Highway Engineering Australia V51.1 June/July 2019

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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 Business Development Manager Lawrence Whiter Mobile: 0418 543 821 Email: lawrencewhiter@bigpond.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 Gaffney - AmAgo Mobile: 0439 749 993 Email: jodie@amago.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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2

Editor’s Column

4

Industry News

8

Project Brief

10

Product Focus

12

Cover Feature: A1 Roadlines Linemarking Equipment

18

Asset Protection

JUNE/JULY 2019 Volume 51 Number 1

06

20 Case Study

18

22 Innovative Solutions 24 TMAA News 30 Focus on Asphalt

34

38 Equipment Feature 39 ITS Special Feature 42 TCA News 44 Special Feature - ACRS Traceability 48 National Precast Feature 52 ACA Corrosion Feature

Copyright ©2019 - EPC Media Group

Registered by Australia Post Publication No. 100001888

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About the Cover Available throughout Australia exclusively from A1 Roadlines, the new RoadLazer™ RoadPak™ HD high-performance linemarking system from Graco is setting new benchmarks in linemarking performance and productivity.

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52

EDITOR’S COLUMN

All dressed up… with nowhere to park Dear Readers, How many times have you decided to have dinner at a restaurant in one of the many popular restaurant strips that now adorn most, if not all, of our major capital cities, only to find that when you arrive in the vicinity of the restaurant - there is nowhere to park.

The street spaces in the immediate vicinity are all taken, the only parking station in the entire area is displaying a ‘Full’ sign, and perhaps worst of all, after travelling down the nearby side streets for what seems an eternity and finally finding what appears to be an available parking space, you are greeted by a parking restriction sign that informs you that the long soughtafter available space is reserved for ‘Permit Holders Only’ or is restricted to 15, 30, or 60 minutes parking at all times.

For those of you who have had a similar experience to the above scenario (and I would be surprised to find someone who hasn’t been in a similar situation at least once), I’m sure that you’ll agree that even just recounting an experience such as this is enough to elevate the blood pressure.

For all the convenience and ease of access that our motor vehicles provide, there is nothing quite as inconvenient as having a motor vehicle for which you cannot find a parking space.

While there can be no doubt that the rapid growth in the number of dining establishments throughout many Australian cities and suburbs over recent years has delivered a significant range of benefits (including increased employment

2 Highway Engineering Australia | June/July 2019

opportunities, improved amenity for locals and visitors and a significant increase in secondary revenue flows within the surrounding areas), the associated increase in traffic flows and demand for local parking often result in traffic and parking chaos.

The majority of councils throughout Australia invest a significant amount of time and effort encouraging business growth and economic development within their municipalities. In a country such as ours, where most are fortunate enough to have the financial resources and time to take advantage of a range of entertainment options, dining out has become a popular choice, and for the most part, the rapid growth in the number of restaurants throughout Australia is simply a case of supply attempting to keep up with demand.

Needless to say, for many councils, establishing a ‘restaurant/dining precinct’ makes good commercial sense. After all, all business is demand driven, and when it comes to eating out, there would seem to be an almost insatiable demand.

Whereas many restaurant precincts have also helped to reinvigorate underutilised (and often degraded) areas across all manner of cities and suburbs, in many locations the lack of appropriate traffic and/or parking infrastructure seriously threatens to undermine the success of the entire restaurant precinct.

While issues relating to the lack of vehicular access and parking facilities might be used by some to highlight the benefits of ‘leaving the car at home’ and utilising public transport, reality clearly demonstrates

that, for many, public transport is simply not a practical option. Especially when one considers that many of the new restaurant and entertainment precincts are in suburban locations rather than central CBD locations.

Vehicular access and parking are critical issues when it comes to sustaining a business in the suburbs – particularly in restaurant and entertainment precincts.

With that in mind, it is clear that more needs to be done to overcome these issues.

Even though there is clearly no ‘magic solution’ to these issues, one thing is clear, doing nothing and ignoring the problems of poor vehicular access and a lack of available parking spaces will cost business. People will eventually tire of the traffic jams and the seemingly endless search for a parking space, and when that happens… most will end up going elsewhere.

Anthony T Schmidt Managing Editor

TELL US WHAT YOU THINK! We value your opinion and welcome your feedback and input.

Send your thoughts to ats@epcgroup.com

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INDUSTRY NEWS

Victorian driver survey highlights Millennials’ distracted driving From eating behind the wheel to texting and driving over the speed limit, these are some of the bad driving habits millennials in Victoria admit to doing in new research from insurer Budget Direct.

The research showed that while most Victorian drivers aged 18 years and over rated themselves as safe drivers, the survey identified that millennials aged 18-34 frequently engage in bad (and often illegal) habits behind the wheel, with 61% guilty of using vanity/rear-view mirrors while driving to check themselves out.

Texting, being active on social media and eating while driving, were found to be common bad habits among this group, with 45% admitting they have done one of these activities at least once in the past week.

Despite this behaviour while driving,

More than a stripe of paint needed to keep cyclists safe On-road marked bicycle lanes are not the optimal solution to keeping cyclists safe, new research by Monash University has found.

Research published in the journal Accident Analysis and Prevention recently shows that marked on-road bicycle lanes and parked cars reduced the distance that motorists provide when passing cyclists.

In the largest study of its kind in the world, data was collected on 60 cyclists in Melbourne who rode their bicycles with a custom device (the ‘MetreBox’) installed to quantify the distance that motor vehicle drivers provide when passing cyclists. More than 18,500 vehicle passing events from 422 trips were recorded.

One in every 17 passing events (n=1085) were within one metre of the travelling cyclist and, alarmingly, 124 passing events came within less than 60cm. In higher speed zones, greater than 60 km/h, almost one in every three (n=293) passing events was a ‘close’ pass (<150cm).

There were approximately 1.7 passing events of less than 100cm for every 10km travelled.

4 Highway Engineering Australia | June/July 2019

80% of millennials perceive themselves as generally good drivers, stating they have not incurred any demerit points in the past year.

Avoiding distractions in the car while driving and being alert of your surroundings and other drivers could help avoid unnecessary accidents.

Sean McBride, General Manager Motor Claims for Budget Direct, said: “It’s tempting to try and use our time in the car as an opportunity to get a few things done such as, updating social media pages, responding to text messages, or even eating, but these are all habits that are not only illegal but can affect your concentration on the road, putting yourself and other drivers at risk.”

The Budget Direct research revealed: • Checking blind spots: 85% of millennials

consider themselves to be safe drivers, yet 15% admitted to being bad drivers having dented another person’s car whilst parking in the past year.

• Driving over the speed limit: Despite millennials being perceived as the worst drivers, 86% have not been fined for speeding in the past year.

• Demerit points deducted in the last year: One in five Millennials’ stated they received demerit points in the last year, leaving 80% with all their points.

• Caution at stop signs: Three quarters (77%) of millennials claim they come to a complete stop at stop signs, with 18% admitting to only stopping if there are other cars around and 5% admitting to rarely coming to a complete stop.

“We know that vehicles driving closely to cyclists increases how unsafe people feel when riding bikes and acts as a strong barrier to increasing cycling participation,” said Dr Ben Beck, lead author and Monash University’s Deputy Head of Prehospital, Emergency and Trauma Research, and President of the Australasian Injury Prevention Network.

Research findings show that on-road bicycle lanes, particularly alongside parked cars, are not the optimal solution for protecting people who ride bikes.

Specifically, passing events that occurred on a road with a bicycle lane and a parked car had an average passing distance that was 40 cm less than a road without a bicycle lane or a parked car. Dr Beck said cycling-related infrastructure needs to come under the microscope.

“Our results demonstrate that a single stripe of white paint does not provide a safe space for people who ride bikes,” Dr Beck said.

“When the cyclist and driver share a lane, the driver is required to perform an overtaking manoeuvre. This is in contrast to roads with a marked bicycle lane, where the driver is not required to overtake. This suggests that there less of a conscious requirement for drivers to provide additional passing distance.”

Dr Beck said in order to improve safety and increase cycling participation, it is

clear that far greater investment is needed in providing infrastructure that separates cyclists from motor vehicles by a physical barrier.

Previous studies by Dr Beck showed the number of Victorian cyclists being admitted to hospital with serious trauma from road crashes has more than doubled in the past 10 years, and that 22% of all on-road bicycle crashes occur while the cyclist is riding in an on-road bicycle lane.

The study was conducted in partnership with the Amy Gillett Foundation. The study was funded by the Monash University Faculty of Medicine, Nursing and Health Sciences and a Transport Accident Commission (TAC) Community Road Safety Grant.

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INDUSTRY NEWS

Sydney road drives world-first green concrete trial Concrete made using industrial waste from coal-fired power stations and steel manufacturing is being used in a world-first green roads trial in Sydney.

The City of Sydney is putting the environmentally friendly building product to the test on a busy inner-city street, replacing a 30-metre section of roadway on Wyndham Street in Alexandria.

To test the green concretes durability, the City has laid a 15 metres traditional concrete and 15 metres of Geopolymer concrete, a sustainable blend of concrete and recycled materials.

As a major road leading to Sydney Airport, the high traffic volume provides the perfect conditions for the trial. Nine sensors have been positioned under the concrete to monitor and compare how the Geopolymer concrete performs.

UNSW Sydney researchers and the CRC for Low Carbon Living (CRCLCL) will then use results from the trial to create the first set of industry guidelines for Geopolymer concrete.

Lord Mayor Clover Moore said the City was committed to finding new ways to lower carbon emissions.

“I’m proud that the City of Sydney was Australia’s first carbon-neutral local government and that we’re continuing to take significant steps to reduce our carbon footprint,” the Lord Mayor said.

“Projects like this Geopolymer trial can result in new products that make a real difference in slashing carbon emissions.

“Local governments are responsible for maintaining local roads, so if we can purchase more environmentally sustainable materials, we can fight climate change and provide quality infrastructure for our community.

“With 70 percent of the concrete produced today going into pavements and

6 Highway Engineering Australia | June/July 2019

footpaths, there’s great potential to further lower emissions from our operations.

“We’re continually working with concrete suppliers to reduce the amount of pollution and greenhouse gases emitted during the production of concrete for our local roads, and we already use sustainable green concrete for all our footway renewal works – which adds up to 25,000m2 per year.”

Made from fly ash and blast furnace slag, Geopolymer generates just 300 kilograms of CO2 per tonne of cement, compared to the 900 kilograms from traditional cement production – saving the equivalent of the electricity used by an average household every two weeks.

Research has been undertaken since the 90s into geopolymer, but it’s only now that it is being explored as a product that is not only better for the environment, but also commercially viable.

The low CO2 concrete has the potential to put the 400 million cubic tonnes of globally documented waste from the coal and steel industries to good use. While a small amount is currently used in construction, much of it is currently stored on site.

UNSW Sydney researchers will monitor the road performance for up to five years.

Professor Stephen Foster, Head of School of Civil and Environmental Engineering, is the CRCLCL project lead and describes the trial as “a huge step forward”.

“This trial will help drive step change in the industry. Many concrete companies are already doing a lot to change, but this trial really gives it another push,” Professor Foster said.

“Research into Geopolymer has been undertaken since the 90s, but it’s only now that it’s starting to be commercialised.

“While we’ll monitor the road performance for up to five years, a lot of the data collected

in the first three to 12 months of this worldfirst trial will be used to confirm our models and strengthen our predictions.

“Concrete contributes seven per cent of all greenhouse gas emissions and in 2018 the world produced about 4.1 billion tonnes of cement, which contributed about 3.5 billion tonnes of CO2.

“Alternative, low CO2 concrete materials offer potential benefits in reducing the greenhouse gas emissions associated with conventional concrete.

“This trial is important because we need demonstration projects to accurately assess the performance of Geopolymer over time so that there can be broader uptake.”

Industry partner Craig Heidrich, executive director, Australian (Iron and Steel) Association and Ash Development Association, says the benefits of the trial will be far-reaching.

“Our collaboration with organisations such as the City of Sydney and the publication of the research findings will further de-mystify and promote the use of Geopolymer concrete in construction.

“Geopolymer concrete has great engineering properties. It is a durable, high performance product that has a low carbon footprint when used in construction,” Mr Heidrich said.

“It's a fundamental tenet in business that you need to be constantly innovating and investing into new technologies. This trial will provide real examples of Geopolymer concrete use that we can all use.”

According to Dr Tommy Wiedmann, Associate Professor of Sustainability Research at UNSW, if all concrete was produced in one year was Geopolymer instead of traditional concrete, this would save 12,000 kilotons of CO2 per year.

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PROJECT BRIEF

The rockfall mitigation works involved scaling and blasting loose rock from the massive rock faces above the road, and construction of a wide catchbench to prevent any future falls damaging the road again.

GOLDER HELPS CHRISTCHURCH POSTEARTHQUAKE ROAD REPAIR PROJECT REACH ITS DESTINATION Sumner Road in Christchurch, New Zealand, reopened recently, eight years since the critical road linking Christchurch, the Port of Lyttelton and the communities of Sumner and Lyttelton was badly damaged by the earthquakes that rocked the region in 2010–11.

The reopening marks the end of a very long and challenging project of repairing the road and retaining walls, as well as stabilising the rocky slopes above the road to protect against further rockfalls.

Leading global engineering and consulting firm Golder supported Christchurch City Council throughout the project, developing the preliminary design for measures to protect against rockfall along a circa 2 km stretch of the heavily damaged road, and also providing owner’s engineering advisory services throughout the 2.5-year construction period.

“The rockfall mitigation works involved scaling and blasting loose rock from the massive rock faces above the road, and construction of a wide catch-bench to prevent any future falls damaging the road again,” said Tim McMorran, Principal Engineering Geologist at Golder in New Zealand. “Once the rockfall mitigation was complete, the project extended into repairing 30 earthquake-damaged retaining walls and the road itself.”

Golder specialists maintained a presence on site throughout construction, representing the Christchurch City Council and guiding the work of contractors and subcontractors across a range of disciplines and activities.

8 Highway Engineering Australia | June/July 2019

Thanks to Golder’s innovative design and expert advice, Christchurch City Council was able to complete the project for approximately two-thirds of the original cost estimate, saving more than NZ$15 million.

“Golder thrived on the challenges of this important project, and the result demonstrates our strong values of safety, innovation, technical excellence and environmental stewardship in action,” said Hannah Hamling, Golder’s President in Asia Pacific.

“We’re proud to see the successful and safe completion of this long and logistically difficult project which involved working in very complex terrain with unique biodiversity values.”

Due to Golder’s innovative design and expert advice, Christchurch City Council was able to complete the project for approximately two-thirds of the original cost estimate, saving more than NZ$15 million.

The dramatically beautiful coastal road is an important link between the communities of Sumner and Lyttelton and is a popular scenic tourist drive and cycle route. The reopening of the road has been eagerly awaited by the local

communities and will allow tourists to return to the area, reduce local travel times and alleviate traffic pressure on the Lyttelton road tunnel.

Work on the road was jointly funded

by Christchurch City Council and the NZ Transport Agency.

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PRODUCT FOCUS

NEW BHS MIXER FOR GRAND PARIS EXPRESS Unibéton, a French subsidiary of the HeidelbergCement Group, is producing specific ready-mix concrete for the Grand Paris Express project. To optimise the production process, the company replaced a planetary mixer with a twin-shaft mixer from BHS-Sonthofen. For the first time in France, the mixer was installed with frequency converters to enhance operations.

Grand Paris Express is said to be the largest public transportation and infrastructure project in Europe, comprising four new transit lines and the extension of further three existing lines. In Issy-lesMoulineaux in the suburban area of Paris, Unibéton is using new concrete recipes which require longer mixing times. In order to ensure reliable and homogenous mixtures batch per batch, the Unibéton management team decided to replace one planetary mixer with the more powerful DKXS 4.50 twin-shaft batch mixer from BHS-Sonthofen.

“The civil works companies in the Grand Paris Express project work with concrete recipes that feature a lot of binders, additives and plasticizers. Our technology delivers highly dynamic movement during the mixing processes and is a perfect long-term solution for these new concrete recipes,”

says Alexandre Bernabé, technical engineer for the French market at BHS-Sonthofen.

The German company invented the twinshaft mixer over 130 years ago and has continuously developed the technology.

Unlike other mixing systems with circular motion, the twin-shaft batch mixer offers a three-dimensional mixing concept that results in an intensive exchange of materials.

This happens in the turbulent overlap area of the two mixing circles.

This way, the twin-shaft batch mixer rapidly produces mixtures with consistently high levels of homogeneity. In the case of ready-mix concrete, cements and admixtures undergo optimal integration. Admixtures are rapidly and evenly distributed throughout the entire mixture. The three-dimensional mixing concept also leads to shorter mixing cycles with reduced energy consumption.

The new mixer is a major asset to secure the homogeneity of the special concretes.

“With this mixing line we are producing close to 750 cubic metres of concrete per day and around 15,000 cubic metres per month,” says Stéphane Haffreingue, responsible for the operations in the Paris area and at the Issy-les-Moulineaux site of Unibéton.

The Grand Paris Express comprises four new transit lines amongst others in the greater Paris area. The size of the Paris metro system will double by 2030.

10 Highway Engineering Australia | June/July 2019

The new twin-shaft batch mixer from BHS-Sonthofen increased the quality of the concrete used in the Grand Paris Express project.

The three-dimensional mixing concept results in an intensive exchange of materials, and shorter mixing cycles with reduced energy consumption.

“Since the twin-shaft batch mixer has been installed, we have considerably boosted our quality.”

The twin-shaft batch mixer is designed with a drive comprising two 80 kW motors that are coupled with frequency converters. It is further equipped with a fully automatic central lubrication system, high-pressure cleaning and a moisture probe. The discharging gate operates reliably using hydraulic cylinders.

Frequency converters regulate the mixing speed For Unibéton, BHS-Sonthofen installed a twin-shaft batch mixer of type DKX with two frequency converters for the first time in France. The converters have a key role in processing the specific concrete recipes.

“When you work with additives and plasticizers, air bubbles will form in the mixing process. To prevent these air bubbles, we use the frequency converters,” Alexandre Bernabé explains.

The frequency converters made by Danfoss are designed to control speed. They slow down the rotation speed at the end of each mixing cycle. As a result, the air becomes less likely trapped in the concrete and passes at the surface of the mix.

BHS-Sonthofen cooperated with the renowned French industrial boiler specialist Taillefer to put the new mixer into operation quickly. The company took care of the entire replacement process from the disassembly of the old machine and the assembly of the new mixer to installing new steel structures and platforms.

Taillefer also supplied the special discharge cone of the mixer, which was designed by BHS. “With two parallel production lines, the replacement was quite a challenge. Thanks to close cooperation with Unibéton and suppliers like Taillefer, we were fully on schedule,” Alexandre Bernabé points out.

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COVER STORY

WORK SMARTER FINISH FASTER

Graco takes linemarking productivity to the next level with the new RoadLazer™ RoadPak™ HD Available throughout Australia exclusively from A1 Roadlines, the new RoadLazer™ RoadPak™ HD high-performance linemarking system from Graco is setting new benchmarks in linemarking performance and productivity. With its high capacity tanks, high performance pump system and versatile 5+ spray gun capacity, the RoadLazer RoadPak HD has the features and capacity to deliver high quality linemarking for jobs of all sizes - from suburban streets, car parks and rural roads, through to highways, motorways and airport runways.

12 Highway Engineering Australia | June/July 2019

COVER STORY

A

s the latest addition to the worldrenowned RoadLazer RoadPak vehicle- and skid-mounted linemarking equipment family, the RoadLazer RoadPak HD builds on the success of the previous models, combining their robust, reliable and proven performance with a range of innovative new features – all of which have been developed with a focus on helping the operator to work smarter and finish faster.

Together with its easy-to-use, one person operation, one of the biggest benefits of the Graco RoadLazer RoadPak HD is that it incorporates all of the performance, features and productivity of a dedicated line marking machine at a fraction of the cost.

The RoadLazer RoadPak HD is a fully self-contained, 2-pump airless linemarking system that comes complete with pumps, bead tank, generator, guns and controller.

Powered by a 26.5HP Kohler engine, and featuring a heavy-duty compressor and high performance ‘no-stall’ hydraulic motor, the RoadLazer RoadPak HD offers up to twice the output capacity of the standard RoadLazer RoadPak. The pumps siphon the linemarking paint directly from the paint drums, thereby

eliminating the need for costly additional tanks, and thanks to its clever design, loading and unloading is easily done by one person, without the need for forklifts or overhead cranes.

The unit’s high-capacity gun bar is a 100% tool-less system that can handle up to 5 spray guns/5 bead guns simultaneously for maximum productivity. What’s more, thanks to Graco’s exclusive EasyMark™ system and ‘G Clamp’ fittings, the guns are extremely quick and easy to move and align – ensuring perfect gun alignment every time.

Graco’s double-acting air-assisted paint spray guns assure crisp starts and stops and high quality linemarking, while their doubleacting bead guns have been specifically designed to allow the beads to flow smoothly with minimum turbulence, assuring full coverage of the paint line with beads.

Together with the robust build and quality components, one of the keys to the RoadLazer RoadPak HD’s remarkable performance, lies within the RoadPak Advanced Controller. With its compact design and clear and easy-to understand user controls, the RoadPak Advanced Controller provides toggle-switch control for all five guns.

As well as providing a range of pre-defined standard linemarking patterns for both roads, highways and airports (including runways, taxiways and hard-stand areas), the RoadPak Advanced Controller also allows userdefined patterns to be stored in the system and recalled at the touch of a button. The controller’s ‘pattern preview’ feature provides the operator with a quick visual reference of the selected colours and patterns, while its export capabilities can be used to provide ‘proof-of-job’ data to clients.

Key to the one-person operation, is the unit’s RoadView HD Camera System, which allows the operator to complete a full range of linemarking jobs from inside the vehicle.

Mounted on the gun arm, the camera provides optimum forward viewing for checking alignments while repainting existing lines or following control marks when applying new lines. The on-screen vertical sighting lines help to further ensure accuracy when spraying both curved or straight lines, while the high quality colour screen provides outstanding visibility in all ambient light conditions as well as enhanced visibility in low-light conditions.

A1 Roadlines has the Graco RoadLazer™ RoadPak™ HD in stock, set-up and ready to go.

For further information, please contact A1 Roadlines Pty Ltd, T: 1300 217 623 (1300 A1ROAD), E: sales@a1roadlines.com.au or visit: www.a1roadlines.com.au

COVER STORY

FREEDOM OF CHOICE

A1 Roadlines expands its linemarking equipment range with new highperformance equipment from Titan

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stablished in 1972, A1 Roadlines has gained an enviable reputation as one of Australia’s leading suppliers and manufacturers of linemarking, traffic control and worksite safety equipment.

Together with its focus on customer service and after-sales support, another key factor in A1 Roadlines’ continued success and growth is the emphasis it places on providing a comprehensive range of equipment and consumables to meet any linemarking needs.

Not ones to ‘rest on their laurels, the team at A1 Roadlines are always looking to expand their product offering, and with that in mind, they have recently announced that in addition to their existing equipment range, they will now also being carrying the full range of Titan linemarking equipment.

Speaking about the new Titan range, Janine Bartholomew, Manager with A1 Roadlines commented: “We’re very proud to announce that we’ll now also be selling and servicing Titan linemarking products. It’s excellent quality equipment that has a great reputation for performance and reliability in the field and as such, we felt it would be an ideal addition to our product offering.”

“For us, it’s about providing our customers with the freedom of choice to select the specific brand or type of machine that they feel best suits their needs,” Janine added. “And whether that choice comes down to specific features for a specific project, or something as simple as ‘brand loyalty’, we want to provide our customers with a true ‘one-stop-shop’ where they can choose from a comprehensive range of equipment.”

Quality engineered in the USA, Titan’s range of linemarking equipment has been developed with a focus on innovation, productivity, performance and ease-of-use. Powered by quality Honda engines, the Titan range features larger units with long-stroke, slow-cycling

14 Highway Engineering Australia | June/July 2019

hydraulic piston technology for heavy-duty use, as well as compact, lightweight systems tailored to entry-level projects - each with varied capabilities and degrees of innovation.

From the innovative PowrLiner™ models and the self-propelled LazyLiner™ series, through to the larger Promark™ 2K (for 2-component cold-spray plastics) and high-performance ThermoMark™ thermoplastic line stripers, there really is a Titan linemarking machine to suit every need.

TITAN POWRLINER™ SERIES

Incorporating a range of models – from entry level units for small jobs through to the heavyduty PowrLiner 8955, which is designed for large-scale, full time duty on everything from roads, to airports, to car parks – Titan’s flagship PowrLiner™ range is renowned both in Australia and internationally, and has a well-earned reputation for robust reliability and high-quality results. Not surprisingly, the latest addition to the range, the PowrLiner 3500, looks set to build on this reputation for performance and reliability, thanks to a number of innovative features.

Specifically developed for continuous daily use on roads, car parks, sports linemarking and grassed areas, the PowrLiner 3500 is a medium-sized unit that uses Titan’s innovative low-wear diaphragm pump spraying technology. As well as delivering an outstanding consistent quality result, the diaphragm pump means there is no piston, packing or clutch to wear out.

“With the diaphragm pump you get very smooth lines and there’s no chance of sawtoothing or pulsating” Below: The PowrLiner 3500 is a medium-sized unit that incorporates Titan’s innovative lowwear diaphragm pump spraying technology

A1 Roadlines will now also being carrying the full range of Titan linemarking equipment

Most importantly, the diaphragm system means there is no clutch. Instead, the unit uses continuous strokes, which eliminates deadband and delivers smooth, consistent lines. ‘Deadband’, which can be an issue when linemarking using conventional piston pumps with a clutch, refers to the drop in spraying pressure when the gun is actuated, before the clutch engages and starts the pump.

Maintenance tasks are also kept to a minimum with the PowrLiner 3500, thanks to a number of small, yet efficient design deviations from traditional line marking units.

The two pressure valves, which are the main wear items, are a cartridge design on the PowrLiner 3500. They’re very easy to change. Indeed, they’re called ‘quick change

valves’ because all you need is an adjustable spanner – there’s no skill involved.

On a conventional machine, changing out the pressure valves would typically be a maintenance task requiring a technician or a visit to a service centre. By enabling the operator to change the pressure valves in the field – easily and quickly and with only an adjustable spanner, this innovative feature helps to significantly improve productivity and reduce machine downtime.

Together with the ‘quick change valves’ on the PowrLiner 3500, the new Titan linemarkers include a number of smart features that prioritise ease of use and productivity for the operator - features such as the Titan Smart Arm, an innovative time-saving feature of the larger Titan units.

COVER STORY

Spray guns are typically mounted on the spray rack on the side of the unit – all adjusted to the specific requirements (heights and widths) of the job. Normally, you need to remove the gun mounts/arms for transport which means upsetting the adjustments.

However, with the Titan Smart Arm, you don’t have to disturb the set-up or change anything – the arm just folds up on the sides and the unit remains complete and undisturbed. This is a real time saver.

Another ergonomic inclusion is the DeadLock Handlebars, which can be adjusted on three planes – in and out, up and down and backwards and forwards. It doesn’t seem like much, but it is a major benefit for ergonomics and operator comfort. And when it comes to productivity and a quality result, operator comfort is critical.

Titan’s focus on designing machines which are efficient, ergonomic and easy to use is also highlighted by their innovative PowrCenter design. Featured on the larger Titan machines (including the PowrLiner 3500, PowrLiner 4955 and PowrLiner 6955/8955, as well as the ProMark and ThermoMark models), the PowrCenter places all of the machine controls between the centre of the handlebars for easy operator access at all times. It even has a 12-volt phone charging port and cup holder.

All of these innovative upgrades improve operator comfort and usability. They’re very self-sufficient, they keep maintenance to a minimum, and have exceptional ease of use.

FEATURES & BENEFITS • Long life and low maintenance • Hydraulic pump technology for heavy-duty use • Permastroke continuously stroking system delivers consistent lines • Flatline Pulsation Dampener eliminates pressure fluctuations • Delivers a perfectly straight line • Extremely rugged and durable • Honda motor

For more information on the full range Titan linemarking equipment, please contact A1 Roadlines Pty Ltd, Phone: 1300 217 623 (1300 A1ROAD) or email: sales@a1roadlines.com.au

Left: Titan LazyLiner Elite and PowrLiner Combo

June/July 2019 | Highway Engineering Australia 15

IT’S TIME Australia is moving to MASH tested Crash Cushions on December 31st 2019 and the time to prepare, is NOW!

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With this date rapidly approaching, NOW IS THE TIME to start preparing for this critical transition.

SMART CUSHION has been ASSESSED, APPROVED & RECOMMENDED FOR ACCEPTANCE throughout Australia by ASBAP (Austroads Safety Barrier Assessment Panel).

SMART CUSHION has been used in the USA for almost two decades and in Australia for over 5 years.

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According to the Austroads / ASBAP ‘Transition to MASH’ process, tenders called for new crash cushions installed on Australian roads after December 31st 2019, will require them to be tested and approved under the AASHTO MASH guidelines, rather than the superseded NCHRP350 guidelines.

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ASSET PROTECTION

LUCKY 7

NEW HIGHWAY EASES TRAVEL BETWEEN HONG KONG AND SHENZHEN The Liantang/Heung Yuen Wai Boundary Control Point, also known as the Liantang Highway, will be the seventh land crossing between Hong Kong and Shenzhen in China.

The new highway is designed to provide a direct transport link and expedite travel between the northeast New Territories in Hong Kong and Shenzhen East on Mainland China. The Liantang Highway is also expected to alleviate traffic and congestion at the two existing boundary control points at Man Kam To and Sha Tau Kok, on the eastern side of the New Territories. The new boundary crossing is expected to handle approximately 30,000 passenger trips and 17,850 vehicular trips daily, according to the Hong Kong government.

Covering 57 acres, the Liantang Highway project includes construction of an 11-km two-lane concrete road bridge linking the new highway with Fanling Highway; border patrol buildings and associated facilities; improving about 4.5 km of Shenzhen River between Ping Yuen River and Pak Fu Shan and re-provisioning Chuk Yuen Village.

18 Highway Engineering Australia | June/July 2019

ASSET PROTECTION IN HARSH MARINE CONDITIONS Key challenges for the project included finding a way to effectively prevent water ingress on the concrete road bridge deck, reduce the risk of waterborne contaminants and prevent the onset of early corrosion. The contractor needed a waterproofing system that was compatible with the structure’s design-life requirement; engineered to provide sufficient bond and movement with the substrate and asphalt paving; tough and suitable for fast-tracking application, particularly during Hong Kong’s wet and humid seasons. The bridge deck waterproofing solution also needed to have a track record of meeting strict construction and technical compliance, plus stringent lab testing.

The main contractor, Chun Wo Construction Holdings Company Ltd., selected the ELIMINATOR® bridge deck waterproofing system from GCP Applied Technologies to protect the concrete road bridge section of Liantang Highway.

When it comes to waterproofing in high humidity areas, the chemistry of the membrane is critical - many are susceptible to adverse moisture effects such as curing, de-bonding, bubbling, blistering and pin holes. The ELIMINATOR® waterproofing membrane’s formulation, which is based on unique ESSELAC® technology, allows for application in high humidity while providing rapid full cure and early trafficability.

“The ELIMINATOR® waterproofing membrane doesn’t have overcoating time limits, allowing flexibility in scheduling,” said Yeung Man Chun, site engineer, Chun Wo Construction Holdings. “Plus, the liquid waterproofing solution was easy to apply, helping us to stay on project schedule,”

SPEEDY AIRLESS-SPRAY SOLUTION The ELIMINATOR® system is coldapplied using readily available airlessspray machines, providing an edge over membrane materials that require expensive, computerised, heated pumps. In addition,

ASSET PROTECTION

the cold-spray application provides further advantages of speed and cost.

For the Liantang Highway project, two coats of ELIMINATOR® waterproofing membrane were applied to the concrete road bridge. The first coat was a distinctive yellow, followed by a second coat which is white. This two-colour system provides superior quality control, enabling the operator to ensure that all surfaces have been completed and correctly coated. The system is fast, effective and able to seal complex, critical details and penetrations with ease.

The ELIMINATOR® system forms a tough, flexible and seamless membrane with no vulnerable joints, allowing it to perform throughout the design life of a structure while simultaneously reducing maintenance costs. Its installation causes minimal disruption, and it is capable of supporting traffic just an hour after application. The system allows for wet film thickness gauge checks to ensure the specified film thickness is achieved across the area before curing.

Using two different colours for each coat allows the operator to ensure that all surfaces have been completed and correctly coated.

GCP’s unique, cold-spray-applied ELIMINATOR® system ensured ample tensile and shear bond between the asphalt paving and membrane. In addition, the ELIMINATOR® system also provided Chun Wo Construction

with significant speed and efficiency advantage over traditional hot melt-type bond coats, without compromising quality or performance. Plus, the use of airless pumps made it fast and easy to apply and maintain.

The ELIMINATOR® membrane is also less sensitive to moisture, so it can be applied in a wide temperature range to enable faster project completion.

“The ELIMINATOR® bridge deck waterproofing range is extremely robust and is designed to provide permanent protection against water and chloride ingress yet allow for periodic maintenance and replacement of the asphalt paving. Our experience, knowhow, technical support, systems for quality assurance and licensed applicators are just as much a part of the product and specification,” said Carl Pearse, Asia Pacific regional manager, GCP Applied Technologies.

“Our global record in ELIMINATOR® waterproofing membranes includes Hong Kong’s most iconic bridges, spanning over 40 years. Our customers specify these membranes with confidence.”

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June/July 2019 | Highway Engineering Australia 19

CASE STUDY

ELEVATED CONSOLIDATION STATE-OF-THE-ART VIBRATION EQUIPMENT DELIVERS OUTSTANDING RESULTS FOR ELEVATED RAIL LINE PRECAST SEGMENTS

Constructed in 2016, the Pakenham facility was responsible for the production of over 2,000 precast concrete segments for the decks of the elevated ‘sky train’ sections.

When it comes to producing quality finished concrete, ensuring the correct level of concrete consolidation is achieved during pouring is paramount. Whether it’s precast or poured in situ, eliminating voids – particularly around reinforcing steel – helps to ensure that the finished concrete will perform as intended in both the longand short-term.

Not surprisingly, the more complex the geometry or intricate the reinforcing, the more challenging it is to achieve the required level of consolidation and ensure that the concrete flows around all of the reinforcing without leaving any voids.

One of the most commonly-used and most effective methods of achieving concrete consolidation is to use vibration – either in the form of vibrating ‘pokers’ which are inserted directly into the freshly poured concrete or, for precast and some formed concrete elements, external vibrators, which are attached to the exterior surfaces of the mould or formwork.

While the concept of using vibrators for concrete consolidation is well established and been used successfully for well over half a century, there’s a lot more to it than might first meet the eye. Mark Thompson, General Manager with OLI Australia – one

20 Highway Engineering Australia | June/July 2019

of Australia’s leading suppliers of specialist vibrators for concrete construction and part of the global WAMGROUP and WOLONG MOTOR CO, who have been at the forefront of vibration technology since 1961 – explained: “With concrete vibration, it’s not only about the design and placement of the vibrators within the concrete or on the moulds or formwork, it’s also about the intensity and frequency of the vibrations being generated. Different frequencies not only change the speed of the vibrations, they also effect how far the vibrations travel thought the concrete or across the mould or formwork.”

The facility incorporated over 100 high frequency electric vibrators, which were attached to the precast moulds.

“Importantly, the effect of the vibrations is also directly impacted by a number of external factors, including the slump, viscosity and contents of the concrete mix, temperature, hydration, the total mass of the concrete, the complexity of the reinforcing and, in the case of precast components, the geometry of, and materials used for the mould or formwork,” he said.

“What’s more, many of these variables will continue to change as the pour progresses and the total mass increases,” he added. “There really is quite a lot more to it than you might think.”

CASE STUDY

With that in mind, OLI produces an array of vibrators to suit the full range of applications: from electric high-frequency vibrators (both with and without inbuilt frequency converters) through to pneumatic and electric vibrators for use with concrete moulds and formwork (both wooden and steel), as well as a range of high performance, multi-output high frequency variable speed drives.

Not surprisingly, OLI’s capabilities, experience and extensive range were critical factors in the company being awarded the tender to supply the concrete vibration equipment for the purpose-built precast plant established for the Level Crossing Removal Program from Caulfield to Dandenong in suburban Melbourne.

Forming part of Victoria’s largest-ever rail infrastructure project, the Caulfield to Dandenong Level Crossing Removal Project is managed by the Level Crossing Removal Authority (LXRA), which was established in 2015 by the Victorian Government as part of its commitment to the elimination of 75 dangerous and congested level crossings across Melbourne by 2025. The project also includes upgrades or construction of more than 20 train stations, laying many kilometres of new track and making associated rail improvements.

Over the past three years, a total of 18 train stations have been built and 29 level crossings have been removed, including nine level crossings between Caulfield and Dandenong, which have been replaced with a series of elevated rail sections.

With a total cost of $1.6 billion, the Caulfield to Dandenong Level Crossing Removal Project included the establishment of a major concrete precasting facility in Pakenham, in Melbourne’s outer south-east.

Constructed in 2016, the Pakenham facility was responsible for the production of over 2,000 precast concrete segments used for the decks along each of the 3.2km long elevated ‘sky train’ sections. The individual segments were connected into spans ready for lifting into position. Each span typically consisted of between 8 and 14 precast concrete segments, and weighed up to 420 tonnes.

As one might expect with a project of this size and scope, the challenge of minimising the impact of construction works on both road and rail traffic, as well as local residents, resulted in extremely

tight production turnaround times and construction deadlines. In short, precast segment production had to keep up with the construction schedule while still meeting the extremely stringent engineering and quality specifications.

With that in mind, the Pakenham precasting facility was established with a focus on quality, productivity and, most importantly, reliability.

In keeping with the focus, the facility’s designers selected OLI vibration technology to provide the required concrete consolidation within the precast segments. The facility incorporated over 100 high frequency electric vibrators, which were attached to the precast moulds and controlled by 4 multi-output high frequency variable speed drives. These units allowed the operators to remotely control both the frequency and intensity of

the vibrations during each of the pours. OLI also provided more than 40 high frequency pokers for the project.

“We’re very proud to have been involved with what is such an iconic project,” Mark Thompson said.

“We were able to supply and install all of the equipment on an extremely tightframe, and then follow-up with operator training and on-site support if they needed it,” he added.

Perhaps most importantly, all of the equipment performed as it should. There were no production delays, all of the precast segments were delivered and installed on schedule, and the new ‘sky rail’ sections are all now operational between Caulfield and Dandenong.

For further information, please visit: www.olivibrators.com.au

OLI Australia General Manager, Mark Thompson, with one of the multi-output high frequency variable speed drives at the Pakenham precasting facility.

OLI also provided more than 40 high frequency pokers for the project.

June/July 2019 | Highway Engineering Australia 21

INNOVATIVE SOLUTIONS

Glenn McLeod, National Backhoe Product Manager with JCB CEA runs through some of the features of the new JCB 3CX Road Master at the recent official global launch in Melbourne.

GAME CHANGER

NEW JCB ROAD MASTER SET TO REVOLUTIONISE WORKSITE SAFETY While the term ‘Game Changer’ can have a tendency to be over-used when describing new equipment, in the case of JCB’s new 3CX Road Master backhoe, there couldn’t be a more appropriate description.

Developed as part of a collaborative Research & Development project between JCB Construction Equipment Australia (JCB CEA), and Australian construction and infrastructure powerhouse Downer, the JCB 3CX Road Master backhoe has been specifically designed to improve worksite safety by converting the majority of the machine’s functions to ‘forward moving’ operations.

Glenn McLeod, National Backhoe Product Manager with JCB CEA explained: “One of the most dangerous aspects of any worksite is the mix of people and equipment in the same workspace, especially when that equipment spends a lot of time reversing or repositioning to complete a task.”

“Unfortunately, the risk of accidents, injuries and fatalities increases exponentially on sites with small, fast-moving equipment such as skid-steer loaders which can, and do, change direction rapidly and often. You only have to look and the number of skid-steer related workplace injuries that occur every year to realise what a risk they represent.”

22 Highway Engineering Australia | June/July 2019

Not surprisingly, assessing the risks presented by reversing operations on worksites was a major focus of an internal safety audit conducted by Downer of its worksites around the country some three years ago as part of its Zero Harm OH&S focus. Concerned by the level of risk that reversing equipment - and in particular, skid-steer loaders – represented for workers on sites, Dante Cremasco, EGM Roads Infrastructure with Downer, announced that the company would not only be aiming to minimise reversing operations, but that it would also aim to completely eliminate skid-steer loaders form all of its worksites.

It was that decree that provided the initial catalyst for the JCB Road Master R&D project.

“When we started this journey with Downer three years ago, we had two clear goals,” Glenn McLeod said. “The first was to eliminate, wherever possible, any activities or functions that required the machine to operate in a reverse direction or constantly change direction. The second was to develop a safe, reliable and easy-to-operate compact machine and specialist attachments that could, for all intents, carry out all of the functions that would traditionally be carried out on a road maintenance site using a skid-steer loader.”

“It’s been a long and sometimes challenging journey and there were even times along the way when we wondered if we’d actually be able to achieve our goal, but thanks to the hard work and commitment of the teams from Downer, JCB CEA and JCB in the UK, as well as the team from Hydrapower in Brisbane - who helped develop the forward-moving sweeper attachment - we’ve been able to deliver a machine that achieves everything we set out to achieve,” he said.

“In fact, in some ways, the 3CX Road Master has even out-performed our expectations,” Glenn McLeod added.

Based on JCB’s high-performance 3CX compact backhoe, the JCB 3CX Road Master looks set to revolutionise worksite safety across Australia and beyond. The key to this safety boost for construction workers and pedestrians, lies within the fact that it travels forward for the majority of operations – including while it’s sweeping/collecting material. Skid-steer loaders currently perform this function in a reverse direction which limits the operator’s visibility.

As well as providing a high level of predictability of movement, the 3CX Road Master allows the use of both current skid steer loader attachments, as well as a selection of purpose-designed Road Master

INNOVATIVE SOLUTIONS

attachments, including heavy-duty front and rear profilers and a high-performance forward mounted sweeper collector. Importantly, the 3CX Road Master design still allows the unit to be used as a conventional front loader / backhoe, with the full features and functionality that JCB owners and operators around the world have come to expect.

FRONT AND REAR MOUNTED PROFILER One of the key benefits of using the JCB 3CX as the platform for the Road Master, is that its size and weight distribution allows for heavy duty attachments, while at the same time providing better reach and stability when handling heavy loads than a skid-steer. This capacity and stability allows for heavy duty front profiling - up to 600mm wide and to 150mm deep – as well as profiling up 300mm wide and 100mm deep on the rear.

In addition, the highly-manoeuvrable rear mounted profiler is specifically designed to be used when the machine is static – a major safety benefit when compared to skid-steer mounted profilers. The unit’s outstanding manoeuvrability eliminates the need for the operator to constantly drive in and around road ironworks

and furniture. The compact rear profiler is also ideal for narrow lane cross cuts within 1900mm, which is the width of the machine.

FORWARD MOUNTED SWEEPER COLLECTOR One of the major innovations with the 3CX Road Master is the forward mounted / forward operating sweeper collector.

While sweeping operations with a skidsteer loader generally require the machine to operate in reverse, the Road Master’s uniquely designed sweeper collector arrangement allows it to sweep in a forward direction.

This, combined with the sweeper collector’s low-profile design provides a significant improvement in visibility for the operator, and a major reduction in risk to construction workers and pedestrians.

Importantly, the fact that the JCB 3CX Road Master Backhoe has a large, heavy duty bucket that is designed to handle road works, means it doesn’t rely on the sweeper housing to perform the tasks of the bucket.

Together with the significant safety benefits, the JCB 3CX Road Master delivers outstanding productivity and versatility. It can be set up as a loader/profile, a profiler/

sweeper, a backhoe/sweeper, a profiler/ backhoe or any number of combinations.

What’s more, this extreme versatility, means that the one machine can also be transported to the worksite with an array of attachments to complete a wide range of tasks – safely and efficiently.

For further information, please visit: www.jcbcea.com.au

“It’s been a long and sometimes challenging journey ...but we’ve been able to deliver a machine that achieves everything we set out to achieve”

(L-R): Dante Cremasco, EGM Roads Infrastructure – Downer, and Hylton Taylor, CEO Construction Equipment Australia celebrate the launch of the remarkable new JCB 3CX Road Master

June/July 2019 | Highway Engineering Australia 23

TMAA NEWS

TRAFFIC MANAGEMENT SAFETY IS IN YOUR HANDS TMAA President Stephen O’Dwyer is encouraging contractors when sourcing traffic management to actively assess the standard of safety, competence and compliance of their traffic management provider. Stephen also recommends engaging the chosen provider much earlier in job planning process, in order to ensure everyone is across the best service delivery options.

Traffic Management Association of Australia (TMAA) President Stephen O’Dwyer

24 Highway Engineering Australia | June/July 2019

Mr O’Dwyer said contractors need to consider not just cost, but the ability of the traffic management company to deliver a safe project for all. This includes the traffic management company providing their insight on appropriate service delivery and confirming their capability.

“Unfortunately, compliance, safety and performance can be compromised when price is a significant consideration in the decision to engage. The safety of your team and the public is at risk if you do not engage a compliant, well-vetted traffic management company,” he said.

“Worksites have been shut down for non-compliance in traffic management and this should be a consideration in determining the best value traffic management provider.

Shut-downs can have a considerable impact on projects and worksites; however, this is less likely with credible traffic management support.”

Mr O’Dwyer said that TMAA members are committed to improving traffic management industry benchmarks.

"A key focus of TMAA is to work with our members to adopt strong compliance methodologies and to never compromise on safety. Our Association prides itself on ensuring our members are not putting your

business, your people, their people and the public at risk, by using non-compliant practices, training, and equipment, and, all of our members are prequalified with their State Road Authority” he said.

Mr O’Dwyer said TMAA encourages its members to continuously improve and update safety practices and training as the industry undergoes Australia-wide change in compliance, and the ability to work on specific roads and projects, as part of the Austroads harmonisation agenda.

“Our members are ahead of the game in these areas, as we actively educate and update through the Association as part of our government and Austroads engagement plan,” he said.

“We also ensure we are able to equip our members with the best equipment and PPE from our many exclusive Supplier Associates.”

“TMAA members are engaged and committed to industry improvement and are well informed on new and evolving practices.

We recommend you appoint TMAA member companies as part of your risk mitigation strategy,” Mr O’Dwyer added.

“Supporting TMAA member companies is supporting those committed to continual improvement and compliant service provision.

If your traffic management company isn’t a TMAA member, please encourage them to join,” he said.

Find out if your provider is a member, call the TMAA on: 1300 798 772 or email: tmaa@tmaa.asn.au

ABOUT THE TMAA The Traffc Management Association of Australia (TMAA) is the peak body for Traffc Management.

The TMAA represents the Traffic Management and Traffc Control industry throughout Australia. The TMAA represents a total cross section of industry providers from small regional businesses to national traffic management companies working across all states and all road and infrastructure projects. The continued growth of traffic management across the nation is a direct result of the growth in government and private projects currently under development and planned for the future.

Traffic management companies and traffic controllers across the country work in a range of multi-billion-dollar infrastructure, recovery, relief and rebuild projects. They are represented in all aspects of works projects: repair, emergencies, events, utilities, building and construction and protection.

TMAA has had significant success in raising the profile of the traffic management industry and bringing the voice of traffic management companies to Government and industry sectors that they support.

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THE CHOICE IS YOURS! TOCK

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W O N & SET UPO GO T READY

At A1 Roadlines we understand that our customers have a range of preferences when it comes to fleet vehicles. That’s why we fit and service the Scorpion II TMA across a full range of suitable host vehicles from world-leading manufacturers including ISUZU, UD, FUSO and HINO to name a few.

So, when it comes to selecting a fully MASH tested, passed and eligible TMA that has also been ASSESSED, APPROVED & RECOMMENDED FOR ACCEPTANCE throughout Australia by ASBAP (Austroads Safety Barrier Assessment Panel), the only name you need to remember is Scorpion II® TMA from A1 Roadlines. When it comes to the brand of host vehicle… that’s up to you!

THE EQUIPMENT YOU NEED – THE SERVICE YOU EXPECT A1 Roadlines Pty Ltd | 89 Rushdale Street, Knoxfield, Victoria 3180 | www.a1roadlines.com.au P: 1300 217 623 (A1ROAD) | F: (03) 9765 9499 | E: sales@a1roadlines.com.au

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Tyre Fitting Services...

Titan Australia own and operate one of the largest fleets of dedicated tyre handler grab trucks in Australia. Titan are the OTR tyre and rim maintenance service provider of choice to a diverse client base dominated by mining companies, civil contractors, transport & logistics operators and OEM equipment suppliers. All tyre fitting vehicles are maned by experienced CERT 2 Qualified fitters who, in addition to regular day-to-day tyre fitting jobs, are also inducted on a wide range of mining and construction sites.

Wheels & Axle Assemblies...

Titan is the market leader in the design, development and manufacture of wheels to the construction, mining and agricultural sectors. Titan offers a complete range of wheels, from 6” through to 54” in diameter, including fixed welded wheels, adjustable bolted tractor wheels, demountable (spider mount) rim options and clip-on dual applications. Titan also carries a complete axle assembly and spare parts range tailored to suit the needs of our national OEM and aftermarket customers.

SALES PHONE: 1300 791 672 | www.titanaustralia.com Please send us an email with any enquiries to sales@titanaustralia.com

Perth, WA | Kalgoorlie, WA | Karratha, WA | Port Hedland, WA | Muswellbrook, NSW | Yatala, Qld | Emerald, Qld | Mildura, Vic

Wheel Repairs & Refurbishment...

Titan also provides complete in-house wheel & rim inspection, repair and certification services by fully qualified personnel. All wheel and rim inspections, repairs, modifications and manufacturing are in accordance with AS:4457.1-2007 and related Australian Standards and referenced documents in WA, QLD, NSW & VIC.

High Performance Undercarriage Components...

ITM, a 100% owned subsidiary of Titan International, is a world leading specialist designer and manufacturer of undercarriage components, covering the entire range of modern crawler machine applications in the construction, mining, utility, forestry, road building, and agricultural industries. Titan provides OE & Aftermarket specialist sales & service support for ITM products across Australia.

Undercarriage Maintenance & Refurbishment...

Titan Australia offers a comprehensive range of undercarriage maintenance and refurbishment services, all of which can help to reduce operating and maintenance costs. From pin bushing and turning, through to idler rebuilds and track shoe re-grousing, Titan’s undercarriage maintenance services can significantly extend the serviceable life of undercarriage components..

Friendly & Efficient Service...

Whether it’s in the workshop or in the field, our dedicated team of tyre, wheel and undercarriage specialists are there to help. Wherever you are and whatever your vehicle or fleet, we have the people, products and knowhow to deliver a true ‘One Stop Shop’ for all of your tyre, wheel and undercarriage needs. From single vehicles through to entire fleets of industrial, mining, construction, transport or agricultural vehicles, our range of products and services are truly second-to-none.

The relationship doesn’t end with the sale. With 9 sites reaching Australia wide & knowledgeable experts on the road, you can always count on Titan to be there.

GET THE FACTS! on TRUCK MOUNTED ATTENUATORS (TMA’s)

BEWARE OF ‘FAKE NEWS’ With the move from NCHRP350 testing to MASH (Manual for Assessing Safety Hardware) as the preferred testing for Truck Mounted Attenuators (TMA’s) in Australia currently progressing there has been confusion amongst some equipment owners as to what equipment is compliant and, perhaps more importantly, what the status of their equipment will be after Australia moves to MASH as the testing standard.

The move by the Austroads Safety Barrier Assessment Panel (ASBAP) towards MASH testing and certification is a complex process that will take some time to implement. The Panel is transitioning the current suite of accepted road safety barrier systems and devices within the Australasian market to MASH guidelines over an extended timeframe, with Part 2 Products (which includes TMA’s) to be completed by 31 December 2020.

This DOES NOT by any definition mean that non-MASH tested equipment is suddenly obsolete or can no longer be used. It also DOES NOT render TMA’s that have been previously approved as tested under NCHRP350 guidelines obsolete or unusable – to suggest otherwise is simply NOT TRUE.

While there is a formal agreement on the transition to MASH testing from NCHRP350 testing, there is NO CUT-OFF DATE for using equipment that has been certified under the NCHRP350 testing while it is operational – to suggest otherwise is simply NOT TRUE.

Even if a TMA is recommended for acceptance at an Austroads level by ASBAP, it must still be approved for use in individual jurisdictions by the relevant State Authority.

The State Authorities are responsible for approving the use of TMA's in their individual jurisdiction.

This situation has no doubt been inflamed by the inaccurate information and spurious claims that have surfaced over the past 12 months – including claims that some units will no longer be permitted to be used after December 31, 2020.

With that in mind, the following fact sheet has been developed to provide key FACTS as to the current status of the ‘Transition to MASH Guidelines’.

The transition to MASH guidelines is a lengthy and ongoing process and lists of ‘Austroads Approved Products’ are currently a Work in Progress. If a product does not currently appear on a jurisdiction’s list, or is not currently recommended for acceptance at an Austroads level by ASBAP, it DOES NOT mean that it has not been successfully tested and certified to MASH guidelines, or that it is not acceptable for use in that jurisdiction. It may simply have not yet been assessed

by ASBAP.

The Scorpion® II Truck Mounted Attenuator was the first TMA to be fully certified as Tested, Passed and Eligible to MASH 16 by the U.S. Department of Transportation Federal Highway Administration.

The U.S. Department of Transportation Federal Highway Administration Safety Eligibility Letter CC-132 for the Scorpion® II TMA can be viewed online at: https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/barriers/ pdf/cc132.cfm

The Scorpion® II Trailer Attenuator is also fully certified as Tested, Passed and Eligible to MASH 16 by the U.S. Department of Transportation Federal Highway Administration.

The U.S. Department of Transportation Federal Highway Administration Safety Eligibility Letter CC-138 for the Scorpion® II Trailer Attenuator can be viewed online at: https://safety.fhwa.dot.gov/roadway_dept/countermeasures/reduce_crash_severity/barriers/ pdf/cc138.cfm

CHECK THE FACTS

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For further information, contact:

A1 ROADLINES PTY LTD

P: 1300 217 623 (1300 A1 ROAD) E: sales@a1roadlines.com.au www.a1roadlines.com.au

FOCUS ON ASPHALT

WASTE GLASS BECOMES HIGH-QUALITY SAND AMMANN PLANT PART OF GROUNDBREAKING RECYCLING EFFORT An Ammann ABP High Recycling Technology (HRT) Asphalt-Mixing Plant is playing a key role in a revolutionary recycling process in Australia.

Alex Fraser Group, a leading supplier of sustainable construction materials, has opened a state-of-the-art glass recycling plant that transforms “mountains” of problem glass waste into high-quality sand. The glass recycling plant officially opened in late May on the same day – and on the same Victoria, Australia, site – as the Ammann HRT plant.

The recycling plant converts the problem glass into sand that is used by the adjacent Ammann ABP HRT plant to produce asphalt mix. In addition to supplying the Ammann plant, the recycling facility provides road base, aggregates and sand for green road and rail projects.

Each day, the glass plant can recycle up to 4 million bottles and produce up to 800 tonnes of high-specification sand. According to the company, the source materials come from “the most problematic glass waste streams” that were previously stockpiled or landfilled.

“Our new glass recycling plant is capable of producing 200,000 tonnes of recycled glass sand per year – equivalent to a billion bottles, effectively putting an end to glass waste stockpiles and landfill in Victoria,” said Peter Murphy, Managing Director for Alex Fraser.

The Ammann ABP HRT furthers these sustainability efforts. The asphalt plant is specially designed to incorporate RAP (Recycled Asphalt Pavement) and other recyclable products as the main stream materials that can produce more than 500,000 tonnes of green asphalt per year. It includes Ammann’s proprietary as1 EcoView control system software, which closely monitors energy consumption and emissions; a foaming system for warm-mix capability; and hot asphalt storage up to 72 hours.

“The Ammann plant complements the other aspects of the Alex Fraser business in regard to recycling,” said Paul Vandersluis, Managing Director of Ammann Australia.

“Not only is the Ammann plant equipped with technology for today, but it can also accommodate future introductions of other

30 Highway Engineering Australia | June/July 2019

A SOUND INVESTMENT FOR ANY REGION ENVIRONMENTAL QUESTIONS? AMMANN ABA UNIBATCH HAS THE ANSWERS. In today’s market you need a productive, cost-effective asphalt plant. You also need to prove to the community that you comply with or exceed the latest environmental requirements.

The Ammann ABA UniBatch Asphalt-Mixing Plant helps you do both. It leverages Ammann’s cutting-edge technology to deliver exceptional output of high quality mixes. It also answers key environmental concerns through standard offerings and options that include: • Multiple noise mitigation systems • Fume extraction systems

• Full cladding to improve safety and provide aesthetic appeal

• Energy-saving software that reduces emissions and operating costs

• Most importantly, designed to Australian Standards

ABA UniBatch: the solution for happy business owner and communities.

Ammann Australia, 8/85 Pasturage Road, Caboolture, 4510, Queensland Phone + 61 7 5498 0920, info.aau@ammann-group.com For additional product information and services please visit : www.ammann.com PMP-1315-00-EN | © Ammann Group

FOCUS ON ASPHALT

types of recyclable materials – be it filler, binder or aggregate substitutes.”

Alex Fraser chose Ammann because of the company’s unique recycling technology; its strength and local representation in the Australian market; and its ability to boost its customers’ bottom line, Vandersluis said. “The life of ownership calculations demonstrated the Ammann plant to be the best fit for the Alex Fraser business,” he said.

The company has worked with regulators and customers to develop quality products over many years. These products use innovative inputs including glass and plastic. In a time of scarce resources, this is increasingly of interest to asset owners, competitors and governments at all levels.

The Ammann plant provides the capacity to increase recycled content as the industry progresses. It has already been producing sustainable asphalt to supply several major and municipal road projects.

“This energy-efficient plant is capable of producing high-quality asphalt mixes, made almost entirely of recycled materials,” Murphy said. “Our greenest asphalt mixes, like Glassphalt™, which includes recycled glass, and PolyPave™, which includes recycled plastics, are being produced here to supply a multitude of projects.”

Victorian households currently generate high amounts of problem glass waste, known as CSP, every year. Made up of fine particles of glass co-mingled with other waste – including paper, plastics, metals and organics – this waste stream cannot be traditionally recycled back into bottles or jars. Until recently, an enormous volume of glass waste was accumulating, destined for landfills.

32 Highway Engineering Australia | June/July 2019

Murphy said the company combined years of recycling experience with the latest technology from around the world to design this innovative glass recycling plant that uses a range of technologies to produce highquality construction sand from the waste materials.

“Our new glass recycling plant separates the glass from the impurities and processes it into recycled sand, which complies with VicRoads (the governmental transportation agency) specifications,” Murphy said. “It directly replaces quarried sand and reduces the need for trucking virgin sand long distances into Melbourne, substantially reducing heavy vehicle movements on congested roads.”

The environmental impact on the Australian state of Victoria is enormous.

“The use of this material will have significant commercial and environmental savings, including the reduction of glass as landfill, heavy vehicle movements, and the carbon footprint of new projects, by up to 65%,” Murphy said.

Established in 1879, Alex Fraser is one of Australia’s longest running companies. In 2019, it celebrates 140 years of operation, having recovered and recycled 50 million tonnes of material.

Ammann is a sixth-generation, familyowned business that produces asphalt- and concrete-mixing plants, compactors and asphalt pavers at nine production sites in Europe, China, India and Brazil. Its core expertise is roadbuilding and transportation infrastructure. In 2019, the company marks its 150th anniversary.

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COLAS IS OPENING THE WAY TO SAFER SUSTAINABLE SOLUTIONS The world is changing and so are we. This month COLAS Australia announces the launch of Safer Sustainable Solutions — opening the way to sustainability for every business within the COLAS Australia Group.

Applying Colmat on rural Queensland roads

As the world leader in road construction and the 5th largest recycler in the world, COLAS is committed to sustainability. Here in Australia, we’ve been busy developing innovative ways to recover, recycle and reuse waste while building and maintaining our roads. Through Safer Sustainable Solutions, COLAS customers in Australia can now access international best practice sustainability initiatives from across our business, as together we set a new standard for sustainability across the industry.

At COLAS Australia, sustainability is not just another word to us - it’s work to us.

Safer Sustainable Solutions makes, measures

34 Highway Engineering Australia | June/July 2019

and monitors sustainability across our entire group through five cornerstones for accountable action covering the areas of Safety, Reuse, Recycle, Energy and Cutter.

• SAFETY - From the temperature of our products to our teams applying them, COLAS Australia is committed to ensuring we uphold the highest levels of safety at all times. We’re already an industryleader in safety and this important work will see us continue this leadership as we introduce and improve sustainability initiatives in our business and for our customers.

• REUSE - Often when we think we’re at the end of something, we’re actually at the beginning of something else. What many don’t know is that old asphalt is 100% reusable. Reuse eliminates waste by reusing old asphalt pavements and our own plant waste in our roads, rather than using more of the Earth’s finite, non-renewable resources like bitumen, aggregates and sand. All part of supporting a more circular economy for a more sustainable future - reusing RAP in our asphalt will support the preservation of our planet for future generations, while ensuring that we can continue to supply

Applying Sealcoat on aged airport surfaces

asphalt economically to our customers for their future infrastructure projects.

• RECYCLE - In addition to asphalt, from old end of life tyres to recycled crushed glass to pre-consumer hard plastic, we’re employing innovative ways to recycle waste materials from other industries in our roads, helping to keep them out of landfills. Crumb rubber from old truck tyres is a great example of this. Tyres are recycled to modify the binder, resulting in improved asphalt and spray seal performance.

Did you know that Australia generates an equivalent of 56 million passenger car tyres a year of which only 10% are recycled?

Across the COLAS group of companies, last year we prevented the equivalent of 866,000 end of life passenger tyres from landing up in landfills. Through COLAS companies like SAMI and VSA we are leading the way with the modification of bitumen using crumb rubber to produce longer lasting surfacings requiring less maintenance and reducing life cycle costs. You might say for COLAS, sustainability is where the rubber hits the road. The time for change is now.

Join us on the journey to sustainability at: www.colas.com.au/sustainability

• ENERGY - It takes a lot of energy to build a road and not just from our people! The less energy we use, the more sustainable we become. From operating heavy machinery to heating bitumen, we’re closely monitoring the energy consumed to produce asphalt. As a group, we’re also working to limit the energy consumed by our business and reduce the overall energy content of products and techniques offered to customers. An example of this can be seen in the use of warm asphalt mixes over hot mixes during the manufacturing process - enabling energy savings of up to 15%. Last year, warm mixes represented 22% of COLAS’ total asphalt mix production globally. Through Safer Sustainable Solutions, we’re bringing this international focus home and introducing cold applied micro-surfacing products like Colmat and Sealcoat to reduce the energy required to preserve our surfaced road network during its service life.

• CUTTER - Cutter is used in both the products we create and ways in which we use them. Cutter reduces the binder’s viscosity, helping us to spray the binder properly during its application. Across the group we currently use petroleumbased cutters like kerosene and diesel for cleaning, testing, flushing and as a release agent. Through Safer Sustainable Solutions we’re reducing the use of these cutters in both our products and their application, while introducing a number of gamechanging initiatives and green alternatives for our customers.

From reducing emissions, waste and energy to reusing materials - we’re proud to introduce and open the way to Safer Sustainable Solutions, our new group-wide approach to bringing safety and sustainability together under one core focus that improves the way we deliver our products and services for our customers and the planet.

Applying warm mix crumb rubber asphalt with RAP in the streets of Mitcham Council

June/July 2019 | Highway Engineering Australia 35

FOCUS ON ASPHALT

MARINI ASPHALT PLANT:

MASTER TOWER

A new, innovative technology designed with a clear target: to Think Further, to give solutions, to respect the environment, to provide customers a real return on investment.

All asphalt materials are 100% recyclable and re-usable into new asphalt pavement without the need to degrade their original functionality. The increase in energy costs, together with the strong demand for crude oil products, has encouraged the use of a high content of reclaimed asphalt in hot and warm mix asphalt.

Not surprisingly, the move towards the increased use of RAP (Reclaimed Asphalt Pavement) has also been driven by a focus on reducing environmental impacts and producing more sustainable products.

The new MARINI MASTER TOWER represents a new milestone in hot and warm mix asphalt production in terms of use of recycled materials, reduced emissions and low-energy consumption.

36 Highway Engineering Australia | June/July 2019

The highest possible reuse of reclaimed asphalt is therefore a major task for all future generations and even today, we can identify at least three main benefits: • RAP is an ECO-SUSTAINABLE choice • RAP is a COST-EFFECTIVE choice • With the right processes and mix design, a pavement made with RAP, can even outperform pavements made with all new materials As an organic material, we have to keep in mind that the bitumen changes its mechanical characteristics, chemical composition

and microstructure due to environmental effects over its lifetime. The loss of volatile components at elevated temperatures and oxidation are two main factors for these changes.

The properties of asphalt after ageing are fundamental parameters in order to define the long-term performance (e.g. durability) of these materials.

In accordance with these concepts, the characteristics of the residual bitumen contained in the RAP are the most important factors to be preserved. With that in mind,

FOCUS ON ASPHALT

it’s also clear that the choice of processing technology - i.e. how to treat and how to heat the RAP in the asphalt plant – is a critical factor in the performance of the finished pavement.

NEW MASTER TOWER CONCEPT The new MARINI MASTER TOWER represents a new milestone in hot and warm mix asphalt production in terms of use of recycled materials, reduced emissions and low-energy consumption.

Traditional RAP technologies currently available in the market are based on the use of a dual-dryer system, each one fitted with its own burner. Needless to say, this dual-dryer operation consumes a significant amount of energy, with some plants even exceeding the limits fixed by international regulations.

This not only results in a significant consumption of both fuel and electricity, but also to a high level of emissions into the atmosphere.

Marini’s innovative MARINI MASTER TOWER solution results in a simplification of the components required for heat generation.

The unit still has two dryers, however, it only uses only one burner. This burner is capable of supplying enough energy to heat up the virgin materials in the first drum, and transfer the heat to the second drum (depending on the mix to be produced).

Thanks to the MARINI MASTER TOWER’s “refined” hot air circulation systems, it is possible to utilise all of the thermal energy in the system - right down to the very last calorie.

To achieve this, the RAP is dried and heated by the hot gases coming from the virgin aggregates drum. The use of hot gases avoids both the contact between the flame of the burner and the recycled material and

the direct radiation of the flame on the RAP, thereby optimising the temperature during the heating process of the recycled material.

The RAP materials exit from the RAP dryer at a temperature of 160°C, allowing the operator to produce asphalt with 100% RAP or asphalt with high percentages of RAP without overheating of the virgin aggregates.

The two dryers are placed above the mixer to prevent any possible sticking due to the hot recycled materials.

In addition, the virgin aggregates reach the mixing tower screen directly from the discharging chute, thereby avoiding typical thermal losses which occur in a traditional hot elevator design. This also delivers the added benefit of reducing the wear on both elevator buckets and the chain.

MAJOR BENEFITS The MARINI MASTER TOWER solution delivers a range of major benefits, including: • Significantly reduced emissions • Significantly reduced energy consumption • System design provides indirect heating of RAP using hot air • Patented Marini design allow for re-burning of bitumen particles • Full treatment of emissions (gas and odours) • Up to 100% RAP delivered at 160°C • Design allows for high level of flexibility, with high-capacity hoppers for RAP and VIRGIN materials

Pictured above: Marini’s innovative MARINI MASTER TOWER still has two dryers, however, it only uses only one burner. Its refined hot air circulation systems allow it to utilise all of the thermal energy in the system.

PATENTED TECHNOLOGY Specifically designed with a focus on delivering significant energy savings in both the production and operational phases of the plant, the patented MARINI MASTER TOWER design also delivers a substantial reduction in amount of pollutants being released into the environment during the production of mixes with bituminous binders.

An automatic valve system manages the hot air flow and sensors and temperature probes provide the necessary information to the centralised control system, thereby ensuring optimum temperatures are maintained throughout the process.

The new plant also incorporates a completely new generation software package, which manages the system in a precise and extremely reliable way. Designed with a focus on providing maximum efficiency and safety across all operations, the new system incorporates a high level of automation, while its graphical user interface communicates all necessary information with the plant operator in a clear and easy-to-understand format.

This new environmentally friendly solution not only looks set to revolutionise the production of RAP products both internationally and across Australia, it is also sure to play an important role encouraging the increased production and use of 100% RAP materials.

For more information, contact the Australian distributor, BLISS & REELS Pty Ltd, T: 03 9850 6666, E: sales@blissandreels.com.au or visit: www.blissandreels.com.au

June/July 2019 | Highway Engineering Australia 37

EQUIPMENT FEATURE

Left: The Dynapac CP1200W pneumatic tyre roller delivers the ideal combination of a compact size and ‘full-scale’ features and performance.

BEST OF BOTH WORLDS DYNAPAC CP1200W COMBINES FULL-SCALE PERFORMANCE AND COMPACT MANOEUVRABILITY When it comes to road building or pavement repairs, finding the right equipment for jobs in challenging inner-city locations or those with limited access - or for that matter, jobs in rural and/or remote areas that require equipment to be transported significant distances – can represent a major challenge.

On the one hand, the equipment you’d like to use - with the ‘top of the line’ features and capabilities that you want - may be too large to justify for use a smaller job or, quite simply, physically too large to access, manoeuvre or use on the jobsite itself. While on the other hand, smaller, more compact equipment may not offer the features, capabilities or productivity that you need on-site.

And there are the transport and logistics costs to consider. Put simply, when it comes to transporting equipment to and from the worksite – the larger the equipment, the higher the cost, and these costs can have a major impact on the viability of smaller jobs or jobs in rural and remote areas.

Thankfully, having to trade-off capabilities and features for compact size is now a thing of the past for pneumatic tyre rollers – thanks to the innovative new CP1200W pneumatic tyre roller from compaction specialists Dynapac.

Speaking about the new Dynapac CP1200W, Chris Parkin, National Product Manager – Pavers & Feeders with Australian Dynapac distributor Construction Equipment

38 Highway Engineering Australia | June/July 2019

Australia, commented: “When it comes pneumatic tyre rollers, the new CP1200W really does deliver the best of both worlds.”

“It delivers the ideal combination of a compact, heavy-duty chassis and great manoeuvrability, with versatile performance and a full range of features and capabilities that you’d normally only expect to see in a much larger machine,” he said.

The smallest of Dynapac’s series of pneumatic tyre rollers, the CP1200W is ideally suited for jobs of all sizes - from small car parks and patch work to large highway works - and can be used for chip-sealing, compacting asphalt for sealing purposes, and to compact base, sub-base and stabilised soil.

Available with either ROPS or a full factory air-conditioned cabin, the Dynapac CP1200W has also been designed with a view to maximising both safety and easeof-operation. The unit comes standard with

a 180-degree rotating and sliding operator’s station which allows the operator to swivel the control console 90 degrees to the left or right side of the machine, as well as an asymmetric platform allows for the seat to be slid to either for maximum visibility, comfort and convenience. All switches and controls are clearly visible and within easy reach, with the switch cluster following the seat movement, making the unit both easy and comfortable to use.

The ROPS has been designed so as not to obstruct the operator’s view, allowing them to keep an eye on the finest details, while also being able to stay aware of movements close to the machine.

“The CP1200W can deliver a raft of benefits to large and small jobs, both in terms of compaction performance and in helping to reduce transport and logistics costs,” Chris Parkin said.

“Together with its outstanding compaction capabilities, the CP1200W’s compact size makes it extremely easy to float. In many circumstances, due to its short length, it can be transported together with a double drum roller on the one trailer. This not only helps to reduce the overall ‘carbon footprint’ of a project, it can also deliver substantial savings in transport and logistics costs, including a reduction in fuel consumption and costs, and a reduction in the total number of heavy vehicle movements required to get equipment to and from jobsites.”

With the basic unit weighing in at 5,215kg to 5,570kg (depending on canopy / cab options), the CP1200W has a range of additional ballast options, including water, wet sand or Dynapac’s Flexible Steel ballast system, up to a total weight of 13,200kg.

Importantly, the CP1200W has been designed to ensure that the ballast is distributed evenly to provide the same ground pressure on front and rear tyres, regardless of whether water, sand or steel is used.

The CP1200W is also equipped with 10.5/80-16 wide-base tyres which help to reduce lateral movement of the soil particles, reducing any rutting effect the tyres may cause in the material and offer a greater compaction width compared to the more traditional 7.50-15 tyre profile.

For more information visit: www.cea.net.au Left: The CP1200W’s operator’s platform allows a 180° rotation and sliding to both the left and right side.

ITS SPECIAL FEATURE

Intelligent Transport Systems News and Feature Articles

ITS SPECIAL FEATURE

ITS (UK) DEVELOPS NEW SCALE TO EXPLAIN CONNECTED VEHICLE MILESTONES The United Kingdom’s Intelligent Transport Society, ITS (UK) has developed a “Scale of connections for Co-operation of Connected vehicles”, to mirror the SAE scale for automated ones.

Developed by ITS (UK)’s Connected and Automated Vehicles Forum, this scale shows that connection and co‑operation between existing and future vehicles and roads is very different from automation.

The new scale of connections explains to nontechnical readers what services they might expect from a new vehicle or smartphone and highlight that work is still needed to make roads ready for connectivity, even if vehicles and communications are. It has deliberately not focused on technology.

It reflects the “HD ready” approach that was used for digital TV switchover to help users understand what would be possible without needing to understand the detail.

The scale uses letters instead of numbers as in the SAE scale. Because this scale is customerfocused, a service only reaches that level when widely available (e.g. an app is published) rather than a demo or research project shows it working.

Chair of the CAV Forum Andy Graham explains, “The SAE level is very simple to understand but has nuances, and so will this scale. It also starts in the real world of minimum connectivity with Level A and level B to capture every vehicle today but then looks at short term connectivity and opportunity, rather than long term automation.”

“It will be reviewed periodically to take account of the rapidly changing landscape. For example, when V2I and V2V plans mature, level E may be split further but currently there are different views re V2V and V2I timing,” he said.

“Currently all vehicles are at Level A, and with a smartphone can get to C. Level D would take the services many of us work on today in research and demonstrations and make them more widely available and used, as the first step “connected roads ready” allied to existing communications and vehicles. All new vehicles today with connections to head units would be level D but the roads and communications are not yet at the level.”

“This reflects HD TV rollout when HD TVs became available before HD programmes,” Mr Graham added. “Level E vehicles are not yet available, but maybe soon.”

ITS (UK) Secretary General Jennie Martin added, “Having a standard scale to explain vehicle connectivity that is as easily understandable as the SAE automation scale is a brilliant idea that will really help people understand where we are with connectivity and how much more can be done.”

“Our CAV Forum has worked hard on agreeing the scale and it underlines again how ITS (UK) is a real thought leader across the transport technology industry,” Ms Martin added.

COHDA WIRELESS AND SASKEN PARTNER TO ACCELERATE ADOPTION OF V2X IN CONNECTED VEHICLES Cohda Wireless, a global leader in Connected Autonomous Vehicles technologies, and Sasken Technologies Ltd, a leading product engineering and digital transformation services provider, recently announced a strategic technology partnership to accelerate the adoption of V2X (vehicle-to-anything) in the connected vehicles space utilizing either cellular or DSRC (dedicated short range communication) technologies. The companies have come together to create a complete TCU (Telematics Control Unit) software reference design that would include Sasken’s TCU software and middleware coupled with Cohda Wireless’ DSRC/C-V2X (cellular V2X) stack and applications.

Fabien Cure, Chief Engineer, Cohda Wireless, said, “This partnership is of global significance as it will drastically improve time-to-market for OEMs, Tier-1s and government transport authority initiatives. The integration of Advanced Driver-Assistance Systems (ADAS) in production vehicles is very complex and the combined experience of Cohda and Sasken presents a unique one-stop solution to the market.”

“Cohda is the only company to integrate V2X software into two car manufacturer platforms while Sasken has extensive expertise in vehicle integration. This partnership represents a significant milestone in making road transport systems safer and smarter,” he added.

Sasken is a preferred partner to several leading Tier1s and OEMs providing product engineering solutions in the Integrated Cockpit System and Autonomous areas. Sasken’s 10+ years of expertise in the automotive industry is backed by strong partnerships with leading silicon vendors and extensive experience in the communications space.

NTC LOOKING FOR BEST SOLUTIONS TO TACKLE DRIVER DISTRACTION The National Transport Commission (NTC) recently released a consultation regulation impact statement (RIS) seeking feedback on technology-neutral options to regulate driver distraction.

Distraction is seen as a significant road safety risk that is not as well understood as other risk factors such as drink-driving and speeding.

Studies have found that a task which takes a driver’s ‘eyes off the road’ for as little as two seconds can be particularly hazardous.

40 Highway Engineering Australia | June/July 2019

NTC Chief Executive Officer Gillian Miles said that new technology-related distractions, outdated rules and a general lack of understanding from road users present significant challenges.

“Drivers engage in non-driving activities every 96 seconds while behind the wheel. Distractions take our concentration off the road which means we may not have time to react to hazards.”

“We are proposing four options for consideration. The views of a broad range of stakeholders are crucial to guide any policy reform to deal with driver distraction,” Dr Miles said.

The Australian Road Research Board (ARRB) reviewed the best international research available to date on driver distraction. This work (available for download at: https://www.ntc.gov. au/Media/Reports/(5D3494AB-A9FC-F4C2-DF7DC4814C4CED32).pdf supports the NTC’s efforts in stimulating discussions about driver distraction research, policy and legislative reform options.

Consultation on the paper closes on 21 August 2019. The NTC will then deliver a decision RIS for transport ministers’ consideration in May 2020.

For more information, please visit: www.ntc. gov.au/current-projects/developing-technologyneutral-road-rules-for-driver-distraction

ITS SPECIAL FEATURE

Pictured left: Newcastle Lord Mayor Nuatali Nelmes with the new driverless shuttle bus

NEWCASTLE UNVEILS DRIVERLESS SHUTTLE BUS

Wrapped in City of Newcastle’s branding, a new 11 seat driverless shuttle bus was recently revealed for the first time by Newcastle Lord Mayor Nuatali Nelmes, before it begins servicing the city’s harbour foreshore as part of a 12-month trial.

“This is a major milestone for our smart city journey, and I look forward to working with Transport for NSW and partners Keolis Downer on this unique opportunity to make automated transport in Newcastle a reality,” Councillor Nelmes said at Keolis Downer's Hamilton depot today.

“The City’s vision for a smart, integrated transport network begins in earnest with the arrival of this new driverless vehicle, which we propose connecting with Newcastle’s integrated public transport network.

“We are planning for passengers to be able to take in views of the city’s harbour along the proposed 2km loop service, making it very appealing to tourists. A larger circuit will include some of Newcastle’s other beachside destinations after a couple of months.”

Keolis Downer New Mobilities Manager Sue Wiblin confirmed the trial would meet all relevant safety standards.

“Over the next month, we will complete a rigorous safety-testing program, on road and off road, to prepare the vehicle for customer services,” Ms Wiblin said.

“In-built computers and sensing systems capable of detecting obstacles, anticipating movement and evaluating risk of collision are what sets this vehicle apart from the risks associated with human-controlled cars.”

While the vehicle is fully automated, a chaperone will be able to stop it via an override system if required.

Today’s unveiling follows confirmation of Newcastle’s standing as a leading smart city after it won a brace of awards at the IDC Smart Cities Asia-Pacific Awards this week.

The smart city infrastructure component of the Hunter Innovation Project (HIP) was announced outright winner of the ‘Land Use and Planning’ category among an illustrious field of cities, including Singapore. HIP is a $17 million collaboration between the City of Newcastle, the NSW Government, University of Newcastle, Newcastle Now and Hunter DiGiT. The HIP has introduced Australia’s largest installation of smart poles, smart lighting, free public WiFi, an environmental sensor network and an Internet of Things (IoT) lab to Newcastle’s streets The City’s Smart Moves Newcastle - Mobility Projects, under which the driverless vehicle was delivered, also shared top honours in the ‘Connected and Autonomous Vehicles, Public Transit and Rideshare’ category with Chinese tech powerhouse Shenzhen.

“Of the seven Australian projects nominated as finalists in the 2019 round of the IDC Smart City awards, Newcastle was the only city to come away with wins,” the Lord Mayor said.

“It speaks volumes for our growing stature that we are mixing it with, and beating, established Asia-Pacific smart cities like Shenzhen, Hong Kong, Busan, Auckland, Taipei and Singapore."

PEDESTRIAN &VEHICLE DETECTION

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Kings Park NSW 2148 Australia

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June/July 2019 | Highway Engineering Australia 41

TCA NEWS

JOINT RESEARCH REPORT HIGHLIGHTS THE POWER OF TELEMATICS Transport Certification Australia (TCA) and the Australian Road Transport Suppliers Association (ARTSA) recently released a joint research report on the network-wide usage of Performance Based Standards (PBS) vehicles enrolled in the Intelligent Access Program (IAP). The report, titled PerformanceBased Standards Freight Task Analysis, is an output of collaborative research using data collected through the National Telematics Framework.

The report offers unique insights into the movement of PBS vehicles across Australia.

It leverages on the availability of aggregated, anonymised vehicle location information from vehicles monitored through applications of the National Telematics Framework during the 2018 calendar year.

The network-wide analysis of vehicle movements across the research period provides rich insights to the freight industry, heavy vehicle manufacturers, suppliers, road managers and regulators on the use of PBS vehicles on Australia’s road network.

“This is the first time we have produced this research arising from discussions with TCA on how we could collaborate and explore how using telematics data would be of value to ARTSA members, the relevant stakeholders, TCA and the broader community,’ said Martin Toomey, Chair of the ARTSA Board.

“Our joint research is an example of how applications of the National Telematics Framework can be used in the future to better understand vehicle and road network use,” said Mr Toomey.

In November 2018 the Transport and Infrastructure Council (TIC) approved a package of new initiatives through the National Telematics Framework. New applications and features included the Road Infrastructure Management (RIM) application, which provides a new way of collecting road use data from vehicles to better inform and optimise the management of road networks.

With work on the introduction of new telematics applications well advanced with road managers and regulators, a range of stakeholders are set to benefit from the valuable insights like those offered in the joint research report into PBS vehicle movements.

The report is available for download from: www.tca.gov.au/ documents/JointPerformance-BasedStandardsFreightTaskAnalys is.pdf For more information on the new RIM application, or to find out more about the National Telematics Framework, or what telematics might be able to do for you, please contact TCA direct, Phone: (03) 8601 4600 or email: tca@tca.gov.au or visit the website: www.tca.gov.au

TYPE-APPROVED ON-BOARD MASS SYSTEMS A market of type-approved OBM systems now available A selection of type-approved on-board mass (OBM) systems is now available through the National Telematics Framework.

Type-approved OBM systems deliver the levels of accuracy and reliability that transport operators demand.

Look for the TCA type-approval logo when choosing an OBM system for your vehicle:

Use type-approved OBM systems to manage:  Safety  Vehicle loading  Chain of responsibility obligations.

Service Providers

We’re here to help Call (03) 8601 4600 or email tca@tca.gov.au.

Suppliers of type-approved OBM systems are Loadman Australia, Tramanco Pty Ltd, E-Max Australia Pty Ltd and Airtec Corporation.

TCA NEWS

AIRTEC OBTAINS OBM SYSTEM TYPE-APPROVAL Transport Certification Australia recently announced the type-approval of an Airtec Corporation Pty Ltd On-Board Mass (OBM) system. Airtec Corporation is a leader in digital tyre inflation and mass management systems around the world.

Details of the type-approved OBM system from Airtec are listed below:

Supplier

OBM System Model

Category

Airtec Corporation Pty Ltd

89AXM Series

Category A

There are three categories of type-approved OBM systems (categories A, B and C) which meet the needs of different stakeholders. Category A OBM systems electronically display mass information to drivers or loaders.

All categories of type-approval are subject to an assessment of the performance-based requirements contained in the OBM System Functional and Technical Specification, of which the Airtec 89AXM Series OBM system meets.

Speaking about the type-approval, Co-founder and Managing Director of Airtec Corporation Pty Ltd, David Hewett, said: “After TCA released the OBM System Functional and Technical Specification to stakeholders, our team has designed, manufactured and engineered a smart OBM solution for Australia’s heavy vehicle industry.”

OBM systems have a diverse range of use, and type-approval brings reassurance of having met high levels of accuracy, reliability and robustness requirements, as well as meeting tamper evidence and security levels relevant to the type-approval category.

“Airtec’s experience within the transportation sector, and its expertise in developing on-board mass and inflation systems for over 20 years, contributes to a strong and focused mass management solution,” Mr Hewett said.

These systems help transport operators to optimise and manage vehicle axle load weight in real time to improve productivity.

“Today our customers can now invest in a type-approved (Type A) OBM system that will provide operators the means of managing heavy vehicle mass more effectively,” Mr Hewett added.

Visit Airtec at: www. airteccorporation.com to find out more about its product range, including its 89AXM series OBM system model.

For more information on OBM type-approval or the National Telematics Framework, please contact TCA, phone: (03) 8601 4600 or email tca@tca.gov.au or visit: www.tca.gov.au

NEW ROAD INFRASTRUCTURE MANAGEMENT APP COMING SOON Road Infrastructure Management (RIM) is a new application of the National Telematics Framework.

RIM introduces a new way of collecting road use data through telematics, which can improve road maintenance, planning and investment decisions.

Heavy vehicle operators will soon have an opportunity to opt in to the RIM app.

Through RIM, road infrastructure managers can: • Get de-identified telematics data about heavy vehicle use on the road network • Make better investment decisions on road use through specialised reports

Vehicle data to TCA TCA de-identifies vehicle data TCA publishes road use reports

• Have a single point of access for valuable telematics road use data.

Visit TCA’s website for further information: www.tca.gov.au/new-applications Look out for more information on RIM, or talk to us – call TCA directly on (03) 8601 4600.

ACRS (Australasian Certification Authority for Reinforcing and Structural Steels Ltd) has introduced a new end-to-end traceability scheme for steel to provide a uniform assessment framework across the supply chain. The scheme extends existing traceability provisions in the ACRS product certification scheme between steel mills, and the subsequent steel processing and fabricating â&#x20AC;&#x201C; and includes provisions for fabricators, fastener suppliers, traders, distributors and stockists.

SPECIAL FEATURE

A

fter extensive consultation and trails, ACRS has recently completed the first certification to its new traceability scheme.

The ACRS traceability scheme marries well-established European practices with Australian and New Zealand requirements, and connects seamlessly with the existing ACRS product certification scheme (which itself is built on the UK version of the EU model).

Speaking about the new scheme, ACRS Chief Executive, Philip Sanders, commented: “The new ACRS steel traceability scheme was developed to meet consumer demand to address concerns of unauthorised mixing of steel supplied into projects, including supply based false 'equivalency' to AS/NZS, which has also become a significant issue."

“Materials’ traceability is essential if you are to avoid substitution of the specified materials in whole or part with materials of unknown conformity (even if you can identify the manufacturer).”

“Traceability is especially important to avoid mixed supply of compliant and noncompliant materials.”

“Unfortunately, most available guides and tools, whilst calling up product certification as one option, do not provide for a critical component of product compliance traceability. Traceability is especially important to avoid mixed supply of compliant and non-compliant materials,” Philip said.

“The ACRS traceability scheme applies the same level of traceability control to distributors, traders, fastener suppliers and stockists as required by other ACRS certificate holders. This provides specifiers, purchasers, and customers with valuable additional confidence in their delivered steel materials,” he added.

Steel reinforcing processors, mesh manufacturers (both to AS/NZS 4671), and structural steel welded beam manufacturers (to AS/NZS 3679.2) that hold ACRS certification already follow ACRS’ traceability requirements from the certified steel mill, through the ACRS certified rebar processor or steelwork fabricator.

SO WHY CHOOSE THE ACRS TRACEABILITY SCHEME CERTIFICATION?

easiest, and most comprehensive system available for approval authorities, steel suppliers, and the public.

Increasing Demand

Protecting Reputation

Compliance mandates are increasing – as are the associated costs of fines for noncompliance. For instance, traceability is integral to the international quality standard, ISO 9001 and to the recently released Steelwork Fabrication and Erection Standard, AS/NZS 5131. Customers are also demanding better clarity and confidence that materials supplied to their projects are compliant.

ACRS simple end-to-end certification, including traceability, provides the clearest,

With competitive pressures on the rise and consumer confidence becoming harder to earn and maintain, steel suppliers are finding that now, more than ever, there is a need to protect their brands and reputations. ACRS expert product certification scheme provides the best available protection for compliant steel product suppliers and differentiates them clearly and effectively from non-compliant competitors.

WHY IS TRACEABILITY SO IMPORTANT? Traceability is a crucial ability for quickly and effectively investigating customer complaints and managing potential product recalls. This links directly to improved quality and product consistency and compliance.

In addition, traceability certification helps identify any root causes of defective products so they can be isolated, and any supplier issues dealt with effectively.

It's often the case that this chain of traceability breaks down within complex manufacturing processes, which is why it's so important to focus on this particular area of the value chain.

Finally, mistakes can sometimes happen, where products are inadvertently mixed and dispatched to an unsuspecting customer.

June/July 2019 | Highway Engineering Australia 45

SPECIAL FEATURE

This benefit will be significantly enhanced

by ACRS traceability certification of trading, and distribution sources, where appropriate.

Increasing Customer Satisfaction and Safety In the event a problem occurs, manufacturers are able to minimise the impact by only recalling those items with the specific serial numbers that were built with the faulty component, material, or process, significantly reducing expenses, customer impact and reputational damage.

ACRS certification of products and traceability of materials substantially reduces the likelihood of supply of non-compliant materials.

Improving Internal Quality Controls Internationally, suppliers are turning to traceability solutions to help close some of the information gaps which exist in increasingly disparate, global supply chains, to track data and to meet customer safety and demand requirements.

ACRS rigorous assessment, delivers the most comprehensive system available, enabling suppliers to refine and improve their systems.

How do I apply, or ask questions?

Simply contact ACRS at: info@steelcertification.com or phone +61 02 9965 7216 for a no-obligation discussion.

INDEPENDENT, EXPERT, THIRD-PARTY CERTIFICATION The only way to be truly sure that the materials being used conform fully with the appropriate Australian and New Zealand Standards and are fit for purpose, is through independent, expert, third party validation and certification.

ACRS provides a fully independent, expert assessment and certification for both Australian and internationally sourced construction steels, including reinforcing steels, structural steels and prestressing steels.

All ACRS auditors are fully qualified metallurgists with many years of experience working with steels.

ACRS certification makes checking for compliance with the relevant Australian and New Zealand Standards easy. It demonstrates INDEPENDENTLY and EXPERTLY that the supplier consistently meets the Standards stated on the certificate.

1246 Construction Australia • June/July 2019 HighwayEngineering Engineering Australia | June/July 2019

“All ACRS auditors are fully qualified metallurgists with many years of experience working with steels.”

By using ACRS certified construction steels, builders and contractors can be confident that they are getting the AS/NZS compliant materials that they ordered, and engineers and building certifiers can be confident that steel meets the requirements of the Building Code and associated Standards.

Beyond checking the supplier’s ACRS certificate, product markings and tags, there’s no need for you to make any further checks on ACRS certified materials.

• No more checking materials properties against technical specifications; • No more checking batch numbers against the test certificates.

In addition to factory production control audits and independent testing, the ACRS scheme provides regular review and analysis of all products manufactured and supplied by the certified supplier. This makes matching material to conformity documentation simple and effective for the customer and for any verifier.

ACRS' Product Certification Scheme provides certification of reinforcing and prestressing steels, structural steels and associated products against a wide range of applicable Australian and New Zealand Standards and specifications.

AREN’T TEST CERTIFICATES THE SAME THING? Test Certificates, ARE NOT the same as ACRS independent certification. Test certificates from the supplier are simply a “snapshot” of the manufacturer’s own test results of the material on the certificate, not its regular supply.

ACRS certification demonstrates INDEPENDENTLY and EXPERTLY that the supplier manufactures consistently to the Standards stated on the certificate.

Unless you are going to check and validate EVERY single test certificate against EVERY delivery, you should check the ACRS certificates for the manufacturer and supplier instead.

For further information about the validity of certification for any materials being supplied into your project, please visit the ACRS website: www.steelcertification.com, or contact ACRS on (02) 9965 7216.

ACRS ‘END-TO-END’ TRACEABILITY What Does End-to-End Really Mean?

Enhancing the ‘Chain of Certification’

When we say ‘end-to-end’, we're talking about the ability to track information on all raw materials, components, and associated processes across the supply chain, including the design, manufacturing, supply, and delivery phases. ‘End-to-end’ traceability is directly comparable to ACRS product certification scheme’s cornerstone ‘All Products, All Locations rule’ which has provided market confidence in steels supplied under ACRS product certification for nearly 20-years.

Construction steels manufactured to AS/NZS Standards can be rendered non-conforming by poor transformation, e.g. through such processes as cutting, bending and welding.

Certification systems that only assess the mill of manufacture do not provide for validated performance to Standards of the as-delivered product.

In steel reinforcing materials, the ACRS scheme, through its certification of steel reinforcement (“rebar”) processors

and the mills of manufacture, provides a rigorous mechanism for “bookending” the manufacture and transformation. This 'chain of certification' provides a vital link between the steel manufacturer and the construction site.

For any steel to be ACRS certified, it must have been manufactured by an ACRS Certified supplier. Any break in the ‘chain of certification’ of the mill and the processor means the steel delivered to site is not ACRS certified.

ACRS Reinforcing Steel Chain of Certification Casting Mill

Steel Maker

D-Bar/Coil D-Bar Manufacture (including Traceability)

Steel Reinforcing Cutting, Bending and Welding (including Traceability)

Ancillary Products - e.g. couplers (including Traceability)

Rod Coil Manufacture

Rod Coil Manufacture

Wire Manufacture (including Traceability)

PC Wire and/or Strand Manufacture (including Traceability)

Mesh Manufacture (including Traceability)

Trader, Distributor, Stockist

Trader, Distributor, Stockist

TRACEABILITY

TRACEABILITY

For reinforcing steels, ACRS certifies BOTH the steel mill that manufactures the steel AND the steel reinforcement processor and mesh supplier.

Verification of the outputs of both these supply streams is essential for any steel reinforcing materials claiming to conform with the Standards.

ACRS Structural Steel Chain of Certification Casting Mill

Steel Maker

Strip Manufacture

Rolled Plate, Floorplate & Slab Manufacture (including Traceability)

Structural Steel Bar and Section (including Traceability)

Hollow Section Manufacture (including Traceability)

Ancillary Products - e.g. bolts (including Traceability)

Welded Section Manufacture (including Traceability)

Fabricator, Trader, Distributor, Stockist

Fabricator, Trader, Distributor, Stockist TRACEABILITY

Fabricator, Trader, Distributor, Stockist TRACEABILITY

Fabricator, Trader, Distributor, Stockist TRACEABILITY

TRACEABILITY

For structural steels, ACRS certifies the steel mill of manufacture, who must actively demonstrate traceability of their supply to the steel distributor.

ACRS is working with Steelwork Certification Australia to develop “end to end” certification from mill to site that will provide confidence in fabricated structural steels from the purchase of verified steel from ACRS certified mills right through to delivery of the finished fabricated steel to the project site.

NATIONAL PRECAST FEATURE

THE PRECAST BENEATH THE PLANES PROJECT: Brisbane’s New Runway, Brisbane Airport PRECAST MANUFACTURER: Humes Australia CLIENT: Brisbane Airport Corporation CONTRACTOR: CPB Contractors, BMD Group ENGINEER: McConnell Dowell As the largest aviation project in Australia, Brisbane’s new runway system will allow parallel runways to operate simultaneously. Below it lie high strength concrete pipes and box culverts manufactured by National Precast member Humes.

Selected for their durability and longevity, the precast elements will stand up to the stateof-the-art design of the runway as they support the safe landing and departure of more than 227,000 flights each year.

The project’s 3.3 kilometre long and 60 metre wide main runway will double the airport’s capacity, and will be supported by 12 kilometres of taxiways, navigational aids, airfield infrastructure. This extra capacity is predicted to deliver $5 billion per year in regional economic benefit, as well as almost 8,000 jobs, by 2035.

The $1.3 billion project is expected to lead to increased choice in airlines, destinations and flight times. Forecasts estimate that passenger numbers are likely to grow from 22.7 million passengers in FY17 to around 50 million by 2035.

Completed mid-2015, phase 1 of the project comprised the ground improvement works.

Phase 2, the construction of the runway system and airfield infrastructure, is currently underway.

48 Highway Engineering Australia | June/July 2019

According to National Precast CEO Sarah Bachmann, precast pipes and culverts are usually the first choice for projects of such an important nature as this one. In this instance, an extensive network of pipes and culverts are being used to transport water and sewage under the runway system and associated infrastructure.

“There’s no more durable product than reinforced concrete pipes. They’re the strongest pipe on the market and can be designed to meet any load requirements, which in this case, is especially critical,” says Ms Bachmann. "What's more, they won't rust, move or deflect."

"With an increased focus on whole of life value of assets, it’s easy to understand why concrete pipes, with a proven track record over almost 200 years, are specified for major infrastructure projects,” she says.

“Sustainability is also a consideration with asset holders. And by that I mean consideration of not only the environment, but of people and the economy too."

"Long life spans and reliability are minimum

Due for completion in mid-2020, the new 3.3 kilometre long, 60 metre wide main runway will double Brisbane airport’s capacity.

requirements - along with value, efficiency, durability and performance.”

“As well, installation of concrete pipes is straightforward. That also delivers a speedy programme,” Ms Bachmann added.

Work began on constructing the runway in 2017 and the project is on track for completion in 2020.

THE PROVEN TRACK RECORD OF CONCRETE PIPES

While concrete pipes dating back to Roman times have been discovered in the United Kingdom, the oldest modern-day concrete pipe installation is a sanitary sewer in New York that was installed in 1842. The concept came to Australia in 1910, when a world first – the centrifugal-spun reinforced concrete pipe - was invented by the Hume brothers. The pipes are still manufactured today by the company we now know as Humes.

Below: Selected for their durability and longevity, the reinforced concrete pipes from Humes Australia will stand up to the critical load requirements.

Image © Kim Wirth

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ACA CORROSION FEATURE

Auckland Harbour Bridge is a steel truss and box girder design. For many years, the maintenance of this bridge involved a continuing program of painting, but the change to a moisture cured urethane in the late 1990s gives approximately a 20-year lifespan before the bridge needs to be repainted.

THE IMPACT OF CORROSION ON BRIDGE INFRASTRUCTURE Throughout the Asia Pacific region there are tens of thousands of bridges and related road and rail infrastructure. The variety of designs and construction material used to build these assets present a wide range of challenges to the people charged with managing and maintaining them. Degradation of bridges is caused by many different factors including corrosion and other stresses from both the environment and heavy vehicles passing over them.

In Australia, the yearly cost of asset maintenance is estimated to be approximately $32 billion. Avoidable corrosion damage accounts for $8 billion of this and continues to have a major economic impact on industry and the wider community. The proportional costs and impact of corrosion are similar for most countries in the Asia Pacific region.

Corrosion will affect all types of metals to varying degrees of severity and speed.

Unless comprehensive management plans are developed and implemented, steel and other metals will 'rust' and reinforced concrete will spall and crack. Corrosion can be prevented or minimised by either 'isolating' the material from its environment with some sort of coating or implementing an active intervention system such as cathodic protection.

The environment and prevailing climatic conditions also contribute to the degradation

52 Highway Engineering Australia | June/July 2019

of bridges. The largest cities in the region are either in coastal or tropical zones, with some even exposed to the combination of both. Bridges in Darwin and Brisbane, along with many other cities throughout the region, can be impacted by extreme wind speeds of tropical storms in addition to the high levels of airborne salt found in coastal locations.

Harsh environments - especially with high chemical levels or extreme temperatures - can accelerate rates of corrosion.

Bridges also carry massive loads from moving vehicles which impose vibrational and other stresses onto structures. Approximately 200,000 cars and trucks cross Melbourne's Westgate Bridge each day, making it one of the country's busiest road corridors. Sydney's Harbour Bridge carries 160,000 vehicles each day between North Sydney and the CBD as well as 204 trains. The Auckland Harbour Bridge carries a similar volume of road traffic, although it is estimated that half the people crossing the bridge in the morning peak hour are on buses.

The owners and managers of these assets must ensure that bridges are safe, while maintaining acceptable levels of service for the duration of the expected life of the asset.

If appropriate asset management strategies are implemented, it is possible to restore an asset to near its original condition and maintain its functionality for the remaining

service life and, possibly, even beyond.

Working with industry and academia to research all aspects of corrosion, the Australasian Corrosion Association Inc. (ACA) provides an extensive knowledge base that supports best practice in corrosion management, thereby ensuring all impacts of corrosion are responsibly managed, the environment is protected, public safety enhanced and economies improved.

Recognition of the need to effectively maintain road and rail infrastructure is increasing. An illustration of this is the announcement by the Australian Federal government of further funding of its national Bridges Renewal Program. Darren Chester, former Federal Minister for Infrastructure and Transport, said that the Australian Government's funding would see an additional 186 projects added to the replacement or upgrade work being carried out on 201 bridges already. The new funding is in addition to the $216 million already committed under the first two rounds of the program.

Another was the initiation by Raed El Sarraf, Corrosion and Asset Integrity Consultant with WSP Opus in New Zealand, of a Big Bridges Workshop in 2017 that was held in Sydney and attended by representatives of the stakeholders in the larger, iconic bridges in the region, including

ACA CORROSION FEATURE

the Sydney Harbour Bridge, Auckland Harbour Bridge, Brisbane's Story Bridge and Melbourne's Westgate Bridge.

The two most common causes of concrete corrosion are carbonation and chloride or 'salt attack'. The alkaline (high pH) conditions in concrete forms a passive film on the surface of the steel reinforcing bars, thus preventing or minimising corrosion.

Reduction of the pH caused by “carbonation” or ingress of chloride (salt) causes the passive film to degrade, allowing the reinforcement to corrode in the presence of oxygen and moisture. Leaching of the alkalinity from concrete also lowers pH to cause corrosion of steel reinforcement. Stray electrical currents, most commonly from electrified traction systems, can also breakdown the passive film and cause corrosion of steel reinforced concrete and prestressed concrete elements.

As reinforcing bars rust, the volume of the rust products can increase up to six times that of the original steel, thus increasing pressure on the surrounding material which slowly cracks the concrete. The most exposed elements usually deteriorate first and it may take 5 to 15 years for the effects of reinforcing steel corrosion to become visibly noticeable.

Cracks eventually appear on the surface and concrete starts to flake off or spall.

'Weathering steel' narrow-gauge rail bridge in New Zealand

Warren Green, Director and Corrosion Engineer at engineering consultancy firm, Vinsi Partners, stated that not all corrosion of reinforcement leads to visible rust staining, cracking, delamination or spalling of cover concrete. Significant section loss can also occur where there is localised pitting or localised corrosion at cracks and surface defects. Ultimately, structural failure may occur without any visible consequences of corrosion on the surface of the concrete. Pits usually start out quite narrow, but with time

coalesce to form larger ones and result in section loss over a greater (anodic) area.

Green stated that various repair and protection technologies and approaches are possible during the lifetime of a reinforced concrete structure, depending on the type of corrosion mechanism. Remedial options available that can slow the rate of reinforcement corrosion include coatings, penetrants, waterproofing, corrosion inhibitors, electrochemical (galvanic anodes) and electrochemical (hybrid treatment).

Centre pylon of the Makatote viaduct in New Zealand prepared for restoration. Image courtesy TBS Group ©2019

June/July 2019 | Highway Engineering Australia 53

ACA CORROSION FEATURE

There are also remedial options to stop corrosion of reinforcement. These include cathodic protection, electrochemical chloride extraction and electrochemical re-alkalisation.

In addition to the range of repair and protection approaches, the latest concrete structures incorporate new materials and production methods which improve longevity and performance. As a result of the research into concrete additives, construction companies and engineering consultancies have access to all the latest technologies that yield a suite of proactive and reactive processes and procedures to maximise the durability of reinforced and pre-stressed concrete.

The physical aspects of applying a coating or repairing a section of steel or concrete present their own challenges for owners and operators of bridges. The towers and stays of suspension-type bridges often require staff to have advanced abseiling skills so they can access them. Metal structures usually need specialised equipment and scaffolding to allow workers to safely perform maintenance work.

New Zealand has approximately 2,300 bridges of varying size associated with the country's highways. A large proportion of the bridges are concrete decks on steel frames and supports or pre-stressed concrete structures, in addition to bridges made of conventional reinforced concrete and timber.

According to Willie Mandeno, Principal Materials and Corrosion Engineer with WSP Opus, the maintenance and monitoring of these structures continually adapts to changing conditions and technologies.

The iconic Auckland Harbour Bridge is a steel truss and box girder design. For many years, the maintenance of this bridge involved a continuing program of painting, where applicators started at one end and when they got to the other end, went back to the beginning again. According to Mandeno, this has changed.

“Old oil-based paints became very brittle and could crack then delaminate,” he said.

“In the late 1990s they changed to a moisture cured urethane which gives approximately a 20-year lifespan before the bridge needs to be repainted.”

While the time between recoating is now much longer, it is still necessary to continually monitor the old coatings to ensure adhesion is maintained.

“When re-coating, the ideal is to just replace the top coat,” Mandeno said, “but we usually have to do some maintenance work first, such as cleaning and re-priming of edges and around rivet heads.”

Early solvent-based paints used to contain chromates and lead, along with a range of

54 Highway Engineering Australia | June/July 2019

other hazardous chemicals. “We have had to balance protecting the environment with the reduced performance of water-based coatings,” Mandeno said.

“One solvent-free long-life coating that we now recommend for use in coastal areas is thermal sprayed zinc. One limitation of this material, and the alternative high-build inorganic zinc silicate coatings, is that it is that they are only available in shades of grey.”

Many roads throughout the region are being upgraded to allow for longer and heavier trucks. All road authorities face similar challenges when managing the risks of ageing infrastructure designed to a much lower standard, whilst still providing access for modern heavy vehicles.

Short span structures like culverts are only exposed to one axle group at any one time whereas longer span structures built during the past century are now required to carry substantially more load than they were originally designed for.

In New Zealand, Mandeno stated that many of the older timber rail bridges nearing the end of their useful life are being replaced by 'weathering steel' girder bridges which should provide a longer operational lifespan.

Officially known as “structural steel with improved atmospheric corrosion resistance,” weathering steel is a high strength, low alloy Corrosion mitigation flowchart

steel that, in suitable environments—those not exposed to high levels of salinity and pollutants—may be left unpainted allowing a protective rust “patina” to form and minimise further corrosion. Alloy components such as copper, chromium, silicon and phosphorus form less than two per cent of the steel but it retains appropriate strength, ductility, toughness and weldability so that it can be used for bridge construction.

All structural steel rusts at a rate determined by the amount of moisture and oxygen to which the metallic iron is exposed.

As this process continues, the oxide (rust) layer becomes a barrier restricting further ingress of moisture and oxygen to the metal, and the rate of corrosion slows down.

The rust layer that forms on most conventional carbon-manganese structural steels is relatively porous and flakes off the surface allowing a fresh corrosion cycle to occur. However, due to the alloying elements in weathering steel, a stable rust layer is produced that adheres to the base metal and is much less porous. This layer develops under conditions of alternate wetting and drying to produce a protective barrier which impedes further access of oxygen and moisture. It is possible that if the rust layer remains sufficiently impervious and tightly adhering, the corrosion rate may reduce to an extremely low one.

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EQUIPMENT ACA CORROSION FEATURE FEATURE

identify which vehicles are producing these effects.

It is strongly recommended that a durability plan be developed which then becomes a critical tool in supporting an overarching asset management strategy. The plan should clearly outline likely corrosionrelated risks and agreed mitigation approaches as early as possible in an assetâ&#x20AC;&#x2122;s lifecycle, ideally during the planning and design stage.

ABOUT THE AUSTRALASIAN CORROSION ASSOCIATION 'Weathering steel' girder bridge

It can be relatively simple to calculate loads and stresses on bridges when weights are distributed evenly across the structure, but road authorities also have to deal with heavy and over-dimension loads. Movement of such vehicles requires special planning as there are some roads and bridges that are physically unable to support massive weight concentrated into a small area.

56 Highway Engineering Australia | June/July 2019

Modern technology can assist in managing some structures sensitive to vibration from heavy vehicles. Electronic sensors can be set up to monitor vibrations and other stresses on structures so that a large number of data points are logged that can be downloaded for analysis. Sensors can also be connected to remote cameras that are triggered whenever a threshold vibration level is exceeded to

The Australasian Corrosion Association Incorporated (ACA) is a not-for-profit, membership association, that disseminates information on corrosion and its prevention through the provision of training courses, seminars, conferences, publications and other activities.

The vision of the ACA is that corrosion is managed sustainably and cost effectively to ensure the health and safety of the community and protection of the environment.

For further information, visit: www.corrosion.com.au

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ACRS - The Australasian Certification Authority for Reinforcing and Structural Steels Ltd

Have confidence in the conformity of your steel... Wherever itâ&#x20AC;&#x2122;s from!

With the building products being used on construction sites now sourced globally, the importance of independent, expert technical validation of materials conformance has never been greater.

It's simply not enough to think just because steel has been ordered to an Australian or New Zealand Standard that the delivered product will automatically conform with Standards and be fit for purpose - even if it comes with a test certificate.

ACRS certification makes checking for steel compliance with Australian and New Zealand Standards easy. ACRS manufacturer and supplier certificates demonstrate INDEPENDENTLY and EXPERTLY that the manufacturer, processor or supplier consistently meets the Standards stated on the certificate.

www.steelcertification.com

Ph: (02) 9965 7216 | E: info@steelcertification.com ABN: 40 096 692 545

ACRS - Independent, Expert Third Party Certification & Verification of Reinforcing, Prestressing and Structural Steels for Compliance with Australian and New Zealand Standards