MAY 2019
& INFRASTRUCTURE
ASPHALT HARMONY Why there needs to be national standards for key test methods for asphalt process control and product acceptance
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ROAD REFORM Alternatives on how to deal with road congestion TRAINING AND EDUCATION Using big projects to upskill staff
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MAY 2019 CONTENTS
& INFRASTRUCTURE PROJECT REPORT
16 Runway extension - safety paramount The Maldives Airport runway extension faces tight parameters as contractors try to get it ready to be opened near the end of 2019. Getting the Maldives International Airport’s new runway extension finished on time is a challenge.
UPFRONT
20 Resurfacing project There were two choices when it came to resurfacing a racetrack in Western Australia – contractor Asphaltech decided that SMA technology was the best option.
ROLLERS & COMPACTORS
32 Avoidance technology A collision avoidance system has been designed to make sure accidents in the road workspace are greatly reduced.
22 Women in Industry Awards The annual Women in Industry Awards celebrates those who have made outstanding contributions to industry. We look at the categories where people can be nominated.
SAFETY
ASPHALT NEWS
THOUGHT LEADERSHIP
24 Testing the waters T he Australian asphalt industry needs to find common ground when it comes to national testing standards, says the AAPA. 26 Structural strength of asphalt key to freeway extension When Main Roads Western Australia (MRWA) decided to widen a crucial part of the Kwinana Freeway, it called up SAMI Bitumen to help provide a solution. 28 The lungs of an asphalt plant Ciber is a company that understands that a good filtering system in an asphalt plant is important to the environment and worker well-being. 30 Paver gets job done quickly Road-building specialist Fulton Hogan bought a new paver fitted with a rear-mount screed, which not only makes the company’s job easier, but quicker, too.
34 Research adds fuel to fire New research out of the United Kingdom suggests that adding fibres extracted from tyres into concrete reduces the chances of spalling.
36 The cost of reducing congestion As Australia’s major cities become more populated, solutions to the increase in congestion are not going to be popular, but may be necessary.
MAINTENANCE
39 Extending the life of roads Crack sealing is one solution to extending the life of a road. Choosing the right product is key.
AUSTSTAB
BUSINESS INSIGHT
45 Finding money to build roads With the uptake in electric vehicles, what will happen when there is a decline in petrol tax dollars earmarked for roads?
TECHNOLOGY & EQUIPMENT
48 Making an impact Caterpillar gets out and about with some Demo Days of its mini excavators. 50 Transport solutions Kiwi-based Gough Group makes its mark in the Australian market. 51 Industry 4.0 VEGA’s Tool App is designed for wireless live connection during infrastructure projects. 52 Taking a load off The Keith Walking System is ideal for road contractors.
40 Remedial solution When a council decided to fix up the community’s netball courts, a major consideration was cost.
54 Loading accuracy Laser scanning is one way of tracking losses.
IPWEA
43 Upskilling Why the NorthConnex project was the ideal environment to train staff.
43 Leadership programs The Victorian branch of IPWEA is repeating its popular engineering and management leadership programs. These programs are specifically designed for those working in the public works arena.
TRAINING & EDUCATION
REGULARS
4 Editor’s note 8 News 58 Events diary
roadsonline.com.au
3
& INFRASTRUCTURE
SHOW US THE MONEY WITH $100 BILLION EARMARKED over the next 10 years for the infrastructure space, one of the key elements for such a windfall is to deal with the amount of congestion. This is especially so in the capital cities where the populations are only increasing. By the time this magazine comes out, the federal election will be almost upon us, and a cynic might say that the current government is just adding a sweetener. However, I feel that the Coalition and Labor both realise the importance of making sure our major cities are running smoothly. And a key ingredient is making sure that the infrastructure and roads are in place to do so. A recent story on our website stated that in 30 years’ time, Melbourne will have a population of eight million, and currently, congestion costs the city about $4.6 billion annually. While 30 years sounds a long way off – it will be here before you know it. And that figure of eight million will not just appear 30 years from now, it will increase every year until that date. Which brings me to a story that appears in this issue of the magazine. The Commonwealth Bank is not the first company I think of when talking roads and infrastructure, but they have brought up an interesting point. Currently, a lot of money collected to go towards building new roads and infrastructure comes from the excise tax collected from petrol. With the advent of electronic vehicles, the future could mean less money in the coffers for road building and maintenance. Currently, electric vehicles make up less than one per cent of cars on the road, but that number is expected to rise sharply over the next decade. Then what? CommBank has an idea or two on page 44 of this issue. It will be interesting to see what readers think, and also other ideas on how to cover what will become an increasing shortfall. To add to the debate, in another story in this issue, The University of Sydney Business School researcher, David Hensher, suggests Australia should move to a distance-based charge during peak hours. His main plank is to try and change the behaviour of motorists. However, some are not convinced, as you’ll see when you read the article on page 36. Another story in this edition, is about research being carried out in the United Kingdom that is causing an interesting debate. By its very nature, concrete cannot burn, but the research being carried out by Sheffield University’s School of Engineering seems to show that adding fibres from tyres to a concrete mix can reduce spalling, the term used when concrete chips and flakes under extreme heat. A side effect of this research is that it could be a great way to get rid of unwanted tyres, which are currently a problem for the environment when it comes to disposing of them after the end of their life cycle. Critics are quick to point out that spalling is not the same as catching fire, with experts stating that while it is good idea that spalling might be stopped, this is not a solution for infrastructure that is made of concrete to not catch fire. After all, they state, as far as they are aware, it is usually the cladding that covers the concrete that catches fire and not the concrete itself. Have a great month.
Mike Wheeler Editor, Roads & Infrastructure Magazine
4
ROADS MAY 2019
PUBLISHER Christine Clancy christine.clancy@primecreative.com.au EDITOR Mike Wheeler mike.wheeler@primecreative.com.au JOURNALIST 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 Nick Markessinis nick.markessinis@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.
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BUDGET ALLOCATES $100 BILLION TO INFRASTRUCTURE PROJECTS The federal government budget announcement saw a $100 billion investment in infrastructure, to be rolled out over the next 10 years. Minister for Infrastructure, Transport and Regional Development, Michael McCormack, said the infrastructure plan is designed to help manage Australia’s growing population, meet the national freight challenge and improve road safety. “Our investment builds on generationdefining projects already underway, including the Western Sydney International (Nancy-Bird Walton) Airport, the Inland Rail and the long-overdue Melbourne Airport Rail link. “Since 2013–14, we have committed over $145 billion to new and upgraded road and rail projects across Australia, creating more than 50,000 direct and indirect jobs. The 2019–20 Budget sees additional funding for major projects in every state and territory,” Mr. McCormack said. Estimates put the cost of congestion in Australia’s capital cities at $25 billion per year, projected to reach $40 billion by 2030. In response, the budget has committed $3 billion to the Urban Congestion Fund, designed for projects that directly target bottlenecks. The government will also provide $500 million for a Commuter Car Park Fund to make rail networks more accessible and take cars off the road. Up to $1.14 billion has been allocated to upgrade suburban
arterial roads in south-eastern and northern Melbourne, Australia’s fastest-growing population centre. There has been $2 billion allocated to the fast rail between Melbourne and Geelong, with a further $700 million to improve services through Waurn Ponds in suburban Geelong. Another $40 million will be invested in five fast rail business cases on corridors between Sydney and Wollongong, Sydney and Parkes (via Bathurst and Orange), Melbourne and Albury-Wodonga, Melbourne and Traralgon, and Brisbane and the Gold Coast. The budget also includes funding commitments for City Deals, bringing the Government’s contribution to $183.8 million for the Geelong City Deal and $174 million for the Adelaide City Deal. According to Mr. McCormack, the current freight system is under strain, with freight volumes expected to double over the next 20 years, coupled with significant changes to the nature of the freight task. A further $44 million has been allocated to the Supporting National Freight and Supply Chain Priorities—Inland Rail Interface Improvement Program to enhance the benefits of Inland Rail for regional Australia and the national freight network. In addition, the government have committed up to $20 million to jointly fund two business cases for intermodal terminals in Melbourne and Brisbane, capable of supporting the Inland Rail. There has all been $1 billion allocated to the
The government has committed $100 billion to Australia’s roads and infrastructure over the next 10 years.
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ROADS MAY 2019
Roads of Strategic Importance initiative to help connect regional business to local and international markets. Through the initiative government will invest in over 25 key freight corridors, connecting agricultural and mining regions to ports, airports and other transport hubs. ROAD SAFETY: The budget has awarded $2.2 billion for road safety funding, including the establishment of a new national Office of Road Safety. The Office of Road Safety will be supported through the $4 million Road Safety Awareness and Enablers Fund and the $12 million Road Safety Innovation Fund. $1.1 billion has been allocated for local governments under the Roads to Recovery program, which provides investment for road safety infrastructure in regional Australia. An extra $550 million has been allocated for the Black Spot Program, targeting high-risk locations for upgrade. A further $571.1 million has been allocated to improve the safety and efficiency of heavy vehicle operations via the Bridges Renewal Program, Heavy Vehicle Safety and Productivity Program and Heavy Vehicle Safety Initiative. $2.6 million will also be provided to the Australian Road Research Board, aiming to make professional expertise more readily available to local governments, helping them better understand and assess their road assets. HIGHLIGHTS: • N ew South Wales: $3.5 billion for Western Sydney North South Rail Link. • Victoria: $2 billion for Fast Rail Program. • Q ueensland: $800 million for Gateway Motorway. • W estern Australia: $348.5 million for Tonkin Highway. • S outh Australia: $1.5 billion for NorthSouth Corridor. • T asmania: $68 million for Tasmanian Freight Rail Revitalisation Program. • A ustralian Capital Territory: $30 million for Kings Highway Corridor. • N orthern Territory: $492.3 million for Roads of Strategic Importance.
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NEWS
GEELONG TO MELBOURNE TRAVEL TIME TO BE CUT IN HALF cities like Geelong even more attractive places to live and work. “As our population grows, fast rail networks are crucial to easing the congestion pressures in our cities and shaping Australia’s future,” Mr. Morrison said. Minister for Infrastructure, Transport and Regional Development, Michael McCormack, said faster rail services would mean greater accessibility to regional Australia. “Faster rail services not only help to ease road congestion, it also means more people can access regional centres such as Geelong
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The Federal Government will invest $2 billion in a fast rail between Geelong and Melbourne as part of its Plan for Australia’s Future Population. The rail will be the first of its kind in Australia – travelling at an average speed of 160 kilometres per hour, which cuts the 80-kilometre journey down to 32 minutes. The Plan for Australia’s Future Population aims to take pressure off big cities and support the growth of regions, with the Geelong-Melbourne rail set to be one of many fast rails constructed over the next 20 years. The government’s 20-year fast rail plan will invest $40m into detailed assessments of five additional corridors, with plans to create a National Fast Rail Agency to guide the work, determine priorities based on assessments and work with state governments, communities and the private sector to provide innovative finance solutions. Prime Minister, Scott Morrison, said the congestion busting investment would give time back to commuters and enable more people to live in regions while working in cities. “This is all part of our plan to manage population growth that I announced this week to take the pressure off our big cities like Melbourne and make our regional
and wider region with reliable transport connections, which helps to generate more growth opportunities beyond the city limits. “This is all part of the Australian Government’s plans to help Australians get home sooner and safer, and to share these benefits in regional Australia, by building strategic infrastructure projects that make a real difference to peoples’ lives, and enable the flow of people, trade and investment that is essential to having strong and successful economies in our regions,” Mr. McCormack said.
The $2 billion spend on rail between Geelong and Melbourne is seen as a congestion buster by the federal government.
FREE-FLOWING FREEWAY-TO-FREEWAY INTERCHANGE OPENS Western Australia’s biggest high-speed interchange is now open following the completion of works at Tonkin Highway and Reid Highway in Perth’s north east. WA Premier, Mark McGowan, said the intersection was developed in conjunction with NorthLink WA to deal with congestion on Perth Roads. NorthLink WA aims to deliver a 42-kilometre freeway to freeway link between Morley and Muchea, connecting residents in Ellenbrook to Morley and halving the 25-minute journey time between the two suburbs. 10
ROADS MAY 2019
“NorthLink WA is creating thousands of jobs for Western Australians and they should all be commended for their outstanding work on what is a very large and complex project,” Mr. McGowan said. A new flyover will replace the temporary roundabout that has been in place at Beechboro Road North, enabling traffic to go over Reid Highway. Motorists travelling north on Tonkin Highway can now travel on the new section of road as far as the Gnangara Road T-junction, about 7.5 kilometres north of the Reid-Tonkin interchange.
Minister for Cities, Urban Infrastructure and Population Alan Tudge, called NorthLink WA a vital and necessary transport link between Morley and Muchea. “It will divert 80 per cent of heavy vehicles away from local roads and improve amenity in the Swan Valley for residents and the 600,000 tourists visiting the area each year. “Road users travelling from Kewdale to Muchea can potentially avoid up to 16 sets of traffic lights, two railway crossings and 21 speed limit changes,” Mr. Tudge said.
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NEWS
FEDERAL GOVERNMENT ANNOUNCES NATIONAL FREIGHT PLAN
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ROADS MAY 2019
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The Federal Government has allocated $8 million to National Heavy Vehicle Regulator.
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The Federal Government has announced the details of its plan to improve the efficiency of freight transport networks throughout Australia. Minister for Infrastructure, Transport and Regional Development, Michael McCormack, said the Government commissioned an industry-led Inquiry into National Freight and Supply Chain Priorities in March 2017, to help better position Australia to meet its future freight productivity challenges. “Freight volumes are expected to double and the nature of the freight task is changing, yet there is more to do to continue to grow freight productivity,” Mr. McCormack said. “That’s why the Budget has a rolling $100 billion infrastructure plan—something I call the ‘age of infrastructure’.” Mr. McCormack said a 20-year vision is needed for coordinating investment, regulation, and planning across all modes—road, rail, air and maritime—to drive real improvements to Australia’s freight productivity. “We are improving our road freight network through a number of investments under the Government’s $100 billion infrastructure plan, such as the $4.5 billion Roads of Strategic Importance initiative.”
The Federal Government is spending money on roads, rail and maritime infrastructure.
Mr. McCormack confirmed a budget commitment of $8.5 million would be used to settle the design of a National Freight Data Hub, which will help business and governments plan, and make better operational and investment decisions. “The industry has called for better freight data and we are delivering. We know better data makes better decisions and that means jobs and opportunities can flow, especially in the regions,” Mr. McCormack said. The iMOVE Cooperative Research Centre report, published last week, analyses the freight data needs of industry and government and suggests how improving ways of collecting relevant data could improve freight sector planning and operations. Assistant Minister for Roads and Transport, Scott Buchholz, said Delivering on Freight, also published last week, showcases the Federal Government’s significant and action-oriented commitments. “Our commitment to the National Action Plan includes investing to remove pinch points in key freight corridors, improving heavy vehicle access to local roads and improving the availability and ways we can share freight data,” Mr. Buchholz said. Mr. Buchholz also said the government will contribute $8 million for the National Heavy Vehicle Regulator to streamline the approval process for road access by heavy vehicles.
“The investment complements the Federal Government’s agreement with State and Territory Ministers to implement 12 recommendations from the review of Oversize Overmass vehicle access arrangements, making it easier to do business without compromising safety,” Mr. Buchholz said. Mr. Buchholz said the NHVR is seeking agreement from councils and road managers on the new draft National Class 1 Agricultural Vehicle and Combination Notice, which will harmonise state-based notices into a single national notice and update standards. “This is just another sensible reform to make life easier for farmers, enabling them to move the majority of their equipment between farms and ensuring they can do business more efficiently.” In May 2018, the COAG Infrastructure and Transport Ministerial Council committed to developing a 20-year National Freight and Supply Chain Strategy which will form the basis of an integrated approach to improving the connectivity of all freight modes and supply chains. According to Mr. McCormack, implementation of the strategy by industry and all three tiers of government from 2019 will enhance the competitiveness of all Australia’s regions in domestic and global markets and help us achieve truly liveable, efficient and affordable cities and regional centres.
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NEWS
QUEENSLAND PEDESTRIAN CROSSINGS GET SMART Up to 300 Queensland pedestrian crossings will be fitted with smart technology as part of a $3 million investment by the state government. Transport and Main Roads Minister, Mark Bailey, said the decision follows successful trials in Logan, the Gold Coast and Bundaberg. Aiming to improve efficiency and safety at busy intersections, the government will install the smart pedestrian crossing technology over a two-year period. “Compared with standard signalised
crossings, which use a timer, these smart crossings will use sensors to detect pedestrian movement and adjust the amount of time required to cross. “This means pedestrians can cross safely without having to rush, and for motorists it means less waiting when there are fewer pedestrians using the crossing,” Mr. Bailey said. The detectors also hold left and right-turn red arrow signals, a feature which helps protect pedestrians from turning vehicles.
“Trials at Slacks Creek, Broadbeach, Main Beach and Bundaberg demonstrated marked improvements in traffic efficiency and pedestrian safety, which is why we’re now investing $3 million through the Camera Detected Offence Program,” Mr. Bailey said. The program rollout will begin later this year with locations prioritised based on length, high traffic and pedestrian volumes, those used by mobility-impaired pedestrians and cyclists and crossings near hospitals.
Credit: www.shutterstock.com
Smart technology is designed to improve the safety of busy intersections.
INFRASTRUCTURE AUSTRALIA APPOINTS NEW BOARD MEMBER The Federal Government has announced the appointment of Rod Hook to the Board of Infrastructure Australia. Minister for Infrastructure, Transport and Regional Development, Michael McCormack, said Mr. Hook would bring a wealth of infrastructure knowledge and experience to the Board.
“Mr. Hook will be an asset to Infrastructure Australia thanks to his proven track record in public sector management and governance, infrastructure, transport, planning and the environment. “Mr. Hook was most recently Chief Executive of the South Australian Department of Planning, Transport and
Infrastructure, so he is no stranger to the infrastructure and transport sector,” Mr. McCormack said. Mr. Hook previously served as South Australia’s Commissioner of Highways, Rail Commissioner and Coordinator-General. The announcement follows the 1 March board appointment of Peter Harris AO and Samantha Hogg. roadsonline.com.au
15
MALDIVES AIRPORT EXTENSION
TAKES OFF
THE MALDIVES AIRPORT EXPANSION AND RUNWAY PAVING PROJECT FACED TIGHT PARAMETERS AS IT TRIED TO GET READY FOR ITS 2019 DEADLINE. ROADS & INFRASTRUCTURE MAGAZINE EXPLAINS.
C
hina-based Beijing Urban Construction Group (BUCG) is a large international construction group focussed primarily on general contracting, real estate development and design and consultancy. BUCG manages 120 subsidiary companies and 42 branch offices, including one publicly listed company, 27 exclusively invested companies and holding companies. BUCG was hired as the general contractor for a massive $620 million expansion and land reclamation effort for the Maldives Airport. Safety was a concern so BUCG used a range of software solutions to help improve safety and productivity of the personnel on the job, optimising operations and completing the project on time and within budget. The office software solutions that were
installed included Trimble Business CenterHCE, Trimble Connect, VisionLink, SketchUp Pro, Vico Office. Field solutions included the company’s SPS985, GCS900, CCS900, and PCS900 software, as well as base stations and its Monitoring Solutions NetRS + T4D software and the TX8 for 3D scanning. Features of the software included: • Streamlined data sharing and workflow – Integrated data workflows lead to better collaboration and communication across the site. Crews have a dynamic schedule and project assignments, and a more holistic view of the project that enables users to make the right decision at the right time. • Faster and more accurate paving and compaction – 3D paving control improved paving productivity and the
smoothness of the airport surface and contributed to decreased labour costs with 10 fewer crew members required for every paver equipped with the software providers GCS900 system. Real-time compaction data was shared instantly to track and adjust the compaction process, reducing over compaction, optimising fuel use and machine runtime, and ensuring consistent compaction pass counts and meter values. • Advanced surface monitoring – Ability to measure, analyse, visualise and report on any subgrade subsidence 24/7/365 with the ability to share data in real-time. BUCG has constructed many of China’s namesake land development projects, including the National Stadium, the
The new Maldives runway is 3,000 metres long and 65 metres wide.
16
ROADS MAY 2019
PROJECT REPORT
National Theater for the Performing Arts, the National Museum, the National Indoor Stadium, the Olympic Basketball Stadium, the Olympic Village, and Terminal 3 of Beijing Capital International Airport. For its innovative approaches and steadfast reputation for meeting project goals, in 2016 BUCG was awarded the contract for the expansion of the Ibrahim Nasir International Airport on Hulhule island in the Maldives, which is part of the Indian Ocean island group. Scheduled for completion in late 2019, the expansion will include a new 3,800 metre-long and 65 metre-wide runway, a fuel farm, a cargo complex and a new terminal. The new runway will also open the airport to the Airbus A380 jetliner, the world’s largest passenger airline. The fuelling area for planes will have a storage capacity of 42 million litres and a cargo complex with the capacity to handle 120,000 tons. In addition to requiring mass excavation, fine grading and precise runway paving and compaction, the Maldives Airport expansion also required land reclamation work. To complete the runway, four million cubic metres of sand was removed from the inner lagoon adjacent to airport, which was also dredged in 2012 during a previous expansion. Revetment work was also needed to absorb the energy of incoming water, using asphalt and sand bags with a geotextile filter. BUCG hired several subcontractors for the dredge work and to complete the gas and utility lines for the fuel farm, and a Building Information Modeling (BIM) consultant was hired to create a BIM implementation plan. Facing tight parameters, and looking to streamline data flow and communication across the build, team leaders at BUCG reached out to Trimble and MAG Science & Technology Co for help. After completing a site consultation and a detailed recommendations report, BUCG implemented several Trimble office software and field solutions. Trimble technology partners from Germany, Australia and Shanghai also supported the implementation and training efforts with MAG supported onsite installations and services.
The Maldives Airport expansion required land reclamation work.
IMPROVED COLLABORATION, INFORMATION SHARING AND SCHEDULING General Manager from MAG Building Division, Mr. Guan Shuan says that they started by implementing Trimble Connect to enable a much more integrated data workflow across the jobsite. The connect solution is a cloud-based platform that powers information and data exchange between owners, architects, subcontractors, engineers and trades that traditionally leverage different software and hardware tools. With built-in connections from the connect solution to these other tools being used on the project, users unified cloud-based access to all drawings, project documentation and 3D constructible models for the project, through the connect mobile app or web-based service. “On a project of this size, it’s common for people to use different methods, like email, social media and mobile apps, like WeChat, for communication and information sharing,” says Mr. Guan “We wanted a centralised database for capturing all of this project information, and that is what Trimble Connect delivered. “You can have all of your drawings and 3D models in the same location, and everyone has access to the same data.
Data is connected from the office to the site, so there’s a level of clear transparency on the jobsite, on the quality and on the schedule.” The team is using Vico Office to generate 4D schedules and estimates directly from 3D models, which are also uploaded to the cloud through the app solution. The BUCG team likes that model elements in Vico Office can easily be turned into schedule tasks by location using the schedule planner application. Those tasks are dependency-linked and optimised to create a Flowline plan. They believe model-based estimating and the ability to plan and create detailed and accurate estimates and schedules have been critical in keeping the project on track. FASTER AND MORE ACCURATE PAVING, PLUS REAL-TIME COMPACTION DATA The team hit a project milestone in August 2017 when it completed the asphalt paving on the original Maldives Airport runway. Asphalt paving took three months from start to finish, with four pavers, each running the Trimble PCS900 Paving Control System and leveraging the Trimble SPS930 Universal Total Station for positioning. The elevation models were created digitally in Business Center-HCE and referenced by the PCS900 system during both milling and paving. The paving roadsonline.com.au
17
control system used 3D automatic screed control capabilities to improve paving productivity and the smoothness of the airport surface. BUCG Project Manager, Mr. Joy Zhang, explained that with the 3D paving control system, one surveyor on the ground was able to manage three pavers, as opposed to conventional methods where two or three surveyors were needed for each paver. This has optimised the BUCG crew and increased productivity, allowing the team to reallocate crew members to other tasks. Twelve rollers followed the four pavers, with six utilising the Trimble CCS900 Compaction Control System. Each compactor also included a wireless modem connecting to a fleet management system called VisionLink from Trimble. Information such as pass counts, temperatures and compaction meter values were captured, as well as data about material layers. This realtime information was accessible by crew leaders on site, via a mobile app, and in the office. The real-time data was used to make recommendations and adjustments to the compaction process. With this information, the BUCG team was able to reduce over compaction, optimise fuel use and machine runtime, and ensure consistent compaction pass counts and meter values. This was particularly important because
of the composition of the reclaimed ground in Maldives, which can have “soft spots” that require additional compaction of surfaces at a rate of 24 to 36 times. Using VisionLink, subcontractors had the documentation to demonstrate they were hitting tolerances and that their compaction rates were in parallel with the design. This eliminated the possibility of any severe miscommunication onsite. The result was an overall increase in the surface quality and operational life of the runway. Mr. Zhang from BUCG said that the new runway is being constructed about 200 metres from the original runway, which added significant scheduling restraints and put an increased emphasis on safety and paving efficiency. “The only window where paving work could be completed was between 1am and 5am, when flights were not running,” says Mr. Zhang. “Because the prep work is done when you build the model, when the time window opens up we can just pave and then get to compaction. The PCS900 allowed all four pavers to work in synchronisation without running any string lines. This was critical to maintaining safety on site and was a significant contributor to our team’s paving success, saving time, effort and material.”
IMPROVING JOBSITE SAFETY AND OPERATIONS For bulk earthworks and then fine grading work, the team also used the Trimble GCS900 Grade Control System on one dozer, one excavator and one motor grader. The machine control technology improved efficiency onsite by putting the design surfaces, grades and alignments inside the cab. The system uses construction total station technology to accurately position the blade or bucket in real time, reducing material overages and improving productivity. For grading work, the team was able to train a compactor operator to use the GCS900 system on a motor grader very effectively, in a short amount of time. This was important because the team’s most experienced operator was set to retire in three months and it would have been costly to keep him on board. The GCS900 system was also used on the excavator extensively to lay communication lines, oil pipelines and other critical utilities. “Without the GCS900 system ,we would have had to put people in the water to take measurements and monitor where we were digging,” says Mr. Zhang. “Instead, we were able to keep everyone safely away from the excavation because operators could watch the screen and excavate efficiently and directly in accordance with the design.”
Completion of the runway is expected by the end of 2019.
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18 t E 18 h A ve th A rla AA PA s PA Intin Int te g ern rnRa o ati tioad on nas al F l:FE l lex e ible nxaiblle inPgaFvem Pav utuernetsMConference eme obility n t Con
ference 18 - 21 August 2019 Internat & Exhibition ional Convention Centre, Sydney
Registrations Open A TMA RS BE MEM APA at A ship ber m e M es* Pric
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View more & Register on : https://www.aapa.asn.au/aapa-conference-2019/ 18 – 21 August 2019 | International Convention Centre, Sydney For more information go to www.aapa.asn.au/ or contact Tanja Conners on +61 458 664 266
50 50 Years CE
L E B R AT I N G
Years
A A PA
Celebrating of AAPA
1
OSCILLATING
ASHPHALT
TO CELEBRATE BARBAGALLO RACEWAY’S 50 ANNIVERSARY, THE WEST AUSTRALIAN SPORTING CAR CLUB ENLISTED THE HELP OF ASPHALTECH TO RESURFACE THE ENTIRE TRACK — ITS FIRST UPGRADE IN 14 YEARS. Stone Mastic Asphalt technology is a single-style mix of stone particles bound by a higher per cent of bitumen.
W
hen the Western Australian Sporting Car Club (WASCC) set out to explore its first resurfacing project in 14 years, they wanted to keep their options open. Submissions were requested for three different combinations of stone, bitumen and polymer. Submissions were then independently evaluated by technical advisors Golder Associates and WASCC with both coming to the same conclusion – Asphaltech would be awarded the contract. Given Asphaltech worked on the last 20
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resurfacing project in 2004, WASCC called the award unsurprising. Asphaltech decided the most suitable technology for compaction on this specific project was oscillation — and utilised two HAMM oscillating rollers, the HAMM HD+70iVO and the HAMM DV+70iVO to complete the work. According to WASCC, the critical question of the project was whether to use the conventional and currently utilised 10-millimetre Dense Graded Asphalt (DGA) or change to newer 7-millimetre Stone Mastic Asphalt (SMA) technology.
DGA typically starts off smooth, developing texture as more stones are exposed. Over time, however, the fine material between stones begins to dislodge in a process called ravelling —a significant issue for tyre wear. Alternatively, SMA is a single-style mix of stone particles bound by a higher per cent of bitumen. While this makes SMA marginally more expensive, it also makes it stronger and less reliant on fine binding material. This combination of factors means SMA tracks have a better early life grip when
UP FRONT
wet, a more durable and consistent highgrip surface and a longer service life. According to Wirtgen Product Manager, Marc Fernandes, oscillation is the compaction technology best suited for SMA, meaning HAMM compaction equipment was the obvious choice for the raceway project. The relationship between Wirtgen and Asphaltech started in early 2015 when Asphaltech was looking to renew their roller and paver fleet. According to Mr. Fernandes, Asphaltech wanted to find the most cost-efficient way to compact asphalt. “Given there are various types of asphalt mix’s that require various types and sizes of rollers, we wanted to get an all-round mix of rollers that would get high utilisation,” says Asphaltech General Manager WA Peter Rimpas. Following various trials, meetings and phone calls, Asphaltech selected Wirtgen Group as its key supplier. “We had a lot of suppliers to choose from and we put them through a great deal of scrutiny but in the end, Wirtgen came out on top, says Mr. Rimpas “Now, we use oscillation rollers on all of our projects daily.” HAMM, part of the Wirtgen Group, first developed the technology 35 years ago — becoming the first roller manufacturer to use an oscillation drum in tandem rollers. In the past five years alone, HAMM have delivered more than 3,000 machines that use this particular technology — and today, one in five of the tandem rollers Asphaltech wanted to use an all-round mix of rollers to lay the new track.
Oscillation is the compaction technology best suited for SMA.
“WE HAD A LOT OF SUPPLIERS TO CHOOSE FROM AND WE PUT THEM THROUGH A GREAT DEAL OF SCRUTINY BUT IN THE END, WIRTGEN CAME OUT ON TOP.” leaving the HAMM factory in Germany is equipped with an oscillation drum. “Vibration is not the preferred compaction style when compacting SMA due to the risk of flushing and bleeding of the bitumen,” Mr. Fernandes says. “Following various trials, we found that we could achieve compaction quicker and eliminate the risk of flushing or bleeding of the bitumen on SMA by using oscillation” Through oscillation, two unbalanced shafts rotate synchronously, with the unbalances offset by 180 degrees. Mr. Fernandes says the benefits of the oscillation method are numerous,
highlighting HAMM equipment’s high compaction power, lack of overcompaction, tight joints and efficient compaction rate. “Tandem Rollers equipped with one oscillation and one vibrating drum are used across all types of asphalt mix designs. Both features can be switched off and the roller then utilised in static. “The oscillation drum moves both in a forward and backward movement and the drum directs its compaction force into the ground in the form of tangential shear forces. In doing so, the drum never lifts off the ground — the area is therefore compacted dynamically without interruption,” Mr. Fernandes says. Vibration compaction increases the risk of destroying material structure and grain crushing because of the level of rigidity. This, however, is not the case with oscillation, as aggregate particles are redistributed non-destructively. “Surfaces compacted using oscillation also exhibit excellent longitudinal evenness. And because the drum remains in constant contact with the ground, no impacts occur that could produce irregularities in the ground or asphalt,” Mr. Fernandes says. On the first race day post resurfacing, Asphaltech’s new track delivered on its promise, with the lap record being broken multiple times. roadsonline.com.au
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INDUSTRY
EXCELLENCE THIS YEAR’S WOMEN IN INDUSTRY AWARDS OFFER AN OPPORTUNITY FOR INDUSTRY LEADERS TO EXCHANGE IDEAS.
Part of the Women in Industry Awards includes a gong for Excellence in Road Transport.
T
here are a multitude of stories of inspiration from women who have achieved success through invaluable leadership, innovation and commitment to their sectors. While the stories cannot be summed up in one night, this year’s Women in Industry Awards aims to showcase the best and brightest across a range of industry segments. The Women in Industry Awards will showcase Australia’s best and brightest by recognising achievement across the 22
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mining, engineering, manufacturing, waste, logistics, bulk handling, infrastructure, rail, and road transport industries. This year’s awards aim to raise the profile of women within industry, promote and encourage excellence and offer invaluable networking opportunities for industry trailblazer’s to exchange ideas and share their unique approaches to leadership. Women in Industry Events Manager, Lauren Winterbottom, says over the years the gala event has inspired attendees to forge new relationships with colleagues
and share unique insights. Ms. Winterbottom said there is a lot to gain by breaking down competing industry barriers. “Women in Industry not only shares the stories of exceptional women, but is a great opportunity to identify some of the unique synergies across sectors such as manufacturing and waste management or logistics and road transport,” Ms. Winterbottom says. “As a gala event, it’s also an evening of fun and entertainment
WOMEN IN INDUSTRY
and an enjoyable dinner.” Ms Winterbottom says she was impressed with the calibre of the women put forward for awards this year. She added that the categories recognise achievements in a diverse range of areas, including in regional community development and those reaching new heights in their careers. “From highlighting individuals working actively to improve safety for their industry, to demonstrating a commitment to develop female talent, the awards demonstrate the hard work and success that is often quietly happening in the background.” The 2018 gala saw more than 200 participants come together in Sydney to celebrate the success of female leaders within the industry, with Oxford Cold Storage Transport Manager Jacqueline Brotherton taking out the Excellence in Road Transport award. The Excellence in Road Transport award recognises an individual who has gone above and beyond to improve and positively impact the Australian road transport industry. Toll Global Logistics Road Transport General Manager Health Safety and Environment, Sarah Jones, and Whiteline Transport Director, Sharon Middleton, were also nominated for the award last year. Women in Industry will take place on Thursday, 6 June, 2019 at The Park,
There are a diverse range of awards in a diverse range of industry arenas.
“FROM HIGHLIGHTING INDIVIDUALS WORKING ACTIVELY TO IMPROVE SAFETY FOR THEIR INDUSTRY TO DEMONSTRATING A COMMITMENT TO DEVELOP FEMALE TALENT, THE AWARDS DEMONSTRATE THE HARD WORK AND SUCCESS THAT IS OFTEN QUIETLY HAPPENING IN THE BACKGROUND.” Albert Park, Melbourne. The awards ceremony will celebrate outstanding individuals in 10 categories: • Social Leader of the Year • Rising Star of the Year • Business Development Manager of the Year • Industry Advocacy Award • Safety Advocacy Award
• • • • •
Mentor of the Year Excellence in Manufacturing Excellence in Mining Excellence in Engineering Excellence in Road Transport Tickets are on sales now for $185 + GST or $1,600 + GST for a table of 10. To secure your ticket, head to womeninindustry.com.au
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ASPHALT NEWS
NATIONAL HARMONISATION
OF ASPHALT TEST METHODS TEST METHODS FOR ASPHALT PROCESS CONTROL AND PRODUCT ACCEPTANCE HAVE BEEN STREAMLINED. AAPA EXPLAINS WHY.
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he Australian Asphalt Pavement Association (AAPA) has succeeded to harmonising key test methods used for asphalt process control and product acceptance across the country. For historical reasons, a range of local test methods exist used in different parts of the country. Although the differences between procedures in test methods are usually modest, they do impact test results and introduce uncertainty when comparing results between test methods. Based on information from the AAPA National Proficiency Testing Scheme, and in close consultation with industry and road agencies, preferred national test methods were identified. By eliminating local and less used methods, the industry can focus its efforts on the continual improvement of a much-reduced number of selected national test methods. Improvement of test accuracy, precision and reproducibility is of critical importance for the robustness of process control, product acceptance and pavement design. Other benefits of harmonisation include: • Increased confidence in test methods • Increased ease of knowledge sharing and technology transfer between jurisdictions and fields of practice (e.g. airports and roads) • Streamlined testing process, less duplication in test equipment • Lower test accreditation burden and transferability of materials testers across jurisdictions • Increased transparency of differences between specifications • Facilitate the gradual harmonisation of asphalt delivery across Australia “AAPA members are committed to the continual improvement of the products delivered by our industry,” said Dr Erik Denneman, the Director of Technology and Leadership at the AAPA. “As part of this drive, AAPA encourages stakeholders to coordinate their efforts and converge on a harmonised framework for the delivery of asphalt and sprayed seals in Australia. 24
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AAPA is committed to the continual improvement of products.
“A prerequisite for achieving this goal is ensuring that test results and performance properties can be meaningfully compared between jurisdictions and product specifications. “Clear direction for change is evident from the results of the AAPA 2017 National Proficiency Testing Round. Laboratories from all states and territories where part if this initiative. The proficiency testing round included various routine asphalt and aggregate tests. The results indicated that a single dominant national test method already exists for most tests. A large majority of results – about 80 per cent – were reported against a single test method, while the remainder was reported against a range of alternative test methods. The results for maximum density testing are provided in the table below as an example. For this test a total of 97 results were submitted, 75 of those tests were performed in
AAPA’s Dr Erik Denneman
accordance with AS/NZS2891.7.1, with a small number of tests performed using other test methods. A similar distribution in the use of test methods can be observed for most other tests.” AAPA has written to asphalt specifiers to request that all references to test methods in specifications are checked against this list. State Road agencies have stated their support for the harmonisation of these test methods.
Maximum density of asphalt
AS/NZS 2891.7.1
Marshall compaction and determination of stability and flow
AS/NZS 2891.5
Bulk density of compacted asphalt
AS/NZS 2891.9.1
Gyratory compaction
AS/NZS 2891.2.2
Aggregate density and water absorption
AS 1141.5
Binder content and grading
AS/NZS 2891.3.1, or AS/NZS 2891.3.3
Stripping potential of asphalt
AGPT/T232
Methylene blue absorption value
AS 1141.66
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IMPROVING THE STRUCTURAL STRENGTH
OF ASPHALT WHEN MAIN ROADS WESTERN AUSTRALIA WANTED TO IMPLEMENT EME2 BITUMEN ON THE KWINANA FREEWAY EXTENSION, THEY ENLISTED THE HELP OF SAMI BITUMEN TECHNOLOGIES AND ITS NEW BLOWING COLUMN.
O
ver the years Main Roads Western Australia (MRWA) has identified a need to use improved asphalt performance specifications and pavement design in the state’s heavy-duty road projects. When they recently earmarked a section of the Kwinana Freeway extension for 10,000 tonnes of EME2 asphalt, they recruited the help of regular collaborators SAMI Bitumen Technologies. According to MRWA, growth in traffic volumes over recent years has resulted in congestion and flow breakdown on Kwinana Freeway northbound — south of Roe Highway. In response, the state and federal governments have committed $49 million to widen the freeway northbound. Upon completion, the project will reduce
travel times and address congestion for road users in Perth’s southern suburbs. SAMI General Manager, Sebastien Chatard, says a special hard-grade binder will be used for the project, with SAMI designing the asphalt mix and producing it in a new blowing column at its bitumen import terminal in Kwinana. According to Mr. Chatard, the newly commissioned blowing column will help facilitate the commercial scale manufacture of EME2 bitumen required for the MRWA project, while simultaneously enabling the company to produce at that level in the long-term. “The new blowing column will assist SAMI to produce multigrade and EME2 bitumens, which can be used to improve the structural strength of asphalt — SAMI’s new blowing column will help the company produce multigrade and EME2 bitumens.
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ROADS MAY 2019
thereby extending the life of pavements under heavy traffic loading. “This development paves the way for road asset owners to access a new range of high-performance bitumen grades not previously produced in Western Australia,” Mr. Chatard says. EME2 technology was first introduced into Australia — following its inception in France in the 1980s — in 2014 after multiple international study tours involving the Australian Road Research Board, Austroads and Australian Asphalt Pavement Association. Part of the EME2 mix design process involves testing five specific areas to ensure its success, workability, durability, rut resistance, stiffness and fatigue. EME2 mixes are produced using a hard-paving grade bitumen applied at a higher binder content than conventional asphalt bases. This performance-based criterion has made EME2 an attractive asset, one which road agencies and industry alike have been active in procuring for use in Australia. “EME2 asphalt has become very popular. For example, since its introduction in Australia, Queensland Transport and Main Roads have started using it extensively on its major highways. The same goes to Main Roads Western Australia,” Mr. Chatard says. In a report published earlier this year, ARRB characterised EME2 by its high stiffness and durability — arguing the mix provided superior resistance to permanent deformation, and better fatigue resistance than traditional bitumens.
ASPHALT NEWS
“The key here is obviously stability, when you combine the EME2 mix with our new blowing column you’re producing a highquality product,” Mr. Chatard says. “SAMI’s news blowing column will therefore help support the infrastructure industry as it continues to expand under the main roads pipeline.” Mr. Chatard says the blowing column is part of SAMI’s ongoing investment in its innovative bitumen import terminal in Kwinana, the design of which is based on a similar column that has been in operation at SAMI’s Brisbane facility since 2012. “The new bitumen terminal is a big investment for SAMI and its shareholders, but we are confident that the new blowing technology will open up opportunities to improve pavement performance for the local and national construction industry,” Mr. Chatard says. Using the blowing column, the base bitumen properties are enhanced through air rectified to produce a binder that is less susceptible to low-temperature
P L A N T
.
The new blowing column will help facilitate the commercial-scale manufacture of EME2.
cracking and high-temperature rutting under traffic. According to Mr. Chatard, the new column will also allow pavement design engineers to reduce the thickness of the structural asphalt layer, thereby saving the client more money when delivering new road and port projects. “The prime benefit of EME2 and the new blowing column is that it can
E Q U I P M E N T
.
P A R T S
.
potentially reduce the layer thickness of the base course for a heavily trafficked pavement by up to 30 per cent, depending on climatic and traffic conditions,” Mr. Chatard says. “Alternatively, it can be used to design and build stronger and longer lasting pavements. Either way, this has major cost benefits to road, airport and container terminal asset owners.”
S E R V I C E
&
S U P P O R T
ASTEC AUSTRALIA PAVING SOLUTIONS
EQUIPMENT TO BUILD AND RESTORE THE WORLD’S INFRASTRUCTURE ASTEC AUSTRALIA.
an Astec Industries Company
PO BOX 142, ACACIA RIDGE, QLD, 4110 • 1300 278 322 • astecaustralia.com.au
WHY BAG FILTERS ARE THE
LUNGS OF AN ASHPHALT PLANT FILTERING OF PARTICULATES IN AN ASPHALT PLANT IS CRUCIAL. HERE’S WHY.
T
he gases coming from the combustion process of an asphalt plant transport part of the fine aggregate that were previously dosed. This generates the need to filter such particulates for their recovery in the mixing process and, also, to avoid harming the environment. For this purpose, the plants feature bag filters. The technology used in the filtering system has an impact on the equipment’s productivity, on the level of maintenance, and on the amount of particulates released into the environment. The bag filter is made of filtering elements (bags) that have a special fabric that can resist the equipment’s operation temperatures, with a cylindrical shape and smooth, or pleated, surfaces. Image 1 shows the flow of gases generated in the burner going through the dryer, passing through the connection air piping between the dryer and the filter, and getting to the filter. At this point, the dust is retained in the bags’ fabric while the clean gases pass through the filters’ fabric and are sent into the environment. In images 2 and 3, it is possible to see into detail the filter box with the bags and to have an internal view of the filter. The bags shown in these images are pleated bags and present a filtering area up to nine
Image 2
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Image 1
times higher than smooth bags. These bags have been developed by Ciber with the purpose of obtaining a large filtering area in reduced space. The filtering capacity of a plant can be measured by dividing the total filtering area by the maximum production rate of the equipment. This capacity may have an impact on the plant’s productivity. As an example, a Ciber iNOVA 2000 plant presents a total filtering area of 1091 m² and maximum production of 200 t/h. Therefore, the relation is 5.5 m²/(t/h). This number means that for each one tonne per hour of the plant’s productivity, there is a filtering
cloth of 5.5 m². The higher this relation, the longer the filter remains clean, because the bags’ lines are clean in a cyclical and guided fashion. In this sense, a cleaner filter allows the air to pass through the bags fabric more easily. On the other hand, a dirtier filter creates a barrier to clean air passage due to the low relation between the filtering area and maximum productivity, increasing the loss of load or pressure of the plant. This pressure increase reduces the amount of air necessary for combustion, and there is a need to reduce the amount of fuel to be injected in the burner to maintain the constant ideal relation between air and fuel (stoichiometric ratio) that will affect the plant’s production ratio. According to Marcelo Zubaran, Application Engineer and Product Specialist at Ciber Equipamentos Rodoviários, “in those conditions, the plant may start the production at its maximum capacity, but it gets ‘out of breath’ throughout the work journey. For this reason, we say that the filter is the plant’s lungs”. Regarding maintenance, the technology of the full filtering system has an impact on
ASPHALT NEWS
bags’ wear and, as a consequence, on the maintenance level. The first highlight is the static particulate separator, a component installed in the air piping (between the dryer and the filter), which separates, in a constant flow, the fines suctioned by the exhaust fan in two fractions – the filler, passing in screen number 200 (smaller than 0.075mm) and the larger fines (retained in the 0.075mm mesh). The last and more abrasive fines are forwarded to the mixer without passing through the filter. In this way, only the less abrasive fines are forwarded to the bags, reducing the filter’s wear. Another feature is the system applied in plants that automatically controls the temperature of the gases that get to the bag filter. It is a closed-loop system in which the drying drum varies its speed according to the ideal temperature of the gases. This temperature is the temperature of water vaporisation (100°C at sea level). Below this temperature, water steam transported KEITH_RCW_Due_April_10.pdf 3/25/2019 11:35:26 AM along with the gases is1 condensed in the filter, returning to the liquid state and creating a sludge in the filter fabric when
Scan for Specifications
mixed with the dust. On the other hand, the elevated filter temperature may burn the filtering elements, and also waste energy through the emission of hot gases into the atmosphere. This way, the filters will last longer, as they will never be out of the ideal operation temperature. A third technological highlight is the electronic variation in the closed loop of the turning speed of the exhaust fan according to demand. The exhaust fan is responsible for the suction of the gases into the filter. Its turning speed is proportional to the gas speed. This technology precisely reduces the speed of the gases when the production rate of the plant is below maximum, without the interference of the operator, therefore always ensuring the lowest wear possible. The filtering area also has an impact on maintenance, as the larger it is, the lower the wear, as the filtering “fabric” will be cleaner for a longer period of time. The size of the filtration area is also inversely proportional to the loss of fines into the environment. The filtration capacity of modern plants exceeds 99.99 per cent. The
most rigorous environmental standards do not allow the emission of particulates above 20 mgN/m³. Therefore, the larger the filtration area, the lower the emission of pollutants and the easier it will be to operate within environmental limits. Filtration of combustion gases is necessary to maintain the burner fire in operation. The technology used is decisive for the excellent operation of the filter, regardless of the application. The lungs of the plant should be designed to keep productivity constant and at the maximum level, requiring less maintenance and resulting in less impact on the environment.
Image 3
The RP195ex features two operator stations with hydraulic swing out seats.
BEHIND AUSTRALIA’S LATEST HEAVY-DUTY
HIGH COMPACTION SCREED ROADS AND INFRASTRUCTURE CATCHES UP WITH ALISTER CLARKE FROM FULTON HOGAN TO FIND OUT MORE ABOUT ITS ACQUISITION OF TWO NEW PIECES OF EQUIPMENT THAT ARE DESIGNED TO MAKE ITS JOB EASIER.
I
n 2018, the total length of roads in Australia was 877,651 kilometres – a number that is growing on a weekly basis. It is a big budget expense, so much so that the Coalition has pledged $100 billion in the Australian 2019-20 Budget to infrastructure for roads and rail over the next 10 years. Fulton Hogan has made a huge contribution in paving these roads for the past 85 years. The need for efficient and long-lasting products is crucial to everything they do, which is why their investments in road machinery are so critical for their business. Alister Clarke, Surfacing Manager SEQ at Fulton Hogan, says that one of its newest machines – the Roadtec RP195ex asphalt paver fitted with the latest Carlson EZR2 basic 3m hydraulically extendable rear-mount screed from Astec Australia – ensures high compaction, longer life and a wider paving width. “The screed is new to the Australian and US market,” he said. “Instead of paving at a smaller width, the new machines allows 30
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users to go out a lot wider than a standard paver. For example, a standard paver will take you out to about six metres. This has the ability to go out to about nine.” Mr. Clarke says that the new screed is a time-saver, too. It reduces the number of paving hours and allows workers to put more product on the ground in a shift. “It’s a heavy, high-compaction screed with many unique features. For example, the screed plates on the extensions are the same width as the main screed,” he says. The Carlson EZR2 was rolled out to the US market in early 2017 and the Australian market followed quickly later that year. “We’ve got a long history with the [supplier] Astec,” he says. “For instance, the paver is the second one of this particular model we’ve purchased, and it was purchased specifically for project work. “Astec Australia has been supplying us now for many years and it’s all been based on their service and the reliability and the quality of their machinery. A great percentage of our paving fleet is their
product because of its reliability and its proven worth,” he says. Another member of Fulton Hogan’s fleet is an older three-metre-wide Roadtec RP195ex road paver, which operates on a compact Roadtec track system. Incorporating an oscillating bogie design that provides even pressure along the tracks ensures excellent flotation and traction. Mr. Clarke said that they first purchased this particular model paver for a project in 2009, which has processed many hundreds of thousands of tonnes of asphalt since then and is still performing like a new machine. “It’s been an exceptional paver for us. There has been no downtime because of its inbuilt durability, leading ‘Best-In-Class’ design features and, most importantly, it has performed really well in the field laying a consistent quality asphalt mat day in day out. Our asphalting crews love to operate the machine. Being a track machine, it has a large footprint on the ground surface, so there was no wheel
ASPHALT NEWS
spin, which can occur with rubber-tyred pavers on occasions. That was the basis of why we purchased another one – it’s tried and proven in the field,” he says. The Roadtec RP195ex features ergonomically positioned switch placement on the armrest, which means it can be operated without looking down, even during long shifts. It also features two operator stations with hydraulic swing out seats by the push of a button to give the operator much better sight of vision at the front, side and rear of the paver. The unit also features flow gates, which are hydraulically adjustable in order to maintain the right level and flow of material from the hopper to the screed. This ensures a more constant flow of material and better results at the back of the paver where it really matters. Roadtec is one of the only companies that currently offers adjustable flow gates as standard, in order to help the contractors get better results. “It’s modernised, it’s new and it is forever reliable,” says Mr. Clarke. “If you’ve got fatigued equipment, it always causes a lot of grief in the field when we go out on a project that’s under traffic. If you have any interruptions with any type of equipment
ASTEC AUSTRALIA HAS BEEN SUPPLYING US NOW FOR MANY YEARS AND IT’S ALL BEEN BASED ON THEIR SERVICE AND THE RELIABILITY AND THE QUALITY OF THEIR MACHINERY. that’s not performing, it just causes duress and stress throughout the working teams.” In Australia, the main cause of injury within the industry is body stressing. This amounts to about 37 per cent of the injuries sustained in the sector. Modern ergonomic equipment, such as that offered by Astec Australia, can help to reduce the strain. “The machinery is robust and easy to operate. Some benefits that come to mind are its reliability factor and the back-up service given by Astec Australia’s professional team of experts,” says Mr. Clarke. He said that it is valuable to invest not only in employees, but also in machinery, and that feedback from workers is important. “The feedback on our newest paver and screed acquisition from operators has been all positive. There has been nothing negative at all. The delivery service support and training from Astec Australia has been first class and therefore, I know that the after sales support
would be there if there ever were any issues,” he said. Fulton Hogan has big plans for the new Roadtec RP195ex fitted with the Carlson EZR2 high-compaction screed, including a big project underway on the Gateway Arterial in South East Queensland. “We’ll take it up to the new second parallel runway in Brisbane straight afterwards. This will take us right through to the end of the calendar year,” says Mr. Clarke. It is for this reason that high-end equipment like the Roadtec RP195ex Paver and Carlson EZR2 Screed are needed, as they can get through large amounts of work quickly and reliably. Astec Industries has a wealth of industry knowledge and a continuous devotion to meeting the needs of its customers. As an Astec Industries company, Astec Australia has been supplying the Australian roads and asphalt industry with high-quality brands, such as and including Roadtec, Astec asphalt plants, CEI, Heatec and Carlson screeds, for the past 47 years.
The Carlson EZR2 Screed can get through large amounts of work in quick time.
roadsonline.com.au
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NEW COMPACTION SAFETY
TECHNOLOGY UNVEILLED A FAMILY-OWNED AUSTRALIAN COMPANY HAS DEVELOPED ROLLOVER PREVENTION AND COLLISION AVOIDANCE INNOVATIONS TO ENHANCE WORKER SAFETY.
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ompaction equipment specialist, Conplant, has lifted the covers off its newest safety innovation, the Integrated Intelligent Collision Avoidance System (IICAS). The IICAS system was developed using a third-party software, which took two years to integrate into the machine.
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ROADS MAY 2019
Much like a car’s auto emergency braking system, IICAS detects obstructions in a machine’s path and will automatically slow down or halt the machine if the obstruction becomes too close for safe operation.
IICAS took Conplant several years to develop and test in real-world applications before it was launched to the public at the National Construction Equipment Convention in Sydney last November. “Some of our customers asked us to look into safety technologies and this came about as a result,” said Conplant’s National Sales and Marketing Manager, Andrew Wheeler. “The IICAS system was developed using a third-party software which took two years to integrate into the machine. “Now it’s fully integrated, which enables us to control the machine’s revs, slow the machine down, or apply the brakes to stop it.” The IICAS system consists of True 3D Smart Cameras with intelligent functions to actively detect potential collisions and take appropriate measures to avoid them. An audible alarm and traffic light system inside and outside the cab is used to warn the operator and people on site of potential hazards. Green signals that there are no obstructions detected and the machine can continue to operate safely, while yellow means an obstruction is detected within a set distance at which point the machine will start to slow down, and audible and visual warnings will activate to alert the operator. When the red light comes on, it means the obstruction has come too close for the machine to continue operating safely and the machine will come to a complete stop. System parameters, such as field of interest, zone heights and widths, as well as slowing and braking distances, can be set according to the job at hand. While designed to suit its range of compaction equipment, Conplant said there is potential for IICAS to work on
ROLLERS & COMPACTORS
“ROLLOVER PROTECTION HAS BEEN MANDATORY ON ROLLERS FOR A WHILE, BUT WE KNEW IT COULD BE DONE BETTER. THAT’S WHY CONPLANT CREATED ROLLOVER PREVENTIVE SYSTEM 2 (ROPS2).” other equipment as well. “We’re currently in the process of determining what customers want and how we can integrate IICAS technology into their machine fleet,” Mr. Wheeler said. IICAS is not the only piece of safety equipment that the company has available to industry. It can also offer ROPS2 safety technology across its fleet of compaction equipment. Another safety product in the Conplant range of gear is the ROPS2, which stands for Roll Over Preventative System, is Conplant’s own patented technology, which warns vibrating roller operators of a potential for rollover with two-stage warning and function management. Machine rollovers—aside from being hazardous to the people involved—can send road construction and maintenance projects over time and budget. The ROPS2 is a safety mechanism for compactors and their operators - an early warning and function management system designed to detect uneven ground and reduce the risk of mobile plant rollover. ROPS2 senses danger that would be impossible for machine operators to detect – especially when the machine is reversing, as the drum of the roller is not in the operator’s field of vision. It measures axial machine angles, warns the operator of danger from increasing angles and implements measures to reduce the potential of rollover. Dary Samadi, National Manager - Service, Technical Support & Training at Conplant, says ROPS2 represents the end of an era for rollover-prone compaction equipment. “Previously, rollovers had been a part of life for compactors,” said Mr. Wheeler. “The nature of their job is they work on soft and uneven surfaces to make them safe for what will be coming along next. “Rollover protection has been mandatory on rollers for a while, but we knew it could be done better. That’s why Conplant created Rollover Preventive System 2 (ROPS2).”
Patented Conplant technology warns workers of a potential rollover.
ROPS2 gives a pre-warning to the operator and stops the drum vibrating when the machine starts tilting sideways. It’s vital that detection happens at a very early stage – before gravity has a chance to take control of the roller. “We tested it extensively over two years and tuned it over three generations before it was introduced to the fleet, and
it’s in use on Conplant’s machines today,” said Mr. Wheeler. With technologies like ROPS2 along with the company’s Unmanned Roller and IICAS, Conplant aims to eliminate rollovers and reduce incidents on site. Conplant’s number one priority is keeping operators safe and customers’ jobs on time and on budget. roadsonline.com.au
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RESEARCH LOOKS TO
STOP SPALLING
CONCRETE DOESN’T BURN BUT IT DOES SPLIT WHEN EXPOSED TO EXTREME HEAT. NEW RESEARCH FROM THE UK CLAIMS ADDING TYRE FIBRES TO A CONCRETE MIX CAN STOP THIS OCCURRENCE. NOT ALL AGREE. ROADS AND INFRASTRUCTURE INVESTIGATES.
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oncrete does not burn and does not emit toxic fumes when affected by fire. The is largely due to concretes constituent materials – cement and aggregates – that, when chemically combined, form an inert and therefore noncombustible material. When concrete is exposed to fire it chips and flakes in a process known as spalling. This happens when water is trapped within the concrete element, vaporising in high temperature. As more water vapour is produced, the pressure within concrete structures increases.
While concrete doesn’t burn, extensive heat can affect the make up of infrastructure such as road tunnels.
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ROADS MAY 2019
According to researchers at The University of Sheffield in the UK, the modern highperformance concrete commonly used in public infrastructure projects, is susceptible to explosive, fire-induced spalling. More technically, spalling occurs through a combination of differential thermal stresses, and excessive pore pressure. This pressure leads to a reduction of the cross-sectional areas of structural elements, which causes the structure to weaken. When exposed to extreme heat, the weakened structure is susceptible to explosion.
The University of Sheffield Engineering School claims to have found a solution by adding fibres extracted from tyres to concrete mixes. Results show, when tyre fibres are added to a concrete mix, there is a reduction in the materials tendency to spall when exposed to intense fire heat. Lead researcher, Dr. Shan-Shan Huang, says because the fibres are small, they don’t affect the strength of the concrete. Dr. Huang explains that the fibres only job is to melt when heat becomes intense, leaving networks of tiny channels that allow moisture trapped within the concrete to
SAFETY
escape, thereby reducing the potential for concrete to break out explosively. Using man-made polypropylene fibres to protect concrete from spalling and damage has been happening for a number of years. Research suggests that the resistance of conventional concrete to heat can be enhanced by adding a few kilograms of polypropylene fibre per cubic metre of concrete mixture. What makes the Sheffield research significant is that it’s the first to show these fibres don’t have to be made from virgin material but can rather be reclaimed — a step in the direction of the circular economy. A circular economy is an alternative to the traditional linear economy, which sees products made, used and then disposed. A circular economy prioritises keeping resources in the economic loop for as long as possible, providing maximum value and sustainable outcomes. According to Liam O’Keefe, Senior Strategy Manager at Tyre Stewardship’s Senior, who runs Australia’s Tyre Product Stewardship Scheme to promote the
“WE’RE FOCUSED ON MEASURING CONSUMPTION AND THE USE OF RESEARCH FOR PRACTICAL OUTCOMES. IT’S GREAT TO SEE THIS RESEARCH,” development of viable markets for endof-life tyres, tyre rubber waste is one of the most significant environmental hazards in the world. Mr. O’Keefe says his organisation is looking into similar concrete research here in Australia. Highlighting Tyre Stewardship’s commitment to finding real world outcomes for end-of-life tyres “We’re focussed on measuring consumption and the use of research for practical outcomes. It’s great to see this research,” Mr. O’Keefe says. “More and more people are realising the specific benefits crumbed rubber can have on safety and structural integrity.” According to Tyre Stewardship Chief Executive Office, Lina Goodman, a recent audit found a significant amount of end-oflife Australian tyres are sent overseas, where they are stockpiled in unsafe conditions or offloaded outside the known supply chain. This audit suggests, if implemented in Australia, the Sheffield research could have a big impact on the sustainable usage of end-of-life tyres. Similar research has also been conducted in New Zealand, which is looking into how recycled tyres could be reused to earthquake-proof structures. Laura Banasiak, who works for the Institute of Environmental Science and Research, says she has undertaken preliminary testing into the use of shredded rubber from old tyres for seismic isolation foundations. Spalling is an issue for the concrete industry and public safety at large. However, with a spate of high-profile fires involving concrete structures over the last few years being deemed to be caused by cladding, one has to question cause and effect. National Precast Concrete Association (NPCA) CEO, Sarah Bachmann, said while she finds the Sheffield research interesting as a means to reduce spalling, NPCA have no plans to conduct similar research in Australia. When asked about the research, Ms. Bachmann reiterated that concrete by its
very nature, is non-combustible. This could suggest the problem of fire and subsequent spalling doesn’t exist within the concrete itself but elsewhere. Professor Jay Sanjayan of Swinburne University expressed similar sentiments, arguing while tyres and spalling reduction it is a good research topic, it’s not very practical. Some think cladding could be the issue. Cladding is the application of one material over another, like a skin. It is generally used for thermal insulation, weather resistance and aesthetics. Reports suggest it is this outer layer that generally causes a concrete structure to catch on fire. Dr. Sanjayan says if concrete were used for cladding, rather the combustible material often used, the community wouldn’t have the problem of concrete fires. Earlier this year, industry bodies called on the Federal Government to review the National Construction Code (NCC) and restrict the use of combustible materials in construction. Cement Concrete and Aggregates Australia, Think Brick Australia, and the Concrete Masonry Association of Australia came together to urge politicians to tighten the standards expressed in the NCC to keep the community safe. Similarly, at the Building Minister’s Forum in Hobart this year Victorian Minister for Planning, Richard Wynne, called on the states, territories and Federal Government to support a ban on combustible cladding. “We’ve seen how quickly fires spread up buildings fitted with combustible cladding and we have a responsibility to stamp out these sub-standard building materials.” “Victoria has pushed for a national response to flammable cladding ever since the 2014 Lacrosse fire but has been met with resistance from the Federal Government,” Mr. Wynne said. “Given the fire risk and the cost to apartment owners to fix cladded buildings, the most common-sense approach is to stop this material from coming in to the country all together – and we need Federal Government support to make that happen.” While the cause of concrete fires might not be spalling induced, the Sheffield research still offers valuable insights into how structural integrity can be improved — while simultaneously assisting in the creation of a more circular infrastructure economy. roadsonline.com.au
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RADICAL ROAD
REFORM
UNIVERSITY OF SYDNEY BUSINESS SCHOOL RESEARCHER DAVID HENSHER SAYS SYDNEY’S TRAFFIC CONGESTION CAN ONLY BE REDUCED WITH THE INTRODUCTION OF A RADICAL NEW SYSTEM OF CHARGES FOR ROAD USAGE.
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ransport Economist David Hensher says the New South Wales government is currently attempting to build its way out of Sydney’s congestion problem with new tollways. He says this will only buy a few years of growth before the city’s roads are just as congested as they are today. In a paper co-authored with Corinne Mulley, Complementing Distance based Charges with Discounted Registration Fees in the Reform of Road User Charges: The Impact for Motorists and Government Revenue, Dr. Hensher argues the call for a congestion charge on Sydney roads is getting louder and more frequent. Dr. Hensher says while massive road projects such as WestConnex and NorthConnex have positive value, his research indicates a complementary user pays system of road charges could cut peak hour traffic by up to 10 per cent — or to school holiday levels. The WestConnex project is an integrated transport plan to ease congestion and connect wider Sydney communities to Western Sydney. The $16.8 billion project involves the construction of a 33-kilometer motorway, of which two thirds will be underground. When completed, WestConnex will be a clear motorway without traffic lights, which theoretically should assist traffic flow. NorthConnex will serve a similar function, estimated to remove thousands of vehicles from the congested Pennant Hills Road. According to Dr. Hensher, these infrastructure changes are steps in the right direction yet simply not sufficient, maintaining instead that a new approach to road pricing is needed. 36
ROADS MAY 2019
“Our research has suggested that we ought to move to a distance-based charge of five cents a kilometre during peak-hours, but no charge at all in the off-peak. In order to ensure that people don’t pay more for their travel, we would also reduce registration charges,” Dr. Hensher says. He says although governments often raise the prospect of increasing the annual registration fee to raise revenue, discounting registration can be used as an initiative for off-peak travel by relieving the cost burden on motorists. Senior lecturer in political science at the University of Canberra Michael de Percy points out, if traffic congestion in metropolitan areas is left unchanged it will cost the Australian economy $30 billion by 2030. In his 2018 book Road Pricing and Provision, Mr. de Percy argues that road pricing in Australia is shaping up to be an incredibly important policy instrument to change the behaviour of road users. Mr. de Percy claims that while user charging has been adopted on private sector–funded tunnels and tollways, these charges are based on investment returns and not on changing the behaviour of users across the network. “The primary purpose of a road user direct payment system (which might include volume-of-use charges combined with variable congestion charging during peak periods in central business districts) is to change commuter behaviour, while at the same time rationalising road provision to better align it with strategic productivity considerations,” Mr. de Percy says. If implemented, Dr. Hensher’s road pricing plan would require drivers to
purchase an on-board unit (OBU) that would measure kilometres driven by time of day. Peak kilometres would be charged at an agreed cents-per-kilometre, while Road pricing is shaping up to be an important policy to change the behaviour or road users.
THOUGHT LEADERSHIP
“THE PRIMARY PURPOSE OF A ROAD USER DIRECT PAYMENT SYSTEM (WHICH MIGHT INCLUDE VOLUME-OF-USE CHARGES COMBINED WITH VARIABLE CONGESTION CHARGING DURING PEAK PERIODS IN CENTRAL BUSINESS DISTRICTS) IS TO CHANGE COMMUTER BEHAVIOUR, WHILE AT THE SAME TIME RATIONALISING ROAD PROVISION TO BETTER ALIGN IT WITH STRATEGIC PRODUCTIVITY CONSIDERATIONS.” by using a pricing system to inform driver’s travel behaviour and reduce congestion. A recent survey by the University of Sydney Business School’s Institute of Transport and Logistics Studies, headed by Dr. Hensher, found that 70 per cent of road users would be prepared to travel in off peak periods if given a financial incentive to do so, and to save time. Earlier this year Infrastructure Victoria Credit: www.shutterstock.com
off-peak kilometres would not be charged. Dr. Hensher says this concept is based on motorists driving an average of 4000 kilometres a year during peak times. According to Dr. Hensher, this scenario indicates that if an OBU is not installed, all kilometres will be charged as peak kilometres — giving drivers an incentive to install the meter. In a Sydney context, there is already a system in place to capture data on the tollroads using e-TAG’s, therefore suggesting the plan wouldn’t require massive infrastructure changes or economic output. Dr. Hensher says technology experts have advised him that a conversion to GPS capture is also feasible if required. Dr. Hensher says this framework is designed to incentivise off-peak driving
similarly published a report detailing eight conditions under which a community panel would accept a change to the way they paid for roads and public transport, with the results suggesting Dr. Hensher’s plan could have nationwide potential. The panel’s conditions included the establishment of an independent regulator for pricing, transparency of revenue and expenditure, a cap on charges for vehicle and public transport use and a statement that increased pricing come with service improvements. Dr. Hensher has proposed a trial of the usage charge system that would involve several hundred opt-in travellers who would pay a fee per kilometre in peak hours in return for reduced registration charges. “They may also choose to stay in the peak and drive, or switch to the free off-peak time and drive, or even consider using public transport,” Dr. Hensher said. Some have called Dr. Hensher’s proposal similar to the government’s policy of cutting registration fees for vehicle owners who paid more than a certain amount in tolls over a 12-month period, a comparison he rejects. “All that the government is doing there is subsidising toll operator Transurban by telling users if they continue to spend money on toll roads, they will not have to pay registration,” Dr. Hensher says. Many others however have called it radical, with both Nationals Roads Minister Melinda Pavey and Labor transport spokeswoman Jodie McKay critiquing the proposal. “If my proposal is radical it’s because we need a radical approach in order to make a difference, otherwise we will keep building to attract more traffic and we are back to square one in a few years,” Dr. Hensher said. “Members of the public will accept the scheme if it can be demonstrated that they are not financially worse off and also get a time saving.” roadsonline.com.au
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DON’T MISS AN ISSUE, SUBSCRIBE TODAY roadsonline.com.au/subscribe ROADS & INFRASTRUCTURE AUSTRALIA is the industry’s top resource for the latest developments, and in-depth features. MARCH 2019
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MAY 2019
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THE DIGITAL LINK
GOING THE DISTANCE
ASPHALT HARMONY
What Victoria’s new asset strategy means for the future of digital engineering
Why spray sealing contractors are using SAMI Bitumen’s long-haul crumb rubber binder
SHARING THE LOAD The challenges of ageing infrastructure Official media partners of
THE LONG ROAD TO SUCCESS Long-term pavement performance study
Official media partners of
BUILDING THE FUTURE Upskilling for the infrastructure boom EXCELLENCE IN MOTION Dynapac machines make their mark
Why there needs to be national standards for key test methods for asphalt process control and product acceptance.
Official media partners of
ROAD REFORM Alternatives on how to deal with road congestion TRAINING AND EDUCATION Using big projects to upskill staff
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
Official media partners of
Long-term pavement performance study THE LONG ROAD TO SUCCESS The challenges of ageing infrastructure SHARING THE LOAD
Official media partners of
Dynapac machines make their mark EXCELLENCE IN MOTION Upskilling for the infrastructure boom BUILDING THE FUTURE
Official media partners of
Using big projects to upskill staff TRAINING AND EDUCATION deal with road congestion Alternatives on how to ROAD REFORM
With increasing emphasis on the need to upgrade Australia’s road network, nationally and locally, and the need to deal with worsening congestion in our cities, ROADS provides a window on developments in the roads construction sector. Roads & Infrastructure Australia is published monthly and contains articles/segments from industry associations and advocacy groups, technical papers from roads related conferences, details of major projects being undertaken around the country, specialised sections, a news roundup and new product releases. The specialised sections include road safety, intelligent transport systems, road building equipment, road and pavement maintenance, safety barrier systems and road marking. Roads & Infrastructure Australia is a “must read” for policy makers, roads authorities, designers and constructors; in fact anybody associated with the roads industry.
AUSTRALIA’S ONLY SPECIALIST ROAD MANAGEMENT, CONSTRUCTION AND CIVIL WORKS MAGAZINE
MAINTENANCE
GETTING MORE LIFE OUT OF
EXISTING PAVEMENT
GOOD CRACK SEALING PROCEDURES CAN BE THE DIFFERENCE BETWEEN EXTENDING THE LIFE OF A ROAD OR HAVING TO GET IT RESEALED EARLIER THAN INTENDED. ROADS & INFRASTRUCTURE EXPLAINS.
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rack sealing of roads is the cheapest form of repair if done properly. First, the cracks have to be cleaned out of silt and organic materials so that the sealant fully enters the cracks and we do not implement the “band-aid” treatment of sealant over the cracks. Crack sealing stops moisture from entering the pavement, which gives the pavement more life and assists in preventing reflecting crack sealing in overlays. Crack sealing material must have good bonding ability/ torsional recovery. Dandenong sealant specialist, Road Maintenance, heats its sealants to 195˚C so it bonds to existing pavement. Its crack sealing units are hot-oil heated, and controlled by operators to maintain
Complete crack sealing like this can get up to 15 more years of life out of the road.
even temperature throughout the sealant. It is not like tube or a box-burner system, which has hot spots and damages the sealant. Road Maintenance’s crack sealing unit can be operated in 15 minutes from arriving on site to get maximum production. It is also Work Safe-approved and can work on fire restriction days. The company uses a large-volume, high-pressure compressor to clean out the cracks. Deep cracks have to be filled with up to 30mm stones with a stone-based filler. Applying the sealant in hot months can be risky, because as the pavement expands it can push sealant out. Road Maintenance manufactures its own sealant and it can modify sealant to suit special projects, an example being Broken Hill City
An example of bad crack sealing that has not been cleaned out properly.
Council’s concrete intersections also make grey sealing for concrete. For this project, the company made a special sealant for high temperatures and heavy loads. During the production of its sealant, the company combines other additives to help with bonding to existing services – asphalt and concrete. Its crack sealant uses approximately 1,470 truck tyres or 7,290 car tyres per year In Mildura Rural Council, the company achieved an average of 5,200 lineal metres of crack sealing in an eight-hour working day. Road Maintenance completed the contract within 21 working days, three days earlier than allocated 24 days. These units are Australian designed and built. If crack sealing is not done properly, there is a risk of road failure and deep cracks and may need more than one visit, especially where sealant has stopped moisture from entering cracks and the sub base starts to dry out. roadsonline.com.au
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REMEDIAL PAVING WORK
SAVES COUNCIL MONEY AUSTSTAB WORKED WITH A LOCAL COUNCIL TO MAKE SURE IT REACHED BUDGET ON REMEDIAL PAVING WORK THAT COULD HAVE COST A LOT MORE. ROADS & INFRASTRUCTURE EXPLAINS.
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he Hills Shire Council has a long history with stabilising dating back at least to 1990. The area consists of a blend of urban and semi-rural roads that have presented a range of traffic loads and pavements. This has facilitated a variety of stabilising solutions over the years including cementitious and foamed bitumen basecourse options, as well as subgrade and gravel overlay treatments. Different seal types and asphalt wearing courses have complimented these stabilising rehabilitations to provide cost effective maintenance to renew and improve the council’s road network. The engineering and asset staff at the Hills Shire Council have been open to innovation in the stabilising space as they look to stretch their maintenance budget. One recent project involved a renewal of the Wellgate Avenue Netball Courts Carpark at Kellyville. The carpark demonstrated potholing, stripped seal, and widespread deformity and depressions that were causing water to pool, which accelerated the deterioration of the pavement. The council, in conjunction with the Netball Court community, identified this on their works program for treatment. The carpark also consisted of 45 garden beds overgrown with trees and shrubs that were deemed redundant. Council wanted these removed and replaced with gravel as part of any remedial works. An initial scope was put together that involved the excavation and replacement of the garden beds with gravel, identifying a series of depressed patches that would require top up material, prior to blending with the existing material and reshaping, plus some ripping of the access roads and re-compaction. A new seal would be applied to these treated areas to provide water proofing and facilitate car parking. When the council went to market to determine pricing for these remedial works, they were also open to alternative options. Working to a fixed budget also presented challenges in terms of what they had the funds to undertake. One such alternative option that developed was the use of in situ stabilisation over the carpark and access roads in conjunction with the top up gravel that would be incorporated for shape improvement that would alleviate the pooling water problems. As such, council engineers, Luthfor Rahman and Abdul Gomulwal, committed to investing in some borehole investigation and geotechnical testing (DCPs, CBRs, UCS) to assess the viability of such
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ROADS MAY 2019
a stabilisation solution. The result of this investigation and design was that council settled on a revised scope that involved boxing out and replacing the redundant garden beds, importing and spreading DGB for shape correction, and stabilising the entire carpark to provide a homogeneous pavement which could be trimmed to provide a steady grade with no depressions that would eliminate the existing ponding problems. This would be complimented by a new two coat seal. In going ahead with the works, council integrated a joint approach to delivery, organising some of the material supply themselves, engaging an AustStab/ARRB Accredited contractor, and an experienced sealing contractor to provide the wearing course. There were several stages of construction up until completed seal. Quality control techniques were employed including laser levels, cross fall checks, mixing depth checks, and density and UCS testing to confirm compaction and strength gain. Construction plant included profiler, excavator, loader, tippers, bobcat, water cart, grader, rollers, stabiliser and spreader. Advantages of the stabilising option over the initial proposed scope: • Provided treatment of approx. 15,500sq m of pavement compared to approx. 6,000sq m that was initially identified for patching and replacement only. • A homogeneous pavement rather that scattered patches. • The superior full stabilisation option would end up costing about the same, and also was completed inside council’s budget. • Reshaping and level control over the entire carpark rather than isolated depressions. • The use of an environmentally friendly pavement rehabilitation solution, ie: stabilisation employs recycling rather than traditional methods of pavement replacement with finite gravel resources and increased truck movements on the surrounding road network. • A pavement with a nominal 20 year design life rather than just a short term maintenance solution. Density results obtained were all over 99 per cent standard even with some variable subgrade, and UCS results came in similar or just over pre construction testing. Feedback after the job was complete was that Council representatives as well as the Netball Club President were happy with the outcome.
AUSTSTAB CEO REPORT MAY 2019
AustStab’s 24th Conference and Annual General Meeting will be held at RACV Royal Pines Resort on the Gold Coast on 23-25 July 2019. The key event for the AGM is the Annual Gala Dinner on the 24th of July. At the dinner, winners of our annual Awards of Excellence will be announced. The awards are open to any individuals and Australian private and public organisations working in the field of pavement recycling and stabilisation. Entrants do not need to be members of the association to be eligible. However, contractors completing the work must be registered in accordance to the AustStab/ ARRB accreditation scheme. Further information on the awards and registrations for the Conference see the AustStab Website. Nominations for these awards are currently open. Nominations close on 10 May 2019. Entries are welcome in all award Categories as follows: Category 1: Work Health and Safety Category 2: Industry Excellence in Consulting, Research or Education Category 3: Excellence in Sustainability or Innovation Category 4: E xcellence in Pavement Recycling and Stabilisation in Local Government Category 5: Young Stabiliser of the Year Included in this issue is a submission from one of the award winners from last year. This project utilised stabilisation to provide a cost-effective upgrade of a carpark area for the Hills Shire Council. CPEE SHORT COURSE ON PAVEMENT RECYCLING AND STABILISATION AustStab’s first two courses for the year in Darwin and Perth were a great success and the course in Newcastle at the beginning of April was very well supported. A new venue had to be sourced to accommodate the large number of registrations. Our new one-day format seems to be attracting increased numbers, so to avoid disappointment book now. The other dates when these courses will be held this year are: Melbourne: June 19th Maroochydore: June 26th Ballarat: September 11th Dubbo: September 25th
Anybody working in the field of pavement recycling and stabilisation is eligible for AustStab’s Awards of Excellence.
For further details and registrations see CPEE website: www.pavementeducation.edu.au AUSTROADS GUIDE TO PAVEMENT TECHNOLOGY PART 4D: STABILISED MATERIALS. Austroads has published an updated edition of the Guide to Pavement Technology Part 4D: Stabilised Materials. Stabilisation may be defined as a process by which the intrinsic properties of a pavement material or earthworks materials are altered by the addition of a stabilisation binder or granular material to meet performance expectations in its operating, geological and climatic environment. The use of stabilisation technology for stabilising and recycling materials for pavement construction and maintenance is accepted as a cost-effective method of improving long-term performance and reducing whole-of-life costs of modern, heavily trafficked pavements. Guide to Pavement Technology Part 4D: Stabilised Materials describes in detail the: • types of stabilisation undertaken to improve pavement materials and earthworks materials • types of binders used in stabilisation • types of binders suitable for particular materials • laboratory determination of the type and quantity of binder required to achieve a particular type of stabilised material (mix design). The guide is a revision of edition 1.0, which was originally published in 2006. The new version includes restructuring the guide based on stabilisation materials; editorial changes and minor technical changes throughout; and major technical changes to the guidance relating to cementitiously stabilised materials and foamed bitumen stabilised materials.
roadsonline.com.au
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, D E E N U . O T Y E R R E ER N. V E F O T N A O H IS H W D IT RC A N I E F ES TH
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IPWEA
100 PER CENT POSITIVE FEEDBACK FROM
LEADERSHIP PROGRAMS
THE VICTORIAN IPWEA IS SET TO REPEAT ITS ENGINEERING AND MANAGEMENT LEADERSHIP PROGRAMS IN 2019. ROADS AND INFRASTRUCTURE EXPLAINS WHY THE PROGRAMS HAVE BECOME SO POPULAR.
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he Victorian branch of the Institute of Public Works Engineering Australasia (IPWEA) is set to roll out the next iteration of its engineering and management leadership programs. The Engineering Leadership Program was developed to help those who are in supervisory or co-ordination roles in the public sector. Spread out over five months, from May to September, the course comprises six full-day face-to-face sessions and covers a broad range of topics. WHY DID THE VICTORIAN IPWEA DECIDE TO TAKE THE LEAD IN THESE PROGRAMS? “The field of engineering is changing rapidly with developments in technology and communications impacting significantly on the way engineers work,” said David Hallett, CEO, IPWEA Victoria. “Climate change, alternative transport modes and community expectations must also be taken into account. Our leadership programs have been created to support the development of technical and management skills within the engineering profession to help engineers do the best work they can. One of the key aspects of both programs is the opportunity to engage with peers in a collaborative learning environment.” Hosted by several Victorian Councils, the engineering program covers Leading in Service Operations, Community Engagement for Service Planning, Intelligent Asset Management and Leading Through Sustainability. A key session is Leading in Planning and Delivery of Works Services during, which attendees will learn about capital works planning, project management frameworks, design briefs, accountability and transparency in contract management, procurement, as well as tender evaluation. The first session in the engineering program
will be hosted by the Yarra Ranges Shire Council and will address community consultation, council planning and local government engineering and working with councillors, as well as governance and probity. The management leadership program will be spread over four months starting on June 5th and finishing on September 25th. This program has the brief to develop professional leaders in the public works arena, especially for those that are in or seeking management positions within the industry. It is also an opportunity for business owners and company CEOs to put forward candidates who they think show potential leadership/management skills within a company. Subjects covered over the six fullday course include Finance and Risk Management, Change and Innovation Towards 2050, Leadership and Building an Engagement Culture, Stakeholder Engagement and Communications Management. The first full-day covers Strategy, Innovation and ˆBusiness Planning in Local Government, which will be hosted by Monash City Council. The learning outcomes of this session will include looking at how business planning aligns with organisational strategy and how important it is to align the performance, culture and people when executing a strategy. It will also cover off on how to apply strategic thinking and frameworks to developing objectives, analysing data, choosing strategies and planning implementation. A key feature of the management program will be the last session hosted by the Darebin City Council which will focus on People Management. Important learning objectives from this session will
IPWEA Victoria’s management leadership program is designed to develop leaders in the public works arena,
include how to understand and then apply contemporary feedback/development strategies, understanding techniques on how to motivate staff, how to apply techniques that help manage a staff member who is underperforming, as well as knowing how to align and manage staff performance by creating performance objectives to deliver on the company’s various strategies. The programs have proven popular amongst the participants, said Hallett. “The Engineering Leadership Program was launched in 2015 and followed by the Management Leadership Program in 2016,” he said. “Both have been well supported and very well-regarded.” Places in the 2019 Programs are now available, and Hallett said that both courses had 100 per cent feedback from 2018 participants in that they would recommend the program to a colleague. The programs are only available via the Victorian IPWEA and Program information is available from www.ipwea.org/victoria. roadsonline.com.au
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FUNDING ROAD MAINTENANCE IN AN
ELECTRIC VEHICLE WORLD WITH THE ADVENT OF ELECTRIC VEHICLES, AND A DECLINE OF TAX DOLLARS THAT WILL BE GENERATED VIA PETROL EXCISE, ROAD FUNDING COULD TAKE A HIT. HOW CAN THE SHORTFALL BE MADE UP? COMMBANK HAS A FEW IDEAS.
Electric vehicles mean less petrol consumption and therefore less tax revenue collected for road infrastructure.
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ustralians currently pay close to 40c per litre in fuel excise, raising more than $11 billion in the 2015-16 financial year, some of which is used to develop and maintain our roads network. But the days of plentiful excise money could be on the way out, as more drivers transition to efficient, hybrid and electric cars. So how can governments fund road investment in the future? The fuel excise is a federal government tax, designed to help fund national infrastructure road projects and road repairs. It’s been a fact of life for drivers for decades. While arrangements between the federal and state governments make it hard to track spending, with more than $26 billion spent on road related expenditure in 2015-16 – up $21.5 million compared to 2014-15 – it is possible that without the excise, funding would fall short. And while it is often in the spotlight of motor and transport lobby groups, it’s 44
ROADS MAY 2019
something that 20 per cent of businesses in a series of CommBank surveys of 898 businesses – conducted between August 2018 and February 2019 – said they saw no need to change. But since the 2012-13 financial year, there’s been a downward trend in the revenue raised by the excise, driven by a fall in petrol sales (partially offset by increases in diesel). THE IMPACT OF GREATER FUEL EFFICIENCY Since 2000, average fuel consumption for passenger vehicles has fallen from 11.9 litres per 100 kilometres to 10.6 litres per 100km in 2016. This decline is due in part to conventional vehicles becoming more fuel efficient, as well as the (albeit slow) growth in the use of electric and hybrid vehicles. While Australia lags the world in electric vehicle uptake, in 2017 sales increased by 67 per cent to make up 0.2
per cent of the domestic market share in 2017. And while that might be good news for the planet, to provide certainty over future road funding, an alternative model may need to be put in place. FUNDING FUTURE ROAD PROJECTS Probable alternatives to the fuel excise include a distance-travelled tax, a premium placed on new petrol cars, and increased registration charges for electric vehicles. CommBank research revealed that large businesses (above $500m in revenue) were the most likely of our surveyed businesses to prefer a premium placed on new petrol cars from 2020, with a fifth (22 per cent) supporting this option, compared with just six per cent for smaller businesses (earning $25-150 million). However, imposing a tax or levy for distance travelled was the preferred option, regardless of business size, supported by 63 per cent of businesses in our survey.
BUSINESS INSIGHT
GROWING INVESTMENT IN EFFICIENCY Also, within the same group of surveys, it appears that the momentum towards energy-efficient equipment purchasing is growing, but barriers remain. The surveys provided a snapshot of how Australian businesses are accessing more efficient equipment for many industries, including roads and infrastructure, and what is holding them back from further investments. Businesses in the surveys were increasingly factoring in smart purchasing of efficient equipment to achieve operational and cost benefits. But who is leading this investment? And what’s holding the remainder back? The surveys showed that more than a third (33 per cent) were in expansionary mode when it came to accessing equipment, with a further 38 per cent in stable or replacement mode. Approximately a quarter (24 per cent) were looking to stretch the life of their working assets. New South Wales businesses were particularly optimistic about equipment purchases, with 53 per cent in expansion mode. VEHICLES LEAD THE WAY Overwhelmingly, vehicles are at the top of Australian businesses’ list when it comes to equipment purchases, with the CommBank research showing that over half (54 per cent) of businesses surveyed looking to finance equipment were seeking cars, while a further 18 per cent of those surveyed wanted to finance trucks. Some of these were specifically seeking energy-efficient models in the next 12 months, with 30 per cent looking to purchase cars, and five per cent looking at energy-efficient trucks. The research
also showed that cars were by far the most popular energy-efficient assets held by our surveyed companies (25 per cent) across all sectors, with other asset types barely registering. Cars also topped the list for recent energy investments, at 25 per cent, with businesses in the health sector the biggest investors (40 per cent). This may help explain the 67 per cent growth in electric vehicles in Australia in 2017. And this growth in efficient vehicles only looks set to increase, as major car manufacturers, including Volvo and Ford, commit to including hybrid, plug-in hybrid or full electric options across all their future models. Work vehicles are also likely to follow suit. For example, Volvo Construction Equipment has announced plans to launch a range of fully electric compact wheel loaders and compact excavators by 2020. BARRIERS TO INVESTMENT Despite investment by some businesses, just under two thirds of research participants said they had not purchased any energyefficient equipment at all. While the cost of this equipment would seem an obvious reason not to upgrade, research showed that it played only a minor role. When asked about the main reason for not upgrading, almost a third (27 per cent) of the businesses surveyed cited cash flow constraints, while a further 24 per cent said they had no current need to upgrade. But only 11 per cent of respondents indicated that cost was the main barrier to investing in more efficient equipment. Instead, most said that the reason they hadn’t invested was that they were unaware of the real benefits (32 per cent). Lack of One tax that could help raise revenue with electric vehicles is an increase in registration fees.
competitive product intelligence (18 per cent) was another key factor preventing uptake of more efficient equipment – particularly among health businesses (33 per cent). Health businesses also highlighted a lack of time or bandwidth to investigate the alternatives (14 per cent) indicating that providers of efficient equipment could be doing more to make business aware of their products – and their potential benefits. Large businesses (those worth $25 million or more) were also concerned about the ease of transitioning, with 17 per cent citing this as a barrier to investment. INCENTIVES FOR CHANGE Looking ahead, the momentum towards energy-efficient purchases seems likely to increase, as awareness of the available options increases and availability becomes more widespread. Here are some of the innovative energy-efficient equipment options already available: • The Greenbot, a self-driving agricultural vehicle created by The Dutch Power Company, which can be programmed to do a number of repetitive tasks independently such as seeding, mowing and fertilising. • SEA Electric’s EV10 truck, which carries up to 10 tonnes with a travel range of 180km. • Alinta Energy Geothermal’s unique heating and cooling system that uses ground temperatures to transfer heat, consuming lower levels of energy than conventional heating or air conditioning. The potential for greater regulation across industries may also become a factor in increasing uptake, as governments seek to manage and reduce environmental impacts and enhance workplace and community safety. However, the biggest catalyst for change will be the potential for costs savings by businesses as the benefits of efficient equipment are better understood. CommBank’s Energy Efficient Equipment Finance solution is designed to provide discounted financing to help fund businesses’ transition to energy-efficient vehicles, equipment and projects. This information has been prepared without considering your objectives, financial situation or needs and should not be relied upon as advice. You should before acting on the information, consider its appropriateness to your circumstances. Contact 13 2221 for further information. roadsonline.com.au
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BUSINESS INSIGHT
CONTRACTS
-- IN BRIEF
ROADS & INFRASTRUCTURE MAGAZINE PROVIDES AN UPDATE ON SOME OF THE MAJOR PROJECT CONTRACTS AND TENDERS RECENTLY AWARDED AND OUT TO MARKET ACROSS THE AUSTRALASIAN INFRASTRUCTURE SECTOR. VICTORIA Contractors sought for regional rail upgrades Expressions of Interest are now open for contractors who can deliver major upgrades on three regional Victorian rail lines as part of the $1.75 billion Regional Rail Revival. With the Ballarat Line Upgrade underway, the program is now set to expand across the state with another major package of works out to market.
WESTERN AUSTRALIA Main Roads WA awards $46M Reid Hwy contract Roads Western Australia has awarded a $46 million contract to design and construct a dual carriageway and overpass in Perth. Decmil will undertake the works, which include delivery of a dual carriageway along Reid Highway from Altone Road to West Swan Road in Caversham, Perth.
NORTHERN TERRITORY Tender released for $39.9M Keep River Road upgrade The Northern Territory Government has released the tender to deliver the $39.9 million Keep River Road Upgrade, which will see up to 28 kilometres of the road upgraded to improve flood immunity, freight capacity and productivity for cattle producers.
Expressions of interest called for in upgrade of notorious bridge-strike hotspot The clearance for the 50-year-old Hay Street Bridge over the Mitchell Freeway will be increased following a series of trafficstopping truck strikes. The WA state government has called for expressions of interest to undertake the improvement works at the bridge-strike Perth hotspot. $6 million has been put aside for the project.
Design tender released for $15M Alice Springs Revitalisation Project The Alice Springs CBD Revitalisation project is progressing with the release of its design tender. The Northern Territory Government will invest $15 million into the project, with the aim of reinvigorating the Alice Springs CBD. NEW SOUTH WALES CIMIC Group awards $119M Northern Road upgrade Stage 6 CIMIC Group company CPB Contractors has been selected by the NSW Government to deliver. The Northern Road upgrade between Eaton Road and Littlefields Road, an important component of the Western Sydney Infrastructure Plan. NEW ZEALAND Australian company wins contract to build $1.2B NZ wastewater tunnel Work on New Zealand’s largest wastewater project, the $1.2 billion Central Interceptor tunnel, is set to begin in May, following the construction contract award. Australian-based Ghella Abergeldie Joint Venture and Watercare has signed the contract to build the tunnel and associated infrastructure, which will stretch over 13 kilometres from Western Springs to the Mangere Wastewater Treatment Plant in Auckland.
QUEENSLAND $110M allocated for key freight corridors in South East Queensland The federal government has announced $110 million for upgrades to key freight corridors located in South-East Queensland. The Toowoomba to Ipswich section has been allocated $60 million for its upgrade, while the Toowoomba to Seymour section, along the Gore Highway, has been allocated $50 million. Major contractors have been appointed to build CrossRiverRoad Project The Queensland State Government has announced the companies that will build the transformational $5.4 billion Cross River Rail Project. Following a evaluation process, the project’s works packages will be delivered by a range of consortia. Successful tenders have been accepted from the following companies: Pulse - the Tunnel, Stations and Development (TSD) public private partnership; Unity - the rail, integration and systems (RIS) alliance; and Hitachi Rail STS - the European Train Control System (ETCS).
roadsonline.com.au
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NEXT GENERATION
CONSTRUCTION CAT’S NEW MINI HYDRAULIC EXCAVATOR RANGE IS STARTING TO MAKE AN IMPACT IN THE AUSTRALIAN MARKET AS CAT DEALERS GET OUT TO NATIONAL DEMO DAYS.
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aterpillar dealers in Australia and New Zealand conducted a series of customer demo days for the company’s one- to two-tonne nextgeneration mini excavators in February and March. The demo days took place in 25 locations with more than 350 operators given the opportunity to trial the machines to see what all the fuss is about. Cameron Balzat, Asia-Pacific Marketing Operator comfort is a key ingredient for the new range of excavators.
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Manager, for Caterpillar’s compact product range, explained how the demo days shaped up for the company. “Our plan has been to expose this new range of machinery and its game-changing features to as many contractors as possible which has led to our dealers putting on over 40 demo days around the country,” he says. “We really want as many people as possible to sit in the operator’s seat and
experience our next-generation technology and what it can do,” says Mr. Balzat. With many of the demo days having been completed, what has been the experience so far? “The typical feedback I have been hearing has followed two main themes,” says Mr. Balzat. “Firstly, it’s ‘Wow, these are impressive machines,’ followed shortly by, ‘I didn’t expect these to be so different.
TECHNOLOGY & EQUIPMENT
Most mini excavators of this size class you could throw a blanket over.” So, what has impressed at the Demo Days the most? “It’s quite a long list but we’ll start with what an operator experiences when he gets into the seat,” said Mr. Balzat. “First thing to notice is the feeling of space and comfort. The suspension seat provides a nice comfortable feel and there are no foot pedals on the floor, giving more space to operate without feeling restricted. This is due to Cat putting both the auxiliary hydraulics and boom swing functions – typically found as foot pedals – onto the joysticks. “Then users will notice the control monitor. Most machines of this size have a few basic gauges for fuel, temperature and an hour meter. Cat’s next-generation LCD monitor provides the required gauges but there are also a number of other functions typically found on larger size machinery. “The keyless start system is something that most people are immediately impressed with,” says Mr. Balzat. “Why? Cat has adopted a Bluetooth-enabled key that allows users to start the machine with a push of a button. This is similar to automotive-style starting where the key needs to be near the machine to start. But Cat has gone a step further than automotive as you don’t actually need the key to start the machine. “For instance, if you leave the key at home, you can still start the machine by entering a passcode set by the owner. There is space for up to 50 passcodes, so every member of a crew can have their own.” Once the engine is started, it’s ready for work. “This is where Cat’s exclusive stick-steer system and cruise control comes in,” says Mr. Balzat. “By pushing a button on the joystick, you turn the machine from a traditional excavator into one that drives like a skid steer in that the left-hand joystick drives anywhere you want to go – simply point your joystick and the tracks respond. “Operators have taken to this function with ease and have become comfortable with using stick steer within seconds,” he says. “The beauty of stick steer is that we combine this with a couple of other functions: cruise control (just like a car) so if you are tramming long distances you just push a button and drive stays active so you simply steer.
The Cat demo days have been a resounding success.
“WE REALLY WANT AS MANY PEOPLE AS POSSIBLE TO SIT IN THE OPERATOR’S SEAT AND EXPERIENCE OUR NEXT-GENERATION TECHNOLOGY AND WHAT IT CAN DO.” “Then auto two-speed will automatically kick down from rabbit mode when turning, and then kick back when going straight, getting you where you need to go quickly and without hassle.” After this, an operator then gets to work, which is where the engine comes into its own. Cat has installed a C1.1 that delivers over 21hp. This may not sound so impressive but it’s 20 per cent higher than the previous model, which was already the most powerful machine of this size class available in the market. “The power increase gives us the ability to do some interesting things,” says Mr. Balzat. “First, we have the power to offer an airconditioned cab in the below two-tonne size class. This has not been previously done in the industry as it has not been possible to both cool an enclosed cab on a hot day, as well
as deliver the required power to dig at the same time. “Second, we have the ability to increase or reduce hydraulic response through the control monitor, which the engine power enables. “This give operators the flexibility to dig with fast cycle times, or if working in delicate areas, very steady and measured movements but still powerful breakout.” “There is a whole lot more in these machines that need to be seen to be appreciated,” says Mr. Balzat. “However, it’s these key areas that operators have found so impressive at the demo days. Keyless start, stick steer and the ability to customise each machine to the operator’s preference, as a combination, is something people who came to the demonstrations did not expect to see and did not think was even possible in such a small package.”
There is a long list of impressive features with the new Cat range of mini excavators.
roadsonline.com.au
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GOUGH SEES RAPID GROWTH IN
MANY MARKETS
NEW ZEALAND-BASED GOUGH GROUP IS MAKING ITS PRESENCE FELT IN THE AUSTRALIAN MARKET. HERE’S HOW.
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fter many years of providing transformational solutions to the mining, transport, infrastructure and power system industries, The Gough Group, is out to prove why it is a key leader when it comes to solutions that keeps industry moving. The success of the Gough Industrial Solutions’ (GIS) business unit in New Zealand has allowed the company to be the leaders in the field, with premium products in the infrastructure space that stand the test of time. The New Zealand market has enjoyed the service and support offered across the quality ranges of SANY concrete pumps, Dynamix Agitators and the impressive SIMEN concrete batching plants.
Gough Industrial Solutions has been embraced as it expands in the Australian market.
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It is through this success and identified need that The Gough Group introduced the industrial solutions business model to its Australian Gough Transport Solutions business. With the reputation and high level of technical knowledge of the product, it hasn’t taken long for the Australian market to embrace what New Zealand has been enjoying for a number of years. The rapid growth of SANY pumps around Australia has been beyond expectation and the supply of a SIMEN concrete batching plant to one of Melbourne’s most prestigious projects, the Melbourne Metro Rail project via the supply contractor, shows how much Gough products are in demand.
GIS is also in the process of introducing and supplying the New Zealand-designed frameless, low-centre-of-gravity agitator to the Australian market. With AS 1379 testing completed – and with a successful outcome due to the internal blade design – the GIS Dynamix is ready to mix and deliver quality concrete safer than ever. As the industry evolves so too does GIS with safe and innovative products. This is highlighted with a project that will see a generic-type 7.5m3 agitator being made available, features a sub frame to suit the standard 8 x 4 agitator cab chassis available from various truck manufactures. These bowls will incorporate a special design that will be revealed when the product is launched later on in the year.
TECHNOLOGY & EQUIPMENT
KEEPING UP WITH
INDUSTRY 4.0 VEGA’S LATEST TOOLS APP IS HELPING THE AUSTRALIAN INFRASTRUCTURE SECTOR KEEP UP WITH INDUSTRY 4.0.
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dvances in communication technologies, devices connected to the internet and data analytics are occurring at a rapid pace, as such it’s been said we are living through the fourth industrial revolution — Industry 4.0. Unlike previous industrial revolutions, technology is no longer something we use but rather, something embedded into every aspect of our lives. Outside the infrastructure industry, mobile apps are common place, functioning almost at the level of necessity. Within the industry though, the uptake of applications has been slightly slower. VEGA’s Tools App is set to change that — setting the bar for industry mobile applications. At last year’s SPS IPC Drives, an exhibition and conference held in Germany, VEGA’s Tools app was awarded the Automation App Award by local trade magazine eletrotechnik. According to VEGA Australia Managing Director, John Leadbetter, the jury highlighted the user-friendly, intuitive usability of the app and its facilitation of flexible pressure readings. As production processes become more complex and industrial equipment spreads out over wide areas, challenges are posed to the implementation of digitisation and Industry 4.0. The successful implementation of which is particularly important when dealing with high pressure tanks and potentially explosive material — like those dealt with by VEGA’s customers. VEGA’s line of products work to deliver pressure measurements from a safe distance for difficult-to-access and dangerous points. To better equip customers in managing these spaces, VEGA offers the option of parameterising sensors, with readings of measured values available via Bluetooth on a smartphone or tablet with the VEGA Tools app.
VEGA’s Tools App means that users have data available in real time all the time.
Mr. Leadbetter says the advantages to these remote capabilities are obvious. “VEGA Tools App is especially easy to operate,” he said. “All data is permanently available in real time, and there are numerous possibilities for upgrading in the future.” Mr. Leadbetter says in keeping with the spirit and purpose of Industry 4.0, the tool simplifies communication with sensors. “In addition to convenient visualisation of current level and pressure data, the app supports fast setup and easy maintenance. A wide range of display and diagnostic functions are also available.” The VEGA Tools App facilitates a direct, wireless live connection, which takes the place of a direct wire – a useful addition wherever physical wiring is difficult to implement. “In wireless operation, all important instrument parameters can be individually
configured, or, even more conveniently, transmitted as predefined parameter sets,” Mr. Leadbetter said. “Operating data and parameter changes stored in the instrument can be quickly viewed on the app and then transferred to a computer for more extensive visualisation.” According to Mr. Leadbetter, security plays an important role in every wireless connection, and should therefore be a key consideration in every Industry 4.0 aligned product. “It starts with secure communication through the app architecture and password protection on the smartphone and extends through to sensor setup by the user. “The Tools App includes encrypted, password-protected IT networks, rights assignments for employees, and clear rules on who can do what in the system and with which device,” Mr. Leadbetter said. roadsonline.com.au
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VERSATILE SOLUTION FOR
UNLOADING TRUCKS THE KEITH STEEL V-SLAT WALKING FLOOR SYSTEM TURNED OUT TO BE THE IDEAL TRUCK BODY SOLUTION THAT HELPED CIVIL CONSTRUCTION AND INFRASTRUCTURE SPECIALIST FULTON HOGAN TO TACKLE THE UNIQUE REQUIREMENTS OF ITS ROAD SEALING AND SURFACING OPERATIONS.
The Keith Steel V-Slat Walking Floor System is unique in the way it unloads products from trucks.
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tarted in 1933 by Jules Fulton and Bob Hogan, Fulton Hogan now operates across Australia, New Zealand and the Pacific Islands. A publicly non-listed business, the civil construction and infrastructure services company is responsible for a variety of tasks such as building and maintaining the roads, airports, bridges, parks and property developments that connect towns and cities. “Fulton Hogan is involved in a range of capital works and infrastructure projects, with a focus on building. The business is also involved in a fair bit of community work from a social perspective as well,” 52
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said Gerard Killick, business development manager – Fulton Hogan Infrastructure Services. Having joined the company over 25 years ago, he has worked across various roles. In Australia, Fulton Hogan operates across every state and territory, with a national fleet of over 100 tipper trucks that are used to tow a diverse mix of trailing equipment to suit the company’s various operations. Around two years ago, Fulton Hogan was looking to find a unique truck body solution that could incorporate a moving floor with a spreader and the ability to transport equipment to and from work
sites. The business approached Titan to develop a prototype that could also be used in conjunction with a spreader. The truck body fitted with a Keith Steel V-Slat Walking Floor. “An industry contact put me in contact with Titan. They were using a Titan body with a Keith Walking Floor system for wood chips. Although we saw it used in a very different application, we thought the system could suit our needs too,” said Killick. The Keith Steel V-Slat Walking Floor system is made up of a series of reciprocating slats, which serve as the flooring of the truck body or trailer. When turned on, the system
TECHNOLOGY & EQUIPMENT
The walking system allows for an even spread of product as it is unloaded.
THE SYSTEM IS IDEAL FOR WORKING ENVIRONMENTS WHERE A DUMP OR TIPPER TRAILER ARE UNSUITABLE. THIS COULD INCLUDE INSIDE BUILDINGS, TUNNELS, OR INSTANCES WHERE THERE IS UNEVEN GROUNDS OR POWERLINES ARE AN ISSUE. “walks” the load in or out. Used in a range of industries, such as waste management and recycling, agriculture, aggregates and asphalt, wood products and energy production, Keith Walking Floors are as versatile as they are durable. “Especially when working in urban areas, the fact that there is no elevation of a hoist means the chance of rolling the truck is significantly reduced. Not elevating keeps the centre of gravity of the truck lower. It also means we can get under trees and power lines
without any issues,” says Killick. He said that the unique point of difference with the Keith Steel V-Slat Walking Floor option is that it can be incorporated into a traditional rectangularshaped truck body. “A lot of our decision to go with this option was to do with the shape of the body. It means that when we are travelling long distances, we have the option of transporting equipment straight on top. We can transport things like rollers or tractors inside the body of the truck when we need to.”
To assist with product discharge, the new unit will also incorporate a partial tilt to assist with getting product out when the truck is parked on a slope. As the Keith Walking Floor system is controlled by hydraulics, this allows the operator to control the speed that the product is discharged, which Killick describes as another key advantage. “Because we can control the hydraulic speed of the floor, we can keep a record or quickly calibrate what speed we had the floor working at compared to the reverse speed of the truck, to work out how much of the load was discharged. With a tipper body, product distribution control is usually done more by eye so isn’t always as accurate,” he explained. “Our first unit really was a prototype. Titan hadn’t built this sort of unit with a spreader on the back before. It’s now been in use for a while and we’ve been impressed with its quality and how well it suits our application.” The system is ideal for working environments where a dump or tipper trailer is unsuitable. This could include inside buildings, tunnels, or instances where there is uneven grounds or powerlines are an issue. A final important feature is that a Keith Walking Floor system is suitable for use in adverse weather conditions, especially in high-wind areas where there is the real possibility of a tipper at full stretch could fall over.
A Keith Walking System is proving its worth for many road-building contractors.
roadsonline.com.au
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LASER SCANNING FOR LARGE-SCALE
PROJECTS
LOADSCAN MOBILE LOAD VOLUME SCANNERS (LVS) ARE HELPING CIVIL CONSTRUCTION OPERATORS ACQUIRE ACCURATE TRUCK HAUL READINGS AND OPTIMISE EFFICIENCY— FOOD FOR THOUGHT AS THE FEDERAL GOVERNMENT PUMPS $100 BILLION INTO THE INFRASTRUCTURE INDUSTRY.
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hen the federal government announced its 2019 Budget earlier this year, the infrastructure industry took note. The record $100 billion investment was focussed heavily on roads, with Treasurer Josh Frydenberg unveiling an allocation of $4 billion to reduce road congestion and $4.5 billion for the Roads of Strategic Importance Fund. The obvious outcome of this kind of spending is an explosion of new, large-scale civil construction projects, and a rise in demand for efficient and effective contractors. Accurate load measurements help companies track losses.
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Loadscan’s Managing Director, Carey West, says one way to boost efficiency, and therefore make your company more attractive to the bodies that award these contracts, is to ensure you’re equipped with accurate load measurements. Getting a precise truck load measurement reading the first time, every time, eliminates potential customer and supplier disagreements over quantity and ensures trucks are not under-utilised, or equally important, overloaded. Mr. West says Loadscan’s Load Volume Scanner (LVS) can do just that, highlighting
the mobile versions application that allows portability onsite. According to Mr. West, the installation of a Loadscan LVS-3TMM trailer mobilemounted scanner creates a stable and consistent work environment necessary for large-scale projects with the benefit of being versatile. The device uses laser measurements and custom software to determine the exact volume of material being loaded into a truck — with readings accurate within plus or minus one per cent. Measuring loads purely off weight often
TECHNOLOGY & EQUIPMENT
“IF YOU’RE NOT GETTING ACCURATE MEASURE READS ON EACH TRUCK COMING AND GOING, YOU’RE NOT WORKING TO OPTIMAL EFFICIENCY. WHEN YOU PUT THAT IN THE CONTEXT OF ONE OF THESE LARGE-SCALE PROJECTS YOUR LOSSES ARE GOING TO BE SIGNIFICANT.”
New technologies such as Loadscan’s Load Volume Scanner (LVS) help ascertain correct load measurements.
leads to inaccurate measurements that fail to calculate the effects of water, waste and debris. “If you’re not getting accurate measure reads on each truck coming and going, you’re not working to optimal efficiency. “When you put that in the context of one of these large-scale projects, your losses are going to be significant,” Mr. West said. When a truck enters the site, it is scanned by the fully automated Loadscan LVS to create a profile and 3D map of the empty truck’s volume. When the truck leaves the site it is scanned again, and the Loadscan LVS makes a comparative calculation. “If you think about the amount of material coming in and out of these massive sites, and the sheer volume of work going on, you realise you can’t afford to waste time on inaccuracies,” Mr. West said. The Loadscan LVS can scan drivers up to a speed of eight kilometres an hour — saving
time because, unlike traditional measuring systems, the driver is not required to stop. Mr. West says the Loadscan LVS laser is the only laser on the market that has passed the metrological and accuracy testing required for trade approval, meaning it’s the only laser suitable to this kind of work. The unit includes a complete LVS system mounted on a purpose-built, single-axle galvanised trailer featuring four stabiliser legs, two tool boxes to secure the touch screen PC, LED message board, cabling and generator. Mr. West says the radio-frequency identification tag (RFID) reader is another core feature of the scanner, accelerating automatic vehicle identification. Fold down pole structures and a mains line power configuration enables an “always on” system. Mr. West says the Loadscan LVS system stores a data file of every scanned load, which is then encrypted on the unit’s computer and sent to site head office.
This gives instant load data access to operations staff — also providing the added convenience of out-of-theweather operation. According to Mr. West, when using the device, companies are able to keep track of exactly what material is being moved and where. A necessary capability when one is dealing in large-scale infrastructure projects. “Companies are able to better understand the exact quantity of material being hauled in or out of a construction site and can manage multiple contractors using the radio-frequency identification tag system,” Mr. West says. Recently, a Brisbane-based civil construction company enlisted the help of Loadscan to assess its quantities received and delivered. Each truck was fitted with a RFID tag for automatic identification before going through round-trip scanning. After accessing the loads, and comparing them to the company’s standard measurements, Loadscan found there were significant inconsistencies. Using the companies agreed truck rate, Loadscan found the difference was costing the company $3,085 a day. Mr. West says this case study illustrates the big opportunities a Loadscan LVS can open up to reduce export carting costs and increase profits. “The Brisbane case study highlights how a Loadscan LVS can generate improvements in loading consistency and productivity, while also helping companies better manage target loads and truck specifications,” Mr. West said. “Once you have an accurate volume measure,you can determine the maximum payload capacity of your bin. Increasing your payload will increase your efficiency and output, so you’ll move more material for the same cost.” roadsonline.com.au
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UNDERGROUND
UPSKILL
THE NORTHCONNEX TRAINING HUB WAS ESTABLISHED TO ADDRESS AUSTRALIA’S CIVIL CONSTRUCTION SKILL-SHORTAGE THROUGH ON-SITE TRAINING AND CERTIFICATION PROGRAMS. ROADS & INFRASTRUCTURE EXPLAINS.
T
o those in the industry, uttering the phrase “infrastructure boom” has become almost second nature. The mass of infrastructure projects in the pipeline across Australia has however, revealed a skills shortage in the civil construction sector. The highly specialised area of tunnelling is feeling this strain, with NorthConnex Training Hub senior trainer, Steve Simpson, Staff shortages was why the NorthConnex training hub was established.
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estimating a 3900 staff shortage nationwide. When completed, NorthConnex will be the longest tunnel in Australia. With dual tunnels approximately nine kilometres in length and a maximum depth of 90 metres, it will enable travel from Newcastle to Melbourne without a single traffic light. The $3 billion Lendlease project is estimated to remove thousands of vehicles from the highly congested Pennant Hills Road, by
diverting traffic into the tunnel. NorthConnex has identified multiple training and employment targets, including a 5 per cent rate of indigenous representation in both staff and labour, a 20 per cent rate of work completed by apprentices and a general upskill of all existing staff. The training and employment targets are designed to upskill the existing workforce,
TRAINING & EDUCATION
provide opportunities for young people, disadvantaged and under-represented groups, and ensure workers from Western Sydney and the Central Coast are targeted for training and employment to mitigate the state’s skills shortage. The NorthConnex Training Hub was established in November 2016 to meet these targets and ensure that project personnel were upskilled to enable further employment opportunities in the future. In a statement addressing the New South Wales (NSW) Infrastructure Skills Legacy Program, Minister for Skills, John Barilaro, said NSW needed to invest more in education and training to ensure a strong pipeline of skilled workers into the NSW job market. “We want the benefits of infrastructure investment to extend not only to those who will eventually use the infrastructure, but also to the many thousands of workers who will gain new skills while building and delivering these projects,” Mr. Barilaro said. According to the Master Builders Association’s Towards 2020 Policy for Australian Apprenticeship Reform, 300,000
Upskilling is one of the areas of training that the hub is targetting.
extra construction workers will be required over the next decade, with civil construction projects, by their specific nature, requiring workers with a specialised set of skills. As state and federal governments attempt to address road congestion by going underground, there has been an increased demand for tunnel workers. The high-risk nature of the work requiring experienced practitioners with specialised training. According to Mr. Simpson, while the hub’s primary function is training new workers, and up-skilling existing ones, the results will prove fruitful for the entire industry and assist the long-term sustainability of tunnel construction in Australia. “Given the amount of existing and future infrastructure work available throughout the country — to meet demand, we really had no other choice than to develop the hub.” “Tunnelling is traditionally a hand-me down sector, if you took an interest in a particular machine someone would train you — there was never much in the way of formal qualifications. This has changed over the last decade, and that’s something we are working towards,” Mr. Simpson said. A certificate III in civil engineering tunnel construction requires students’ complete units in explosive power tool usage, underground shotfiring operations, manual excavation and the storage and transport of explosives. According to Mr. Simpson, the certification won’t only grant access to work on NorthConnex but set an individual up with life-long work in the sector. The NorthConnex training hub also offers training in shotcrete certification. Shotcrete is a type of that can be
sprayed at high pressure onto a surface to provide stability. Twenty-three kilometres of tunnels will be excavated across the NorthConnex project, requiring more than 500,000 cubic metres of shotcrete. Trainers worked closely with Normet, NorthConnex’s supplier of shotcrete rigs and training simulators, as well as the Health and Safety Advisory Services to develop the specialised training in house. Since opening, the hub has trained 70 staff in shotcrete, with 53 going through EFNARC, the highest civil construction qualification in Europe and international benchmark for underground shotcreting. According to Mr. Simpson, this figure makes NorthConnex the most EFNARCqualified staff in Australia. The training hub also offers courses in road header, crane, hall truck, front-end loader and excavator usage, high-voltage training and high-risk licences. Mr. Simpson also highlights the hubs commitment to community engagement, citing leadership programs, cultural heritage awareness work, financial acumen training and a partnership with MATES in Construction. According to Mr. Simpson, similar initiatives are being developed across the country, that aim to help bridge that skills gap in delivering major projects. “Tunnels is a funny industry, we all know each other so it’s very familial,” he said. “I’ve been training for over a decade now, and when I started my aim was to get all tunnel staff a qualification. Slowly you’re seeing training hubs in Melbourne and other places — it’s headed in the right direction.” roadsonline.com.au
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EVENTS DIARY
NATIONAL ROADS & TRAFFIC EXPO 17-19 SEPTEMBER
CORROSION AND PREVENTION 2019 24-27 NOVEMBER
Melbourne, Australia
Melbourne, Australia
Bringing together the roads transport ecosystem and creating opportunities for the roads, traffic and infrastructure industry, the National Roads & Traffic Expo is a free event taking place on 17-18 September 2019 at the Melbourne Convention and Exhibition Centre. The show unites government, road agencies, operators, industry leaders and innovators, providing key organisations with a platform to meet, network and engage with the industry. With 300 speakers, 200 exhibitors, 3000 attendees and an Innovation & Start-Up Zone, The National Roads & Traffic Expo features 280 FREE information sessions that runs alongside a free-to-attend exhibition.
The Australasian Corrosion Association (ACA) will host the industry leading, Corrosion and Prevention 2019 (C&P 2019) conference on 24-27 November at the Crown Promenade in Melbourne, Australia. This annual conference and trade exhibition will bring together leading researchers and industry practitioners who combat corrosion on a daily basis. Topics covered will include concrete corrosion and repair, steel corrosion, water infrastructure, cathodic protection of pipelines, asset management, high-temperature corrosion, non-ferrous metal corrosion and microbiologically influenced corrosion.
www.terrapinn.com/exhibition/road-traffic-expo
www.conference.corrosion.com.au
18TH AAPA INTERNATIONAL FLEXIBLE PAVEMENTS CONFERENCE & EXHIBITION 18-21 AUGUST
10TH ANNUAL QLD TRANSPORT INFRASTRUCTURE CONFERENCE 2019 18-19 JUNE 2019
Sydney, Australia
Brisbane, Australia
Under the title “Our Everlasting Roads – Enabling Future Mobility”, the 18th Australian Asphalt Pavement Association International Flexible Pavements Conference & Exhibition refers to the changing demands that society and transportation technology place on the long term investment that is road infrastructure. It also refers to our increasing technical ability to build perpetual pavements, roads that will last for an indefinite amount of time, while only requiring regular surface maintenance. The event will bring together the leaders and key industry stakeholders of the flexible pavements industry under one roof to discuss the future of the sector.
The conference, themed Queensland’s Transport Future – Moving People and Places, will highlight major transport infrastructure projects in the pipeline for Queensland and showcase innovative new digital trends such as the rise of disruptive applications and their convergence with transport infrastructure. A premier infrastructure event with more than 20 expert speakers and over 200 delegates in attendance annually, the conference will be an exciting hub of knowledge sharing and networking with government, private organisations and industry experts.
www.aapa.asn.au
www.qldconference.com.au
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ROADS MAY 2019
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