FEBRUARY 2020
& INFRASTRUCTURE
ASPHALT EVOLUTION
Citywide Joint Venture General Manager Darryl Byrne launches new lowemissions asphalt plant.
BUSTING CONGESTION IN WA Interview with WA Transport Minister Official media partners of
CONTRACT COLLABORATION Experts dissect adversarial contracting
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FEBRUARY 2020 CONTENTS
& INFRASTRUCTURE UP FRONT
TECH & EQUIPMENT
PROJECT REPORT
34 Growing RDO We talk to RDO Group Australia CEO Julie Whitcombe ahead of a year of growth.
13 Collaborative contracting Experts say infrastructure cost blow-outs are leading to adversarial contract arrangements.
19 North East Link We provide a snapshot of Victoria’s largest road infrastructure project.
32 2D or 3D? Position Partners details the difference between 2D and 3D excavator machine control.
46 Virtual reality construction The Melbourne Metro Tunnel project is using virtual reality to induct construction workers. 48 Eyes on Australia Marco Assorati shares his views on risk sharing and adaptable infrastructure.
ENVIRONMENT & SUSTAINABILITY
AAPA
36 Cat fleet Australian Pavement Specialists has a full fleet of Cat pavers for quality and consistent brand identity.
24 AAPA member profile Dante Cremasco from Downer reflects on industry changes.
38 Radar future Compact radar sensors are providing reliable measurements for the infrastructure sector.
SAFETY
INFRASTRUCTURE IN FOCUS
54 Covering unique risks UAA details its mobile plant machinery equipment insurance for the unique risks of road construction.
22 Pondering plastic An Austroads report looks at the pros and cons of recycled plastic roads.
COVER STORY
26 Low-emissions asphalt Citywide, in a JV with Fulton Hogan, has opened a new asphalt plant to service contractors.
ASPHALT IN ACTION
40 Stormwater management Sunshine Coast Council is taking steps to better inspect its assets when a major storm hits.
28 Oscillation rolling HAMM oscillation technology helps contractors achieve maximum compaction on sensitive jobs.
42 Rita Saffioti WA Transport Minister discusses the government’s congestion priorities.
30 Flying high SAMI Bitumen binders have been laid to improve rutting resistance at a newly upgraded WA airport.
44 Instant road Transport for NSW explains the instant road it created after the Bunnerungee Bridge closure.
50 Rubber hits the road CEO Jim Fairweather discusses the impacts of a new crumb rubber asphalt trial.
52 Safety at speed A Hummingbird GPS Speed Switch is reducing human error for machinery.
PROMOTIONAL FEATURE
56 Humma pick and carry crane DRA Group is bringing Humma cranes to the road construction industry. .
EVENTS
57 WA Major Projects Conference The conference will give a range of WA infrastructure project updates.
ARRB THOUGHT LEADERSHIP
58 Blameless investigations ARRB explores the role infrastructure plays in preventing crashes.
REGULARS
4 Editor’s note 6 News
Inside the Melbourne Metro Tunnel project.
roadsonline.com.au
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& INFRASTRUCTURE
FIXED PRICE, FIXED OUTCOME IN AN INTERVIEW WITH THE WASHINGTON POST in 2014, Jim Yong Kim, the former President of the World Bank, was asked about the challenges of bringing about large cultural and organisational shifts. At the time, he said the culture of the World Bank was broken, with risk aversion and a lack of trust in the organisation. Many people told him he couldn’t achieve change in a “supertanker” bureaucracy but he fundamentally rejected the idea. With 189 member countries, staff from more than 170 countries and offices in over 130 locations, Kim has been credited with supporting large infrastructure projects across Asia, Africa and South America. His sudden resignation at the beginning of 2019 came as a shock to shareholders, and while views on his legacy are mixed, having the audacity and vision to change deeply engrained practices is in itself an achievement. Changing the modus operandi of contracting to a more collaborative model is therefore a timely conversation to have. It comes after a string of high-profile infrastructure project cost blowouts, leading to buck-passing between industry and government. However, experts believe its time for a change. Scott Langdon, of KordaMentha Restructuring, argues a more collaborative model is needed on page 13, and suggests that inappropriate risk allocation goes back generations. He believes 100 per cent of construction in fixed price, fixed outcome contracts often leads to all risks being borne by the contractor, who is a relatively asset light entity. The Grattan Institute in 2016 likewise analysed 836 projects valued at $20 million or more which were planned and built since 2001. It found 90 per cent of cost overruns were explained by 17 per cent of projects that exceed their promised cost by more than half. The Productivity Commission in 2014 report highlights that governments are sometimes weak at determining what, where and when infrastructure projects should be scoped and constructed. The report attributes this to deficiencies in using coherent decision-making frameworks to assess a portfolio of potential projects, citing inefficient risk allocation between public and private partners. Early engagement and alliance-style models of contracting are proving in many cases that it is possible to change the modus operandi, but it requires strong leadership from the principal and initiatives from both parties to work collaboratively. As one example, Victoria has shown a willingness to embrace more alliance styles of contracting. The Level Crossing Removal Business Case highlights the alliance model is best suited to project options with a large number of stakeholder interfaces, often with competing interests. While there is no one-size-fits-all approach to contracting and each case is nuanced, governments and contractors on multibillion dollar projects can heed the words of Kim: “If you know you’ve got to change something, there’s no reason to wait.”
Toli Papadopoulos Managing Editor, Roads & Infrastructure Magazine
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ROADS FEBRUARY 2020
PUBLISHER Christine Clancy christine.clancy@primecreative.com.au MANAGING EDITOR Toli Papadopoulos toli.papadopoulos@primecreative.com.au JOURNALISTS Lauren Jones lauren.jones@primecreative.com.au Holly Keys holly.keys@primecreative.com.au DESIGN PRODUCTION MANAGER Michelle Weston michelle.weston@primecreative.com.au ART DIRECTOR Blake Storey DESIGN Kerry Pert, Madeline McCarty BUSINESS DEVELOPMENT MANAGER Brad Marshall brad.marshall@primecreative.com.au CLIENT SUCCESS MANAGER Justine Nardone justine.nardone@primecreative.com.au HEAD OFFICE Prime Creative Pty Ltd 11-15 Buckhurst Street South Melbourne VIC 3205 Australia p: +61 3 9690 8766 f: +61 3 9682 0044 enquiries@primecreative.com.au www.roadsonline.com.au SUBSCRIPTIONS +61 3 9690 8766 subscriptions@primecreative.com.au Roads & Infrastructure Australia is available by subscription from the publisher. The rights of refusal are reserved by the publisher. ARTICLES All articles submitted for publication become the property of the publisher. The Editor reserves the right to adjust any article to conform with the magazine format.
COPYRIGHT
Roads & Infrastructure Australia is owned and published by Prime Creative Media. All material in Roads & Infrastructure Australia is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without the written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information, Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. The opinions expressed in Roads & Infrastructure Australia are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
NEWS
$1B TO REBUILD NSW INFRASTRUCTURE FOLLOWING BUSHFIRES Premier Gladys Berejiklian and Treasurer Dominic Perrottet have announced $1 billion over the next two years to rebuild bushfire-impacted communities across NSW. The funding will prioritise the repair and rebuilding of vital infrastructure including roads, rail lines, bridges, schools, health facilities and communications facilities. “The bushfire season is far from over but we know how important it is for communities to start the recovery process where possible,” Ms. Berejiklian said. The NSW and Federal Governments also announced $33 million will be immediately distributed to councils across the state which have been severely impacted by bushfires. Minister for Local Government Shelley Hancock has guaranteed that the state government will distribute funds to councils within one business day following it clearing the state’s bank account. “We will not delay in distributing these funds to councils most in need,” Ms. Hancock said. Each council will receive $1 million and a further $18 million will be distributed at
Funding will prioritise the repair and rebuild of vital infrastructure.
the discretion of the new National Bushfire Recovery Agency. “This funding is essential and will allow councils to start the reconstruction of local infrastructure, including roads, bridges and community facilities,” Ms. Hancock said. “Councils will also be able to use these funds to employ additional local staff to help coordinate and expedite the building effort.” Ms. Berejiklian said following initial discussions with the Federal Government, it has been confirmed that the Federal Government contribution will focus on
direct payments to individuals, small business and local councils. “The NSW Government’s focus will be to rebuild and where appropriate, improve the infrastructure,” Ms. Berejiklian said. The $1 billion funding will help to ensure recovery work can commence promptly. This announcement is on top of the NSW Government’s disaster assistance funding for this bushfire season of up to $231 million already committed. This includes: • $166 million to fight fires on top of the record 2019-20 RFS Budget • $25 million to facilitate the clean-up of both insured and uninsured homes damaged or destroyed by the fires • $23 million for grants of up to $15,000 for primary producers and small businesses to assist with clean-up and the replacement of infrastructure • $6 million for additional mental health services for individuals, community groups and emergency services personnel • $11 million to fund the Economic Recovery and Community Resilience Grants Program.
CONTRACTOR CLOSE TO COMPLETING $1.02B NORTHLINK WA NorthLink WA’s third and final section from Ellenbrook to Muchea is progressing towards completion. CPB Contractors and Main Roads WA are now completing the finishing components of Western Australia’s biggest-ever road initiative. The final section is set to open in early February 2020. To accomodate works on local roads at the Neaves Road Connection and the construction of the Principal Shared Path, the opening date has been moved from the end of 2019 to the February. CPB Contractors is also working to finalise livestock fencing, traffic barriers and lighting to ensure the new highway is as safe as possible upon opening. The northern and final section includes a dual carriageway between Maralla 6
ROADS FEBRUARY 2020
Road and Muchea, interchanges at Stock Road, Neaves Road and Brand Highway, a deviation at Brand Highway and flyovers at Muchea South Road and the railway at Ellenbrook. Federal Minister for Population, Cities and Urban Infrastructure Alan Tudge said the delivery of the $1.02 billion NorthLink WA initiative is the result of years of cooperative work. The well-known project is the result of an $820 million contribution from the Federal Government and $204 million from the WA Government. WA Minister for Transport and Planning Rita Saffioti said a massive amount of work has gone into NorthLink WA since it started and many Western Australians will benefit from this new addition to the road network.
Contractors are finalising livestock fencing, traffic barriers and lighting.
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NEWS
The Level Crossing Removal Authority awarded six level crossing removal contracts in January. This brings the total number of level crossing removals under contract to 50, with 30 already removed and 20 in construction or planning. The $744 million contract for work at Edithvale, Chelsea and Bonbeach has been awarded to an alliance of Lendlease, Acciona Coleman Rail, WSP and Metro Trains Melbourne, with work to start in 2020. The contract will see sections of the Frankston Line lowered, removing five crossings at Edithvale Road in Edithvale, Station Street in Bonbeach, and Argyle Avenue, Chelsea Road and Swanpool Avenue
in Chelsea. New, safe, accessible stations will be built at Edithvale, Chelsea and Bonbeach, and will reflect the coastal look and feel of the area. This comes after feedback from community consultation on station design. In the south east, an alliance of Fulton Hogan and Metro Trains Melbourne was awarded the $166 million contract to remove the Clyde Road level crossing in Berwick. This will see the road lowered under the Pakenham Line to reduce congestion for the 22,000 drivers using the crossing daily. These contract awards have kept the Level Crossing Removal Project on track for its goal of removing 75 level crossings by 2025.
The Level Crossing Removal Project is on track for its goal to remove 75 by 2025.
Image from the Level Crossing Removal Project
SIX LEVEL CROSSING REMOVAL CONTRACTS AWARDED TOTALLING NEARLY $1B
CONSORTIUM BEGINS CONSTRUCTION OF $237M BRIDGE ON KWINANA FREEWAY The construction of a new bridge over the Kwinana Freeway at one of Perth’s most congested areas is now underway. The $237 million Armadale Road to North Lake Road Bridge, jointly funded by the federal and Western Australian governments, is being delivered by the Armadale Access Alliance. The alliance comprises Laing O’Rourke and BG&E in partnership with Main Roads WA. The project will involve a bridge constructed to connect the recently upgraded Armadale Road with North Lake Road and is expected to be complete in 2021. Around 55,000 vehicles use the existing Armadale Road to Beeliar Drive
Bridge daily. The new North Lake Road bridge will aim to relieve pressure on traffic while improving access to the freeway and train station carpark. In addition, the project includes an upgrade to Armadale Road from Tapper Road to Kwinana Freeway, with a new bridge passing over the Tapper intersection, and under the intersection of Solomon Road via a trench structure. Local roads will also be reconfigured with two new roundabouts to maintain connectivity. For users of public transport, the project will aim to improve access to and from Cockburn Central Train Station by alleviating heavy congestion around the station car
park during peak times. Western Australian Minister for Transport Rita Saffioti said the Armadale Road to North Lake Road Bridge project complemented nearby road projects. “The Armadale Road to North Lake Road Bridge project will tackle long wait times at one of the state’s busiest intersections, rated the fifth most congested intersection in 2016,” Ms. Saffioti said. “The Armadale Road-North Lake Road Bridge will work hand in hand with our other southern suburb road projects and will provide better access to Cockburn Station when it becomes a junction for the METRONET Thornlie-Cockburn Link.”
The Armadale North Road to North Lake Road Bridge is jointly funded by the federal and state governments.
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NEWS
RECYCLABLE MATERIALS USED ON $354M REGENCY TO PYM STREET PROJECT South Australia is using 100 per cent recyclable materials to seal parts of its $354 million Regency to Pym Street project. Infrastructure Minister Stephan Knoll said over 110,000 plastic bags, 324 kilograms of recycled canola oil, 2500
printer cartridges and 207 tonnes of recycled asphalt were used to seal the project’s construction office car park. “The Regency to Pym Project is a $354 million piece of the North-South Corridor puzzle that will create hundreds of jobs
The project will also support a trial of plastic into the asphalt mix on a section of road pavement.
per year and will mean motorists will not have to stop at a single traffic light between the River Torrens and Gawler,”Mr. Knoll said. “The project will also be supporting a trial of plastic to the asphalt mix on a section of road pavement and will be exploring further opportunities to use recyclable materials on other aspects of the works.” According to Mr. Knoll, the project saved 9.4 tonnes of carbon dioxide by using recycled materials, which is equal to taking nine cars off the road. Environment Minister David Speirs said South Australia would continue to lead the nation in sustainable waste management. “South Australia has been a nation leader in waste management, pioneering container deposit legislation, banning plastic bags and being the first mover as we look to remove single-use plastics.” He added the state government was leading by example, exploring innovative ways to reduce its footprint.
The contract with the NEWest Alliance has now been signed to build 32 kilometres of additional rail to Perth’s network. The Public Transport Authority will work with the preferred alliance of CPB Contractors and Downer to deliver the Yanchep Rail Extension and ThornlieCockburn Link projects under a bundled contract arrangement. The whole project is expected to create 3000 jobs, with the final cost confirmed at $716 million. The Western Australian Government has contributed $366 million and the Federal Government will contribute $350 million. The revised cost reflects the complexity of relocating third party infrastructure, ensuring the jobs created are competitively paid, minimising network disruption and meeting environmental requirements. Savings from the Railcar project are expected to offset the revised cost. Major construction is 10
ROADS FEBRUARY 2020
Major construction is expected to be complete in 2022 with trains running from 2023.
expected to be completed in 2022 and train services will operate in 2023. Main Roads WA is now working to widen and lengthen the Karel Avenue Bridge. This will make room for the additional rail lines. Works on the Kwinana Freeway widening project are underway and these will integrate with the works on the Mandurah Line. The 17.5-kilometre Thornlie-Cockburn
Concept image for Ranford Road Station by METRONET
CONTRACT SIGNED WITH NEWEST ALLIANCE FOR $716M THORNLIE-COCKBURN LINK
Link will be the first time two rail lines are connected in Perth. It will include two new stations at Ranford Road and Nicholson Road to better service Perth’s southern suburbs. The 14.5-kilometre Yanchep Rail Extension will have three new stations at Alkimos, Eglinton and Yanchep to offer those living or working in Perth’s growing northern suburbs with an alternative travel choice.
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UP FRONT
BREAKING CONTRACTUAL
HABITS
INFRASTRUCTURE COST BLOW-OUTS ARE CONTRIBUTING TO ADVERSARIAL CONTRACT DISPUTES, EXPERTS SAY. ROADS & INFRASTRUCTURE EXPLORES THE NEED FOR MORE COLLABORATIVE MODES OF CONTRACTING.
O
ver the past 15 years, Australian governments have spent $28 billion more on transport than they told taxpayers they would, according to a 2016 Grattan Institute report. There are multiple factors that could mean cost blowouts are unavoidable – unexpected weather, ground conditions and community objections, to name a few. However, when analysing all 836 projects valued at $20 million or more and planned and built since 2001, the Grattan report found 90 per cent of cost overruns were explained by 17 per cent of projects that exceeded their promised cost by more than half. While the study paid focus to project costing estimates by governments, project governance is an equally important factor to ensuring projects remain on time. The Productivity Commission in 2014
report highlights that governments are sometimes weak at determining what, where and when infrastructure projects should be scoped and constructed. The report attributes this to deficiencies in using coherent decision-making frameworks to assess a portfolio of potential projects, citing inefficient risk allocation between public and private partners. When costs and delays reach melting point, there’s been a tendency for aggrieved parties to turn to litigation.
While cost blowouts are nothing new, experts believe the nature of adversarial contracting is continuing to enable behaviours not in the best interests of all parties. THE MODUS OPERANDI OF CONTRACTING Scott Langdon, a partner at KordaMentha Restructuring, says an opportunity exists to change the way we think about the contractor-principal-subcontractor relationship. He calls for a bespoke approach to construction contracts.
Experts argue inappropriate risk allocation goes back generations making adversarial behaviour habitual. roadsonline.com.au
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“NO TWO PROJECTS ARE THE SAME AND SO ONE OF MY BIG CONCEPTS IS THAT WE NEED BESPOKE CONTRACTS FOR THE BESPOKE PIECE OF WORK. IT DOESN’T NEED TO BE AN EPC OR ALLIANCE BUT WE CAN FIND A BESPOKE CONTRACT.”
Scott Langdon says an opportunity exists to change the way we think about the contractorprincipal-subcontractor relationship.
As a restructuring partner, KordaMentha maps the way forward for these parties. KordaMentha Restructuring sees the worst of the situation where project costs reach a crunch point, which Mr. Langdon says typically leads contractors to work together collaboratively. Mr. Langdon says inappropriate risk allocation goes back generations and being combative is therefore in the “modus operandi” (MO) of contractors and principals. “This is something in the last decade that is heavily born from the construction boom where we had massive mega infrastructure projects set up in the mining sector,” Mr. Langdon. “Our MO in Australia is over many generations to go to the lawyer’s office, say we’ve got a problem, issue notices under the contract and fight, rather than focus on constructive resolution.” Mr. Langdon says that contracts need flexibility to account for construction issues, and the MO of contractors and principals needs to be about remedy and solution, instead of arguments. However, if they had done so over the life of the project, he says a lot of litigation and cost blowouts could be alleviated. In some cases, behavioural psychologists have been brought to resolve issues. Mr. Langdon says construction contracts he sees end up in litigation far more often than not. Mr. Langdon says that unfortunately, it’s only at the challenging end when KordaMentha gets involved and there’s high stress and high consequence of decisions that people have the ability to look inward. 14
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As international and local debt funders of infrastructure projects want to de-risk as much as possible, Mr. Langdon says that debt providers end up offering the loan under a fixed price, fixed outcome. These discussions, he says, have led to a spike in engineering, procurement and construction (EPC) contracts, which often leads to blame shifting down various tiers. “A hundred per cent of the risk of the construction is then borne by the contractor, which is a relatively asset light entity,” he says. He says the risk is often then shifted to sub-contractors and consultants, and then passed down. The perfect storm is compounded by multibillion-dollar contracts in a high stakes market where project timelines are crucial. As a consequence, the risk could fall down the bottom end of the chain, opening up the risk of insolvency if the contractor can’t bear the cost. He says things go wrong on a regular basis in mega-infrastructure projects, citing the example of the Sydney Opera House – an asset 1400 per cent overvalued. It was originally forecast to cost $7 million, but in the end cost more than $100 million and took more than 10 years to finish. Mr. Langdon says fortunately government contracts are trending away from EPC contracts in infrastructure as the government is the principal and not reliant on external debt funding. However, each state and territory will take a different approach, with some opting for standard contracts. “Government is willing to take on a little bit more risk … and therefore there has been a trend away, but still an EPC contract is a core contract used in the infrastructure space. “No two projects are the same and so one of my big concepts is that we need bespoke contracts for the bespoke piece of work. It doesn’t need to be an EPC or alliance but we can find a bespoke contract.” He supports the concept of iterative tendering which sees the contractor brought early into the discussion during the
feasibility and design stage to identify the potential risks. Iterative tendering could comprise one-on-one meetings and a brief, allowing contractors to consider the brief and provide feedback on construction challenges, timeframes, risk allocation, authority interface and compliance. This could occur over many months and ensure all contractors understand what they are tendering for. Mr. Langdon says this has potential to build camaraderie and ensure the contractor understands the project better, which leads to more accurate pricing. “If you speak to contractors, when they price risk in, they can price the same project completely differently depending on how desperate they are for the piece of work. “If they have a full book of work, they will price the risk tightly, whereas if they’re scarce of future work, they’re willing to take on more work and price the risk much more aggressively and that’s not a good outcome for the project. The risk should be priced regardless of the appetite of the contract.” Mr. Langdon believes alliance-style contracts, used heavily in the UK, have a greater chance of success than EPC due to the risk allocation provisions in the contract. Carlos Rial, the Chief Executive Officer of the Australian Asphalt Pavement Association, says all projects have certain risks and these risks vary from contract to contract. “We are seeing in some parts of the country a shift from clients, in particular some government bodies, to transfer more and more risk to the private sector. As construction projects are becoming increasingly large, some in the multiple of billions, the ability to understand this risk and price becomes increasingly challenging,” Mr. Rial says. Mr. Rial says that with this we are seeing some providers walk away from pricing projects, leading to a lower competitive market or causing some to overprice the risk or run the gauntlet, hoping not to make major losses. “For simple projects where risk can be quantified easily fixed price/schedule
UP FRONT
projects are appropriate. However, for the most complex jobs risk is best shared between client and contractor,” Mr. Rial says. “Contracting models such as early contractor engagement and alliances have seen teams between the client, designers and contractors tackle the most complex of projects collaboratively, dealing with issues in a best-for-project manner through innovation and collaboration. The alternative can lead to contractual warfare.” He says that all contracting models have their place to deliver good outcomes. Mr. Rial adds that partnering with industry to agree on the most fit-for-purpose model for a given project will lead to the highest quality, lowest price and also maintain a sustainable industry to support clients in the long term.
outcome. It also highlights an issue of a lack of incentives for other participants to contain the cost impact of changes. Additionally, it says the obligations to cooperate don’t really work. It notes that when a project runs into trouble, the benefits to a participant of blaming others and putting its own interests ahead of the project or other participants could soon outweigh any downsides of breaching an obligation to cooperate. That’s despite the fact that commencing legal proceedings to recover losses arising from a breach of obligation is rarely an attractive or effective remedy. The report advocates for more collaborative forms of contracting that embraces a wide and flexible range of approaches to managing the relationship with project owners and participants.
A PwC report attributes the fixed price model to motivating participants to only do the minimum required, even if doing more would result in a better project outcome.
COMMERCIAL MISALIGNMENT In early 2018, Owen Hayford, Partner at DLA Piper and formerly of PricewaterhouseCoopers, produced a report on collaborative contracting. The report links the most significant cause of inefficiencies in the construction sector to a misalignment of commercial interests between project owners and other stakeholders involved in construction project delivery. The report’s delivery was timely as it predated Victoria’s big build, and major project delivery in NSW. It highlights a number of problems with conventional contracting, including allocation of specific project responsibilities and risk to each participant. The report attributes the fixed price model to motivating participants to only do the minimum required, even if doing more would result in a better project
Collaborative forms of contracting incorporate features designed to overcome the misalignment of commercial incentives, including early warning mechanisms, which alert participants of emerging issues. Furthermore, contracts could include governance arrangements that facilitate collective problem solving and decision making and early involvement of the main contractor and key specialist sub-contractors in the design process. Another feature is an agreement for each participant to waive its right to sue any other participant for mistakes, breach or negligence by another participants, except in the case of wilful default. While conventional contacts may incorporate things like early warning mechanisms, the report notes these contracts fail to address the real obstacles to collaboration inherent in conventional
fixed price contracts. Mr. Hayford says with the civil construction sector being overheated, companies are once again looking at more collaborative delivery models with less risk transfer. “I think we’ve seen an uplift in disputes and claims as a consequence of contractors losing money,” Mr. Hayford says. While the model fell out of favour earlier this decade, the report highlights an uplift in government expenditure on public infrastructure in NSW and Victoria will require a collaborative response. “The reason why I put it [the report] together is I could see the sector was beginning to show similar signs to what we saw back in the early 2000s when the mining resources boom was causing demand for civil engineering services to outstrip supply,” Mr. Hayford says. “Owners were struggling to get contractors to tender for fixed price contracts and in that environment we saw a lot of alliance contracting and similar forms of softer contracting arrangements.” He adds that a focus on minimising costs today to win, compete and stay afloat may have discouraged such investments. “The reason why contractors behave why they do and don’t focus on productivity is largely a consequence of government and the way that owners manage and tender their major contracts.” THE ALLIANCE MODEL Mr. Hayford points out the NSW Government released a 10-point plan in June 2018 which included a commitment to procure and manage projects in a more collaborative way. This includes moving away from a reliance on fixed price, lump sum procurement methods and being more open to collaborative contracting models like alliancing. Despite the release of the 10-point plan, he says he hasn’t seen collaborative contracting models flow through into the tender documents that government has been issuing to the market. Mr. Hayford says he has observed a number of alliance style contracts in NSW with cost reimbursement with margin at risk depending on performance against KPIs. But otherwise, he says they are more traditional in nature than an alliance contract with a “no blame” regime and other key features. In Victoria, on the other hand, Mr. Hayford roadsonline.com.au
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“OWNERS WERE STRUGGLING TO GET CONTRACTORS TO TENDER FOR FIXED PRICE CONTRACTS AND IN THAT ENVIRONMENT WE SAW A LOT OF ALLIANCE CONTRACTING AND SIMILAR FORMS OF SOFTER CONTRACTING ARRANGEMENTS.” says that over the last few years, there’s been a greater preparedness to use alliancestyle contracting. In the US, alliance-style contracting is known as Integrated Project Delivery (IDP), which is graining traction. These contracts see the replacement of fixed price with performance-based remuneration regimes, integrated project teams, continuous involvement from all non-owner participants and no blame. The report argues the IPD model is best suited to projects with complex risks, interfaces and stakeholder issues difficult to price and allocate. Its also suited to projects at scale where the additional procurement and contract establishment costs are justifiable, in addition to a range of other complex factors. “Alliance contracting gives government a whole lot of flexibility in terms of how they change the scope of the project, descope it or deal with issues that they haven’t foreseen such as community backlash or the community wanting changes to projects. “Under the alliance you have joint decision making and requirements for unanimous agreement between the owner and nonowner participants.” Mr. Hayford says that while there’s been a greater use of collaborative contracting nationally, less of it has been pure alliance style with a requirement for unanimity as part of the governance arrangements. Additionally, he says more contracts are incorporating adherence to early warning mechanisms. Ultimately, Mr. Hayford’s conclusion is there is no one-size-fits-all approach to contracting and it will depend on a range of factors, including the project owner’s objectives, characteristics of the project and state of the construction market. Mr. Langdon says alliance contracting has potential to lead to better outcomes. He points to a 2009 report by the Department of Treasury and Finance in the Victorian Government that concluded 96 per cent of alliance projects were completed on time or ahead of schedule. The figure is linked to 46 alliance projects which were all valued at 16
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more than $100 million. His key point is that an identify-andremedy first approach from the contractor and principal would mitigate project delays. “My key message is we can work collaboratively. We have it in ourselves to work collaboratively,” Mr. Langdon says. An Infrastructure NSW spokesperson told Roads & Infrastructure in January that a number of NSW Government agencies have adopted collaborative contracting models for a range of projects. For example, Transport for NSW adopted collaborative contracting models in a number of road and rail projects, including the Newell and Barton Highways, Rozelle Interchange (WestConnex 3B), Parramatta Light Rail and More Trains More Services. On questions of whether fixed price contracts have led to cost overruns, the spokesperson said variations in cost on projects are not in themselves caused by the contracting methodology selected. “For example, changes in project scope that respond to stakeholder/community input and issues such as unknown groundconditions and utilities are more directly linked to cost variation on projects. Taking a collaborative approach can occur with fixed price contracts, providing greater scope for the best solutions to be worked through between the government and contractor project teams.” The spokesperson said improved collaboration is a key focus for the NSW Government and industry to modernise working practices and support a sustainable construction sector. “Infrastructure NSW leads the Construction Industry Leaders Forum, a joint forum of leaders from industry and the Victorian and NSW public sectors that work together to drive improved collaboration and action around the procurement and delivery of major government infrastructure projects.” A Victorian Government spokesperson said the government uses different contractual models to be deliver each project, including alliances, fixed price contracts and Public Private Partnerships that focus on meeting
Owen Hayford says companies are once again looking at more collaborative delivery models.
the future needs of a growing Victoria. In response to questions on whether the Victorian Government planned to adopt a similar 10-point plan to the NSW Government, the government highlighted its experience in innovative contracting models across all of its 119 major transport projects. This includes alliances, program alliances, design and construct contracts, market-led proposals, and Public Private Partnerships. The project alliance model was developed for the Level Crossing Removal Project and is the first time this program model has been used in Australia. Under the model, five alliance contracts are in place to deliver a program of level crossing removals. In an interview with Roads & Infrastructure, WA Transport Minister Rita Saffioti said the government has already implemented alliance on a range of major projects, including the Thornley-Cockburn Link and new Bayswater Station under METRONET. She said the government has conducted a range of internal workshops on the costs and benefits of alliance versus design and construction (D&C). She said choosing one or the other depends on the complexity of the project rather than size. For example, she said the Matagarup Bridge saw some issues with a D&C model, namely due to a reliance on third party infrastructure. “I was quite sceptical of alliance contracting when I was in opposition because I thought it didn’t guarantee that value for money, but actually understanding the fact is delivering these projects is a shared responsibility. It’s as simple as that,” Ms. Saffioti said.
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PROJECT REPORT
The project has long been referred to as the missing link in Melbourne’s freeway network.
BUILDING THE
MISSING LINK
ROADS & INFRASTRUCTURE PROVIDES A SNAPSHOT OF VICTORIA’S LARGEST ROAD INFRASTRUCTURE PROJECT – THE NORTH EAST LINK.
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t’s been dubbed by Victorian Transport Minister Jacinta Allan as the state’s largest road infrastructure project and a highpriority project on Infrastructure Australia’s Priority List. But despite community and council concerns that recommendations from the environmental effects statement were ignored, the Victorian Government is charging on with construction on the $15.8 billion North East Link. The project is slated to be the biggest road infrastructure project in the southern hemisphere and on track to be completed by 2027. It aims to deliver substantial transport, economic and liveability benefits by improving cross-city connectivity and addressing critical traffic, freight and amenity issues. As Melbourne’s urban sprawl places pressure on travel around the city, the city needs to accommodate additional connectivity beyond cross city travel. With the Victorian capital on track to hit eight million by 2051, its population is set to rival the size of London and New York today and outstrip Sydney. In the 70s and 80s, Melbourne’s transport network saw demand for radial trips met through the Tullamarine, South Eastern, Monash and West Gate Freeways. The Melbourne Underground Rail Loop was completed, improving
connectivity in the inner city. But in the 90s, decentralisation occured following the opening of Melbourne’s first orbital freeway, the M80 Ring Road, which bypassed the congested centre. It followed with investments in the 2000s through the CityLink and EastLink which were catalysts for land use change and intensification, creating high levels of employment and commercial development. But the northeast corridor remained disconnected, despite extensive demand for daily travel between the northeast and the city’s north, east and outer-east. According to the North East Link Environmental Impact Statement summary report, there’s been a lack of a freeway standard connection in the northeast, often referred to as the “missing link” in the city’s freeway network. As a result, this is constraining the performance of the wider transport network and reducing connectivity and accessibility for households and businesses across the city. The business case shows that without the North East Link, the performance of the road network in Melbourne’s northeast would deteriorate significantly with crosscity movements between the north and east, placing pressure on arterial roads. The project is therefore seeking to address three critical transport-related
challenges: poor cross-city movements, inefficient freight movement between the north and southeast and congestion and heavy vehicles on local and arterial roads. The Victorian Government announced shortlisted consortiums for the major works contract as part of the Public Private Partnership. CPB Contractors was appointed to lead the early works package, valued at more than $200 million, with planning work already underway. CPB’s works will include the design, development and relocation and/or protection of utility services, including 220-kilowatt transmission towers, other electrical assets, telecommunications assets, water and sewerage assets and drainage and gas pipelines. Early works are scheduled to start in 2020, subject to planning approval and set to be completed by 2021. In late 2020, the major works bidder will be selected with works expected to start shortly after. Transport Minister Jacinta Allan says the project has been talked about for decades. “The North East Link will improve travel times for locals, making sure they get to where they need to go sooner and safer,” she says. “We’re fixing this missing link in the city’s freeway network to improve connectivity and accessibility for households and businesses across the city.” roadsonline.com.au
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A SNAPSHOT At a glance, the project involves a new freeway standard connection between the M80 Ring Road and an upgraded Eastern Freeway with additional lanes. Dedicated express bus lanes between bus lanes between Doncaster and the city will be separate from cars and trucks. In giving the city a fully completed orbital connection for the first time, the North East Link forms an express connection with more than six kilometres constructed in tunnel. The North East Link is achieving Victoria’s longest twin road tunnel and delivering Melbourne’s first dedicated busway, new public open space and walking and cycling links. The project encompasses three elements. The first will see the M80 Ring Road extended to the northern tunnel portal near Blamey Road using a combination of above, below and at-surface road sections. New road interchanges will be provided at the M80 Ring Road and Grimshaw Street. Construction in this area will commence in late 2021 and extend over four years. Secondly, the northern portal of the tunnel will transition into twin tunnels connecting to Lower Plenty Road via a new interchange before travelling under residential areas, Banyule Flats and the Yarra River to a new interchange at Manningham Road. The tunnel will then continue to the southern portal located south of the Veneto Club. The northern portal to southern portal will extend in tunnel from the northern portal at Blamey Road to the southern portal south of the Veneto Club, Bulleen. The key features will include six kilometres of twin three-lane tunnels with three traffic
Key features of the project include six kilometres of twin three-lane tunnels.
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lanes in each direction. Cross passages between the tunnels will be built every 120 metres for operations access and evacuation in emergency. A tunnel management system will ensure speed limits are varied and incidents can be managed safely and promptly. Construction works will be extended over seven years from mid-2020. The tunnels will be constructed using three construction methods to suit existing ground conditions and minimise above-ground disturbance where possible. The Environment Effects Statement highlights cut and cover construction will be used to connect various roads to the southern portal. Additionally, tunnel boring machines will excavate soil and rock with the tunnel lining constructed as the excavation progresses between Lower Plenty Road and Bridge Street. A short section of the twin tunnels south of the Manningham Road interchange will be constructed using the mined tunnel method. Thirdly, the Eastern Freeway will be widened from Hoddle Street in the west to Springvale Road in the east to accommodate future traffic volumes and new dedicated bus lanes. The new interchange at Bulleen Road will connect the North East Link to the Eastern Freeway. Works will take place over five years from 2021, starting with the construction of the new interchange and then upgrading the Eastern Freeway east and west. To ensure the project incorporates a high-quality urban design, an urban design strategy has been developed. Wurundjeri Traditional Owners have worked in collaboration with the North East Link
Fast Facts: • Cost: $15.8 billion • Timeline: 2021-2027 • The biggest road infrastructure project in the southern hemisphere • 10,000 jobs created • Up to 135,000 vehicles a day will use the road • 15,000 trucks taken off local roads • Save up to 35 minutes between the M80 Ring Road and the Eastern Freeway • North East Link will cut drives to the airport from the eastern suburbs by up to 35 minutes Project on the development of the projects Urban Design Strategy, identifying cultural themes to inspire design teams to ‘bring to life’ at various stages of the project. The project will also become the first road in the state to be built using digital engineering from the start to the end. The technology will bring together data and systems to create the road as it would look in reality, enabling productivity methods of planning, design, construction, operation and maintaining the road once built over its lifetime. However, the Environmental Effects Statement has been the subject of controversy. While the North East Link team has been collaborating with the community for more than two years about the process, a number of businesses and councils have been aggrieved by the impact of the project. The councils of Banyule, Manningham, Boroondara and Whitehorse argue the Eastern Freeway widening will mean 43,000 trees will be lost, a fact disputed by the government as in fact 26,000. All but five of the 29 recommendations from an independent panel were endorsed by the Victorian Planning Minister. A Victorian Government statement at the end of last year said the Minister for Planning assessed extending the North East Link tunnels an extra two kilometres north and determined the potential impacts – which include an extra 18 months or more of construction disruptions and significant impacts on two local schools – did not outweigh the benefits.
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THE PROS AND CONS OF PLASTIC AN AUSTROADS REPORT, WRITTEN BY LEVEL 5 DESIGN, REVEALS FINDINGS FROM A LITERATURE REVIEW AND PRACTICAL TRIALS OF RECYCLED PLASTIC IN ROADS. THE REPORT CALLS FOR AUSTRALIAN AND NZ ROAD AUTHORITIES TO PROVIDE FURTHER GUIDANCE FOR THE USE OF THESE MATERIALS.
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y July 2021, exporting waste plastic which has not been turned into value-added material will be banned in Australia. The announcement of the waste export ban will see many streams of waste products banned from leaving Australian shores. In 2019, there was an increase in the use of recycled plastics in asphalt mixes on Australian roads, with trials happening across a number of states. The ban is likely to inspire the road construction sector to incorporate greater volumes of recycled plastic into pavements in the future. Both the addition of plastic into asphalt mixes and its combination with bitumen for
spray sealing are being investigated as a viable option to reduce Australian waste plastic. The Austroads report ‘Viability of Using Recycled Plastics in Asphalt and Sprayed Sealing Applications’ examines the practicality of using recycled plastics in asphalt and spray seals. The report focuses on Australian and New Zealand applications and comes in the wake of these changes to the waste sector. The report cites major benefits for using recycled plastics in road applications such as reduced energy consumption, reduced waste to landfill and alleviating the need for use of some virgin materials. It details a number of occupational health and safety matters that need to
In 2019 there was an increase in the use of recycled plastics in asphalt mixes on Australian roads.
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be further explored and also identifies issues in relation to microplastics, future reuse of pavement modified with recycled plastics, material storage stability and gas emissions. Its lead author, Christina Chin, Victorian State Manager at Level 5 Design – an advisory consultancy firm, says the research found many benefits to using recycled plastics in asphalt, including virgin resource savings. “We don’t know how long virgin material resources are going to last, so if you can reuse waste plastics, it could help with sustainability,” Ms. Chin says. However, the report notes the performance and long-term durability of asphalt modified with recycled plastics needs to be monitored and studied closely to better understand pavement behaviour under different traffic loading and environmental conditions. It states this investigation should be conducted by an independent third-party reviewer. The report also recommends an independent third-party review be conducted of the most commonly used proprietary products. It calls for the review to be compared with standard Australian bitumen and asphalt mix specifications, as well as against individual state road authority standards and guidelines. Ms. Chin says most of the literature found for the report was based on overseas laboratory testing. However, these were not subjected to the Australian standards and specifications. The report recommends the flexible pavements industry and road authorities collaborate to develop a suitable approach to ensure that the road
“WE DON’T KNOW HOW LONG VIRGIN MATERIAL RESOURCES ARE GOING TO LAST, SO IF YOU CAN REUSE WASTE PLASTICS, IT COULD HELP WITH SUSTAINABILITY.”
network does not become a “landfill” for unsuitable waste materials. This is said to be especially the case with increasing pressure to recycle waste plastics. Ms. Chin says the report suggests there is a need for a strong governance framework to be developed to set rules and to provide guidelines and procedures to achieve desired outcomes. “This is a very hot topic at the moment and it is an innovative idea for reducing waste plastic. The concerns raised need to be addressed because our road network isn’t just about one person or one community. Therefore, there is a need to understand its usability and long-term performance,” Ms. Chin says. With no specification currently endorsed for asphalt or spray seal use, different
manufacturers are using different recycled plastic components, such as soft plastics, plastic bottles, milk cartons, toner and other similar products. While Ms. Chin says it is positive to see the sector innovating, there is currently a lack of fit-for-purpose standards and specifications in Australia. Consequently, there is a need for performance-based specifications to be developed for these materials. By taking this approach, she says it will allow the industry to innovate more. The report recommends that in the development of a framework, specific elements should be considered and addressed. These include longterm performance and durability, environmental, health and safety and digestion and storage stability.
As the use of recycled plastic in asphalt is increasing, its application in spray sealing is still emerging in Australia and New Zealand. The combination of recycled plastics and bitumen for spray seal applications is an area the report identified needs more research. While there is potential to use recycled plastics in spray seals, Ms. Chin says no road trials could be identified in Australia at the time of the report. Ms. Chin says research showed bitumen is very well categorised in Australia with performance testing, but at the moment there are no guidelines for the modification of bitumen with recycled plastics. She says in the most basic form, the report calls for a better understanding of the properties of recycled plastic products being used in Australian roads. Ms. Chin hopes the recommendations in the report are picked up and executed as the popularity of using recycled plastics in asphalt is growing.
AAPA MEMBER PROFILE: DANTE CREMASCO – DOWNER
EXECUTIVE GENERAL MANAGER, ROAD SERVICES Q: HOW DID YOU START YOUR CAREER IN THE ROAD CONSTRUCTION INDUSTRY? A: I started in the local government organisation in the Riverina as an asset manager. I then moved into a works manager role where I ran day-to-day maintenance crews and minor construction crews. I went on to become a project manager on the finalisation of the Federal Highway duplication between Canberra and Sydney for the Olympic Games in 2000. In this role I helped produce and lay asphalt for those key links. From there, I became the Southern NSW Manager and then the Melbourne Metro Manager for Emoleum after Downer bought the business. It was during this time I helped deliver the rumble strips program across unsignalised rail level crossings in rural Victoria following multiple fatalities from vehicle and train collisions. This program was secured through out-of-the-box thinking and delivered with our innovative rumble roller purpose-built for the job. Q: WHAT IS YOUR CURRENT ROLE AND WHAT DOES IT INVOLVE? A: My current role is very much a leadership role – I can be more like a spokesperson for the day-to-day business activities. The days of project managing and putting tenders together are behind me. Now, it’s more about reviewing tenders and ensuring career paths are well established within the business. I am fortunate to be involved with cadet programs where we prepare the next generation of people to make change and lead. I’m also very heavily involved in Downer’s Zero Harm ethos and culture. Q: WHAT IS THE BEST THING ABOUT YOUR CURRENT ROLE? A: The ability to influence, challenge and provide a different point of view. It’s great to be able to leverage more 20 years’ experience with the organisation, provide insights to the business that wouldn’t 24
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otherwise be known and use forward thinking based on experience. Q: WHAT WOULD YOU SAY IS YOUR BIGGEST ACHIEVEMENT IN THE INDUSTRY? A: I think one of the most important things I work on is the cultural shift in the Zero Harm space. This has involved everyone in the business from the grassroots level – in the field, all the way up to senior executives. Seeing the way that the organisation has embraced this direction is certainly something to look fondly back on. The latest Zero Harm national roadshow we completed focused on how to get better outcomes for crews working in live traffic. There are three things that could potentially injure people on our worksite. These are the interaction between workers on machinery and people on foot, unrestrained mobile machinery with people and the travelling public with crews on our worksites. We have to ensure everybody can always avoid those interactions. Q: HOW HAS BEING A MEMBER OF AAPA BENEFITED YOU IN THE INDUSTRY? A: Having a position at the table of influence, as an AAPA board member, for the body that represents the outputs we seek, has great benefits. Ultimately, it is a small cohort of companies that are very important to the DNA of the Australian fabric. The fact that we are able to come together on a regular basis to discuss changes, improvements and opportunity to continue to benefit the Australian economy means we have a point of focus. It creates clarity for the client when you have the authority of AAPA behind a project. Q: WHERE DO YOU SEE THE INDUSTRY HEADING AND HOW DO YOU OR DOWNER HOPE TO MEET THE CHALLENGES AHEAD? A: I see the industry heading towards lower energy use, less reliance on virgin
Dante Cremasco says one of the most important aspects of his work is maintaining Downer’s Zero Harm ethos.
products and increased cost effectiveness. The industry will no doubt continue to innovate and change. There are a lot of scarce resources that have been excavated and repurposed from various places all over the world and we are now probably moving towards a long-term maintenance phase. We have to work out how to ensure that when assets come to the end of their serviceable life, the materials are not thrown away or devalued. Downer is very heavily investing in technology to prepare for more recycling and take advantage of learnings from our R&D in the future. Q: WHAT ARE YOUR GOALS FOR THE FUTURE? A: I would like to be able to start the re-education or changing the culture of the motorists that drive on our roads as they approach worksites. I don’t think we are responsible enough as drivers around worksites yet. At the same time, we need to make sure that our worksites are set up in a way that facilitates a respectful environment for workers and the travelling public.
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ASPHALT EVOLUTION CITYWIDE, IN A JOINT VENTURE WITH FULTON HOGAN, HAS OPENED A NEW ASPHALT PLANT AT ITS LAVERTON SITE, SERVICING CONTRACTORS AT ALL LEVELS WITH SUSTAINABLE, LONG-LASTING ASPHALT.
I
n recent years, asphalt sustainability is becoming a preference for end users rather than an optional value-add. By substituting waste products from other industries, the sector can lower its carbon footprint, and in some cases, improve asphalt durability. The broader environmental benefits are reducing natural resource extraction and greenhouse gas emissions, while assisting stakeholders to meet their net-zero-emission targets. Moreover, the latest plant technology is saving on both costs and greenhouse gas emissions through reductions in energy consumption.
Having worked in the asphalt industry since 1987, it’s a paradigm shift that Darryl Byrne, who runs Citywide’s joint venture (JV) with Fulton Hogan, remains at the forefront of. Mr. Byrne explains that while old products still form the basis of asphalt manufacturing and laying, new innovations are gaining prominence in a range of areas, including sustainable plant technology. “If you go back 20-25 years, we were seen as a dirty industry. You talk to people about asphalt plants and the first picture that comes into their head is some dirty industrialised facility that has a lot of smoke coming out of its chimneys, whereas in fact, we’re a very clean production business nowadays and the ‘smoke’ is actually steam,” Mr. Byrne says. Citywide’s partnership with Fulton Hogan dates back to the beginning of 2016, when Citywide decided to enter into a JV. It conducted expressions of interest, with Fulton Hogan making an offer to secure a 50 per cent stake in the business. Citywide opened its first plant in North Melbourne in 2007. In 2020, it expanded its operations with a new state-of-the-art sustainable asphalt plant at Laverton North. The plant is Citywide’s second and officially opened its
doors in February. There are multiple reasons why the business case for Laverton North makes sense for the two companies – reducing a reliance on virgin resources and leveraging best practise research and development are just a few. The site also works to provide a consistent product that meets the rigorous demands of city roads and pavements through its NATA-qualified lab on site. Citywide’s strategic positioning of its sites means it can service markets across Melbourne. Its North Melbourne site is located just a stone’s throw away from the Melbourne CBD. “You don’t find that anywhere, so it allows us to reach not only the Tier 1 market, but also the Tier 2 and Tier 3 small contractors,” Mr. Byrne says. “With public services and municipal works happening around the clock in Melbourne, it makes good business sense.” As an asphalt production business, Citywide’s Laverton North Asphalt Plant services the broader road construction market, including civil infrastructure companies, councils and contractors. This comprises anywhere from a VicRoads road upgrade right through to a subdivision or small maintenance contract. The site broadly
Citywide’s Laverton North Asphalt Plant services the broader road construction market, including civil infrastructure companies, councils and contractors. 26
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ASPHALT IN ACTION Citywide’s Simon Mossman and Joint Venture General Manager Darryl Byrne explore the site.
caters to asphalt for major roads, suburban streets, car parks, subdivisions, footpaths, driveways or repair and patching. Recently, the City of Melbourne – which is aiming for net-zero-emissions by 2020 and has consistently demonstrated a desire for sustainable asphalt – laid five prominent city streets with the material in late 2019. It used asphalt made from recycled plastic at the Citywide North Melbourne Asphalt Plant. Mr. Byrne says that being in a JV allows Citywide to leverage Fulton Hogan’s extensive research and development capabilities. Being on a shared site with Fulton Hogan also allows it to have access to a polymer-modified blending facility. Mr. Byrne, who is General Manager for the JV, took Roads & Infrastructure on a tour of Citywide’s new sustainable asphalt plant at Laverton North. He explains that lowering carbon emissions is an integral part of the process. “We have to play our part and this is where our new asphalt plants really fit into that piece of a puzzle,” he says. “This new asphalt plant will reduce its energy consumption by at least five per cent.” With the plant up and running, Citywide will also take advantage of the Melbourne Renewable Energy Project – a local government-led collaboration driving investment in renewable energy. This will see the site powered by 100 per cent renewable energy within the next six to 12 months. “We will be the first asphalt plant or asphalt producer in Australia to be powered up by 100 per cent renewable energy,” Mr. Byrne says. Citywide’s new plant is using the Marini Asphalt Plant, a batch plant capable of processing up to 200 tonnes of materials per hour. The plants support the use of VicRoadsapproved mix designs, hot, warm and cold mix asphalt, dense graded, stone mastic and open graded asphalts, polymer modified asphalt and reclaimed asphalt pavement (RAP). Mr. Byrne says the Marini was chosen after an extensive study carried out by Fulton Hogan. It examined the emissions produced by various asphalt plants and balanced it against a cost-benefit analysis looking at size and scope.
With one of the common enemies of productivity being moisture, Citywide spent extensive time establishing purpose-built bunkers on site to store the raw materials. “All the raw materials in the bunker and in the cold feed bins that supply the plant are fully covered so we’ve put a lot of work into keeping the moisture out,” Mr. Byrne says. “We’ve got six finished asphalt silos on this plant which can store asphalt for up to 48 hours, so it gives us plenty of flexibility with the six silos to make a large number of products to service our clients.” He says some of the standout features include a low-emissions burner with energy retained in the plant and a foamed bitumen option. In meeting Citywide’s clean and green ethos, the plant incorporates the company’s low-emissions asphalt GreenPave. GreenPave is an advanced warm asphalt mix and a climate sensitive alternative to traditional hot mix. It uses foamed bitumen, high RAP percentages and binder and is produced at significantly lower temperatures. The combined application of binders results in bitumen with the same performance as standard hot mix. GreenPave is also subject to less oxidative hardening of the binder when compared to hot mix, leading to better fatigue performance over time. Additionally, it can be paved in thicker layers than regular hot mix asphalt offering greater productivity, operational savings and a swift return to traffic.
“We’ll be looking to have a full suite of products to take to the market that will have at least 50 per cent recycled content,” Mr. Byrne says. “With the advent of the newer product we’ve developed a trademarked branding GreenPave Plas – our GreenPave with plastic additive. That particular product has a recycled content of greater than 50 per cent.” He says that GreenPave Plas incorporates plastic, RAP and slag aggregates produced on an adjoining site at Laverton, preventing the material from going to landfill. Mr. Byrne says the slag is a good product and has high skid properties suited to highspeed road networks. The Marini allows Citywide to increase its RAP content by up to 60 per cent through a bolt-on module, with a larger pugmill maintaining 200 tonnes an hour even with high recycled content. As for what the future holds? While he remains busy mixing and matching the new plant to suit Citywide customer needs, Mr. Byrne says there is a wealth of opportunity to explore new business opportunities. “We have to ensure if we’re going to develop a product that it stands the test of time. There’s no point developing a new type of asphalt and then find out that it’s got a serviceable life of five years,” he says. “We’ve got to make sure we’re maintaining the life of our pavements, equal to today, if not superior, and this is where I think some of these high-spec perpetual type pavements do hold their own.” roadsonline.com.au
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Avijohn Contracting uses HAMM oscillating compaction rollers on the Cahill Expressway.
LOW-IMPACT
ROLLOVER
HAMM OSCILLATION TECHNOLOGY IS HELPING ASPHALT CONTRACTORS ACROSS THE COUNTRY ACHIEVE MAXIMUM COMPACTION ON SENSITIVE JOBS WHILE USING COMPLEX ASPHALT MIXES.
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s one of the great vantage points for Sydney’s New Year fireworks, the Cahill Expressway is situated right in the heart of town. Fittingly, it sits directly over a railway line with enough height to get an unspoiled view of the Sydney Harbour spectacle. When the road was in need of resurfacing in early 2019, the successful contractor was required to minimise noise and vibrations during works. The Cahill Expressway runs directly through Circular Quay and is suspended over the main train lines in the CBD, so
works were undertaken at night. As a result, noise and vibration needed to be low to minimise any disruptions to the surrounding people and not damage buildings or structures. Following similar experiences with sensitive compaction projects, Avijohn Contracting was tasked with undertaking the asphalt re-sheeting the expressway. Michael Kennedy, Operations Manager at Avijohn, knew traditional vibratory rollers would not be able to adequately minimise noise and vibrations on the project, so he turned to another model.
In the oscillation drum, two imbalanced shafts rotate in sync. They force the drum to rotate rapidly in a backwards-forwards movement, never leaving the ground. 28
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Having previously used HAMM oscillating compaction rollers on the Sydney Harbour Bridge, Avijohn Contracting now owns four oscillating rollers from Wirtgen Australia. To achieve similar success to that of the company’s works on the Harbour Bridge, Mr. Kennedy decided to use two oscillating rollers on the Cahill Expressway. Oscillating rollers can minimise noise and vibration impacts, which was a huge enabler for Mr. Kennedy when tendering for bridge works and the expressway. “When we do work in towards the city around buildings, councils can get
Inside the vibration drum, a rotating imbalance weight forces the drum to move up and down quickly, often losing contact with the ground entirely.
ASPHALT IN ACTION
Static
Vibration and Oscillation
Oscillation
Oscillation and Static
Oscillating rollers have the ability to minimise noise and vibration impacts.
wary about vibration and the potential complaints about vibration, noise and potentially resulting structural damage. A lot of the time it isn’t specified, but we take the oscillation rollers because it’s easier to use them,” Mr. Kennedy says. Unlike a standard vibratory roller, oscillation drums use two unbalanced shafts that rotate synchronously being driven by a toothed belt. Rather than making the drum move up and down, this produces a backward and forward rotational movement. The oscillation compaction force acts continuously on the substrate as the drum is in contact with the ground at all times. This enables oscillation rollers to compact dynamically as well as statically with intrinsic weight. “It’s really hard to achieve proper compaction without vibrating, whereas the oscillating rollers allowed us to safely vibrate and achieve the compaction we needed on the expressway and Harbour Bridge,” Mr. Kennedy says. Mr. Kennedy says he hasn’t had an issue with a job since he purchased the rollers. “When operating the machine there is a very noticeable difference from a standard vibrating roller to an oscillation roller. When you are standing next to the running machine you can really feel the difference in vibration,” he says. “To mitigate the potential for damage around buildings, we take the oscillation rollers. “We’ve found the oscillation vibration footprint is smaller and it reduces the risk
of cracking,” Mr. Kennedy says. In reducing the impact on surrounding surfaces, oscillation rollers are well suited to confined areas such as around buildings. The reduced transmission of vibration reduces the likelihood of service rupture during compaction. “Recently we completed a job for a local council with a high-pressure gas main under the road about one metre down. We weren’t allowed to use standard vibrating rollers on top of that to reduce the risk of bursting the pipe.” Avijohn Contracting used the HD14 and HD17 oscillation rollers for this application and Mr. Kennedy says the council was very happy with the finished results. Asphaltech Western Australia is another road construction company consistently using the HAMM oscillating rollers from Wirtgen for tough compaction jobs, having purchased a Hamm DV+70 VO-S pivot steer roller in mid 2017. Peter Rimpas, Asphaltech WA General Manger, says the company does a lot of local government work with oscillation rollers, but one project that stands out is the Barbagallo Raceway resurfacing. Mr. Rimpas says this was the first racetrack in Australia to be resurfaced with stone mastic asphalt (SMA), traditionally known to be a complex mix to compact. “A normal vibration drum compacts up and down and if you do this with SMA, there is a chance of the mix flushing” Mr. Rimpas says. He says because oscillation features the unique compaction technology, there is a
significantly reduced risk of SMA flushing. “We only use oscillation for SMA mixes now because it provides a very strong compaction result.” Mr. Rimpas also notes the pivot steer DV+ roller has a “crab-steering” function, where both drums pivot and offset the chassis to maximise coverage and increase the working width of the roller. “With this positioning you end up covering about one-and-a-half times the area that a normal roller would, increasing productivity on the job,” he says. HAMM oscillation rollers can use two types of dynamic compaction technologies, vibration and oscillation, simultaneously, individually or in static mode. “We use both vibration and oscillation when we are laying thicker asphalt, around 90-100 millimetres thick. Having both the oscillation drum and vibratory drum is very effective,” Mr. Rimpas says. HAMM oscillating rollers are also simple to operate. Switching between vibration and oscillation only takes the push of a button. For road construction, oscillation rollers can compact all base, binder and surface courses. The drum can be set automatically depending on the rigidity of the material for compaction. This enables quick start-up times for the machine and reduces the risk of error due to incorrect settings. “For the past two years we have been achieving really good and consistent compaction results, especially with thick layers of dense graded asphalt,” Mr. Rimpas says. roadsonline.com.au
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SAMIfalt B38 binder was laid at Port Hedland International Airport to improve strength and rut resistance.
POLYMER LANDING IN
PORT HEDLAND AS REGIONAL AIRPORTS ACROSS AUSTRALIA UNDERGO CAPACITY UPGRADES, SAMI BITUMEN’S IULIAN MAN TALKS TO ROADS & INFRASTRUCTURE ABOUT THE STRUCTURAL REQUIREMENTS OF AIRPORT-GRADE ASPHALT.
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n recent decades, the “airport” has shifted from a functional government asset into something more consumerfacing, sophisticated and businessorientated. Highly trafficked international airports located in economic hubs such as Heathrow in London and Changi in Singapore are leading this charge. That said, as populations and economic centres shift, and concepts of multi-city metropolises gain traction, airports in regional centres are adapting as well. In parallel, the Federal Government’s Regional Airport Program outlaid $100 million over four years in 2019 to support essential works, aviation safety and community access in growing regional towns. lulian Man, SAMI Bitumen Technologies 30
ROADS FEBRAURY 2020
Technical Services Manager, has noticed a significant uptake in regional airport projects over the past five years. He notes that in 2019 alone, SAMI’s SAMIfalt B380 binder was applied at three regional Western Australian airports: Wodgina’s Mineral Resources Limited Aerodrome, Duketon Airport and Port Hedland International Airport. The Port Hedland upgrade was particularly notable, he says, with the upgrade playing a central role in Port Hedland’s strategic 2018-28 growth plan. As the second largest town in the Pilbara region, Port Hedland has an urban population of 14,320. While minuscule compared to Perth’s 2.14 million, the region is growing: its port, Pilbara Ports Authority, now functions as the largest bulk export port in the country. “In line with expected population growth
and increased air traffic volume, works on Port Hedland’s $40 million airport upgrade included a high-strength asphalt overlay and the construction of a new taxiway and terminal building,” Mr. Man says. He adds that airport officials wanted to ensure large freight aircraft could continue to touch down at the site. “While the terminal building was left to suitable ‘building’ contractors, Port Hedland engaged Boral to supply asphalt for the overlay and new taxiway. Boral then engaged SAMI to supply the binders.” The project was a success, says Boral’s Technical Manager Asphalt & Quarries Emanuel Popescu, with SAMI’s polymermodified binder (PMB) indicating significant deformation and groove closure resistance. “Runways need to be grooved for improved surface texture when landing
ASPHALT IN ACTION
in wet weather to avoid the aquaplaning. Over time, those grooves are susceptible to close due to high stress aircraft traffic. It’s important to prevent those closures with high-quality binders like SAMIfalt B380.” Mr. Popescu adds that Port Hedland is situated more than 1600 kilometres from Perth, which requires two days of transport. “SAMI advised that we could store B380 for longer than other products if the temperature of the binder is reduced during the transport, which is an added time and cost benefit,” he says. “SAMI are our principal supplier for all types of PMB in Western Australia. Specifically for this project, SAMI provided permanent technical assistance, with one of their lab technicians relocated to our mobile lab at Port Hedland.” SAMI has been working at the forefront of next generation airport binder development for more than 15 years. Mr. Man highlights a company-wide understanding of the engineering properties required to support intense aircraft traffic and the significance of high rutting and fatigue resistance. “Historically, high-performance binders for airports were elastomeric, with a high level of polymer modification such as A10E,” he explains. “While these generally performed well, the binder characteristics were not optimised to simultaneously address performance, costeffectiveness, handling, logistical and ease of workability issues. So, we endeavoured to
develop a binder that would.” After several years of research, and a trial at Sydney Airport – concluding with an asphalt overlay at Broome International Airport in 2013 – SAMI developed the SAMIfalt B380. “The newly developed binder was required to deliver good asphalt mixture stiffness, and higher resistance to viscous deformation such as groove closure,” Mr Man says. “Given airport works are generally conducted at night, the asphalt was also required to mix without excessively high temperatures, and at moderately thin 50-to60 millimetres layers.” To meet these application requirements, SAMI designed SAMIfalt B380 via a composite polymer system that ensures stiffness and fatigue properties are managed. Mr. Man says SAMIfalt B380 is recommended for use in all dense grade asphalt, stone mastic asphalt and open grade asphalt mixes. “SAMIfalt B380 was developed by blending specialty polymers with harder grade bitumen, meaning it provides a combination of durability benefits to the asphalt. These significantly improve the performance and life expectancy of the mix,” he adds. Another factor taken into account when developing SAMIfalt B380, Mr. Man says, is that airports are situated all over Australia – often at considerable distances from binder manufacturing plants. “There have been problems with airports and the stability of PMB during
Specialists in stability management
transportation and storage in the past. A 2012 Austroads study on segregation and degradation in commercial styrenebutadiene-styrene binders, for example, found five out of 12 randomly selected binders segregated or degraded during transport. This raised concerns as those properties could lead to field and specification difficulties,” Mr. Man says. SAMIfalt B380’s composite polymer characteristics circumnavigate this problem, he says, allowing the binder to be transported and stored for lengthy periods at its utilisation temperature, without any risk to the binder properties. “Additionally, unlike other PMBs, SAMIfalt B380 is not susceptible to phase separation during storage. It also doesn’t fume during manufacturing, laying or compaction, offering an environmentally sound alternative to traditional asphalt binders,” Mr. Man says. Furthermore, Mr. Man says the base course of airport asphalt has to be stiff enough to withstand high loading stresses, while the wearing course needs to resist plastic deformation. He adds that as such, a highmodulus asphalt containing SAMIfalt EME bitumen is recommended. “Having already established itself in the airport market with a series of projects, such as Sydney Airport, Broome Airport, Kununurra, Coffs Harbour, and the three recent projects in WA, SAMIfalt B380 is increasingly becoming a binder of choice for airport projects around Australia.”
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2D OR
3D?
CONTRACTORS HAVE LONG SPECULATED ON THE DIFFERENCES BETWEEN 2D AND 3D EXCAVATOR MACHINE CONTROL, AND WHICH OPTION IS SUITED TO THEIR ROAD CONSTRUCTION SITE. POSITION PARTNERS SETTLES THE 2D/3D DEBATE WITH AN EXPLANATION. Each machine control system comes with a range of benefits and these can be optimised to site specifications.
S
trict excavation tolerances during site preparation on road construction projects keep the ground level and stable for the rest of the project. Each site will have a unique set of tolerances that are crucial to avoiding any disruption to underground and surrounding infrastructure. To achieve precise and swift site
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preparation work, excavator machine control systems are crucial to increasing productivity and accuracy. When looking to invest in the best excavator control systems for road construction work, there are fundamental differences between 2D and 3D machine guidance systems. When optimised, these systems
can facilitate greater job productivity, accuracy and efficiency when clearing construction sites. Each excavator control system aims to fulfil the same essential function: positioning relative to desired grade. However, the 2D and 3D methods use different technology to achieve these results and the choice between these systems is a common concern for road contractors. Position Partners Construction Business Manager Josh Allan says the primary point of difference is how 2D and 3D variants use different technology to provide positioning assistance and guidance solutions. “2D control systems commonly take advantage of both physical landmarks and laser technology as reference points throughout the excavation process. 3D control systems have the advantage of GPS or total station technology, which can digitally project site plans and generate realtime data to provide accurate positioning relative to a complex design,” Mr. Allan says. Each machine control system comes with a range of benefits and these can be optimised according to site specifications and overarching project requirements. “While 3D machine control gives access to greater functionality, with the option for advanced automated control, it is more expensive and depending on the project the cost may not be justified, especially for smaller development projects,” Mr. Allan adds. A simple method to understand which guidance alternative is most suited to a project involves examining exactly how each works. “You need to understand the technology and the variety of benefits which underpin
TECHNOLOGY & EQUIPMENT
each system. This can help narrow the selection process and ultimately guide a decision,” Mr. Allan says. 2D MACHINE CONTROL SYSTEM Mr. Allan says the 2D machine control system is a common choice for Position Partners customers across a wide range of excavation projects. The 2D system provides access to costeffective guidance methods and these focus on enhancing machine utility and maximising return on investment. The technology takes advantage of physical landmarks, stakes or laser technology for reference during operation. “This serves to provide or create accurate benchmarks that increase accuracy on excavation processes,” Mr. Allan says. For smaller projects, this system provides essential information to reduce downtime across core jobs such as flatwork prep, foundation work and trenching initiatives. “2D excavation systems are distributed for a lower up-front cost with a range of tangible benefits that are proven to enhance productivity, accuracy and efficiency,” Mr. Allan says. He says some of the benefits of the 2D system include improved safety, cost savings and maximised machine utility. Minimal training time is needed due to the simplicity of the system and it achieves accurate grade and excavation work. Optimisation for mass excavation, slope control and real-time depth and distance reporting are some of the other ways the system achieves accuracy on excavation jobs. 3D GPS MACHINE CONTROL SYSTEM Increased location accuracy and new technical components are among the reasons contractors choose 3D systems. Though more expensive than its 2D counterpart, 3D features are well suited to larger sites where multiple machines are working simultaneously to a complex design. The 3D machine control system uses advanced technologies including multiple machine sensors and the use of either GNSS or optical total stations to deliver real-time data to the operator.. “The 3D machine control system often entices customers as on most major projects 3D has become the standard that’s required to win work,” Mr. Allan says.
3D systems position digital site plans in front of the machine operator, providing exact grade location and eliminating the need to manually set stakes or stringlines. “These systems are used across larger and more complex projects that prioritise leading productivity, accuracy and downtime reduction. When using the 3D system, operators gain access to exact machine locations and site specifications which overall, produces leading results,” Mr. Allan says. He adds that despite the greater functionality of 3D systems, the investment may not be worth it for some. 3D control systems cost more due to extra system components and enhanced functionality, which require data model preparation and more complex training. “When dealing with large or long-term projects, 3D machine control provides more tangible benefits and often leads to a greater return on investment,” Mr. Allan says. He says major advantages of the 3D machine control system include live depth, distance and grade data, increased accuracy and precise locating. It enables elevation reference and site optimisation to ensure the settings suit different job requirements. The 3D control also aims to reduce downtime and fuel wastage. THE DECISION Mr. Allan says to best facilitate project results, there must be an understanding of both site and budget requirements. Each control system can then be optimised for individual project needs, based on a project’s specifications. Mr. Allan says there are three common
factors that help dictate whether to purchase a 2D or 3D excavator control system. The first factor he notes is price. Mr. Allan says 2D systems are notably more cost-effective, however, provide limited functionality and less flexibility than their 3D counterparts. The cost is a result of increased componentry, which when adhering to a budget, may not be a viable option. Choosing a brand of machine control that is forwards and backwards compatible is vital to ensure contractors aren’t “locked in” to a single system, Mr. Allan adds. This way contractors can start with a 2D system and build on it, upgrading to 3D if they need to by hiring additional components without the capital outlay of a 3D system straight up. Time is the second factor. When analysing time restrictions, both staff training and manual labour should be taken into consideration. “3D control systems have many advantages. As long as you’re getting the right system for the work you’re doing, the time you invest at the outset to learn the system will pay off quickly with the reduction in manual labour, rework and material waste,” Mr. Allan says. The third factor is functionality, and Mr. Allan says this is possibly the most important element when deciding which machine control system is optimal. “3D GPS systems offer significantly more features as machine positioning and grade specifications are tracked exactly. When looking to just measure excavation depth and distance, 2D variants may be suitable for the project. However, if the project calls for advanced technology to integrate with site plans, 3D systems will be required.”
3D GPS systems offer significantly more features as machine posiitoning and grade specifications are tracked exactly.
roadsonline.com.au
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RDO Australia Group’s CEO Julie Whitcombe is preparing to seamlessly integrate three equipment businesses.
A GROWING
FAMILY
RDO AUSTRALIA GROUP APPOINTS NEW CEO JULIE WHITCOMBE AHEAD OF A YEAR OF GROWTH AND EXPANSION FOR 2020. ROADS & INFRASTRUCTURE SITS DOWN WITH JULIE TO FIND OUT WHAT IS IN STORE FOR ITS CONSTRUCTION BRANDS.
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n 2019, RDO Australia Group increased its holdings in two family-owned Australian equipment companies from 50 to 100 per cent – Vermeer and Vanderfield. The consolidation of its Australian business interests prompted the need for a new CEO to steer the equipment company through a period of growth. While also being the sole John Deere Construction and Forestry distributor across six states and territories in Australia, RDO Australia Group places existing family values at the core of its new business, paving the way for strong relationships with its people and clients. Like RDO Australia Group, Vermeer and Vanderfield have longstanding and strong family values. Julie Whitcombe has been appointed the new CEO of RDO Australia Group, with a goal to seamlessly combine the three businesses and ensure these family values are upheld across the company. These values, Ms. Whitcombe says, will remain an integral part of the business as it expands across the country. “Ultimately it’s all about making our customers’ businesses better. We want to be a real partner for our clients, and we are excited to be working on that this year,” Ms. Whitcombe says. As the company continued to grow its equipment footprint, an experienced leader was needed to drive RDO’s vision of becoming the best equipment dealer in Australia. With a background in regional Australia and experience leading resource projects, Ms. Whitcombe was initially chosen to lead RDO Equipment and Vermeer Australia as their new Chief Operating Officer.
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TECHNOLOGY & EQUIPMENT
After the company increased its Vanderfield and Vermeer Australia holdings, it formed a new business structure to head up the three businesses – RDO Australia Group. Ms. Whitcombe’s significant management experience quickly saw her appointed as the group’s new CEO. Her leadership will help to support the three companies under the one roof. With a background in engineering and accounting, Ms. Whitcombe says she is passionate about how businesses merge and grow. Her early experience includes nearly eight years at PwC in the UK and Brisbane in different roles. Before joining RDO Equipment, Ms. Whitcombe worked at oil and gas company Senex Energy, running coal seam gas projects from exploration to completion. Discussions about the growth opportunities of RDO Australia Group with RDO Offutt Co Executive Vice President Ryan Offutt left her intrigued and inspired to help drive the company’s forward-thinking strategy. With the consolidation of Vermeer and Vanderfield, RDO Australia Group and Ms. Whitcombe have developed two key priorities for the business over the next year. “The first is really to introduce Australia to John Deere construction and forestry machinery. John Deere construction machines in particular haven’t previously been a big part of the market here, so I am really excited to be representing that product line in our market,” Ms. Whitcombe says. Ms. Whitcombe thinks there is a significant opportunity to bring John Deere innovations and technology to the sector, as demonstrated with the release of the John Deere 850L dozer. The dozer features technology such as optional John Deere SmartGrade and an upgraded cab, boasting the largest volume and storage area in its class, which is built around the operator with extra comfort features. The second goal is to bring the three businesses – RDO Equipment, Vermeer and Vanderfield – together and use the scale and reach of the combined business to better support customers.
“RDO IN THE US IS KNOWN FOR A REALLY STRONG FOCUS ON CULTURE AND DELIVERING EXCEPTIONAL CUSTOMER SERVICE. SCALE HELPS WITH THAT – IT GIVES YOU THE ABILITY TO WORK YOUR RESOURCES HARDER AND HAVE A REACH THAT EXTENDS TO WHERE YOUR CUSTOMERS ARE ACTUALLY OPERATING.”
For example, RDO’s success in the United States is an achievement Ms. Whitcombe hopes she can replicate in Australia. “RDO in the US is known for a really strong focus on culture and delivering exceptional customer service. “Scale helps with that – it gives you the ability to work your resources harder and have a reach that extends to where your customers are actually operating,” she says. While the company has many long-term goals, the short-term priority will be to focus on making sure that the current capacity is running smoothly, and existing clients and machines are well supported. The owners of Vermeer and Vanderfield will be staying on as board members of RDO Australia Group and will hold equity in the business. “It’s excellent that we get to keep all of the wonderful experience from the Vermeer and Vanderfield owners in the RDO business as we grow together,” Ms. Whitcombe says. Partnerships have also been a large part of RDO’s success in the US, according to Ms. Whitcombe. While the three businesses all work under the RDO Australia Group as a partnership, Ms. Whitcombe says they won’t all become ‘RDO’ tomorrow. “We very much value the Vermeer Australia and Vanderfield brands, so in terms of going to market, our customers will continue to see those three distinct businesses,” she says. But there’s a different view from an inhouse perspective. “We’ll be looking to use the business infrastructure as cooperatively and collaboratively as possible. Everything from our people to our facilities will work together. Australia is a really big country and one of the challenges for dealers is to be close to the customers and be present when needed.” There are currently 18 branches from the three companies across the east coast of Australia.
It is Ms. Whitcombe’s goal for all three product lines and groups of customers to work seamlessly. “We really want to create a network that everyone can benefit from,” she says. Ms. Whitcombe says the current customer base has been really supportive through RDO Australia Group’s growth in Australia and is excited for new John Deere machines to come in. Motor graders, crawler dozers, wheel loaders, backhoe loaders and articulated dump trucks are already available on Australian shores, with skid steers, compact tracked loaders and mini excavators on offer in the first half of this year. RDO Australia Group will also bring John Deere’s new E-Series-II excavators to the Australian market, which have been highly anticipated across the construction industry. “RDO has made a really big statement I think in the last six months with what it has invested in Australia and it’s certainly the start of a very long-term commitment here,” she says. “John Deere has also made a really big investment to make sure parts are available in the Australian market. “I think customers have responded really well to what they see as an increased commitment from both the manufacturer and the dealer.” Ms. Whitcombe says although RDO Australia Group is relatively new to the Australian market, enthusiasm for the new business partnerships, especially from John Deere customers, has been encouraging. In terms of new equipment for Australia this year, Ms. Whitcombe says John Deere is working hard to bring new products to the market. “We will hopefully see a lot of news in that space early this year and that will be exciting for us. “2020 will be the year we will come to the market with a full fleet of products for all the industries we serve,” she says. roadsonline.com.au
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CAT FLEET
PAVES THE WAY
A UNIFORM FLEET OF CAT PAVING MACHINES IS ENSURING AUSTRALIAN PAVEMENT SPECIALISTS’ PORTFOLIO OF WORKS IN SOUTH EAST QUEENSLAND IS PERFORMED USING THE LATEST IN ASPHALT TECHNOLOGY.
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hey say you never get a second chance to make a first impression and research shows often this window is only open for less than 30 seconds. As a new business in the road paving sector, Australian Pavement Specialists (APS) wanted to present a clean, well put together, uniform fleet of machinery to make an outstanding first impression on site. A matching fleet had the potential to give the new company an air of professionalism and help APS compete with others in the market. Allroads, APS’s parent company, began its paving business two years ago after seeing
significant growth in the sector in South East Queensland. The company wanted to create a business that enhanced its expanding civil construction portfolio. Carl Latimer, APS General Manager, says when the company began to look for equipment, they sought product information from a number of brands. In the end, Mr. Latimer chose a fleet of Cat F-Series paving machines. “Cat delivered the latest technology that was on offer and at very competitive prices. To complement the decision, our civil arm also had an extensive fleet of Cat equipment,” Mr. Latimer says. For a company starting out in the sector, Mr. Latimer says they wanted to have a one-
stop-shop type setup. APS purchased three different asphalt paving machines from Hastings Deering: AP300F, AP655F and AP600F which all vary in size. “What we had to have was something unique because we were up against a lot of different paving companies and we wanted to have a distinct brand identity. “Therefore when we chose to purchase the Cat pavers, we chose Cat for our entire fleet,” he says. The company also owns four Cat rollers, three CB34B double drums and one tyre roller CC34B, alongside two skid steer loaders. “The Cat fleet is a really big drawing card
A matching fleet had potential to give Australian Pavement Specialists an air of professionalism and help them compete with others in the market. 36
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for us to look professional on-site and it’s actually leading to us getting more jobs because instead of turning up with an array of machines, we have a full professional setup, so we look organised from the getgo,” Mr. Latimer says. The APS fleet has now been used extensively on projects throughout South East Queensland for Transport and Main Roads Queensland and various council roads. Mr. Latimer says feedback from Transport and Main Roads Queensland and councils has been positive. While he attributes the success of the machines to a number of technological and design features, one that sticks out to him is the Weiler screed. All Cat pavers sold in the Northern Territory or Queensland feature Weiler screeds which have a robust but agile screed design, combining multiple operator friendly features, resulting in a high-quality mat. The screed also features a reduced heat-up time, cut down from about half an hour to 15 minutes when compared to standard pavers. Ryan Van Den Broek, Hastings Deering Sales Manager for Road Construction and Infrastructure, says the swift heat-up time means that it has given extra relief on tight timeline jobs. “Crews can turn the paver on as they arrive at a worksite and turn it on to heat up while they are setting up the other equipment. “Once they have set up, the paver will be ready to go,” he says. Another customer using Cat paving machines found the fast heat-up time essential when working on a major motorway project. For part of the project, crews had a very small window to pave and pressure was high to get paving as quick as possible. “By having the Cat paving machines, they had less time to wait for the screed to get to temperature, which proved to be crucial with the tight timeframe,” Mr. Van Den Broek says. Another important factor Mr. Latimer has noticed with Cat pavers is operator satisfaction. He says the technology and design of the machine make the pavers easy to operate. The design of the Cat pavers is one of the
The APS fleet has been used extensively on projects throughout South East Queensand for Transport and Main Roads Queensland and various council roads.
biggest factors for operator comfort. The fan extraction system is placed to sit at a 45-degree angle on the top of the machine facing outwards. “This design pushes the heat, the noise and any fumes away from the operator, drastically reducing the noise at both operator platform and screed when compared to other models,” Mr. Van Den Broek says. The integrated level control system is another element Mr. Latimer says has impressed his team. Coupled with sensors on the ground, the Cat pavers have easy-to-operate, integrated grade and slope controls that automatically adjust the levels. “When the workers run the levels, the fully integrated level control system easily insures that the level hand achieves maximum compliance to the specification on a daily bases, including greater rideability on our projects,” Mr. Latimer says. For paving jobs with inclines, he says the Cat AP655F uses advanced capabilities which helped APS push fully loaded semi tippers up steep inclines. Cat paving equipment is designed with Cat engines, enabling the company to input design factors for specific applications. Each Cat model has a similar base engine
with modifications to suit its particular function. In this case, the AP655F tracked paver has an engine with increased efficiency to enable crews to perform well on inclined surfaces. “Usually a paver would struggle pushing a fully loaded truck up a steep hill, whereas the Cat just runs about 32 per cent capacity pushing it up this steep incline, which is quite phenomenal to be honest,” Mr. Latimer says. Mr. Van Den Broek says he has been on a job where crews were paving with an AP655F with a SE10F screed open six metres wide up a steep hill, pushing a truck with 12-15 tonnes of asphalt on it – and the paver was only running at 45 per cent engine load. When creating the F-Series of pavers, Caterpillar listened to operators and contractors that use pavers daily. Mr. Van Den Broek says part of his job is to provide feedback to Caterpillar on its machines’ operation to guide designs for new machines. “The F-Series was researched and developed over more than five years and creating a comfortable environment for operators was really the major focus for these machines,” he says. roadsonline.com.au
37
THE SUN
IS A RADAR
COMPACT RADAR SENSORS ARE EXPLOITING THEIR ADAPTABILITY TO PROVIDE RELIABLE MEASUREMENTS FOR THE INFRASTRUCTURE SECTOR, JOHN LEADBETTER, VEGA MANAGING DIRECTOR, EXPLAINS.
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he executive summary of Infrastructure Australia’s 2019 Infrastructure Audit begins with a simple phrase: a future of uncertainty. While Australia stands in a position of strength in many fields, the statutory body suggests the infrastructure sector is facing an unprecedented period of ambiguity.
Compounding issues of a changing climate, a reordering of the global economy and growing populations are fundamentally altering the way people engage with infrastructure, the audit suggests. This, according to Infrastructure Australia, means the time is right to
“RADAR TECHNOLOGY HAS UNDERGONE SIGNIFICANT DEVELOPMENT IN RECENT DECADES. WHILE RADAR SENSORS WERE USED MAINLY BY THE MILITARY IN THE PAST, THEY ARE NOW USED IN EVERYDAY APPLICATIONS, EVEN IN HOMES.”
change processes, extract value from the country’s infrastructure network and prioritise projects with proven benefits for cities and regions. As a parallel, the Federal Government is injecting significant funds into the roads sector, in an attempt to counteract any apparent “uncertainty”. To keep up with forecast project demand, John Leadbetter, VEGA Managing Director, says construction companies and material manufacturers need to invest in reliable and advancing technology. In particular, he says radar technology is a critical component of road construction and associated material
The new compact instrument series is complemented by VEGAMET controllers that can visualise all measured values.
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TECHNOLOGY & EQUIPMENT
and chemical processing. “Radar technology has undergone significant development in recent decades. While radar sensors were used mainly by the military in the past, they are now used in everyday applications, even in homes,” Mr. Leadbetter says. At the same time, radar technology has taken a giant leap forward in industrial applications, he says, particularly in level measurement. In many of these applications, however, sensors have historically struggled with build-up, which increases dead zones and affects the reliability of the measurement signal. When German technology company VEGA introduced its VEGAPULS sensor range with 80GHz operating frequency a few years ago, Mr. Leadbetter says a new sensor era began. “Thanks to more precise focusing of the transmitted signal, the received measurement and interference signals can be better separated. This makes the measuring process much more reliable,” Mr. Leadbetter says. “Many measuring tasks that had once been considered impossible became commonplace thanks to this technology.” VEGA’s 80GHz radar sensor series started with VEGAPULS 69, which is designed for continuous measurement of bulk solids under widely different process conditions. “When compared to ultrasonic measuring instruments, radar sensors are unaffected by temperature fluctuations, vacuum or high pressures and insensitive to contamination,” he explains.
Fast Fact: Radar sensors can also be used in confined spaces and installations. Due to the high focusing of the 80 GHz technology, the radar beam can be aligned almost precisely to the medium to be measured. This means that there are no interference signals even with installations such as pipes or pumps, in narrow shafts or with deposits on walls. Compared to ultrasonic sensors, no interference signal suppression is necessary.
“THE VEGAPULS 64 SENSOR IS WELL SUITED TO LEVEL MEASUREMENT AND POINT LEVEL DETECTION IN READY-MIXED ASPHALT SILOS, BITUMEN TANKS AND MIXING TOWERS.”
Mr. Leadbetter adds that the VEGAPULS 69 is ideal for level measurement in extremely high silos, large bunkers and segmented vessels. “The non-contact radar sensor is ideal for use in diverse applications, such as building materials, rocks, aggregates and cement, as well the chemical industry, in wastewater management and in recycling,” Mr. Leadbetter says. Within an infrastructure context, the VEGAPULS 69 has a range of applications, including level measurement and point level detection in cement production clinker silos. “The VEGAPULS 64 sensor is well suited to level measurement and point level detection in ready-mixed asphalt silos, bitumen tanks and mixing towers,” Mr. Leadbetter adds. VEGA is once again breaking new ground, Mr. Leadbetter says, adding a new compact instrument series to its portfolio of radar sensors late last year. “The series is especially suitable for price-sensitive applications or in auxiliary process loops in process automation,” he says. “VEGA developed a new radar microchip especially for this purpose, characterised by its extremely small size and low energy consumption.” Mr. Leadbetter says the new microchip is optimised for the reflection properties of different material, with integrated function monitoring that reduces maintenance costs. Ideal for measuring liquids, the sensors are available as a compact version with a cable connection compartment, and as a standard version with fixed cable connection compartments. “Like the previous sensors of the VEGAPULS series, they deliver reliable measured values without effect from external conditions such as temperature fluctuations or soiling,” Mr. Leadbetter says. “The sensors can suppress interference caused by ambient conditions right up to
the antenna. What’s more, they output standardised signals directly.” Mr. Leadbetter says the sensor’s ability to provide reliable measurement right up to the antenna system is a core advantage of VEGA’s new range. He adds that the feature is particularly significant in storage and buffer tanks that ensure the supply of bulk material for ongoing processes. “Compact radar sensors can exploit their strengths in tanks as they can be installed in very confined spaces and small process fittings. Since they have no dead zone, the sensors can measure dependably right up to the top of the container,” Mr. Leadbetter says. The sensors can deliver accurate measuring results even with strong outgasses from the medium, Mr. Leadbetter says, regardless of the type of material or process condition. “Since all of the new sensors have explosive atmospheres approval, they can also be used with flammable material,” he says. VEGA’s new instrument series is complemented by VEGAMET controllers, which feature a large graphic display that can be used to visualise all measured values. “All the instruments can be easily adjusted via Bluetooth with a smartphone or tablet, making parameterisation, display and diagnostics considerably easier, especially in harsh environments or hazardous areas,” he adds. According to Mr. Leadbetter, VEGA’s consistent innovation in the 80GHz space could potentially move industry towards a universal measuring principal. “VEGAPULS 64 detects liquids with unwavering accuracy, even with condensate or build-up on the antenna. Plus, since the sensor can be equipped with the smallest antenna of its kind, there’s hardly any mounting location where it wouldn’t fit,” he says. “This is an instrument for universal application.” roadsonline.com.au
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IDENTIFYING THE POINT
OF CRITICALITY
WHILE UNKNOWNS ARE A PRODUCT OF A CHANGING CLIMATE, SUNSHINE COAST COUNCIL IS TAKING STEPS TO BETTER INSPECT ITS ASSETS IMMEDIATELY BEFORE, DURING AND AFTER A MAJOR STORM OR CYCLONE.
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t is clear that knowledge of the past is no longer a valid basis for making projections about the future,” writes a 2010 research paper on incorporating climate change into asset management by the London School of Economics and Political Science. Although the world has changed a great deal since then, the report highlights that while the science on man-made climate change in near unequivocal, the capacity to project the trajectory of local climate for a given mitigation framework is limited. Faced with these challenges, engineers and asset managers must make effective use of limited capacity to accurately project environmental conditions over the lifetime of their assets. Navigating these challenges also means undertaking an appropriate risk management strategy accessible to all asset owners, a process explored by Sunshine Coast Council through the development of a critical assets database.
In early 2012, after a period of significant rainfall events, Sunshine Coast Council identified a need to undertake a study of the region where stormwater assets would be impacted by major storms.. Andrew Priest, Asset Management Engineer at Sunshine Coast Council, explains widespread flooding of the region saw multiple roads blocked. “We spoke to a couple of external stakeholders within council and emergency crews and what we got back is that there was a lot of overland flood areas with reinforced box culverts,” Mr. Priest says. As the region continued to experience flooding over the years, in early 2017, Sunshine Coast Council decided to undertake a study of stormwater assets. The council wanted to know where stormwater assets may be significantly impacted by a major storm event. A critical asset was defined as an asset likely to result in a more significant financial, environmental and social cost and affect Sunshine Coast Council wanted to know which stormwater assets may be impacted by a major storm event.
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organisational objectives. Importantly, the council hoped to be in a position to inspect its assets immediately before, during and after a major storm or cyclone to be able to deal with potential flow impediments and minimise flooding. Its key criterion comprised maintaining the safety and wellbeing of the community, financial risk, service delivery and engaging key stakeholders. Critical to the assets were council-owned stormwater infrastructure consisting of pipes, pit, culverts, open drains, water quality and drainage easements and miscellaneous, valued collectively at $1.5 billion. Mr. Priest says it was important the culverts were in a good condition and at a serviceable point. Additionally, the council wanted to know how many culverts it had and the areas it was drained. . The initial development included undertaking desktop surveys of the council’s ArcGIS system to identify catchments that may have a more significant effect on local communities. During the initial consultation phase, it became clear there was a need to expand the database to include other critical assets such as hospitals and community centres. Telecommunications facilities such as major switchboards, pump stations and water treatment plants were also prominent considerations. It was also clear from the early stages of the survey that a more detailed investigation was needed. As such, a cross collaborative team of internal stakeholders was engaged to ascertain key assets and the units responsible for maintaining them. This comprised construction and maintenance services, the stormwater planning and policy unit and the Sunshine Coast Council Disaster Management Team. Mr. Priest says one of the biggest challenges
INFRASTRUCTURE IN FOCUS – ASSET MANAGEMENT
is managing older networks that were not fit for urbanisation. For example, some of the older culverts proved to withstand tough conditions compared to newer ones. “The big issue is we’re trying to keep pace with development, we’ve got these older networks that are legacy assets,” Mr. Priest says. Part of the initial development was also to identify key assets, relevant asset owners and their respective responsibilities. This meant understanding the interchange of responsibility between asset owners. “QLD Department of Transport and Main Roads have a lot of roads in our area with culverts but have our stormwater going through them, so it was also going back to Main Roads and noting that it may affect their roads if a culvert collapses,” Mr. Priest says. Mr. Priest says it’s important to ascertain the age of the asset, which is why council takes samples of these. Additionally, weather factors such as the council’s coastal location plays a role in asset lifespan. A gap analysis helped to inform which areas needed more resources. The Australian Road
Research Board also supported a review of the culverts. A contractor was engaged to undertake a comprehensive review of existing assets to facilities and road networks to access these facilities, in addition to an assessment of stormwater assets. External stakeholders such as State Emergency Services and Queensland Police Services were included as part of the scope of works. Some of the key objectives in the development of the database were to ensure a defined level of service and implement a lifecycle approach. Additionally, it was important to develop cost-effective management strategies for the long term, manage the risks associated with asset failures and ensure a sustainable use of physical resources. All trunk collector roads were included in the assessment. Once the contractor had received the information, a register was developed listing all possible affected facilities and assessed against Sunshine Coast Council’s flood modelling system. Stormwater assets were assessed only if
they were negatively affected by at least one flood model. Digitally accessible local maps were compiled to identify stormwater assets onsite and present the flood modal affecting the critical facility or road. The register included details of stormwater assets located on and directly downstream of the facility property. It is now available to all council employees and has been introduced as a vital source of information for Council Disaster Management team. In terms of next steps, the assets register continues to be worked through with a set criteria based on general criticality conditioning. In the meantime, the council has a robust model allowing for critical assets to be easily surveyed and paid attention to during large storm events. “The take home message is you’re not going to get it fixed overnight. “Don’t try to solve it in one hit or throw unrealistic objectives at your executives or leadership team and contractors. It’s an ongoing process so knocking out those little milestones can be a positive way to go,” Mr. Priest says.
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TACKLING CONGESTION
IN WA
ROADS & INFRASTRUCTURE SPEAKS TO WA TRANSPORT MINISTER RITA SAFFIOTI TO DISCUSS THE GOVERNMENT’S PRIORITIES TO TACKLE CONGESTION AND THE ROAD TOLL THROUGH MAJOR PROJECTS AND INNOVATIVE TECHNOLOGIES. Minister Saffioti says the third stage of Northlink will cut time between Morley-Ellebrook by 50 per cent.
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n 2015, Infrastructure Australia predicted that transport cost delays in Perth would grow at an average annual rate of around 11 per cent, from $2 billion in 2011 to $16 billion in 2031. The 2015 Australian Infrastructure Audit stated that in the absence of additional capacity, the northern corridor would likely become one of the most congested corridors in Perth and demand would well exceed capacity before 2031. That same year, the Office of the Auditor General doubled down in its assessment of Main Roads projects to address traffic congestion, concluding that neither Main Roads nor the Department of Transport had clear objectives, service performance standards and targets for managing congestion. In part, this was because there was no strategy to deal with it or agency. One of its views was that Main Roads did not have good information to inform traffic congestion decision-making and that, where possible, data should be collected in real-time. It recommended Main Roads, by the end of 2015, complete its review of data
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and information and finalise a fiveyear congestion program, including an implementation plan with budgets and timelines and other recommendations. Five years down track under the purview of a new government, several key projects in rail and road, including NorthLink and the Armadale Road to North Lake Road Bridge, are seeking to address the challenge. WA Transport Minister Rita Saffioti tells Roads & Infrastructure one of her main priorities is to improve congestion which she says has increased over the years. “We’ve got our freeway which is the main artery north and south and that has seen heavy congestion. We’re spending hundreds of millions of dollars on new freeway projects across both the northern and southern freeway,” she says. “What we’ve seen across the network is congestion in key corridors where we’ve seen significant residential growth, for example in the Ellenbrook corridor.” She says that many roads, particularly in the outer suburbs, were not fit-for-purpose as they were built at a rural level. Projects
like the Armadale Road Duplication are therefore seeking to address congestion points in the southcorridor. Ms. Saffioti says that while across WA there have been some significant projects, the NorthLink is one that stands out as improving safety and efficiency for the trucking industry. At the time of the interview, she says the third stage was set to be open in several weeks’ time and cut travel time between Morley-Ellenbrook by half. “It’s a project that everyone that uses it agrees is transformational,” Ms. Saffioti says. The $1.02 billion NorthLink WA will link to Gateway WA and support regional traffic movements to commercial and industrial areas, including Malaga, Kewdale, Perth Airport and the CBD. With joint funding from the federal and state government, NorthLink aims to link Morley to Muchea and bust congestion. The Connecting People in Places 2018-19 Strategy highlights that in 201920, the government will complete the development of a consolidated five-year Congestion Strategy and Movement Program. Ms. Saffioti says that the strategy development is underway. HIGH-TECH VISION Following auditor general recommendations, the government in late 2018 launched the Road Network Operations Centre, a high-tech facility capable of managing traffic flow across the metropolitan region. “This give us real-time tracking of the network and we’re tracking all of our key roads in 27 segments across the entire network,” Ms. Saffioti says. She says the data helps to understand volumes of traffic and the efficiency of the network. “As a result it informs better infrastructure
INFRASTRUCTURE IN FOCUS – WA
spending so I think all these technologies are most useful when it can actually help target and create more efficient spending.” Using this knowledge, the government has invested in the state’s most congested intersection at Tonkin Highway and Welshpool Road. Ms. Saffioti says the centre ensures the government is focused on tackling the top 10 congested areas and any other emerging areas. “We’re able to look across the network at those roads that have experienced efficiency improvements and those where it’s gone backwards. For example, the Tonkin Highway is now a course which is now the NorthLink project [and] is experiencing significant improvements. “And in other areas there have been some treatments made, whether it’s just basically sequencing the traffic lights better to other minor road improvements to help efficiency, and we’ve seen some improvements across the network.” As Australia remains in the midst of a bushfire crisis, in January tourists found themselves stranded on outback tracks after the Eyre Highway was closed for 12 days. As the only sealed transport route between WA and the rest of Australia, the highway was shut down due to fires. WA trucking association the Western Roads Federation told ABC News they were lobbying for more outback roads to be upgraded and sealed, including the Great Central Highway. State Member for Kalgoorlie Kyran O’Donnell also told the Kalgoorlie Miner that sealing the Trans Access Road needs to be firmly placed on the political agenda. Ms. Saffioti says she believes the Outback Way sealing will assist in relation to occasions where the Eyre Highway is affected. She says the government is also looking at how the Eyre Highway can be better protected. “It was difficult for the people involved that were stranded and, of course, industry as well, so we understand that had a major impact, but we’re working to see how we can better protect it into the future,” she says, adding that greater backburning could occur along the road to prevent the threat of the road closing again. On questions of whether the government planned on providing relief funding for rebuilding critical infrastructure, including roads, Ms. Saffioti says Main Roads WA has access through the Commonwealth for disaster funding.
“In relation to Eyre Highway, that was tripled checked before it was reopened and my report so far is it hasn’t had significant damage.” Turning to the road toll, the Towards Zero Strategy had a vision for 11,000 fewer people killed or seriously injured by 2020. When the strategy was developed, 2006 data showed non-metropolitan WA was the worst performing jurisdiction per 100,000 population based on 33 jurisdictions, including Netherlands, Greece, Japan and other Australian states. However, WA metropolitan delivered much better results. Ms. Saffioti says that last year there was a slight increase in the number of people who died on Australian roads. Data from the Road Safety Commission shows the road toll at 165 in 2019, down from 2000 in 2006 with regional WA still affected by a higher toll. “I’m really focused on regional road deaths in WA and in particular we’re really highlighting a program which is a regional run-off program to which we commit around $20 million a year. “That project is all about widening the shoulders and having audible edge lining and centre lining on our regional roads because a big percentage of the deaths in regional WA are single vehicle run-offs.” She says recycled materials in roadbase is another area of development, with Main Roads WA testing a number of products. On questions of whether Main Roads WA
had plans to update the specifications, she says “potentially”. “I think what happened in WA was there was initially some hesitation from Main Roads in relation to the specs and quality. And so what they’ve managed to do is Main Roads work with the environmental agency and industry to have the machinery able to develop the quality product.” She says as a result, trials have been undertaken which have led to recycled materials used on key projects such as freeway upgrades. Demolition on Subiaco Oval began last year, with up to 95 per cent of the demolition material to be recovered for reuse or recycling, such as in roadbase. As to what she hopes would be her legacy, Ms. Saffioti says delivering METRONET and better connecting communities to target congestion. Likewise, a smart freeway project along the Kwinana Highway informing drivers about what’s coming up ahead is another she prides herself on. Ms. Saffioti says she’s also interested in mobility as a service and connecting sparse populations to transport, with harmonised autonomous vehicle policy being worked through the Council of Australian Governments. While she says there are no road vision statements coming up, she has discussed legacy projects with new agency InfrastructureWA. She says that many of these are big in nature and therefore need an independent body to inform decisionmaking.
The Forrestfield-Airport Link is part of METRONET – a series of rail projects aimed at improving liveability.
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INFRASTRUCTURE IN FOCUS – BRIDGES
CREATING AN
INSTANT ROAD
DISASTER STRUCK THE SILVER CITY HIGHWAY WHEN THE BUNNERUNGEE BRIDGE CLOSED DUE TO A STRUCTURAL ISSUE, FORCING A NINE-HOUR DETOUR, BUT TRANSPORT FOR NSW STEPPED IN TO CREATE AN INSTANT ROAD OVER THE ANABRANCH.
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ith just 26 recorded residents, Scotia, NSW, relies on the Silver City Highway for its connection to the rural city of Wentworth. The Bunnerungee Bridge is situated about 65 kilometres north of Wentworth on the Silver City Highway, linking Wentworth with Scotia by enabling passage over the Great Darling Anabranch. In late October 2019, a structural issue was found on the bridge during routine maintenance, forcing its closure. The shutdown resulted in a nine-hour diversion for traffic as the Silver City Highway is the main road connecting the two towns. While the area surrounding the Bunnerungee Bridge is not densely populated, it remains an important agricultural region, so a solution was needed. Transport for New South Wales organised the instant road with the help of local councils and contract workers. Transport for NSW Director for the SouthWest Lindsay Tanner says an engineering feat was achieved when a side track was built and open to traffic in eight days.
The instant bridge took eight days to construct with some challenges encountered along the way.
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“As fatigue-related crashes are twice as likely to be fatal, imposing a lengthy detour was not considered safe or efficient,” Ms. Tanner says. Within 24 hours of the fault’s discovery, Transport for NSW carried out an inspection and analysis to determine the possibility of building the side track. Transport for NSW also carried out environmental assessment in conjunction with Dareton Local Aboriginal Lands Council and a basic design to determine a safe layout for the side track. “Road designers took into account the alignment of an appropriate side track, using satellite information to determine grade and existing surface levels for road construction,” she says. Existing disturbed land and tracks next to the bridge were then used to construct the side track over eight days. Electronic messaging suppliers and traffic control contractors were also brought in to ensure road users were given as much notice of closures, delays and detours as possible. The key initiative for the construction of
the instant road was to find a way to get a foundation through the waterway using geotextile to support the pavement. Once the soil foundation and geotextile were laid, the gravel track was opened to light vehicles, eight days after the bridge’s closure. The road was sealed the following day, allowing all vehicles to continue along the Silver City Highway. A team of around 10 Wentworth Shire council staff were enlisted to build the instant road, which Ms. Tanner says was an incredible effort considering the challenges they faced. The Wentworth to Broken Hill pipeline constrained the project footprint, restricting the use of vibration compaction. There was no phone reception, even for satellite phones, at the site, and its remote location meant there was limited access to construction materials. During the eight days it took to construct the instant road, there were some challenges for vehicles using the lengthy detour. Trucks faced a restriction at an alternative bridge over the Murrumbidgee River at Hay. The Hay bridge is not heavyvehicle-compliant and, as such, was only used for passenger vehicles. “Transport for NSW allowed these vehicles to access the bridge while the detour was in effect,” Ms. Tanner says. Traffic lights guided vehicles over the bridge, one at a time under reduced speed limits, in order to reduce impacts. Following the completion of the side track, Hay Bridge was returned to normal operation. Ms. Tanner says Transport for NSW is committed to getting the Bunnerungee Bridge operating at full capacity as quickly as possible. A team of workers is completing initial repairs to the bridge now, with its expected reopening set for this year.
AUST RA L AS I A’S LA RG EST LOGI STI C S E V E NT
DRIVE INTO THE FUTURE 1 ST - 3 RD A P RI L 2020
M E LB O U R N E CO N V E N T ION & E X HI B I T I O N C E NT RE
P R OUD PARTNE R
S U PPO RT I NG SPO NS O R S
ASSOCIATION PART NER S
CO N FEREN CE S PO N S O RS
The Metro Tunnel Project’s underground environment.
METRO TUNNEL
GOES VIRTUAL
MELBOURNE’S METRO TUNNEL PROJECT IS ONE OF THE FIRST AUSTRALIAN MAJOR PROJECTS TO INDUCT CONSTRUCTION WORKERS USING VIRTUAL REALITY SITUATIONS. ROADS & INFRASTRUCTURE SPEAKS TO STAKEHOLDERS ABOUT THE TECHNOLOGY.
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Melbourne commuter wanders through the Melbourne CBD on autopilot, unbeknownst what is happening below their feet. While cranes dot the sky and signage is ever-present, the commuter remains unaware of the intricacies of the Metro Tunnel Project, as contractors work underground to deliver major works. Over the past three years, construction teams, road headers and affectionately named tunnel boring machines (TBMs) have been making their way through the CBD and North Melbourne. In Melbourne’s biggest rail project since the City Loop, the Metro Tunnel will see the construction of twin rail tunnels and five underground stations from North Melbourne through to the Domain precinct, south of the CBD. As a large part of tunnelling is happening underground with TBMs, this comes with an array of safety risks. To prepare workers for the underground environment, virtual reality (VR) is being used. The innovative technology is offering a safe, above-ground alternative to the working environment. 46
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This VR scenario is one of the firstof-its-kind used on a major project in Australia and is increasingly incorporated in training the next generation of construction workers. CYP Design and Construction (CYP D&C), tasked with delivering the tunnel and stations works package, is using VR for its worker inductions. Alongside construction workers, students at the RMIT University had the chance to view the construction of the Metro Tunnel Project without ever setting foot underground. CYP D&C uses VR as part of the induction process to train new workers before they enter the underground sites. VR is becoming a growing trend in the construction and education industries, including in the United Kingdom and India. The Construction Wales Innovation Centre in the United Kingdom announced in 2019 a £2 million project to improve efficiency and employee safety in the construction industry using state-of-theart immersive technologies such as VR and augmented reality (AR). Major Indian contractor Larson &
Toubro Construction has also developed immersive VR and AR scenarios to demonstrate safety practices. Closer to home, Nuria Florentino, People Director with CYP D&C at the Metro Tunnel Project, says the VR induction is part of the awareness and safety training component of tunnel induction. CYP D&C has created two VR scenarios – one for the Mined Tunnel Induction and one for the TBM Tunnel Induction. “Each scenario includes a familiarisation of the exact environment workers will be entering. “It takes them through steps to access the underground environment, key processes such as tagging in and communication underground, as well as safety features and first aid equipment locations,” Ms. Florentino says. Both VR scenarios also end with an emergency evacuation drill to reinforce what workers in each type of tunnel need to do in the case of an emergency. The scenarios were created using real video footage of the mined tunnel environment alongside drawings and plans for the TBM tunnel induction.
INFRASTRUCTURE IN FOCUS – RAIL
This was to ensure the VR situations were as close as possible to the real environments. “We did a number of development sprints to ensure what was being developed reflected the actual environment, such as making sure the clothes and equipment were exactly the same as in the mined tunnel environment,” Ms. Florentino says. Both of the scenarios take workers through the process of entering the underground environment, indicating what they need to do to enter safely and correctly. There is a familiarisation section and safety evacuation section. “Providing an awareness of the actual environment before going underground is especially important if people have not worked in an underground environment previously,” Ms. Florentino says. The VR scenarios provide a safe opportunity to expose workers to the exact underground environment and reinforces the procedures needed for underground safety. While it increases safety in training, by removing workers from underground experiences before they are trained, it also provides another learning opportunity for workers. “VR simulations move some of the training away from the classroom style to a more practical or immersive style, which is beneficial for construction workers who are more hands-on,” Ms. Florentino says. For CYP D&C, employees’ learnings from the VR experience is reinforced in the rest of the induction program as well as in training and development undertaken on the project. As part of a new collaboration between RMIT, Melbourne Metro Interface Team (MMIT) and project contractor CYP D&C, students from the school of property, construction and project management were given a VR tour of the site in late 2019. “Without VR, it would not be possible for us to take large groups of students underground to experience an actual environment, so these VR scenarios offer an excellent alternative,” Ms. Florentino says. As students are not able to enter the Metro Tunnel’s underground construction sites, a virtual reconstruction of the site enabled them to get up close and personal.
The VR tour used 3D generated images to transport the user into the tunnels and stations project, including the new State Library Station, located at the northern end of Swanston Street. Like the students, workers have been able to see what the environment is like and gain an understanding of the safety procedures and requirements before entering the physical underground space. Following the success of the Metro Tunnel virtual tour at RMIT University, there are plans for the program to continue to be available to students. School of Accounting Associate Professor Eva Tsahuridu says VR training experiences provide students with unique training opportunities and place people in realworld scenarios without the multiple risks that actual placement may entail. “We have a lot of evidence that suggests that the use of VR in training leads to better outcomes in performance, fewer errors, improved skill and knowledge acquisition and retention,” Dr. Tsahuridu says. Dr. Tsahuridu and her colleague, School of Accounting Associate Professor Gillian
Vesty, developed an accounting ethics serious game that enables professionals to learn by doing. Dr. Vesty says VR training could and should replace practical training in areas where it would be risky for the people involved. “Immersive environment training can replace real environments which might be dangerous or feature expensive equipment that could be damaged or destroyed in training,” Dr. Vesty says. Dr. Vesty says the use of VR can also significantly increase engagement with certain topics, at university and in industry, especially if the topic is generally perceived as boring. “Immersive technologies are designed to be practice-oriented and replace learning that has been traditionally performed through reading user manuals, textbooks, codes of practice,” she says. Due to the success of the VR approach and the accounting modules, the team is working with construction, engineering and health departments for collaboration on future projects.
Image from the VR training module used for the Metro Tunnel Project.
CYP D&C use VR training as part of the induction process to train new workers before they enter underground sites.
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MAJOR ITALIAN CONTRACTOR
EYES AUSTRALIAN PROJECTS SALINI IMPREGILO’S MARCO ASSORATI SAT DOWN WITH ROADS & INFRASTRUCTURE TO DISCUSS HIS VIEWS ON RISK SHARING, MODERN SPECIFICATIONS AND THE NEED FOR ADAPTABLE INFRASTRUCTURE AS THE INTERNATIONAL CONSTRUCTION GIANT INCREASES ITS INVOLVEMENT IN AUSTRALIA’S MAJOR PROJECTS.
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ome of Australia’s largest infrastructure projects share a common international contractor. The $8.3 billion Sydney Metro Northwest, $1.86 billion Forrestfield-Airport Link and $5.1 billion Snowy 2.0, for example, are changing the transport and energy infrastructure landscape in New South Wales and Western Australia. While relatively new to Australia, Salini Impregilo is at the heart of these projects. In Snowy 2.0, the company is championing Australia’s transition to renewable energy after winning the contract as a member of the Future Generation joint venture. Crews will build the biggest hydroelectric power station in Australia . Sydney Metro Northwest now forms a rapid transit link to the northwest suburbs of Sydney, a project critical to helping improve liveability by providing additional transport links. Likewise, the Forrestfield-Airport Link will help connectivity from Perth’s eastern suburbs to the CBD. Salini Impregilo’s latest work in Australia started with parts of the Sydney Metro Northwest in 2014, which is now complete. The company was tasked with building the skytrain bridge and 4.6-kilometre viaduct for the project. In 1906, two companies, Girora and Lodigani, were created in Italy. The group today is the product of a series of mergers throughout the last century, with at least four companies coming together before Salini Impregilo was founded in 2014.
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Salini Impregilo Executive Director for Australia and Oceania Marco Assorati spoke at the 2019 World Engineering Convention.
Salini Impregilo has been involved in some of the world’s largest infrastructure projects, namely a section of the Brenner Base Tunnel from Austria to Italy, which on completion will be the longest underground rail connection in the world. It is also building a section of the Grand Paris Express which includes the construction of two metro lines: Line 16 north of Paris and Line 14 to the south connecting to Orly Airport. Since the Sydney Metro Northwest, Salini Impregilo has slowly been increasing its construction footprint in Australia, gaining contracts for the Forrestfield Airport Link and Snowy 2.0. Marco Assorati, Salini Impregilo’s Executive Director for Australia and Oceania, presented at the 2019 World Engineering Convention in Melbourne. He expressed his view for Australia to adopt adaptable infrastructure projects.
In the opening session of the convention, Mr. Assorati stated that as an industry, construction contractors have to ensure projects they plan, design, deliver, operate and maintain are changeable for the future. Adaptability, he noted, involves making the best use of space and resourses already available. “It’s all about incorporating innovation that we have been exposed to by other markets. We are looking at how we can introduce these innovations in Australia in the framework of Australian projects,” he said. In speaking to Roads and Infrastructure at the convention, Mr. Assorati expressed his desire to better connect with the Australian construction market to introduce innovative practices. Creating quality relationships and partnerships with Australian companies is one project aspect Mr. Assorati regards highly, as he looks to grow Salini Impregilo’s presence in Australia. “It is critical for us to understand the local rules of the game and also to spread our footprint in a more local fashion,” he said. “For sure there is a very impressive infrastructure pipeline for the next 10-15 years, so it is a marketplace where we want to be.” For the Forrestfield Airport Link in Western Australia, Salini Impregilo is working with NRW Holdings, a Perth-based construction services company. The project involves the construction of 18-kilometre twin tunnels and three
Image credit: Image Library Salini Impregilo’
INFRASTRUCTURE IN FOCUS – MAJOR PROJECTS
stations to connect the eastern suburbs of Perth to the airport as well as the CBD. Two specifically designed tunnel boring machines are now being used for the project. From his experience on projects like this in Australia, Mr. Assorati said the country has differing technologies and contract designs which are important elements for international companies to understand. He said for example in Europe, the standards for specifying how structural design should be constructed, known as Eurocodes, can improve quality, efficiency and costs. Mr. Assorati also believes changes to the way risk sharing is distributed on projects will allow for the increased use of new materials and technologies to improve the quality of projects. “In some cases, we find that the proposal of different standards clashes with the strict requirements adopted as a point of reference in Australian projects,” Mr. Assorati said. “Risk sharing is more about understanding, together with clients, who is in the best position to bear that risk and who can best understand and manage the risk. It is about having conversations and collaboration.” One example of positive risk sharing, Mr. Assorati explained, was the Lake Mead Intake Hydraulic Tunnel completed by Salini Impregilo in 2016. The tunnel was constructed underneath the largest artificial lake in the United States. The project was created to mitigate the effects of a long drought in the Colorado River Basin by guaranteeing the supply of water to residents of Las Vegas. The build created a shaft on the shore of the lake that descends 200 metres to the mouth of the tunnel. The water then flows through a series of tunnels and shafts for 4600 metres before being pumped into a treatment plant and
Salini Impregilo was tasked with building the skytrain bridge and 4.6-kilometre viaduct for the Sydney Metro Northwest.
transferred to the city. Theoretical water pressure above the heads of the workers in the tunnel boring machine was up to 15 bars compared to the usual one to three bars. “To approach such a complex project, an innovative shared risk approach was implemented to ensure the full commitment of all parties, to reduce the contingencies in the contractor’s costs and owner’s budget, as well as to reduce the risk of uncertainties,” Mr. Assorati said. Entering into a risk shared model guaranteed both parties were committed to the outcome. The approach would later win a number of awards, including the American Civil Society of Engineers Awards in 2016 for Outstanding Civil Engineering Achievement. “Effective risk sharing is assured when there are mechanisms in place allowing the right party to manage those. If the right party manages the risk, the project is more efficient,” Mr. Assorati said. With developments in recycled resources and construction technology, there are many new products contractors can implement on infrastructure projects. A lack of proven quality means products without regulation will often not be considered by asset owners due to the risks involved. “First there must be more flexibility in the technical specifications for road construction. Every state has its own rules, and sometimes there isn’t enough flexibility to introduce innovation,” he said. Mr. Assorati said effective risk sharing needs to become commonplace in Australia to enable development in product and practice to take place. This view has been reflected by the Australian Asphalt Pavement Association, which worked for much of 2019 to harmonise
technical specifications for asphalt testing across the country. The increase in demand to use recycled resources was reflected in the World Engineers Convention’s theme, ‘Engineering a Sustainable World: the next 100 years’. The convention explored ideas such as environmental sustainability and the creation of infrastructure in the face of population growth. Mr. Assorati explained to Roads and Infrastructure that when creating new infrastructure today, asset owners must think about how each asset may be adapted for future use as a result of the effects of urbanisation. “Where you see a road, we may see a railway in the next 15 years. Where we see a carpark, we may see a drone park. There is a revolution coming very fast and we need to leave enough space for things to be changed in the future,” he said. In keeping with industry trends, sustainability is a major goal for Salini Impregilo in all of its projects. The Sydney Metro Northwest, completed by the joint venture in early 2019, received an excellent Infrastructure Sustainability Council of Australia rating. Up to 96 per cent of non-contaminated construction waste was recycled across the project, contributing to the project’s high performance. The rating reflected Salini Impregilo’s delivery of concrete on the project by recycling water and materials to reduce the environmental impacts. This rating is an achievement the company hopes to replicate on the Forrestfield Airport Link project. “We have applied the same principles with the concrete segments lining the tunnels in Western Australia. It is just about introducing innovative ideas to get there,” Mr. Assorati said. roadsonline.com.au
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MORE RUBBER
TO HIT ROADS
THE FIRST LARGE-SCALE CRUMB RUBBER ASPHALT TRIAL IS IN THE WORKS ON AN ARTERIAL ROAD IN MELBOURNE. IF SUCCESSFUL, IT COULD ALLOW THE SPECIFICATION FOR USE OF RECYCLED CRUMB RUBBER IN ASPHALT APPLICATIONS.
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research trial to determine optimal levels of recycled crumb rubber content within the asphalt of newly constructed Australian roads will soon begin in Victoria. Aimed at establishing consistent technical specifications for waste tyre use in the construction of Australian roads, the trial is expected to further increase confidence in the procurement chain for tyre crumb and open the market to further demand. Tyre Stewardship Australia (TSA), in collaboration with Victoria’s Department for Transport, has commissioned the Australian Road Research Board (ARRB) to conduct the two-year research trial. The trial will be see a literal road Tyres processed by Tyrecycle are all recycled to create commodities for use as raw materials.
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test of at least six industry-supplied asphalt variations laid consecutively on a 1.5-kilometre section of road in Melbourne’s Bentleigh East, including two vehicle lanes, parking and cycling. The results will assess technical specifications of the rubber-containing asphalt mix emissions resulting from the construction process and the overall performance of the finished surface. Jim Fairweather, CEO of major tyre recycler Tyrecycle, says the company has a good working relationship with ARRB and is very happy to support the trial with the crumb rubber feedstock. “Adopting standardised specifications has the potential to drive further
confidence in decision makers such as engineers and government procurement departments, and boost market demand for remanufactured end-of-life tyres,” Mr. Fairweather says. “It’s staggering to think that of the 450,000 tonnes of tyres the TSA estimates reach their end-of-life every year in Australia, only nine per cent are currently being reused, recycled or recovered.” Tyres processed by Tyrecycle are all recycled to create commodities for use as raw materials in the manufacturing of new products. A significant proportion of these materials are already used in civil work such as road construction, along with soft-
ENVIRONMENT & SUSTAINABILITY
fall sporting applications, adhesives and alternative fuel. “Because large-format truck tyres and passenger vehicle tyres each contain differing levels of natural and synthetic rubber, processing them into crumb requires different machinery and yields a different remanufactured product,” Mr. Fairweather says. “Setting standard industry specifications for minimum quantities of natural rubber to be contained within the crumb has the potential to drive further confidence in the use of crumb rubber, which in turn can open further market opportunities for its use.” Given the technology and capacity to remanufacture tyre waste already exists in Australia, Mr. Fairweather says these products are ready for development now and the market for crumb rubber simply needs to reach reliable levels of demand. “A large proportion of our nation’s waste tyres continue to be baled and exported whole to developing countries. “This is a practice that Tyrecycle opposes because it bears unacceptable environmental and health outcomes,” Mr. Fairweather says. “We already have the technology and capacity to remanufacture the tyres currently being exported. We just need the increased demand. “Given road construction is one of our nation’s biggest capital investments and is the largest current market for tyre crumb, it’s an economic, environmental and ethical no brainer,” he says. “Any delay in implementing a ban on the export of whole baled tyres is a missed opportunity. “By taking responsibility for our own tyre waste, we unburden the developing world of the health and environmental impacts of our waste, while creating local jobs and generating further investment in domestic infrastructure,” Mr. Fairweather says. The use of tyre crumb in road asphalt is not a new concept in Australia, or other parts of the world. Parts of Europe, South Africa and US have used rubberised asphalt for decades. In 2003 the US Environmental Protection Agency estimated more than 12 million endof-life tyres are remanufactured into asphalt and spray seals each year. Florida and California introduced strict requirements for the use of remanufactured end-of-life tyres in road construction, including minimum percentage content for natural rubber, which has been shown to aid
noise reduction, drainage and durability. Currently no Australian state or territory specifies the need to use recycled rubber, or places limitations on the quantity of synthetic rubber used in road construction. With natural and synthetic rubber concentrations significantly altering the final asphalt product, Mr. Fairweather thinks this new trial will seek to ascertain optimum levels for specific civil applications and set industry minimum specifications. He says this is important because Australian passenger vehicle tyres differ from large-format truck and industrial tyres with different percentages of natural and synthetic rubber and metal. In passenger tyres, textile elements and paracrystalline forms of carbon are present. “Australia’s manufacturing capacity
“This type of proactive policy is vital to establish a circular economy where we are ultimately self-reliant in reprocessing and remanufacturing our waste into new commodities, and that includes end-oflife tyres.” Mr. Fairweather believes government regulation accompanied by strong procurement policies have the potential to facilitate access to Australia’s $600 billion annual procurement value. “Market certainty is a significant trigger for private operators like us to confidently expand investments in building remanufacturing facilities and embracing emerging technologies,” he says. He says this will encourage investment and innovation, create new jobs in waste processing and remanufacturing, and will
New standards are expected to simplify the application of different types of tyre crumb for various uses.
currently outweighs the demand for crumb rubber in roads, so the key is increasing market demand,” Mr. Fairweather says. New standards are expected to simplify the application of different types of tyre crumb for various uses, creating an additional resource that is expected to increase the uptake of tyre crumb in road construction. “Domestic consumer demand for the product and positive government procurement policies are now needed to drive the market sustainability conditions that encourage further investment,” he says. Last year the Victorian Government committed to a “recyclables first” social procurement policy, using its considerable purchasing power to drive demand for local recycled products and Mr. Fairweather hopes other governments will follow suit in adopting ambitious targets.
be critical to ensuring the growth of the Australian recycling industry. Tyrecycle, a division of remanufacturer Resource Co, operates nine secure processing facilities across the country, including one of Australia’s largest crumbing plants in Somerton, Victoria. “We will continue to invest in infrastructure that enables us to responsibly process more end-of-life tyres in an ethical and environmentally sound way. “That includes recent investment in tyre remanufacturing facilities in Tasmania and building increased capability in our Somerton plant in Victoria,” Mr. Fairweather says. “Trials like the one in Victoria are a crucial step in building industry confidence, as are procurement policies and the upcoming ban on the export of whole baled tyres. “Get it right and everyone wins.” roadsonline.com.au
51
SAFETY
THE SPEED
OF SAFETY
A GPS SPEED SWITCH IS HELPING TO REDUCE THE RISK OF HUMAN ERROR FOR TRUCKS OR MACHINERY TRAVELLING AT SPEED.
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ne of the central concerns for any driver transporting materials or machines between construction sites is the risk of colliding with another object or vehicle. On 22 June 2018, this fear became a reality for one driver of a trailer on the Princes Freeway in Laverton North, Melbourne. Unfortunately, the truck driver was travelling down the motorway with the second trailer still raised. The truck drove underneath Doherty’s Road bridge, ripping off the second trailer and leaving it wedged underneath the bridge, before the driver realised the trailer had been left up. The crash happened around midday and was not completely cleared until about 6.30 pm, creating chaos for peak hour drivers travelling home via the West Gate or Bolte Bridge. When operating civil construction equipment such as tipper trailers, cranes and pavers with extended screeds, human error is a real concern. An operator simply forgetting to retract attachments can cause serious damage during transportation or onsite. To mitigate this issue, Hummingbird, a Redarc Electronics company, created the HMSW1000B, GPS Speed Switch. The GPS Speed Switch is multi-voltage compatible and can be configured to a truck or piece of machinery to trigger certain reactions when that vehicle reaches a desired speed. The device is integrated with the electronics of the machine and depending on the application it’s needed for, it will trigger a specific signal at speed. The GPS Speed Switch can be configured to trigger at any chosen speed, as well as when a machine begins to move or come to a stop. Mark Bruce, National Sales and Marketing 52
ROADS FEBRUARY 2020
Manager at Hummingbird Electronics, says customers come to the company with specific problems and the team creates tailored solutions using the Speed Switch. “We have designed a left-hand turn trigger for a client before. When the truck is travelling below 50 kilometres per hour and the left indicator was engaged, an audible alarm would go off outside of the vehicle.
The GPS Speed Switch was designed and manufactured in Australia.
This gave pedestrians and cyclists a warning the truck was intending to turn left,” he says. The GPS Speed Switch was designed and manufactured in Australia. Mr. Bruce says this enables Hummingbird to react rapidly, providing support and helping customers that need tailored solutions quickly. Customising the product involves removing the cover from the enclosure and adjusting the switches on the system circuit board to tailor the speed at which the trigger is needed. The GPS Speed Switch is then attached to the vehicle and is configured to the relevant fuse protected power source before it is ready to go. The speed at which the reaction is triggered can also be readjusted later if needed. The micro switches within the Speed Switch enclosure can be reconfigured to obtain the desired results.
“Speed is crucial because many safety factors are relative to speed. It could be the difference between preventing an accident due to human error,” Mr. Bruce says. To assist with mitigating risk such as in the Laverton North trailer incident, the GPS Speed Switch could have been applied to trigger the lowering of the trailer when the vehicle was travelling at speed. Mr. Bruce says it could also be used on tipper trucks transporting asphalt to be laid on site. “If a truck is moving slowly, tipping out the aggregate at low speed before crews spread it out, you could configure the system to lower the bucket should the truck start travelling faster than, say, 15 kilometres per hour. This acts as a safety net in case anyone forgets to lower the trailer.” He says the GPS Speed Switch has also been successful on some mine sites where the roads are being sprayed with water for dust control. “If the water truck comes to a stop at an intersection, the GPS Speed Switch could be configured to automatically turn off the water system and then recommence once the truck starts moving again, this time assisting with saving water,” he says. Hummingbird has also configured beacons that are triggered when a truck goes above a certain speed. The GPS Speed Switch has been used for bus and transport applications to automatically lower access steps when stopped and then again raising once the machine is moving again, Mr. Bruce says. This helps increase safety for passengers or machine operators. “Tailored solutions incorporating our GPS Speed Switch are wide and varied. Each application is different and presents a different safety concern that we can help to resolve,” Mr. Bruce says.
State Industry Awards Gala Dinners Industry Awards dinner dates: South Australia Queensland Western Australia New South Wales Tasmania Northern Territory Victoria/National
: 29th May : 05th June : 12th June : 19th June : 26th June : 24th July : 14th Aug
Nomination closing dates: 01st May : 08th May : 15th May : 22nd May : 29th May : 26th June : 10th July :
South Australia Queensland Western Australia New South Wales Tasmania Northern Territory Victoria/National
To nominate for awards or book your table www.aapa.asn.au/events/
Supporting Partner
COVERING UNIQUE
ROAD RISKS
THE ROAD CONSTRUCTION AND INFRASTRUCTURE INDUSTRY OPERATES IN ONE OF THE MOST DYNAMIC AND HAZARDOUS WORK ENVIRONMENTS, AND WHILE THERE ARE NUMEROUS FACTORS BEHIND CONSTRUCTION SITE CLAIMS, MOBILE PLANTS AND MACHINERY ARE INVOLVED IN A NUMBER OF THESE.
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he basic engineering principles used in the construction of advanced plant and machinery involves the full spectrum of both mechanical and structural design. While some of these machines share a common goal and function, the types and uses of machinery fall into a wide array of applications. These uses are subject to a number of environmental conditions and external forces, which include geographical location, terrain, wind, weather and frequency of use, as well as the operator’s experience and skill level. According to Stan Alexandropoulos, Underwriting Agencies of Australia (UAA) Chief Operating Officer, the unique exposures that mobile plants and equipment face means adequately covering the sector is not a job for everybody. “When we have machinery claims, they are usually low in frequency but high in
UAA has an array of comprehensive policies designed to protect road-making equipment. 54
ROADS FEBRUARY 2020
severity, such as serious property damage and personal injury, so you need a very specialised product that identifies those exposures and makes sure that they are actually being covered and the insured’s business is effectively protected,” Mr. Alexandropoulos says. “We’ve got a very comprehensive policy called the Industrial Special Plant (ISP) policy, which has been developed for mobile plant and machinery such as road making equipment.” UAA, the largest specialist underwriting agency for mobile plant and construction equipment in Australia and New Zealand, has seven sections in its ISP policy, which cover the different exposures associated with the equipment. The first section is Damage cover, where UAA will indemnify the insured against damage to a machine that occurs within the territorial limits and period of insurance.
“It’s what we call an ‘all risks’ policy, which pays for the machine to be repaired or replaced depending on the severity of the damage, while also covering other exposures likes theft and malicious damage. Basically, if it is not listed as a specific exclusion in our policy, then it is covered,” Mr. Alexandropoulos explains. Under section two – Hired-in Plant cover – UAA will indemnify the insured against liability to the owner arising from damage to a machine hired by the insured that occurs within the territorial limits. This must be during the period of insurance, during the period of hire, and while the machine is in the physical possession and control of the insured. “If the insured hires equipment in from an equipment hire company, we will cover it even though they don’t own it, because these places require them to have some sort of insurance cover in place when
SAFETY
their equipment is hired,” Mr. Alexandropoulos says. “We do offer an option for our clients to take out their own insurance cover, which usually ends up costing considerably less than what other hire companies charge for broader cover.” UAA also has the ability to offer an annual blanket hired-in plant coverage which removes the need for the insured to notify their broker every time they hire something, reducing any gaps in cover. This cover is increasingly important during busier times when the hiring in of machines is more prevalent such as the current business environment. The third section, Additional Benefits cover, covers things like damage to transported goods, multiple crane operations, recovery costs and extra costs of reinstatement, new vehicle replacement, employee’s property damage, signwriting and emergency service charges, to name few. In section four, Financial Protection cover, UAA indemnifies the insured against consequential loss that occurs during the indemnity period. This applies if damage to the machine or machine breakdown (if breakdown section is taken) occurs within the policy limits and if it causes interruption during the period of insurance. “We cover things like loss of revenue associated with a piece of equipment in the event that it is damaged, and the client loses revenue because they are not working,” Mr. Alexandropoulos says. “We can also cover exposures such as additional increased costs of working in the event of a claim, like the costs associated with hiring another piece of equipment in to do the job.” The high cost of the equipment insured by UAA often means it is financed. UAA also covers the monthly finance cost in the event of a claim while it is not working. Section five is Breakdown cover, which is where the insurer will indemnify the insured against breakdown damage that occurs in a machine within the policy limits and definitions and during the period of the insurance. In section six, Road Risk cover, UAA will indemnify the insured against legal liability for personal injury or property
Stan Alexandropoulos says its important UAA clients get the right expertise and service.
damage first occurring during the period of insurance, and caused by an occurrence within the territorial limits arising from using, operating or towing a roadregistered vehicle/machine in connection with the business. “This is covering road-registered machines such as a road-registered roller or backhoe whilst it is travelling on a road and being used as a road vehicle and not performing as a tool of trade,” Mr. Alexandropoulos says. Finally, in section seven – Broadform Liability cover – the insurer will indemnify the insured against legal liability for personal injury, property damage or advertising injury first occurring during the period of insurance, and caused by an occurrence in connection with the business. “It’s a public liability policy that covers the declared activities of our client, and that is the full business activities of our clients, not exposures and claims associated with the plant and machinery only,” Mr. Alexandropoulos says. “For example, if a machine was to crash into a building and our insured was deemed to be negligent, we will cover the damages to the building, as well as any third-party personal injuries that may occur in the incident.” Mr. Alexandropoulos also notes that the claims they deal with are more often than not related to human error. “Machines these days, particularly the newer ones, are all very high tech – they’ve all got sophisticated safety mechanisms such as alarms and cut-off switches, which pretty much protects them from most
situations, so we still find human error to be the most common cause of a claim,” Mr. Alexandropoulos says. He adds that while mistakes do happen, the number of incidences has reduced as the industry in general has become more professional and companies are increasingly training and hiring more qualified and experienced operators. “In saying that, we also find that claims increase during the busier times like the current business environment. Either way, UAA has your back,” Mr. Alexandropoulos says. UAA has very specialised local claims teams who are experienced in all manner of plant and machinery claims, and when an incident occurs, aim to be quick to appoint the right assessor and repairer. “We don’t have in-house assessors or repairers, they are all third party, but we go out and recruit them based on competency on different types of equipment. “They are specialists in these pieces of equipment.” Mr. Alexandropoulos also stresses the importance of appointing the right assessor and repairer at the beginning to get the process off to the best start possible. This enables the item of machinery to get back up and operating and making money for owners as soon as possible. “Most manufacturers prefer to replace parts and machines in these situations, but we always try to repair rather than replace if possible, because when a part or machine is replaced, you’ve usually got to wait quite some time for those parts to be delivered as they mostly come from overseas,” Mr. Alexandropoulos says. “Commonly that can take many months for delivery, in some cases taking up to 12 months for some less common parts or machines to arrive. “In cases like that, contracts are often lost because the principle contactor can’t or won’t wait that long, so they’ll find someone else who can [complete the job],” he says. “So, it is really worthwhile for our clients to have the right coverage, the right service and expertise, and get their machine repaired properly and have it up and running and making money as soon as possible.” roadsonline.com.au
55
PROMOTIONAL FEATURE
HUMMA MAKES CONCRETE
CASTING A BREEZE
LONG STANDING PICK & CARRY CRANE MANUFACTURER DRA GROUP IS BRINGING HUMMA CRANES TO THE ROAD CONSTRUCTION AND PRECAST CONCRETE INDUSTRIES.
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n 1996 Construct Engineering a division of DRA Industries launched the Humma pick and carry crane project as the engineering division specialising in design and build of material handling systems had little design work available. At the time there was only one Australian manufacturer and a market survey confirmed a new entrant with innovative and new technology would be accepted by the construction and heavy engineering maintenance sector. Peter Dalla Riva with his engineers prepared the crane specification which not only had many modern and innovative ideas but is the footprint of the Humma today, twenty four years later and five models built. The first model was the 18 tonne, followed by 20, 25, 35 and in 2018 the 55 tonne. The market has changed as items have increased in weight with Humma now supplying three models with the 35 and 55 tonne the preferred models. The Pick & Carry market in Australia has evolved with Humma now the only Australian owned and manufactured crane with the Humma 55 the highest rated
capacity articulated crane. The costs associated with Humma are the purchase price, operator/driver costs, maintenance and operating costs where fuel is the largest component. Humma 35 was subjected to 2000 hours hire over eighteen months by Hanchard Crane Hire which established fuel usage was up to 25% lower with minimal maintenance compared to the competition. Peter Dalla Riva said the design and quality of componentry on Humma is the reason for the savings. The Cummins automotive engine is used in all models, although expensive it uses less fuel and the electronics allow the horsepower to be adjusted to suit the size of the crane and the one engine is used in the 25, 35 and 55 tonne cranes. The Jacobs brake is expensive but it greatly reduces the wear on brake pads. The air-spring suspension replaces the leaf spring used by others and greatly reduces road and engine noise and road vibration. The suspension not only gives the driver a comfortable ride, the cabin noise is below the Australian standard at 67 decibels and the absence of
vibration extends the life of pivot bearings and eliminates weld cracking which in turn greatly reduces maintenance costs and crane downtime. Peter said Humma introduced the fully powered boom and still has the longest boom in the industry, digital rope compensation, auto levelling to Humma 55, unobstructed front vision of 180 degrees with four cameras allowing the operator to view the rear, sides and the winch while operating, all safe measures. There are Humma cranes approaching twenty years of operation with over 20,000 hours on the clock without having a ten year service. There are long term Humma owners like Westlift in Victoria who operates a 20T and three 35T who states the biggest cost of Humma is the purchase price because from the day it starts working it saves money with its lowest operating costs. Humma is now the crane of preference where heavy lifts are involved, concrete casting yards finding the toughness, reliability and low operating cost a feature according to Peter and was used by John Holland in casting yards on projects in Brisbane and Sydney.
There are Humma cranes approaching twenty years of operation, with over 20,000 hours on the clock.
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EVENTS
WA: THE STATE OF
OPPORTUNITY THE WESTERN AUSTRALIAN MAJOR PROJECTS CONFERENCE IS SET TO HOST SOME OF THE LARGEST NAMES IN THE INFRASTRUCTURE INDUSTRY AND PROVIDE AN UPDATE OF MAJOR PROJECTS. CONFERENCE PRODUCER KUSHLANI PREMACHANDRA OUTLINES THE MUST-SEE PRESENTATIONS.
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he Bunbury Outer Ring Road (BORR) project has been in the Western Australian pipeline for a number of years. Changes in land use planning and environmental values required a detailed project review. Main Roads WA has recently completed over 18 months of investigations, informed by detailed environmental site surveys and engagement with local government, the freight industry, business groups and surrounding communities. A revised alignment for the northern section of the project has been identified, while the long-planned southern section alignment has been confirmed. Project development work is concluding, with Main Roads seeking environmental and heritage approvals before construction. BORR will provide a 27-kilometre highway connecting the Forrest and Bussell Highways. An update on the BORR will be presented at the 11th Annual WA Major Projects Conference. Dominic Boyle from Main Roads WA will present the planning and project development, with Mark Hazebroek updating on project delivery, including its procurement approach. The WA Government has committed $4.2 billion to fund road projects state-wide. The Major Projects Conference will explore road and infrastructure works, including the METRONET Rail Project, Perth Airport’s Master Plan and the Yanchep Rail extension. Expotrade Conference Producer Kushlani Premachandra says delegates will receive firsthand updates from project executive teams to clarify any future opportunities. With the newly established Infrastructure WA and DevelopmentWA, the conference
offers a unique chance for delegates to interact with newly appointed executives and board members. “At the conference, delegates will be able to make the contacts necessary to be at the forefront of major growth and infrastructural change in WA,” Ms. Premachandra says. Alongside presentations, the event will facilitate at least six hours of networking. “This unique blend of information and networking provides an in-depth view of the work opportunities available to delegates.” ‘Roads to health’ will be a conference focus, discussed by representatives from Main Roads Western Australia as well as the Departments of Transport and Health. The topic will cover how transport projects will connect residents of the state to vital health infrastructure upgrades. “The conference aims to intertwine the two subsectors, providing a holistic array of jobs for contractors seeking to benefit from roads and health projects,” she says. Infrastructure WA Chair John Langoulant AO will also present on the organisation’s proposed 20-year State Infrastructure strategy. The new initiative aims to report on and provide advice for major project priorities, funding and finance options. Kevin Brown, Perth Airport CEO, will detail the precinct’s master plan and the required airport infrastructure that is anticipated with the state’s population growth. Ms. Premachandra says the BORR presentation will detail the project, and highlight local industry opportunities. Main Roads WA’s Mark Hazebroek, who will present on BORR, says the agency
will apply the Infrastructure Sustainability Council of Australia’s new Infrastructure Sustainability V2.0 Planning Rating Tool to the project – one of the first in Australia and New Zealand to do so. Maximising local business participation is another key objective for the BORR project. “Ensuring local and Aboriginal businesses and employees benefit from BORR construction is a state government priority and we are working on a range of initiatives to achieve this,” Mr. Hazebroek says. One initative involved developing a local business register. “Once a final contract is in place, it will feature initiatives targeted to lower-level prequalified contractors,” he says. Delegates can expect to learn about the BORR project’s planning history, scope, expected benefits, planned delivery method, procurement process, upcoming design and construction challenges and its focus on local and Aboriginal content. Ms. Premachandra says there are a number of other conference presentations worth attending, which at first glance may not seem specifically relevant to roads. “The Subiaco East Redevelopment Project address by the Department of Health and the Eliwana iron ore mine and rail project are just some non-roads projects that industry could benefit from, especially for smaller-scale works,” she says. “As a major projects event we draw from infrastructure topics relevant to all sectors and communities. Projects are like dominos – you start one and soon enough others will follow, allowing for maximum impact across the sector.” roadsonline.com.au
57
SHAPING OUR TRANSPORT FUTURE
CRITICAL CRASHES AND BLAMELESS INVESTIGATIONS HOW DO WE REALLY KNOW WHAT ROLE ROAD INFRASTRUCTURE PLAYS IN PREVENTING CRASHES? TIA GAFFNEY, DAVID MCTIERNAN AND PAUL HILLIER OF THE AUSTRALIAN ROAD RESEARCH BOARD INVESTIGATE.
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eople make mistakes – large and small – that lead to road crashes. But these mistakes don’t often warrant the price our community pays, which at this rate, will see 12,000 people killed and 360,000 admitted to hospital over the next decade: costing the nation over $300 billion. Road trauma is a societal plague that has considerable impact on the prosperity, safety and health of the nation. However, achieving zero deaths on our roads is possible. We have already begun to see examples of this on major routes including the Hume Freeway in Victoria, which recently had a zero-fatality year in 2019. This was primarily the result of the installation of safe system infrastructure in the form of 1500 kilometres of flexible barriers. Prior to the safety initiative, the Hume produced approximately 12 fatalities per month. Designing road infrastructure to prevent fatal and serious injury crashes is not insurmountable, and knowledge transfer and capability building efforts have ramped up over recent years. Separation, delineation, energy management, Figure 1: Scene of a pedestrian crash witnessed by one of the authors, Tia Gaffney, which was not investigated to determine the role the vehicle and road played in the crash. Mrs Gaffney reports that modern vehicle technology, such as automatic emergency braking or pedestrian impact protection could have prevented the impact. According to ARRB, this is a poorly designed intersection for pedestrians, despite a high proportion of pedestrian traffic at this location. Additional safe system infrastructure design would also have reduced the risk of such a crash here.
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controls, lighting, speed management and user compliance are the common threads of the road safety dialogue. But, how do we know which road infrastructure treatments offer the best outcome for the money spent? How do we really know what role road infrastructure plays in preventing crashes? Proactive and predictive road risk models are a leap of faith – we must be brave and justify spending on roads that appear reasonable to the traveling public. The more we investigate, the more knowledge we gain, and the more surety we have that we are spending on what we know is right, as opposed to what we intuitively think is right. What are we doing to understand how the emergence of autonomous vehicles will affect road infrastructure? When a vehicle can prevent a crash on its own, how does the onus on infrastructure shift? Are Australia’s infrastructure managers preparing to address incidents involving an autonomous fleet of vehicles? It may surprise readers to learn that Australia is one of few first-world nations where there is no mandate to investigate road crashes as a matter of national public interest. In other nations, crashes are investigated using a “blameless” model, to frankly (and without bias) evaluate what role the road, the vehicle and the user played
in the crash. As people who design, build and maintain road infrastructure, we are not currently getting the greatest and most complete learning from the crashes occurring on our roads, particularly those involving vulnerable road users, motorcycles, heavy vehicles and autonomous vehicles. With the impending boom of connected and automated technologies on the horizon, and with the influx of population to our urban city centres, we will certainly see a rise in driverless, electric (possibly hydrogen), micro-mobility and heavy transport vehicles on our roads. Technological challenges such as vehicle-to-vehicle (V2V) and vehicle-toinfrastructure (V2I) technology advances and potential hacking ramifications must be understood, so that lessons can be immediately learned and applied. Road managers cannot delay learning lessons from crashes and near-miss incidents on our roads. For more information about ARRB’s transport safety initiatives, including blameless investigations, please contact Tia Gaffney (tia.gaffney@arrb.com.au), David McTiernan (david.mctiernan@arrb.com.au) or Paul Hillier (paul.hillier@arrb.com.au). You can also find out more at www.arrb.com.au/safety.
Low-cost level measurement. Radar sensor for water management. Reliable level measurement in water treatment facilities, pump stations and rain overflow basins. Open channel flow measurement and water level monitoring.
VEGAPULS WL S 61 ▪ Measuring range up to 8 m
▪ Can be used outdoors without restriction ▪ Flood-proof IP 68 housing
▪ Operation via Bluetooth with Smartphone, tablet or PC
Further information: www.vega.com/wls61
Phone 1800 817 135
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