the general public.”

ROAD SAFETY

The maximum penalty for the new offence would be three years in prison and/or a $36,000 fine.

The Minister said the changes also meant a person sent to prison for a driving offence would not serve their licence disqualification until after they were released.

“The community expects penalties to have an impact and this confirms the government’s stance that a driver’s licence is a privilege, not a right.”

Mrs Harvey said another anomaly in the Road Traffic Act would also be addressed with supervisors of learner drivers limited to a blood alcohol content below point 05.

“This change brings Western Australia into line with the rest of Australia and is very much a common sense move.

“This package of amendments sends a clear message to the community that road safety is a serious issue for the government and the community.”

The Minister said although the rate of fatalities in WA had dropped 23 per cent since 2008, the government would remain relentless in its efforts to further reduce road trauma through safer roads, enforcement and education.

Sunshine Motorway’s safety upgrade Work has started on installing a series of electronic Variable Speed Limit Signs (VSLS) on Queensland’s Sunshine Motorway to help reduce accidents, particularly rear-end crashes.

The frequency of rear-end crashes on the motorway is one of the key drivers for the VSLS project and the new electronic signs to be installed on the eastbound carriageway between Tanawha Tourist Drive and Kawana Way will help enhance driver safety and traffic flow.

Minister for Main Roads and Road Safety, Mark Bailey, said the $2.4 million investment by the government would improve safety and reduce traffic congestion for the 40,000 motorists and their families who used the motorway each day.

“The signs will span almost 4.6 kilometres and will operate around the clock assisting motorists coping with vehicle breakdowns and congestion.

“Sixty-five per cent of all incidents on this road in the past eight years were reported as rear-end crashes, with the majority of these occurring during peak traffic periods.”

The signs will be the first of their kind for the Sunshine Coast, following their roll out on roads and tunnels in Queensland’s metropolitan areas including the Pacific, Ipswich, Gateway and Centenary motorways, as well as the Clem7 tunnel.

“The speed limits shown on the electronic signs will be legally enforceable and motorists are urged to obey the posted speed limit,” Mr Bailey said.

“Transport and Main Roads’ Traffic Management Centres will monitor CCTV footage of real-time conditions and alter the speed limits in the interests of safety.”

The project will be delivered as part of TMR’s Safer Roads Sooner program which aims to improve road safety by implementing high benefit, cost effective, road engineering treatments that address trouble spots.

The project is scheduled to be completed in late March 2016.

Permanent WA Road Safety Commissioner appointed The Western Australian Government has appointed the state’s first Road Safety Commissioner in former senior WA Police officer, Kim Papalia.

In line with the recommendations of the Browne Review into road safety governance, Mr Papalia has also been appointed to the position of Chair of the Road Safety Council.

He had been acting in the commissioner role since July 2015.

Road Safety Minister, Liza Harvey, said the government was committed to further reducing road trauma.

“Mr Papalia and the Road Safety Commission have been busy implementing the Browne Review recommendations and this is a major step in that process,” Mrs Harvey said.

“Kim Papalia had a distinguished career at WA Police where he had firsthand experience of the devastation road trauma causes. He will be an asset in our relentless campaign to reduce the number of people seriously injured and killed on our roads.”

The Minister also honoured outgoing Road Safety Council chairman, Professor Murray Lampard, for his road safety work in Western Australia.

“Murray Lampard has been a passionate campaigner for safer roads and educating

the public on how to reduce the risk of a catastrophe on WA roads.

“I thank him for the excellent work that he has done as Chair of the Road Safety Council and his dedication to this important role.”

NT Road Safety Grants – round two Community groups in the Northern Territory had until 1 December to apply for funding under round two of the Road Safety Community Grants Program.

Territory Minister for Transport, Peter Chandler, said the government was committed to improving road safety through empowering local community groups to deliver effective education and awareness programs and activities.

“Strengthening local participation and making our roads safer is a whole-ofcommunity effort and I encourage local Territory organisations to come forward with ideas to help reduce the road toll,” Mr Chandler said.

There are two pools of funding available under the program; $50,000 for urban projects and $50,000 for regional initiatives.

Under the inaugural round of grants offered, 22 applications were received and 16 were awarded a total funding of around $74 000.

“I believe creating innovative local ideas is vital to improving road safety and the grants allow government, business and the community to work together to target road safety issues in their area.”

The program is open to not-for-profit Northern Territory based community organisations, local government and schools which want to develop and implement projects to address local road safety concerns and increase road safety awareness.

“If a community organisation in Darwin has an idea to keep cyclists safer on their local roads, we want to hear about it,” Mr Chandler said.

“If a school in Alice Springs wants to run a campaign on the impacts of using a mobile phone while driving, we want to hear about it.

“Road safety is a shared responsibility and these grants encourage community groups to participate in a range of road safety initiatives.”

Projects approved under the program have to be completed within six months of receipt of funding, unless otherwise agreed.

Dec 2015 | Highway Engineering Australia 63

ROAD SAFETY

TAC INITIATIVE ON MELBA HIGHWAY Works have just been completed on an installation of the Flexfence WRSB on the Melba Highway, near Yea, about 100 kilometres north east of Melbourne.

The safety upgrade, managed by VicRoads and funded by the Transport Accident Commission (TAC), includes median installs of Flexfence WRSB, rumble strip edge lines, reflective posts and more than 400 Stack Cushions to provide added protection for motorcyclists.

Using a centre line wire-rope barrier has been identified as an effective safety measure to prevent vehicles crossing the centreline and preventing head-on collisions, if the driver is distracted or falls asleep at the wheel.

64 Highway Engineering Australia | Dec 2015

Centreline wire rope barrier has been successfully used on several two-lane roads around Australia and overseas, including the Pacific Highway in New South Wales, the Midland Highway in Tasmania and the Centennial Highway in New Zealand.

The Melba Highway project will guide the roll-out of similar projects to reduce head-on collisions in other parts of the state, including the Geelong-Bacchus Marsh Road and the Goulburn Valley Highway.

The $350,000 project is being funded under the $1 billion Safe System Roads Infrastructure Program (SSRIP) to reduce deaths and serious injuries on Victorian roads by 30 per cent.

In a six month period from October 2014, five people were killed on a 10 kilometre stretch of the road between Yea and Molesworth. In the past five years, eight people have been killed on the stretch of road, and a further 13 people have been seriously injured.

Most of the crashes involved a vehicle crossing over the centre line of the road.

This record makes the highway one of the most deadly roads in country Victoria.

Bryan Sherritt, VicRoads’ regional director for north-eastern Victoria, said VicRoads was developing a proposal to install the wire rope barrier between Yea and Molesworth.

Mr Sherritt said because of the high crash rate, other safety measures had also been adopted this year, including a rumble strip down the middle of the road, a reduced speed limit of 80 km/h and warning signs.

“We’re quite relieved that since they’ve been in place we haven’t had any serious accidents on that section of road. But we need a longer term or more substantial safety intervention in that particular location. It’s a very effective way of actually preventing accidents.”

The steel posts holding the wire at the Melba Highway trial site have also been fitted with Stack Cushions in a bid to reduce the hazard to motorcyclists if they are impacted.

Samantha Cockfield from the TAC said analysis of serious injury and fatal road crashes showed that many of them occurred after a vehicle crossed the centre line.

“The experience of other places that had installed wire barriers down the centre of roads had been very successful. It’s highly effective in terms of reducing the number of cross road crashes. It almost eliminates them, it’s almost impossible to have them,” she said.

If the trial proves successful, the prospects of the safety initiative being rolled out elsewhere in Victoria were “really high.”

ASSET MANAGEMENT

MOBILE DATA SURVEYS FOR ROAD NETWORK ASSET MANAGEMENT Asset management is a systematic process of deploying, operating, maintaining, upgrading or renewing and disposing of assets costeffectively. The term is most commonly used in the financial world to describe people and companies that manage investments on behalf of others.

Protecting our Human Assets One of our greatest assets is the staff we utilise to achieve our outcomes. To this end, the use of Mobile Data collection is a great opportunity to protect our personnel from the hazards of traffic while undertaking assessments.

While eliminating risks to staff, Mobile Data collection at normal road speeds, has the advantage of completing tasks in a timely and economic manner, which adds efficiency to asset management.

Condition Rating NOC (visual assessment) vs Mobile Data Survey Some people might say there is a fundamental difference in approach to condition rating between visual human assessment (NOC) and automated mobile data collection.

In fact, there is no difference. All that a mobile data collection survey does is to interpret an assessment into a language

(numbers) that can be understood by the manufacturer, ASNZD standards committee board, auditor, assets manager or installer.

Instead of having subjective condition rating system heavily dependent on human judgment, experience and expertise we can create a robust condition rating collection system which will help us understand each other better.

One asset manager’s perspective: “We believe that by collecting real condition value and understanding trends and implementing process, we can start making conscious decisions towards more proactive and cost effective management of the assets.”

Olexiy Kurlov – AMA traffic assets manger Auckland Motorway Alliance.

Roaddata Pty Ltd is actively engaged in the provision of a cohesive and integrated data collection service that provides the asset manager with the right tools and information to operate efficiently and effectively while also making cost savings.

A robust database gives rise to the following benefits: • Accurate, short and long term forecasting • Deterioration modelling • Realistic levels of service • Simulation models for strategic planning

A robust database also means cost effective asset management: • Assets ID • Location • Age • Material Specification.

• Condition/s.

Signs and line marking assets Since signs and line marking, and other delineation assets, have a short life cycle compared to other assets, their annual maintenance and renewal budgets are very close or sometimes even higher than more strategically important assets (pavement, structures, drainage).

By collecting real condition values, understanding trends and implementing effective data collection processes, conscious decisions towards more proactive and cost effective management of the asset is possible.

Roaddata continues to develop its resources in Mobile Asset data collection and has the current capabilities.

Retroreflectivity measuring • • • •

Line marking retroreflectivity to EN 1436 Signs retro reflectivity to ASTM E 1709 Signs inventory including sign size, location Signs Measured as seen from drivers perspective • 360° pameramic photography • Lidar data collection

Asset Condition Rating • Road roughness • Road profiling • 3D Laser camera for profiling and crack detection 4m width

Amalgamated Data Display • Multiple data sources can be collected, analysed and displayed on one Web based platform.

Dec 2015 | Highway Engineering Australia 65

BRIDGES

With a main span of 1,310 metres, the Hardanger Bridge is Norway’s longest long-span suspension bridge and the 10th longest suspension bridge in the world.

Challenging suspension bridges

By Vanja Samec Ph.D., Global Director RM Bridge at Bentley Systems

Long-span suspension bridges represent some of the most remarkable, yet most vulnerable, assets in road networks. Due to their important role in the transportation network, the design, construction, and subsequent surveillance and maintenance must be performed very accurately.

During the design process, bridge designers must consider and meet many challenges, including the highly non-linear behaviour of the structure, the optimisation of the geometry of suspension cables, and the effects of wind.

The continuous change of structural systems is a major reason for non-linear structural analysis. For cable-supported bridges, special optimisation procedures are necessary. For long cable-stayed and suspension bridges, bridge designers must consider dynamic wind effect. The extraordinary, ultrathin design of these structures yields significant susceptibility to wind-induced vibrations. Steel bridges, especially, allow for extraordinarily slender main girder cross sections.

The price paid for these material savings and architectural highlights is a balancing act with regard to the wind design as one can no longer state a priori that the final construction will withstand the acting wind forces. Instead, sophisticated analysis methods must be applied to determine critical wind velocities for all types of known wind effects.

As a result, dynamic wind analyses are increasingly important to bridge engineers. These phenomena include vortex shedding and the lock-in phenomenon, across-wind galloping and wake galloping, torsional divergence, flutter phenomena, and wind buffeting.

Bridge design and analysis is an iterative process, during which the engineer looks for the best solution for the given criteria by changing specific system parameters. Engineering experience helps to reduce

66 Highway Engineering Australia | Dec 2015

The distance between the two main cables on the Hardanger Bridge is only 14.5 metres, making it one of the most slender bridges in the world.

the time required but there is still a need for many iterations until the design criteria are met. Today, computer programs should provide the best possible support for this design process. One such product is Bentley RM Bridge, which has been well-tested and proven on major projects to become a globally recognised, expert system capable of solving virtually any bridge design or analysis problem.

For example, RM Bridge was used successfully by engineering designers on the Hardanger Bridge, the longest long-span suspension bridge in Norway. This bridge, which opened August 2013, crosses the Hardanger fjord. It has a main span of 1,310 metres and is ranked No. 10 on the list of longest suspension bridges in the world. The Norwegian road authority, Statens Vegvesen, in close collaboration with TDA Norway and Bentley Systems’ Austria team in Graz, performed the design work.

BRIDGES

Figure 4. CFD calculation

Figure 5. Static and dynamic (lateral wind) internal forces of the main girder

The two-lane suspension structure, with an additional lane for bicycles and pedestrians, is 1,380 metres in length with towers that rise to a height of 202.5 metres above sea level and a navigational clearance of 55 metres below the deck.

The very large ratio of main span to side spans is due to the shore of the fjord dropping very deeply, which meant the pylons had to be placed close to the water side. Construction had to be performed by lifting the individual girder segments and temporal connection to each other with hinges. Once all the elements were lifted, the final welding was performed. During this time, the main girder was even more susceptible to wind-induced vibrations.

The main girder is most susceptible to wind-induced vibrations while the elements are being lifted and welding in place.

The bridge deck consists of an orthotropic steel box, with a width/ depth value of 17.3 metres/3.2 metres. The stiffness of the main girder is relatively small when compared to other bridges of this span type.

The distance between the two main cables is only 14.5 metres, which means that the Hardanger Bridge is one of the most slender bridges in the world.

Among some of the specific challenges on this project were the highly non-linear behaviour of the structure; the need to optimise the geometry of the suspension cables while designing the sag profile; the non-linear behaviour due to the traffic loading; and optimisation of the erection procedure, wind loading, and wind-induced vibrations.

RM Bridge was used to calculate the cable lengths for the main cable and hangers by applying a set of constraints for sag and cable forces for the bridge in service state. The final geometry of the main girder is now straight but with a constant radius in elevation. This vertical radius is achieved by a constant bending moment induced between the pylons and the hangers closest to the pylons.

Numerical wind investigations of the main girder and pylons were performed with a CFD module that applies the vortex particle method to describe the air flow around the cross-section (Fig. 4).

Additionally, small-scale wind tunnel measurements were performed in collaboration with the Virtual Vehicle Competence Center (VIF) in Graz to calibrate the developed CFD module.

For the study, two variations of the girder were considered: one with the plain girder and one with attached wind guiding vanes and spoilers.

CFD calculations were performed for three different parameter configurations of Reynolds number. Additionally, the calculation results were compared with a wind tunnel test with a 1:100 model of the cross section without guiding vanes and spoilers at a Reynolds number Re = 10e5.

Wind buffeting analysis was performed for a wind profile in which the mean wind is determined by a logarithmic distribution and the power spectral density is of Kaimal type. By comparing results for static wind only, static and dynamic lateral forces are of the same magnitude. The twisting moment is larger for the dynamic wind. Due to the fluctuating vertical wind component, the effective wind incident angle varies more than static effects. Thus, the overall twisting of the deck is amplified and the internal moment is consequently higher (Fig. 5).

Future projects in Norway that will require innovative bridge and tunnel technologies, as well as experienced engineers and reliable software applications, include the E39 road between the cities of Kristiansand, Stavanger, Bergen, and Trondheim, which will become a ferry-free highway route.

Dec 2015 | Highway Engineering Australia 67

BRIDGES

New Reid Highway Bridge Beams for the new Reid Highway Bridge over Perth’s Mitchell Freeway were installed on the second weekend in November as part of a $108 million project being jointly funded by the Federal and Western Australian Governments.

Eight bridge beams measuring up to 44.5 metres long and weighing up to 162 tonnes each were lifted into place using a 600 tonne crane.

When completed, the new bridge will provide two lanes in each direction resulting in immediate safety and efficiency gains, along with greater capacity in the future as traffic increases.

The Federal Government is contributing $67.2 million to the project – a major upgrade of the Reid Highway.

It is one of nine projects, receiving a total of $499.1 million in funding from Canberra under the National Partnership on Infrastructure Projects in Western Australia.

The Reid Highway duplication project also incorporates the widening of highway to include dual lanes in both directions between Erindale Road and Duffy Road.

It is part of a much larger $108 million project which includes a new interchange at the junction of Reid Highway and Malaga Drive, and the widening of Reid Highway from Marmion Avenue to Duffy Road.

68 Highway Engineering Australia | Dec 2015

Western Australian Minister for Transport, Dean Nalder, said the work was part of an integrated transport plan to improve traffic for freight movements and motorists.

Mr Nalder said the section of the highway was a known congestion point and carried about 30,000 vehicles per day. By 2031, it would carry about 59,000 vehicles per day.

In conjunction with the Public Transport Authority, Main Roads WA scheduled bridge work closures to coincide with the Joondalup Line railway maintenance shutdown, to minimise disruption and impacts on road and rail users.

The Joondalup rail line was closed from Perth Underground Station to Whitfords Station from Friday, 6 November to Sunday, 8 November, with trains resuming at the start of timetabled services on the Monday.

The joint works also required the closure of a section of Mitchell Freeway and Reid Highway on November 6, 7 and 8.

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Photos courtesy of Main Roads WA

New bridge to span Caboolture River Tenders have been called for a $17.1 million upgrade of the Caboolture River Bridge at Caboolture, about 45 kilometres north of Brisbane.

The Federal and Queensland Governments are financing the upgrade of the bridge on Morayfield Road under a 50/50 funding agreement.

The existing bridge is more than 90 years old and experiences flooding during severe weather.

It will be replaced during 2016 with a new two-lane bridge that will include a three metre wide pedestrian and cycle path.

Work is expected to take a year to complete.

The 31,000 cars that use the bridge daily will be redirected over the northbound bridge, which will carry one lane of traffic in each direction.

Queensland’s Minister for Main Roads and Road Safety, Mark Bailey, said the upgrade would provide better infrastructure for the local community and benefit the economy through improved freight efficiency and related productivity gains.

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Dec 2015 | Highway Engineering Australia 69

STORMWATER REPORT

Bondi stormwater project treats 50 million litres annually The Bondi Stormwater scheme is designed to harvest and re-use stormwater previously discharged into the ocean at the Southern end of Bondi Beach, about seven kilometres east of Sydney’s CBD. It has the capacity to treat and supply over 50 million litres of stormwater per year, delivering recycled water for irrigation, toilets and public cleaning at Bondi Beach.

The project was built in 2012 with funding support from NSW Government’s Climate Change Fund – it conserves water, reduces greenhouse gas emissions, saves money and improves water quality at the beach.

Operation of the scheme is fully automated, with intelligent water quality monitoring and measuring 24 hours a day.

This ensures the re-used water is treated to a high standard, removing stormwater pollutants and disinfecting water using ultraviolet technology.

A 10 kilowatt photovoltaic solar system, which is installed on the roof of Bondi Pavilion, provides energy for the carbon neutral operation of the scheme.

The scheme also uses porous pipe technology to treat polluted stormwater runoff from Campbell Parade, removing heavy metals hydrocarbons and phosphorous. The result is cleaner water at Bondi Beach.

• Key benefits of the project include • over 50 million litres of drinking water saved each year; • improved water quality at Bondi Beach through stormwater filtration; • improved park surface and quality for recreational use;

Reducing flood risk in Glen Iris

Melbourne Water is constructing an additional stormwater drain to increase the capacity of the Edgar Street main drain in suburban Glen Iris in Melbourne’s inner south east.

70 Highway Engineering Australia | Dec 2015

The Glen Iris catchment has been identified as an extreme flood risk catchment and the stormwater drainage project will better protect residents’ homes

• underground system operation allows for open space to be maintained; • improved water security to ensure water for irrigation during drought; and • carbon neutral operation through use of solar power.

and local businesses from the impacts of flooding during heavy rain.

Its key objective is to reduce the impact of flooding to more than 200 local properties.

Melbourne Water said flooding could not be eliminated in Glen Iris, but projects like the additional drain would collect more of the water that flows over streets and paved surfaces, and reduce the impacts of flooding to properties in the area.

The new drain will be 1.35 metres in diameter and 785 metres long. This is an extension of the Edgar Street stormwater drain that Stonnington City Council recently installed.

The works involve: • a combination of tunneling and open trenches in the road reserves to install the pipes; • traffic management; and • possible vegetation loss along the alignment.

The project is scheduled to be completed in June 2016.

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