Highway Engineering Australia V47.5 Feb-March 2016 by EPC Media Group

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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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Editor’s Column

Special Features

Innovative Solutions

Cover Story: Smart Cushion

Feb/March 2016 Volume 47 Number 5

22 AustStab Project Feature 25 Industry News 31

ITS Special Feature

47 Asphalt In Focus 56 Major Projects

62 Road Safety 67 Stormwater Report

70 Bridges

About the Cover

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EDITOR’S COLUMN

Speed Limits vs. Pedestrian Safety Are we missing an important point? Dear Readers, Over recent weeks there have been a number of stories in the mainstream media relating to the reduction of vehicle speeds to increase pedestrian safety - and to say they have put a large number of motorists 'off-side' would be somewhat of an understatement. Indeed, the latest stories doing the rounds in Melbourne, which centre around calls from a number road safety experts for vehicular speed limits to be reduced to 30km/h, have elicited a great number of extremely angry responses from motorists; many of whom are venting their anger at the seemingly never-ending list of suggestions for new road rules and controls. Now, to be fair, upon further investigation (e.g. reading or listening to the entire article) the calls were not for a 'blanket' lowering of speed limits on all CBD thoroughfares and suburban streets as a number of the headlines initially indicated, rather for speed restrictions along a number of specifically targeted thoroughfares. Be that as it may, the initial reporting of the story caused, perhaps not surprisingly, widespread concern, which in some instances boiled over into outright anger amongst a large percentage of the motoring public; many of whom believe that they are being unfairly victimised and targeted to make way for pedestrians and cyclists. An unfortunate result to say the least, given the levels of anger and ambivalence that already exist between different road user groups (truck drivers, motorists, motorcyclists, cyclists and pedestrians) and the levels of anger and frustration that can be found across the road network on a daily basis.

2 Highway Engineering Australia | Feb/March 2016

That said, I must add, that while I understand the science and logic that dictates that a reduction in vehicle speeds to 30 km/h will significantly reduce the odds of a pedestrian impact fatality, I can also understand the sentiments and frustrations of many road users who are wondering “...where will this all end?” It does seem odd to me that in a world with a constantly evolving array of new technology and advanced safety systems, we seem to be heading for a situation where cars are in danger of having to once again be lead by a flag-man (or 'flag-person' as it would now surely be) to warn others of the impending danger of an approaching vehicle... what me, facetious? never! In all seriousness though, despite the protestations, claims and counter claims from experts and representative road user groups, I noted two apparent - and I thought extremely important - points that seemed to be missing in most of these 'discussions', namely: 1. are pedestrians not supposed to cross roads at an approved crossing?; and 2. when an approved crossing is not readily available (within 20 metres in Victoria) are pedestrians not supposed to look for approaching vehicles (including bicycles) and only cross the road when it is safe to do so? Again, I understand that the proposed reduction in speed limits is about reducing the risk of an impact occurring, and in the event that an impact occurs, reducing the risk of serious injury and/or fatality; however, it seems to me that these proposed changes fail to take into account the primary purpose

of roads - a thoroughfare for vehicular traffic including, of course, bicycles. Now, before those of you who are given to such things prepare to fire off a vitriolic email to me to point out my ignorance and lack of vision, I would like to make a couple of salient points in my defence: • I agree wholeheartedly with 40km/h zones near school crossings • I agree there are certain precincts where pedestrian numbers greatly outweigh vehicular numbers, and the size of the carriageway and general surroundings present a significant danger to pedestrians in the area (e.g. laneways and narrow inner-city streets in retail precincts) The point of this editorial is not to inflame the argument, rather propose a solution. My suggestions are: rather than compound the existing issue with wildly varying speed limits and an abundance of additional controls, in areas such as those described above, why not simply remove the vehicles from the mix completely? Make it a pedestrian zone and call it for what it is. And while we're at it - why don't we place an added emphasis on pedestrian education? After all, it seems a fair assumption that improving pedestrian behaviour will also prove to be a valuable tool in reducing incidents and saving lives.

Anthony T Schmidt Managing Editor

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SPECIAL FEATURE

Transport sector funding ‘most significant infrastructure challenge’

unding of the transport sector is the most significant infrastructure challenge facing Australia’s governments, according to the first Australian Infrastructure Plan delivered by Infrastructure Australia. The plan – released on 17 February – recommends reforming the funding and operation of transport infrastructure, completing the national electricity market, improving the quality and competitiveness of the water sector and delivering a telecommunications market that responds to user demand.

Mark Birrell, IA Chairman

4 Highway Engineering Australia | Feb/March 2016

“By completing the major reforms to infrastructure markets the average Australian household will be almost $3000 better off every year,” said Infrastructure Australia (IA) Chairman, Mark Birrell. In addition to the plan, IA released its updated Infrastructure Priority List which identified 93 projects and initiatives. IA listed as a high priority initiative, the need to construct Melbourne’s East West Link, the project scrapped by the Andrews Labor Government. IA said the project – joining the Eastern Freeway to the Tullamarine Freeway –would be needed in the near future to avoid crippling congestion. It contended that if the East West Link was not built, the cost of delays caused by congestion along the road corridor would double over the next two decades, rising from $73 million in 2011 to $144 million by 2031. The Australian Infrastructure Plan was informed by the Northern Australia Audit and the subsequent Australia Infrastructure Audit. It said increased funding from taxpayers and users would be required to construct new infrastructure and enhance existing infrastructure, and a fairer balance would have to be struck between contributions made by the two groups. “In most cases, users should fund the greatest possible proportion of costs, freeing up taxpayer dollars to invest in other priorities like social services, health and education.” The plan said the transition to a more user pays approach would allow charging to be linked to funding and supply to be linked to demand. It called for the direct introduction of heavy vehicle charging within five years and direct user charging within 10 years as a priority for governments to provide greater fairness in the way roads are financed.

Brendan Lyon, IPA Chief Executive

“After standing still for 15 years, Australians know that congestion, transport and wider infrastructure problems will not fix themselves.” Existing taxes and charges would be removed. “Reform in transport should not be isolated to roads,” the plan said. It contended that efficient and effective public transport was crucial to productivity. “Where public transport has been franchised through a competitive process … consumers have benefited from increased investment in higher quality services. “All public transport operators in Australia should be routinely and periodically exposed to a competitive process, to ensure that users are provided with the best possible service at the most efficient price.” The plan said transport – along with electricity – accounted for half of all greenhouse emissions and further work was required if the sectors were to help meet the 2030 target of reducing national greenhouse emissions by 26 per cent below 2005 levels.

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SPECIAL FEATURE

“Governments should set long-term reduction targets and maintain consistent regulatory frameworks to encourage industries to innovate and plan for a reduction in emissions.” IA Chairman, Mark Birrell, said Australia could obtain the infrastructure it needed and improved living standards and productivity, if it acted now to introduce nation-shaping reforms. “Our plan sets out 78 recommendations for reform and provides a vision and roadmap to address today’s infrastructure gaps, and set us up to meet the challenges of tomorrow,” Mr Birrell said. “In developing the plan, we have prioritised the user – the commuter waiting for a train, the family paying their electricity bill and the business looking to capitalise on overseas markets.” Mr Birrell said if the plan was delivered, Australians could expect more affordable, innovative and competitive transport, energy, telecommunications and water services. “The Priority List is ultimately a platform for better infrastructure decisions; it provides rigorous, independent advice to governments and the public on the infrastructure investments Australia needs,” Mr Birrell said. The list reflects a consensus of submissions provided from state and territory governments, peak bodies and the community, filtered through the independent and objective lens of IA’s Board. Key investments recommended in the list include: • new metro rail systems in Sydney, Melbourne and Brisbane; • road and rail initiatives to bust urban congestion in Perth; • public transport improvements in Adelaide and Canberra; • urban renewal in Hobart; and • metropolitan water supply upgrades to support Darwin’s growing population. Alongside these projects are initiatives for the future, like protection of the corridors for High Speed Rail and new ring roads around Melbourne and Sydney. Mr Birrell said to create the incentives for change, the plan recommended linking Commonwealth payments to state and territory governments for infrastructure, to the delivery of national reform objectives. “Some of the ideas will be tough to progress, but let that all be part of an open public dialogue about the infrastructure people want, the outcomes it should deliver and the best ways to plan and pay for it. “The public policy changes and major projects in the 15-year plan, once delivered, will drive our nation’s prosperity and maintain our quality of life,” Mr Birrell said.

6 Highway Engineering Australia | Feb/March 2016

IA will update the plan at least every five years, and the Priority List regularly throughout each year. The peak infrastructure body – Infrastructure Partnerships Australia (IPA) – described the plan as an honest picture of the changes needed to fix infrastructure. IPA said it deserved a considered response from political leaders across the country. “The Government and Opposition should both commit to providing a formal response to the plan, outlining their response across the report’s key recommendations, said Chief Executive, Brendan Lyon. “It would be a bad outcome to see key recommendations in the report immediately politicised or ruled out. If key long-term recommendations like transport pricing reform become politicised, it will be to the community’s own detriment. “After standing still for 15 years, Australians know that congestion, transport and wider infrastructure problems will not fix themselves,” Mr Lyon said. Prime Minister, Malcolm Turnbull and Minister for Major Projects, Paul Fletcher, said the Australian Infrastructure Plan was the first long-term national infrastructure plan, based on a top-down audit of the nation’s assets. Mr Turnbull and Mr Fletcher said it would be a key tool to inform decisions by the Commonwealth, state and territory governments about which reforms to progress, and over time, which projects would be funded.

Minister for Major Projects, Paul Fletcher and Prime Minister, Malcolm Turnbull

“The Australian Infrastructure Plan provides a major contribution to strategic, long-term thinking about Australia’s infrastructure needs and how they can be best met. “We expect the plan will spark vigorous debate about our national policy settings, including how we get the best from our existing infrastructure and how to make wise decisions about potential new infrastructure. “The government will carefully consider the plan’s recommendations, and have regard to public debate, before announcing our response to them in due course.”

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SPECIAL FEATURE

Global focus on automated vehicles Billions of dollars proposed to accelerate development

ccording to the best estimates presently available, the global intelligent mobility market will be valued at an estimated $US1.25 Trillion (approximately $AU1.75 billion) per year by 2025. And automated vehicles are an integral part of the intelligent mobility market, which uses emerging technologies to bring about the most efficient movement of people and goods. As readers of Highway Engineering Australia (HEA) would know, the pace of development in the connected and automated vehicle sector is rapidly accelerating, and that acceleration has been highlighted by major developments in the United States, Britain and the European Union. In the United States, the Obama administration has put forward a plan to spend $US4 Billion ($AU5.5 Billion) over 10 years to accelerate the development and adoption of safe vehicle automation through “real-world” pilot projects. The British Government has signalled its intention to outlay £20 million $AU40.48 (million) on eight projects to develop the next generation of automated vehicles. The third major development concerns the European Commission, which has released a report outlining how to “catch up” on the development of connected vehicles as other countries, like the US, move ahead. The global developments were highlighted by speakers at an ITS Australia seminar held in Melbourne on 4 February. This issue of HEA features coverage of the seminar, including the latest news on progress towards the 23rd ITS World Congress in Melbourne from 10-14 October. The US initiative to accelerate the development and adoption of safe vehicle automation was announced in January by

8 Highway Engineering Australia | Feb/March 2016

Transportation Secretary, Anthony Foxx, while he was attending the North American International Auto Show in Detroit. Secretary Foxx also said the Department of Transportation (DOT) was removing potential roadblocks to what he called the “integration of innovative, transformational automotive technology” that could significantly improve safety, mobility, and sustainability. “We are on the cusp of a new era in automotive technology with enormous potential to save lives, reduce greenhouse gas emissions, and transform mobility for the American people. “These actions and those we will pursue in the coming months will provide the foundation and the path forward for manufacturers, state officials, and consumers to use new technologies and achieve their full safety potential.” Secretary Foxx said the nub of the administration’s $4 billion initiative was to fund pilot programs to test connected vehicle systems in designated corridors throughout the country, and to work with industry leaders to ensure a common multi-state framework for connected and automated vehicles. He said DOT was committing to a number of milestones in 2016: • Within six months, the National Highway Traffic Safety Administration (NHTSA) will work with industry and other stakeholders to develop guidance on the safe deployment and operation of automated vehicles – this will provide a common understanding of the performance characteristics necessary for fully automated vehicles and the testing and analysis methods needed to assess them. • Also within six months, NHTSA will work with state partners, the American Association of Motor Vehicle

“We are on the cusp of a new era in automotive technology with enormous potential to save lives, reduce greenhouse gas emissions, and transform mobility for the American people.”

Anthony Foxx, US Transportation Secretary

SPECIAL FEATURE

Administrators and other stakeholders to develop a model state policy on automated vehicles that offers a path to consistent national policy. Secretary Foxx said manufacturers should, where appropriate, submit rule interpretation requests to help enable technology innovation. He said in cases where interpretation authority was not sufficient, manufacturers should submit requests for use of the agency’s exemption authority to allow the deployment of fully automated vehicles. Exemption authority allowed NHTSA to enable the deployment of up to 2,500 vehicles for up to two years if the agency determined an exemption would ease development of new safety features. “The DOT and NHTSA will develop the tools necessary for a new era of vehicle safety and mobility, and will consider seeking new authorities when they are necessary to ensure fully automated vehicles are deployable in large numbers when they are demonstrated to provide an equivalent or higher level of safety than is now available,” Secretary Foxx said. The fully automated vehicle will include those designed without a human driver in mind. In Britain, the £20 million funding initiative is for eight projects that will research and develop enhanced communication between vehicles and roadside infrastructure or urban information systems, including new “talking car technologies”. The projects are the first to be funded from the government’s £100 million ($AU205.2 million) Intelligent Mobility Fund. ”These projects will help profoundly change the way we travel within years, transforming our roads by making travel a simpler experience for drivers, reducing accidents and helping traffic flow more smoothly,” Transport Secretary, Patrick McLoughlin, said. “They will also bring great benefits to our society and the wider economy by opening up new routes for global investment.” Chris Reeves – Commercial Manager, Future Transport Technologies and Intelligent Mobility at HORIBA MIRA – said the project would pave the way for the development and deployment of connected automated vehicles in the UK and help the industry address global challenges relating to safety, efficiency and convenience. HORIBA MIRA is a global provider of engineering, research and test services to the automotive, defence, aerospace and rail industries. “The project will help establish the UK as a global centre of excellence and drive forward the commercialisation of connected vehicles,

10 Highway Engineering Australia | Feb/March 2016

and deliver a major wealth creation and inward investment opportunity for the UK.” The eight projects to receive funding are: • UK Connected Intelligent Transport Environment (UKCITE): to create the most advanced environment for testing connected and automated vehicles. It involves equipping over 40 miles of urban roads, dual-carriageways and motorways with combinations of three “talking car technologies” and testing for a fourth, known as LTE-V. The project will establish how this technology can improve journeys, reduce traffic congestion and provide entertainment and safety services through better connectivity. • Insight: to develop driverless shuttles with advanced sensors and control systems, and trial them in city pedestrian areas, with a particular focus on improving urban accessibility for disabled and visuallyimpaired people. • Tools for autonomous logistics operations and management: a collaboration bringing together transport modellers and the computer games industry to develop new modelling and help significantly improve the return on investment into connected and automated vehicle fleets. • FLOURISH: to help develop new tools to improve the understanding of user needs and expectations of connected and automated vehicles. It will be based in the Bristol City Region and will test capabilities in urban and suburban networked environments. • MOVE-UK: will be focused on accelerating the development, market readiness and deployment of automated driving systems. • INnovative Testing of Autonomous Control Techniques (INTACT): will reduce the cost of testing and evaluating automated control systems in a safe, repeatable, controlled and scientifically rigorous environment. • Pathway to Autonomous Commercial Vehicles: will develop an innovative solution to monitor key information from the vehicle and predict safety risks based on analytics. It will build on a prototype which monitors tyre pressures and temperatures in commercial vehicles, combined with always-on network connection. • i-MOTORS - Intelligent Mobility for Future Cities Transport Systems: will deliver a connected Vehicle to Anything (V2X) system via a mobile platform as a proof of concept. The European Commission, which plans a strategy on connected vehicles later in 2016, has released a report outlining how to “catch

up” on connected vehicles as other countries, like the US, move ahead. A group of representatives from automotive manufacturers, local authorities and other officials met monthly with commission officials between late 2014 and 2015 to put forward their demands for a European plan on connectivity. The report looks at vehicle-to-vehicle and vehicle-to-infrastructure communication, and names data protection, access to data, and liability as some of the main hurdles standing in the way of the commission’s plans to boost connected and automated cars. Because increased connectivity and automation can limit a driver’s control over a vehicle, the group recommended a reevaluation of the question of liability. The report also references drivers’ personal data, such as speed and location, that connected vehicles can collect and recommends drivers give their “informed consent” to hand over that data. A spokesperson for the European Automobile Manufacturers’ Association (ACEA) said connected cars had the potential to make a significant contribution to societal goals. Those goals included increasing the efficiency of road use, improving safety, reducing fuel consumption and bringing down CO2 emissions further in the future. “There are outstanding technical questions that need to be addressed and standards should be established to ensure interoperability across Europe, but there is also a clear need for investments.” EU Transport Commissioner, Violeta Bulc, said: “I want to see connected cars on European roads by 2019 and the report is an important milestone towards that objective. It is nevertheless only a first step, more deliverables will come throughout 2016.” The Netherlands holds the presidency of the Council of the European Union and it has made automated vehicles one of its priorities. The Netherlands aims to have member states sign off on a joint declaration on automated vehicles during a meeting of transport and environment ministers in April. The ITS Australia segment in this issue of Highway Engineering Australia looks at presentations delivered by world experts on intelligent transport systems to a Melbourne seminar. There are also articles dealing with an Australia-first trial of an automated shuttle bus, a summit on future technology advances for New South Wales transport and a survey which shows the impact automated vehicles are expected to have on consumer purchasing decisions in the next 15 years.

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SPECIAL FEATURE

Australia keeps pace with global trends in transport infrastructure investment Transport infrastructure investment in Australia over the next 10 years is expected to be marginally ahead of the global rate. Research by international service provider, PricewaterhouseCoopers, estimated that investment in the transport infrastructure sector in Australia would increase at an annual rate (compound) of 4.9 per cent, compared with a global rate of 4.7 per cent. PwC said by 2025, the projected annual spending on roads, rail, ports and airports would be $US51.3 billion or $AU72.6 billion. The research said new investment was likely to accelerate with the emergence of new finance structures, such as government-backed concessional loans and value capture.

12 Highway Engineering Australia | Feb/March 2016

It contended concessional loans provide greater leverage against the revenue streams of toll roads and ports, and will allow for the redirection of funding to other sectors including public transport. PwC said funding of new road projects remained an Australian Government priority, but it said there was a shift to increased funding of public transport since Malcolm Turnbull replaced Tony Abbott as Prime Minister. The demand for more efficient public transport between suburbs and capital city CBDs would be driven by the concentration of employment growth in city centres over the next 20 years.

This was despite widespread population growth across metropolitan areas during that time span. There would also, according to the research, be strong growth in regional transport networks, particularly along Australiaâ&#x20AC;&#x2122;s east coast. This expansion would be to meet growth in inter-city freight links. The PwC report listed six key infrastructure projects over the next 10 years â&#x20AC;&#x201C; the Moorebank Intermodal Freight Terminal, the Inland Railway, the Gold Coast Rapid Transit Stage 2, WestConnex Stage 1, Cross River Rail and Melbourne Metro. Internationally, PwC contended that roads would likely remain the biggest sector of

SPECIAL FEATURE

Internationally, PwC contended that roads would likely remain the biggest sector of investment, especially in developing countries, but it said ports were likely to grow at the fastest rate – 5.8 per cent on average per year over the decade. investment, especially in developing countries, but it said ports were likely to grow at the fastest rate – 5.8 per cent on average per year over the decade. Advanced economies with mature transport markets, such as Western Europe, would experience strong growth in railways. Asia-Pacific was rated as the largest transport infrastructure market – the analysis said investments would increase from $557 billion per year to $900 billion per year in 2025. There would be significant investment in road transport, in public transport to relieve urban congestion and also in sea ports to meet trade demands.

14 Highway Engineering Australia | Feb/March 2016

Sub-Saharan Africa was listed as the fastest growing region. PwC estimated average annual growth at more than 11 per cent, with the majority of the growth in roads and ports. The report focused on the need for innovation, technology and cross-border collaboration to drive transport infrastructure investment on a global scale. It said the roads sector was looking to adopt new technology to improve the performance and efficiency of existing infrastructure as an alternative to embarking of major new projects. Another benefit of technology was the ability to collect and manage large amounts of data to provide information to drivers.

The global push to develop automated vehicles was also noted in the report, but PwC concluded the vehicles were unlikely to have a major impact on infrastructure spending in the near term, mainly because of regulatory obstacles. In terms of challenges to transport infrastructure development, PwC contended that one of the main obstacles, particularly in western countries, was the high level of deficits being faced by governments. The deficits, the report said, had created problems in terms of allocating large sums for infrastructure development. And to add to the challenges, the planning and development time frames for key projects were longer than what PwC called “political mandates”.

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Making a good thing even better! Building on the success of the original Krata Shaka high-performance cement and binder spreader, Krata Industries recently released its new Krata Shaka MkII unit. With a significantly increased capacity and a range of new innovative features - including a hydraulically-powered tipping body - the Krata Shaka MkII has 'made a good thing even better' - delivering even better productivity and performance in field, while also helping to dramatically reduce the cost of binder spreading operations. Lauded for the improvement in road crew OH&S that it offers when compared to manual spreading, the Krata Shaka cement and binder spreader has been leading the way terms of boosting productivity and reducing the time required to complete a wide range of pavement maintenance works for well over a decade. Designed, manufactured and patented by Tallangatta-based Krata Industries in north-east Victoria, the Krata Shaka MkII allows an even cover of binder material to be spread over the required area quickly and easily, and perhaps most importantly, for a fraction of the cost and without any of the extremely strenuous manual labour associated with traditional manual spreading. Not surprisingly, the combination of improved OH&S and fast and efficient operation which are the hallmarks of the original Krata Shaka, are also making the MkII unit popular with Councils and contractors alike.

16 Highway Engineering Australia | Feb/March 2016

Brian Fraser, Manager with Krata Industries Pty Ltd, explained: “Together with their focus on worker OH&S, Councils and contractors throughout Australia are also under ever-increasing pressure to ensure that road maintenance and repair works are carried out as soon as possible - thereby minimising both the risk of accidents and inconvenience to road users - and within ever-tightening budgetary constraints.” “As with the original unit, the Krata Shaka MkII delivers on all fronts improving safety, reducing the time taken and significantly reducing the cost of spreading cement and other binder materials for road patching and repair jobs," he said. "With the material in the hopper, the operator only needs to line the unit up with the prepared patching area, activate the delivery system and drive forward,” Brian Fraser added. "The result is an even layer of binder material spread in a fraction of the time and with none of the labour-intensive effort required for traditional manual spreading." Specifically developed to eliminate the ‘back-breaking’ work associated with manually spreading of dry binder materials across road repair jobs, the trailer-mounted Krata Shaka MkII features a hydraulic tipping storage hopper with a 2-tonne capacity. The hopper can either be filled at the depot and used to transport the cement/binder to the work site(s), or filled onsite using either standard or bulk bags.

INNOVATIVE SOLUTIONS

The hopper holds enough material to cover approximately 350m2 when applied at a standard average depth of 10mm across the repair area. The new Krata Shaka Mark II model incorporates a fully-integrated hydraulically-controlled delivery system - powered by a small on-board 4-stroke petrol engine - for the hopper tilt, hopper doors, delivery trays and material agitator unit. When activated, the built-in material agitator moves the dry binder material down towards the delivery tray when required. Once the unit’s delivery tray has been lowered into position, all functions can be controlled by the operator using a remote control. Once lined up with the prepared patching area, the delivery system is activated and the Krata Shaka MkII is towed over the work area at the pre-determined speed. The result is an even spread of cement or binder material over a 1.9 metre width – with no ‘back-breaking’ work required, in a fraction of the time that it takes to complete manual spreading and at a fraction of the cost.

"We've been very happy with the performance of the Krata Shaka MkII. It's extremely fast and efficient, and does away with the back-breaking work of manual spreading."

As an example, based on a standard calculation of one 20kg bag of cement binder per 3.5.m2, the Krata Shaka MkII can spread binder for as low as 12 cents per square metre (depending on the total quantity spread per day). A significant saving when compared to manual spreading. Importantly, these results have been borne out in the field during actual spreading operations. One of the first companies to utilise the new Krata Shaka MkII unit was Myrtleford-based road recycling and repair specialists GW & BR Crameri, who utilised the unit on a number of projects across northern Victoria. Speaking about the Krata Shaka MkII, Scott Crameri commented: "We've been very happy with the performance of the Krata Shaka MkII. It's extremely fast and efficient, and does away with the backbreaking work of manual spreading." "As an example, in one recent job in Wodonga measuring 84m x 8m, it took a driver and operator less than 1 minute to spread the required two tonnes of binder evenly across the job at the required thickness," Scott Crameri said. "Using traditional manual spreading would have taken a crew of six at least 30 minutes to complete the task - and in the heat, even longer," he added. Even for one job, the cost savings that result from using the Krata Shaka MkII - combined with the reduction in time taken to complete the job and the improvement in worker OH&S - are substantial... and the benefits continue to grow with every job. For further information on the Krata Shaka MkII, please contact Brian Fraser, Manager, Krata Industries, Ph: (02) 6071 0226, Email: krata@ krata.com.au or visit: www.krata.com.au

Feb/March 2016 | Highway Engineering Australia 17

COVER STORY

STACKING UP THE SAVINGS

SMART CUSHION proves it delivers value in more ways the one following initial impacts in Australia and New Zealand

18 Highway Engineering Australia | Feb/March 2016

COVER STORY

While in these days of tight budgetary constraints and ever-increasing demands to ‘do more with less’ it may be tempting to opt for a product or solution with a lower initial cost, when it comes to road safety barriers, ‘whole-of-life’ cost benefit analysis is a critical consideration. Put simply, low initial cost does not always equate to getting a good return on the investment. This is particularly true for impact protection systems, which, by their very nature, are extremely likely to require repairs and/or replacement parts following a vehicular impact. With that in mind, what may appear at the outset to be a ‘better value’ solution can, in fact, end up being an extremely expensive selection, with repair costs quickly adding up to multiples of the initial purchase price. If every impact results in a majority or even total replacement of the unit, perceived savings can soon disappear – and the costs will continue to escalate… year after year!

n recent months SMART CUSHION crash cushions have been deployed in major motorway projects in both Sydney and Auckland with a total of 30 units installed since June 2015. At the time of writing this article, there have been a total of 26 impacts (5 in Auckland and 21 in Sydney). When it came to repairing and resetting the SMART CUSHION units, the savings in spare part replacements alone are estimated to be tens of thousands of dollars when to compared to all other crash cushions on the market Then there are the labour cost savings and the reduction in risk to crews at the worksite. Indeed, despite the different angles of impact and varying degrees of severity, the average repair time for all 26 impacts was less than one hour. What's more, the majority of repairs only required the replacement of two 1/4" shear bolts - resulting in a total replacement parts cost of less than $5 per unit reset. Several of

the more severe impacts also required the replacement of the unit's end delineation panel which has a replacement cost of less than $150. The arrival of the SMART CUSHION crash cushion on North American markets in 2005 has had a profound influence on what both contractors and departments of transport (DOTs) regard as good value in crash cushion selection. However, SMART CUSHION delivers value in more ways than incredibly low cost of spare parts... and there are more happy stakeholders than just contractors. SMART CUSHION is manufactured by Work Area Protection (WAP) in Illinois. Fifteen years ago an innovation group within WAP were assigned to design a crash cushion that delivers greater safety and better value. They were required to present a unique solution. The result is not only unique and writ in simplicity, from an engineering perspective, it is an elegant solution that could also almost be considered a thing of mathematical beauty - enabling full and accurate expression of the laws of physics and hydraulics. Simple components, complex responsive interactions of forces, efficient use of materials and, above all, engineered safety regardless of the operation: installation, use, repair, removal, reinstatement or maintenance. A product of extraordinary value. WAP Sales Manager Jeff Smith said that in the US market, momentum took a few years: “...they needed the field experience. The contractors were so conditioned to buying spare parts to restore the crash cushions, any cushions, that they did not understand it was a needless expense and a waste of precious time. But they soon learnt. Well, the smart ones have learnt.”

BIG SAVINGS WITH SMART CUSHION In an earlier submission (for the California DOT nomination to the AASHTO Technology Implementation Group on 9 September 2011) Caltrans gave the following statistics based in their 5 year experience from November 2006 to August 2011 (when there were approximately 140 units installed on California roads):

✔ Estimated saving on frontal impacts is $2.7M. Additional side impact savings are estimated at $1.4M+.

✔ An estimated 370 crew dispatches were not required because of no damage on side impacts.

✔ For estimated repairs, there are savings on frontal impacts and side impacts when compared to alternate attenuators.

✔ Savings can be significant due to the low cost of repair parts (approximately $40), decreased repair time (usually under 30 minutes) and reduced worker exposure.

✔ It is possible to repair the attenuator during incident management thereby eliminating a future site visit and lane closure. At the time of writing this article, there are currently more than 300 SMART CUSHION SCI100 units in use in California.

One of 27 SCI100 SMART CUSHION units installed along one of Sydney’s motorways.

Feb/March 2016 | Highway Engineering Australia 19

COVER STORY

“We have SMART CUSHIONs that have been reset 20 times without any major repairs before they show signs of needing to be replaced.” Delivering Value in Road Safety So in the US what is considered good value? What does “value” look like? This question has exercised the minds of many State DOTs in the USA in the last half dozen years when the statistics were making it more evident day by day, month by month, that when lifecycle costing is considered, SMART CUSHION was the smart selection for high impact low maintenance areas. In fact it was becoming a no-brainer – if SMART CUSHION was first choice then daylight was second. So in recent years in the US the Federal Highways (FHWA) and some DOT groups have been conducting surveys and webinars to discuss and to assess the available technologies. Most of the these are available in the public domain through FHWA, AASHTO and academic websites like the University of Nebraska’s. The following comments of three DOTs are the AASHTO “Highways for Life” webinar on “Severe Duty Crash Cushions” in January 2013.

A Kansas DOT Engineer stated that a severe duty crash cushion has the following characteristics: 1. Devices that exhibit acceptable crash performance. 2. Devise that have reliable/consistent repair characteristics 3. Devices that are uncomplicated to repair and provide safe operation after repair 4. Devices that provide acceptable life cycle costs The Engineer then noted that with respect to products that are uncomplicated to inspect and make repairs, that “...all steel products such as the SMART CUSHION are easy to inspect in the field.” Further, that there is a need to select cushions that expedite maintenance and reduce exposure to motorists. The Nevada DOT Engineer stated that: 1. The DOT’s main consideration is getting crews in and out as quickly and as safely as possible when resetting or repair a system; and

2. to select the type of system to be installed the main factors are survivability and lifetime costs, with life-cycle costs the key consideration. This speaker then noted that only SMART CUSHION attenuators are used in the Las Vegas region and explained why SMART CUSHION is the predominant crash cushion in Las Vegas: 1. We need a system made from components that can survive the harsh environmental conditions in Las Vegas; 2. Use of one system reduces confusion; 3. Use of one system simplifies training; 4. Ease of repair; 5. The tool kit is in supervisors trucks; 6. Ability to repair or reset during initial accident call; 7. Reduced system down time; 8. Minimal out of service to the travelling public equals a safer highway system; 9. 15-30 minute repair or reset time reduces the exposure of the people working on the system to hazardous high speed traffic;

REPLACEMENT PARTS When it comes to spare/replacement part costs after an impact, the SMART CUSHION is truly in a league of its own. Due to the strength and durability of the side panels, the SMART CUSHION crash attenuator requires only a minimal inventory of spare parts, with the most commonly replaced parts being the two 1/4” shear bolts, with a total cost of less than $5. Side impacts and reverse angle impacts within NCHRP 350 specifications should also not damage the attenuator.

COVER STORY

The specification directed that only SMART CUSHION attenuators be used. 1

REPLACEMENT PARTS COST < $5

Pictured above: Impact # 1: SMART CUSHION sled displaced less than 1.5 metres; Impact # 2. SMART CUSHION sled displaced less than 0.5 metres. Impact # 3. SMART CUSHION system fully compressed with displacement of 5.1 metres; Impact # 4. SMART CUSHION displaced approximately 1.2 metres.

10. Lifetime costs - especially in locations with high hit counts. Finally the Engineer concludes that the SMART CUSHION system has proven to be an extremely safe and easy to work on and relatively inexpensive system to reset. “Our goal is to reset the damaged SMART CUSHION prior to the accident being cleaned up. This is accomplished 90% of the time if crews are on duty and if we are notified (of the accident).” “We average at least three resets or repairs a week in Las Vegas. SMART CUSHION units can be reset numerous times with proper inspections and maintenance. We have SMART CUSHIONs that have been reset 20 times without any major repairs before they show signs of needing to be replaced.” “In the last 5 years we have installed 80 SMART CUSHION SCI100 systems to replace older type systems.” The Californian DOT Engineer said Caltrans suggested criteria for low maintenance and or self restoring units is based on:

✔ Impact Attenuator: “This work shall consist of replacing damaged impact attenuators by furnishing and installing impact attenuators as directed by the Engineer. Replacement impact attenuators shall be SMART CUSHION Products Model SCI70GM or SCI100GM.” The SMART CUSHION story in the US is bigger than just these four states. It can be seen that not all DOTs have exactly the same value propositions, however all these expressions of value involve noting the key elements of safety and life-cycle costs. Based on the results of the initial 26 impacts in Australia and New Zealand, SMART CUSHION is once again highlighting its value, and the importance of life-cycle costs to road authorities, contractor and councils alike. For further information on the SMART CUSHION crash attenuator, please visit the website: www.smartcushion.com.au or contact LB Australia Pty Ltd, Ph: (02) 9631 8833 or Email: roadsafety@lbaustralia.com.au

1. History or expectation of multiple impacts per year; 2. Systems that recover or can be easily pulled/reset to their original shape, position and capabilities after being impacted with minimal need for additional parts; 3. Sites that require short repair time limitations or are difficult to assess; and 4. Repair costs parameters and thresholds for repair time may be considered. The Caltrans Engineer then makes the following comments about SMART CUSHION: 1. Caltrans repair time experience is 15-30 minutes 2. Caltrans has 232+ units install state wide 3. Average cost for parts is less than $50 4. Average repair cost per impact for high impact locations is less than $100 5. Length of system advantageous in short gore areas. On 15 June 2015, the Virginia DOT issued the following specification for state funded roads (that is, projects with no federal funding).

Feb/March 2016 | Highway Engineering Australia 21

PROJECT FEATURE

GOLD COAST AIRPORT PROJECT HIGHLIGHTS BENEFITS OF STABILISATION TO TRANSPORT INFRASTRUCTURE The success of a SEE Civil project at Gold Coast Airport, including the reconstruction and widening of Taxiway Echo, is testimony to the benefits of stabilisation from an innovation, cost and environmental standpoint.

Project Development

Construction of the works package at the airport commenced in August 2014 and was a vital initiative to boost the Gold Coast economy. Included in the package of works was the upgrading of the taxiway to accommodate larger international and domestic aircraft.

Design engineers from the consultancy, BECA, were engaged to develop designs and provide support for the project. Four various stabilisation options were priced during the tender, with a fifth option decided upon after further geotechnical investigation.

The project was completed in April 2015 and SEE Civil was recognised for its work by being a finalist in the 2015 AustStab Awards for Excellence Category 3 – Innovation or Excellence in Sustainability.

The airport was to remain functioning throughout the upgrade and so it was important that the construction methodology for the project would cause minimal disruption to the airport or aircraft movements at any one time.

The alternative construction method to stabilisation was to remove the existing sandy material to a depth of 0.5m-1m and replace with a rock mattress layer. Stabilisation was, however, selected as the preferred option due to the overall advantages regarding cost, time and environmental sustainability.

The extensive depth required for excavation for the alternative option required a significant amount of material to be exported and imported to site. These activities involved heavy truck movements to and from the airport, which had the potential to cause disturbance to airport activities and were also likely to damage pavements along the haul route. The stabilisation option did not involve the same extensive amounts of imported and exported materials as the alternative option, minimising heavy truck movements. The reduction of materials exported and imported to site by employing stabilisation also reduced the need to dispose of materials and import finite quarried resources. In addition to the environmental benefits of recycling existing materials, these advantages resulted in stabilisation having a shorter construction period, reduced disturbance to airport activities and significantly lower costs compared to the alternative option.

Project Objectives The objectives of the project included: • remove all pavement materials to a depth of 700mm below the finished surface level to expose the subgrade; • stabilise approximately 9,200m2 (400m x 23m) of the existing subgrade; • conduct all operations with safety as the highest priority; • minimise disruption to the daily operations of the airport; • ensure that environmental controls were in place at all times; and

Figure 1: The interference of the water table was a significant challenge to overcome

22 Highway Engineering Australia | Feb/March 2016

• provide Gold Coast Airport with a quality, finished product within the designated timeframe.

Figure 2: Stabilisation design process

Project Challenges Key challenges encountered in the project that were successfully managed included: • aircraft traffic; • working within 100m of the public embarking and disembarking aircraft; • weak existing subgrade materials made up solely of sand; • a constantly active water table exactly on the 700mm below finished surface level, as shown in Figure 1; • high winds coming off the coast; • difficult site access due to a fully functioning airport; • operating plant machinery on sandy surfaces; and • binder spreader truck unable to operate directly on the pavement material.

Stabilisation Design and Procedure The design engineers from BECA developed a stabilisation design in order to recycle the existing sandy subgrade material, rather than the traditional alternative involving the removal and replacement of materials. Four options were proposed at tender, with a fifth option decided upon during construction and after further geotechnical

investigations. The geotechnical investigations involved many test holes on site and extensive laboratory testing. The final stabilisation design involved firstly excavating 700mm deep to expose the subgrade prior to stabilisation. The subgrade was then stabilised to a depth of 300mm using four per cent hydrated lime and 6.5 per cent cement, based on an average maximum dry density of 1.45t/m3 for the existing material to be stabilised. The construction methodology involved firstly spreading and mixing lime to allow it to react with any clay particles present in the sand. Spreading and mixing of the cement followed. The inability of the binder spreader truck to operate directly on the pavement material posed a significant challenge. This challenge was overcome through modifications to the enclosed stabiliser work practices to enable continuous stabilising without the tanker needing to travel on the saturated sand. A general outline of the process involved with the stabilisation is displayed in Figure 2: Stabilisation design process.

The safety measures implemented were successful as the whole project was completed without any incident or injury. Furthermore, stabilisation operations were conducted in highly potential airborne dust conditions without impact to personnel, public or aircraft movements. There was no environmental impact during works to the adjacent wetlands and waterways. To assess the quality of the completed works, the transport planning and infrastructure consultancy, Cardno, was engaged to conduct a Benkelman beam test after curing to determine the deflection under load. The results were as per design and resulted in a subgrade that was effectively a concrete pavement. Apart from a small patch of removal and replacement required due to the ground water influx, stabilisation proved highly effective in terms of final quality performance. Overall, the project was successful for both the client and SEE Civil, with the works completed within budget and within the agreed time frame.

Project Outcomes

Conclusion

The stabilisation works were completed in 10 days, with the lime and cement stabilisation each completed in five shifts. The program duration was only one day longer than the original schedule. This adherence to the schedule is remarkable considering the challenges of the project presented both prior and during works.

Despite the challenges of widening Taxiway Echo, SEE Civil was able to identify and implement sustainable construction procedures to successfully contribute to the upgrade of the Gold Coast Airport. SEE Civil was able to achieve this through the innovative application of stabilisation in challenging circumstances.

Feb/March 2016 | Highway Engineering Australia 23

INDUSTRY NEWS

of international aviation emissions. The proposed standard, however, covers the full range of sizes and types of aircraft used in international aviation. “The goal of this process is ultimately to ensure that when the next generation of aircraft types enter service, there will be guaranteed reductions in international CO2 emissions,” said Olumuyiwa Benard Aliu, President of the ICAO Council.

Study of Australia’s transport movements Action on Australian vehicle and global aviation emissions A discussion paper which focuses on Australia’s regulatory framework for vehicle emissions outlines the benefits of reducing emissions, including lower fuel bills, better air quality and improved health outcomes for Australians. The paper was released by the Ministerial Forum on Vehicle Emissions on 11 February, just days after the United Nation’s International Civil Aviation Organisation (ICAO) made public the first binding limits on carbon dioxide emissions from the aviation industry. Chair of the Ministerial Forum on Vehicle Emissions – Minister for Major Projects, Paul Fletcher – said the issues relating to the emissions were complex and interrelated. “That is why we have established this Ministerial Forum, to bring together the perspectives of the transport and infrastructure, energy and environment portfolios,” Mr Fletcher said. Environment Minister, Greg Hunt, said the Australian Government was considering potential options to reduce noxious emissions and carbon dioxide emissions from vehicles. “Around 17 per cent Australia’s greenhouse gas emissions are from transport. In cities such as Sydney, motor vehicles can contribute around 60 per cent of some noxious air pollutants,” Mr Hunt said. “The paper examines options for improving standards for air pollutants and fuel efficiency (CO2) standards, ways to better educate and inform consumers, alternative fuels and electric vehicles, the use of incentives and bolstering emissions testing arrangements.

The discussion paper also takes stock of action on vehicle emissions in Australia to date and discusses ways to harmonise with international standards. Minister for Resources, Energy and Northern Australia, Josh Frydenberg, emphasised the significance of better vehicle fuel efficiency in achieving Australia’s national energy productivity target. “The release of this discussion paper recognises the importance of reducing vehicle emissions in reaching the Government’s target of increasing energy productivity by 40 per cent by 2030,” Minister Frydenberg said. The Ministerial Forum is supported by an interdepartmental working group to coordinate a whole-of-government approach. The working group will report to the forum in June 2016 on ways to address vehicle emissions. The ICAO’s first binding limits on carbon dioxide emissions from the aviation industry are designed to limit carbon emissions and strengthen the efficiency of all new commercial and business airliners after 2028. Carbon emissions from aviation are growing rapidly, with the number of flights worldwide expected to double in the next 15 years. The ICAO’s new rules are the result of years of negotiations – they represent the first time governments have set emissions standards for the aviation industry. The standard would be applicable to new aircraft type designs as of 2020, as well as to new deliveries of current in-production aircraft types from 2023. A cut-off date of 2028 for production of aircraft that do not comply with the standard was also recommended. ICAO said the standard was particularly stringent for larger aircraft, since operations of aircraft weighing more than 60 tons accounted for more than 90 per cent

Detailed information from Australia’s transport sector will help inform future policy reforms as part of a study of passenger and freight movements. The National Transport Commission (NTC) has called on the sector to provide the data. Chief Executive of the NTC, Paul Retter, said the Who moves what where study sought to better inform future planning and policy by analysing in more detail Australia’s road and rail passenger and freight movements. “A productive Australian transport system should base its planning, investment and access decisions on complete, comparable and the most up-to-date data,” Mr Retter said. “At the moment our transport policy makers don’t have a complete picture of Australia’s transport movements and that’s a problem because better information usually leads to better policies. “For example, we know Australia’s transport industry collects a lot of information about freight movements, but most of that data isn’t available to policy makers. “As a first step we need to find out what information is already collected by Australia’s transport industry and other bodies, and whether they are able to share more of it. “We have already had input from the CSIRO through its Transport Network Strategic Investment Tool.

Feb/March 2016 | Highway Engineering Australia 25

INDUSTRY NEWS

“This project will also seek to standardise and improve information gathering, storage, and sharing so that any future projects can have access to comparable data, Mr Retter said.” The NTC is seeking information from road, rail and passenger sectors, government and industry stakeholders to identify: • who is moving freight and passengers around Australia via rail or roads; • what they are moving; and • the origin and destination of the movements. The project’s primary focus is on commercial and government funded transport of goods and people, rather than private vehicle use. Anyone wanting to contribute to the project can do so by contacting Melissa O’Brien, onmobrien@ntc.gov.au “By publishing our findings we hope to give policy makers and infrastructure owners better information that would ultimately lead to a more productive and safe transport system for everyone,” Mr Retter said. To help deliver the project, the NTC called for a consultant to help produce a report describing the industry composition, trends and forecasts related to freight and passenger movement on Australian road and rail networks. Tenders related to the consultancy had to be lodged at mobrien@ntc.gov.au by the close of business on 29 February to be considered.

Mapping future agriculture transport infrastructure

Resources, Barnaby Joyce, an invaluable tool in supporting evidence-based infrastructure investment decisions. “TRANSIT currently has applications for all northern livestock logistics. The $1 million expansion will see the tool’s applications extended to cover about 25 agricultural commodities, representing more than 95 per cent of Australia’s agricultural transport volume,” Minister Joyce said. “Work is ahead of schedule to analyse the supply chains for grains (including wheat, barley, oats, lentils, chickpeas and canola), dairy, cotton, pigs and sugar. “Across our vast land, agriculture supply chains often span distances of more than 1,000 kilometres and transport costs can account for up to 40 per cent of the market price, squeezing profits at the farm gate. “Investment in supply chain infrastructure is crucial to the ability of our agriculture sector to remain competitive and profitable, and to capture the significant opportunities presented by increasing food demand in Asia,” said the Minister. “But it is important this investment is evidence-based and delivers the greatest possible benefit to industry. “TRANSIT is capable of analysing large and small scale investments in the agriculture supply chain, and is an invaluable tool in ensuring investments in infrastructure will deliver maximum productivity and profitability benefits.” Mr Joyce said the tool analysed possible combinations of transport routes and methods, and determined those that optimised vehicle movements between enterprises in the agriculture supply chain, to inform investment decisions. “This work complements the government’s broader investments in infrastructure that will support agricultural growth, including the $100 million Northern Australia Beef Roads Fund, which will be informed by TRANSIT data, and the $500 million National Water Infrastructure Development Fund.”

New ministers for infrastructure and regional development The Australian Government is expanding the capability of a CSIRO tool designed to inform transport infrastructure investment decisions across the agriculture sector. The Transport Network Strategic Investment Tool (TRANSIT) is, according to Minister for Agriculture and Water

26 Highway Engineering Australia | Feb/March 2016

The appointment of a new minister responsible for overseeing Australia’s infrastructure and transport development is one of the key changes in the ministerial reshuffle undertaken in mid-February by Prime Minister, Malcolm Turnbull.

Darren Chester, the National Party MP for the Victorian seat of Gippsland, has been named Minister for Infrastructure and Transport, and elevated to Cabinet. The Infrastructure portfolio was previously held by Warren Truss, who stepped down as Deputy Prime Minister and National Party Leader after announcing he would not contest the next election. Mr Truss was succeeded as National Party Leader by Barnaby Joyce. The Regional Development component of Mr Truss’s portfolio was allocated to Fiona Nash, the new National Party Deputy Leader who will also move into Cabinet. Senator Nash is the first woman to be part of the Nationals’ leadership group. As regional Development Minister, she will oversee the Stronger Regions Fund – the fund commenced in 2015 and provides funding of $1 billion over five years to finance priority infrastructure in regional communities.

Burke Road crossing in Glen Iris gone The first of 50 Melbourne level crossings targeted for removal by the Victorian Government because they are rated as dangerous and congested has been removed. The Burke Road level crossing at Glen Iris in Melbourne’s south east was reopened to traffic on 13 January without boom gates for the first time.

INDUSTRY NEWS

The Road to Relevant Research The level crossing was one of Melbourne’s worst. The boom gates were down for up to 40 minutes between seven and nine o’clock in the morning – a third of the morning peak – causing queues onto the Monash Freeway. More than 25,000 vehicles, 150 trains, and 180 trams travel through the intersection every day, making it one of the most complicated, congested and dangerous level crossings in Victoria. The RACV named it one of Melbourne’s top 10 congestion hot spots every year since 2006. Removing the boom gates and placing the rail tracks under Burke Road will make it quicker, easier and safer for motorists, commuters, and locals to get to work, school and back home again at the end of the day. Finishing works on the station precinct and construction of the car park will continue throughout the first half of 2016. More than 500 people worked on the Burke Road level crossing removal, which is part of a $524 million package of works that also includes the removal of level crossings at North, McKinnon and Centre Roads on the Frankston Line.

Strengthening key Tasmanian transport link Major works are starting in early 2016 on the $44.3 million Perth to Breadalbane Midland Highway project with the VEC/Shaw Contracting Joint Venture undertaking the upgrade. The Midland Highway is a vital freight connection facilitating access from Tasmania’s southern region to the state’s northern ports. The project will upgrade 4.5 kilometres of the highway between Perth and Breadalbane to four lanes, improving safety, reliability, connectivity and transport efficiency. Construction will include: • a divided dual lane highway; • safer access arrangements for residents and businesses; and • a new grade separated intersection for Evandale Main Road at Breadalbane, which services the entrance to Launceston Airport, a key freight and tourism gateway for northern Tasmania. Much of the construction will be off the existing highway – it will be staged and traffic managed to reduce the impact on traffic flow and nearby businesses and residents. The project is expected to support 60 jobs during construction and is scheduled to be completed mid-2018. The Australian Government has committed $35.44 million to the duplication and the Tasmanian Government $8.86 million as part of the Midland Highway $500 million 10 Year Action Plan. The objective of the action plan is to bring the full length of the Highway up to a minimum 3 star AusRAP safety rating. The Australian and Tasmanian Governments are working to deliver up to 30 construction projects over the length of the Midland Highway. Tasmania’s Minister for Infrastructure, Rene Hidding, said a competitive Tasmanian construction market, including interest from a number of Victorian- based contractors, had seen very competitive pricing on tenders during 2015. “Prices have generally been better than historical averages, resulting in savings against the scoping and development phase estimates.”

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Feb/March 2016 | Highway Engineering Australia 27

INDUSTRY NEWS

‘Missing link’ filled in Perth’s cycling network A new $5 million, 1.5 kilometre principal shared path (PSP) along the Perth to Fremantle train line is complete. The path, between the Shenton Park and Loch Street train stations, completed the missing link in the interconnected network of pathways extending from the Perth central business district to Grant Street in Cottesloe – about 10 kilometres west of the CBD. The network will provide a continuous pathway from Cottesloe to the CBD and vice versa, removing the need for cyclists to use Stirling Highway or other busy arterial roads and reducing the potential for accidents or collisions with other road users. The project was part of the Western Australian Bicycle Network Plan 2014-2031, and included the construction of a new bus shelter and upgrades to the bus bay at Shenton Park Station to comply with disability standards. Planning has started for future cycling and pedestrian pathway extensions between Cottesloe and Fremantle. The Western Australian Government has allocated $75.1 million over four years to improve safety and bike network connectivity, including: • $34.4 million for major cycling projects associated with major road projects; • $37.7 million for local government grants and principal shared paths; and • $3 million in 2015-16 for the demonstration “bike boulevards” program.

28 Highway Engineering Australia | Feb/March 2016

Melbourne – a world leader in public transport planning One of the largest public transport research centres in the world has been established at Melbourne’s Monash University. Five million dollars in seed funding will support up to 18 PhD scholarships for students from all over the world to undertake independent, applied research into public transport planning and delivery. Sixteen topics have been matched to students covering subjects including public transport safety, better coordination of transport modes, and train design and engineering. Public Transport Victoria CEO, Gary Liddle, said the research group was jointly funded by PTV and Monash University, with industry contributions from Metro, Yarra Trams, VicRoads and the bus industry. “By funding academic enquiry into public transport we will access some of the brightest minds in public transport research, which will complement our extensive stakeholder engagement,” Mr Liddle said. “Applied research and innovation will help us deliver a competitive, effective, world-class public transport system.” President and Vice-Chancellor, Monash University, Professor Margaret Gardner, said the initiative demonstrated the university’s reputation as a world-leading research centre with significant community impact.

“Applied research of this type can progressively address the challenges and opportunities facing Melbourne’s growing transport system into the future, and advance international practice in this field critical to the success of growing cities throughout the world.” Graham Currie, who holds Australia’s first professorship in public transport, will lead the new research group. Professor Currie has over 30 years’ experience as a public transport planner and has worked for some of the world’s leading transport operators. The new research group will form part of a world-first public transport research cluster at Monash University’s Clayton campus, including the Institute of Rail Technology, the Monash University Accident Research Centre, the Institute of Transport Studies and the Transport Design School. Victoria’s Minister for Public Transport, Jacinta Allan, said: “This world-leading research centre will drive improvements, and keep us at the cutting edge of public transport research, design and delivery, both here in Victoria and internationally.”

$32 million Brooker Highway upgrade Tasmanian company, Hazell Bros, has been awarded the contract to carry out intersection upgrades on the Brooker Highway at Elwick. The project will improve safety, capacity and efficiency on the highway by reducing

INDUSTRY NEWS

congestion and improving traffic flow at the intersections with Elwick, Goodwood and Howard Roads. The Australian Government will provide $25.6 million towards the $32 million project. Work will involve realigning the Elwick Road and Goodwood Road junctions to form one traffic light-controlled intersection and replacing the Howard Road roundabout with traffic lights. Signals will be coordinated at both intersections for maximum traffic flow efficiency. The upgrades will improve traffic flows north of Hobart, boosting the efficiency of the Brooker Highway as a key commuter and freight corridor. The project will also provide improved connections and road safety for pedestrians and cyclists. It will include pedestrian crossings with countdown timers at the intersections and a shared pathway for pedestrians and cyclists along the highway. Construction was due to start in January 2016 and is scheduled for completion about the middle of 2017.

Chandler Highway upgrade package adopted A package of works that will remove two notorious bottlenecks and provide the residents of Melbourne’s inner north with a new community space has been adopted by the Victorian Government. After consultation, the government has confirmed that drivers will be better off with the upgraded Chandler Highway being built to six lanes with a new bridge to the west of the existing railway bridge. The so-called Western option was identified after consideration of the overall impact to the road network, surrounding land, the environment and properties of heritage significance. The option will provide safer cycling facilities, have less impact on significant native trees and surrounding land, and will not require land acquisition from Guide Dogs Victoria and Willsmere Chandler Park in Kew.

The historic 124-year-old Chandler Highway Bridge will be converted to a shared user path for cyclists and pedestrians as well as a shared community space. The community will be invited to provide input into aspects of the design of the cycling and walking paths and the future use of the bridge. Consultation will soon begin with residents able to view draft designs, interactive maps and graphics, and speak with experts. The Chandler Highway upgrade – set to start in mid-2017 – will improve safety and accommodate growing traffic at the intersection of Chandler Highway and Heidelberg Road. It will also see new traffic lights installed at the Yarra Boulevard intersection and new cycling and walking paths that link directly to nearby trails. In addition, the government is fast tracking work to remove the Grange Road, Alphington, level crossing with early works to remove the boom gates due to commence in 2018.

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Feb/March 2016 | Highway Engineering Australia 29

INDUSTRY NEWS

Transgrid lease paves way for NSW infrastructure development More than $10.2 billion has been unlocked for investment in infrastructure projects in New South Wales as a result of the State Government’s lease of the high-voltage electricity transmission asset, Transgrid. The lease deal will help fund a raft of infrastructure projects across the state – projects will focus on improving public transport, roads, hospitals and schools as part of the government’s Rebuilding NSW Plan. The Australian-led consortium, NSW Electricity Networks, won the bid for Transgrid. The consortium comprises: • Caisse de dépôt et placement du Québec (CDPQ), a Canadian pension fund (24.99 per cent); • Hastings, as manager of Utilities Trust of Australia (20.02 per cent); • Tawreed Investments Limited, the global direct infrastructure investment vehicle of the Abu Dhabi Investment Authority (19.99 per cent); • Wren House Infrastructure, a wholly owned subsidiary of the Kuwait Investment Authority (19.99 per cent); and • Spark Infrastructure, an ASX listed owner of energy infrastructure and Australian infrastructure manager (15.01 per cent). The NSW Government will retain significant influence over TransGrid as lessor, licensor, as safety and reliability regulator, and through the planning system.

30 Highway Engineering Australia | Feb/March 2016

TransGrid will also continue to be regulated by the Australian Energy Regulator, which determines network charges. The government is proceeding with the partial lease of Ausgrid and expects to complete the transaction by mid-2016.

ITS SPECIAL FEATURE

Intelligent Transport Systems News and Feature Articles

ITS SPECIAL FEATURE

GLOBAL ITS SPOTLIGHT

ON MELBOURNE IN 2016 As preparations move into top gear for the staging of the 23rd ITS World Congress in Melbourne in October, the global focus on connected and automated vehicles is highlighted by developments in Australia and abroad. As you would have read in the feature article in this issue of Highway Engineering Australia, increased levels of funding are being allocated to progress the development of such vehicles and to put in place regulatory regimes to provide for their testing and seamless introduction to the transport network. This ITS Australia segment focuses on the latest developments in the transport technology sector presented to an ITSA seminar in Melbourne on 4 February. One issue which was at the forefront of several presentations by keynote speakers was the impact

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which automated vehicles would have on the mobility, safety and social inclusion of ageing populations. Other subjects featured in the segment are: • progress towards the establishment of the iMOVE CRC for Cooperative Intelligent Transport Systems; • the release by the National Transport Commission of an issues paper dealing with regulations to maximise the benefits of automated vehicles; • the convergence of connected and automated vehicles; • an Australia-first trial of an automated shuttle bus; • a summit on future technology advances for New South Wales transport; and • a survey which shows the impact automated vehicles are expected to have on consumer purchasing decisions in the next 15 years.

ITS SPECIAL FEATURE

PREPARATIONS FOR MELBOURNE 2016 ‘AHEAD OF THE CURVE’

“If you were to compare Melbourne’s preparations for staging the 2016 ITS World Congress with other cities that have staged the event, it would appear we’re ahead of the curve, but we don’t want to be complacent.” Dean Zabrieszach, Project Director for the Congress from 10-14 October, said the dedicated team organising the global event was not taking the plaudits from international colleagues. “We’re not sitting back; we’re working really hard to make this a world standard, successful congress. “Melbourne was awarded the 2016 event in 2012 and we’ve had the opportunity of attending congresses in Vienna (2012), Tokyo (2013), Detroit (2014) and Bordeaux (2015) to observe how they were staged and build on their successes.” Mr Zabrieszach, who is also an ITS Australia Board director, said Melbourne was successful in its pitch for the World Congress because it is truly a liveable city – it is beautiful, easy to get around, has a congress complex in the city centre and is well placed to adapt to advances in intelligent transport systems. “One of the things we highlighted to the decision makers was that many previous world congresses had been held in mega cities, and it was time such an event was hosted by a city that was more the norm. A medium sized, growing city that was actively looking at issues that needed to be tackled to ensure ongoing livability. “Cities like Melbourne are going to grow with and adapt to the onset of connected and automated vehicles; we can plan for and accommodate them. Also, we haven’t been overrun with population and lack of capacity like the mega cities.” Mr Zabrieszach commended Federal and State Governments for the support they had given Melbourne in securing the congress. “The Victorian Government, in particular, backed us to win the event so we could showcase what we do in a smart sense and a technology sense. And I have no hesitation in saying that governments of all persuasions have provided us with financial and delegate support. “One of the decisions we took very early on after winning our bid was to appoint ambassadors – people well known internationally in the ITS sector. “We presently have 18 ambassadors who are charged with responsibility for promoting Melbourne 2016 – to encourage people to attend and companies to participate. “The ITS sector is close knit and even though Australia is separated by distance, the ambassadors are helping to ensure the congress will be a success.” In looking at the impact of automated vehicles, Mr Zabrieszach said research over the past five years indicated this type of advanced transport would lead to significantly improved safety for drivers and other road users. “Studies so far indicate many of the collisions we currently have on our roads will be avoided and estimates are that incidents leading to fatalities and serious injuries could be reduced by as much as 80 per cent. Other estimates take a more conservative approach and put the figure at about 30 per cent.

“The effective use of automated vehicles will also lead to improved productivity and efficiency. We’ll be able to transport people without being in traffic jams for most of the time. We can’t claim it will be a panacea, but it will be a massive improvement.” Mr Zabrieszach said a safer more efficient system, for passenger and freight movement, would also bring about environmental and sustainability outcomes. “We would expect that by adopting this sort of technology we’ll have fewer C02 emissions and reduced pollution. “In terms of freight movement, there are countries that already have elevated train systems at airports, between airports and capital cities and also have driverless vehicles in ports. “And we forget, the planes in our skies are automated vehicles when the pilot relinquishes control to the ‘auto pilot’. The same principle could apply to driverless vehicles – it’s driverless for a portion of the journey and the driver takes control for other portions.” Dean Zabrieszach, Project Director for the 2016 ITS World Congress

Feb/March 2016 | Highway Engineering Australia 33

ITS SPECIAL FEATURE

ACCELERATING ITS SECTOR REQUIRES EVOLVING FRAMEWORKS Susan Harris, ITS Australia Chief Executive Officer,

“The ITS sector is rapidly moving forward and we need to be constantly evolving our thinking, policies and frameworks to meet its growth.” The words of Susan Harris, ITS Australia Chief Executive Officer, who has more than 20 years’ experience across the transport and supply chain sectors. In looking at the year ahead – a year in which Melbourne will play host to the 23rd ITS World Congress – Ms Harris said there was a high level of energy across the sector. “We’re looking at preparing the community and regulatory space for automated vehicles and also incorporating them into the Smart City Movement.” Connected and automated vehicles are key elements of the Mobility and Logistics component of the Smart City Movement. The mobility and logistics component focuses on how cities move people and freight to, from and within cities. The other key components are the Built Environment – the public and private spaces in which people work and live; Utilities – critical resources including water, waste and energy; and Service Delivery – how local governments provide services.

34 Highway Engineering Australia | Feb/March 2016

Ms Harris said the review by the National Transport Commission of regulations to ensure the safe inclusion of connected and automated vehicles into the transport network would need to be comprehensive. “From an ITS Australia standpoint, it’s important the review be undertaken at a national level so that companies in the sector can operate in Australia with the confidence that connected and automated vehicles can use all roads around the country. “We look forward to the states supporting the recommendations that arise from the Commission’s review.” Ms Harris said many vehicles already had automated functions that could be used on stretches of the network and in certain driving conditions, and the progress towards automated vehicles would be a stepby-step approach in relation to highway driving, city driving and automated parking. “There are certain pieces of technology that work well on their own and, over time, they will come together until we reach the point where we have a driverless environment. “But the driverless environment is not the priority at this stage – the priority is more looking at the benefits, the convenience, of automated driving and engaging the public. Public engagement is critical because it’s a significant change. “Driver assistance aids are an important element of learning that will inform the transition to adopting driverless vehicles.” From an economic standpoint, Ms Harris said intelligent transport solutions were critical to Australia’s progress and viability. “Transport and mobility is critical to economic viability and so, if we in Australia, want to compete on a global scale we need to ensure we have really smart transport solutions.” Ms Harris said a key plank in advancing the development of connected and automated vehicles would be the establishment of iMOVE CRC for Cooperative Intelligent Transport Systems. ITS Australia and the CRC for Automotive Technology are involved in the bid for a C-ITS; an initiative that Ms Harris said would provide an important platform to undertake the work needed to support automated driving and the application of ITS for smart cities. “We’re really excited about this initiative. There’s been some really successful pockets of research in the ITS space across Australia and we have great expertise in terms of industry players and researchers. “The CRC would be an ideal vehicle to pull all the work together; to coordinate it.” Ms Harris said progress towards the 23rd ITS World Congress in Melbourne in October was tracking very well. She said the International Program Committee – comprising about 30 representatives from the Americas, Europe and Asia-Pacific – met in Melbourne in the first week of February to ensure the best speakers possible were secured for the Congress. “The Program Committee is firmly behind the Melbourne Congress. We’ve secured many high profile keynote speakers and I’m sure we’ll attract more quality speakers for such a global event. “The exhibition side of the Congress is also progressing well. We had secured 80 per cent of the available exhibition space for Melbourne coming out of last year’s congress in Bordeaux and, on the back of that success, we’ve extended the exhibition area to ensure capacity for Australia and international exhibitors wanting to be part of the Melbourne experience.”

ITS SPECIAL FEATURE

iMOVE CRC NEEDED

TO PROGRESS SMART TRANSPORT MOBILITY A proposed new 10-year initiative for smart transport and mobility – iMOVE CRC - will help industry to participate in collaborative R&D and offer significant improvements to Australian productivity. The bid for the ITS focused R&D centre comes at a time when all forward-thinking countries across the globe are looking to harness the many benefits of transport connectivity. Leader of the iMOVE CRC bid team, Ian Christensen, said Australia should aim high and position itself at “the head of the global pack” in the ITS area, whilst addressing the growing urgency to provide a platform to develop and deploy technology for Australia’s complex future transport and mobility requirements. Mr Christensen said there was also a sense of urgency about lodging an application for funding to establish the new CRC because applications closed on 31 March. “There’s a group of about 100 companies that have come together in the push to establish the iMOVE CRC – to bring about a centre for collaboration, research and deployment focusing on smart transport mobility, including connected and automated vehicle technology. “And we’re keen to include as many companies as possible in the centre’s formation.” In announcing the deadline, the Minister for Industry, Innovation and Science, Christopher Pyne, said the funding rounds were the first held under the Federal Government’s new CRC Program guidelines. “Improving collaboration between researchers and industry to cultivate a more innovative and entrepreneurial economy is a key pillar of the new National Innovation and Science Agenda – and that’s why the Government committed to opening this CRC round as part of the agenda,” Mr Pyne said. “The new guidelines mean that funding will be prioritised to those CRCs that are aligned with the six Industry Growth Centres and the government’s nine Science and Research Priorities. “However, the program will be flexible enough to address emerging priority areas and consider proposals from other industry sectors.” Mr Christensen, the CEO of the AutoCRC, said at present, transport and mobility modes typically operated in silos with modest or no coordination between them. “So there are enormous opportunities for bridging the silos to engage the technology to deal with growing congestion problems; to improve freight productivity and to improve mobility options for individuals. “These are world-wide challenges and it’s likely the solutions we find, particularly here in Australia, will propagate around the world relatively quickly.” Mr Christensen said the proposed iMOVE CRC would offer substantial improvements to the competitiveness, productivity and sustainability of Australian industries, and the economy. He said quality research performed through collaborative partnerships would focus on introducing rapidly evolving technologies in the areas of transport, logistics and connected mobility. “Progressive deployment of Intelligent Transport Systems technology will drive higher levels of productivity within the Australian transport system benefiting many aspects of the broader economy.” Mr Christensen said ITS could substantially improve the productivity of the Australian transport system – productivity gains could be achieved through:

• better utilisation of transport assets (roads, vehicles and intermodal connections); • efficient and adaptive route selection; • more effective allocation and location of parking, particularly in CBDs of major cities; • more accurate timing of freight movements and delivery; • better predictability and response to incidents and breakdowns; • delivery of new services to transport users (digital concierge); and • infrastructure to support multiple fuel types and hybrid power trains. Mr Christensen said the increasing connectivity possibilities that came from the application of “big data” to the whole transport sector provided Australian industry with an opportunity to carve out new niches and participate in new growth markets. He said the government was expected to decide which bids would attract funding by the end of 2016 and successful applicants would start operating in 2017.

“So there are enormous opportunities for bridging the silos to engage the technology to deal with growing congestion problems; to improve freight productivity and to improve mobility options for individuals.“

Feb/March 2016 | Highway Engineering Australia 35

ITS SPECIAL FEATURE

AUTOMATED VEHICLES TO

ADVANCE SOCIAL INCLUSION IN JAPAN AND SINGAPORE Ageing populations in Japan and Singapore are a key factor in programs being implemented by both nations to progress the roll-out of connected and automated vehicles. The social challenge was highlighted by Hajime Amano – President, ITS Japan and Secretary General, ITS Asia Pacific – and Dr Chin Kian Keong, Group Director, Road Operations and Community Partnership, and Chief Engineer, Transportation, for Singapore’s Land Transport Authority. Mr Amano said at least 25 per cent of Japan’s population was at least 65-years-old and the percentage was expected to increase to 40 per cent by the year 2050. “The ageing population is one of the most serious challenges for Japan. We have to mobilise these people to help sustain our society. Automated driving technologies are expected to contribute to give older people adequate mobility to play an active role.” As well as ageing, Japan’s population is also in decline and the Land Ministry has formulated a so-called “grand design” for 2050 – a basic policy for future national land development based on the rate of population decline. Pillars of the policy include consolidating essential functions and residents into core districts to create compact communities in provincial areas. “In areas where the most serious population decline is projected, small villages will be connected to a social service hub with transportation and information networks to maintain a population of 10,000 people,” Mr Amano said. It’s estimated there could be 5,000 of the villages. The grand design also includes building a train link between the megacities of Tokyo, Osaka and Nagoya to enhance their global competitive edge. Mr Amano said social inclusion was not the only challenge that intelligent transport systems could help meet. Fifty-five per cent of traffic fatalities in Japan involved people over 65, the majority of them pedestrians. One of the goals of Japan’s initiative – SIP-adus: Innovation of Automated Driving for Universal Services – is to reduce traffic accidents by supporting drivers and avoiding danger. “In addition to the social significance,” Mr Amano said, “SIP-adus is also of great industrial significance because it will create new services and industries by making Japan’s motor industry more competitive and expanding the markets of related industries.” Another core purpose of SIP-adus is to realise a next-generation urban traffic system in time for the 2020 Tokyo Olympic and Paralympic Games. Dr Chin Kian Keong of Singapore’s Land Transport Authority is an engineer by training and he has been involved in the planning, designing, implementing and constructing of road and traffic management projects. He is currently responsible for road/traffic management issues in Singapore, including the management and implementation of Intelligent Transport Systems. Dr Chin said Singapore was an island state with land constraints, which meant there was not enough space to build roads for cars. As a result, public transport was critical to its transport network.

36 Highway Engineering Australia | Feb/March 2016

Artist's impression of future transport in Singapore with automated bus fleets. Impression courtesy of Dr Chin.

To add to Singapore’s problems, there was a rising, but ageing population with fewer people in the workforce. “We need automated buses so we can be less reliant on drivers and continue to provide an effective mode of transport. “We also need to ensure the ageing population remains safe and one way is to provide access to automated vehicles to reduce the risk factor. Automated vehicles will also help to optimise transport capacity.” A key step in progressing the development of intelligent transport systems in Singapore was the establishment of SAVI – the Singapore Autonomous Vehicle Initiative. SAVI was set-up to oversee and manage automated vehicle research, test-bedding, and the development of applications and solutions by industry partners and stakeholders. It will support the Committee on Autonomous Road Transport for Singapore (CARTS) to chart the strategic direction for automated vehicle-enabled land mobility concepts in Singapore. CARTS is working to channel efforts along four tracks: • Fixed and Scheduled Services: efficient mass transport for intra and inter-town travel on a fixed route and scheduled basis; • Point-to-Point, Mobility-on-Demand Services: shared services with dynamic routing, for point-to-point, first-and-last-mile type of travel; • Freight: carriage of goods for long-distance delivery; and • Utility: utility operations, for example, road sweepers. It is envisaged that Point-to-Point Mobility-on-Demand Services will make first- and-last-mile journeys more comfortable and convenient for commuters and bring about a decrease in road congestion during peak hours. “If you can have mobility-on-demand, you can look at the possibility of no-one owning a car,” Dr Chin said. “If you need a car, you call for one and it arrives; because there is no requirement for a driver, you can be assured the vehicle will arrive on time as ordered. “We are looking at mobility-on-demand to help solve Singapore’s transport needs and to temper the car ownership issue.” Dr Chin said the freight sector would benefit from the use of automated vehicles – again skilled drivers were in short supply and the economy would benefit from more efficient movement of goods and services. He said the signing of two Memorandums of Understanding in 2015 was designed to develop automated vehicle use in the freight and commercial sectors. One MoU provided for the Ministry of Transport and the Port of Singapore Authority to jointly develop autonomous truck platooning technology for transporting cargo between port terminals. The other MoU, between the Ministry of Transport, the Sentosa Development Corporation and ST Engineering was to trial self-driving shuttle services across Sentosa – a popular resort centre which attracts about 20 million people a year. The trials will help shape mobility concepts which can meet Singapore’s needs, and also gain valuable insights into how centres of the future can be designed to take advantage of ITS technology.

ITS SPECIAL FEATURE

CONVERGENCE OF CONNECTED AND AUTOMATED VEHICLES STILL ‘SOME WAY OFF’

Artist's impression of MCity courtesy of Dr Sweatman.

Peter Sweatman has more than 30 years’ experience in transportation research, innovation and connected and automated vehicles, and is known globally as the founder of the Michigan Mobility Transformation Centre. Dr Sweatman was responsible for the launch of MCity in July 2015, currently serves as a director of MTC and has co-founded CAVita – a company which provides advisory services on connected and automated vehicles to public, private, and non-profit entities worldwide. His co-founding principal is Abbas Mohaddes, who also has more than 30 years’ experience in policy and the application of technology in transportation systems. Connected and automated vehicles are, according to Dr Sweatman, a major part of 21st century mobility, but he cautioned there was “a long way to go” before they converged. “If I look at the 54 companies we signed up at MTC in Ann Arbor (Michigan), slightly more than half focused on connected vehicles, fewer than half on automated vehicles and a smaller number again on both. “That tells me there’s a long way to go on the industrial side of transformation mobility and how we bring connected and automated vehicles together. Even within the field of automated mobility there are some very different concepts. “There’s a huge range of potential functionality when it comes to automation. There’s a lot of excitement, a lot of hype, a lot of demonstrations and a lot of consortia being formed,” said Dr Sweatman. “Certainly in the US, those consortia are diverse and relatively disconnected, and then there are consortia springing up in Europe, Japan, Australia and elsewhere in the Asia-Pacific.

38 Highway Engineering Australia | Feb/March 2016

“If you look at the last few ITS World Congresses, you see how fast automation has taken the limelight.” Dr Sweatman said interest in automation would be consumer driven, but at present, there was a lack of understanding about what consumers wanted from it. “Its consumer value is not well understood.” The two sides – connected and automated – were very different, according to Dr Sweatman. “The connected side, at least in the US, has a long orderly history; at least 10 years funded by DOT (the Department of Transport). Standards are being developed and, of course, NHTSA (National Highway Traffic Safety Administration) rule making is underway. “But even with the NHTSA rule making, this will not become a widespread transportation solution unless we see from day one, consumer value beyond safety.” Dr Sweatman said the normal, orderly process followed with connected vehicles – where research was undertaken, scaled-up and tested thoroughly – was not going to happen with automated vehicles. “There’s going to be a relentless demand; we’re going to learn and modify as we go. We need a lot more clarity when it comes to automation because there are differing philosophies. We need to be very clear what we’re talking about.” Dr Sweatman said it was clear that public-private enterprise was essential to deploy such mobility. “MTC was always a public-private R&D partnership and I think we were pretty successful in pulling that together. “It was always about connected and automated vehicles, and the participants always saw the initiative as something that had to be commercially successful; not just required by government mandate.” Dr Sweatman said connected an automated vehicles could be characterised as a grand technological solution. “It’s a grand solution because they can operate in urban and rural situations across the country, and can improve transportation metrics by an order of magnitude.” But, Dr Sweatman contended, there were other grand solutions. They included 3D printing, unmanned aerial systems and big data; all of which have so far had a small impact compared to their impact in the future. “Big data is critical to unifying all these technologies. “We’re probably moving to a situation where cities, rather than individual consumers, become the ultimate markets for transformational technologies. We’re going to hear a lot more about cities owning vehicles; owning fleets. “There are huge dichotomies, huge varieties of outcomes possible, and it’s all a big public-private enterprise; very exciting times.”

ITS SPECIAL FEATURE

NATIONAL ELECTRONIC TOLLING CONFERENCE IN BRISBANE ON 25/26 MAY In addition to hosting the 2016 ITS World Congress in Melbourne, ITS Australia is also staging the annual National Electronic Tolling Conference in Brisbane on 25/26 May. The NeTC conference has grown over 11 years to become a high profile event for Australian and overseas tolling industry executives. It is a conference aimed at: • key decision makers from government road authorities; • toll road owners and operators; • major global suppliers of transport-related technology and services; • infrastructure providers; • transport agencies and consultants; • government policy makers; • transport related equipment and system providers; and • tag and pass retail providers. One of the leading consultants in the congestion charging, electronic road pricing and road user charging sectors is Jack Opiola, the Managing Partner and President of D’Artagnan Consulting. Mr Opiola talked with Highway Engineering Australia from his home base in the US state of Virginia about a major funding initiative by Congress to progress research into the most effective form of road funding.

The initiative is part of the FAST Act or the Fixing America’s Surface Transportation Act, which provides $305 billion to fund highways and transportation infrastructure across the US over the next five years. Section 6020 of the Act provides $95 million in federal funding over the five-year period for exploring alternatives to fuel excise taxes to fund transport infrastructure. In effect, the allocation is $190 million because the states must match the Federal funds on a 50-50 basis. Mr Opiola told HEA that Section 6020 represented the first time Congress had authorised funding to look at alternatives to the gas tax and the first time it had put forward any guidance or direction. Mr Opiola said the Federal initiative had come as a “God send” to Washington State and California because of their positioning in regard to road funding pilots. The Washington State Transportation Commission is about to embark on a pilot project designed to charge drivers for every mile they travel on public roads. A GPS device would track the miles driven and charge accordingly. In California, the Road Charge Pilot will offer up to 5,000 volunteers four options to record their mileage. The options are: • a time permit that allows unlimited road use in the state for a specific period of time, such as a year, month or week; • a mileage permit or a block of miles based on the volunteer’s expected use of California’s roads; • an odometer charge under which payment is remitted after periodic manual odometer readings; and

• automated mileage reporting which involves a choice of in-vehicle technology, with or without general location data, that reports mileage travelled to a third party account manager which invoices the participant. “The Federal initiative is really good timing for Washington State because it was at the point of having to fund a road charging pilot from its own resources. Now it can put forward that funding and receive matching Federal money. “California is excited because it’s preparing to test in July and the Federal money means it can look at other initiatives that weren’t on the original agenda.” Mr Opiola said Washington State, California and Oregon – the other advanced state in terms of assessing road funding options – were key players in a group of 14 western states which had formed the Western Roads Usage Charge Consortium (WRUCC). Oregon implemented, from July 2015, a mileage collection system for volunteer motorists under which the state’s Department of Transport imposes a charge of 1.5 cents per mile for up to 5,000 cars and light-duty commercial vehicles, and issues a fuels tax credit to the participants. The Road Usage Charge Program must give motorists choices for the technologies they use to report miles driven, as well as how they manage and pay their road use charges. “Oregon has undertaken a huge amount of pilot work in laying out a rational, tiered system based on user choice and by bringing in commercial account managers to handle accounts for people taking part in the trial. “That work is trail blazing because a lot of

“There is clearly insufficient money going into maintenance of roads – you’ve got volumes of traffic far greater than anyone anticipated and so a major infusion of funds is needed to overcome the wear and tear on the network.” Jack Opiola, Managing Partner & President, D’Artagnan Consulting

40 Highway Engineering Australia | Feb/March 2016

ITS SPECIAL FEATURE

other states are borrowing what’s been done in Oregon and adapting it to their situation.” Mr Opiola said he believed California was at the forefront of the WRUCC because of where it was placed with its pilot and the gravitas it carried with other states. “California is the world’s 7th largest economy and many other jurisdictions look to it for guidance. “While each state is taking its own course, they are sharing information to push forward a solution to their transportation funding problems.” Mr Opiola said the time frame of the Federal initiative meant a decision on any effective alternative to using fuel taxes for road funding would be some time off. “The funding is for five years and, under the initiative, the Secretary of Transportation has to lodge a report at the end of each year and a final report on alternatives that are put forward. “Then legislators will debate the issues raised and that’s not a quick process – there will probably be another year to two years involved. By that time we may already have three to four states that have taken the bold step to implement road charging on some or all of the fleet,” said Mr Opiola. “Under that scenario, Federal decision makers could feel that states are ‘running away without them’ and they’re going to push for Federal control so the road charging environment doesn’t differ from state to state. “Maybe one of the outcomes of the Federal funding initiative will be to show how a multistate or regional solution should be applied.” Mr Opiola said there was clearly a long way to go before the issue of road funding was resolved, but clearly a regional or national outcome was critical. “If you look at California as a microcosm – it is allocating $2.3 billion per year for asset management of the road network, which is estimated to be about $5.7 billion short of what’s needed. “There is clearly insufficient money going into maintenance of roads – you’ve got volumes of traffic far greater than anyone anticipated and so a major infusion of funds is needed to overcome the wear and tear on the network. “Under the current system, the pot of money needed is not being generated and, clearly, something has to give. “The good thing from all these studies and trials is that road charging comes out as a unique solution because it’s an equitable solution for the taxpayer. “And whatever system is finally adopted, it will have to have equity to win public acceptance.”

TRIAL OF AUTOMATED SHUTTLE BUS IN PERTH The first on-road trials of driverless cars in the Southern Hemisphere were staged in Adelaide last November, and now Perth will play host to the first trials in Australia of a driverless and fully electric shuttle bus. Western Australia’s Department of Transport is working with the RAC to ensure compliance with road and vehicle safety standards while they trial the automated shuttle bus. The vehicle has been developed by NAVYA SAS, a French company specialising in intelligent transport systems. It can transport up to 15 passengers and has a maximum speed of 45 kilometres-an-hour, with an average speed of 25kmh. WA Transport Minister, Dean Nalder, said it was not a matter of if the technology would come to the state, but when it would eventuate. “Initially, the trials will be conducted at RAC’s driving centre, but eventually the shuttle will take to Perth roads,” Mr Nalder said. The Minister said the Department of Transport and the RAC were identifying the routes on Perth roads where the trials would take place. “It is important West Australians are aware this technology is not confined to Hollywood blockbusters, but is actually coming to Perth. “To ensure we are working towards providing the best integrated and intelligent transport

services and solutions for the state, it is important to trial new innovative modes of transport, and this is one of those modes,” Mr Nalder said. “These types of vehicles are being tested and trialled in other countries and have autonomous features such as radar cruise control and lane detection warning systems. “Another of the safety features of the shuttle bus is its multi-sensor technology, providing 3D perception that allows it to map the environment, detect obstacles on the road and interpret traffic signs.” Mr Nalder said the government would benefit from the partnering between RAC and the Department of Transport, as experts from both organisations worked together on the innovative and important transport project. Last November’s trials of a driverless car took place in Adelaide’s southern suburbs. Volvo conducted the testing in conjunction with Flinders University, Carnegie Mellon University, the RAA, Cohda Wireless and Bosch, which has engineers in Australia developing driverless technology. The trials on the capital’s Southern Expressway involved multiple vehicles conducting manoeuvres including overtaking, lane changing, emergency braking and the use of on-and-off ramps.

Feb/March 2016 | Highway Engineering Australia 41

ITS SPECIAL FEATURE

SELF-DRIVING TECHNOLOGY PRIORITY FOR NEW CAR BUYERS BY 2030 Automotive executives in the United Kingdom expect automated vehicles to drive consumer purchasing decisions in the next 15 years, according to the Global Automotive Executive Survey 2016 by KPMG. The survey by the global professional services company found 58 per cent of the automotive executives expected self-driving vehicles to be a part of consumers purchasing criteria by 2030. The report also found technology would play a key role in how customer relationships were formed and managed. It showed 54 per cent of respondents said that in the next 15 years, vehicle owners/drivers - not manufacturers or IT companies - would be guardians of their data generated from connected cars, as 38 per cent sited trust as the main issue. “Self-driving technologies such as automated emergency braking are already in high demand by consumers,” said John Leech, UK head of automotive at KPMG. “The development of vehicle-to-vehicle and vehicle-to-infrastructure communications represents the next big step in safety and convenience. “However, less than 10 per cent of consumers trust governments or technology companies with their data and only 21 per cent trust vehicle manufacturers. Consumer trust remains a substantial barrier that governments and companies need to focus on.” Mr Leech said the UK had the best regulatory framework for testing automated vehicles, world leading telecoms and insurers, and was wellpositioned to capitalise on the continued development of automated cars.

“The development of vehicle-tovehicle and vehicle-to-infrastructure communications represents the next big step in safety and convenience.”

42 Highway Engineering Australia | Feb/March 2016

“Sure, if you want to design the software for these vehicles, go to Silicon Valley, but if you want to study their impact on infrastructure and other road users, then the UK is a great place to be. “Not only will testing help vehicle manufacturers and their suppliers, it will establish new companies and sectors such as integrated transport, centralised traffic management and connected lifestyle that will bolster jobs, trade, productivity, promote social inclusion, reduce pollution and save lives. “This represents an important opportunity for the global economy and one that requires continued focus and commitment from government and business,” Mr Leech said. Optimisation of the internal combustion engine remained as important as previous years. The survey revealed 63 per cent of UK automotive executives highlighted downsizing and optimising internal combustion engines as important, and that hybrid electric vehicles would be the powertrain of choice (79 per cent) by 2030. “The drive to develop hybrid electric vehicles is fuelled not only by growing environmental pressures. Our survey revealed that UK consumers already prefer hybrids over conventional internal combustion engines as such vehicles blend the advantages of quietness, responsiveness and range. I now expect an acceleration of take-up of hybrids by consumers,” said Mr Leech. Over the next 15 years, UK automotive executives expected BMW (58 per cent) and Toyota (54 per cent) would increase their overall market share, and that Toyota would lead the way in self-driving technologies.

ITS SPECIAL FEATURE

RACV PROMOTING SMARTER

SOLUTIONS FOR TRANSPORT AND INTEGRATED TRAVEL INFORMATION As President of ITS Australia and ITSA’s representative on the ITS World Congress Board of Directors, Brian Negus plays a leading role in developing policies and proposals to advance intelligent transport systems in Australia and globally. Mr Negus has over 40 years’ experience in the transport sector and is also General Manager Public Policy for the Royal Automobile Club of Victoria (RACV). In that position, he is responsible for policy initiatives designed to improve road and public transport operations, road safety, road user behaviour, vehicle safety and the sustainability of motoring. Mr Negus said the RACV was a motoring club, but it strongly believed in multi-modal mobility. “It’s not just about cars and roads, so understanding the mobility needs of Victorians and Australians is key. “Advocacy for a balanced, integrated approach to transport and promoting smarter solutions is where intelligent transport systems come in – that’s why the RACV has been heavily involved in the space.” Mr Negus said it was important to support mobility beyond driving as the ageing

44 Highway Engineering Australia | Feb/March 2016

demographic moved out of cars or wasn’t able to drive for some reason. “Demographic change is occurring in all parts of the world with older people demanding more mobility, including when they transition from driving “We undertake a lot of market research to understand people’s mobility needs. We can’t make the assumption that ‘X people will do Y’ – it’s about finding out people’s needs and their travel desires before we start planning.” Mr Negus said promoting smarter solutions for transport and integrated travel information was a key plank in the RACV’s platform. “Managing networks smarter, monitoring the network to collect real time data, and supporting smarter use of the network by connecting users with data.” Vehicle design and new technology was, Mr Negus contended, jumping ahead of the community and elected representatives at a Federal and State level. “Autonomous emergency breaking is probably the latest in vehicle technology which is being promoted, but it’s not being mandated. So the RACV’s view is that it should be mandated as soon as possible, like electronic stability control was some years

ago, because it’s a great safety device to save lives. “And then there are developments like disruptive technology, car share schemes, Uber, autonomous and driverless vehicles that are stretching the minds of politicians from the legislative, legal and ethical points of view. “The industry is jumping well ahead of where politicians are positioned,” Mr Negus said. “We’re seeing a lot of work in the United States, Europe and some in Australia, but it’s not keeping pace with the industry position and that’s a big challenge for political leaders.” On the domestic scene, one of the RACV’s immediate priorities was the Federal and Victorian budgets. “The RACV will certainly be promoting, on behalf of Victorians, a number of major road and public transport projects. “An underground rail route across Melbourne, the Western Distributor to duplicate the West Gate Bridge, delivering the “missing link” in the Metropolitan Ring Road and the removal of level crossings in Melbourne are the key RACV proposals. “And in regional areas, we’ll be pushing for duplicated and safer highways and improved services on regional rail and bus routes.”

ITS SPECIAL FEATURE

‘FUTURE TRANSPORT’ INITIATIVE

A two-day summit in April will mark the beginning of a 12-month initiative by the New South Wales Government to uncover trends and technologies that will revolutionise the way government and customers plan, build and use transport. The Future Transport program was launched on 10 February by Minister for Transport and Infrastructure, Andrew Constance, who said the government was calling on the world’s brightest technological minds to find the next big idea that would shake up transport in the state. Minister Constance said the summit on 18-19 April would bring together thought leaders, IT specialists, innovators, entrepreneurs, futurists, transport leaders and academics, from Surry Hills in Sydney to Silicon Valley in the US. He said the summit was the perfect platform to ignite innovative, creative and out-of-the-box ideas that would transform transport for the better. “While we’ve made good progress with open data, collaboration with developers, apps

and better regulation; it’s no secret NSW has lagged behind the rest of the world and I am determined to turn that around. “We need to stay ahead of the game so it’s time we asked, what are the next big ideas? What are the next systems and technologies that are going to challenge us and shape the transport system in NSW? “The state’s population is going to increase by about two million people by 2031. As well as building new infrastructure, we need to look at smarter systems and technology driven solutions to cope with demand.” The Minister has issued invitations to more than 150 leading thinkers and practitioners to join the summit. The Future Transport program will also include opportunities for the community to get involved through online forums, a youth summit, and new partnerships with incubators to stay across emerging ideas and products.

Andrew Constance, Minister for Transport and Infrastructure, Photo courtesy NSW Government

DEVELOPING APPROPRIATE LAWS FOR AUSTRALIA’S AUTOMATED VEHICLES Transport policy makers, technology experts, vehicle developers and the community have been asked to help frame more appropriate laws to maximise the benefits of automated vehicles. The National Transport Commission released an issues paper on the subject on 4 February and called for submissions from the parties concerned on how to develop the best laws and regulations for the emerging road and rail technology.

Chief Executive of the NTC, Paul Retter, said Australia’s current laws and regulations weren’t written with automated vehicles in mind, but now that increasingly automated vehicles were being developed, it was time to look closely at what changes may be needed. “Automated vehicles will be safer, more productive and give senior Australians and those with a disability more independence in their lives,” said Mr Retter. “However the benefits offered by these vehicles will only be realised if we get Australia’s laws and regulations right. “Governments and industry need to work together to make sure Australians get the best laws for these new vehicles. “While we have already identified a number of potential issues, we are asking anyone with an interest in the future of transport to have their say. This feedback will help to make sure we address all of the issues associated with automated vehicles.” For example, Mr Retter said, many road safety laws assumed there would always be a human driver, but he questioned how

automated vehicles would comply with a legal requirement to hold a driver’s licence or comply with authorised officers or give assistance if a person was injured. “The NTC will need to look at fundamental concepts including defining the driver, what is meant by ‘control of the vehicle’ and consider how automated vehicles should interact with other road users.” Mr Retter said the NTC would work to ensure future regulations promoted innovation and competition, and continued to remain consistent with international standards and conventions, whenever it was safe and appropriate to do so. He said many different types of automated vehicles would be developed in the future and the NTC would consider a flexible and performance-based regulatory approach that helped to encourage new transport technology. Submissions to the issues paper are due by 8 March 2016. The submissions will help the NTC develop a discussion paper with detailed options analysis to be published in mid-2016.

Paul Retter, Chief Executive of the NTC

Feb/March 2016 | Highway Engineering Australia 45

ITS SPECIAL FEATURE

KEY STEP FORWARD

IN HEAVY VEHICLE ROAD REFORM In a first, a set of national expenditure plans and asset registers for Australia’s key freight routes has been released by the Council of Australian Government’s Transport and Infrastructure Council. The plans and registers were released by the council when it was chaired by the then Minister for Infrastructure and Regional Development, Warren Truss. “The ultimate aim of heavy vehicle road reform is to provide heavy vehicle infrastructure as an economic service, with clear links between the needs of users, the charges they pay and the services they receive,” Mr Truss said. “The two products released today (29 January) provide a baseline of information needed to transition to a market orientated system of heavy vehicle service provision over the longer term.”

Former Minister Truss said the expenditure plans profiled maintenance expenditure and capital investments planned by all levels of government on each key freight road over the next four years. He said the asset registers provided ratings for each of the key freight roads according to heavy vehicle access, safety characteristics and ride quality. The information is provided in a format that can be viewed on mapping applications. “This level of transparency is critical in ensuring that the roads heavy vehicles use and pay for through user charges best and most efficiently meet their needs. “It is true that reform to date has been challenging and it has taken some time to get to this point. “While direct user charging is needed to fully close the loop between the needs of users

and the services they receive, governments recognise there is much that can be done to improve these links within the current charging system. “This first step towards implementation, together with COAG’s decision to support the Australian Government’s response to the Harper Review, provides a solid basis for governments to accelerate reform and implement independent price regulation for heavy vehicle charges by 2017-18.” The asset registers and expenditure plans will be updated on an annual basis and governments will shortly undertake industry consultation with a view to refining future editions to ensure they best meet the needs of industry. The first editions of the asset registers and expenditure plans can be downloaded from the Council’s website at: www.transportinfrastructurecouncil.gov.au

IMPROVED COMMUNICATIONS

BEING CONSIDERED FOR MELBOURNE’S TRAIN NETWORK A proposal to upgrade communication infrastructure for the Melbourne metropolitan train network has progressed to Stage Three under the Victorian Government’s Market-led Proposals Guideline. The proposal by Vodafone and Nokia Networks involves the installation of a new LongTerm Evolution (LTE) 4G network on VicTrack assets. Long Term Evolution is a 4G wireless broadband technology and it will provide an option for the government to transition to a state-of-the-art communication system for Metro Trains, Public Transport Victoria (PTV) and VicTrack. If the proposal is successful, the upgraded network will provide the core components for a future 4G Digital Train Radio System (DTRS), and has the potential to enable other rail network projects to be deployed onto a 4G network. State Treasurer, Tim Pallas, said the government’s acceptance of the proposal would be subject to the taxpayer getting value for money. If agreed, Mr Pallas said, the government could potentially use the upgraded network to deliver other telecommunications projects. The assessment process meant the proposal must clearly demonstrate benefits to the

46 Highway Engineering Australia | Feb/March 2016

community, align with Victoria’s priorities, and offer value-for-money for taxpayers. Mr Pallas said the government had made a commitment to be transparent on all new projects and under the Market Led Proposals Guideline, all proposals that progressed to Stage 3 were publicly disclosed. “We are committed to supporting innovative projects that provide real value for Victorians.

“The evidence is that many transport networks around the world are being upgraded to the latest standard that provides significant improvements in capacity and boosted signals,” said Mr Pallas. “While upgrading the communication network on the metropolitan train network shows great potential, we will ensure that this proposal offers value-formoney to Victorians before we fully commit.”

ASPHALT IN FOCUS

The ‘Mecca’ for leaders in the construction and construction machinery sectors The attention of the world’s construction and construction machinery industry is focused on the German city of Munich this April for the week-long Bauma 2016 – the 31st edition of the sector’s leading international trade fair. The event is held every three years and focuses on construction machinery, construction vehicles and equipment, building material machines and mining machines. It is staged at Messe München Exhibition Centre and is the world’s largest trade fair based on the measured surface space. The exhibition area is spread throughout all the halls of Neue Messe München and the enlarged outdoor area. The statistics for the 2013 event give a clear indication of the fair’s pulling power. In total, 3,420 exhibitors – 1,346 from Germany and 2,074 from abroad –booked 570,000 square meters of exhibition space. The exhibitors represented 57 countries. More than 530,000 visitors from 200 countries visited the fair in 2013 – a record number. This year’s event sees the launch of a new technology service for the sector – the Bauma Open Innovation online platform. Bauma participants and other professionals interested in the sector can use the platform to solve their innovation-related challenges, by calling on the expertise of Messe München’s cross-disciplinary network of contacts. On the platform, companies can engage in applications or technology “scouting”.

For example, they can seek out new industries or fields of application for their existing products and services, and/or find appropriate technological solutions to meet specific challenges they are facing. Via the platform, project organizers have virtual access to the combined expertise of over two million visitors and more than 30,000 exhibitor contacts. If a company harnesses its knowledge, wishes and requirements early in its innovations development, then development times and costs can be lowered. In terms of application scouting, the interdisciplinarity of this cross-industry network can help to identify new fields of application for products and services. Another first for Bauma 2016 will be the unveiling of the Bauma Charity Alliance – a major social initiative by companies in the construction and construction machinery sector. The alliance is intended to highlight the fact that the companies in this sector are actively engaged both in combating hunger and poverty and in promoting education and the environment in the Third World in addition to their day-to-day business. Klaus Dittrich, Chairman and CEO of Messe München GmbH said corporate societal and social commitment is not a contradiction. “On the contrary; long-term success requires both factors to go hand-in-hand. Many Bauma exhibitors have long since taken this on board and are acting accordingly.”

Applications for the alliance are restricted to companies exhibiting at Bauma 2016, which are carrying on projects in the fields of education, nutrition, health, social integration or the environment. To date Atlas Copco, AUMUND Fördertechnik, MAN, Pilosio, Terex Latin America, Wirtgen, Volvo Construction Equipment, Zeppelin Baumaschinen and ZF Friedrichshafen have notified their projects to the Bauma Charity Alliance. Michael Heidemann, Chairman of the Management Board of Zeppelin Baumaschinen GmbH, said: “True to its tradition as a foundation company, Zeppelin feels obliged to combine its appearance at the trade fair in Munich with support for aid projects in Ethiopia and South Africa. Gisela Wirtgen, first chairwoman of campaign group “Kinder in Not” e.V (Children in Need) said: “The trade fair is an outstanding international marketing platform for us and we are very pleased to be able to showcase our social commitment to a broad public within the Bauma Charity Alliance.” Following its successful launch at bauma in 2013, the second “Think Big!” initiative is being held at bauma 2016. It will feature an extensive and interactive program focusing on technical training, educational and career opportunities in the construction and building materials machinery industry.

Feb/March 2016 | Highway Engineering Australia 47

ASPHALT IN FOCUS

Sections of Kwinana Freeway and Forrest Highway to be resurfaced

Environment Ministers move to slash Australia’s tyre mountain More of the millions of tyres that are ending up dumped in landfill or piled high in hazardous tyre mountains around Australia could be used as crumb rubber in asphalt applications. Australia’s Environment Ministers are studying a proposal presented by Queensland and Victoria to develop market opportunities for used tyres. Queensland’s Minister for Environment, Steven Miles, said improving the market was a key priority for all jurisdictions. “Road spray seal applications in Queensland have already proven successful,” Dr Miles said. “The Queensland Government began trials in 2015 into the use of crumb rubber as part of a four year project. “In 2016, we will enter the second phase, with a focus on getting the specifications right. We will conduct further research and field trials to establish the optimum level of crumb rubber in asphalt applications. “We need to crack the right recipe for crumb rubber in asphalt applications that delivers improved road performance, extended longevity and reduced maintenance.” Dr Miles said in addition to crumb rubber products, there were a number of available markets for used tyres that needed further exploring.

48 Highway Engineering Australia | Feb/March 2016

“Queensland’s project will complement the national plan, which will identify priority markets in the short term and outline a strategy for the sustainable development of markets in the medium and long term,” Dr Miles said. Victoria’s Environment Minister, Lisa Neville, said only 16 per cent of tyres were recycled, with most ending up stockpiled or dumped in landfill. “As part of a longer term goal, we need to develop market opportunities for used tyres in Australia,” Ms Neville said. “Further research will build on previous work undertaken by jurisdictions and help inform the most cost effective national approach to markets in the short, medium and long term. “Sustainable development of markets is a longer term goal, as part of a collaborative national plan. “Of the 51 million end-of-life tyres generated each year, most reach the Australian waste stream. “Recycling rates are low, so we’re aiming to promote new uses and products for end-oflife tyres, so they don’t end up in landfill or, of greater concern, dumped in the bush. “In early 2016 we hope to develop a national project scope by working closely with Tyre Stewardship Australia.”

A $4.74 million project to apply a new seal to the road surface on sections of Western Australia’s Kwinana Freeway and Forrest Highway will improve road safety and cut noise levels. The contract for the works, which are starting in February 2016, covers more than 11 kilometres of freeway and highway between Karnup and South Yunderup. The works are expected to be completed prior to April 2016 and will be carried out by Boral Asphalt WA - they will be managed by Main Roads Western Australia South West Region. WA’s Transport Minister, Dean Nalder, said the resealing was necessary to maintain the important link to the state’s south west region, which was used by an average of 30,000 vehicles per day. “Once completed, the upgraded road will be safer for motorists and provide environmental benefits such as reduced noise levels from the freeway and highway, as well as lower ongoing maintenance costs. “In addition, the project will employ 32 personnel including sealing crew, asphalt crew, traffic control and project management. The supply of fabric will also involve the employment of about 10 people.” The Minister said work would be undertaken at night to minimise the disruption to road users. The Kwinana Freeway extension and Forrest Highway officially opened to traffic in 2009.

ASPHALT IN FOCUS

more secure. All the parts are protected from atmospheric degradation, accidental damage and theft of component parts. Another key factor of this new plant is its quick assembly and readiness for work, with consequent cost reduction for the producer, thanks to pre-cabling of the electrics for each module and to the drum-filter bar which offers the following advantages: • ground reduction requirements (up to 40% less compared with a traditional plant with dryer/filter/recovered fines bin at ground level); • no screw conveyors on ground; • fumes duct (short and integrated into modules); and • metal base to cut down on expensive civil works

Extreme flexibility and easy maintenance This manageable plant has comfortable spaces for accurate, quick and safe maintenance operations. Conceived to minimise training time of operators and staff on site, the plant is easy to use, and hard working round-theclock. It is built with care and manufactured with high quality, long-lasting materials for constant work regimes.

Options and kits

BE TOWER

THE BATCH PLANT FOR A NON-STOP PERFORMANCE The transportable BE TOWER asphalt plant, with production up to 160t/h, has been designed by Marini to guarantee solid, nonstop performance. At the same time, the plant offers concentrated technology and innovation, where maintenance is made easy for plant technicians. The plant offers good market value, with its lower TCO (total cost of ownership), its competitive purchase price added to

At any moment, whenever the need arises, optional extras can also be added, like RAP feed into the mixer (up to 40%), as well as warm mix asphalt kits and much more. The plant can be provided with finished product storage bins, fitted under or alongside the mixer. The control cabin is fitted with reliable, long-lasting components, such as the dust-proof industrial computer which can operate under a wide range of working temperatures. The software is the reliable well-tested CYBERTRONIC500, which can be customised and quickly updated.

minimal costs of transport, erection and maintenance. It is a high-quality, wellguaranteed MARINI plant, a secure and profitable investment.

New concept of transportability and quick assembly BE TOWER underlines the concept of transportability with its containerised modules which make transfer a quick, easy and economical operation – and also

Feb/March 2016 | Highway Engineering Australia 49

ASPHALT IN FOCUS

ASTEC DISPLAYS

A FEATURE OF BAUMA 2016

Astec, Inc., an Astec Industries, Inc. company, and North America’s leading manufacturer of state-of-the-art asphalt plants, will exhibit as part of the Astec Industries booth, stand number FS.1111/3, at BAUMA 2016. On display will be the 1/8 scale model of a complete Astec M-Pack® relocatable asphalt facility and a 1/8 scale model of a complete Astec Six-Pack® portable asphalt facility. The award-winning Astec models are well-known at tradeshows and have been continuously updated with attention to detail to reflect the latest innovations and best practices in asphalt mix production. A cut-away model of ASTEC’s flagship Double Barrel® drum dryer/ mixer will be displayed, giving BAUMA attendees a chance to see this innovative technology from the inside-out. The Double Barrel dryer/drum mixer combines the functions of a dryer and a continuous-process mixer in one compact, efficient system. Drying of the virgin aggregate is the first step in the process and takes place inside the inner drum. Mixing of aggregate and other ingredients follows, which happens in the outer chamber of the stationary shell. The cut-away configuration of this model makes it possible to view where each mixing step takes place. ASTEC will feature two compact, highly portable plants: a scale model of the Voyager 120 asphalt plant featuring a counter flow drum and an actual full-size, Astec Double Barrel® drum dryer/mixer and cold feed load from a Double Barrel Express plant. The Voyager 120 offers a compact, highly portable design that is built around a counter flow drum featuring ASTEC v-fights. Both plants use v-flights in the drum to provide greater uniformity of the aggregate veil during the drying process, which results in better heat transfer, a reduction of fuel use, and increased productivity.

To enhance portability, the Voyager 120 has a hydraulically driven swing-out drag and batcher that can be set up and ready to go in about 10 minutes. Thanks to the Double Barrel drum, the Double Barrel Express is capable of producing mix with up to 50 per cent RAP content. Each plant ships in two easy-to-move loads. ASTEC’s ground-breaking, state-of-the-art wood pellet plant will make its debut. Show attendees can learn more about the innovations on the unique design of the plant featuring redundant, parallel production lines. Also making its debut is the ASTEC RAP pre-dryer, which uses excess heat from the Double Barrel drum to pre-dry RAP before it is introduced into the drum. With this configuration, an asphalt mixing plant can increase efficiency and RAP usage.

N E W

E Q U I P M E N T

ASTEC AUSTRALIA.

P A R T S

S E R V I C E

an Astec Industries Company

PO BOX 142, ACACIA RIDGE, QLD, 4110 • 1300 278 322 (1300 ASTEC AUS) • astecaustralia.com.au

ASPHALT IN FOCUS Ammann presents at Bauma 2016 the updated AFT/W500 T4f Asphalt Paver.

make the AFW 150-2 an even better fit on small and narrow jobsites.

AUTONOMOUS VIBRATORY PLATE

AMMANN RELEASES NEW

Unveiled at Bauma is a prototype of the first autonomous vibratory plate. The plate is easy to use, with the operator setting the boundaries by remotely navigating the plate around the jobsite perimeter. The number of vertices is not limited and the machine automatically detects the closed border. Next a working strategy is calculated and the field is compacted strip by strip. A highly accurate GPS system is supported by an electronic compass and collision detection. The plate provides outstanding compaction performance and thorough coverage while reducing labour and fuel costs, as well as CO2 emissions.

PRODUCTS AT BAUMA The Ammann booth, its largest booth ever at Bauma, will showcase products and prototypes that prove the company’s commitment to remain an industry leader through acquisitions and internal innovations. The booth will feature 17 new products and several prototypes, including the innovative autonomous plate compactor. The compactor covers a jobsite without an operator, providing high compaction output at greatly reduced operating costs. It is the first autonomous plate compactor on the market. Also on display will be concrete plants and mixers developed by Ammann Elba, the company created when German-based Elba was acquired in 2014. Ammann Elba continues to be an industry leader, as proven by its new concrete-mixing plants on display at the booth. Other new products unveiled and on display at Bauma highlight Ammann’s comprehensive line up and commitment to provide solutions throughout every stage of the road-building process. They include pavers, forward-moving vibratory plate compactors, soil compactors, pneumatic and trench rollers, an articulated roller with ACE and oscillation, and asphalt plants.

52 Highway Engineering Australia | Feb/March 2016

ASPHALT PAVERS

AFW/T 350 and AFW/T 500 repowered Both the wheeled and tracked versions of the Ammann pavers have been updated to meet all emission regulations worldwide. The AFW/T 350 T4i and AFW/T 500 T4f come with the reliability, superior visibility and simple operation for which Ammann pavers are known. The tracked versions – the AFT 350 and AFT 500 – provide improved traction in challenging underfoot conditions. The wheeled AFW 350 and AFW 500 are the best choices when mobility is essential.

AFW 150-2 The next generation of Ammann’s mini paver, the AFW 150-2, has been released. The wheeled paver features a larger auger (120 mm diameter compared with the previous 100 mm) that ensures proper material distribution along the screed. A new material flow sensor is another consistency enhancement. A hydraulically extendible screed operates similar to those on larger pavers, enabling quick and effortless extension while the machine is operating. The material flow divider is operated with mechanical hand levers and allows the operator to select whether material should be distributed on both sides, only one side or stopped. These and further improvements

Ammann presents at Bauma 2016 a concept study of the first autonomous vibratory plate.

FORWARD-MOVING VIBRATORY PLATES The APF 11/33, APF 14/40, APF 14/50 and APF 20/50 represent substantial new efforts to send compaction energy toward the materials and away from the operator. The compactors feature Ammann’s patentpending Z-buffer, which isolates the guide hand from vibration and reduces operator fatigue. The Z-buffer is the key reason operator vibration levels for Ammann compactors are substantially below the regulations of the strictest countries.

SINGLE-DRUM SOIL COMPACTORS The ARS 200 T4f and ARS 220 T4f feature newly designed cabs and intuitive controls. The optional Ammann Compaction Expert (ACE) systems provide quality control, reduced machine wear and cost savings. The ARS compactors also incorporate popular existing features including a norear-axle concept with fully hydrostatic drive

Visit us at Booth FS.909

MEET THE AMMANN FAMILY OF PRODUCTS

MAXIMISING YOUR INVESTMENT What do the smallest Ammann plate compactor, the largest asphalt plant and every product in-between have in common ? • Innovation that boosts productivity and efficiency, ultimately improving your bottom line • Parts and components that ensure long life to maximise your investment • The commitment of a family business that has thrived in the construction industry for nearly 150 years by keeping promises today – and knowing what customers will need tomorrow

Ammann Australia, 5 / 29 Business Drive, Narangba, 4504, Queensland Tel. + 61 7 3293 1111, Fax + 61 7 3293 2222, info.aau@ammann-group.com For additional product information and services please visit : www.ammann - group.com GMP-1187-00-EN | © Ammann Group

ASPHALT IN FOCUS

Ammann Soil Compactor ARS200

Ammann ACM 100 Prime Mobile Plant

provides benefits including measurement in absolute values, evaluation of material stiffness, an operator guidance function and documentation of the entire compaction process. The rollers are available with engines that meet the strictest emissions standards in Europe and the US or with T3 engines in markets with lesser restrictions.

TRENCH ROLLER and the powerful Ammann dual vibratory and amplitude systems that are key tools in providing industry-leading compaction output.

PNEUMATIC ROLLER The new Ammann ART 240 T4f PneumaticTyred Roller provides productivity-improving operator comfort and an engine that meets Tier 4 Final emissions standards. Intuitive controls make operation easy. The spacious cabin features two working stations, while the multi-functional operator display provides instant feedback. The ART 240 utilises a front isostatic oscillating axle and a rear-drive propulsion system that provides the necessary power, regardless of tyre pressures or ballast weight. Ammann Pneumatic roller ART 240 T4f

The new Ammann ARR 1575 Tier 4f Roller utilizes a Yanmar engine that meets the strictest emissions requirements in Europe and the US. The engine also provides excellent power and features reductions in noise and vibration. Productivity can be improved with easy-to-install extension kits that stretch drum widths from 640 mm to 850 mm. The ARR 1585 Tier 4f is the skidsteered version of Amman trench roller and extends the portfolio to cover all customer needs and applications. Ammann Trench roller ARR 1575

The new ARX 90 T4f/T3 and ARX 110 T4f/ T3 Tandem Rollers combine oscillation with the high compaction output seen on previous Ammann tandem rollers. The ARX machines are the first Ammann vibratory rollers to feature oscillation, a process that eliminates about 90 per cent of the stress to surroundings and materials caused by a traditional vibratory system. The new rollers combine the oscillating, back-andforth-movement of the drum with a constant static load to reach compaction goals faster. For increased compaction output, the ARX utilizes a combination of oscillation and the Ammann heavy-duty, two-stage vibratory drum with easy adjustment of amplitude and frequency. The optional ACEforce system

54 Highway Engineering Australia | Feb/March 2016

The ACM Prime asphalt plant line has been expanded. The ACM 100 Prime offers a capacity of 100 tonnes per hour and is a smaller, highly mobile version of the popular ACM 140 Prime. In addition to its exceptional mobility the ACM 100 Prime is very compact when assembled. Despite its smaller size, the plant still utilises high-quality Ammann core components for optimal performance and output.

CONCRETE-MIXING PLANTS CBS Elba

The new CBS Elba Concrete Mixing Plant is designed for small-to-medium sized businesses seeking flexible concrete plant solutions. It features state-of-the-art design based on customers’ needs and offers output ranges from 105 m³/h to 160 m³/h. The basic unit can accommodate both EMS and EMDW single-shaft and twin-shaft mixers with a hardened concrete output volume ranging from 2 m³ to 3.5 m³. The CBS Elba offers easy, low-cost transportation for stationary and semi-mobile operation.

CBT Elba

ASPHALT-MIXING PLANTS ABC Solid Batch

TANDEM ROLLERS WITH OSCILLATION

ACM 100 Prime (Mobile Plant)

New ABC SolidBatch plants are built for flexibility, customisation and reliability. The ABC 140 SolidBatch and ABC 180 SolidBatch, with capacities of 140 tonnes per hour and 180 tonnes per hour, are highly standardised and the base model features few “extras.” Instead, customers select the standard ABC SolidBatch model and then choose from a variety of options.

ABT QuickBatch (Transport-Optimised Plant) The new ABT QuickBatch container plant is engineered for easy, cost-effective transportation and installation while still offering benefits typically associated with stationary facilities – including highproduction capacity. ABT QuickBatch was designed for international transporting efficiencies and is built around the “container principle” logistics concept. Key core components, including dryer/ filter units and mixing tower modules, utilise housings that also serve as certified transport containers. When it’s time to move, the components are simply loaded onto the transport vehicle.

A new line of mobile and compact concretemixing plants also has been launched. The first plant in the product family, the CBT 60 Elba Compact Concrete Mixing Plant, has an hourly output rate of 58 m³/h. The entire compact line-up, available in the near future, will provide a performance range from 30 m³/h to 130 m³/h. The CBT 60 Elba is equipped with an Elba EMS 1000 single-shaft mixer and an integrated linear batcher for storing between two and four aggregate components. Fast installation times and trouble-free relocation result from the elaborate folding mechanisms. No foundation is required for plant installation. Other products that showcase the depth and diversity of the Ammann line-up will be on display at Bauma.

Ammann CBS 105-150 Elba

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MAJOR PROJECTS

Artist’s impression courtesy of Queensland Department of Transport and Main Roads

Toowoomba Second Range Crossing nearing construction stage The first sod has been turned on the $1.6 billion Toowoomba Second Range Crossing (TSRC) project and major construction is scheduled to begin in April 2016. The project is being delivered by the Nexus Infrastructure consortium in a 25-year availability-based public-private partnership. Nexus is constructing the project and maintaining it for 25 years on behalf of the Queensland Department of Transport and Main Roads. Nexus consists of Plenary Group, financial advisor and investor; Cintra, investor; Acciona Concessions, investor; Acciona Infrastructure and Ferrovial Agroman, construction joint venture; and Transfield Services, operations and maintenance provider. When completed in late 2018, the project will create an alternative crossing of the Toowoomba Range for commercial vehicles and help drive future economic development in the region. By improving links between the region, key markets and the Port of Brisbane, the TSRC will increase regional economic activity by an estimated $2.4 billion over the next 30 years. It will also relieve pressure on Toowoomba's local roads and enhance liveability for residents, eliminating the need for heavy vehicles to negotiate 18 sets of

56 Highway Engineering Australia | Feb/March 2016

traffic lights in Toowoomba, saving them up to 40 minutes each way. The Australian Government has committed up to $1.137 billion to fund the project and the Queensland Government has committed the remaining 20 per cent of the construction costs. The State will provide upfront government funding contributions during the construction stage of the project and ongoing service payments over the 25 year operation and maintenance stage, which will be dependent on performance. Federal Member of Groom, Ian Macfarlane, said the TSRC would support an estimated 1,800 direct and indirect jobs in the Toowoomba region during the life of the project. “This is the kind of world-class infrastructure needed to facilitate the next phase of development in South West Queensland, improve the efficiency of freight movements and encourage other economic development,” Mr Macfarlane said. “After more than 20 years of talking, planning and scoping, Toowoomba and surrounding district residents will be glad to see construction for this important infrastructure officially underway.”

Gateway Motorway upgrade moving ahead Work is ramping up on one of Brisbane's biggest road projects, the $1.16 billion Gateway Motorway upgrade, with road crews readying the site.

The project will upgrade an 11.3 kilometre stretch of the motorway between Nudgee and Bracken Ridge, which will benefit more than 80,000 motorists a day. The Australian Government has committed $929.6 million to the project, with the Queensland Government committed to contributing $232.4 million. It is expected to be completed in late 2018. Lend Lease Engineering is the preferred contractor to design and construct the project. The original preferred plan was released in October 2013, but since then, a number of key innovations have been made to improve it, including: • future proofing the motorway by making allowance for the six lane upgrade to be widened to eight lanes in future, accommodating forecast traffic increases and population growth; • incorporating an off-road pedestrian and bicycle path along the entire length of the project with covered rest areas and a new pedestrian and cycle connection over Sandgate Road and the Shorncliffe rail line; • constructing a new northbound bridge over Sandgate Road and the Shorncliffe rail line to replace the existing bridge and avoid long term maintenance issues; • improved outcomes for the Deagon Racecourse; • significantly reduced impact to the Deagon Wetlands; • relocation of the motorway ramps to and from the upgraded Deagon Deviation to improve safety outcomes and increase capacity; and • rehabilitation of the Gateway Motorway between Bracken Ridge and the Bruce Highway including pavement and safety improvements.

First NorthLink WA construction contract awarded John Holland Pty Ltd has been awarded the first construction contract for the $1.12 billion NorthLink WA project. The contract relates to the southern section of the Tonkin Highway from Guildford Road to Reid Highway and construction is expected to start in the second quarter of 2016. While John Holland is preparing to begin work, the Australian and Western Australian Governments have shortlisted three

MAJOR PROJECTS

proponents to prepare detailed proposals for construction of Stage Two of the NorthLink WA initiative. Stage Two involves construction of a freeway between Reid Highway and Ellenbrook. When announcing the Stage One contract, Minister for Major Projects, Paul Fletcher, said the Tonkin Highway was a vital link for regional traffic movements to commercial and industrial areas such as Malaga, Kewdale, Perth Airport and the Perth CBD. "The southern section from Guildford Road to Reid Highway will deliver the new intersections of Collier Road and Morley Drive. "A flyover to take Benara Road over Tonkin Highway and upgrades of Tonkin Highway, north of Guildford Road, to freeway standard of six lanes are also included.” WA Transport Minister Dean Nalder said Tonkin Highway carried more than 70,000 vehicles per day and completion of the southern section would result in freer-flowing traffic, with impacts similar to the $986 million Gateway WA project. "Fewer traffic lights mean vehicles keep moving and travel times improve, resulting in less congestion on local roads. It also enhances road safety," Mr Nalder said. The freeway-standard link from Collier Road through to Reid Highway via the Tonkin Freeway grade separations will greatly ease traffic growth on local roads and remove four of the state's top 15 most dangerous intersections. The three proponents shortlisted to prepare detailed proposals for construction of Stage Two of NorthLink WA are: • BGC Contracting Pty Ltd and Laing O'Rourke Australia Construction Pty Ltd as Great Northern Connect • CPB Contractors Pty Limited (formerly Leightons Contractors Pty Ltd); and • Lend Lease Engineering and Georgiou Group Pty Ltd as LLGJV. The successful proponent for Stage Two is expected to be announced mid-2016. The project involves constructing a dual carriageway and full grade separations (bridges) from Reid Highway to Ellenbrook. It also incorporates flyovers at Beechboro Road North and Marshall Road, and interchanges at Hepburn Avenue, Gnangara Road and The Promenade at Ellenbrook. Construction is expected to start in late 2016 and to be completed in 2019. The Australian Government is contributing $894 million and the Western Australian Government $223 million to the NorthLink WA project.

The barge which houses the drilling rig for the Melbourne Metro Rail Project.

Drilling under Yarra for Melbourne Metro Rail Geotechnical drilling is being carried out under the Yarra River as part of the largest public transport project in Victoria’s history – the Melbourne Metro Rail Project. The drilling is being undertaken at various points of the river, ahead of enabling works in 2017 and the start of major construction in 2018. Using a floating barge, 12 boreholes are being sunk up to 35 metres below the riverbed, providing critical information about ground conditions. The information will help determine the exact technical specifications of twin tunnels under the river and how they will be built. The tunnels under the Yarra will be excavated using tunnel boring machines and sit around seven metres below the riverbed. The use of tunnel boring machines reduces the environmental impact on the river and inconvenience for locals, visitors and businesses. They are currently being used to build New York’s Second Avenue Subway project and London’s CrossRail project. Victoria’s Acting Minister for Public Transport, Luke Donnellan, said on 20 January that the Melbourne Metro Rail Project would unlock the centre of the train system and pave the way for future expansion of Victoria’s rail network. “The new tunnels under the Yarra River will carry high-frequency, high-capacity trains into the heart of the city and enable 20,000 extra passengers to catch the train in peak hour.” Mr Donnellan said the government had committed $4.5 billion to Melbourne Metro

Rail and discussions would continue with the Australian Government about it providing Victorians a “fair share” towards the project. For more information about Melbourne Metro Rail, visit: www.mmrailproject.vic.gov.au

Major steps to construction of Melbourne’s Western Distributor Melbourne’s $5.5 billion Western Distributor Project will undergo what the Victorian Government calls a “thorough and transparent planning process”. The requirement for an Environment Effects Statement (EES) was announced by the government on 5 January, just days before it released the business case for the Western Distributor. The business case showed the project would deliver a benefit of $1.30 for every dollar invested. The EES will encompass the widening of the West Gate Freeway, a tunnel under inner suburban Yarraville, a second river crossing of the Maribyrnong River and an elevated road along Footscray Road. When announcing the need for an EES, Acting Minister for Planning, Tim Pallas, said it would provide a robust and open framework through which the potential social, economic and environmental impacts of the project could be rigorously assessed. Mr Pallas said the effectiveness of proposed measures would also be evaluated. “This will be a comprehensive planning process to ensure the Western Distributor Project addresses impacts on the community and industry.”

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MAJOR PROJECTS

Victorian Treasurer, Tim Pallas

The Department of Environment, Land, Water and Planning is convening a Technical Reference Group with representation from relevant authorities to provide guidance and assistance with respect to the scoping requirements and preparation of the EES. Mr Pallas said the government would work with the community to ensure businesses and residents potentially impacted by the project would be able to have their say as part of the EES process. Public notices inviting comments were to be placed in newspapers, as well as published on the Department of Environment website in February. The government is partnering with Transurban to build the Western Distributor, which includes the Monash Freeway Upgrade and upgrades to Webb Dock. The project will deliver immediate travel time savings of up to 20 minutes a day, take 6,000 trucks off the West Gate Bridge, and create 5,600 new jobs. It will: • widen the West Gate Freeway from eight to 12 lanes between the M80 and Williamstown Road; • build a tunnel under Yarraville and a second river crossing over the Maribyrnong River; • construct an elevated road along Footscray Road with direct links to the Port of Melbourne; • create the longest managed motorway system in Australia from Geelong in the west to Pakenham in the south east; and • build 4.5 kilometres of new cycling and pedestrian paths. The project will be funded through a combination of tolling on the Western Distributor, an extension of Transurban’s CityLink concession, and State and Commonwealth contributions.

58 Highway Engineering Australia | Feb/March 2016

Construction on Webb Dock will begin this month, the Monash Freeway Upgrade section will start construction in 2016, work on the Western Distributor will begin in early 2018 and the full project will be completed by 2022. The government has moved to Stage 4 of the market-led proposal guidelines and has submitted the business case to the Australian Government and Infrastructure Australia for assessment and funding consideration. Transurban said the government’s decision to progress the Western Distributor proposal through to exclusive negotiations between the parties as part of Stage 4 of its Market-led Proposals Guideline was a positive step. CEO, Scott Charlton, said the decision provided a clear path to continue engaging the local community and industry through the critical steps of planning and procurement. “The Western Distributor will shape the future of our city with benefits felt locally and regionally, creating jobs, boosting productivity and enhancing the long-term resilience of Melbourne’s transport network.”

$170M Yeppen Floodplain project commissioned The ability of Queensland’s Bruce Highway to remain open during major floods has been substantially improved with the commissioning of the landmark Yeppen Floodplain project on Rockhampton's southern outskirts. The $170 million project included the construction of 2.1 kilometres of new bridges across the Yeppen Floodplain, as well as major intersection upgrades.

The Federal Minister for Infrastructure and Regional Development, Warren Truss, said commissioning of the project – particularly its 1.6 kilometre bridge across the floodplain, the longest on the Bruce Highway – was a milestone event for central Queensland. “Cyclones and flooding are an acknowledged risk for Queensland and the state has shown its resilience in responding to more than its share of natural disasters in recent years,” Mr Truss said. “Here in Central Queensland, during times of natural disasters the Yeppen Floodplain has proven to be a weak link in the Bruce Highway. “It was only as recently as 2012 that the highway was cut at the Yeppen Floodplain for nearly two weeks, resulting in millions of dollars of economic losses through reduced tourism and industry productivity, and general disruption to the northern half of Queensland. “With the Yeppen bridges open, access to the south of Rockhampton is now assured in all flooding scenarios up to a one-in-100-year event.” Michelle Landry and Warren Truss

MAJOR PROJECTS

Federal Member for Capricornia, Michelle Landry, said the central feature of the project was the two new bridges, each more than three metres higher than the existing floodplain crossing. “The full scope of the project, however, encompasses much more than the bridges,” Ms Landry said. “The existing Bruce Highway has been completely rebuilt between the Yeppen roundabout and Scrubby Creek, and the Egan Street intersections at Egan's Hill have undergone major safety upgrades. “The major Bruce Highway and Burnett Highway intersection has seen significant flood immunity improvements and increased intersection capacity, with the addition of a slip-lane for motorists travelling into Rockhampton.” Queensland’s Minister for Police, Fire and Emergency Services, Bill Byrne, said the project was completed and opened to traffic in just two years. “This is a great achievement for everyone involved, including the Queensland Department of Transport and Main Roads project team, AECOM who oversaw site operations, and contractor John Holland,” Mr Byrne said. The Australian Government contributed $136 million and the Queensland Government $34 million, towards the $170 million project.

Extended scope for Darlington upgrade as tenderer named The tender to construct Adelaide’s $620 million Darlington upgrade project has been awarded to Gateway South – a joint venture between Fulton Hogan and Laing O’Rourke. In addition, in-principle agreement has been reached to extend the scope of the Darlington project to north of Tonsley Boulevard. The revised scope of the infrastructure development involves reconfiguring approximately 3.3 kilometres of South Road, from the Southern Expressway to north of Tonsley Boulevard, into an expresswaystandard road. It will include a lowered non-stop motorway that passes underneath Flinders Drive, Sturt Road, Mimosa Terrace/Sutton Road, Ayliffes Road and Tonsley Boulevard. There will be at-grade service roads along both sides of the lowered motorway, and a full free-flow interchange at the junction of the Southern Expressway and Main South Road.

The increased scope will extend the upgrade by about one kilometre to avoid another two sets of traffic lights, including the busy intersection of South, Ayliffes and Shepherds Hill Roads. The project will reduce congestion, improve safety, boost freight transport productivity and increase competitiveness for export industries. Travel time savings are also expected to be significant for motorists and public transport users. In an associated development, the Australian and South Australian Governments are working to consider Flinders Link – an extension of the Tonsley rail line. Under the proposal, the existing Tonsley rail line would be extended to the Flinders University and Flinders Medical Centre, and complement work already being undertaken to improve connectivity between Tonsley and the Flinders precinct. The Darlington upgrade is part of the broader $2.5 billion North-South Road Corridor upgrade, towards which the Australian Government has committed $1.7 billion over the next decade. The overall North-South Corridor is one of Adelaide’s most important transport corridors. Without significant new investment, it will continue to experience severe congestion and will not be able to cope with projected traffic growth. Construction on the Darlington project is expected to commence in early 2016, and to be completed by the end of 2018. The upgrade project is being jointly funded with $496 million from the Australian Government and $124 million from the South Australian Government.

Contract awarded for Cooroy to Curra Section C project CPB Contractors has been awarded the contract for the Cooroy to Curra Section C project, which will see Queensland’s Bruce Highway widened to four lanes between the Traveston interchange and the proposed Woondum interchange, south of Gympie. The new four-lane Cooroy to Curra Section C project will improve safety and provide travel time savings for freight and passenger vehicles, as well as providing savings on infrastructure operating costs. The improvements will also help minimise disruptions and road closures due to flooding. The majority of work will occur off the highway and have minimal impacts on traffic.

The Section C early works project, which involves safety upgrades on the existing highway between Woondum and Venardos Avenue, is underway and is expected to be completed by mid-2016. The complete Section C project is due to be completed by mid-2018. It is the third of four major Cooroy to Curra upgrade projects, with Section A from the Cooroy Southern interchange to Sankey's Road underway, and Section B between Federal and Traveston completed in 2012. The Australian Government has committed to progressing the Section D project – planning and design work for upgrading the section of highway stretching from south of Keefton Road to Curra. The $384.24 million Bruce Highway – Cooroy to Curra, Section C project – is jointly funded with the Australian Government providing up to $307.4 million and the Queensland Government $76.84 million.

Preferred respondent for new WA rail line An unincorporated joint venture, comprising Salini Impregilo S.p.A. and NRW Pty Ltd, has been selected as the preferred respondent to deliver the main works for Perth’s $2 billion Forrestfield-Airport Link. The Joint Venture (SI-NRW JV) was selected from a shortlist of three proponents. The others were Forrestfield Connect (ACCIONA Infrastructure, BAM International and Ferrovial Agroman) and JHL JV (John Holland and Leighton Contractors). Negotiations to finalise the contract by May 2016 will now begin between SI-NRW JV and the Public Transport Authority of Western Australia. Transport Minister, Dean Nalder, said it was expected the contractor would mobilise on site in the coming months. "This is an incredibly exciting time for a project that will change the way the people of Perth and, in particular Perth's eastern foothills, travel to our city. "Planning for this transformational project is well advanced." Last year, State Parliament passed the Railway (Forrestfield-Airport Link) Bill 2015 and, at the Forrestfield station site, forward works for service relocations started in December. Research undertaken into the project showed more than 80 per cent of the community felt positive about the rail line. Due to open in 2020, the link will connect with the existing Midland Line near Bayswater and run underground to Forrestfield.

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MAJOR PROJECTS

Elevated rail part of $1.6B overhaul of Dandenong rail corridor So-called “sky trains” will run on elevated tracks along parts of Melbourne’s congested Dandenong rail corridor under an ambitious plan to remove nine dangerous and congested level crossings. Victoria’s Premier, Daniel Andrews, and Minister for Public Transport, Jacinta Allan, released designs on 7 February for the $1.6 billion project to remove every level crossing between Caulfield and Dandenong. Mr Andrews and Ms Allan said the crossings would go by elevating sections of the Cranbourne-Pakenham line and transforming the rail corridor into public open space. There is provision for 225,000 square metres of community open space under the project. The level crossings targeted for removal are Melbourne’s worst – with some boom gates down for more than 87 minutes in the morning peak. Removing them will reduce congestion, improve safety and allow more trains to run. “Every single level crossing between Caulfield and Dandenong will become history, said Mr Andrews. “This tired and ugly rail corridor will become one of Melbourne’s largest community open spaces, with room for parks, playgrounds, netball courts and thousands of new car parks.” The project includes five new stations to be built at Carnegie, Murrumbeena, Hughesdale, Clayton and Noble Park, and upgraded signalling and power along the corridor. The design centres on three sections of modern elevated rail – the longest section will run over 3.5 kilometres between Grange Road in Carnegie and Poath Road in Hughesdale. A 2.7-kilometre stretch of elevated rail will be built between Corrigan and Chandler Roads in Noble Park, while a further twokilometre elevated structure will run through Clayton between Clayton and Centre Roads.

60 Highway Engineering Australia | Feb/March 2016

Mr Andrews and Ms Allan said the modern design, built over the existing rail line, would spare passengers and drivers years of disruption during construction. The majority of the work could be completed with trains and roads running normally. They said acoustic modelling showed that raising the line in sections would reduce rail noise at street level. When completed, barricades would be in place to ensure passengers on elevated trains could not see into nearby houses. Thirty platforms along the CranbournePakenham line will be lengthened to support 37 high-capacity metropolitan trains – the combined package will create space for 11,000 extra passengers in peak hour. Mr Andrews and Ms Allan said more than 1,500 pieces of feedback from the community had informed the designs they released. They said the project team behind the initiative would now speak to thousands of locals about the designs, and give the community a say on how they want to use the open space component of the project. The Caulfield to Dandenong package will create more than 2,000 jobs and be delivered by a consortium including CPB Contractors and Lend Lease. Construction will begin this year, and is due to be completed in 2018. People wanting to see the designs and make comment on the open space can visit www.levelcrossings.vic.gov.au.

Tunnelling complete on Sydney Metro Northwest

A rail tunnelling project on which more than 4,600 people from the western Sydney region worked has finished at what will become Cherrybrook Station. Four tunnel boring machines worked on the Sydney Metro Northwest project – a 36 kilometre line will open in early 2019 with 13 metro stations, 4,000 commuter car parking spaces and up to 15 trains an hour. The TBMs created Australia’s longest railway tunnels. New South Wales Premier, Mike Baird, Minister for Transport and Infrastructure,

Andrew Constance, and local MPs witnessed the historic breakthrough as Tunnel Boring Machine 2 ‘Florence’ arrived at the site of Cherrybrook Station. “Today (15 January), everyone can be proud of what’s been achieved, with this longpromised critical public transport project taking shape before our eyes,” Mr Baird said. “This rail line will transform the lives of people in Sydney’s north-west, enabling commuters to catch a train every four minutes in the peak.” Mr Constance said workers had collectively spent more than 360,000 hours underground building the tunnels. “I pay tribute to all the men and women who have worked on this massive project and ensured tunnelling has finished about two months ahead of schedule,” Mr Constance said. “About 2.7 million tonnes of Sydney sandstone and shale has been excavated to complete the job. “It’s taken just 16 months for our four giant tunnelling machines to deliver this result, and we’re only just getting started, as we prepare for construction of the next stage of the Metro project.”

Key facts on the $1.15 billion tunnelling contract: • Sydney Metro Northwest includes Australia’s longest railway tunnels – twin 15 kilometre tunnels from Bella Vista to Epping – and a four kilometre elevated skytrain viaduct from Bella Vista to Rouse Hill. • Sydney Metro Northwest is the first transport infrastructure project in Australian history to use four tunnel boring machines (TBMs) at once. • Tunnelling started in September 2014. It took 16 months to build 30 kilometres of tunnels. • Each TBM weighed more than 900 tonnes and was almost 120 metres long. • Each TBM operated underground 24-7 and built an average of 173 metres of tunnel a week. • More than 1.7 million tonnes of crushed rock was excavated by the TBMs, mostly Sydney sandstone and shale. • 100 per cent of crushed rock from tunnelling was recycled and used on commercial, industrial and housing developments across Greater Western Sydney and an environmental re-use project at Prospect Dam. • Another 1 million tonnes of rock was excavated from the new metro railway station sites at Bella Vista, Norwest, Castle Hill, Showground and Cherrybrook.

MAJOR PROJECTS

• The four TBMs had 2,006 cutter teeth replaced due to the forces of tunnelling, each weighing 230 kilograms. • A purpose-built factory at Bella Vista made 98,184 concrete segments, which were turned into 16,290 concrete rings to line the inside of the twin tunnels and keep them waterproof. • TBM3 Isabelle reached the deepest point of the project in March 2015 – 58 metres beneath Thompson’s Corner at West Pennant Hills.

Light rail and road projects to underpin western Sydney Major light rail, road and employment initiatives will be undertaken in western Sydney to improve the area’s economy and opportunities for people living in the region. In a move to ramp up Parramatta as Sydney’s second CBD, the New South Wales Government has released details of the city’s preferred light rail route. The light rail service will connect Parramatta’s CBD to key hubs such as Olympic Park, Westmead Hospital, Western Sydney University and Strathfield. It will also branch to Carlingford, replacing the existing heavy rail shuttle. The route is designed to provide the most opportunities for new jobs and urban renewal. In addition, work will begin on The Northern Road Stage One and Narellan Road Stage Two to support Western Sydney’s population growth. The $1.6 billion Northern Road upgrade, which is being funded under the Western Sydney Infrastructure Plan, will result in 35 kilometres of road being upgraded from a two-lane to a minimum four-lane divided road, with a wide central median to allow for future widening.

Parramatta's proposed light rail service.

The separately-funded $114 million Narellan Road project will upgrade a 6.8 kilometre section of road to a six-lane divided road with a central median. Both projects will deliver extensive upgrades to the local road networks, reducing commute times. News of the transport projects coincided with an announcement by the New South Wales Government that more than 1,800 public servants working for the Department of Education in Sydney’s CBD would move to Parramatta from 2018 to mid-2020. Premier, Mike Baird, said the move would further cement Parramatta as Sydney’s second CBD. “This move will provide even more opportunities for Western Sydney residents to work closer to where they live, which will reduce congestion across the city.”

Gold Coast heavy and light rail projects moving ahead Preparation works are ramping-up and a tenderer has been selected for the duplication of the Gold Coast heavy rail tracks between Coomera and Helensvale stations. Civil construction works for the $163 million project have been awarded to Golding Contractors Pty Ltd – the works will support about 200 local jobs once construction commences in March 2016. And, construction of Stage 2 of the Gold Coast Light Rail has moved a step closer with GoldLinQ taking delivery of Request for Tender documentation from three short-listed bidders. The bids will be evaluated to select the preferred tenderer to deliver the 7.3 kilometre light rail alignment, which will run from the Helensvale heavy rail station and bus interchange to the Gold Coast University Hospital and connect to the Gold Coast University Hospital light rail station.

The proposed alignment effectively utilises existing road and rail corridors, reducing the community and environmental impacts, and delivery timeframes. The three consortia invited to tender are Leighton Contractors Pty Ltd, John Holland Queensland Pty Ltd, and GamesLinQ – a Downer EDI Works and BMD Constructions Joint Venture. Queensland’s Minister for Transport and the Commonwealth Games, Stirling Hinchliffe, said the heavy rail project would involve duplicating 8.2 kilometres of track between Coomera and Helensvale stations. “The Gold Coast heavy rail line is a key gateway from Brisbane to the Gold Coast region and records around 4.5 million passenger journeys per year, but is currently at capacity during peak times,” Mr Hinchliffe said. “This project will involve duplicating the only remaining section of single track on the Gold Coast rail line and is crucial to ensuring more frequent train services can be introduced. “The works will also involve constructing eight new rail bridges, one of which will span 860 metres across the Coomera River, Hope Island Road and Saltwater Creek. “Through duplicating heavy rail tracks between Coomera and Helensvale stations, we will be able to further improve public transport in the region ahead of the Commonwealth Games, by introducing extra peak hour services and extra capacity from Brisbane to the Gold Coast.” Following this work, Queensland Rail will install the duplicated line’s new rail infrastructure including track, overhead power lines and signalling systems. The project is expected to be finished in late 2017. Construction of Stage 2 of the Gold Coast Light Rail has moved a step closer with GoldLinQ taking delivery of Request for Tender documentation from the three shortlisted bidders. Minister Hinchliffe said the government was seeking three value for money bids for the light rail project and an assurance that construction could be completed by late 2017 or early 2018 to ensure the trams and integrated public transport system was operational in time for the Commonwealth Games. GoldLinQ Chairman, John Witheriff, said the team would now evaluate the detailed proposals against a range of criteria to ensure a well-informed decision was made on the preferred bidder to design and construct Stage 2. The final cost of Stage 2 will not be known until GoldLinQ has completed the competitive tender process.

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ROAD SAFETY

Better protection from side impact crashes Australian motorists will soon be much safer following the signing into law of a new Australian Design Rule (ADR) that will better protect motorists involved in side impact crashes. The ADR, which stems from the development of an international standard for side impact crashes, will begin in November 2017. It has been approved by Minister for Major Projects, Paul Fletcher. Mr Fletcher said the design rule was based on United Nations Global Technical Regulation (GTR) 14. “This technical regulation sets strict performance criteria for light passenger and commercial vehicles in side impacts with a narrow object such as a pole. However, it will also improve occupant protection in other side impacts, including car-to-car impacts. “Side impacts account for over 20 per cent of Australian road deaths and a disproportionately high number of brain injuries, which carry a huge social cost. “The new ADR is a major road safety initiative aimed at addressing this issue by setting performance criteria that require effective safety measures, such as curtain side airbags, thorax airbags and better crash sensors. “It is estimated this measure will save 128 lives and avoid 195 severe or moderate brain injuries over 15 years, while providing net benefits to the community of $417 million.” Mr Fletcher said Australia led the development of GTR 14 – the first time Australia had led development of an international vehicle standard – because of the significance of side impact crashes in the Australian road toll. “GTR 14 is the first vehicle standard in the world that makes use of the World

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Side Impact Dummy (WorldSID), the most advanced crash dummy available. “WorldSID closely mimics the behaviour of the human body, ensuring that the new ADR will deliver real-world benefits,” Mr Fletcher said. “The new ADR – Pole Side Impact Performance – will commence for new model light passenger vehicles on 1 November 2017 and for new model light commercial vehicles on 1 July 2018.” Minister Fletcher said while the timetable was consistent with the expected timetable for implementation of GTR 14 in other parts of the world, such as Japan and Europe, he believed Australia would be the first country to implement the standard, reflecting the importance of the issue here. “It is pleasing that our country has led development of a new standard which will save lives, not only in Australia, but all around the world.” Development of a standard for pole side impact crash protection is an agreed initiative under action item 16(d) of the National Road Safety Strategy 2011–20 and action item 6 of the National Road Safety Action Plan 2015–2017. Photo courtesy Dynamic Research Inc.

$100 million boost for road safety in Queensland The Queensland Government has allocated an additional $102 million over four years for road safety programs. Releasing the state’s Mid-Year Financial and Economic Review in December 2015, Treasurer Curtis Pitt, said the additional funding would come from the Camera Detected Offence Program. “Revenue from the Camera Detected Offence Program is protected under legislation and is required to be reinvested in road safety. “This injection of funding will provide targeted road safety infrastructure through initiatives such as our Safer Roads Sooner program and increase road safety education through the Join the Drive to Save Lives campaign” Mr Pitt said. Acting Minister for Road Safety, Leanne Enoch, said while zero road deaths was an ambitious target, the government refused to accept road trauma as an inevitable part of using the roads.

“Road safety is everyone’s responsibility and if we work together, we can make a difference. “We are committed to protecting all road users, which is why our road safety strategy sets a vision for the future of zero road deaths and serious injuries.”

Focus on road safety strategy in Tasmania

A 10-year road safety strategy is being developed during 2016 by the Tasmanian Government. State Infrastructure Minister, Rene Hidding, said all measures to combat the road toll would be taken into consideration, including a review of all penalties. “If harsher penalties are needed, they will be considered.” Minister Hidding said he was disappointed with the 2015 road toll figures and he recommitted the government to increasing the road safety effort. “Unfortunately, the number of people killed or seriously injured on roads in 2015 was broadly similar to 2014.” There were 36 fatalities in 2015, compared to 36 in 2014, with the five-year average now standing at 31.4. Serious injuries rose to 295 in 2015, up from 267 in 2014, which brought the five-year average to 258.4. Of particular concern, according to Mr Hidding, was the number of serious casualties among motorcyclists. “While motorcycles account for only about four per cent of Tasmania’s vehicle fleet, in 2015 motorcyclists made up for 33 per cent of fatalities and serious injuries. “Along with cyclists and pedestrians, motorcyclists are considered vulnerable road users because, as this figure demonstrates, they lack the protection of a motor vehicle and are more likely to be seriously injured or worse in a crash. “Through the Road Safety Advisory Council, the government is working on a

ROAD SAFETY

range of initiatives targeting risk groups, including the growing number of international visitors to our state. “As a community, we clearly need to do more to reduce serious crashes, and that’s why we have begun work on a new 10-year, Tasmanian road safety strategy,” Mr Hidding said. The strategy will be developed throughout 2016, with public consultation to take place in coming months, and will adopt the Towards Zero vision. It will also be based on the Safe System approach to road safety: safer drivers, safer roads, safer speeds and safer vehicles.

Fatalities – 2015 • There were 36 fatalities in 2015, compared to 36 in 2014 and the five-year average of 31.4. • The main contributing factors were: speed; inattentiveness; inexperience; alcohol; drugs; and failing to give way.

Serious Injuries • There were 295 serious injuries in 2015, up 10.5% on the 267 recorded in 2014 and up 14% on the five year average of 258.6. • The main contributing factors were: speed; alcohol; inattentiveness; inexperience; and drugs.

Passing lanes in East Gippsland delivered ahead of schedule

and serious head-on collisions. The treatment provides a wider gap between traffic travelling at high speeds in opposing directions. By creating a wider space between oncoming traffic, motorists have more time to recover if they start to stray out of their lane. The median treatment is half-a-metre wide and includes reflective pavement markers to give drivers a visual and audible clue to help them stay in their lane. Construction of the three Princes Highway East overtaking lanes began in November 2014. The Australian and Victorian Governments jointly contributed to the $11 million project to construct them.

Improving heavy vehicle safety in Queensland The Queensland Government is putting into action a detailed plan to reduce accidents involving heavy vehicles. Main Roads and Road Safety Minister, Mark Bailey, and Transport Minister, Stirling Hinchliffe, launched the Heavy Vehicle Safety Action Plan 2016-18 in the first week of February at the first meeting of the Ministerial Freight Council. Minister Bailey said the plan presented 31 initiatives across six key action areas including safer roads, safer vehicles, fatigue management, safer speeds, seatbelts, impaired driving and driver distraction. Key actions include: • conducting an audit of rest areas to determine where improvements are needed to assist the heavy vehicle industry to meet fatigue management needs;

• encouraging the heavy vehicle industry to include safe road user behaviours for drivers in commercial contracts; and • identifying why some heavy vehicle drivers do not wear seatbelts and develop options for how this can be addressed. Mr Bailey said in 2015, heavy vehicles accounted for about 2.3 per cent of all registered vehicles in Queensland, but were involved in 20.2 per cent of all road fatalities. “Traffic crashes are usually due to a combination of factors including driver behaviour, speed, road conditions and vehicle safety. When you add a heavy vehicle into the equation, the size and mass of the vehicle means the outcome is more likely to be tragic. “In 2015 there were 49 lives lost, and hundreds of people were seriously injured as a result of heavy vehicle involvement in crashes. These numbers are too high, and more must be done. “This plan has been prepared in partnership with the Department of Transport and Main Roads, the Queensland Police Service and heavy vehicle industry to support Queensland’s Road Safety strategy and action plan.” Minister Hinchliffe said safety was important because heavy vehicles were a critical part of Queensland’s freight network, supporting jobs and delivering essential goods and services to communities. “A key action will be to audit rest areas across the state and determine where improvements are needed to ensure heavy vehicle drivers can take rest opportunities and comply with fatigue management laws in Queensland,” Mr Hinchliffe said. Mr Bailey said often heavy vehicle drivers were not at fault when serious crashes took place.

Three overtaking lanes on Princes Highway East between Nowa Nowa and Orbost in north east Victoria have been completed ahead of schedule. The lanes provide safer overtaking opportunities for vehicles which must often queue behind slow or heavy vehicles in the mountainous terrain. The project involved construction of two eastbound overtaking lanes at Hospital Creek and Dinner Creek, and one westbound overtaking lane near Wombat Creek. The lanes provide motorists with safer passing opportunities and reduce peak delays. Other road safety treatments installed in addition to the overtaking lanes include improvements to the existing road pavement, wider road shoulders, safety barriers and the removal of roadside hazards such as trees. A narrow median treatment has also been introduced to reduce the likelihood of fatal

Feb/March 2016 | Highway Engineering Australia 63

ROAD SAFETY

A LONG HISTORY OF SUCCESS The first traffic sign covered with retroreflective sheeting was put up at a highway intersection in the US state of Minnesota in 1939. Developed by 3M, that first sign sheeting was based on adhering tiny glass beads to a reflective backing. The resulting optics returned about six per cent of light from headlights back to drivers.

Now, some 77 years later, retroreflective sheeting is exponentially better. Signs made with today’s durable, microprismatic, “full-cube” technology are nearly 10 times brighter. Manipulating and combining the right prism shapes not only sends back more light, it also allows better control over the direction of the returned light. Today, this material has evolved into 3M™ Diamond Grade DG3 Reflective Sheeting, with “full cube” technology that produces a material that is nearly twice as bright as truncated cube prismatic sign sheeting. 3M Full Cube Technology is the culmination of a decade of 3M research and development into making night time driving safer. Data shows that more visible signs can reduce crash numbers by 25 to 46 per cent in three to six years. As a global leader in traffic safety, 3M is actively involved with many aspects of road safety.

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From commissioning research to fostering innovative best practice through new industry and community partnerships, we are committed to contributing to a wide range of traffic safety industry associations, events and initiatives locally here in Australia and New Zealand, as well as the rest of the world to advance road safety and save lives. As 3M celebrates the past 77 years of leadership, it also looks toward the future to develop the next big innovations in roadway safety.

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ROAD SAFETY

South Eastern Freeway point-to-point cameras activated Point-to-point safety cameras have been activated on South Australia’s South Eastern Freeway after undergoing extensive testing. The cameras are located on a 13.5 kilometre stretch between Mt Barker Summit and Callington, and they detect the speed of vehicles travelling in both directions. They have been installed to modify driver behaviour by ensuring motorists are keeping to the signed speed limit and helping to make the freeway safer for all road users. Fatalities and serious injuries in regional and rural communities continue to be an issue in South Australia. State Road Safety Minister, Tony Piccolo, said speed contributed to 31 per cent of regional and rural fatal crashes between 2010 and 2014. Data shows that from July 2010 until June 2015 there were 156 casualty crashes resulting in eight fatalities, 28 serious injuries and 174 minor injuries on the South Eastern Freeway between the Old Toll Gate and Old Princes Highway intersection at Swanport. Statistics also show that up to 47,000 vehicles use the freeway on a daily basis and around 13,000 vehicles use the specific stretch of the freeway enforced by the new cameras. Point-to-point safety cameras are currently operating on the Dukes Highway, Port Wakefield Road, Victor Harbor Road and Sturt Highway. The cameras calculate the average speed of a vehicle between the cameras, as well as the vehicle’s actual speed at each camera location.

Roundabout to upgrade Main South Road, Aldinga Main South Road between Old Coach and Malpas Roads in the Adelaide suburb of Aldinga will benefit from an $11.2 million investment for road safety improvements. As part of the investment, a new, large single lane roundabout will be built at the junction of Port Road and Main South Road, Aldinga. The upgrade will also involve installing 1.5 kilometres of median wire rope between Port

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Road and Malpas Road, and a U-turn facility near Malpas Road. The upgrade forms part of the Motor Accident Commission’s $100 million investment in road safety infrastructure and follows community consultation on the Main South Road Management Plan. Motor Accident Commission Chief Executive Officer, Aaron Chia, said investing in road safety along Main South Road would improve road conditions and safety outcomes for motorists. “Main South Road is a major freight and transport route, and the upgrade will result in safer journeys for all road users,” Mr Chia said. Main South Road carries about 14,000 vehicles a day and is the major commuter route for the expanding the residential areas of Aldinga and Sellicks Beach. Other safety improvements as part of the upgrade will include: • road widening and resurfacing, improved lighting, road signage and line marking; • speed limit reduction from 100 km/h to 90 km/h, between Seaford Heights and Aldinga; • speed Limit reduction from 80 km/h to 70 km/h, between Little Road and Hart Road. Works are expected to commence during 2016 and be completed in 2017.

Safety improvements on Copper Coast Highway A safety upgrade, valued at nearly $4 million, is underway on South Australia’s Copper Coast Highway between Kadina and Paskeville. The works will improve safety and ride quality on the 17-kilometre stretch of the highway, north-north west of Adelaide, on the Yorke Peninsula. They involve shoulder widening and resealing 11 kilometres south east of Kadina, while pavement reconstruction and resealing is scheduled for the remaining six kilometres. Audio tactile edge lines will be installed on the entire section to create noise and vibration when a vehicle strays from the road and, together with shoulder sealing, it will reduce the risk of run-off-road crashes. The shoulder widening and pavement construction should be completed by May. The $3.98 million Copper Coast Highway project is one of more than 185 upgrades funded in the $110 million SA Budget roads stimulus package, creating more than 300 jobs over the forward estimates.

Smarter merging means less traffic congestion in Perth New merge lanes are being installed on key Perth roads to make entering them safer and less congested. Better defined continuity merge lines between freeway on-ramps and traffic lanes are being placed on freeway on-ramps over the next few months. The merge lines at the on-ramps are designed to prompt motorists to get up to speed and merge into freeway traffic in the same way they would if they were changing lanes. This replaces the current practice of travelling to the end of the merge lane in order to join the freeway traffic. The upgrades are being made at all on-ramp merge points on the Kwinana and Mitchell freeways, and are due to be completed by April 2016. A total of $8.5 million will be spent on implementing new on-ramp configurations at over 70 locations on freeways and highways to help keep traffic moving. They are one of the many initiatives of the Traffic Congestion Management Program in Perth, one of nine projects receiving $499 million in Australian Government funding under the WA Infrastructure Projects National Partnership. The changes to on-ramps follow a trial conducted in 2014 by Main Roads at on-ramp locations on the Kwinana Freeway. The trial saw positive results with fewer incidents at merge points and reduced congestion.

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Long-term approach to managing SA’ stormwater resources The management of South Australia’s stormwater for the next 10 years is covered under a plan prepared by the state’s Stormwater Management Authority. The Strategic Plan 2015 to 2025 was jointly released by Water and River Murray Minister, Ian Hunter; Local Government Association President, Dave Burgess; and the Stormwater Management Authority Board. It reflects a more coordinated approach to stormwater management and planning. Minister Hunter said the strategic plan was a commitment from the 2013 State and Local Government Stormwater Management Agreement, and it would ensure the authority could take the lead role in stormwater management across the state. “South Australia is already a national leader in many aspects of stormwater, particularly harvesting and re-use. “As our major urban centres continue to grow and global warming impacts increase, it will be critical we have a joint state and local government approach to stormwater management.

“This will enable us to work together to avoid flood damage and maximise the social, economic and environmental benefits of urban stormwater.” Mayor Burgess said the plan set a new direction for working together on stormwater management and planning across state and local government. “By taking a broader perspective across funding, policy and legislation and community engagement, the plan ensures the authority is using all measures at its disposal to better manage stormwater into the future,” he said. Stormwater Management Authority Presiding Member, Stephen Hains, said work was underway on the plan, including a priority list of stormwater management plans that need to be prepared over the next three years. “The authority has assessed where stormwater management plans are a priority in metropolitan Adelaide and regional South Australia. “These locations are based primarily on the future potential of flood risk, but also consider opportunities to deliver water quality and harvesting outcomes.

New tool to pave way for improved stormwater harvesting

The City of Melbourne will be able to refine the development of its stormwater harvesting network through a tool that will enable it to predict the impact of extreme climate events in the municipality. The city’s ability to predict the impact of such extreme climate events will mean it can prepare for them through investments in smart infrastructure. Lord Mayor, Robert Doyle, said the Integrated Climate Adaptation Model (ICAM) was the first decision-making tool of its kind. Lord Mayor Doyle said it was developed with input from some of Australia's leading

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climate scientists, hydrologists, IT specialists, spatial scientists and engineers. "The model allows us to consider multiple climate risks including sea level rise, floods, extreme heat and drought. Traditionally these risks were considered separately, but we can now analyse them simultaneously and respond by building resilience in the city. "Through this model, we can predict where severe weather events have the potential to cause flash flooding,” the Lord Mayor said. “This means we can start developing solutions for these sites. For example, it

“The authority will be working with councils during 2016 on the development of these plans. “While the priority list will be the initial focus of the authority’s work, we are open to feedback so locations can be reviewed and updated as more information comes to hand.” A copy of the Stormwater Management Authority’s Strategic Plan and stormwater management planning priorities can be accessed at: www.lga.sa.gov.au/goto/sma

means we can now develop our stormwater harvesting network to function for flood management as well as drought. "This will allow us to capture more rainfall, water our urban forest and cool the city through increased canopy cover. It’s about building our infrastructure with nature in mind, instead of building our cities despite nature." The model was built by a team led by the University of Melbourne and combines GIS, hydrological modelling, climate modelling, as well as modelling of sea and river level rises over time. The $590,000 project was co-funded by Melbourne Water, the Victorian Government and the City of Melbourne. Chair of the City of Melbourne’s Environment Portfolio, Cr Arron Wood, said investing in climate adaption would help to protect Melbourne’s liveability, create new jobs and foster new skills. "It will allow us to create more cost effective and less carbon intensive responses to climate change," Cr Wood said. "Adapting our city to climate change makes good economic sense. A four-day heatwave in 2014 cost businesses in our city centre $37 million in lost revenue." The model will be used to inform and drive the development of the City of Melbourne’s new Climate Adaption Strategy which was first developed in 2007 and will be updated in 2016.

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BRIDGES

Mandurah traffic bridge being replaced Nearly $52 million has been allocated to replace the 62-year-old Mandurah traffic bridge south of Perth. Western Australian construction company, Georgiou Group, has won the contract to reconstruct the bridge, which spans the Mandurah Channel at the northern end of the Peel Harvey Estuary System. The project involves decommissioning the existing bridge and building a new structure to the north – Main Roads Western Australia will manage the contract in partnership with the City of Mandurah. Georgiou Group is preparing a detailed design development and construction management plan before starting work at the end of the first quarter of 2016. Construction will be complete in late 2017.

New funding for bridge upgrades across Australia More than 160 bridges around Australia will be upgraded by local government under Round Two of the Australian Government’s Bridges Renewal Program. Only councils were eligible to apply for funding under Round Two of the program and 270 applications seeking around $220 million were received – 141 applications were successful. Then Minister for Infrastructure and Regional Development, Warren Truss, said the program was designed to bolster the productivity of local bridges to better serve communities and give councils the support they needed to drive greater efficiency in road freight and traffic movement. “We understand that local government has responsibility for thousands of bridges, many of which are in a poor state of repair. Some councils face critical bridge issues beyond their capacity to address. “By upgrading these bridges, residents will enjoy better, safer and more reliable

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Key features of the project include improving traffic capacity with two lanes in each direction and safety for pedestrians and cyclists with separate, wider facilities over the bridge. Georgiou's proposal retains sections of the old bridge to build platforms beneath the new structure for use by the community for fishing.

road access. Freight from farms and local factories will also be able to pass more safely along routes, improving their productivity. Mr Truss said the government had identified local bridge upgrades and repairs as a national priority and had committed a total of $300 million in funding over five years from 2014-15. “The Australian Government's financial commitment of $100 million in this round of the program will be matched by councils and/or State Governments, delivering a total investment of at least $200 million towards upgrading bridges. “This funding is in addition to the Australian Government's $111 million committed under Round One of the Program.” A list of successful Round Two projects and details on the application process, is available at: www.infrastructure.gov.au/ bridges

Main Roads WA is providing $40 million for the project, the Royalties for Regions program $8.8 million and City of Mandurah $3 million. Regional area growth, through Royalties for Regions investment in necessary infrastructure, and better services ensures continued wealth generation for WA.

New bridges reduce impacts of flooding in Townsville Work has been completed on constructing two new two-lane bridges on the western outskirts of Townsville where Dalrymple Road crosses the Bohle River and its floodplain. The bridges are capable of withstanding a one-in-50-year flood event and they were completed in late December 2015, more than three months ahead of schedule. Dalrymple road's old low-level crossing was typically flooded for up to 42 days during the wet season. The new bridges and continuing associated upgrade works on Dalrymple Road will significantly improve safety and will ensure the road remains open in all but severe flooding events. The road is one of the principal routes linking Townsville’s central business district and the Port of Townsville to the rapidly growing Northern Beaches community, the Bruce Highway and the Townsville Ring Road.

The upgrade will improve road conditions and access for the local community and freight – work is expected to be completed by March 2016. Townsville City Council Mayor, Jenny Hill, said the opening of the road three months ahead of schedule was a credit to the council's project management team and contractor, BMD Constructions. “To have two bridges completed in just eight months is a significant achievement,” Cr Hill said. The Australian Government is contributing up to $20 million to the estimated $40 million cost of the project. Townsville City Council's share is capped at $15 million and the Queensland Government's contribution is up to $5 million.

Bruce Highway bridge replacement being fast tracked

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Replacing the old Arnot Creek Bridge near the north Queensland town of Ingham is being fast-tracked, with a call for tenders for the $10 million project. The project is located on the Bruce Highway and involves the replacement of an existing single-span deteriorated bridge with a new single-span concrete bridge at approximately the existing level. The new bridge will provide long-term savings, particularly in terms of reduced maintenance costs, and will improve connectivity for the more than 2,500 vehicles, including 633 heavy vehicles, which use the section of highway each day. The highway's overall ability to remain open to traffic during all but the most severe floods will be enhanced by the replacement structure. It is anticipated the successful tenderer will be announced in April 2016, with construction to begin a short time later. The current 80 kilometre-an-hour speed limit over Arnot Creek Bridge will be removed once works are completed. The project is jointly funded with the Australian Government contributing $8 million and the Queensland Government $2 million.

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BRIDGES

VEC Civil Engineering Pty Ltd is undertaking work on the bridge replacement, which is a 22 metre single span Super-T structure allowing for two three metre-wide lanes with one metre sealed shoulders. The bridge includes a 1.8 metre wide pedestrian walkway located on the western side. The number of heavy vehicles travelling through this section of road is expected to increase in future and providing a new bridge with increased load-carrying capacity will help support the local economy by securing access for over-size vehicles needed by industry. The replacement project is part of a strategy to strengthen bridges on key freight routes around Tasmania. The State Government has brought forward funding to replace the existing bridge, which was built in 1958. In another key upgrade, DCS Civil is the successful tenderer to deliver the Glendevie Climbing Lanes on the Huon Highway. The Glendevie Climbing Lanes is an important project for the Huon region that will improve safety and travel times by providing overtaking lanes in both directions on the highway between Dover and Geeveston. The lanes will be located at Glendevie Hills, north and south of the junction with Hopetoun Road.

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This project was identified as a high priority in the Huon Highway Corridor and the government brought forward funding to complete the works.

Bridge improvements in WA’s Wheatbelt and south west Two bridges – one in Western Australia’s Wheatbelt, the other in the state’s south west – are being upgraded by the State Government. Work is under way on widening and improving a bridge near the Wheatbelt town of Quairading in WA’s east, while a 65 yearold bridge is being upgraded in the Shire of Donnybrook-Balingup. Funding of $650,000 has been allocated to replace the timber bridge on the York-Merredin Road near Quairading – the existing structure will be replaced with a culvert, allowing for increased pavement width and future reconstruction of the road.

The upgrade will provide two 3.5 metre-wide lanes, one metre-wide sealed shoulders and 0.5 metre-wide unsealed shoulders on the road, as well as barriers above the culvert. The York-Merredin Road is an important part of the regional road network which supports the Wheatbelt region's economy. One of Main Roads' Integrated Service Agreement providers, Ventia Opus, is delivering the works. Main Roads' Wheatbelt Region is managing the project. In the Shire of Donnybrook-Balingup, the bridge over Thomson Brook is being refurbished as part of improvement works along a 1.9 kilometre section of Donnybrook Kojonup Road. More than $2-million is being spent on realigning a curve in the geometry from Thomson Road to the bridge and widening the sealed section from Thomson Road to Charley Road. The existing 7.2 metre-wide section of road will be widened to nine metres, providing two lanes with sealed shoulders which will improve road safety. Funding for the project has been made available from the Safer Roads Program – the upgrade is being delivered by Fulton Hogan and work is expected to be completed by March 2016.