SEPTEMBER 2019
& INFRASTRUCTURE
INTERNATIONAL FLEXIBLE PAVEMENTS
AAPA conference showcases industry achievements
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SEPTEMBER 2019 CONTENTS
& INFRASTRUCTURE COVER STORY
12 International Flexible Pavements The 18th Australian Asphalt Pavement Association Conference covered a broad range of industry topics, from preservation and rehabilitation to circular economy.
ASPHALT NEWS
17 AAPA Member Profile Roads & Infrastructure speaks to Shane Boyes at DD Group International about the company’s choice to join the Australian Asphalt Pavement Association. 18 Asphalt plant management N2P Controls details its asphalt plant automation system which connects to the cloud. 20 Adding emulsion collaborative partnership between A SAMI Bitumen and Brisbane City Council has proven the benefits of emulsion stabilisation technology.
PROJECT REPORT
22 Australia’s longest shortcut Upgrading a 2700-kilometre road is no small task, Outback Way CEO Helen Lewis, details how far the project has come.
Hastings Deering are working with Weiler to offer smaller pavers to local construction businesses.
EVENTS
27 Roads of the future he National Transport Research T Awards will celebrate forward thinking research and innovative real-word application. 29 Victorian major projects The 10th Victorian Major Projects conference will take place in Melbourne on the 27-28th of November.
TECH AND EQUIPMENT
31 Automated risk reduction VEGA’s DTM software enables proof testing by reading and documenting the parameter settings of safety instruments. 32 A productivity push A new and improved dozer from John Deere has been launched in the Australian market to speed up works on-site. 35 Local lighting JLG is leveraging local knowledge to manufacture a range of lights suited to diverse projects.
44 Taking safety to new heights axiTRANS is driving safety, efficiency M and reliability in the infrastructure and construction sector. 46 Petite pavers astings Deering have introduced H Weiler small pavers to expand its offerings to the Australian market. 48 Breaking safe Gough Transport Solutions has been working closely with Trout River Australia to make electronic braking systems a standard offering. 50 Managing Movement Ctrack details its vehicle and fleet management systems designed to increase safety and productivity for construction sites.
BRIDGES
54 U-Trough beams NVC Precast used U-Trough beams for the first time in Australia on a Level Crossing Removal Project.
ENVIRONMENT AND SUSTAINABILITY
38 Milling automation When working on the North and West Connex Bitu-mill used an automated milling system from C R Kennedy.
56 City of Sydney look at the City of Sydney trial using A concrete made from industrial waste on a busy Sydney road.
40 From system to site Roads & Infrastructure speaks to InEight about the benefits of digitalisation.
TENDERS AND CONTRACTS
42 Formula 1 tech United E&P details how it used Position Partners technology to aid its construction of the Singapore Formula 1 race track.
58 Roads & Infrastructure details the latest road and construction contracts from around Australia.
REGULARS 4 Editor’s note 6 News
roadsonline.com.au
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& INFRASTRUCTURE
TAKING A CIRCULAR FOCUS PERPETUAL PAVEMENTS, ROADS AS A SERVICE AND CIRCULAR ECONOMY formed the key themes of the 18th Australian Asphalt and Pavement Association (AAPA) Conference. It was with great pleasure that the Roads & Infrastructure team attended this year’s conference in Sydney, hearing from industry leaders such as Puma Bitumen, Downer, Fulton Hogan and numerous councils and government representatives. While asphalt mix technology, binder advancements, worker safety and perpetual pavements are long discussed topics, it is this conference’s attention to circular economy that is an interesting one. The AAPA Gala Dinner pointed out that the association’s committment to the environment goes all the way back to 1973, but it’s the industry’s focus on building everlasting roads that is paving the way to a sustainable future. It’s an issue that was identified as an integral part of winning and even losing tenders. Presentations from Downer’s Jim Appleby highlight how governments and other decision makers are increasingly looking at the social and environmental impact of projects. In other areas, trends such as scrub sealing aim to better bind the emulsion into cracks and result in less aggregate loss, as outlined by Gaylon Baumgarnder from the International Bitumen Emulsion Federation in the US. Another huge impact on bitumen supply driven by an environmental concern is the International Maritime Organisation’s (IMO) 2020 regulation. To reduce global shipping emissions, IMO will implement a 0.50 per cent global sulphur limit for marine fuels from 1 January 2020, reducing the existing 3.5 per cent limit. Erik Denneman told Roads & Infrastructure in the August edition that this was one of the largest single specification changes experienced globally and highlighted the impact of IMO at the conference. There are still a range of impacts being speculated and discussed, but Mr. Denneman explained this could have flow on effects for bitumen and possibly reduce its quality. As congestion and autonomous vehicles were also on the agenda, the concept of Australia reaching “peak roads”, where technology reduces the need for the creation of new roads is another interesting consideration. In the conference opening address, Hugh Bradlow, President of the Australian Academy of Technology and Engineering outlined the complexities of autonomous vehicles and the supporting technologies required to make them a reality. From artificial intelligence, situational awareness and radars and sensors, it is these external devices that will make or break the technologies future. Needless to say, technology is opening up new opportunities to improve the way infrastructure is being utilised and reduce congestion. As a public service in the midst of a nationwide boom, the road construction sector will work towards continued improvement as collaboration is integral to providing communities with better access to regions and liveability.
PUBLISHER Christine Clancy christine.clancy@primecreative.com.au MANAGING EDITOR Toli Papadopoulos toli.papadopoulos@primecreative.com.au EDITOR Mike Wheeler mike.wheeler@primecreative.com.au JOURNALISTS Holly Keys holly.keys@primecreative.com.au Lauren Jones lauren.jones@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
Mike Wheeler Editor, Roads & Infrastructure Magazine
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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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NEWS
TOOWOOMBA SECOND RANGE CROSSING OPENING DATE SET The Toowoomba Second Range Crossing, a $1.6 billion infrastructure investment project, officially opened on 8 September 2019. The upgrade aims to transform the national freight network in the Toowoomba and Lockyer Valley regions in Queensland. The project involves building four lanes from the Warrego Highway east interchange to the west interchange, along with grade separated intersections and connections on various parts of the road. It also includes an around 30-metre deep cutting at the top of the range to ensure all vehicles can pass through and an 800-metre-long viaduct over the existing Queensland rail lines, as well as the construction of arch bridges to continue the New England highway over the cutting. The project was delivered by Nexus Infrastructure, a consortium comprising of Transfield Services, Plenary Group, Cintra Infraestructuras Internacional S.A., Acciona Concesiones S.L., Acciona Infrastructure Australia and Ferrovial Agroman Australia. Deputy Prime Minister and Minister for Infrastructure, Transport and Regional
The crossing will take pressure of local roads.
Development Michael McCormack said the project would significantly reduce travel times across the range and deliver a safer, more efficient connection to ports and markets. “Connecting the Warrego Highway at Helidon Spa in the east to the Gore Highway at Athol in the west, the new Toowoomba Second Range Crossing will form a vital strategic link within Australia’s national freight network and Toowoomba’s emerging intermodal network,” Mr. McCormack said. Queensland Minister for Transport and Main Roads Mark Bailey said the project
would make life easier for residents of Toowoomba and Lockyer Valley areas. “With trucks being redirected away from Toowoomba’s central business district, pressure will be taken off local roads,” Mr. Bailey said. “The opening of the crossing in September will be the moment that the decades of dedication and hard work from so many people to see this road built is finally achieved.” To celebrate the opening of the Toowoomba Second Range Crossing a community day was held on 7 September and a marathon was run on 8 September.
SYDNEY METRO REUSES SANDSTONE
Sydney Metro will reuse 100 per cent of the crushed rock produced.
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Excavated sandstone from Sydney Metro tunnels will be reused to build the new Western Sydney International Airport, as both infrastructure projects begin to take shape. More than 500,000 tonnes of sandstone will be transported from Metro tunnelling sites to the Western Sydney International Airport site. Western Sydney Airport Chief Executive Officer Graham Millett said more than 148,000 tonnes of sandstone had already been transported. “This high-quality sandstone will be used as a high-strength foundation to support the construction of the runway, taxiways and roads on site,” Mr. Millett said. “This is a great example of how we can
make the most of Sydney’s infrastructure boom, to not only save taxpayer funds but also cut down on waste.” Mr. Millett said Western Sydney International Airport is committed to sustainability, efficiency, reusing resources and reducing carbon emissions. “Building the airport is one of the biggest earthmoving challenges in Australian history, but we’ve already moved more than 1 million cubic metres of earth across the 1780-hectare site,” Mr. Millett said. Sydney Metro aims to reuse 100 per cent of the crushed rock produced during the excavation of the 15.5-kilometre twin tunnels between Chatswood and Marrickville.
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NEWS
QLD TO SPEND $4.9B ON INFRASTRUCTURE The Queensland Government’s State Infrastructure Plan 2019 Update outlines the second highest pipeline of public and private infrastructure projects in the country. State Infrastructure Minister Cameron Dick said the plan highlights significant private investment throughout Queensland and the lowest infrastructure underspend in a decade. “The next four years will see a $49.5 billion infrastructure investment across Queensland, including $12.9 billion over the next 12 months, which will support up to 40,500 local jobs,” Mr. Dick said. “More than 160 infrastructure proposals are in the planning phase of the 2019 pipeline, including 67 new projects, and 40
proposals have moved from planning into delivery since 2018 and will be delivered in the next four years.” According to the offical update report, state and local government spending on infrastructure is rising and emerging as a key driver of Australia’s economic growth. “Transport projects currently account for about one third of all Queensland activity and are largely led by the state government, with the Cross River Rail project now under construction,” the report reads. “There are also approximately $29 billion worth of public infrastructure works in the planning phase.” Mr. Dick said the state government has focused keenly on reducing capital program
Queensland’s infrastructure plan is the second largest in the country.
under-expenditure since 2015. “Our careful management will see us achieving a near-zero per cent underspend for 2018-19, the best performance in 10 years,” Mr. Dick said. “Since 2015, around 207,000 new jobs have been created for Queenslanders, and this updated State Infrastructure Plan highlights there are plenty more on the way.” According to Mr. Dick, 60 per cent of this year’s infrastructure budget is being invested outside Greater Brisbane, where it will support around 25,500 jobs. “Our strong infrastructure program underpins and unlocks private sector investment, and our state’s $147 billion public and private infrastructure pipeline is the second largest in Australia, as reported in the March 2019 Deloitte Access Economics Investment Monitor,” Mr. Dick said. “The state government is creating the right conditions to assist and accelerate more private investment and quickly guide the right projects smoothly from concept to robust business case and beyond.” Infrastructure Association of Queensland CEO Priscilla Radice said industry welcomed the annual update, as it provided certainty around the year’s $12.9 billion infrastructure investment. “The State Infrastructure Plan is a crucial investment blueprint for the state – it gives both industry and investors confidence in this market and assures the community of the government’s commitment to deliver on jobs,” Ms. Radice said.
AUSTROADS UPDATES GUIDE TO ROAD TUNNELS Austroads has updated its Guide to Road Tunnels to support road agencies when retrofitting, refurbishing or replacing assets in tunnels. ARRB Associate and Principal Author Les Louis said there was an increasing need for tunnels to be retrofitted rather than maintained, due to excessive congestion, deteriorating structures, technological improvements and demand for higher standards of safety. “Part 4: Retrofitting Tunnels, provides 8
ROADS SEPTEMBER 2019
guidance on when refurbishment is needed and the types of refurbishment that can be considered,” Mr. Louis said. “The guide provides processes for developing project requirements, geometric considerations relating to cross-sections and information on traffic management functions including signs and lighting.” According to Mr. Louis, part four also contains guidance on fire protection and evacuation systems, mechanical systems
including pumps and lifts, electrical and electronic components including tunnel management systems and power supply and energy efficiency. “Principles and standards are based on experience across Australasia and in other countries where tunnels have been operating for many years,” Mr. Louis said. “Practices from other countries have been considered in the context of Australian and New Zealand conditions, experience and legislative requirements.”
NEWS
ARRB REVIEWS THE USE OF VEHICLE TYRES IN BITUMEN The Australian Road Research Board (ARRB) is recommending further research into the use of passenger vehicle tyres in bitumen production. ARRB Senior Professional Leader Guy Hand said Victoria’s Transport Department, formerly VicRoads, engaged ARRB to undertake a literature review on the subject. “Using more end-of-life tyres in road construction is a known way to curb significant environmental challenge for Australia. The question is, how do we make that happen?,” Mr. Hand said. “One possibility is to engage the use of end-oflife car tyres.” Most crumb rubber repurposed into Australian road construction currently comes from end-of-life truck tyres. According to Mr. Hand, truck tyres are predominantly composed of natural rubber, whereas car tyres contain a high proportion of synthetic rubber, as well as a nylon component. “It is not well understood whether synthetic rubber will behave in bitumen in the same nature that natural rubber does,” Mr. Hand said. “No data from an Australian context is available to establish the compatibility and performance of synthetic rubber in bitumen.”
Most crumb rubber repurposed into road construction comes from truck tyres.
Mr. Hand said the key objective of the review is to understand the current specifications of crumb rubber sourced by other road agencies, and the market availability and processing requirements of passenger vehicle tyres. ARRB was additionally asked to identify the benefits and limitations of using passenger vehicle tyre crumb rubber as a road material in asphalt and sprayed seals.
“There are also barriers for recycling car tyres to be considered, such as economic, environmental and processing challenges,” Mr. Hand said. “With the Victorian Government’s focus on increasing the use of recycled materials in road construction, this literature review will help inform all stakeholders on the issues associated with the use of passenger vehicle tyres in bitumen.”
SIME DARBY ACQUIRES GOUGH GROUP’S AUSTRALIA AND NEW ZEALAND OPERATIONS The Gough Group has announced it has entered into a conditional agreement to sell its New Zealand and Australian operations to Sime Darby Berhad. The agreement includes its Caterpillar dealership and transport businesses. The decision follows a strategic review process to consider the options for the long-term growth of the Group which commenced in 2018. Gough Group Chairman Keith Sutton said through the strategic review process the Board and shareholders focused on the best interests of the company, its customers, suppliers and employees. “We are confident that, under Sime Darby’s ownership the outlook for the 10
ROADS SEPTEMBER 2019
business will be strengthened, service to customers enhanced and opportunities for our employees improved,” Mr. Sutton said. “Although it is sad to see the end of the almost 100-year legacy of Gough family ownership, all our stakeholders should be excited about the future of the business. The transaction is conditional upon approval by the Overseas Investment Office and other standard pre-conditions. Gough Group Chief Executive Officer Liz Ward said the new owners have a wealth of industry knowledge. “They have a clear commitment to our people and customers, which was very important to the shareholders and the board,” Ms. Ward said.
Tracy Gough founded Gough, Gough & Hamer Limited in 1929, securing the Caterpillar dealership in 1932. A diverse group, it incorporates 10 distinct businesses and represents premium global brands such as Caterpillar, WABCO, SAF and Palfinger. Sime Darby Berhad is partner to some of the world’s best brands in the industrial and motors sectors and is one of the largest Caterpillar dealers globally. Headquartered in Malaysia and listed on the Kuala Lumpur Stock Exchange, it has a workforce of more than 20,000 employees and operations in 18 countries and territories across the Asia Pacific region.
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INTERNATIONAL
FLEXIBLE PAVEMENTS SUSTAINABILITY, PERPETUAL PAVEMENTS, ROADS AS A SERVICE AND CONTINUAL IMPROVEMENT TOOK CENTRE STAGE AT THE 18TH AAPA INTERNATIONAL FLEXIBLE PAVEMENTS CONFERENCE AND EXHIBITION.
W
hen the Australian Asphalt Pavement Association (AAPA) was formed in 1969, the industry was exclusively using batch plants. As the first man stepped foot on the moon, a wide paving machine hit the streets to accelerate paving productivity. AAPA held its first ever conference two years later in 1971 and established its environmental committee in 1973. Fifty years on, around 600 AAPA members turned out for the largest conference and exhibition yet with sustainability as a key focus. In half a century machinery and ideas have developed dramatically from a wide paving machine in the ‘70s to a forward-moving aggregate spreader today. In the ‘90s an environmental guide was created by AAPA for asphalt plants best practice. Today contractors are not only recycling asphalt and bitumen-based materials but also incorporating other waste streams such as glass or rubber into its asphalt mixes. The International Flexible Pavements Conference and Exhibition, held every two years, took place in Sydney over four days, bringing together a mix of the road construction industry’s latest equipment and knowledge. “Everlasting roads, enabling our future 12
ROADS SEPTEMBER 2019
mobility” set the central theme of the conference. Government representatives, original equipment manufacturers, suppliers, contractors from all tiers, designers and technology experts turned out to discover the latest industry trends and exchange ideas. Spray sealing, perpetual pavements that require minimum maintenance, bitumen viscosity, recycled asphalt pavements, binder specification and warm asphalt mixing were among an array of topics covered over the four-day conference. The industry was able to present and learn about the latest issues and solutions to these topics, all while seeing and experiencing emerging equipment and technology at the exhibition. INFORMING INDUSTRY In the conference opening address Hugh Bradlow, President of the Australian Academy of Technology and Engineering, outlined the effect autonomous vehicles may have on the way road infrastructure is built and used. Mr. Bradlow outlined four autonomous vehicle technologies that could change the make-up of the road network. He detailed artificial intelligence, situational awareness technology including radars and sensors,
localisation and mapping technologies and V2X communications as road construction industry game changers. He also spoke of the challenges these new technologies will bring such as cyber safety, creating public revenue for roads and the changes in infrastructure that will be needed to facilitate the technology. “Over the next 10 years, more autonomous vehicles will be introduced to the road system. You could have a congestion zone
AAPA life members at the National Awards Gala Dinner.
or have lanes where those are reserved for autonomous vehicles. Either way, cities are going to have to make a decision,” he told the audience. Mr. Bradlow also highlighted the possibility of reaching a peak road state, where the technology will reduce the need for the creation of new roads. “We are going to hit peak roads by which I mean after we hit that peak there is no reason to continually be building new roads,
you have to maintain the existing ones. We aren’t going to need more capacity. When we reach peak roads is going to be a huge question,” Mr. Bradlow said. Conference discussions over the course of the four days followed this future looking theme, outlining industry issues and highlighting opportunities to solve each of them. Erik Denneman from Puma Energy followed Mr. Bradlow with a presentation covering the
conference history and IMO 2020, a current regulation change that has the potential to alter the quality of bitumen in Australia. Mr. Denneman highlighted the four main themes of the conference, sustainability, preservation, roads as a service and continual improvement in industry practice. He spoke with Roads & Infrastructure about sustainability being the industry’s biggest achievement so far. “To be able to reuse all of the product that roadsonline.com.au
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we place is great, it is hard to think of any other industries that can claim the same thing,” he said. In his talk he then detailed the latest change to world-wide refineries, IMO 2020 a regulation introduced by the International Maritime Organisation to reduce the amount of sulphur in marine fuels to 0.5 per cent. Mr. Denneman explained this could have flow on effects to bitumen with the possibility of reducing its quality. “Bitumen manufacture and supply is becoming increasingly complex and the IMO 2020 impact is only expected to exacerbate this. Advanced screening testing is a necessity. We need to go well beyond the testing in the specification to make sure we bring in quality bitumen,” Mr. Denneman said. Throughout the conference, delegates were able to choose between four different presentation options and the exhibition which ran in tandem across the four days. The presentations and panels provided insight into the latest initiatives and reports enhancing industry practice, while the exhibition enabled delegates to see and experience emerging industry technologies, equipment and machinery. Roads & Infrastructure attended a talk by Jim Appleby from Downer about the industry’s responsibility to incorporate circular economy practices. Mr. Appleby said it is imperative the The exhibition hall was packed out at the four-day conference.
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The Asphaltech team on the conference boat cruise.
industry adopts a circular economy of make, use, reuse, remake and recycle in place of the traditional method of make, use and dispose. “If we don’t pay attention to circular economy we will miss the opportunity and do the industry a great disservice,” Mr. Appleby said. He outlined that project contracts are not won on cost alone now, government and decision makers are increasingly looking at the social and environmental impacts of projects. He warned of the importance of ensuring recycled materials add value to the product and enhance its standard as well as contributing to the circular economy. Gaylon Baumgardner, from the International
Bitumen Emulsion Federation, informed industry of the latest trends coming from the United States. He detailed scrub sealing, a similar practice to spray sealing only it uses a broom. It intends to better bind the emulsion into cracks, and it aims to result in less aggregate loss. Highly modified asphalt emulsions for micro-surfacing is another trend he detailed which works to achieve less damage than the traditional micro-surfacing technique, using conventional equipment. On the final day, Tyre Stewardship Australia chaired a workshop with presentations by Senior Strategy Manager Liam O’Keefe, Puma Bitumen’s Erik Denneman, Tyrecycle’s Clinton
Habner and Fulton Hogan’s Darryl Byrne. Audiences comprising road owners/ government, contractors, designers, binder suppliers and industry organisations were able to vote on what drove their use of crumb rubber. More than 60 participants voted that performance, followed by initial costs, whole-of-life costs and sustainability drove their product selection. Around 80 per cent of participants also currently use crumb rubber, but up to 70 per cent said there were not adequate specifications/guidelines in place. SHOWCASING EQUIPMENT AND TECHNOLOGY Alongside speakers from throughout the industry and around the world, companies were able to exhibit their latest and greatest products. The exhibition hall was filled with machines of all sizes from Dynapac’s latest 10 tonne double drum roller, to Position Partner’s GPS line marking machine. Roads & Infrastructure spoke to a few of the exhibitors about the conference and the benefits of exhibiting the latest industry equipment. Niki Johnstone from N2P Controls had an exhibit to demonstrate the company’s asphalt plant control system. He said the conference has been great for exposure and creating new relationships. “I think the reason we got involved with AAPA is because conferences like this brings everyone together in one place to have the opportunity to increase your brand and make contacts,” Mr. Johnstone said. The conference and exhibition side by side allowed people from across the industry to learn about best practice and to see it in action. Max Fitzgerald owner of Road Maintenance said the conference was a great chance to meet a range of industry people. “We chose to come because I feel that there is a good interest in using recycled material in bitumen product which will benefit Australia overall,” Mr. Fitzgerald said. Having only joined AAPA a month ago, Scott Craik from C R Kennedy said the exhibition has been great to showcase products and learn about the industry. “It is good to be able to catch up and talk to industry directly and get their feedback about what it is they want, what their
challenges are, and what they really need to streamline their businesses,” Mr. Craik said. INDUSTRY AWARDS EXCELLENCE The AAPA National Industry awards dinner was another opportunity for delegates to connect and celebrate industry advancements and its outstanding members. Dante Cremasco, AAPA Board Chairman, began the awards reflecting on the growth of the industry and the great work achieved over the past 50 years.
previous existing surface of South Road creating significant travel time savings for commuters. NACoE, a joint initiative between the Australian Road Research Board and Queensland’s Department of Transport, won the award for innovation in design process or product for its research program. The male and female industry leadership awards went to Tim Oudenryn from Boral and Jackie Webster from Fulton Hogan for their work over many years in the industry.
Companies were able to exhibit the latest products.
“Tonight we have a moment to bask and recognise all of those people from a national perspective that have made a difference,” he said. Over the course of the year AAPA state and territory award nights have been held to celebrate the top performing people, projects and initiatives. The winners from each category at state and territory level were then nominated for the national awards. April Colley at Altus Traffic Management and Nigel Cartledge from Roadways took the first award of the night for the flexible pavements field worker of the year. The outstanding project award for 2019 was given to Downer for its work in South Australia for the North South Corridor South Road Upgrade - Torrens Road to Torrens River. This project provided a lowered nonstop motorway with three lanes in each direction, up to eight metres below the
Once the awards had been presented, AAPA CEO Carlos Rial welcomed the lifetime members to the stage and announced four new additions to the group, Tony Aloisio, Rob McGuire, Rob Vos and Con Rimpas. After the awards night wrapped up, the final day of the conference saw a last chance for industry to connect and a final day of industry presentations before the AAPA annual meeting. The four-day event showcased the best and latest developments from the constantly evolving pavements sector. Industry members were able to establish and strengthen relationships while sharing a breadth of knowledge to enhance the industry as it moves into the future. AAPA and its members are now looking at the next 50 years. The road construction industry is preparing for what changes might occur with technology and demand to ensure roads can best serve the community for the years to come. roadsonline.com.au
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ASPHALT NEWS
GROWING DIRECT
DISTRIBUTIONS IN EACH ISSUE, ROADS & INFRASTRUCTURE PROFILES A MEMBER OF THE AUSTRALIAN ASPHALT PAVEMENT ASSOCIATION. THIS ISSUE WE SPEAK TO SHANE BOYES, DIRECTOR OF DD GROUP INTERNATIONAL. Q. WHY DID YOU DECIDE TO BECOME AN AAPA MEMBER? A. DD Group International have been AAPA members for just over a year now. We have mainly been supplying traffic control companies with clothing and signage over the last four years and we were looking to diversify. AAPA members use many products that we already supply to our traffic control customers so joining AAPA was a good fit for us. Q. WHAT IS DD GROUP INTERNATIONAL? A. DD Group International owns and operates Direct Distribution, DD Traffic Hire, DD Import and DD Finance. Direct Distribution sell wholesale products, for safety, clothing and signage to customers in the roads industry. DD Traffic Hire is our branch that hires out equipment to the roads industry, such as concrete and plastic barriers, traffic control utes and electronic messaging boards. Q. WHAT IS YOUR BIGGEST ACHIEVEMENT? A. My biggest achievement so far would be DD Group International. I started it nearly five years ago and have worked hard to build it up over that time. It now has 12 staff, two warehouses and is supplying national customers, so I am proud of that growth. Q. HOW HAS BEING A MEMBER OF AAPA BENEFITTED YOU DURING YOUR TIME IN THE INDUSTRY? A. Being a member of AAPA has allowed us to meet a lot of like-minded people in the road construction industry to create relationships. AAPA is always prepared to sit, discuss and listen to its members and have open communication on how we can improve the industry. It also holds great events that are very informative, which keeps its members up to date on the industry. Q. WHAT IS A RECENT CHANGE YOU HAVE SEEN IN THE ROAD CONSTRUCTION INDUSTRY? A. There have been many changes through innovation in the industry so we as a supplier we are always working with our
Shane Boyes, Director of DD Group International, says AAPA has allowed him to form new relationships in the road construction sector.
customers to provide technology to assist them. Hiring is also a big part of that. If you are a small company that doesn’t have the capital to buy the equipment needed, but you can hire it for certain projects that helps to get that job done. Q. WHAT DO YOU THINK IS MOST INTERESTING ABOUT THE ROADS INDUSTRY? A. The fact that we are working with and assisting companies in the industry that builds new infrastructure is interesting. Not only does it improve travel times for people using the roads, but also creates a safer environment. Q. WHAT ARE YOUR PLANS FOR THE FUTURE? A. At the end of the day, we’re always looking to grow the business and diversify into other new industries. We will continue to work with our customers to provide innovative solutions to the market supply, while looking to service new areas. roadsonline.com.au
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ASPHALT NEWS
ASPHALT IN
CONTROL
N2P CONTROLS HAVE CREATED AN ASPHALT PLANT AUTOMATION SYSTEM TO ENABLE PLANT MANAGERS TO VIEW ANALYTICAL DATA AND MAKE INFORMED DECISIONS WHEN RUNNING THE PLANT.
O
ver the years, asphalt plant componentry has largely operated in isolation, adding a layer of complexity to on-site operations. Integrating the variety of controls in an asphalt plant, from material feeding to loadout, has previously been a challenge and companies have sought to streamline the process. Automation engineers N2P Controls is one such organisation. The company formed eight years ago after Niki Johnstone joined Blending Systems, a hardware/ software company with more than 20 years’ experience in the asphalt industry. The culmination of four years of research and development saw it launch its next generation Asphalt Plant Control System in 2016. The five-module system enables plant managers to make informed decisions based on analytical data from the plant’s field sensors. Customers are able to choose exactly which modules they need, all of which connect to CATIE (Cloud Access Total Information Exchange), a cloud
based product that stores and displays the plant data. The MC404 is the first module, controlling what, how much, and when material is added to the mix, to ensure the perfect mix is made. It has built-in algorithms that compensate for different moisture levels, bitumen content, temperatures and other consideration variables to ensure production efficiency. Niki Johnstone, Sales Manager at N2P Controls, says one of the great features of the MC404 is the feeder setup where managers can choose from a wide range of different feeder types at a click of a button. All the algorithms for a variety of feeders are built into the MC404. “No matter how many or what type of feeders you have at a plant, this one piece of hardware and software can manage it all,” Mr. Johnstone says. N2P Controls also offer two different plant control modules. The AC404, suited to continuous plants, and the AC303, suited to batch plants. “These modules take the materials through the plant, interfacing with the burner
The culmination of four years of research and development saw N2P Controls launch its Asphalt Plant Control System in 2016.
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ROADS SEPTEMBER 2019
controller, drying and then mixing the product before taking it to the hot bins for storage” Mr. Johnstone says. The LC404 is the fourth module that deals with load-out control. Once the material is in the hot bins, this module controls the dispatch. “It has a built-in ticketing system. You can input a job’s data and every time you load out the LC404 will record exactly how much has been dispatched to that job.” Mr. Johnstone says this module is important for increasing safety on site. “Within the LC404, we have a truck safety option where the hot bins doors are locked until the driver has acknowledged they are under the correct silo. Only then can the silo doors be opened,” he says. The fifth module is the TC404 which is a controller for the bitumen tanks and their associated valves and pumps. This features built-in safety interlocks to stop tanks being overfilled, incorrectly mixing bitumen, timed heating, and includes automatic operation of valves and pumps. The newest advancement for N2P Controls is its cloud software CATIE which connects to all of the modules to create an integrated record of data. CATIE is supplied with a cellular modem so but if power or reception is lost, the software has the ability to store about 30 days of data. When the modules are installed, N2P Controls engage the plant’s maintenance electrician to ensure familiarity with the control system, its wiring, and how it connects in the field. Customers are also given full electrical drawings, the hardware coding, any documentation and a commissioning record. “The big drive with these products is to give asphalt plant managers the opportunity to make data-driven decisions.”
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SAMI’s emulsion-stabilised aggregate material supported road base workability and performance for Brisbane City Council .
STRENGTH AND
EMULSION
A COLLABORATIVE PARTNERSHIP BETWEEN SAMI BITUMEN TECHNOLOGIES AND BRISBANE CITY COUNCIL HAS CONFIRMED THE BENEFITS OF EMULSION STABILISATION TECHNOLOGY.
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uture infrastructure demand will be directly affected by population growth, broader economy shifts, technological change and the need for environmental sustainability, according to Infrastructure Australia. Ensuring the road network meets future demand is more complex than simply building new roads. Extensive work is required to maintain existing roads through improving road base strength and resilience. Given the inter-connected nature of public policy, improving that performance while also meeting public expectations requires increasingly collaborative relationships between industry and 20
ROADS SEPTEMBER 2019
government. lulian Man, SAMI Bitumen Technologies Technical Services Manager, says collaboration across a diverse set of stakeholders is integral to ensuring Australia’s future infrastructure sustainability. “SAMI is consistently working with asset owners to find cost-effective ways to improve road performance,” Mr. Man says. In 2017, SAMI partnered with Brisbane City Council (BCC) to develop and trial emulsion-stabilised granular road material. SAMI developed the material for BCC at its in-house lab, before BCC lay the material on a council road for detailed monitoring and performance testing.
“The BCC trial was designed to confirm SAMI’s belief that using emulsions to stabilise aggregate road material is more effective for workability and performance in the presence of moisture, due to the better coating of the aggregate particles,” Mr. Man says. “SAMI has undertaken significant research in this space, and the partnership with BCC gave us the opportunity to translate that research into real world application.” Traditionally, the practice of strengthening granular material for road base involved treating the material with a cementitious or bituminous binder, but SAMI is seeking alternatives. “Cement or lime treated materials are
ASPHALT NEWS
often used to stabilise the base material, which results in cracking that is then reflected into the surface, whereas bitumen stabilised bases are more flexible and not as prone to cracking,” Mr. Man says. “Bitumen stabilised base courses can be made with either foamed bitumen (FTB), or bitumen emulsion (ETB). “Both applications work to reduce the viscosity of bitumen, which allows the binder to be mixed with cold, moist aggregate material.” Mr. Man says foam bitumen is the more commonly used stabiliser in Australia, despite emulsion having a greater stabilising effect. He adds this is due to emulsion’s ability to coat both the fine and coarse aggregate of the base material. “Coating both aggregates results in a more moisture-resistant material, which in turn increases pavement life,” he says. “Additionally, emulsions are easier and safer to handle during transport, storage and mixing.” According to Mr. Man, preliminary work was undertaken at SAMI’s lab in 2017, with granular-base coarse material from BCC’s Bracalba Quarry. Researchers investigated the performance of the emulsion stabilised material using multiple residual binder contents.
“We also wanted to highlight how emulsion-treated base can yield higher stiffness, and therefore better deformation resistance, at a lower binder content than foamed bitumen,” Mr. Man adds. Work was also undertaken to assess how the ETB mix reacted to stockpiling, for a period of up to two weeks post manufacture. “The ability to have access to stockpileable emulsion-stabilised granular materials offers more flexibility to contractors,” Mr. Man says. Generally, when using cement or hydrated lime stabilised materials, the material should not be stockpiled. “This presents a big risk to contractors when using fixed plant mixed stabilised materials, especially when dealing with factors like variable weather and plant breakdowns, which are out of their control,” Mr. Man says. Following assessment, SAMI and BCC’s Asphalt and Aggregate Branch discussed a suitable place to trial the application and monitor the ETB’s ongoing performance. “The final decision was to use ETB in the rehabilitation on Abbott Street in Camp Hill, which was undertaken in July 2018,” Mr. Man says. Mr. Man says the Abbott Street trial is still in progress, with monitoring supported by
the BCC’s Asset Management Branch. “This involves extracting cores out of the road base for resilient modulus testing at SAMI’s lab, which measures the increase in stiffness over time,” he says. BCC is also undertaking Falling Weight Deflectometer (FWD) measurements to monitor the strength of the stabilised pavement. “FWD testing shows that maximum deflection has decreased over time, indicating the pavement is becoming stiffer,” Mr. Man says. “For example, FWD testing in August 2018 indicated that the overall pavement was performing like a weak granular pavement, whereas by July 2019, the pavement was performing more like a bound pavement.” Mr. Man says that so far, the trial is confirming emulsions application as an alternative to other methods of material stabilisation. “The emulsion stabilisation process is safer, environmentally friendly and lacks the complexity associated with other types of stabilisation, as it is carried out in a simple pugmill at ambient temperature,” Mr. Man says. “Plus, the cost of producing ETB is significantly lower than FTB, as less binder is required to achieve the same performance.”
The trial is still in progress, with monitoring supported by the BCC’s Road Asset Team.
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AUSTRALIA’S
LONGEST SHORTCUT
AROUND HALF OF THE OUTBACK WAY, WHICH SPANS 2700 KILOMETRES, HAS NOW BEEN SPRAY SEALED. ROADS & INFRASTRUCTURE SPEAKS TO THE OUTBACK WAY’S CEO, HELEN LEWIS, ABOUT THE PROJECT’S PROGRESS.
I
n 1997, Patrick Hill, Laverton Shire President, envisioned the Outback Way project and took the idea to the Australian Local Government Association Conference (ALGA) for approval. Mr. Hill originally wanted support for the asphalt sealing of the road from Laverton to Alice Springs. Soon after, the Shires of Winton and Boulia in Queensland suggested it could be extended to meet those communities.
The idea to upgrade the Outback Way from a dirt track to a type-three gravel road, a fully asphalt-sealed road, was quickly approved by the ALGA. In 1998, the Outback Highway Development Council was formed with five local councils – Shire of Laverton, Ngaanyatjarraku Shire, Alice Springs Town Council, Boulia Shire and Winton. The group of councils from along the route have continuously supported the
development of the road through both financial and in-kind support. The project’s funding model has comprised an 80 per cent federal contribution matched by 20 per cent state and territory contribution. The Outback Way spans 2700 kilometres between Laverton in Western Australia and Winton in Queensland, passing through Alice Springs in the Northern Territory. So far, around 1500 kilometres of
The Outback Way passes through Alice Springs in the Northern Territory. 22
ROADS SEPTEMBER 2019
PROJECT REPORT
the road has been sealed. The trans-national route is popular with tourists, pastoralists, freight and local communities. The Outback Way Chief Executive Officer Helen Lewis talks to Roads & Infrastructure about the benefits of the road and the project’s execution. “There is a large human component in doing the Outback Way. It will be a massive enabler for the mining, tourism, pasture sectors and freight and logistics sectors across the country. The upgrade will save travellers 10 hours from WA to Western Queensland, that is a day of driving for a truck which is a huge efficiency,” Ms. Lewis says. The initial funding in 2007 enabled around 65 per cent of the road to be lifted from below ground surface and transformed into a type-three gravel road using unsealed stone 1-2 inches thick. To begin with, an assessment of the entire road was performed jointly between the states and territory to mark the worst sections of the road. It also profiled how long each section was and what was needed for the upgrade. “Over the past six years the Outback Way has received over $400 million in funding and we are now a separate budget line item in the Australian federal budget. This means each year there is consideration of whether the project receives funding,” Ms. Lewis says. Once the road was upgraded to typethree gravel and was drivable for standard vehicles, a connectivity model was continued to begin asphalt sealing from the weakest points onwards. “When we received the initial $160 million an investment strategy was made. There is a checklist from start to finish of what works need to be done in each section and we prioritise that with the state and territory governments, Main Roads WA, the Department of Transport and Main Roads QLD and the Outback Highway Development Council,” Ms. Lewis says. She says the prioritised standard of work means when funding becomes available all stakeholders know where this will be allocated and what sections are to be addressed first. “We recently refreshed the remaining list to confirm what had already been done.
The Outback Way is all about connecting communities along the route.
“THE UPGRADE WILL SAVE TRAVELLERS 10 HOURS FROM WA TO WESTERN QUEENSLAND, THAT IS A DAY OF DRIVING FOR A TRUCK WHICH IS A HUGE EFFICIENCY.”
Each jurisdiction was able to contribute what they thought were priorities in collaboration.” So far, 1500 kilometres of the Outback Way has been sealed and there are currently about 1200 kilometres left to upgrade. “With the rest of the current funding we will be able to get that figure down to about eight-or-nine hundred kilometres by 2021 and from there we will need further funding,” Ms. Lewis says. Ms. Lewis says the pricing for the upgrades of the Outback Way are very reasonable and create a great return on investment. “For a standard urban road, sealing each kilometre costs about $5 million. In Western Australia and Queensland on the Outback Way that figure averages at $350,000 per kilometre. In the Northern Territory prices are a little higher due to workers being contracted out, but the figure is still under a million dollars. So the return on investment is significant,” Ms. Lewis says. She says the work crews are used to covering long distances, compared to city work which may only cover five kilometres
for the whole project. “The workers on this project tend to work through 20 kilometres and move straight onto the next location. They gradually work their way up the road, moving their base as they go which increases the efficiency of the work too,” Ms. Lewis says. The paving process for the Outback Way requires a layer of gravel to be placed with the asphalt laid on top, which Ms. Lewis says is a similar process to a standard road. However, each section of the road is being laid slightly differently due to regulations. Western Australia are doing a nine-metre seal, Northern Territory are doing eight, and Queensland covering seven metres in width. “This will include a very wide shoulder to accommodate for transport and lengthen the life of the road by preventing breaking and crumbling at the edges,” Ms. Lewis says. The Outback Way mapped out by the councils is scheduled to be completed in 2026, dependent on funding. “If we can get the forward estimate money to eventuate, that is $100 million a year for four years. I’m confident we can get the project done with the funding,” Ms. Lewis says. Although the Outback Way has been a largely successful project, it has not come without unique challenges. “The main issues have been access to gravel and water, alongside permits,” Ms. Lewis says. The Boulia Shire, anticipating issues with water supply, constructed bores along the roadsonline.com.au
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PROJECT REPORT
The Outback Way aims to improve access to health and social services for remote and Indigenous communities.
ONCE SEALED, THE ROAD WILL PRESENT AS ANOTHER OPTION TO DISTRIBUTE FREIGHT AROUND THE COUNTRY AS IT WILL HELP CONNECT THE QUEENSLAND PORTS TO ALICE SPRINGS AND DARWIN, RIGHT THROUGH TO WESTERN AUSTRALIA.
road. The shire also mapped out its gravel pits so that through Western Australia, the location of gravel and water is clear for the entire project. She says collaboration like this has contributed to the project’s smooth running and its success as a whole. The Northern Territory arm of the road covers Indigenous heritage territory and therefore perrmits were required when constructing the road. “The government worked through the process with the Central Land Council and while it did take time, these were sought well before work started so the process could be correctly accommodated,” Ms. 24
ROADS SEPTEMBER 2019
Lewis says. She says there is a real desire from the communities along the road to get the upgrade as they see it resulting in economic development. Once sealed, the road will present as another option to distribute freight around the country as it will help to connect the Queensland ports to Alice Springs and Darwin, right through to Western Australia. “If bulk freight can go straight out from Alice to Darwin and be sent off, that opens a new opportunity and reduces the pressure on the Queensland port,” Ms. Lewis says. While the freight and pastural industries will largely benefit from the Outback Way’s completion, Ms. Lewis says the most important aspect is connecting the communities along the route. “The Outback Way is an example of what we can achieve when we collaborate with infrastructure; on this project everyone is sharing it out and we are doing what we can to improve the road and the lives of the people who need it most.” Deputy Prime Minister Michael
McCormack says the Federal Government considers upgrades to the Outback Way a priority and has invested $330 million between 2013‑14 and 2026‑27 to work with the Queensland, Northern Territory and Western Australian governments to get the job done. “We have committed to upgrading key sections of the Outback Way and will fund up to 80 per cent of the total project cost in partnership with state and territory governments and relevant local councils,” he says. Mr McCormack says the investment in the Outback Way is also improving access to health and social services for remote and Indigenous communities. He says that by improving access to vital services, the upgrades help build on government initiatives intended to improve standards of living and equity for Indigenous communities. He says the current funding commitments for the Outback Way are available until 2026‑27. Funding for further sections will be considered as part of future Budget processes.
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NATIONAL TRANSPORT RESEARCH AWARDS 15.11.2019 CARGO HALL, SOUTH WHARF, MELBOURNE
Awards will recognise achievements in the following categories
LIFETIME RESEARCH AWARD RESEARCH IMPACT AWARD RESEARCH RISING STAR AWARD ROAD CONSTRUCTION INNOVATION AWARD RESEARCH INTO REALITY AWARD
Call for nominations is now open, ending 30 September 2019
Find out more at arrb.com.au
EVENTS
ROADS TO
THE FUTURE
NIVA THONGKHAM, ARRB KNOWLEDGE HUB PROFESSIONAL, EXPLAINS THE NOMINATION CRITERIA OF THE UPCOMING NATIONAL TRANSPORT RESEARCH AWARDS, WHICH AIMS TO TRANSPORT ATTENDEES TO THE FUTURE.
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he National Transport Research Organisation’s ambitious mission statement, ‘shaping Australia’s transport future’, highlights its inaugural awards night’s core concern. Established by the Australian Road Research Board (ARRB) this year, the awards aim to celebrate research excellence, with a specific focus on innovation and forwardthinking concepts. Nominations are open to everyone from university researchers to road construction project managers. Niva Thongkham, ARRB Knowledge Hub Professional, says the National Transport Research Awards build on the organisation’s previously successful ARRB awards. She adds that this year’s amplified approach highlights the award’s all-inclusive industry scope. “We have taken the initial ARRB awards concept and expanded it to showcase a greater diversity of research and industryimplementation techniques from all corners of the industry,” she says. “We’re going to take attendees to the edge of the horizon during this event, as we journey towards our collective transport future,” she says. ARRB is currently calling for nominations in five categories: the Lifetime Research Award, the Research Rising Star Award, the Research Impact Award, the Research into Reality Award and the Road Construction Innovation Award. According to Mike Shackleton, ARRB Chief Research Officer, the Lifetime Research Award recognises the contribution and outstanding leadership of an individual researcher who has worked in the road and transport sector for over 25 years. “The award will be presented to an individual with an established history of rigorous first principles and applied research, and a track record of tangible research outcomes,” Dr. Shackleton explains. “The winner will also have a demonstrated
history of knowledge transfer and training activities that illustrates a commitment to developing and mentoring younger professionals in their field.” Dr. Shackleton says the nomination applications should be 3000 words or less, and address how the individual has advanced the boundaries of road and transport research. On the other end of the spectrum, the Research Rising Star Award will be presented to an individual under the age of 35 that has shown significant problem-solving progress over the last 12 months. Dr. Shackleton says applicants will need to explain the significance of their research to the custodians of transportation systems. Applicants must also outline a post research implementation plan. “Nominees should additionally provide a record of peer-reviewed publications and other efforts to transfer knowledge, such as conference papers, seminars and workshops,” he explains. The Research Impact Award is designed to celebrate an individual researcher or team that’s research, development and implementation has led to significant improvements in operational quality. Projects could range from research into skid resistance, to polymer binder grades and network management principles. “Nominees should provide details on the research project itself, a description and quantification of its impact, a description of future implementation opportunities and a letter of endorsement from the research beneficiary,” Dr. Shackleton says. “Alternatively, applicants can include a letter from at least one agency, local government or department that has benefited from the research.” The fourth award on offer, Research into Reality, will be presented to a government body that has shown excellence in research translation.
“In the transportation sector, most translation requires leadership and commitment from a public sector body that applies research findings to real life projects,” Dr. Shackleton explains. “This award is an opportunity for those bodies to nominate themselves or individual staff members for showing leadership and facilitating community benefit that would otherwise not have been possible.” To nominate for this award, applicants must detail how their research application has solved a transport problem, while providing descriptive and quantitative examples of implementation impact. “Nominees should also describe the work’s future benefit opportunities and provide a letter of endorsement from the head of the nominee’s organisation,” Dr. Shackleton explains. The final award, the Road Construction Innovation Award, was established to showcase individual companies or peak bodies that have invested in research and development. “Companies are welcome to nominate themselves and should outline a plan for maximising the uptake of research innovation,” Dr. Shackleton says. “They should also let us know the deliverable financial, environmental and social benefits.” Dr. Shackleton says he is looking forward to reviewing applications and presenting them to the judging panel. “We encourage anyone excelling in the road and transport research sector to put forward a nomination and attend our gala dinner,” he says. The awards will be presented at a gala dinner 15 November at South Wharf’s Cargo Hall in Melbourne. Nominations close 30 September: https://bit.ly/2YZjxDn
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EVENTS
PLANNING PROJECTS FOR
VICTORIA’S FUTURE THE VICTORIAN MAJOR PROJECTS CONFERENCE RETURNS FOR ITS 10TH YEAR BRINGING NEW FACES TO HELP BUILD A PICTURE OF VICTORIA’S DEVELOPMENT.
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he Suburban Rail Loop, Metro Tunnel Project and Regional Rail Revival Program are a few of the of stateshaping projects and initiatives that have been released or implemented in Victoria in the past year. On top of this, the Victorian Government announced a record investment of $14.2 billion to boost the economy and create jobs in its 2019/20 budget. In light of recent investments and advancements in Victoria, Expotrade’s 10th Annual Victorian Major Projects Conference aims to educate the infrastructure industry about upcoming opportunities. From 27 to 28 November 2019 expertise for major projects will be on display at the event through a range of speakers. Conference Producer Ms. Rajasekaran says the theme of the conference ‘Building Victoria’s Future’ reflects the state’s evolution. “Victoria is growing faster than any other state across Australia, and Melbourne is forecast to become Australia’s most populated city,” Ms. Rajasekaran says. “When against this background, it’s clear Victoria needs world-class infrastructure to continue economic growth and cater for the growing population.” She says informing the infrastructure industry about Victoria’s major projects is increasingly important to enable businesses to capitalise on opportunities. “Attendees will get first-hand information about investments in all major infrastructure projects happening across the state. They will also have the chance to network with policy makers and representatives from the private sector,” Ms. Rajasekaran says. One of the major infrastructure projects on display at the conference is the Suburban Rail Loop. The project recently began geotechnical work to help understand ground conditions and plan for station locations. Executive Director of the Suburban Rail
Loop Adele McCarthy will explain the newly established Precincts and Suburbs Group, which drives strategic planning for precincts, suburbs and places to create vibrant and distinct communities. The Department of Jobs, Precincts and Regions is responsible for developing the precincts strategy which will deliver plans for the surrounding construction to support the delivery of the rail network. In February 2018, the Victorian Government appointed Victoria’s first Chief Engineer, Dr. Collette Burke, another key speaker at the conference. Dr. Burke will detail the new Victorian Digital Asset Strategy which aims to improve the way infrastructure projects are defined, delivered and maintained. “The Victorian Digital Asset Strategy is something that has never been done before and this session will give attendees the opportunity to have a first-hand look at the strategy,” Ms. Rajasekaran says. Other speakers include Rail Projects Victoria’s Linda Cantan, who will present an update on the Metro Tunnel Project and Infrastructure Victoria’s Michel Masson who will discuss the organisation’s 30-year strategy.
The conference will also feature panel discussions which will explore the many projects underway or in planning in Victoria. They will look at where the funding comes from and what potential opportunities there are for businesses. Alongside in-depth information sessions, the conference will offer around seven hours of networking across the two days. “The conference is not just about information and networking it is also a platform for attendees to share their ideas on what challenges are facing Victoria,” Ms. Rajasekaran says. Held at the Melbourne Convention and Exhibition Centre, the Victorian Major Projects Conference is expected to attract more than 200 people from across Victoria and Australia including government departments, the private sector and industry experts. “The conference will ultimately help attendees to acquire the latest information and connect with industry experts in charge of the projects shaping the state,” Ms. Rajasekaran says. Registration for the conference is now open at the VIC Major Projects Conference website: www.viconference.com.au
This year’s Victorian Major Projects Conference is expected to attract more than 200 people.
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Ou
rE
ve
rla s ti ng R
oa ds
: En
ab l i n g Fu
ture Mobility
Thank you to all our Sponsors, Exhibitors & Delegates
50 CE
L E B R AT I N G
Years
A A PA
18th AAPA International Flexible Pavement Conference & Exhibition Celebrating
50 Years of AAPA
18 – 21 August 2019 International Convention Centre, Sydney https://www.aapa.asn.au/aapa-conference-2019/ 1
TECHNOLOGY & EQUIPMENT
AUTOMATED RISK
REDUCTION
JOHN LEADBETTER, VEGA AUSTRALIA SENIOR MANAGING DIRECTOR, EXPLAINS WHY PREDICTIVE MAINTENANCE CAN PREVENT DAMAGE TO BUSINESS ASSETS AND ENSURE HIGHER SAFETY LEVELS.
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number of unique challenges are associated with bitumen’s highlyviscous chemical composition. The most notable, the risk of over-pressurisation and subsequent tank explosion, is caused by heating bitumen at extreme temperatures for liquification. Over-pressurisation results from rising gases in a confined space, and when paired with highly flammable material, creates a potentially hazardous environment. Given bitumen’s central application requires it to function as a liquid, heating the material in an emulsion tank is unavoidable. To avoid explosive risk, asphalt plants are engaging safety instrumentation systems, such as VEGA radar sensors and pressure-level transmitters. These units facilitate preventative maintenance by alerting users to potential problems before they arise. John Leadbetter, VEGA Australia Senior Managing Director, says it’s important to note that safety instruments themselves also require oversight and testing. “As is often the case when dealing with high-risk material, this usually takes the form of proof testing to ensure the unit is working at its optimum level,” Mr. Leadbetter says. He adds, however, that many industrial and civil engineering companies can be complacent, and only react after a malfunction occurs. “Regular testing of electrical systems is an unpopular task, not least because regular proof tests often result in costly process interruption, with subsequent recalibration and reparameterisation,” Mr. Leadbetter says.
Once triggered by a VEGA DTM, the instrument will run through mandatory tests during system operations. “40 individual parameters are checked and, in an ideal case, marked with ok and a green tick,” Mr. Leadbetter explains. “DTM software can reliably diagnose instruments at any time and store the entire data history on a laptop.” This ultimately minimises the risk of unit failure, while extending the unit’s overall service life. Mr. Leadbetter says VEGA’s DMT testing concept is based on a service-proven duo, where the diagnostic unit is integrated in the sensor to collect diagnostic information continuously. “This ensures uninterrupted diagnosis of all field instruments in use, and instantly notifies the user of any irregularities.” According to Mr. Leadbetter, the latest VEGA DTM generation goes a step further than its predecessors by allowing users to print the complete results report or save it as a PDF. “This makes work easier for Asphalt plants are engaging safety instrumentation plant operators because the systems such as VEGA radar sensors. documentation is automatically done for them,” Mr. Leadbetter says. The safety integrity level measures the “The document certifies the exact application of risk reduction measures condition of the instruments. Just like in and stipulates targets via a comparison of school, a glance at the first page of the qualitative and quantitative factors. report is enough to see the most important “To prevent damage to business assets, thing immediately, passed or failed.” comply with safety integrity level Mr. Leadbetter says automated standards, protect human health and visualisation of self-testing results reduces mitigate harm, periodic proof testing must workloads considerably. be undertaken,” Mr. Leadbetter says. According to Mr. Leadbetter, VEGA’s DTM “The VEGA DTM transforms a corrective software enables proof testing by reading maintenance concept into an intelligent and documenting the parametre settings of preventative maintenance concept,” safety instruments. he says. “That said, proof testing is not only required by federal law, but enables higher safety levels through predictive maintenance.” Mr. Leadbetter says proof testing saves significant capital cost in the long run and could be thought of in the same vein as insurance. “Proof tests serve two primary functions, to find and repair failures in the system, and validate the failure rate assumptions used in the safety integrity level.”
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John Deere’s 850L is part of a range of equipment designed to improve productivity, reliability and durability.
A PRODUCTIVE BOOST
FOR DOZERS
JOHN DEERE HAS LAUNCHED A NEW DOZER INTO THE AUSTRALIAN MARKET TO PUSH PRODUCTIVITY TO THE NEXT LEVEL.
I
n 1837, John Deere, a blacksmith, listened to farmers who were concerned their ploughs, designed for eastern United States land, weren’t shredding the thick soil in the west. In response, John Deere created a highly-polished steel mould board from a broken saw blade. Within five years he had manufactured nearly 200 ploughs. Throughout the 20th century John Deere’s company acquired a variety of products and expanded its offerings. It followed the example set by the company’s founder and established an advisory group of customers to provide advice when creating new machines. One such machine is the company’s newest dozer, the 850L, part of John Deere’s new range of equipment designed to improve productivity, reliability and durability. John Deere’s previous line of dozers, the K-Series, was updated to include a larger displacement engine, increased operating weight and an improved operator station to make the 850L.
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ROADS SEPTEMBER 2019
These upgrades were advised by the John Deere Customer Advocate Group comprised of owners and operators of John Deere machines. Nathan Horstman, Crawler Product Marketing Manager at John Deere, says the K-Series of dozers has been a long-time favourite with customers. “Thanks to customer’s ongoing feedback, the next generation of Deere dozers are our strongest, most durable and productive yet,” he says. The new machine incorporates a John Deere diesel engine which provides a 10 per cent increase in horsepower, more than any other dozer in its class, Mr. Horstman says. With ongoing calls from the advisory group for machine durability, the 850L was designed with a heavy-duty mainframe, and electrical and hydraulic routing. In total it has an eight per cent weight increase from the last model. The thickness of the mainframe was increased by as much as 60 per cent in some areas of the machine, compared to
the last model. Fuel economy was also factored into the creation of this machine, featuring an ‘eco mode’ that reduces fuel consumption by up to 20 per cent. The 850L dozer, like all John Deere dozers, features a dual-path hydrostatic transmission which aims to provide an efficient method to transfer energy to the tracks. The 850L has transmission pumps 13 per cent larger than the previous K-Series. “With the hydrostatic transmission you truly have constant power to both tracks,” Mr. Horstman says. To further increase productivity, Mr. Horstman says the new dozer features the widest power angle tilt blade in its class at 436 centimetres. This enables the machine to work faster, especially in grading applications. Mr. Horstman says one of the most exciting changes for operators is the inside of the cab, designed with input from the John Deere Customer Advocate Group. The new cab features 15 per cent more
TECHNOLOGY & EQUIPMENT
space and a 27 per cent reduction in interior operator noise compared to the K-Series model. The seat is angled to keep operators comfortable while using the rear implement or when looking backward. It can tilt and raise up to 65 degrees providing easy access to major machine components, which can speed up adjustment times. The air-conditioning system and new heated or ventilated seat option also work to increase operators’ comfort. The 850L’s cab also features new ergonomic control joysticks for the transmission and hydraulic functions. Mr. Horstman says this new dozer is intended for a variety of different applications and can take advantage of new technological capabilities. “No matter the intent, owners can customise the 850L with factory installed configurations for waste handling, forestry protections, mechanical angle blades and a purpose-built pipe layer-ready model,” Mr. Horstman says. The machine comes with control-ready electrohydraulic valves, making it simple to
add a grade-control system. John Deere SmartGrade technology can be included which removes the need to install blade-mounted sensors and components often, increasing productivity. It also features John Deere’s WorkSight system, a suite of technology solutions which aim to improve productivity and profitability of machines alongside machine health prognostics, remote diagnostics and programming capabilities. The 850L model is protected by John Deere’s customer support package, Ultimate Uptime, a customisable package which includes telematic support, pre-delivery instructions and follow up inspections. “The 850L combines muscle, efficiency and balance for impressive new levels of performance,” Mr. Horstman says. “Coupled with an extraordinary focus on reliability and uptime, you have the winning combination our customers are asking for.”
The 850’s cab features ergonomic joysticks for the transmission and hydraulic functions.
THE ONE
LAS VEGAS YOU NEED
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NORTH AMERICA’S LARGEST CONSTRUCTION TRADE SHOW
CONEXPOCONAGG.COM MARCH 10-14, 2020
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LAS VEGAS, USA
TECHNOLOGY & EQUIPMENT
LOCALLY-MADE
LIGHTING
JLG AUSTRALIA IS ABLE TO LEVERAGE LOCAL KNOWLEDGE AND UNDERSTANDING WHEN MANUFACTURING ITS LIGHTING TOWERS IN AUSTRALIA, GIVING IT A POINT OF DIFFERENCE.
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he global market for construction equipment is expected to grow to $112 billion by 2025, according to a report from Grand View Research. With an increasingly competitive global market for access equipment, the Reserve Bank of Australia reported in 2016 numerous manufacturers either closing or shifting production to overseas economies. Shifting to lower-cost economies can diversify businesses but can sometimes result in the loss of local knowledge and experience, including in the lighting tower market.
Since 1991, JLG Australia has manufactured a range of lighting towers at its Port Macquarie facility in Australia, drawing on local expertise. JLG Australia design and manufacture equipment for the Australian market and the company prides itself in delivering the benefits of tailored knowledge to its customers. Jarrad Smith, Operations Manager at the Port Macquarie facility, says the company employs around 35 people at the facility with manufacturing and engineering teams on site.
JLG’s range of lighting tower equipment includes the Metro Series, designed for use in built up areas, and the mining and heavy construction LED series, suited to worksites. The Metro Series includes three different types of towers, best used for roadworks, special events and construction. Mr. Smith says with a choice between LED, metal halide or LED-POD lights, the company’s portable lighting towers deliver value for money without sacrificing on performance or quality. “They’re so easy to handle that they are suitable to be set up by one person. JLG Australia has manufactured a range of lighting towers at its Port Macquarie facility in Australia since 1991.
roadsonline.com.au
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TECHNOLOGY & EQUIPMENT
The equipment includes a user-friendly controller which can be used to turn the lights on manually, or alternatively, there’s an automatic set on-off function,” Mr. Smith says. The LED Lighting Tower Series has been locally designed for rugged applications such as mining or heavy construction sites and large infrastructure projects. This series includes two different lighting towers that can pan and tilt to ensure optimal lighting coverage. The towers also feature a hydraulic articulated tilt jib enabling the lights to be positioned horizontally and vertically, a hydraulic articulated main boom lift and a hydraulic telescope mast to increase outreach and height to eight metres.
The series also features long extension wind down outriggers which can be stowed away for transport alongside a retractable draw bar to enable multiple side-by-side loading on the truck tray. “The LED series is actually based on a design that we’ve been using since 2002. We’ve completely upgraded the technology included with LED lighting and efficient diesel engines, but structurally it hasn’t needed much alteration. We value what we have as a tried and tested design,” Mr. Smith says. He says the local design of JLG’s products is what sets the company apart from others. “These products have always been made locally and we’ve got people at JLG who have been with us for over 30 years.
Whenever we design something, we are able to draw on that wealth of experience and local knowledge.” Components in the towers are also locally produced. For example, the engines used in the Metro Series are supplied by Kubota Australia, a company that works with stringent testing protocols based on Australian conditions. Similarly, the tower’s generator and lights are supplied by an Australian company. “Our people live and breathe this stuff. They know the type of conditions these units are going to be subjected to,” Mr. Smith says. The ability to support local communities in Australia is also an important aspect of the business.
“THEY’RE SO EASY TO HANDLE THAT THEY ARE SUITABLE TO BE SET UP BY ONE PERSON. THE EQUIPMENT INCLUDES A USER-FRIENDLY CONTROLLER WHICH CAN BE USED TO TURN THE LIGHTS ON MANUALLY, OR ALTERNATIVELY, THERE’S AN AUTOMATIC SET ON-OFF FUNCTION.”
Components in JLG’s lighting towers are locally produced. 36
ROADS SEPTEMBER 2019
JLG extends its support to remote rural and regional areas to ensure it is not limited to capital cities and metropolitan areas. “If a customer has a problem, the first line of assistance is our technical service department, here in Port Macquarie,” Mr. Smith says. “The department will have a highlyqualified person on the line, ready to help.” In cases where the issue cannot be solved over the phone, JLG has more than 75 field service technicians dedicated to paying visits to customers. Each of these technicians have the expertise to cover JLG’s entire product range. “JLG is firm in its commitment to the entire Australian community and will continue to service the local market in the future.”
TECHNOLOGY & EQUIPMENT
Bitu-mill use Leica 3D excavator systems and survey equipment.
PROJECT
PRECISION
WHEN BITU-MILL WERE TASKED WITH CUTTING SURFACES FOR THE NORTHCONNEX AND PACIFIC HIGHWAY THE COMPANY TURNED TO C R KENNEDY FOR THE LATEST AUTOMATED INDUSTRY TECHNOLOGY.
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he NorthConnex is one of Sydney’s largest infrastructure projects, involving the construction of twin nine-kilometre tunnels connecting the M1 and the M2 motorways. As more than half of the tunnels are 60 metres deep into the ground, the project produced unfavourable ground conditions for planning and shaping ground surfaces. When Bitu-mill was given the task of cutting out the road in the tunnels, the company knew ground conditions called
C R Kennedy are the exclusive Australian Leica distributor. 38
ROADS SEPTEMBER 2019
for an intelligent system to ensure accurate cutting and avoid delays. Bitu-mill required an automated milling system for the job so looked to its long-term supplier C R Kennedy. The Leica iCON PAVE was Bitu-mill’s machine control system of choice, following the successful use of other Leica products. C R Kennedy are the exclusive distributor for Swiss company Leica Geosystems in Australia and provided Bitu-mill with iCON PAVE. It also supplies a range of technological equipment for the surveying, construction, mining, mapping and wider geospatial industries. Bitu-mill Senior Surveyor Tague O’Callaghan was tasked with setting up the profiling machines. “The level of service and attention to detail with C R Kennedy and the good working relationship they have with our surveying department was a good sign for us to keep using the products they supply,” Mr. O’Callaghan says. “We find it makes sense to have one brand of equipment across the company and the service provided by the Leica technology,
we believe, is market leading.” Bitu-mill use Leica 3D excavator systems and survey equipment, which are similar to the 3D milling control system and keeps consistency of controls for the operators. The Leica iCON PAVE is a 3D milling system which allows the operator to control the cutting depth of a milling machine with either GPS or total station control through a dedicated onboard machine computer. Mr. O’Callaghan says the Leica iCON PAVE helps to control the milling machines to achieve the optimum cut for the road. “Essentially, the control system manages the levels on a project and betters the accuracies when you input the correct data,” he says. For each project, an authoritative body, such as the Victorian Department of Transport, will set specific tolerances to restrict certain measurements such as the length, width and depth of the road. “The Leica iCON PAVE is able to cut within about five millimetres of tolerances, enabling us to confidently meet requirements and increase the quality of our projects,” Mr. O’Callaghan says.
TECHNOLOGY & EQUIPMENT
The Leica iCON PAVE can reduce the need to have a surveyor on site at all times as workers do not have to peg out the site prior to cutting. All of the cutting measurements are entered into the control system for the machine to follow. “On the North and West Connex, at times the ground was so wet and muddy we couldn’t see our feet, but the machine, when controlled, can run through that surface accurately. It meant we could keep working when others couldn’t and the project wasn’t affected as much by the weather,” Mr. O’Callaghan says. Bitu-mill are also using the system on the Pacific Highway upgrade from Woolgoolga to Ballina, which involves works on 155 kilometres of the road. “With a project this large you can save thousands of tonnes of asphalt simply by cutting to the exact measurements,” Mr. O’Callaghan says. “We could not achieve the accuracy of the applications we put into this program without it. The program helps with productivity and results in cost savings by
P L A N T
.
minimising the amount of material that has to be placed when cutting,” he says. The company is also currently testing the Leica PA10, a personal aid system. The PA10, supplied by C R Kennedy, is a new product to track machines and workers onsite to increase safety. The system combines a personal tag worn by workers on site which communicates directly with sensors on the machines. The PA10 system can be used on any machine. Up to seven sensors are retrofitted onto each machine with an LED display and alarm installed in the cabin for the machine operator. It offers three customisable zones of distance around the machine. At each zone, the operator is informed of workers within that proximity. “Our warning zones are set at 10, six and three metres, so when a worker is in the first two zones this is displayed on screen in the cabin. If there is a worker in the closest zone, the machine operator will hear an alarm and the wearable tag will vibrate,” Mr. O’Callaghan says.
E Q U I P M E N T
.
P A R T S
.
The aim of the Leica PA10 is to increase awareness for machine operators and pedestrian workers alike, creating a safer worksite. “It acts as a prior-warning system for our operators. We have found operators are aware of where the workers and other equipment are at all times, and can act in advance to prevent any accidents,” Mr. O’Callaghan says. Bitu-mill will continue working with C R Kennedy well into the future to continue the strong relationship and enabling access to the latest industry technology. “C R Kennedy offers great products but they also have supported us from the start of projects, throughout and even afterwards,” Mr. O’Callaghan says. He says there is always a dedicated person from C R Kennedy to explain the product, run through how it works or explain how to repair it. “Whenever I have called them, at any hour, they answer, it’s the kind of support you need when working on projects,” Mr. O’Callaghan says.
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
CONNECTING SYSTEMS AND SITE
ROADS & INFRASTRUCTURE SPEAKS TO INEIGHT EXECUTIVE VICE PRESIDENT - ASIA PACIFIC ROB BRYANT ABOUT HOW DIGITALISATION IMPROVES FIELD EXECUTION.
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ny infrastructure project begins with strict requirements for materials, measurements, safety and performance. A structure and series of tasks to be completed is then created by a team of project planners and set out for foremen, surveyors, contractors and builders to complete. Information is distributed out to each worker on the job and the task is performed. However, written requirements can sometimes leave room for human error when transferred between the planning team and the workers onsite. This can result in incorrect measurements, work performed on the wrong version of plans and a number of other missteps that slow productivity. Digitalising a project’s workflow process and enabling information to be updated in real time reduces the risk of human error. It ensures all workers on a project are up to date and working to the correct requirements. InEight Executive Vice President - Asia Pacific Rob Bryant speaks to Roads & Infrastructure about the benefits of digitalising data and connecting one’s systems to a site. “Digitalisation is essentially a productive way to capture and organise all of the
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ROADS SEPTEMBER 2019
information on a project in order for it to be interrogated and reported on quickly and easily,” Mr. Bryant says. Digital records could consist of text-based documents, drawings, photographic or video evidence, or 3D models of the project. “Projects today are more technologically complex than ever before. There is more information that exists as part of the asset, which creates demand for solutions to manage it, because there are more layers of information that need to be interrogated and understood,” Mr. Bryant says. InEight’s field execution management
solutions bridge the gap, enabling more efficient capture, sharing and communication of critical information in real time, facilitating productivity. “In the past, those on-site had to rely on the vast amount of information that might be stored back in the site or design engineer’s office. Now they can inspect that information and any changes or photographs can be captured and sent back in real time,” Mr. Bryant says. Users have access to the tools from the
TECHNOLOGY & EQUIPMENT
Digitalisation provides accountability and helps users seamlessly exchange information.
Distributing information on-site using written information can leave room for human error.
desktop in the office and the information is stored on a cloud-based platform. Each product has an app to enable workers to access the tools in the field. “The real-time updates and access provided through apps give some certainty to workers on where to focus their efforts, the overall workload and resource requirements,” Mr. Bryant says. Typical users of these digitalised systems are quality managers, site foremen, surveyors and design engineers. Site foremen are often tasked with having to plan what resources and employees are assigned to a site and then tracking what work is being achieved throughout the day. “All of those functions can now be performed digitally on-site and are sent back to the office instantly,” Mr. Bryant says. By way of example, on a rail tunnel project, contractors will typically have a vast amount of information on safety and networks in the tunnel, as well as the physical infrastructure of the rail line. Digitalisation allows information to be available at a worker’s fingertips to help them understand exactly what section to work on and what factors need to be considered for that area. “Having the up-to-date plans on-site can even help workers understand what is underground at a certain point and determine where to dig or what sections to avoid,” Mr. Bryant says. In turn, when issues are discovered onsite, the instantaneous nature of digital solutions can save vast amounts of time. “The query or issue can be sent back to the
engineer instantly. Issues can be reviewed and recommendations provided on how to proceed much more quickly than in the past.” The technology also reduces the need to compile large amounts of data for project reports. “We have had a number of case studies where companies have said they could eliminate 30- to 40-page reports on projects that have taken two weeks to put together. Now they can pull in that data for live dashboards, which has huge leverage at an executive level,” says Mr. Bryant. He says the level of investment in digitalisation technology in the construction industry has rapidly increased in the last few years as more companies have become aware of its ability to help deliver more profitable projects. In the future, Mr. Bryant believes the data points captured on projects will only increase. “In the United States, using drones to capture information and feed that back to their tools is being tested. Other technologies, such as Microsoft HoloLens, are rolling out, which allow workers to see a virtual display through glasses in the field.” He says these advancements will further increase efficiency and productivity on-site while informing key decision makers, and they are only becoming more valuable. “Digitalisation provides accountability for the work being done today and helps those in the industry seamlessly exchange information between the field and office to meet deadlines, realise business efficiencies and use captured data to more accurately plan for tomorrow’s projects.” roadsonline.com.au
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TECHNOLOGY AT
FULL THROTTLE UNITED E&P IS USING A FULL RANGE OF DESIGN, MAPPING-VARIABLE MILLING, SURVEY AND PAVING MACHINE CONTROL TECHNOLOGY TO TRANSFORM CITY STREETS INTO A FORMULA 1 RACE TRACK.
U
nlike many cities that use existing race circuits, Singapore transforms some of the city streets into race car-worthy surfaces in a matter of days for its annual Formula 1 race. This involves shutting down roads for the shortest periods possible to minimise impact to residents, visitors and traffic. For the second year running, Singapore contractor United E&P has been tasked with preparing the racetrack for the country’s upcoming Formula 1 race in September. To meet the tight deadlines and deliver a track that will pass muster with the racing-car elite, United E&P has partnered with Topcon Positioning Systems’ largest distributor in the Oceania region, Position Partners. Using a full suite of design software, mapping and profiling technology, survey instruments and paving machine control systems, United E&P can scan and model the planned track surfaces before optimising a design and paving the tarmac. Position Partners Manager for South East Asia Mathew Connolley says 42
ROADS SEPTEMBER 2019
the company worked closely with United E&P at Singapore’s Changi airport expansion project. He says the companies developed a trusted partnership to utilise technology to its full potential on cornerstone projects. The proof of its success, Mr. Connelly says, is in the driver’s performance. Last year’s track saw Lewis Hamilton, five-time world champion, complete an all-time lap record in a qualifying round. Kevin Magnussen, a Formula Ford Champion, achieved the official lap record on the track, taking just under eight seconds off the previous record. Mr. Connelly says he wants to make resurfacing and new road construction as efficient as possible. “To optimise and enable the best outcome Position Partners offer a complete portfolio of hardware, software and services,” he says. “Our solutions increase productivity and safety, save time and reduce material use. Our scanning solutions collect a constant stream of valuable data. These insights are
used to plan and strategise the best design.” The racetrack has a specification governed by global motor sport safety association, Federation Internationale de l’Automobile. Construction Manager at United E&P Graham Castle says the tolerances on the project are very tight. “We have to meet a riding index of a plus or minus three-millimetre tolerance on our levels and also three-millimetre tolerance under a four-metre straight edge for the paved surface.” The biggest challenge the team faces on site is traffic, Mr. Castle explains. “90 per cent of the work needs to be done at night and involves road or lane closures,” he says. “Normally we don’t get road closure until 1am and the road must be open at 5am, so completing the work in four hours is extremely stressful.” United E&P uses Topcon’s resurfacing solution to map the existing surface of the circuit. Laser scanning technology is used to model the track, enabling an optimised
TECHNOLOGY & EQUIPMENT
Singapore contractor United E&P has partnered with Position Partners to prepare the racetrack for the country’s Formula 1 race in September.
design to be loaded onto the machines, to help the company save time. MAGNET software by Topcon is used to create a computer-aided design model for the racetrack, which is then loaded onto paving machines using machinecontrol technology and survey rovers to accurately build to the design. “Using Topcon’s RD-M3 software we can have variable depth milling for our machines so we’re milling to the design,” Mr. Castle says. “Previously on jobs like these, you’d take 50 millimetres out and put 50 millimetres back in, wasting material and not optimising the surface.” Topcon offers a unique machine control system for fine tolerance work including grading and paving applications. Millimetre GPS uses a combination of a highperformance laser transmitter and GNSS positioning technology to create a large working zone that Mr. Castle says delivers up to 300 per cent greater accuracy than a standard GPS solution alone. “Topcon’s Millimetre GPS solution is by far the quickest and most flexible platform when it comes to paving as it can control
multiple machines, is fast to setup at the start of a shift and delivers incredible accuracy,” he adds. However, in a city such as Singapore with many high-rise buildings, getting a clear view of the sky for GPS technology is not always possible. Mr. Castle says when a reliable GPS fix is not available, the team can switch to a total station technology which gives positioning information to the machines allowing a consistent level of accuracy across the project. “Only Topcon has the ability to utilise GPS, lasers and total stations and switch between them easily, which makes a huge difference when it comes to projects like these that need precision, at speed,” he says. With the proven results seen from the Changi airport project and last year’s Formula 1 track, Mr. Castle is confident of a good result this year. “We’re achieving our tolerances, we’re achieving our ROI the first time,” he says. “Rework doesn’t exist with the workflow we’re using.”
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TAKING SAFETY TO
NEW HEIGHTS
MAXITRANS, VIA ITS WIDE-RANGING BULK TRANSPORT APPLICATION PORTFOLIO, IS DRIVING EFFICIENCY, SAFETY AND RELIABILITY WITHIN THE INFRASTRUCTURE AND CONSTRUCTION SECTOR.
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he movement of bulk products from site to site is one area that has been growing steadily. In Victoria for example, the Department of Economic Development, Jobs, Transport and Resources predicts the level of demand will exceed 100 million tonnes in bulk product per year by the year 2050. It’s within this landscape that MaxiTRANS provides a diverse and ample range of support. According to MaxiTRANS General Manager – Products and Markets, Kevin Manfield, the market for trailers such as side tippers and live bottom units is often project driven with operators needing specialised equipment to
meet the requirements of specific contracts. “MaxiTRANS is committed to providing customers with safer, more efficient and reliable transport solutions,” Kevin says. “Certainly, productivity improvement is important but this needs to be balanced with the overriding need for safe operation which is always front and centre in our minds across all of our products.” He adds that MaxiTRANS is able to cater for the diverse needs within the sector thanks to its extensive product offering. One example of a safer, more efficient and reliable product offered by MaxiTRANS is its specialised Trout River
Australia Live Bottom trailer. Rodney Wells, General Manager of Trout River Australia, says the capability to empty content using an interior conveyor belt system optimises the unloading process. “This provides a safer alternative in bulk transport applications by being able to unload in environments with low structures or overhead obstacles, as well as on unstable ground,” Rodney says. “The trailers are also reliably efficient, unloading in up to two minutes, which can certainly add to a business’ bottom line if operators are completing multiple runs in a day.”
MaxiTRANS side tippers and live bottom units are often project driven with operators needing specialised equipment.
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ROADS SEPTEMBER 2019
TECHNOLOGY & EQUIPMENT
Also available on the Trout River product is a range of attachments to support applications, including a Live Bottom Patching Unit for improved access for maintenance purposes and keeping load to appropriate temperatures. Rodney adds that the attachments are particularly versatile and useful in a variety of weather conditions. He says that the trailers can operate in a wealth of different working environments transporting a variety of bulk materials. “With asphalt and rock on a 32-foot trailer if you’re running higher mass limits (HML) you can typically get somewhere between 29 and 30 tonne payload,” Rodney says. To help customers get the most out of their equipment, Kevin says that MaxiTRANS believes in partnering to create tailored solutions which suit customer requirements. He says this optimises their individual productivity, while providing on-going support for its customers via the national MaxiTRANS Dealer Network to maximise uptime throughout the life of the product.
MaxiTRANS specialised Trout River Australia Live Bottom Trailers aim to offer fast and reliable unloading.
Fast Fact MaxiTRANS Industries Limited (ASX:MXI) is one of Australia’s largest suppliers of truck and trailer parts to the road transport industry in Australia. MaxiTRANS is also the largest supplier of locally manufactured, high quality heavy road transport trailer solutions, including trailer repairs and service, across Australia and New Zealand.
Infrastructure Victoria: Preparing the State for Future Growth
Melbourne Metro Tunnel Latest Updates
Suburban Rail Loop: Developing the Precincts Strategy
Victorian Government’s Solar Homes Package
The $1.75 billion Regional Rail Revival program
Update on the Queen Victoria Market Precinct Renewal Program
roadsonline.com.au
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PAVERS TO FILL
THE GAPS HASTINGS DEERING IS WORKING WITH WEILER TO OFFER SMALLER PAVERS AND TRANSFER VEHICLES INTO LOCAL CONSTRUCTION BUSINESSES IN AUSTRALIA.
M
ajor road paving projects often call for larger machines able to cover wide sections accurately. This same principle can be applied to
Hastings Deering has expanded its Weiler offerings to include its range of small pavers.
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smaller projects. Compact machines are often required in enclosed areas to fit onto small job sites, while producing the same attention to detail.
Traditionally, contractors on smaller paving jobs have produced asphalt work by hand. However, this can produce less accurate results as opposed to using a small machine, with quality often the essential difference for local companies to ensure a continuous project pipeline. Hastings Deering, a distributor of parts and equipment to the construction industry, has supplied medium to large pavers and other machinery to the asphalt industry across Queensland and the Northern Territory for more than 85 years. After discovering a gap in the industry for small pavers, Hastings Deering expanded its Weiler offerings from remixing transfer vehicles, road wideners and screeds to include Weiler’s range of pavers. Hastings Deering is one of the largest suppliers of CatŽ machines to the
TECHNOLOGY & EQUIPMENT
Hastings Deering has supplied medium to large pavers and other machinery to the asphalt industry for more than 85 years.
“THE WEILER PAVERS REALLY FILL THE MARKET GAP FOR SMALLER PAVERS. THIS WILL ENABLE ACCURACY FOR SMALLER BUSINESSES WORKING ON SMALL SITES AND HELP THEM MOVE AWAY FROM MANUAL WORK.”
Weiler machines have all of the basic features of its larger machines but with a simplistic design.
Australian market. The Weiler and Caterpillar dealer agreements allow for the machines to complement each other and for machine parts to be easily transferable where possible. Hastings Deering is consequently able to supply Weiler’s four new pavers, ranging in size, alongside the Cat pavers to cover the market. Ryan Van Den Broek, Sales Manager for road construction and infrastructure at Hastings Deering, says the Weiler pavers enable the company to round off its offerings in Australia. “The Weiler pavers really fill the market gap for smaller pavers. This will enable accuracy for smaller businesses working on small sites and help them move away from manual work,” Mr. Van Den Broek says. Weiler has created four new machines. These include the P385B, the largest paver of the group, the P195 which features a narrow design (1.6m), the P265 which enables a 4.4 metre maximum paving width and the P65, the smallest machine that still paves out to 3.4 metres.
Mr. Van Den Broek says the Weiler P-Series pavers are a lot shorter than the Cat models. All of the Weiler pavers are just under 1.8 metres in height. “It comes up to just above shoulder height so it’s perfect for working in enclosed areas such as underground carparks where a larger paver would have difficulty fitting,” Mr. Van Den Broek says. The P265 and the P65 were both created with a transport width of just under 2.5 metres. This ensures the machines adhere to Australian transport rules, which restrict machines over 2.5 metres in width from being transported during business hours. “The smaller machines are capable of working on multiple projects per day so, to really get value for money, customers need to be capable of transporting these machines between work sites,” Mr. Van Den Broek says. When it comes to safety, he says the Weiler machines have all of the basic features of the larger machines, with a simplistic design. Some of the safety features include electric screed and interlocks on certain functions to ensure correct and safe operation. The P65 is operated from the back by a single
operator who can drive and change levels instantaneously, minimising the amount of people on site. “We try to keep the machines simple while ensuring up-to-date safety features as they are suited to smaller companies. Many owners will be self-servicing these machines with support from Hastings Deering, so simplicity is key,” Mr. Van Den Brock says. . One major benefit of providing the machines, he says, is supporting local contractors. “This will enable small businesses to upgrade from manual laying techniques and allowing to get the accuracy they couldn’t have before because there is now a specific machine to assist them,” he says. Mr. Van Den Broek says the reason Hastings Deering chose to offer the pavers was to help cater to the industry as a whole and not just the medium to larger players. “One of the things I love about my job is being able to supply smaller companies with the equipment they need and watching them grow and transform their business. I think these machines will really help them do that.” roadsonline.com.au
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SETTING THE
STANDARD GOUGH TRANSPORT SOLUTIONS HAS BEEN WORKING CLOSELY WITH TROUT RIVER AUSTRALIA TO MAKE ELECTRONIC BRAKING SYSTEMS A STANDARD OFFERING IN ITS TRUCK AND TRAILER FLEET.
Trout River Australia has made WABCO trailer electronic braking systems a standard offering in its builds.
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SAFETY
W
hile there’s been a steady rise in Electronic Braking System (EBS) fitment to heavy trailers over the past decade or so, the uptake is set to ramp up under new Federal Government legislation. The Federal Government plans to mandate Electronic Stability Control (ESC) for heavy vehicles and Roll Stability Control (RSC) for heavy trailers later this year. In the construction sector, it’s particularly important for multiple applications, including ensuring contractors can move materials or linemark safely. Likewise, tight access sites may pose various safety risks and therefore having the confidence to navigate potential blind spots is crucial. Embodied by the respective Australian Design Rules ADR 35/06 and 38/05 – the potentially life-saving technology will be standard on trucks and trailers in the months to follow. ADR 35/06 is set to be implemented to require ESC for new prime movers greater than 12 tonnes Gross Vehicle Mass (GVM). ADR 38/05 to require anti-lock braking systems (ABS) for new trailers greater than 4.5 tonnes Gross Trailer Mass (GTM), with the addition of RSC for new trailers greater than 10 tonnes GTM. Implementation dates for trucks are 1 November 2019 for new model vehicles and 1 November 2021 for all other vehicles. As part of its strong relationship with Gough Transport Solutions, Trout River Australia has made WABCO trailer EBS a standard offering in its builds. Rodney Wells, General Manager at Trout River Australia, says that all truck and trailers built from November 1 will comprise EBS as standard. In the lead-up to this year’s Australian Design Rule ADR 38/05 mandate of electronic braking systems on heavy trailers, Gough Transport Solutions has adapted a function within the WABCO EBS that emits a soft green hue in the cab to indicate it is functioning. To ensure the safety of operators at all times, an EBS warning light on the dash of the truck illuminates when a fault is detected.
ANOTHER BENEFIT WHEN THE NEW ADR 38/05 BECOMES LAW LATER THIS YEAR IS THAT LAW ENFORCEMENT OFFICERS WILL BE ABLE TO ASCERTAIN EBS OPERATION DURING REGULATION DRIVE-THROUGH WEIGHING PROCEDURES, FOR EXAMPLE.
Typical examples of EBS not being operational are when an EBS cable is not connected during trailer coupling or becomes dislodged during the trip. When this happens the braking system defaults to the standard air operation which renders the vital safety features like Anti-Lock Braking (ABS) and Roll Stability Control (RSC) inoperative. This can also lead to severe brake imbalance with trailer wheel lockup causing undue wear on tyres and brake components. Other recently adapted safety features that rely on operational EBS include WABCO TailGUARD where during a reversing procedure the brakes are autonomously applied when a sensor detects an object close behind the trailer. With the GTS ‘green light’ system, the driver can clearly see each green light of the combination in the rear-view mirror and therefore has peace of mind that EBS is functioning on all trailers. Similarly, it provides visual confirmation for the likes of operations managers as the vehicle leaves the depot. Another benefit when the new ADR 38/05 becomes law later this year is that law enforcement officers will be able to ascertain EBS operation during regulation drive-through weighing procedures, for example. Mr. Wells says that the new generation WABCO EBS includes ignition and power circuits wired into the computer so if any circuits are broken a green light will go out, indicating it is not working. He says that it works in a similar way to the green light on the front of fridge vans that continuously glows to signal normal operation of the refrigeration plant.
“We see it as an important safety feature that assures the truck operator that the EBS is working on the whole combination, be it semi-trailer, B-double or road train,” Mr. Wells says. Apart from the obvious safety benefits for the driver and other road users, functioning EBS is also a necessary part of the system that enables recording of operational incidents such as heavy braking or roll stability activation for subsequent downloading by fleet managers in order to monitor driver behaviour. That’s not to mention the added safety benefits of EBS such as WABCO’s TailGUARD, which automatically brakes the trailer if it comes too close to an object when reversing. While the EBS offers Trout River Australia trailer combinations multiple benefits, the strong relationship with Gough Transport Solutions is a value add.
Fast Fact Gough Transport Solutions (GTS) is a prominent supplier of quality truck and trailer equipment including hydraulics, braking systems, tail lifts, concrete pumps, plants, agitators and equipment. The company has a nationwide network of modern, well equipped workshops and field service divisions to capably manage the installation and servicing of the products it sells. EBS has a variety of benefits, including roll stability support required by ADR38/05 to reduce the risk of trailer roll overs. Anti-lock braking offers improved directional control and reduced tyre flat spotting. Brake-by-wire technology provides faster brake apply and release times to reduce the stopping distance.
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MANAGING
MOVEMENTS ON SITE
VEHICLE MANAGEMENT SOLUTIONS CAN BE USED ON BUSY CONSTRUCTION SITES TO INCREASE PRODUCTIVITY WHILE HELPING TO PREVENT ANY ACCIDENTS TO ENSURE THE SAFETY OF ALL WORKERS ON SITE.
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etween 2002/3 and 2013/14, a Safe Work Australia report found there were 68 construction fatalities from vehicle incidents and 49 fatalities from moving objects. A 2018 research paper by the National Transport Commission showed fatigue and drowsiness detection devices could prevent between four and 10 per cent of fatal crashes. The report also found these solutions could reduce the severity of injuries and achieve cost savings of up to $28 million. As data capture works to reduce injury, Ctrack by Inseego is an organisation providing a range of vehicle management solutions. Roads & Infrastructure speaks to Jim McKinlay, Managing Director of Ctrack in Australia and New Zealand, about the company’s solutions software and detection devices for vehicles to increase safety and productivity. Ctrack provides a number of products to capture data from across a fleet of vehicles for companies to use as actionable analytics to compare safety and driver metrics. The solutions can be deployed across all types of vehicles including trailers, plant machinery and equipment, from five to up 45,000 objects. “Our fleet solutions drive safety
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by ensuring data is captured to explain how a driver was performing if an accident occurred. This helps companies to identify and rectify any issues,” Mr. McKinlay says. All of Ctrack’s solutions can be accessed through its customer portal Ctrack Online. Companies can purchase these and can access the solutions on Ctrack Mobi, an app used for mobile supervisory management. “Anyone who is given access, such as a mobile manager or worker, can use Ctrack Online and Ctrack Mobi to follow their vehicles remotely in real time and access data about the use of the vehicles,” Mr. McKinlay says. Both services work in tandem to provide customers with upto-date information on fleets and vehicle movements. One of Ctrack’s camera systems, Iris, provides live video recording from inside the cabin of a vehicle, as well as road-facing and additional external cameras. The camera system can be used in combination with Ctrack Online to acknowledge when the vehicle moves onto a site with geo-fencing, which can trigger an alert as it is driven to the edge of the site. The system can also identify if there is a speeding offence and send a notification back to the office
and the driver. Ctrack’s new camera capabilities and telematics solutions enable a company to keep track of its drivers and establish if the person is, for example, using a phone or suffering from fatigue. “These solutions provide a major advantage for accident reconstruction. A manager can look at all the data captured from the machines on site at the time of an accident. This will determine when and how it happened and if there were any preventable methods that need to be taken in future,” Mr. McKinlay says. To ensure Ctrack’s solutions are easy to use for any customer, it is introducing new applications for nonpowered asset tracking. “The infrastructure construction industry is now looking at a mix of nonpowered and powered assets so Ctrack provide a full compliance system for machinery or ‘yellow goods’ which can track data right down to small tools,” Mr. McKinlay says. The new non-powered asset tracking solutions mean the machine or object doesn’t have to have power, the customer can use a battery-powered device instead. “The new battery-powered assets can last from two weeks being rechargeable to seven years,” Mr. McKinlay says. Another advantage of Ctrack’s
SAFETY All of Ctrack’s solutions can be accessed through its customer portal Ctrack Online.
solutions software for construction companies is the ability to keep track of fuel usage. “If a company is building a road, it means the vehicles are not using public roads so road user taxes do not apply. For any diesel used while in construction, the company can claim back fuel tax credits,” Mr. McKinlay says. Ctrack’s vehicle tracking system eliminates the need for keeping a log book to track fuel usage as it tracks this and automatically records it. “It makes the entire process of claiming more productive as we have the software to allow a company to make any claims simply using the data our systems recorded,’ Mr. McKinlay says. Ctrack’s customer support system aims to ensure users have all of the information needed to successfully use the software to increase productivity. “We have a customer success team, which introduces the customer to the software as they acquire the product. We also have installation teams all over Australia and New Zealand to ensure
the systems are installed correctly,” Mr. McKinlay says. The company then has a call centre based in Sydney and Auckland and a third line support centre in South Africa. “If a customer wants to move the device from one truck to another, or make other changes, they simply put through a request and Ctrack will come out and set up the new configuration,” Mr. McKinlay says. It is Inseego, Ctrack’s parent company, that enables the Ctrack team to continue developing future-ready products. Inseego is a United States provider of Internet of Things, SaaS and Mobile solutions, currently focusing on 5G networks. “Inseego allows us to expand our capabilities, particularly into 5G, and the partnership gives us great research and development opportunities,’ Mr. McKinlay says. The National Broadband Network runs at roughly 27 megabytes per second and Mr. McKinlay says 5G will run at 2.7 gigabytes per second,
around 10 times faster. “The 5G network will give Ctrack the capability to put lower cost assets onto vehicles such as beacons and tokens to allow us to track objects. It will also enable the data to be recorded and uploaded faster,” Mr. McKinlay says. Ctrack has also been able to adapt from Inseego’s learning to create solutions for vehicles. One of Inseego’s major products is a management software for all of the assets in airports. “If you have a trailer that is pulling baggage around at an airport, the learnings from this could be applied to a truck towing another machine on site. This is where Inseego helps us to develop products that fit other categories,” Mr. McKinlay says. “All of our solutions are about giving data to our customers that will enable them to make better business decisions. Whether it’s figures from a roller and how it was utilised or tracking driver fatigue, we produce the analytics to help improve the overall productivity and safety of businesses.”
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NVC Precast were chosen to manufacture U-Trough beams based on its experience in precast.
LEVEL CROSSING
INNOVATION ROADS & INFRASTRUCTURE SPEAKS TO NVC PRECAST ABOUT THE BENEFITS OF USING PREFABRICATED CONCRETE U-TROUGH BEAMS IN AN AUSTRALIAN FIRST ON A LEVEL CROSSING REMOVAL PROJECT.
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he Level Crossing Removal Project will see 75 level crossings throughout Melbourne removed by 2025 in order to increase safety, reduce travel times and better connect communities across the city. So far 29 level crossings have been removed and completed across Melbourne, including one at Skye Road in Frankston. For the first time in Australia, the Level Crossing Removal Authority, principle contractor, designers, engineers and NVC Precast worked together to deliver the elevated rail using prefabricated concrete U-Trough beams. The design of the Skye Level Crossing Removal used 24 prefabricated concrete U-Trough beams, that were over 6 metre 54
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wide, 30 metres in length and weighing an impressive 280 tonnes to construct the rail bridge using Rapid On-Line Construction techniques. This reduced the rail occupation period and sped up the overall construction of the project for the benefit of the community. NVC Precast were chosen to manufacture the U-Trough beams based on their experience in precast and the L-Beams used for elevated rail for level crossing removal. NVC Precast were able to manufacture and store the beams at their precasting facility in Kilmore Victoria, coordinating delivery to arrive just in time to be erected on site. The U-Trough beams were produced by stitching two precast concrete L-beams
together which were between 25 and 31 metres long with masses up to 120 tonnes each, creating a single unit that weighted up to 280 tonnes. The project involved extensive planning to create the forms and casting beds for the manufacture of the beams, the plant to transport them to site, and to create the infrastructure for the stitching and loading at the precast yard. NVC Precast Construction Manager oversaw the casting of the L-Beams and the process for the stitching of the U Troughs which took four weeks to complete in April 2018. NVC Precast manufacture up to four L-beams at a time casting 140 to 160 m3 to produce 12 L-Beams per week. To create a single segment U-Trough Beam, 50% of
BRIDGES
The L-Beams were positioned to be stiched out in the yard.
The U-Trough beams were positioned by stiching two precast concrete L-beams together.
the L-Beams were rotated 180˚, matched positioned on pedestals for the joining stitch to be cast. The rotation and match positioning was achieved using GPS guided SPMT and 80 tonnes Portal Gantry Cranes for the final touches. The U-Trough beams were stored at NVC Precast’s Kilmore site before transporting to site and final installation into the elevated rail viaduct. NVC Precast had to ensure that the load out facility it constructed allowed for 2 No. 12 axle Platform trailers to be accurately positioned under the 280-tonne segments for loading and chaining down. Mr. Bell says the recent redevelopment of the NVC Precast site has created plenty of storage area for both storage and ancillary works such as painting, attaching hand rails, barrier rails and temporary walkways. “This allows us to work closely with our clients to provide both precast concrete elements and solutions to some of the
common construction problems, such as working at heights,” Mr. Bell says. “As you are working beside a live rail line, rail upgrade requires closing the rail line every time you want to install the beams, which causes major disruption to rail traffic. With the L beams joined as U troughs off site, you take all the construction activity related to splicing off site and do it when the rail is still open. Then you can close the rail for significantly shorter periods just to install the complete U trough beams.” Mr. Bell says the U-trough is a very
efficient design as the trains operate within the walls of the beams which provides a much lower profile and is more aesthetically pleasing elevated structure. “The offsite fabrication of the U Trough beams for the Skye project was a great initiative by the main contractor and provided many benefits to the overall onsite construction process, through the benefits of both off site precast techniques allowing rapid installation, great quality control, a reduction in the overall construction footprint, and eliminated a lot of safety issues.” roadsonline.com.au
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INDUSTRIAL WASTE
CONCRETE TRIAL THE CITY OF SYDNEY AND THE UNIVERSITY OF NEW SOUTH WALES ARE TESTING CONCRETE MADE USING INDUSTRIAL WASTE FROM COAL-FIRED POWER STATIONS AND STEEL MANUFACTURING.
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ccording to UK non-governmental organisation Royal Institute of International Affairs, cement is the source of around eight per cent of the world’s carbon dioxide emissions every year. The extensive carbon footprint has for decades prompted researchers to look for new and greener solutions to construction. One alternative that has been looked at is geopolymer concrete. The material aims to significantly reduce CO2 emissions and is made using recycled industrial materials. Geopolymer concrete has been researched since the 1990s, including in the research
paper Geopolymeric concretes For Environmental Protection, published in Concrete International in 1990. However, despite ongoing research efforts, practical results showing its durability and performance have only come into the spotlight during the last five years. For the first time, the City of Sydney is trialling geopolymer concrete on a busy city road. It estimates the alternative only produces 300 kilograms of CO2 per tonne compared to 900 kilograms per tonne with traditional concrete. The City of Sydney is trialling the
geopolymer concrete on Wyndham Street in Alexandria, a road leading to the airport. The concrete is made using fly ash from coal-fired power plants and blast furnace slag, a bi-product of the steel manufacturing industry. The road has been constructed with 15 metres of traditional concrete and 15 metres of the ‘green’ geopolymer concrete. The even spread ensures each section receives the exact same amount of traffic. Lord Mayor of the City of Sydney Clover Moore says projects like this can result in new products that can make a real difference
The City of Sydney is trialling the geopolymer concrete on Wyndham Street in Alexandria.
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SUSTAINABILITY
in reducing carbon emissions. “Local governments are responsible for maintaining local roads. If we can purchase more environmentally sustainable materials, we can fight climate change and provide quality infrastructure for our community. ” She says with 70 per cent of the concrete produced going into pavements and footpaths, there’s great potential to lower emissions from their operations. The strip of concrete will be monitored over five years by the University of New South Wales (UNSW) and the Cooperative Research Centre for Low Carbon Living (CRCLCL). Team will use results from the trial to create the first set of industry guidelines for geopolymer concrete. Professor Stephen Foster, Project Lead and Head of School of Civil and Environmental Engineering at UNSW, says the trial is a huge step forward. “This concrete compared to conventional concrete will halve the amount of CO2 produced in the process of making it,” Dr. Foster says. Dr. Foster says despite being researched for nearly 30 years, the CRCLCL identified research gaps around the durability and performance of the concrete over the last five years. He says now there is sufficient research to have confidence in the concrete’s performance. The UNSW has performed a series of trials in a lab to determine the durability of geopolymer concrete to ensure it could perform to a high standard. For this trial, the university used commercial geopolymer concrete to demonstrate their findings. The product is already commercialised by some small companies such as Wagners and Zeobond. For large uptake, Dr. Foster believes engineers need to have widespread confidence in its performance. “This trial will help us to create a handbook to give engineers and owners confidence that if they use this material they won’t be ripping the road up in five to 10 years time,” Dr. Foster says. He says the tests are incredibly important to demonstrate a product’s performance, particularly as it will be verified by an independent body, as opposed to a commercial operation. Standards Australia will develop the handbook for geopolymer
Results from the trial will be used to create the first set of industry guidelines for geopolymer concrete.
concrete and its quality for industry use. Dr. Foster’s current prediction for the test is there will be no difference between the performance of the geopolymer concrete and the traditional concrete. “We expect the geopolymer concrete to perform at least as well as conventional concrete, if not better,” he says. When monitoring the road the researchers will take two approaches: The first is visual, at the start of the trial photos were taken of the entire road surface. The team will then monitor those images for any visible changes. The second is through sensors, nine were placed into the concrete slab to collect data on its movement. “We are in the process now of getting the data loggers for the sensors up and we will be able to measure or see in real time how and if there are any changes to the performance of the slab remotely,” Dr. Foster says. He says the team will monitor the road over a period of five years but after one year it will have a large amount of data and should be able to make reliable predictions of its durability. “We will be looking to see the quality of its abrasion resistance, how well it will hold up under a traffic load and we will also monitor how well the concrete resists water and salt to determine if there is a faster or slower corrosion of the reinforcing steel inside the slab,” Dr. Foster says. Once the durability and quality of the geopolymer concrete is proved, it is hoped the product will be scaled up for use
industry wide. The only difference in the making and construction of geopolymer concrete from traditional concrete is changing the mix design. Dr. Foster says there should be no discernible difference for on-site workers between geopolymer and traditional concrete. “The main thing is, it uses the same equipment mostly as conventional concrete and there will be almost no requirement for retraining the workforce. As it is made and applied with the same equipment there is almost no cost involved,” he says. While Dr. Foster acknowledges some government specifications may limit the use of geopolymer concrete, or any concrete with a certain amount of recycled material, he is hopeful this will change. “I think one of the key things to avoid is being prescriptive in the way specifications are developed. At the moment there’s too much prescription by some government authorities. Specifications should focus on the performance a product needs to give and then let industry innovate around that,” Dr. Foster says. He believes in the near future concrete will evolve to be more sustainable and all governments need to allow this. “Whether it’s changing conventional concrete by using less cement and more biproducts or using waste products such as the fly ash, or using a replacement product such as geopolymer concrete to take all of the cement out, the whole industry is moving to try and reduce its carbon footprint.” roadsonline.com.au
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CONTRACTS
-- IN BRIEF
ROADS & INFRASTRUCTURE PROVIDES AN UPDATE ON SOME OF THE MAJOR PROJECT CONTRACTS AND TENDERS RECENTLY AWARDED AND OUT TO MARKET ACROSS THE AUSTRALASIAN INFRASTRUCTURE SECTOR. NORTHERN TERRITORY Keep River Road $58M contract awarded A $58 million tender to upgrade Keep River Road has been awarded to a local company in the Northern Territory. Exact Contracting won the contract, which is expected to deliver more than 100 local jobs. Works will be delivered in two stages. The first stage includes the upgrade of 13.4 kilometres from the WA border to a two-lane road toward the Legune Station, and a bridge over the Keep River. NEW SOUTH WALES Joint venture awarded $74M defence construction contract The Georgiou Group and Brady Marine and Civil have won the $74 million contract for stage one of the Garden Island (east) critical infrastructure recovery project in NSW. The contract involves the construction of new, re-aligned wharf structures at the Garden Island Defence Precinct in Port Jackson. Construction is expected to employ 50 people at peak and commenced in July, with an estimated completion date of March 2021. QUEENSLAND EOI’s open for $70M QLD BoR program Expressions of interest are open for round five of Queensland’s Building our Regions (BoR) program, with $70 million available to support local government infrastructure projects in regional communities. State Development and Infrastructure Minister Cameron Dick said regional Queensland councils will have until 30 August to submit expressions of interest for shovel-ready projects. TASMANIA Mowbray Connector upgrade contract The construction contract for Tasmania’s $5 million East Tamar Highway – Mowbray Connector Intersection Upgrade has been awarded to Shaw Contracting. Infrastructure Minister Michael Ferguson said the contract includes installation of a roundabout to replace the current turning arrangement at the intersection of East Tamar Highway and Mowbray Link. Works are scheduled to begin in September and finish early next year. VICTORIA Alliance contracted for Evans Road level crossing removal Site works have begun after the $54 million contract to remove the Evans Road level crossing was awarded. Metro Trains
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Melbourne and Fulton Hogan will oversee the project to remove the level crossing and construct a road bridge. The project has been fast tracked to coincide with other nearby road upgrades and is expected to be completed in 2020. Contract awarded for O’Herns Road stage two VEC Civil Engineering has been awarded the construction contract for stage two of the O’Herns Road Upgrade in Epping, Victoria. VEC will build new intersections at Edgars Road, Gateway Boulevard and Koukoura Drive with traffic lights. The upgrade also includes a diamond interchange, providing direct access to the Hume Freeway, and a new lane in each direction between the Hume Freeway and Redding Rise. SOUTH AUSTRALIA Contract awarded for $354M North-South Corridor Urban Infrastructure Minister Alan Tudge has announced successful tender for the major works contract on the $354.3 million North-South Corridor – Regency Road to Pym Street Project. A consortium of McConnell Dowell Constructors, Mott MacDonald Australia and Arup Group will design and construct a new 1.8 kilometre motorway along South Road, connecting the South Road Superway to the Torrens to Torrens Project. SA opens EOI’s and tenders worth over $300M The South Australian Government is continuing to build its regional road network, releasing expressions of interest (EOI) and tenders for three road projects worth over $300 million. The projects are jointly funded by the federal and state governments and include the $200 million Joy Baluch AM Bridge Duplication, $90 million Port Wakefield Overpass and Highway Duplication and $14.6 million Penola Northern Bypass. WESTERN AUSTRALIA $5.8M Jetty Road contract awarded A Western Australian company has been awarded a $5.8 million contract to complete Jetty Road causeway upgrades at Casuarina Boat Harbour. Densford Civil successfully tendered for phase two of the upgrade, which includes the reconstruction of Jetty Road, increased parking with 164 bays, the introduction of shared paths and landscaping, construction of a multipurpose building and improvements to utility services in the area.
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