Highway Engineering Australia V47.6 April 2016

V47.6

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HIGHWAY ENGINEERINGAUSTRALIA

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contents April 2016Volume 47 Number 6

Published by:Editorial and PublishingConsultants Pty LtdABN 85 007 693 138PO Box 510, BroadfordVictoria 3658 AustraliaPhone: 1300 EPCGROUP (1300 372 476)Fax: (03) 5784 2210www.epcgroup.com

Publisher and Managing Editor Anthony T SchmidtPhone: 1300 EPCGROUP (1300 372 476)Mobile: 0414 788 900Email: [email protected]

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About the CoverWith the building products being used on construction sites now sourced globally, the importance of independent technical validation of materials conformance and awareness of consequences of failure of these materials, has never been greater.

ACRS provides independent, expert third party certification of construction steels - providing all stakeholders with a simple, consistent and internationally accepted method of demonstrating conformity and compliance to the relevant Australian and New Zealand Standards.

Turn to Page 12 for the full story.

2 Editor’s Column

4 Special Features

12 Cover Story: ACRS Reducing Steel Risk

16 Industry News

22 Major Projects

30 TCA News

31 ITS Special Feature

45 Asphalt In Focus

53 Stormwater Report

57 Road Safety

60 AustStab News

62 Stabilisation Feature

66 Trenchless Technology

68 Bridges In Focus

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Dear Readers,

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

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

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

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

While there can be no doubt that the rapid growth in the number of dining establishments throughout many Australian cities and suburbs over recent years has delivered a significant range of benefits (including increased employment opportunities, improved amenity for locals and visitors and a significant increase in secondary revenue flows within the

surrounding areas), the associated increase in traffic flows and demand for local parking often result in traffic and parking chaos.

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

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

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

While issues relating to the lack of vehicular access and parking facilities might be used by some to highlight the benefits of ‘leaving the car at home’ and utilising public transport, reality clearly demonstrates that, for many, public transport is simply not a practical option. Especially when one considers that many of the new restaurant/entertainment precincts are in suburban locations rather than central CBD locations.

Vehicular access and parking are critical issues when it comes to sustaining a business in the suburbs – particularly in restaurant and entertainment precincts. With that in mind, it may be time to look at proposals such as the introduction of dedicated ‘local area transit’ services (similar to Park and Ride services) that provide an all-inclusive park and shuttle service such as those that operate between most major airports and the nearby long- and short-term parking facilities. All that would be required to establish such a service would be a suitable area for parking (ideally with 5-10 minutes of the restaurant and/or entertainment precinct) and one or two shuttle buses to ferry passengers to and from their cars.

For areas where there are no ‘purpose-built parking facilities in the vicinity, there may be a number of other suitable paved areas available for after hours use, including depot yards, paved school grounds or parking areas in commercial precincts.

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

Anthony T SchmidtManaging Editor

All Dressed Upand Nowhere to Park!

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1The state-of-the-art Reverse Smart AEB system has been specifically designed to reduce the incidents of large vehicles or mobile plant impacting workers or objects while reversing.

By providing an additional level of protection, including an engineering control that can stop the vehicle by automatically applying the brakes, the Reverse Smart system can significantly reduce the risk of impacts, injuries and workplace fatalities.

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See the video of the Reverse Smart AEB in action:www.reversesmart.com.au/how-does-it-work

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EDITOR’S COLUMN

2 Highway Engineering Australia | April 2016

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1The state-of-the-art Reverse Smart AEB system has been specifically designed to reduce the incidents of large vehicles or mobile plant impacting workers or objects while reversing.

By providing an additional level of protection, including an engineering control that can stop the vehicle by automatically applying the brakes, the Reverse Smart system can significantly reduce the risk of impacts, injuries and workplace fatalities.

For further information, or to arrange a demonstration, please visit:

www.reversesmart.com.auor contact Davin Hamnett Ph: 0419 177 199or A1 Reversing Systems Pty Ltd Ph: 03 9765 9444

Step 1 : Object detected while reversing. Step 2 : Vehicle continues to reverse towards object. Step 3 : Reverse Smart AEB system automatically applies the brakes and stops the vehicle.

See the video of the Reverse Smart AEB in action:www.reversesmart.com.au/how-does-it-work

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Funding of the transport sector is the most significant infrastructure challenge facing Australia’s governments, according to the first

Australian Infrastructure Plan delivered by Infrastructure Australia.

The plan – released on 17 February – recommends reforming the funding and operation of transport infrastructure, completing the national electricity market, improving the quality and competitiveness of the water sector and delivering a telecommunications market that responds to user demand.

“By completing the major reforms to infrastructure markets the average Australian household will be almost $3000 better off every year,” said Infrastructure Australia (IA) Chairman, Mark Birrell.

In addition to the plan, IA released its updated Infrastructure Priority List which identified 93 projects and initiatives. IA listed as a high priority initiative, the need to construct Melbourne’s East West Link, the project scrapped by the Andrews Labor Government.

IA said the project – joining the Eastern Freeway to the Tullamarine Freeway –would be needed in the near future to avoid crippling congestion.

It contended that if the East West Link was not built, the cost of delays caused by congestion along the road corridor would double over the next two decades, rising from $73 million in 2011 to $144 million by 2031.

The Australian Infrastructure Plan was informed by the Northern Australia Audit and the subsequent Australia Infrastructure Audit.

It said increased funding from taxpayers and users would be required to construct new infrastructure and enhance existing infrastructure, and a fairer balance would have to be struck between contributions made by the two groups.

“In most cases, users should fund the greatest possible proportion of costs, freeing up taxpayer dollars to invest in other priorities like social services, health and education.”

The plan said the transition to a more user pays approach would allow charging to be linked to funding and supply to be linked to demand.

IA chair questions the nation’s infrastructure quality

IA Chair, Mark Birrell Photo courtesy of CEDA

It called for the direct introduction of heavy vehicle charging within five years and direct user charging within 10 years as a priority for governments to provide greater fairness in the way roads are financed.

Existing taxes and charges would be removed.

“Reform in transport should not be isolated to roads,” the plan said. It contended that efficient and effective public transport was crucial to productivity.

“Where public transport has been franchised through a competitive process … consumers have benefited from increased investment in higher quality services.

“All public transport operators in Australia should be routinely and periodically exposed to a competitive process, to ensure that users are provided with the best possible service at the most efficient price.”

The plan said transport – along with electricity – accounted for half of all greenhouse emissions and further work was required if the sectors were to help meet the 2030 target of reducing national greenhouse emissions by 26 per cent below 2005 levels.

SPECIAL FEATURESPECIAL FEATURE


“Governments should set long-term reduction targets and maintain consistent regulatory frameworks to encourage industries to innovate and plan for a reduction in emissions.”

IA Chairman, Mark Birrell, said Australia could obtain the infrastructure it needed and improved living standards and productivity, if it acted now to introduce nation-shaping reforms.

“Our plan sets out 78 recommendations for reform and provides a vision and roadmap to address today’s infrastructure gaps, and set us up to meet the challenges of tomorrow,” Mr Birrell said.

“In developing the plan, we have prioritised the user – the commuter waiting for a train, the family paying their electricity bill and the business looking to capitalise on overseas markets.”

Mr Birrell said if the plan was delivered, Australians could expect more affordable, innovative and competitive transport, energy, telecommunications and water services.

“The Priority List is ultimately a platform for better infrastructure decisions; it provides rigorous, independent advice to governments and the public on the infrastructure investments Australia needs,” Mr Birrell said.

The list reflects a consensus of submissions provided from state and territory governments, peak bodies and the community, filtered through the independent and objective lens of IA’s Board.

Key investments recommended in the list include:• new metro rail systems in Sydney,

Melbourne and Brisbane;• road and rail initiatives to bust urban

congestion in Perth;• public transport improvements in Adelaide

and Canberra;• urban renewal in Hobart; and• metropolitan water supply upgrades to

support Darwin’s growing population.Alongside these projects are initiatives for

the future, like protection of the corridors for High Speed Rail and new ring roads around Melbourne and Sydney.

Mr Birrell said to create the incentives for change, the plan recommended linking Commonwealth payments to state and territory governments for infrastructure, to the delivery of national reform objectives.

“Some of the ideas will be tough to progress, but let that all be part of an open public dialogue about the infrastructure people want, the outcomes it should deliver and the best ways to plan and pay for it.

“The public policy changes and major projects in the 15-year plan, once delivered, will drive our nation’s prosperity and maintain our quality of life,” Mr Birrell said.

IA will update the plan at least every five years, and the Priority List regularly throughout each year.

The peak infrastructure body – Infrastructure Partnerships Australia (IPA) – described the plan as an honest picture of the changes needed to fix infrastructure.

IPA said it deserved a considered response from political leaders across the country.

“The Government and Opposition should both commit to providing a formal response to the plan, outlining their response across the report’s key recommendations, said Chief Executive, Brendan Lyon.

“It would be a bad outcome to see key recommendations in the report immediately politicised or ruled out. If key long-term recommendations like transport pricing reform become politicised, it will be to the community’s own detriment.

“After standing still for 15 years, Australians know that congestion, transport and wider infrastructure problems will not fix themselves,” Mr Lyon said.

Prime Minister, Malcolm Turnbull and Minister for Major Projects, Paul Fletcher, said the Australian Infrastructure Plan was the first long-term national infrastructure plan, based on a top-down audit of the nation’s assets.

Mr Turnbull and Mr Fletcher said it would be a key tool to inform decisions by the Commonwealth, state and territory governments about which reforms to progress, and over time, which projects would be funded.

“The Australian Infrastructure Plan provides a major contribution to strategic, long-term thinking about Australia’s infrastructure needs and how they can be best met.

“We expect the plan will spark vigorous debate about our national policy settings, including how we get the best from our existing infrastructure and how to make wise decisions about potential new infrastructure.

“The government will carefully consider the plan’s recommendations, and have regard to public debate, before announcing our response to them in due course.”

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“In most cases, users should fund the greatest possible proportion of costs, freeing up taxpayer dollars to invest in other priorities like social services, health and education.”

SPECIAL FEATURE


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The Victorian Government has launched the formal transaction process for the 50-year lease of the Port of Melbourne – the lease will

finance the removal of 50 of the state’s most dangerous level crossings.

Lease proceeds will also allow for construction of key infrastructure initiatives in the state’s cities and regions. The proceeds will go into the Victorian Transport Fund (VTF), which will support the infrastructure projects.

Treasurer, Tim Pallas, said the Expressions of Interest for the port’s lease was the first step in shortlisting qualified parties, which would be invited to submit final proposals for the port.

Mr Pallas said the government expected to announce a preferred leaseholder before the end of 2016.

The launch of the transaction process followed approval by the Victorian Parliament on 10 March of the Delivering Victorian Infrastructure (Port of Melbourne Lease Transaction) Bill 2015.

The Treasurer said the government negotiated in good faith to reach agreement on a Bill that delivered a strong offering to the

market and a positive economic benefit for all Victorians.

The lease would, he said, make a great port even better, increasing efficiency and competitiveness and reinforcing Victoria’s position as the freight and logistics capital of Australia.

Victoria’s independent economic regulator, the Essential Services Commission, would oversee enhanced pricing protections for port users. The export discount would also protect Victorian producers, manufacturers, other exporters and importers, and consumers.

Parties interested in participating in the formal transaction process had until 18 April to lodge their responses.

Morgan Stanley and Flagstaff Partners are the State’s Financial Advisers for the Port of Melbourne lease transaction.

“We’re moving to market quickly because of the strong bidder interest in the Port of Melbourne and we’re confident the lease will deliver significant, long-term economic benefit to Victorians,” Mr Pallas said.

Infrastructure Partnerships Australia said the infrastructure sector welcomed the bipartisan agreement that would allow the privatisation of the port.

“The bipartisan agreement and support for the port lease legislation is very good news, because it draws a line under the heavy politicisation of Victoria’s infrastructure,” said IPA Chief Executive Brendan Lyon.

“It means a better port, it releases funds needed to continue with the state’s infrastructure agenda and it means more money from Canberra through the asset recycling initiative.

“Bipartisan legislation is important because it shows investors Victoria has now returned to stable policy making and secure investment frameworks, which is all the more important given the East- West Link cancellation.

“Every single dollar raised will go towards building new infrastructure the state badly needs, something which Victorian taxpayers have been demanding.

“While the port lease has been slightly delayed the political process has worked and sees an improved structure and cross party support, both of which are to the benefit of taxpayers and Victorian consumers.

“We congratulate the government and opposition on reaching agreement in the best interest of the state.”

Victorian Government searching for preferred port leaseholder

SPECIAL FEATURE


Critical road and rail upgrades in Queensland will attract $300 million of initial funding from the new State Infrastructure Fund.

The fund was launched on 13 March when Premier, Annastacia Palaszczuk; Deputy Premier, Jackie Trad; and Transport Minister, Stirling Hinchliffe, released Queensland’s first State Infrastructure Plan in more than three years.

The long-term plan outlines significant reforms to the way Queensland plans, prioritises and invests in infrastructure – it follows the establishment of Building Queensland as an independent infrastructure advisor to government and Market Led Proposals to encourage new private sector investment.

The infrastructure fund provides an injection of $500 million to build the infrastructure needed to grow the economy and support more than 1,000 jobs for Queenslanders.

Premier Palaszczuk said $300 million of the fund would be invested in seven critical road and rail upgrades, to help boost capacity and reliability:• Ipswich Motorway Upgrade, Stage 1 Darra

to Rocklea;• Pacific Motorway-Gateway Motorway

Merge Upgrade (southbound lanes);• North Coast Line Capacity Improvement

Project;• Dawson Highway (Gladstone – Biloela)

timber bridge replacement package;• Rockhampton Road Train Access, Stage 1;• Kawana and Nicklin Way – Sunshine Coast

University Hospital intersection upgrades package; and

• Riverway Drive duplication, Townsville (Gollogly Lane–Allambie Lane).

“We are now calling on the Turnbull Government to match our commitment to infrastructure in Queensland on projects like the Ipswich Motorway, the Pacific Motorway and the North Queensland Stadium as well as a funding commitment to Cross River Rail,” said the Premier.

Minister for Infrastructure, Local Government and Planning, Jackie Trad, said the State Infrastructure Fund would allocate up to $20 million to deliver business cases for other priority projects.

“This business case phase is critical to leveraging private sector and federal government investment, through other funding sources like the $5 billion Northern Australian Infrastructure Facility,” Ms Trad said.

“We have also earmarked $180 million to deliver regionally significant infrastructure projects identified by communities for communities.

“We will soon begin work to identify how this investment can be used most effectively to deliver jobs and grow Queensland’s economy after the resources boom.

“Our $500 million State Infrastructure Fund builds on the government’s existing capital budget of $35 billion over four years, which has supported more than 27,500 jobs across Queensland this year alone.”

Ms Trad said the State Infrastructure Plan also outlined a clear, four-year pipeline of projects to provide the private sector with the confidence to invest in people and resources, by knowing what projects would be in market at a given time.

“Providing the private sector with a transparent pipeline of work is vitally important.

“We are completely transforming how our state prioritises infrastructure, by taking the politics out of the planning process.

“This was made clear when we established Building Queensland, to provide our government with independent, expert advice and ensure infrastructure projects government-wide are prioritised based on rigorous business cases, including cost-benefit analyses.”

Other key reform measures outlined in the State Infrastructure Plan include:• establishing an Infrastructure Cabinet

Committee to drive infrastructure coordination and development;

• establishing an Infrastructure Portfolio Office to coordinate and integrate state government infrastructure, land-use and economic planning;

• developing five new strategic infrastructure network plans for Transport, Water, Energy, Digital and Social infrastructure;

• enhancing the government’s ability to fund and finance infrastructure through a focus on value capture and improving alternative funding and financing options in Queensland;

• reviewing fragmented local government infrastructure grants programs to optimise prioritisation; and

• establishing a joint industry/government Infrastructure Innovation Taskforce and a Community Infrastructure Reference Group to provide thought leadership through a prioritised program of work.

The Premier, Minister Trad and Minister Hinchliffe, launched the initiative while ‘turning the first sod’ on the Gold Coast rail line’s $163 million duplication between Coomera and Helensvale.

“This is just one of the big ticket projects currently being delivered by the government to cater for our expanding population and drive economic growth and jobs – others include the Moreton Bay Rail Link, New Generation Rollingstock Gold Coast Light Rail Stage 2, Commonwealth Games venues, Gateway Upgrade North, Sunshine Coast University Hospital and the Energex augmentation and asset replacement.”

The $500 million State Infrastructure Fund is funded in this year’s budget without the need for new borrowings.

New vision for Queensland’s infrastructure

Pictured: Deputy Premier, Jackie Trad; Premier, Annastacia Palaszczuk; and Transport Minister, Stirling Hinchliffe at the launch of Queensland’s new State Infrastructure Plan and Fund.

SPECIAL FEATURE


Verify.(verb.) To ascertain the truth or correctness of, as by examination, research.

Visit www.steelcompliance.com to help manage your steel product compliance risks.

• Why the need for compliance – The reasons you need to consider obtaining third party certificates of product compliance• What is steel compliance – Detail on different types of compliance and certification of construction steel and other building products• Who offers steel compliance – Detail on who provides what in product certification and comparison of the apples and oranges• How to ensure steel compliance – Detail on how to specify and check Certificates of Steel Product Compliance

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As construction professionals, using non-compliant steel could be your worst decision.

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need to know about proving compliance of construction steel products to Australian and New Zealand Standards.

In our rapidly expanding Free Trade environment, matters relating to product conformity and certification to Australian Standards is perhaps more important

than ever before – especially when it comes to products such as construction steels.

Notwithstanding the potential issues that can result from using non-conforming building products – including structural failure and serious health and safety ramifications – in these days of widespread litigation and strict ‘chain of responsibility’ legislation, using materials that don’t conform with all of the relevant Standards can spell disaster for engineers, specifiers, builders and contractors is more ways than one.

With that in mind, Highway Engineering Australia recently sat down with the Executive Director of Australasian Certification Authority for Reinforcing and Structural Steels Ltd. (ACRS), Philip Sanders, to discuss the importance of independent, expert, third-party product certification, and the growing confusion over the differences between non-conforming (i.e. not meeting a particular requirement in a Standard) and non-complying (not meeting the Standard) and not fit for purpose (not meeting building regulations that may permit alternate solutions independent of the Standard).

Thanks for joining us today Philip… Together with our rapidly expanding Free Trade environment, there also seems to be quite a lot of activity relating to product certification. Is this making it even more difficult to select and source appropriate construction steels?The rapidly developing certification environment, coupled with the dynamic supply chain are both adding to the complexity of procurement decision making for customers and on site validation for engineers and building certifiers; however, ACRS certification really does make it easy for customers and certifiers to manage steel risk.

ACRS evaluates construction steels to the full requirements of Australian and New Zealand Standards, providing all stakeholders with a simple consistent and internationally accepted method of demonstrating conformity and compliance.

Importantly, in this rapidly changing market, ACRS also places a strong emphasis on remaining responsive to market needs, evolving to meet developing industry stakeholder and market requirements for construction steels sold as compliant with AS/NZS Standards.

ACRS has been around for well over a decade now… is there a good level of acceptance and demand for ACRS certified steel by the industry?Absolutely. Year-on-year we’re seeing ever-increasing support for ACRS certification across Australia.

As with all ‘new’ things, or when there are changes in the way things are done, the concept of independent, expert third-party product certification took a while to gain momentum in the Australian and New Zealand markets. Australia and New Zealand have arrived relatively late to the realisation that building products sourced globally require appropriate validation models proportionate to the risk of occurrence of non-conformance.

The EU and North America have developed effective systems over the last 30-odd years. Australia and New Zealand adopted the UK version of the EU model for construction steel supply only in 2003, when ACRS was established by peak engineering, consumer and industry bodies and began certification of rebar and mesh.

Since then, ACRS has grown to cover over 80% of rebar, 70% of prestressing steels, wire and mesh, and (since commencing in 2010) 60% of non-fabricated structural steels.

Importantly, while we’re extremely proud of our achievements to date, we believe that too much construction steel being used

in Australia and New Zealand is still either inadequately verified (e.g. relying only on the supplier's own test certificates, or ISO 9001-based systems certification) or worse, not verified at all (e.g. relying on “letters of compliance” from the supplier).

What about the suggestions the ACRS certification limits choice or adds significant cost to the steel?Evidence over 13-years of certification shows clearly that ACRS certification does not add to the price of compliant steels. As a not-for-profit organisation, ACRS operates with the lowest cost model and only charges to recoup costs.

As for limiting choice, ACRS currently certifies over 50 steel manufacturers and suppliers located in 16 countries – and we’re constantly working with new manufacturers and suppliers around the globe.

ACRS certification is not about creating a barrier to trade - quite the opposite in fact. It's about making sure that those who are doing the right thing aren't put at a competitive disadvantage by having to compete with

REDUCING STEEL RISK

Philip Sanders, Executive Director of ACRS

COVER STORY


inferior quality, non-conforming products that are not 'fit for purpose' and are being sold at a reduced rate.

I’m assuming that the ultimate aim for ACRS is to have as close as possible to 100% of construction steels used in Australia and New Zealand to be ACRS certified. What is ACRS doing to achieve that goal? Put simply, for ACRS, the ultimate goal is to ensure that 100% of construction steels supplied to Australian and New Zealand Standards are fully compliant with those appropriate Standards. Having confidence that all buildings and structures are being designed, specified and built using materials that conform with the relevant Australian and New Zealand Standards and Building Codes - irrespective of their country of origin - is of critical importance. After all, it doesn't matter how well a building or civil structure is built if a higher risk of structural failure or significantly reduced amenity is 'built in' by using non-conforming building products.

In today’s environment, it is simply not enough to think that just because a product has been ordered to an Australian or New Zealand Standard that the delivered product will automatically conform with that Standard. The only way to be truly sure that the materials being used conform fully with the appropriate AS/NZS Standards and are fit for purpose, is through independent, expert, third party validation and certification.

To that end, ACRS is engaging with government agencies to ensure steel supplied under ACRS logo is recognised as the most rigorous and complete proof of compliance to AS/NZS steel standards. ACRS is Investing hundreds of thousands of dollars in additional testing resources, new assessment systems, and prioritising the release of new certification services in response to market concerns regarding non-conforming steel products used throughout the building sector.

Does this process involve a lot of stakeholder engagement? All aspects of ACRS' operations involve a high level of stakeholder engagement in both Australia and New Zealand. Whether

it's dealing with on-going day-to-day assessment and certification operations, future planning and development of new processes, or addressing specific cases of non-conformance, working closely with governments and industry is central to all of our operations.

For example, ACRS has recently provided advice to the Commerce Commission and the New Zealand Ministry of Business, Innovation and Employment (MBIE) in regard to recent e-class mesh compliance concerns in New Zealand. At the same time, ACRS is also working with several Austroads members in relation to concerns of non-complying structural and prestressing steels in Australia.

ACRS regularly works with Engineers Australia, Consult Australia and IPENZ (the Institute of Professional Engineers New Zealand), as well as AIBS (Australian Institute of Building Surveyors) and BOINZ (Building Officials Institute of New Zealand) to provide practitioners with tools to assist them to identify potentially non-conforming materials and to use ACRS certification to establish materials traceability and proof of conformity to AS/NZS Standards.

Does ACRS have much involvement with other international certification bodies?In today’s global marketplace, it’s critical that we stay at the forefront of international best practice. ACRS is constantly liaising with peak certification bodies in the UK and Europe to ensure that it continues to meet best international practices.

ACRS is also developing cooperation and information sharing agreements with overseas peak certification bodies and negotiating licensing of several new aspects of certification to further expand and bolster ACRS’ uniquely rigorous and comprehensive certification scheme for construction steels.

Exchanging information and process skills is a critical factor in ensuring that ACRS continues to meet international best practice. It's a constantly evolving process and we're always building on and developing our in-depth product assessment methodology to ensure that the ACRS scheme continues to provide a uniquely seamless approach to

systems, processes and actual output to meet the specific needs of the Australian and New Zealand markets.

Are there any future developments that you'd like to share with our readers? Certainly... the next couple of years look set to be an exciting time for ACRS. We have several major projects currently underway, including expansion of our certification processes for structural and prestressing steels.

ACRS 2-stage certification gives the most complete certification system for steel available. The ACRS Scheme “bookends” steel supply by certifying both manufacture and supply of steel rebar, wire and mesh to reduce the risk of delivery of mixed compliant and non-compliant steel. ACRS currently certifies mills for structural and prestressing steels, and is developing equivalent “bookended” downstream systems for these materials.

ACRS is also formalising its Technical Approvals processes for products used in Australia that are not covered by an AS/NZS Standard, but are under a recognised customer specification (such as a formal road authority specification). ACRS is working in close conjunction with road authorities, government bodies and the wider industry to develop these Technical Approvals. As part of that process ACRS recently became a member of Roads Australia and will be presenting at the May conference.

ACRS is engaging with its stakeholders to undertake a review of the ACRS scheme. The remit is to look at the scope of the ACRS scheme, its operation and the scheme rules to ensure the scheme continues to meet the needs of ACRS three key stakeholder groups (designers/specifiers/certifiers, customers/users, manufacturers/suppliers).

A committee has been formed to undertake the review and submissions can be made to the committee at: [email protected]

The committee will make its initial recommendations to the ACRS board in May 2016, with a final report expected by December 2016.

COVER STORY

April 2016 | Highway Engineering Australia 13

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

In today’s environment, it is simply not enough to think that just because a product has been ordered to an Australian or New Zealand Standard that the delivered product will automatically conform with that Standard.

Increasingly, this is not the case: The product may meet the Standard; it may be supplied with documents for “an equivalent standard” (but which standard and is it really equivalent?) or; it may not meet any standard at all. So how do you know what you have?

Alarmingly, in recent times there has also been an increase in construction steels stated

as having been manufactured to overseas standards and grades, but being supplied as “equivalent” to steel grades referenced in an Australian Standard. Documents provided for such materials are often not sufficient to make effective determination of such claims,. What's more, these claims often relate solely to strength of materials and not to other critical performance measures, such as ductility, required under Australian Standards.

Having confidence that all buildings and structures are being designed, specified and built using materials that conform with the relevant AS/NZS Standards and Building Codes - irrespective of their country of origin - is of critical importance. After all, it doesn't matter how well a building or civil structure is built if a higher risk of structural failure is 'built in' by using non-conforming building products.

INDEPENDENT, EXPERT, THIRD PARTY CERTIFICATION

WHAT ARE YOUR TAGS REALLY TELLING YOU?

Your products may arrive with tags, but what do they really tell you?While at first glance the example on the left may appear to tell you all you

need to know (there’s even a reference to an Australian Standard) it’s missing some CRITICAL information, including the manufacturer and point of origin. The example ACRS tag on the right provides all of the information needed and, most importantly, the validity of the certificate number and other information can be checked and verified online quickly and easily at www.steelcertification.com

LEVELLING THE PLAYING FIELD FOR STEEL MANUFACTURERS AND PROCESSORS

Often sold at a significant discount to market rates, non-conforming construction steels are not only a major safety concern, they also pose a serious threat to future business viability for manufacturers and processors of steels that do conform with the Standards.

ACRS certification helps to protect steel manufacturers and processors that are doing the right thing by 'levelling the playing field'.

As an independent third party scheme, ACRS certification eliminates the issues that can be associated with construction steels being misrepresented (either inadvertently or intentionally) as conformant with all appropriate Standards when they are not.

COVER STORY


This, in turn, helps to eliminate what can be a significant cost / competitive advantage for those attempting to sell non-conforming products into the market at a reduced rate.

ACRS Executive Director Philip Sanders, explained: "As is the case with all manufacturing and product processing activities, manufacturing and processing steel the right way - using the correct source materials, production methods and processing techniques required to produce a product that is AS/NZS Standards compliant - carries a range of costs."

"By making sure that everyone is 'playing by the same rulebook', ACRS independent third party certification eliminates the opportunity for any manufacturer or processor to cut costs by cutting corners. Most importantly, it also eliminates the opportunity for them to claim that their products conform with all relevant Australian and New Zealand Standards if they do not."

WHAT IS YOUR DOCUMENTATION REALLY TELLING YOU?

One of the most common issues facing users of non-ACRS certified steels, is that of being able to match the source-identity of the delivered material (e.g. manufacturers’ marks) with the documentation supplied so they can validate materials conformity.

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

Another commonly encountered issue is that of mixed supply (sometimes called “shandying”) where conforming supply is

declared but either only a portion of the product supplied is sourced from a compliant supplier (and some sourced from a non-compliant supplier), or alternatively, the material is sourced from a supplier but the product delivered does not consistently meet the Standard.

By providing effective continuous review of both the manufacturer and the fabricator/processor, ACRS certification plays a major role in reducing these risks.

AREN'T TEST CERTIFICATES THE SAME THING?

Test Certificates, ARE NOT the same as ACRS independent certification.

Test certificates from the supplier are simply a “snapshot” of the manufacturer’s own test results of the material on the certificate, not its regular supply. ACRS certification demonstrates independently that the supplier manufactures consistently to the Standards stated on the certificate. Unless you are going to check and validate every single test certificate against every delivery, you should check the ACRS certificates for the manufacturer and supplier instead.

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

THE ACRS 'CHAIN OF CERTIFICATION'Construction steels manufactured to AS/NZS Standards can be rendered non-conforming by poor transformation, e.g. through such processes as cutting, bending and welding. Certification systems that only assess the mill of manufacture do not provide for validated performance to Standards of the as-delivered product.

In steel reinforcing materials, the ACRS scheme, through its certification of steel reinforcement (“rebar”) processors and the mills of manufacture, provides a rigorous mechanism for “bookending” the manufacture and transformation. This 'chain of certification' provides a vital link between the steel manufacturer and the construction site.

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

For steel reinforcement, ACRS certifies BOTH the steel mill that manufactures the steel AND the steel

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

With structural steels, ACRS certifies the steel mill of manufacture, who must actively demonstrate traceability of their supply to the steel distributor. ACRS is working with Steelwork Certification Australia to develop “end to end” certification from mill to site that will provide confidence in fabricated structural steels from the purchase of verified steel from ACRS certified mills right through to delivery of the finished fabricated steel to the project site.

COVER STORY


New cycling safety measures in New South Wales

New cycling safety measures to make roads safer for cyclists and motorists were rolled out across New South Wales from the beginning of March.

Minister for Roads, Duncan Gay, said the new measures aimed to put cycling safety at the forefront of all road users’ minds.

“If these changes are taken as intended, motorists will be mindful of their minimum passing distance requirements and cyclists will be more likely to obey the law and avoid high-risk behaviour such as running red lights,” Mr Gay said.

The new safety measures include:• drivers who pass a bicycle rider must allow

a distance of at least one metre when the speed limit is 60km/h or less;

• drivers who pass a bicycle rider must allow a distance of 1.5 metres when the speed limit is more than 60km/h;

• if drivers cannot pass a bicycle rider safely, they should slow down and wait until it is safe to pass the rider, leaving the minimum distance;

• drivers caught not allowing the minimum distance when passing a bicycle rider could face a $319 fine and the loss of two demerit points.Mr Gay said the new laws also included

increased penalties for bicycle riders to prevent them from dangerous behaviour such as running a red light.

From 2017 bicycle riders will be required to produce photo identification when stopped by police who suspect they have committed an offence.

Transport projects to lead construction recovery - IPA

A construction recovery lies ahead, led by major transport infrastructure projects in New South Wales and Victoria, according to data produced by Infrastructure Partnerships Australia (IPA) and BIS Shrapnel.

The data is contained in the December quarter Australian Infrastructure Metric forecast produced quarterly by IPA and BIS Shrapnel. The forecast is based on a survey of more than 30 per cent of the national construction sector to provide a leading indicator of actual investment.

“This is the biggest lift we’ve seen in infrastructure investment since the end of the mining boom,” said IPA Chief Executive, Brendan Lyon.

“These figures show hard dollars are now hitting real road, bridge and rail projects, largely in NSW and Victoria, with transport forecast to grow by $3.2 billion next year.

“The figures are good, but would be much better if the resources states were pulling their own weight and building badly needed infrastructure.”

Mr Lyon said New South Wales was the standout jurisdiction, with major contracts for motorways driving the upswing in national figures, paid for by asset recycling of that state’s electricity sector.

“We also expect to see Victoria feature prominently in the next quarter and in coming years as contracts for level crossing removals and, later, the massive Melbourne Metro are signed, and the projects get underway.

“These states have made the tough decision to recycle public assets, like their

electricity networks and ports, to fund vital infrastructure,” Mr Lyon said.

“Meanwhile, Queensland and Western Australia are sitting on the sidelines with wounded budgets and no clear plan to fix the budget and infrastructure problem.

“While public infrastructure is strengthening, there’s more to do and a big gap remains in economic activity, because of the continued retreat in mining investment.

“Queensland and Western Australia are the most exposed to the transition and have to do more to find money for projects or they will lose skills to other states and miss the opportunity to grow their economies.

“Australia is facing difficult fiscal and economic factors, which is made harder by Queensland and WA dragging down the national economy by refusing to pull their weight.

“It’s in the national interest that the resources states get back in shape on infrastructure.”

Preparation for Forrestfield-Airport Link

Work will soon commence to upgrade the intersection of Great Eastern Highway and Fauntleroy Avenue in the inner Perth suburb of Ascot, in preparation for the Forrestfield-Airport Link.

The $2 billion Forrestfield-Airport Link will connect with the Midland Line near Bayswater Station and run to Forrestfield through underground tunnels

Main Roads Western Australia has awarded a contract to MACA Civil Pty Ltd to upgrade the intersection to cater for an expected increase in airport-bound traffic once Brearley Avenue is closed at Great Eastern Highway.

The $4.8 million project is expected to be finished by the end of 2016.

Great Eastern Highway will be widened to provide shared left-turn pockets, bus priority lanes, dedicated right-turn lanes and U-turn access for westbound and eastbound traffic, as well as modifying the traffic signals.

Later in 2016, the nearby intersection of Coolgardie Avenue will also be upgraded to provide dedicated right-turn lanes for Great Eastern Highway traffic in both directions.

Both intersections are expected to be completed before the end of the year, in readiness for the planned closure of Brearley Avenue at Great Eastern Highway.

The projects are the first in a series of roadworks planned to facilitate the

INDUSTRY NEWS


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Symposia highlights:• UnderstandingtheHumanFactorsimplicationsof

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Keynote speakers: • DrBarryWatson,CEO,GlobalRoadSafetyPartnership,

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Forrestfield-Airport Link, which requires the closure of Brearley Avenue at Great Eastern Highway to develop the Airport West Station.

Once the closure is in place, north and southbound Tonkin Highway traffic will be directed to the domestic airport through the new Dunreath Drive link. Only traffic heading to the domestic airport from the east is expected to use Fauntleroy Avenue to access the terminals.

Blackspot upgrade the start of Northern Connector project

More than $3 million will be spent upgrading a blackspot in Adelaide’s northern suburbs in preparation for works on the joint Australian and South Australian Governments’ Northern Connector Project.

The upgrade is the first instalment of the $985 million Northern Connector which will improve travel times, boost freight efficiency and support hundreds of local jobs.

The early works, awarded to BMD Group, involve the installation of a roundabout at the intersection of the realigned Kings and Bolivar Roads in Paralowie.

The intersection is close to the proposed Bolivar Road interchange and will be an important feeder route for the Northern Connector once the six-lane motorway is complete.

About 28,000 vehicles use Kings and Bolivar Roads daily and that is expected to increase when the overall project is delivered.

Head of the Northern Connector Jobs Taskforce, Lee Odenwalder, said the $3.4 million upgrade would play an important role in developing on-site training programs for disadvantaged job seekers.

“The Northern Connector major works will utilise these programs to further provide opportunities for workers looking to transition from the automotive industry, as well as providing jobs for the disadvantaged and long-term unemployed,” Mr Odenwalder said.

“A training site will be set up with an on-site meeting room turned into a classroom for students studying construction and infrastructure courses.

“They will receive assistance to win job opportunities on the Northern Connector Project and other local council works.”

Already, dozens of Aboriginal workers are being employed on projects associated with the Northern Connector Project, through companies such as ART Services.

ART Services will conduct traffic management for the Kings/Bolivar roadworks. It played a similar role in the early works project to upgrade the Sturt/Marion intersection ahead of the Darlington Upgrade Project.

ART Services Managing Director, Allan Jones, said the projects were providing real opportunities for Aboriginal workers to gain training leading to long-term employment.

“These North-South Corridor projects are providing a steady stream of training and employment opportunities for our staff,” Mr Jones said.

The successful tenderer for the Northern Connector project is expected to be announced in May 2016, with works scheduled to commence soon after.

The Northern Connector project is part of the Northern Economic Plan, which has been developed by the SA Government in partnership with the Playford, Salisbury, and Port Adelaide Enfield Councils.

The Northern Economic Plan is a blueprint for developing northern Adelaide, focused on creating jobs and empowering local communities.

Improving traffic flow on Calder Freeway near Gisborne

Major works are being undertaken to improve traffic flow and safety at the intersections of the Calder Freeway-Station Road near Gisborne, about 55 kilometres north west of Melbourne.

The Australian Government is providing $5 million and the Victorian Government $1.7 million to fund the $6.7 million Calder Freeway-Station Road intersections upgrade. The locally-based contracting company, Newnham Earthmoving, is implementing the upgrade.

The project will improve key Station Road/Calder Freeway connections between Morrow Road and Webb Crescent. On an average day, more than 16,000 vehicles use Station Road at this location.

There is increasing demand on the road network from more trucks, local residents and cyclists which has impacted traffic flow at the interchange and the upgrade is designed to make the road network safer and more efficient.

Works will include construction of two new roundabouts, located at the on-and-off-ramps on either side of the Calder

Freeway for both Bendigo and Melbourne-bound traffic, as well as a new four-lane section of Station Road under the Calder Freeway.

The intersections provide an important north-south link between the townships of New Gisborne and Gisborne, as well as key transport links between centres such as Bendigo, Ballarat and Geelong.

The new intersections are expected to be fully operational by the end of 2016.

WA heavy vehicle registration stickers to be phased out

Registration stickers for heavy vehicles will be phased out in Western Australia to further reduce red tape.

It is expected the work to cease issuing Heavy Vehicle Certificate of Registration (HVCR) stickers to Western Australian-registered vehicles will be completed by mid-2016.

Based on estimates of 248,000 heavy vehicle registrations a year, it is anticipated abolishing HVCR stickers will save thousands of hours of industry time.

It is estimated the ongoing savings to government from abolishing the stickers could be more than $200,000 per annum, depending on the extent to which payment receipts would still be issued by post.

Through DoTDirect - a range of online tools to give Department of Transport customers instant access to everyday transactions - customers can access information about their heavy vehicle's registration anytime, anywhere.

The Department of Transport has talked with a variety of industry groups and stakeholders, including WA Police and Main Roads WA, and determined there will be minimal impact on enforcement.

To help enforcement agencies in other states, following the removal of heavy vehicle registration stickers, it is recommended drivers carry registration papers when travelling interstate.

Heavy vehicles covered by the Federal Interstate Registration Scheme will still receive registration stickers.

Driver and Vehicle Services administer the Federal Interstate Registration Scheme – an alternative to state-based registration for heavy vehicles – on behalf of the Australian Government.

INDUSTRY NEWS


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Northern Australia Infrastructure facility

The Australian Government has introduced legislation to establish the $5 billion Northern Australia Infrastructure Facility (NAIF), a centrepiece of the White Paper on Developing Northern Australia.

Ministers responsible for Northern Australia, Josh Frydenberg and Matthew Canavan, said with 40 per cent of Australia’s land mass, but only around five per cent of its population, the potential for economic growth in the north was enormous.

Ministers Frydenberg and Canavan said the NAIF would support growth and complement private sector investment by offering concessional loans and, in some cases, other financial assistance for infrastructure that stimulated economic and population growth in the region.

Investment decisions would be governed by an Investment Mandate released for public consultation.

A project would need to meet seven mandatory criteria to be eligible for NAIF funding including that:• it involved the construction or

enhancement of economic infrastructure;• it was for public benefit;• it would be unlikely to proceed or

significantly delayed without NAIF assistance;

• it would be located in, or have significant benefit for, northern Australia;

• the NAIF must not be the majority source of debt funding; and

• the loan would be able to be repaid or refinanced.Mr Frydenberg and Mr Canavan said the

government had also included a requirement that projects had an Indigenous engagement strategy.

The proposed mandate also included non-mandatory criteria, including that the projects sought at least $50 million in NAIF financing.

The NAIF will consult with Infrastructure Australia for projects involving more than $100 million in facility financing.

Future of Overland Rail service extended

The Victorian Government will invest $10.35 million in the Overland Rail service to keep it running until at least the end of 2018.

The Overland runs between Melbourne and Adelaide, and provides a vital transport link for communities in western Victoria including Ararat, Stawell, Horsham, Nhill and Bordertown.

Currently, the Overland is funded by the Victorian and South Australian Governments, with the Australian Government providing a subsidy for concessionary travel on the service.

The Victorian and South Australian Governments have committed funding for the service until the end of 2018, but the Australian Government will not continue its funding for the service beyond 30 June this year.

Victoria’s Minister for Public Transport, Jacinta Allan, said the state had secured the future of rail services between Melbourne and Adelaide, despite the Federal Liberals and Nationals cutting their subsidy to the Overland.

“Pressure is now on the Federal Government to explain why they have slashed funding to the Overland. I call on the Liberals and Nationals to stand up for the people they represent and maintain funding for the service.”

Great Southern Rail’s Chief Executive Officer, Chris Tallent, said the funding was a great result for Victorians and South Australians.

“We can now offer certainty about this important transport link for our passengers.”

LED displays in all WA traffic signals

In what is claimed to be an Australian first, Western Australia is the first state to have all traffic signals operating with LED displays.

That is due to the completion of a six-year program converting all lights to LED.

The new LED traffic signal lanterns have replaced the previous technology - 20 watt Extra Low Voltage krypton traffic signal lanterns.

An LED display uses an array of light-emitting diodes as pixels for a video display.

Their brightness allows them to be used outdoors in store signs and billboards, and in recent years, they have also become commonly used in destination signs on public transport vehicles.

LED displays are capable of providing general illumination in addition to visual display purposes.

Main Roads WA currently manages just under 1,000 sets of traffic signals throughout WA from Karratha to Busselton to Kalgoorlie-Boulder.

WA Transport Minister, Dean Nalder, said the conversion to the more efficient and cost-effective LED displays on all traffic signals would deliver ongoing substantial savings, with an estimated 75 per cent reduction in power consumption.

In addition, the government has completed, ahead of schedule, the roll-out of pedestrian countdown timers for the current financial year.

Successful results from the initial trial of countdown timers in Perth’s CBD led to the roll-out of more timers across the Perth metropolitan area.

The 2015-16 roll out of countdown timers included the following locations:• Victoria Square Perth near Royal Perth

Hospital;• Barry Marshall Parade, Murdoch outside

Fiona Stanley Hospital;• Great Eastern Highway, Midland – east of

Helena Street;• Karrinyup Road westbound, Karrinyup near

Miles Street;• Karrinyup Road eastbound, Karrinyup near

Miles Street;• Wellington Street, Perth outside Royal

Perth Hospital;• Selby Street, Daglish near Clubb Avenue;• Main Street, Osborne Park near Royal

Street;• Labouchere Road, South Perth near

Charles Street;• Railway Road, Karrakatta near the

cemetery entrance;• Cambridge Street, Leederville near

Northwood Street; and• Albany Highway, Victoria Park near King

George Street.Knowing how many seconds are left on a timer means pedestrians can make more informed choices about crossing the road. The system is safer for pedestrians and also improves the intersection efficiency for motorists.

Efficiency of traffic signals forms part of a planned strategic approach to deliver benefits and improved safety under WA’s Main Roads' Traffic Congestion Management Program.

Minister Nalder, said he was pleased with the progress of the program which was a new way of operating the network.

"Initiatives such as the pedestrian countdown timers; flashing yellow to turning traffic; yellow box junctions; new merge lines; and the traffic signal timing improvement project are relatively low cost while providing material improvements to traffic flow by using our current infrastructure more effectively," he said.

Further sites will be fitted with pedestrian countdown timers next financial year.

INDUSTRY NEWS


Skytrain segments lifted into place at Kellyville

The first section of Sydney Metro Northwest’s skytrain is complete, meeting another important milestone for Australia’s biggest public transport project.

In what’s been described as a “precision operation” carried out over five nights, 12 segments of the skytrain were lifted over Memorial Avenue at suburban Kellyville, about 35 kilometres northwest of Sydney’s CBD.

Each of the segments weighs about 84 tonnes and was lifted 11 metres into the air by a massive horizontal crane sitting above Memorial Avenue.

The segments were then attached and tensioned to form the deck of the skytrain, an elevated railway that will run four kilometres from Bella Vista to Rouse Hill.

The construction method kept traffic moving beneath seven major roads and the T-way, which the skytrain crosses, to minimise impact on drivers.

Once the skytrain is built, people and vehicles will be able to freely move around underneath, keeping the area connected.

Work will also start on the elevated railway stations at Kellyville and Rouse Hill – two of the eight new metro stations – once the skytrain is complete.

Billion dollar Gateway Upgrade North project underway

Major works are underway on Brisbane’s $1.162 billion Gateway Upgrade North project.

More than 500,000 tonnes of asphalt will be laid on the motorway under the upgrade, which will include widening 11.3 kilometres of road between Nudgee and Bracken Ridge from four to six lanes.

At a sod turning event on 26 February to mark the start of the works, Minister for Infrastructure and Transport, Darren Chester, said the project would improve road safety and reduce congestion for the more than 80,000 motorists who used the motorway each day.

“It will increase capacity and efficiency along this important part of the national road network which is a vital freight route servicing the Port of Brisbane, Trade Coast and Brisbane Airport precinct.

“Ultimately, the upgrade will mean a faster, safer journey to boost freight productivity and improve travel time reliability.”

About 1,000 direct jobs will be supported over the life of the Gateway Upgrade North project, which is expected to be completed in late 2018.

Queensland Minister for Main Roads and Road Safety, Mark Bailey, said the project would meet the future transport needs of a rapidly-growing region.

“Major works include building extra lanes, new interchanges, bridges and an off-road shared pedestrian and cycle path along the length of the project,” Mr Bailey said.

“The Nudgee interchange will also be upgraded and the Deagon Deviation between Depot Road and Bracken Ridge Road will be widened to two lanes in each direction.”

Minister for Transport, Stirling Hinchliffe, said safety would be improved for the significant commuter and freight traffic travelling through Brisbane's north.

“Drivers will enjoy quicker journeys to and from their destination, while pedestrians and cyclists will also benefit from a new shared path along the upgrade.

“The Department of Transport and Main Roads, Transurban Queensland and Lend Lease will work collaboratively to deliver this significant project.”

The project is the biggest on the motorway since the duplication of the Gateway Bridge in May 2010.

The Australian Government has committed $929.6 million to the project, in partnership with the Queensland Government which has committed $232.4 million.

Work to start soon on Canberra light rail

John Holland, a partner in the Canberra Metro consortium, will deliver the first stage of Canberra’s Capital Metro light rail project.

The first stage includes design and construction of a 12 kilometre light rail route from the fast growing district of Gungahlin to the City with 13 stops, depot, road, signalling and preparatory works, and the ongoing operation and maintenance of the light rail system.

The Canberra Metro consortium will design, construct, maintain and operate the project for 20 years.

It comprises:• Pacific Partnerships; • John Holland; • Mitsubishi Corporation; • Aberdeen Infrastructure Investments; • CPB Contractors; • Deutsche Bahn International; • CAF; and • the Bank of Tokyo- Mitsubishi UFJ, Ltd.

MAJOR PROJECTS


John Holland’s Chief Executive Officer, Glenn Palin, said Capital Metro would be a transformational project for the ACT.

“Capital Metro will create enormous opportunity to regenerate the city through the delivery of public transport that supports a growing economy and population.

“The light rail system will create and inspire new spaces for the community to enjoy with significantly more green space and a revitalised civic centre.”

Construction will commence in the coming months, with operations expected to begin in late 2018.

John Holland will invest in equity funding along with Pacific Partnerships, Mitsubishi Corporation and Aberdeen.

It will provide operations and maintenance services for 20-years in partnership with Pacific Partnerships and Deutsche Bahn International, and deliver the design and construction in a joint venture with CPB Contractors.

CAF will supply and maintain the light rail vehicles. Bank of Tokyo-Mitsubishi UFJ, Ltd. is financial advisor with funding provided by local and international banks.

Scoping requirements for Western Distributor

The scoping requirements that will shape the Environmental Effects Statement (EES) for the $5.5 billion Western Distributor Project have been released by the Victorian Government.

The Western Distributor proposal was developed by Transurban and submitted to the Victorian Government as a market-led proposal.

The proposal has progressed to exclusive negotiations between Transurban and the government as part of Stage 4 of the government's Market-led Proposals Guideline.

Victoria’s Planning Minister, Richard Wynne, said the EES would provide the most transparent and exhaustive environmental assessment framework for major construction projects in Victoria.

“The EES is the proper process for assessment of this project, and will ensure we get the right information and make the best decisions about how the much needed $5.5 billion Western Distributor Project comes together.”

Mr Wynne said the proponent would be responsible for technical studies to investigate the issues identified in the scoping requirements and to report back to the government.

Residents and businesses will be able to make submissions as part of the EES in the coming months, and a report will be prepared and submitted to the Minister.

The likely effectiveness of proposed measures to avoid, minimise and offset environment effects will also be evaluated.

Mr Wynne said the EES process would provide a robust and transparent assessment of any potential impacts of the road.

He said the comprehensive planning process would ensure the final scope and design of the project would be developed in consultation with the community, local government and industry.

The local community would also be able to have direct input at community consultation sessions commencing in April.

The sessions would be held along the route of the project and would display plans, maps and other information with technical specialists present who would be able to answer questions and listen to residents.

The Western Distributor will deliver immediate travel time savings of up to 20 minutes a day, take 6,000 trucks off the West Gate Bridge, and create 5,600 new jobs.

Ground broken for WestConnex tunnels

Ground has been broken in preparation for the first WestConnex twin tunnels linking Homebush and Haberfield, as part of the city-changing motorway.

A rig began foundation work in the first week of March at Cintra Park in the Sydney suburb of Concord, the first of four tunnelling sites for the project.

Cintra Park marks the midway tunnelling point for the M4 East, from which four road headers will tunnel up to 50 metres below the surface, starting by mid-2016.

The twin M4 East tunnels – each 5.5 kilometres long – will be among the widest constructed in the southern hemisphere, measuring up to 30 metres wide.

They will allow for three lanes of traffic in each direction, plus shoulders and breakdown bays.

The M4 East will generate more than 2,500 direct jobs and support a further 1,500 indirect jobs. It will also employ more than 100 apprentices or trainees.

New South Wales Minister for Roads, Duncan Gay, said construction of the M4 East tunnels followed work already well underway on widening the M4 from Parramatta to Homebush.

“It’s a really exciting moment to go from the planning stage to actual construction and I know the thousands of motorists, particularly those in Western Sydney, who are stuck every day in traffic can’t wait for the day WestConnex is finished,” Mr Gay said.

When complete, WestConnex will link the M4 and M5 through a free-flowing motorway allowing motorists to avoid up to 52 sets of traffic lights.

The M4 East tunnels are scheduled to open in 2019, with the entire WestConnex motorway finished in 2023.

Developing business case for AdeLINK tram network

A detailed business case will be prepared for the construction of Adelaide’s AdeLINK tram network; identified as a priority project by Infrastructure Australia.

The business case will include planning, design, identifying the tram routes and stops, environmental and land value benefits, and the final project costs.

A tender will be released shortly for a company to provide the case for the network.

South Australia’s Premier, Jay Weatherill, said the State Government would commit $4 million to a business case that would enable the Australian Government to commit vital project funding.

“This work is about ensuring AdeLINK is ready to be funded and we will be working with the Commonwealth and local governments to help advance this exciting public transport project.

“Expanding our tram network has the potential to attract investment, boost economic growth, encourage urban renewal and jobs, and bring residents and visitors to the city centre.

“Importantly, it will support and contribute to the growing market demand for residential development in the CBD, inner and middle metropolitan Adelaide.”

MAJOR PROJECTSMAJOR PROJECTS


The SA Government’s Integrated Transport and Land Use Plan outlines: • EastLINK – extending east through Kent Town to The Parade; • WestLINK – following Henley Beach Road to Henley Square, with a

branch line to Adelaide Airport. The existing tram line to Glenelg also forms part of WestLINK;

• ProspectLINK – following O’Connell Street to Prospect Road; • UnleyLINK – following Unley Road and Belair Road to Mitcham; • CityLINK – following a continuous loop around the city with transfers

at other tram lines and the Adelaide Railway Station; and • PortLINK – using the existing Outer Harbor line with additional services

to Port Adelaide, West Lakes and Semaphore. Minister for Transport and Infrastructure, Stephen Mullighan, said while the potential benefits were substantial, each stage would be carefully reviewed and evaluated to ensure the planned network continued to match the city’s growth and changing travel requirements.

“There will also be further engagement with the community and local governments during the development of the detailed business case,” Mr Mullighan said.

“We know light rail is a fantastic public transport option which customers love to use.”

Planning of Inland Rail forges ahead

The Australian Rail Track Corporation (ARTC) has awarded more than $11 million in contracts to progress planning on the Inland Rail project.

The contracts are for the provision of Technical and Engineering Advisory Services and parcels of engineering and environmental consultancy across the proposed line’s alignment.

Inland Rail is in the planning and environmental approvals phase and ARTC and its consultants are scheduled to commence critical field studies along the alignment over the coming weeks.

A joint venture of SMEC and Arup has won the Technical and Engineering Advisory contact, and will provide a team of subject matter experts who will bolster the resources of ARTC's Inland Rail team.

A further six contracts have been awarded to leading consultancies, GHD Pty Ltd, Parsons Brinkerhoff, AECOM, ARUP and Jacobs for the initial environmental investigations and engineering design for each of the projects in the program.

The consultancies will work alongside the Inland Rail team, gathering environmental data, talking to communities and further developing designs to enable ARTC to take each of these projects to the relevant planning agencies for initial assessment later in 2016.

Their work will help to set terms of reference for the formal Environmental Impact Assessments required for the program to progress through the planning assessment process.

Awarding of the contracts follows Infrastructure Australia naming Inland Rail as a priority initiative on the newly updated Infrastructure Priority List.

Inland Rail is being designed to provide a dedicated Melbourne to Brisbane freight link that is reliable and provides a less than 24 hour transit time, enabling the market to move goods when it wants.

The key freight route will boost regional economic growth and drive national productivity as it will connect key production areas in Queensland, New South Wales and Victoria with export ports in Brisbane and Melbourne, with linkages to Sydney, Adelaide and Perth.

Global Interest Melb Metro

More than 40 international and local construction companies have formally registered interest in Melbourne Metro Rail, Victoria’s biggest public transport project.

A total of 44 organisations from 11 countries have formally registered their interest in the largest package of works on the project, which includes two nine-kilometre rail tunnels and five underground stations.

The registrations of interest relate to designing and building the tunnels and stations, as well as financing, operating and maintaining the infrastructure.

Additional works will be delivered through separate procurement packages, including relocation of existing services, reconfiguration of existing tracks, and high capacity and conventional signalling upgrades.

And in another key development, three world-leading bidders have been shortlisted for the project’s Early Works package tender process. They are:• CPB Contractors (formerly Leighton Contractors);• John Holland KBR JV – comprising John Holland Group and KBR,

Inc (formerly Kellogg Brown & Root);• Lend Lease Coleman Rail JV – comprising Lend Lease Engineering

and Coleman Rail Pty Ltd.CEO, Melbourne Metro Rail Authority, Evan Tattersall, said: “Following detailed evaluation of the expressions of interest, to have three bidders with such a high level of experience in international and local transport projects is a fantastic result for Victoria.”

The companies which have formally registered interest in the $10.9 billion project include six of the top 10 construction companies in the world and four out of Australia’s top five non-residential construction companies (Lend-Lease, Thiess, Brookfield Multiplex and CPB).

Victoria’s Treasurer, Tim Pallas, said many of the companies were world renowned for the type of infrastructure that Metro would include.

“The market interest we’re seeing from internationally renowned and respected construction companies, both here and abroad, is a huge vote of confidence in the Melbourne Metro project, and investment in Victorian infrastructure.

“This is a project that will transform Melbourne, making it easier and quicker to move around the city and creating thousands of jobs along the way.”

One of the companies, Salini Impregilo, was named “Contractor of the Year” at the 2015 International Tunnelling Awards, hosted by the International Tunnelling and Underground Space Association.

Another company, Acciona is the holder of the world record for tunnel boring machine performance during construction of the Legacy Way Tunnel in Brisbane.

Minister for Public Transport, Jacinta Allan, said the project’s Early Works package would deliver hundreds of millions of dollars in critical works to prepare key sites for the start of major construction in 2018.

The works include the relocation and protection of underground services such as gas, sewer and water mains, the relocation of trees and other road features, and the design and construction of access shafts.

In preparation for the Early Works package, the Melbourne Metro Rail Authority is undertaking site investigations along the alignment.

The investigations would, Ms Allan said, involve the excavation of narrow trenches at multiple locations to provide more information about ground conditions and the location of underground services.

MAJOR PROJECTS


Shortlisted bidders will be requested to submit a formal proposal in the second quarter of 2016. A contract will be awarded in mid-2016, with construction to commence soon after.

The announcement of the shortlisted bidders follows the release of the business case for the project, which will transform Melbourne’s rail network into an international-style metro system able to carry 39,000 extra passengers every peak.

“Melbourne Metro Rail will return up to $1.50 for every dollar invested, generate 4700 jobs during peak construction and create space for nearly 40,000 extra passengers every morning and evening peak,” Ms Allan said.

Test trains hit tracks on Moreton Bay Rail Link

Test trains have rolled onto Queensland’s new Moreton Bay Rail Line ahead of the opening mid-year.

Up to four test commuter trains are operating to check the overhead power systems and the signalling system under Queensland Rail’s extensive commissioning program.

Queensland Rail is undertaking the testing phase in collaboration with the Department of Transport and Main Roads, and CPB contractors.

“Significant testing is required to ensure the new rail infrastructure is operating as expected,” Minister for Transport, Stirling Hinchliffe, said.

“This is important work and needs to be carried out to ensure the service can safely and reliably start carrying its first customers from mid-year.

“Once the initial testing program has been completed, Queensland Rail drivers and guards will begin an extensive training program to familiarise themselves with the new track and infrastructure, ahead of the opening.”

Mr Hinchliffe said Queensland Rail would work closely with the local community during the testing and commissioning stage.

“We understand living near a rail corridor may be a new experience for many people and Queensland Rail will be working with the community to let them know what to expect when operations commence,” Mr Hinchliffe said.

The $988 million project is jointly funded by the Australian Government, Queensland Government and Moreton Bay Regional Council, and is on-track to be delivered in mid-2016.

Cooroy to Curra-Section A project nearer to completion

The new Cooroy northern interchange on the Bruce Highway was to officially open from 11 April when traffic switched to a new seven kilometre alignment between Cudgerie Drive and Sankeys Road, as part of the Cooroy to Curra-Section A project upgrades.

The traffic switch marked the completion of the second of three contracts being undertaken as part of the $490 million Section A project, which is about saving lives, reducing injuries and improving the productivity of the regional economy.

The new interchange, located between Cudgerie Drive and Sankeys Road, will provide improved travel times in all directions, with two roundabouts allowing efficient connections between the highway and the local road network.

The existing highway will connect to Cooroy Connection Road and serve as a link to the local road network north of Cooroy.

The Cooroy to Curra-Section A broader project will ultimately result in the upgrade of 13.5 kilometres of the Bruce Highway between the Cooroy southern interchange and Sankeys Road, to a four-lane divided highway.

Queensland Minister for Main Roads, Road Safety and Ports, Mark Bailey, said the project would provide major safety and efficiency gains for motorists and heavy vehicle operators using the Bruce Highway.

“This highway is a major national transport link and improvements like these underpin future economic growth in the Sunshine Coast area and Queensland generally.”

The Bruce Highway Cooroy to Curra-Section A project is expected to be completed by late 2016.

The Australian Government has committed up to $245 million towards the $490 million project in a 50:50 funding agreement with the Queensland Government.

Dingley Bypass helps meet demands of Melbourne’s south east

Motorists in Melbourne’s south eastern suburbs will benefit from the opening, five months ahead of schedule, of the $156 million Dingley Bypass.

The final stage of the 6.4 kilometre bypass linking Westall Road in Dingley Village to Warrigal Road in Moorabbin was opened on 11 March.

The bypass supports the rapidly growing industrial and commercial areas in south eastern Melbourne with a direct freight route linking South Road Moorabbin to the Dandenong industrial and manufacturing zone and Eastlink.

It will also provide alternative access to the M1 and Princes Highway (from Warrigal Road) and Nepean Highway from South Road, to Dandenong and Eastlink.

The bypass includes three lanes in each direction and will carry approximately 35,000 vehicles each day. It features a shared user path for pedestrians and cyclists along the full length with a connection to existing cycle and pedestrian paths in the area.

The new 5.2 kilometre bike path extends from the existing path along the South Road Extension and provides vital links to Victoria’s greater bicycle network, including the Eastlink Trail.

New traffic lights have been installed at the Clarinda Road, Kingston Road, Boundary Road, Tootal Road and Westall Road intersections.

Outbound lanes were opened in stages to allow traffic to become accustomed to the new surroundings, which includes the permanent closure of Old Dandenong Road.



Unlocking Melbourne ‘choke point’

Construction of an extra lane off Melbourne’s Bolte Bridge and along the West Gate Freeway, through to the Burnley Tunnel, will unlock one of the most significant choke points on Melbourne’s road network.

The work to provide the additional traffic lane is likely to take up to 18 months and Victoria’s Minister for Roads and Road Safety, Luke Donnellan, said it would allow more capacity to cater for the city’s growing population and increasing economic activity.

Mr Donnellan said construction would cause delays on the freeway and the Bolte Bridge for inbound traffic during the morning peak, but would not have any impact on outbound traffic in the morning or afternoon.

Drivers from the west and north of the city can expect trips in the morning peak to take up to 15 minutes longer during construction, which began on 16 March.

“Let’s be clear: we know this will mean delays for motorists, we know there will be some tough months ahead and we know it will take time for people to settle-in to different driving conditions and travel patterns.

“But these are delays for a purpose while we work to unlock the most significant choke point on Melbourne’s road network.

“Motorists should plan their journey, allow extra travel time and, if they’re able to, consider alternative routes or public transport.”

Minister Donnellan said the works would help to untangle a congested piece of road that had a major impact on the performance of the M1 road corridor, Melbourne’s economic spine.

Transurban Project Director, David Clements, said drivers would be able to manage their journeys in real time through smart technology designed to minimise the impact of the critical works, which form a key part of the $1.3 billion CityLink Tulla Widening project.

“We are alerting drivers to these works so they can consider the impact on their daily commute and plan ahead for the change in traffic conditions.

“Together with VicRoads, our traffic team will use smart Bluetooth technology to monitor traffic flows and provide drivers with on-road advice about delays and alternative routes.”

Mr Clements said the technology would be applied by VicRoads and Transurban to track journey times and to alert city-bound drivers of their best options using on-road signage, digital and social media, and radio station traffic alerts.

Bluetooth readers will collect data in real time to enable advice on alternative routes, as well as allowing for changes to traffic light sequencing to give priority to those routes.

Tow trucks will be positioned to respond rapidly to any incidents that could impact the wider network.

The CityLink Tulla Widening is part of a program of road and public transport investment that is supporting Melbourne’s growth and liveability, including the Western Distributor and Melbourne Metro projects.

It will create 1,400 jobs, improve travel times and reduce accidents by up to 20 per cent. The project will be completed in 2018.

Queensland commits $200M to Ipswich Motorway upgrade

The Queensland Government has committed $200 million towards the first stage of upgrading the Ipswich Motorway, between Rocklea and Darra, to relieve congestion and improve road freight

The funding was announced by Premier, Annastacia Palaszczuk, Deputy Premier, Jackie Trad, and Minister for Main Roads, Road Safety and Ports, Mark Bailey, who challenged the Australian Government to ensure the project was delivered.

Melbourne's Bolte Bridge will undergo works to include an extra lane.

MAJOR PROJECTS


“This $200 million is an enormous step in seeing the project move forward and means relief is in sight for motorway users who currently face mass congestion in peak times,” Ms Palaszczuk said.

“However, in order for this $400 million project to become a reality, we need the Australian Government to meet our commitment 50:50. It should make that commitment and put its allocation back into this project tomorrow.

“Throughout Queensland, the Australian Government usually funds major road projects on an 80:20 basis with the State Government, including projects on the Warrego, Toowoomba, the Bruce, the Gateway and Cape York.

“We know upgrading the Ipswich Motorway is crucial to ease congestion for motorists and road freight, and we’ve significantly increased our share of the funding to 50 per cent, from $80 million to $200 million.

Deputy Premier Trad, said she was disappointed Canberra had removed funding previously allocated to the upgrade.

“Last year the Coalition Government retracted its funding for the Rocklea to Darra upgrade, wiping $279 million from the balance sheet for Queensland.

“It also took the extraordinary step of downgrading the status of the motorway by removing it from the National Land Transport Network.

“Through the Palaszczuk Government’s State Infrastructure Plan, we are committed to planning, funding and delivering the projects which we know Queenslanders need right now and for our future.

Mernda to be serviced by rail line

Expressions of Interest to design and construct a new rail line to Mernda, about 30 kilometres north east of Melbourne, have just closed.

The project was released to the market in the last week of February by the Victorian Government. The rail extension includes a premium station at Mernda, integrated with the proposed Mernda Town Centre, and a new station near Marymede Catholic College with extensive car parking, bike storage and bus facilities.

Marymede was chosen as the first station due to its far greater car parking capacity, proximity to schools and local jobs, and because of the opportunities for value capture and partnership with the private sector. However, given the strong community support for a third station, bidders will be required to investigate and price the proposed station near Hawkstowe Parade as part of the tender process.

The project will be delivered by the Level Crossing Removal Authority and will include five grade separations, guaranteeing there will not be any new level crossings created by the new rail line. Stabling facilities for trains north of Bridge Inn Road in Mernda will also be built as part of the project.

A new bus network is being introduced in April, providing better public transport for locals living in Mernda, Doreen, South Morang and Whittlesea.

A tender process will follow the Expressions of Interest stage, with construction scheduled to begin in 2017. The project is due to be completed in 2019, creating hundreds of jobs during construction.

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Major work underway on O-Bahn Tunnel

Major works have started on Adelaide’s $160 million O-Bahn Tunnel, a project which will support 450 South Australians in the construction, professional and technical services industries.

“The O-Bahn project will significantly improve travel times for more than 31,000 O-Bahn bus passengers and more than 79,000 vehicles that travel this part of the City Ring Route,” SA Transport Minister, Stephen Mullighan, said.

“Once the tunnel is complete it will deliver a faster journey, reduce delays and improve reliability for O-Bahn passengers.

“And by removing more than 1,000 O-Bahn buses from the Hackney Road/Dequetteville Terrace Intersection, we will significantly reduce congestion and improve travel times for motorists who use the City Ring Route.”

The first part of construction is focusing on the priority bus lanes on Hackney Road, with construction of the tunnel to commence during April.

The works on the centrally aligned priority bus lanes will include day and night operations for about six weeks along Hackney Road between the Hackney Bridge and Botanic Road.

“The scheduling of works has been carefully programmed to minimise the impacts on local residents, road users and O-Bahn passengers, and to ensure the project is delivered safely and efficiently,” Mr Mullighan said.

During construction, some delays are expected on the Inner Ring Route. Variable Message Signs will provide advance notice to road users and regular updates will be provided on each stage of works.

Minister Mullighan said together with continuing projects, such as the Royal Adelaide Hospital and the Torrens Road to River Torrens upgrade, more than $6 billion of major infrastructure projects were underway or about to start.

Three companies shortlisted for Monash Freeway widening

Victoria’s Monash Widening Project is moving into its next phase with three experienced construction teams being shortlisted to complete the design and construction of the additional lanes and widening.

The freeway widening is part of the $5.5 billion Western Distributor Project which will provide a streamlined traffic system from Geelong, south west of Melbourne, to Pakenham in the city’s outer south east.

The shortlisted companies are CPB Pty Ltd and BMD Constructions Pty Ltd, Fulton Hogan Construction Pty Ltd and John Holland Pty Ltd.

The successful company will be appointed in mid-2016, with construction of the project to commence in late 2016 and be completed by the end of 2018.

The tenders will be assessed according to criteria including value for money, innovation, experience and approach to design and construction within the existing freeway, including minimising disruption to traffic and the community.

A range of early work has been completed in preparing the tender requirements, including environmental studies, pavement testing and working with local councils on planning for the project.

Almost 45 kilometres of the Monash Freeway will be upgraded, including: • widening from four-to-five lanes each way between the EastLink

interchange and the South Gippsland Freeway, and• widening from two-to-three lanes each way through to Clyde Road in

Berwick.The works to upgrade the Monash will be entirely within the road reserve. Smart technology involving new and upgraded ramp signals and variable message signs will be installed to help prevent traffic banking up and causing congestion and crashes.

A 20 per cent reduction in serious crashes is expected by creating smoother traffic flow onto and along the improved route.

The project will create 400 jobs during construction, cut an estimated 10 minutes from peak hour travel and make room for an extra 2,000 vehicles during the peak.

Cooroy to Curra Section C in line for construction

The first sod has been turned for major works on the $384 million Cooroy to Curra Section C project which will widen the Bruce Highway to four lanes between the Traveston interchange and the proposed Woondum interchange, south of Gympie.

MAJOR PROJECTS


The new four-lane highway will address safety and capacity issues on the 10.5 kilometre section of the highway. The upgrade is designed to save lives and support industries reliant on efficient freight transport.

Federal Member for Wide Bay and former Infrastructure Minister, Warren Truss, participated in the sod turning ceremony on behalf of the Australian Government.

“I have seen a range of milestones reached on the Bruce Highway over many years, and this sod turn continues the government's commitment to fix the Bruce Highway,” Mr Truss said.

“Section C is the third of four major Bruce Highway – Cooroy to Curra upgrade projects, with Section A from the Cooroy Southern interchange to Sankey's Road nearing completion; Section B between Federal and Traveston completed in 2012; and Section D, where planning and detailed design is underway from the Woondum Interchange to Curra.”

Queensland Main Roads and Road Safety Minister, Mark Bailey, said the new highway would be safer and better able to meet road and freight transport needs in the region with improved flood immunity.

“It will also bring much-needed jobs to the area, with initial estimates suggesting an average of 684 direct jobs will be supported over the life of the project,” Mr Bailey said.

“A new interchange at Woondum will be constructed south of the original location to provide flexibility for future expansion. The new ramp connections will allow for all freight access and have been designed to enable an upgrade to a full interchange, should such works be needed and funded in future.”

Major works on Section C are expected to be completed by mid-2018, weather permitting.

Improving rail freight efficiency in Murray Basin

As part of the Victorian Government’s $416 million Murray Basin Rail Project (MBRP), new broad gauge sleepers are being installed on the line between the cities of Maryborough and Mildura.

The Murray Basin Rail Project will deliver important upgrades to Victoria's rail freight network to meet the increasing demand for freight services.

It involves standardising and increasing the axle loading of the rail freight lines.

Minister for Agriculture and Regional Development, Jaala Pulford, said the State Government had put $220 million towards the project, and she again called on the Australian Government to pay its fair share.

“They have had the business case for the project for more than six months and it’s time for them to support farmers, their families and our economy, and commit to this vital project.”

Ms Pulford said the MBRP would upgrade and standardise the entire Murray Basin freight network, and better connect primary producers to the state’s major ports in Portland, Geelong and Melbourne.

“The sleepers being laid today will improve safety and reliability of the main freight line straight away, and pave the way for the next phase of this critical project – the upgrade and standardisation of the entire Murray Basin freight network.



TCA ANNOUNCE NEW IAP SERVICE PROVIDER – NAVMAN WIRELESS AUSTRALIATransport Certification Australia (TCA) has announced that Navman Wireless Australia Pty Limited (Navman Wireless Australia) has obtained certification as an Intelligent Access Program (IAP) Service Provider.

“TCA’s certification of Navman Wireless Australia coincides with its acquisition of the Transtech Driven Partnership (Transtech Driven)”, said TCA Chief Executive Officer, Chris Koniditsiotis.

Navman Wireless Australia Pty Limited is the Australian operating company of Navman Wireless.

“For transport operators currently obtaining IAP services from Transtech Driven, there is no immediate need to do anything in relation to this announcement.”

“As the national administrator of the IAP, TCA is working through both parties to advise Transtech Driven’s IAP customers of future arrangements.”

Andrew Rossington, the Chief Executive of Transtech Driven, said “This is an exciting change for Transtech Driven and our customers, and we’ll be contacting all our customers to discuss the transition with them.”

Ian Daniel, Vice President & Managing Director, Asia Pacific for Navman Wireless – and spokesperson for Navman Wireless Australia – said “Navman Wireless Australia is committed to providing current Transtech Driven customers with a seamless transition to our IAP service.”

“Transtech Driven will operate as a business unit of Navman Wireless Australia and will continue to support their customers as usual,” said Mr Daniel.

The IAP is a regulatory telematics application of the National Telematics Framework, and provides a 21st century approach for the road use management of heavy vehicles.

Only IAP Service Providers can provide IAP services.

Further information about the IAP can be found at: www.tca.gov.au

Transport Certification Australia (TCA) seeks to remind transport operators of the need to ensure the enrolment of applicable vehicles in the Intelligent Access Program (IAP).

“Transport operators are obliged to ensure applicable vehicles are enrolled in the IAP, before operating under any arrangement where the IAP is specified as a condition of access,” said TCA Chief Executive Officer, Chris Koniditsiotis.

“Transport operators should avoid putting their business operations at risk by unintentionally overlooking IAP requirements.

“Transport operators are encouraged to make contact with their IAP Service Provider to ensure IAP enrolments reflect the conditions of access granted to their vehicles,” said Mr Koniditsiotis.


Only IAP Service Providers can provide IAP services. Further information about the IAP and IAP Service Providers can be found at: www.tca.gov.au/certified-services/iap

TCA welcomes any enquiries from transport operators on (03)8601 4600 or Email: [email protected]

Transport Certification Australia (TCA) has released important information for Transtech Driven customers regarding transition arrangements to ensure the continuity of Intelligent Access Program (IAP) Services.

“The certification of Navman Wireless Australia announced by TCA coincided with its acquisition of an existing IAP Service Provider – The Transtech Driven Partnership (Transtech Driven),” said TCA Chief Executive Officer, Chris Koniditsiotis.

“Although Transtech Driven in the near-term, is continuing to provide IAP Services to its existing customers, they will need to transition to Navman Wireless Australia, or any other IAP Service Provider, to ensure they continue to receive IAP Services into the future.”

“Transport operators receiving IAP Services from Transtech Driven are reminded that they will not automatically transition to Navman Wireless Australia.

“Transtech Driven will remain certified as an IAP Service Provider until such time that transition arrangements with all its existing IAP customers are finalised,” said Mr Koniditsiotis.

Further information for transport operators currently receiving IAP Services from Transtech Driven is contained in a Fact Sheet now available on TCA’s website.


Only IAP Service Providers can provide IAP Services. Transport operators can obtain further information by contacting Transtech Driven on 1300 IAP 123 (1300 427 123), or TCA on (03) 8601 4600 or at [email protected]

TCA REMINDS TRANSPORT OPERATORS

TO ENSURE ENROLMENT OF APPLICABLE VEHICLES IN THE IAP

IMPORTANT INFORMATION FOR TRANSTECH DRIVEN IAP CUSTOMERS

TCA NEWS


ITS SPECIAL FEATURE

Intelligent Transport Systems News and Feature Articles

Thirty seven industry, government and research participants have committed their expertise and millions of dollars in contributions to lodge an initial application with the Australian Government to establish the iMOVE Cooperative Research Centre.

The bodies involved in the bid to establish the CRC for the smart transport and mobility sector have committed cash and in-kind resources to the value of nearly $107 million and they are seeking $45 million in funding from the Australian Government.

The proposal is designed to support the operation of the CRC over a 10-year period.

The bid participants are comprised of 20 industry and government bodies – including ITS Australia, the Australasian Centre for Rail Innovation and the Federal Department of Infrastructure and Regional Development – along with 17 research organisations.

The Stage One application for the CRC was lodged at the end of March and bid leader, Ian Christensen, told Highway Engineering Australia that the iMOVE bid team had compiled a “significant and compelling proposition”.

Mr Christensen said the application highlighted that efficient transport was a precondition for maintaining Australia’s prosperity, but the nation’s existing transport systems were struggling to cope with the volume of traffic and freight.

The application stressed that transport in Australia needed an overhaul to keep pace with mounting global competition and to overcome congestion, which already cost business and the community $16.5 billion per annum.

It said the outcomes of investing in an iMOVE CRC would be:• reduced congestion, fuel use and emissions;• improved international competitiveness;• growth in productivity, innovation and entrepreneurship;• improved lifestyle and wellbeing for all Australians;• Australia established as a global leader in transport productivity; and• leading product exports in traffic management software and cold-chain

sensor technology.“Australia as a nation is strongly dependant on transport – we have

to move our goods over large areas and our people, who live in densely populated urban centres, have to travel to work and back each day.

“Australia’s productivity and ultimately its competitiveness depends intrinsically and deeply on the effectiveness of its transport network; the transport of freight and of people.

“Efficiently moving goods and people is critical. With the waning of the mining boom, Australia has to maximise its export competitiveness and we see improved transport efficiency as being vital to economic productivity and growth in the years ahead.”

Mr Christensen said now the Stage One application had been lodged with the Australian Government, the iMOVE bid team would start work on Stage Two of the application, which was a much more detailed process.

“We have to formulate a proposition that contains an in-depth description of our proposed research; our business case; the economic impact of our work and the staffing and governance arrangements we’re going to deploy.

“Once Stage Two has been submitted – and we expect that will be in August – the government will assess the content and then invite the strongest contenders for new CRCs to an interview process.”

Mr Christensen said the bid team faced the risk of being filtered out at Stage One like any of the other applicants, but it had to move forward to Stage Two because of the amount of work involved.

“The amount of work means we have to move ahead almost immediately so we can prepare a highly detailed and exciting program of activities that everyone will want to be involved in once we arrive at the Stage Two submission.”

Mr Christensen said he was strongly optimistic about the bid team’s chance of success.

“The establishment of a CRC is an important step and the whole community of stakeholders in the transport and mobility space have spoken very strongly through this bid of their interest, their support and their commitment to making improvements in the sector.”

The Australian Government is expected to decide which bids will attract funding by the end of 2016 and successful applicants will start operating in 2017.

STAGE ONE APPLICATION LODGED FOR IMOVE CRC

Ian Christensen


ITS SPECIAL FEATURE

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LAWS ALLOW ON-ROAD DRIVERLESS CAR TRIALS IN SOUTH AUSTRALIA

In an Australian first, laws allowing for the on-road trials of driverless cars are now in place in South Australia.

Companies looking to trial technologies on the state’s roads will have to submit plans of the proposed trial and have sufficient insurances to protect the public.

“These laws have received praise from companies at the forefront of this industry (the Intelligent Transport Systems sector), which is estimated to be worth $90 billion dollars within 15 years,” SA Transport and Infrastructure Minister, Stephen Mullighan, said.

“For instance, Google referenced the legislation as a benchmark for other countries to follow due to its design and support of innovative technologies.

“South Australia is now positioned to become a key player in this emerging industry and, by leading the charge, we are opening up countless new opportunities for our businesses and our economy.

“By being the first state in Australia to pass these laws we are sending a very clear message to this industry that South Australia is open for business,” Mr Mullighan said.

Rita Excell from the Australian Driverless Vehicle Initiative said the introduction of the laws came as officials from (ADVI) were in the Netherlands taking part in the European Truck Platooning Challenge.

The challenge, which was to be held on 6 April, involved various brands of automated

trucks driving in columns (platooning), on public roads from several European cities to the Netherlands.

Truck Platooning comprises a number of trucks equipped with state-of-the-art driving support systems closely following each other.

Platooning can improve traffic safety and also helps to reduce costs because the trucks drive close together at a constant speed. This means lower fuel consumption and fewer CO2 emissions.

In addition, platooning goes far beyond the transport sector; automated driving and smart mobility offer opportunities to optimise the labour market, logistics and industry.

The challenge coincided with the European Truck Platooning Conference which was due to be staged on 7 April.

Ms Excell said the Australian Driverless Vehicle Initiative was investigating the benefits of truck platooning.

“There is the potential to deliver significant benefits for the heavy vehicle industry, which cover long distances between communities and other capital cities,” she said.

“Truck platooning could deliver safer and more efficient transport operations and improve traffic flows.

“The laws have paved the way for trials to happen in South Australia and have seen other states follow our lead by beginning to consider the benefits that connected and autonomous technologies could provide.”

The Driverless Cars media conference.

GRANTS PROGRAM DEVELOPS INTELLIGENT TRANSPORT SYSTEMS

The Victorian Government has launched a major initiative to advance the development of intelligent transport systems.

The government has established a $4.5 million Intelligent Transport System (ITS) Transport Technology Grants Program – applications for the grants close on 15 April and successful candidates will be announced in late May.

Companies, industry bodies and other organisations are eligible to apply for a grant to trial projects that support innovation and the development of transport technologies and products that benefit Victoria and the wider Australian community.

State Minister for Roads, Luke Donnellan, said the grants would leverage and explore existing and advanced technologies that had the capabilities to meet current and emerging transport infrastructure demands.

“We’re looking at innovative ways to tackle traffic delays and reduce congestion across Victoria.

“As Victoria’s population continues to grow, it’s vital that we look for more efficient ways to move people around the state.”

Minister Donnellan said the grants would allow VicRoads to work with industry to develop technologies that would: • help reduce traffic congestion and improve

traffic flow; • reduce road crashes; • improve the integration between transport

modes; • improve environmental sustainability; and • improve traveller information to enable the

public to choose alternative transport modes.The grants would also, Mr Donnellan said,

allow industry to undertake research and trials, and provide an opportunity to showcase new technologies and innovation at the 2016 ITS World Congress to be held in Melbourne in October.

Funded as part of the $13.3 million Smarter Journeys package announced in the 2015-16 Victorian Budget, the program will look for trials of technologies that help to reduce congestion and improve traffic flow on the state’s road network.

ITS SPECIAL FEATURE


Transport technologies is one of a number of key sectors identified by the Victorian Government to benefit from a $20 million Sector Growth Program.

The funding, announced on 17 March, coincided with the release of Victoria’s Future Industries – described by State Industry Minister, Lily D’Ambrosio, as a blueprint for driving economic growth and creating new jobs for Victorians in priority sectors.

Minister D’Ambrosio said that collectively, the sectors had the potential to generate up to $70 billion in additional economic output and 400,000 new jobs by 2025.

The $20 million in funding would support the strategies contained within Victoria’s Future Industries.

The sectors primed for growth are:• transport technologies;• construction technologies;• medical technologies and pharmaceuticals; • new energy technologies; • food and fibre; • defence technologies;• international education; and • professional services.

The sectors have been chosen for their potential to deliver major economic growth for Victoria and the capacity to create high-skill, high wage jobs.

Ms D’Ambrosio said there would be two streams of funding under the new Sector Growth Program.

“Stream one provides matching funding of up to $100,000 to scope, plan and investigate growth opportunities. This could include supply chain mapping, opportunity audits or economic impact analysis.

“Stream two provides matching funding of up to $1 million for the implementation of projects that will create new local jobs and increase the global competitiveness of Victorian businesses.

“Examples include projects that invest in shared infrastructure solutions, pilot new technologies or establish consolidated industry capability.

“A consortia of at least three organisations can apply for funding, including a Victorian small to medium sized enterprise – an SME must be part of the consortia,” Ms D’Ambrosio said.

“This requirement promotes collaboration, particularly between research and industry, but also within and across industry sectors.”

Minister Ms D’Ambrosio said the Sector Growth Program was part of the government’s $200 million Future Industries Fund.

She said the progam and the strategies contained in Victoria’s Future Industries blueprint built on two other Future Industries Fund programs – the $5 million Future Industries Manufacturing Program and the $20 million New Energy Jobs Fund.

The sector strategy relating to transport technologies said intelligent transport systems, advanced manufacturing technologies and new energy technologies were transforming transportation in the state.

“Intelligent transport systems can raise system performance, reduce travel times, improve safety and enhance the customer experience,” the strategy said.

“The Victorian Government is trialling high capacity signalling on the Melbourne metropolitan rail network and the use of intelligent transport systems to manage roads and improve transport and logistics routes.

“Autonomous or driverless vehicles will also need to be considered as part of future intelligent transport systems.”

The strategy said transport equipment represented Victoria’s second largest manufacturing industry, employed about 29,000 people and contributed about $3.5 billion annually to the state’s economy.

The sector encompassed the manufacture of trains and rolling stock, buses, trucks, specialty vehicles, aircraft components, passenger vehicles and components and recreational vehicles.

For its part, the transport technology sector spanned design and engineering services, traffic management and intelligent transport systems, and development and application of advanced materials and new energy technologies.

The strategy document contended that pressure to make transportation more efficient and sustainable would increase as the demand for transport grew.

“Increasing government and public recognition of the need for action to reduce climate change is likely to increase demand for lower emissions transport technologies and practices.

“By bringing together and building on our strengths, embracing emerging technologies and looking outward to the global market, Victoria is well placed to capitalise on the growing demand for transport-related products and services.”

VICTORIA’S BLUEPRINT TO ADVANCE TRANSPORT TECHNOLOGIES

Lily D'Ambrosio, Minister for Industry, launching the blueprint at Swinburne University of Technology.

Dr Leonie Walsh, Victorian Government Lead Scientist (left); Lily D'Ambrosio, Minister for Industry; Professor Linda Kristjanson, Vice-Chancellor, Swinburne University of Technology; and Tim Piper, Director, AI Group (Vic).

ITS SPECIAL FEATURE


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• Compact design accommodates impacts at speeds up to 115km/h.• Quad-Beam™ panels provide 30% higher beam strength than thrie

beam.• Even the Flex-Belt nose is reusable after most design impacts.

• Automatic Impact Brakes• Driver 4-point harness & seat support• 5-colour LED VMS board• C-class LED Arrow board with

hydraulic raise/lower mechanism• Optional forward facing LED arrow

board for double-sided applications• Two 5-watt UHF radios

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Attenuator Trucks

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For use on stationary or moving shadow

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lowers unit. • Simple attachment options mount to

standard truck.• Easy inspection and maintenance.

Legendary Safe-Stop protection in a

low-height package• When impacted, the steel support

frame progressively collapses, allowing the aluminium cartridge to crush. This absorbs the errant vehicle’s impacting energy, bringing it to a controlled stop.

Nuisance impact protection and high

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Technical tours, high profile exhibitions and a focus on the next generation of specialists in the intelligent transport systems industry are features of the 2016 ITS World Congress in Melbourne this October.

“The technical tours program will provide delegates to Melbourne 2016 with an ideal opportunity to acquaint themselves with the city and see its showcase facilities,” said Susan Harris, CEO of ITS Australia.

“The Port of Melbourne, Melbourne Airport, Transurban, Yarra and Metro Trams and VicRoads will be hosting events which will provide insights into how the public and private sectors manage passenger and freight transport networks within a smart city environment.

“Leveraging rapidly expanding technologies to improve the liveability of Melbourne and other major cities around the country is critical to our economic advancement and social success,” Ms Harris said.

“It’s great to have ‘sophisticated gadgets to play with’ and it’s even better if they can be used to make a real difference to people’s lives.”

Ms Harris said 80 per cent of the exhibition space at the congress had been sold and ITS Australia was confident the event would provide dynamic exhibitions with a global perspective.

“We’ve had fantastic interest from the Asia-Pacific region; key automotive manufacturers like Toyota and Honda, and leading suppliers including Denzo, NXP Semiconductor, Bosch and IBM are providing significant stands.

“And then there are the Australian leaders like Cohda Wireless which will be demonstrating the latest in connected and automated vehicle technology.”

The speaking program for the congress was, according to Ms Harris, the “focal point” at the moment.

“We’ve confirmed pretty much all our of plenary sessions – we’ll be covering topics like connected and automated vehicles, smart cities, connectivity, big data and mobility of service.

“We’re receiving approaches from across the globe to be engaged in the speaking program. We're fielding a range of calls and emails each day at the moment.

“We’re also working with our global partners; in February we had about 35 colleagues from around the world meet in Melbourne to look at these high level sessions and, over the next month, we’ll be in a position to finalise the speaker line up.

“In March, we also had a meeting in Japan to finalise the technical and scientific papers which have been submitted. I can assure people it’s a really exciting program because there’s competition from big names to be represented.”

The congress program which focuses on tomorrow’s ITS professionals will be in two streams; an ITS Future Innovators Club for young people in the Asia Pacific region and an essay competition for student leaders from Australia’s ITS sector.

The ITS Future Innovators Club features 10 scholarship winners representing nations in the Asia Pacific region – they were announced at the Asia Pacific Forum in Nanjing in April 2015.

The young people selected represent China, Hong Kong, Indonesia, Japan, Korea, Malaysia, New Zealand, Singapore, Taiwan and Thailand.

Ms Harris said with the congress as a platform, the scholarship program would give future ITS innovators access to world leaders and resources to shape the future of transport technology internationally.

THE MANY FACES OF MELBOURNE 2016

“ITS Australia established this scholarship program to recognise student excellence in the Asia Pacific region and to support and encourage student participation at the World Congress.”

Future leaders in Australia’s ITS space have until 15 July to submit their presentations. The initiative is aimed at under graduates and post graduates who are specialising in areas including traffic management, automation and robotics, and human factors in the ITS sector.

“We’re encouraging the students to complement their essays with a short video. We’re really interested to see the creative ways the students enhance their written presentations,” Ms Harris said.

“We’re encouraging the students to take the opportunity to win a free pass to the congress and expenses to offset their travel costs.”

While all eyes will be on Melbourne in October, Brisbane is the venue for two important conferences in May.

The Connected Autonomy in Smart Cities: ITS Summit 2016 will be held on 23-24 May. The event is hosted by ITS Australia in partnership with Queensland Department of Transport and Main Roads.

And immediately following that event, ITS Australia is hosting the National Electronic Tolling Forum (NeTC) on 25-26 May.

Connected and automated vehicles will play a key role in the development of smart cities, according to Ms Harris.

She said vehicles were increasingly becoming connected, with large volumes of data being generated on-board and through road infrastructure.

“Such advancements are expected to play a critical role in safety and congestion, enabling smarter, cleaner transport in Australia’s cities.

“The conference will be a great opportunity to look at developments in this space and the interface between emerging technologies and the infrastructure we have in our transport network.”

The NeTC Industry Forum has grown out of the National Electronic Tolling Committee. It is staged annually and has grown over 11 years to be a key event for Australian tolling industry executives.

At the last conference in Melbourne, delegates attended from Germany, Japan, Netherlands, New Zealand, Norway, Spain, Thailand and the USA.

Susan Harris, CEO of ITS Australia

ITS SPECIAL FEATURE


Community feedback is being sought on the installation of new tolling gantries to replace the tolling system on the Sydney Harbour Bridge.

“The Sydney Harbour Bridge cash booths served an important purpose for many decades, but when the bridge became cashless, it became clear that a better solution could be found,” said New South Wales Minister for Roads, Duncan Gay.

“Our tolling technology is installed within the gantries, so we needed a solution that not only improved traffic flow but was also able to house reliable and modern technology.

“Removing the booths at either end of the bridge will streamline traffic flow through to the Western Distributor and northern CBD, and allow continuation of the bus lane from the Harbour Bridge to York Street.

“The government is committed to preserving the iconic Sydney Harbour Bridge and surrounds while ensuring the critical road corridor remains functional and modern,” Mr Gay said.

Feedback is being sought on one double span and three single span gantries at:• Warringah Freeway north of Mount Street (double span);• Eastern Sydney Harbour Bridge on-ramp from Mount Street;• Western Sydney Harbour Bridge on-ramp from Mount Street; and

• Sydney Harbour Bridge on-ramp from High Street.Minister Gay said following community submissions, a Review of Environmental Factors would be available in coming months. Installation of new gantries at the northern end of the bridge is scheduled by the end of the year.

Roads and Maritime Services has started planning to remove the southern tollbooths with similar community feedback to be called for in coming months.

In addition to the gantry work, Minister Gay said, a contract had been awarded to deliver the new tolling technology for the Sydney Harbour Bridge and Tunnel, replacing the outdated system, which had been in place since 2000.

The $10 million new tolling system contract, awarded to Kapsch TrafficCom Australia Pty Ltd, would deliver the world’s most modern multi-lane, free-flow tolling system for the corridor and would be installed into the new gantries.

To provide feedback visit: www.rms.nsw.gov.au/shb

A new information campaign has been launched to enable commuters to obtain the most efficient use of Perth's rapidly expanding transport network.

The Smart Transport campaign will provide commuters with tips and tools that will enable them to modify their thinking and approach to moving around Perth, based on awareness of the smart transport options available to them.

The campaign combines information from Main Roads WA, the Public Transport Authority and Department of Transport.

Western Australia’s Transport Minister, Dean Nalder, said the initiative would provide commuters with the right information at the right time to help improve their travel experience.

Minister Nalder said the campaign planned to increase awareness of various modes of transport and their routes, the changes under way, and how transport users could interact with those changes.

"As part of the Smart Transport campaign, there will be a central hub of information, with data-driven tips and suburb specific advice.

"We acknowledge the cost of congestion and believe the State Government has an obligation to inform West Australians about transport options and how they can make more informed transport choices.”

Estimates by Infrastructure Australia have found that, without action, the cost of congestion on Australia’s urban roads could rise to more than $50 billion each year by 2031.

"Perth is a growing city,” Mr Nalder said. “There are more vehicles on the network at peak times and people are travelling further. There is more demand on the network and the growth in demand is expected to continue.

"There is no single solution to tackling congestion. By focusing on multiple measures and working together with the community, improvements will be noticeable in traffic flow and reliability."

The Smart Transport campaign has been allocated $1 million from the 2015-16 transport budget of $3.1 billion and will feature on television, radio, out of home, digital and social media.

NEW TOLLING TECHNOLOGY FOR SYDNEY HARBOUR

SMART TRANSPORT TO DRIVE BEHAVIOURAL CHANGE IN PERTH

ITS SPECIAL FEATUREITS SPECIAL FEATURE


ITS INITIATIVES PART OF €16 BILLION FUNDING FOR RESEARCH AND INNOVATION More than €100 million is being invested in technologies and standards for automatic driving by the European Commission during 2016-17 under Horizon 2020 – the EU’s research and innovation funding scheme.

Horizon 2020’s Work Program for 2016-17 carries with it total funding of €16 Billion.

The program supports a range of cross-cutting initiatives: • the modernisation of Europe's manufacturing industry (€1 billion); • technologies and standards for automatic driving (over €100 million); • the Internet of Things (€139 million) to address digitalisation of EU

industries; • Industry 2020 in the Circular Economy (€670 million) to develop strong and

sustainable economies; and • Smart and Sustainable Cities (€232 million) to better integrate

environmental, transport, energy and digital networks in EU's urban environments.

Carlos Moedas, the EC’s Commissioner for Research, Science and Innovation said: "Research and innovation are the engines of Europe's progress and vital to addressing today's new pressing challenges like immigration, climate change, clean energy and healthy societies.

“Over the next two years, €16 billion from Horizon 2020 will support Europe's top scientific efforts, making the difference to citizens' lives."

The Work Program is co-funding two initiatives being undertaken by ERTICO - ITS Europe; the partnership of around 100 companies and institutions involved in the production of Intelligent Transport Systems.

The initiatives are the FOSTER-ROAD project and NOVELOG.The FOSTER-ROAD project supports the European Technology Platform of

ERTRAC (the European Road Transport Research Advisory Council) to create and implement research and innovation strategies for a sustainable and competitive European road transport system.

Linking all relevant stakeholders, it provides consensus-based plans and roadmaps which address key societal, environmental, economic and technological challenges relating to road transport.

The FOSTER-ROAD initiative has collected and monitored relevant projects in the five areas of urban mobility, long distance freight transport, energy and environment, road transport safety and security, and global competitiveness.

Each of the areas constitutes a working group within the project, in which strategic research priorities have been identified and clustered.

Those priorities are enabling the project to develop ERTRAC’s recommendations for the Horizon 2020 Work Program 2016-2017.

And recently, a new working group has been launched on Connectivity and automated driving.

With regard to NOVELOG, urban areas represent the greatest challenges for freight transport and service trips in terms of goods distribution and service allocation performance, and environmental impacts (air emission, traffic congestion, road safety, accidents and noise).

NOVELOG will support the choice of the most applicable solutions for urban freight and service transport. Its overall objectives are to:• understand, assess and capture current needs and trends in Urban

Freight Transport, revealing the reasons for failures in city logistics implementations, and to identify key influencing factors and develop future sustainable urban logistics scenarios.

• enable determination of optimum policies and measures, based on city typologies and objectives, link them to tailored business models and test and validate them.

• develop a modular integrated evaluation framework for city logistics that will portray the complexity of the life cycle of UFT systems and implement the framework to assess the effectiveness of the policies and measures.

• incorporate the best fitting policies and measures in integrated urban planning and SUMPs, at local level, to guide multi-stakeholder cooperation for improved policy making.

• field test, implement and validate all the above, in selected EU cities, demonstrate applicability and sustainability of the tools and ensure the continuity of the impacts by creating and establishing take-up strategies and roadmaps for the best city logistics solutions.

Horizon 2020 was launched at the beginning of 2014. Over seven years, €77 billion is being invested in research and innovation projects to support Europe’s economic competitiveness and extend the frontiers of human knowledge.

The EU research budget is focused mainly on improving everyday life in areas including health, the environment, transport, food and energy.

Research partnerships with the pharmaceutical, aerospace, car and electronics industries also encourage private-sector investment in support of future growth and high-skilled job creation.

ITS SPECIAL FEATURE


The Intelligent Transportation Society of America (ITS America) says safety and mobility in the United States will be transformed by the Obama administration’s $4 billion initiative to accelerate connected vehicle and self-driving car technology.

The initiative announced by US Transportation Secretary, Anthony Foxx, involved $4 billion funding over 10 years for connected and automated vehicle pilot projects that accelerate vehicle safety technologies.

Secretary Foxx said the administration’s proposal was to fund pilot programs to test connected vehicle systems in designated corridors throughout the country, and to work with industry leaders to ensure a common multi-state framework for connected and automated vehicles.

He said the Department of Transport was committing to a number of milestones in 2016.

Within six months, Secretary Foxx said, the National Highway Traffic Safety Administration (NHTSA) would work with industry and other stakeholders to develop guidance on the safe deployment and operation of automated vehicles.

This would provide a common understanding of the performance characteristics necessary for fully automated vehicles and the testing and analysis methods needed to assess them.

Within the same time frame, the administration would work with state partners, the American Association of Motor Vehicle Administrators and other stakeholders to develop a model state policy on automated vehicles that offers a path to consistent national policy.

Secretary Foxx also said the Department of Transportation was removing potential roadblocks to what he called the “integration of innovative, transformational automotive technology” that could significantly improve safety, mobility, and sustainability.

“ITS America applauds Secretary Foxx and the administration for accelerating the adoption of advanced vehicle technologies, such as vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication that will significantly reduce traffic fatalities and injuries, and ensure America continues to lead in automotive and transportation innovation,” said ITS America President and CEO, Regina Hopper.

“Automated and connected vehicle technologies will save thousands of lives each year and bring us closer to our goal of zero deaths on America’s roads.

“Congress took a critical step in the FAST Act to encourage innovation and support the deployment of these and other Intelligent Transportation Systems,” Ms Hopper said.

“This announcement represents the collective commitment of the transportation, technology and highway safety communities to tackle the challenges and harness the opportunities before us to transform safety and mobility in America.”

OBAMA AUTOMATED VEHICLE INITIATIVE WINS PLAUDITS FROM ITS AMERICA

Regina Hopper, ITS America President and CEO

“ITS America applauds Secretary Foxx and the administration for accelerating the adoption of advanced vehicle technologies, such as vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communication that will significantly reduce traffic fatalities and injuries, and ensure America continues to lead in automotive and transportation innovation.”

ITS SPECIAL FEATURE


When Breedon Aggregates decided to replace its asphalt plant at Daviot Quarry, near Inverness in Scotland, it turned to Marini for a modern cost-effective and energy-efficient plant.

A plant capable of satisfying the growing needs of its customers in-and-around Inverness and had the capability of supplying a full range of asphalt mixes to the massive AWPR A9 and A96 dualling projects which would be ongoing over the next 10 years.

Breedon’s technical team spent a lot of time and effort evaluating all the major suppliers of asphalt plants currently offered in the market, visiting several installations in Europe and developing a detailed technical benchmark.

After thorough due diligence Alan Mackenzie, CEO of Breedon Aggregates Scotland, took the decision to purchase two Marini asphalt plants.

The first unit is a Top Tower 3000, 170t/h capacity plant, installed in Inverness. The second is a Top Tower 3000P, 240 t/h capacity plant, to be installed near Aberdeen at Breedon’s flagship Tom’s Forest Quarry.

Marini’s Top Tower design incorporates advanced production technology, drawing on the company’s 70 years’ experience in asphalt plant manufacturing.

There were five key factors influencing Breedon’s decision to select Marini plants:• Each plant is fully integrated, with a

smaller-than-average footprint due to the special drying/filtering tower which is located close to the main screening/mixing tower;

• The machine’s advanced technology enables it to deliver a high-capacity production performance;

• It is easy to use, thanks in particular, to the new Cybertronic control system, and easy to maintain due to the high quality and reliability of the product and its functional design;

• The high-performance dryers optimise the heating exchange in the drum, with a highly efficient burner that ensures the

best fuel combustion and filtration, and insulated devices that achieve maximum energy efficiency; and

• It is specifically designed to optimise the process of aggregate-drying, fume-filtering and dust-recovery, significantly reducing its environmental impact. Another key issue for Breedon was the

potential for using a high proportion of RAP (recycled asphalt) in the plant.

By pre-treating the RAP to control the quality of the old bitumen and the size of the recovered aggregates, whilst taking advantage of the Top Tower’s single RAP feeding line to the dryer, Breedon is able to deliver up to 35 per cent recycled product from the plant.

Last, but not least, Breedon will be able to optimise production costs and augment the plant at any time with various value-added options because of the Top Tower’s modular design, which is capable of incorporating a range of advance technologies.

Breedon Aggregates is the UK’s largest independent aggregates business, employing more than 1,200 people in England and Scotland. In 2014, it produced 1.5 million tonnes of asphalt. Its portfolio includes:• 53 active quarries; • 26 asphalt plants;• 59 ready-mixed concrete plants; and • over 500 million tonnes of mineral

reserves and resources. In a recent transformational move,

Breedon announced it had entered into a conditional agreement to acquire its rival, Hope Construction Materials, for £336 million.

The combination of Breedon and Hope will create the UK’s leading independent producer of cement, concrete and aggregates, and a fully vertically-integrated building materials group.

The acquisition will be a crowning achievement in Breedon’s strategy of organic growth combined with the continuing consolidation of the smaller end of the UK heavyside building materials industry.

MARINI BACK IN THE UNITED KINGDOMTWO ASPHALT PLANTS SOLD TO BREEDON

Pictured above and below: Legenda TOP TOWER 3000 installed in Inverness.

ASPHALT IN FOCUS


Production rates are generally measured in tons per hour (tph). From there, calculate the number of days per week the plant will be in operation to determine the total output.

For example, if a company needs 500,000 tons per year, its plant should produce just short of 42,000 tons each month. If the plant is set up to run three days per week – approximately 13 days per month – for eight hours per day, the operation will need to process 400 tph.

Understanding how much production is critical to determining which size machine is needed.

“Buying equipment that is too large or too small is harmful to production rates. When plants are too small, they become incapable of meeting production goals. If plants are too large, extra costs grow from maintaining a plant that isn’t maximizing its production potential.”

When considering size, it’s important to review business plans, calculate short term growth initiatives and buy a plant sized to allow for that growth while still maximizing efficiencies.

MAINTENANCEEase of maintenance is one of the most critical factors to consider when selecting your portable asphalt recycling plant.

“Processing recycled asphalt pavement (RAP) creates a very, very dirty environment,” Mr Reaver said.

“Producers should seek an asphalt recycling plant that can handle this severe environment. Production numbers are useless if material builds up and shuts down the machine.”

KPI-JCI and Astec Mobile Screens has specifically designed its machines to make maintenance as easy as possible for the producer to avoid a situation where the sticky RAP builds up and shuts down the machine.

“For example, all of the cross members inside our screen boxes are rounded so material doesn’t build up,” said Mr Reaver. “We also use a remote-mounted radiator on our ProSizer 3100 so you can get to both sides easily and clean the radiator.”

The important thing to keep in mind is that producers should really seek equipment that is specifically designed for the existing asphalt environment.

“Many producers attempt to use traditional aggregate equipment for recycling asphalt, and these machines

With the demand for recycled materials increasing, a portable asphalt recycling plant can be an important part of an equipment fleet.

Selecting the right unit will mean optimum production and efficiency for any operation.

According to industry manufacturers, there are three main areas to consider when it comes to selecting the right portable asphalt recycling plant: portability, production and maintenance.

PORTABILITYIt’s critical for contractors to consider

portability and the time involved in setting up the asphalt recycling plant.

“Ease of set-up is extremely important because downtime is incredibly costly for the producer,” said Patrick Reaver, product development manager for KPI-JCI and Astec Mobile Screens.

“You want to be able to move into a jobsite, set-up quickly and begin crushing and screening almost immediately.”

Some plants are very labour intensive and take days to set up, but with fully hydraulic models, it may only take contractors about an hour. This is because hydraulic systems help reduce the need for contractors to use cranes for moving equipment into place.

Contractors also need to consider Department of Main Roads regulations when considering portable asphalt recycling plants.

“Due to the weight of some portable units, contractors transport the hopper feeder separately to meet weight regulations, which requires additional lifting and transporting equipment.

“Hydraulic systems reduce this hassle for contractors. A single operator can remove or install the hopper in minutes, which makes it easy to set up.

"This benefits operations which don’t have lifting equipment and additional workers on site,” said Mr Reaver.

Size also relates to the portability of a unit. “In urban areas, there is likely to be very

little available real estate to devote to the crushing equipment; smaller units which can crush and screen are usually key to operating in these areas. But even operations in rural areas may be constrained similarly and require compact units versus larger, multi-unit setups sometimes seen on jobsites.”

PRODUCTIONFor all jobs, you must have the equipment on hand to meet, if not exceed, the requirements of the job. To understand how much production is needed, a small calculation is carried out.

PRIORITIES FOR SELECTING A PORTABLE ASPHALT RECYCLING PLANT

ASPHALT IN FOCUS


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weren’t designed with RAP in mind,” Mr Reaver said. “When seeking out new equipment, producers should avoid tight, compact machines that can’t be serviced very easily, as well as standard radiator packages that do not offer pre-filtering.”

SCREEN TIMEWith portable asphalt recycling plants, the screening component is one of the most important features. Manufacturers are evolving this feature to take it to the next level of efficiency and production.

“When it comes to recycling asphalt, producers need a very efficient screen so the crusher can do its job.

“The way to be the most efficient and productive is to combine a horizontal shaft impactor with a high frequency screen, and I believe you are seeing more manufacturers turn to the horizontal shaft impactor for their asphalt recycling plants.

“The more efficient you are, the fewer fines you generate and the less coating you

take off the rock, which is key,” Mr Reaver explained. “The goal is to keep the rock still coated in oil and simply break it apart. You don’t want to grind all of the coating off the rock by over-crushing it.”

Adding screening decks also allows efficiency to increase. Reducing the amount of manual work involved in the recycling process significantly improves productivity.

“While it might sound like a simple task, returning material from both decks via a return conveyor can reduce expenses and boost production by as much as 20 per cent.”

The future will likely bring tighter specifications for material, meaning changes will need to be made in screening to continue to meet the necessary tons per hour.

Tighter specifications will likely result in the development of a cross between traditional vibrating screens used today and high frequency screens. Something that allows for higher speeds and increased screen angles to lift efficiency, especially on portable plants.

Further, there is a trend in customers demanding smaller-sized material for RAP.

This demand is being seen because the finer material is flexible in terms of placement and results in a smoother surface. With this, plant technology needs to incorporate additional screen decks so contractors can produce multiple sizes of material.

As customer demand increases for smaller-sized material, manufacturers also need to make adjustments to screen boxes that allow for this without compromising production rates. This means designing larger screen boxes to allow more material to pass through.

Take all of these considerations into account when selecting a portable asphalt recycling plant for any operation, but keep in mind the important feature of reliability.

While there is emphasis on new technology, especially computer-controlled crushing systems, reliability is still the most important thing. It doesn’t matter if the crushing system should be able to do 500 tph; if the computer system fails, it will do zero tons per hour.

ASPHALT IN FOCUS

AbstractLoad associated fatigue cracking is one of the major distress types occurring in flexible pavement systems. The Flexural bending beam fatigue laboratory test has been used for several decades and is considered to be an integral part of the new superpave advanced characterization procedure.

One of the most significant solutions to prolong the fatigue life for an asphaltic mixture is to utilize flexible materials such as rubber.

A laboratory testing program was performed on a conventional and Asphalt Rubber- (AR-) gap-graded mixtures to investigate the impact of added rubber on the mechanical, mechanistic, and economical attributes of asphaltic mixtures.

Strain controlled fatigue tests were conducted according to American Association of State Highway and Transportation Officials (AASHTO) procedures.

The results from the beam fatigue tests indicated the AR-gap-graded mixtures would have much longer fatigue life compared with the reference (conventional) mixtures.

In addition, a mechanistic analysis using 3D-Move software coupled with a

cost analysis study based on the fatigue performance on the two mixtures was performed.

Overall, analysis showed that AR modified asphalt mixtures exhibited significantly lower cost of pavement per 1000 cycles of fatigue life per mile compared to conventional HMA mixture.

IntroductionThe improved performance of AR pavements compared with unmodified bitumen pavements has relatively resulted from improved rheological properties of the modified asphalt binder.

Modified bituminous materials can introduce measurable benefits to highway maintenance and construction divisions, in terms of better performance and longer lasting roads, as well as cost savings in the road service life.

The use of crumb rubber modifications with unmodified asphalt binder seems to enhance the fatigue resistance, as illustrated in a number of studies. What has to be ascertained in practice is the degree of modification of the asphalt mixtures that takes place and its cost effectiveness.

A detailed comparison between AR mixtures and unmodified mixtures is needed to quantify the true cost effectiveness of rubber-modified asphalt mixtures as related to fatigue performance.

Roberts et al. also performed a research study to evaluate the overall pavement performance under accelerated loading of hot mix asphalt mixtures containing powdered rubber modifier (PRM) as compared to similar mixtures with unmodified HMA and to optimize the use of these materials in the pavement structure.

Additionally, the study determined an appropriate structural coefficient (a-value) for use of these materials in the structural design of flexible pavements using the AASHTO design procedure.

The resulting structural coefficient (a-value) for the powdered rubber base was 0.45 compared to 0.40 for an unmodified base course using AC-30. The addition of the powdered rubber increased the cost of the binder by only 10 percent, while increasing its structural coefficient by 12.5 percent.

Another study by Jones et al. included a comprehensive laboratory as well as field accelerated pavement testing experiment

This article is based on extracts from a research paper prepared by Mena I. Souliman and Annie Eifert from the Department of Civil Engineering, the University of Texas at Tyler. The article was first published in March 2016 by Hindawi Publishing Corporation. Highway Engineering Australia has utilised extracts because of space limitations and the complete presentation can be found at http://www.hindawi.com/journals/ace/2016/8647801/

Mechanistic and Economical Characteristics of Asphalt Rubber Mixtures

ASPHALT IN FOCUS


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focused on a comparison of gap-graded, terminal-blend modified binder mixes with gap-graded AR and unmodified HMA mixtures.

The analysis indicated that gap-graded mixes with modified binder and a combination of modified binder and 15 percent recycled rubber will provide superior performance in terms of reflection cracking compared with the half thickness of AR mixture and full thickness of unmodified HMA mixture used in thin overlays on cracked HMA pavements.

ObjectiveThe objective of this study was to assess the impact of added rubber on the mechanical, mechanistic, and economical attributes of asphaltic mixtures.

This paper combines the results of the mechanical fatigue laboratory evaluations with the long-term mechanistic performance as well as the cost of AR mixtures to assess the full benefits of AR mixtures relative to their added costs.

BackgroundIn 2008, a first cooperative effort between Arizona State University (ASU) and the Swedish Road Administration (SRA) took place in testing conventional and Asphalt Rubber-gap-graded mixtures placed on Malmo E6 External Ring Road in Sweden.

In 2009, SRA and ASU undertook another joint effort to test three types of gap-graded mixtures: conventional mixture, Asphalt Rubber-modified mixtures, and polymer modified asphalt mixtures placed on highway E18 between the interchanges Järva Krog and Bergshamra in the Stockholm area of Sweden.

In this paper, only the reference conventional mixture and the Asphalt Rubber (AR) mixtures are compared.

Rice specific gravities for the mixtures were determined. Beam specimens were prepared according to the Strategic Highway Research Program (SHRP) and the American Association of State Highway and Transportation Officials (AASHTO): SHRP M-009 and AASHTO T321-03 (equivalent European test standards are EN12697-24 A to D).

Air voids, thickness, and bulk specific gravities were measured for each test specimen and the samples were stored in plastic bags in preparation for the testing program.

The designated road section within the construction project had three asphalt mixtures: a reference gap-graded mixture (designation: ABS 16 70/100) used as a control, a rubber-modified mixture (designation: GAP 16) that contained

approximately 20 percent ground tire rubber (crumb rubber) and another polymer modified asphalt mixture which is out of the scope of this paper.

Test sections were located at fast lanes on highway E18 between the Järva Krog and Bergshamra interchanges. The Swedish Road Administration provided information stating that the field compaction/air voids for the three mixtures were around three percent.

The original mix designs were done using the Marshall Mix design method. Table 1 shows the reported average aggregate gradations for each mixture.

The insitu mixture properties of the Stockholm pavement test sections are reported in Table 2, which includes % binder

content by mass of the mix, Marshall Percent void content by volume of the mix and maximum theoretical specific gravity of the mixes estimated at ASU laboratories.

The base bitumen used was Pen 70/100 and rubber was called GAP 16. Higher asphalt content for AR mixture was implemented to insure a full coating for both aggregate and the added crumb rubber particles.

The Cost of Variations in Long-Term Performance

The concept of mechanistic-empirical pavement design is a comprehensive approach for the design of pavement layers thickness. A mechanistic approach explains the phenomena caused by physical action.

Table 1: Average aggregate gradations and mixture characteristics, Stockholm highway.

Sieve size (mm)

Reference conventional

AR

Gradation (% passing by mass of each sieve)

22.4 100 100

16 98 98

11.2 65 68

8 38 44

4 23 24

2 21 22

0.063 10.5 7.5

Binder content (%) 5.9 8.7

Air voids (%) 2.6 2.4

Gmm 2.464 2.359

Table 2: Mechanistic fatigue analysis results.

Depth (mm)

Velocity (mph)

Strain (microns)

K1 K2 Nf (cycles) Fatigue ratio

Average fatigue ratio

Reference conventional hot mix asphalt

10016 264

5.0E – 10 4.17

416,926 1.0

1113 194 1,521,577 1.0

20016 135 6,852,999 1.0

113 94 30,372,021 1.0

Asphalt Rubber mixture

10016 301

1.0E – 09 4.37

2,407,806 5.8

5.5113 236 6,968,196 4.6

200 16 154 44,968,613 6.6

113 116 155,041,336 5.0

ASPHALT IN FOCUS


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The course is targeted at: Management, Engineering and Delivery staff involved with the Specification, Administration, Supervision and Operation of Foamed Bitumen Stabilisation.

The course will cover:+ A General Introduction to Stabilisation+ Outline of theory and mechanics of how

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Asphalt plant joint ventureCitywide, a leading provider of infrastructure and environmental services, has entered into a joint venture with Fulton Hogan to operate its North Melbourne Asphalt Plant.

After opening the plant in 2007, Citywide expanded its operations in 2013 to provide a greater asphalt recycling capability.

The joint venture, which took effect in mid-January, involves an equal 50 per cent stake in the plant’s operating assets and business.

It brings to bear Fulton Hogan’s more than 80 years’ experience in roads and infrastructure development, including its ownership of some 50 asphalt plants across the Asia Pacific region.

Citywide’s asphalt plant supplies low carbon, market-ready asphalt products to Victorian infrastructure companies and councils.

Citywide Chief Executive Officer, Chris Campbell, said entering the joint venture with a company of the scale and expertise of Fulton Hogan would enable the organisation to deliver a broader range of innovative asphalt products to more customers.

“It marks an important step in our renewed focus on delivering high-quality products and services for our customers, and doing so consistently and efficiently,” he said.

“By sharing resources and knowledge, and through access to leading-edge technology, it’s an alliance that will enable us to grow our asphalt operations while generating value for our business,” said Mr Campbell.

Fulton Hogan operates a number of sites across New Zealand, Australia and the

South Pacific. Its expertise spans transport, water, energy, mining and land development infrastructure.

Mr Campbell said Fulton Hogan was an excellent joint venture partner for Citywide given the strong alignment from a cultural, safety, and customer-focus perspective, giving rise to the potential for further strategic synergies down the track.

“They bring a strong pedigree when it comes to owning and operating asphalt operations, and we have a shared view of what it means to put the customer first which gives rise to the possibility of exploring further strategic opportunities between our two companies.”

In the pavement thickness design, the phenomena are the stresses, strains, and deflections within a pavement structure and the physical causes are the loads, climatic conditions, and material properties of the pavement structure.

These effects and their physical causes are generally described using a mathematical model. Various mathematical models are used; the most common is the multilayer elastic model.

Along with this mechanistic approach, empirical parameters are used when defining the life of the pavement structure based on the calculated stresses, strains, and deflections.

The relationship between physical effect and pavement failure is correlated by empirically derived equations that

estimate the numbers of loading cycles needed to cause failure. This mechanistic-empirical approach allows the selection of the thicknesses of pavement layers with appropriate materials under specific traffic conditions at the project location. The design criterion is based on the long-term performance of the pavement over the entire design period meeting specific levels of distresses.

Conclusions and RecommendationsThe following observations are drawn:

(i)AR mixtures exhibited significantly lower cost of pavement per 1000 cycles of fatigue life per mile compared to HMA mixtures. On average, the cost of AR pavement per 1000 cycles of fatigue life per

mile was $25 compared to $108 for HMA conventional mixture.

(ii)Within each mixture, thicker pavements (200 mm asphalt concrete) have significantly lower cost of pavement per 1000 cycles of fatigue life per mile compared to thinner pavements (100 mm asphalt concrete).

(iii)Within each mixture, it was noticed that the cost of pavement per 1000 cycles of fatigue life per mile increases by decreasing vehicle speed from 113 km/hr to 16 km/hr.

Given the results of the cost analysis it is recommended that Asphalt Rubber be implemented as a fatigue-resistance layer. The average fatigue ratio of AR mixture was two times that of the reference conventional HMA.

Pictured: Citywide has entered into a joint venture with Fulton Hogan to operate its North Melbourne Asphalt Plant.

ASPHALT IN FOCUS


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Final stages of four-year Hunua 4 projectThe biggest water pipeline project in New

Zealand – the Hunua 4 project – is entering its final stages.

The $376 million project – to construct a water main through the cities of Manukau and Auckland on New Zealand’s north island – commenced in May 2012 and is expected to be completed by the end of 2016.

It involves about 30 kilometres of 1.3 to 1.9 metre diameter steel pipeline traversing Manukau and Auckland cities. It crosses Manukau Harbour, three motorways, three railway lines, a creek and eight streams.

The project is designed to cater for population growth and to increase the security of the water supply to the Auckland region.

Once completed, the pipeline will be able to carry 250,000m³ of water a day, doubling the existing capacity on the Hunua 3 water main which was built between 1977 and 1988.

The lifetime of the Hunua 4 watermain is estimated to exceed 100 years.

The major event of Australia’s stormwater industry, Stormwater 2016, will be held in Surfers Paradise from 29 August to 2 September.

Stormwater Australia, which organises the event, is the advocacy body for the sector and represents stakeholders of the industry at all national forums.

Stormwater Australia promotes an understanding of the roles and responsibilities of organisations and agencies working to improve the management of the natural and built stormwater systems, and also promotes the concept that stormwater is a resource.

According to Stormwater Australia, this year’s conference theme – Rising to the Challenge – had been set to attract the broadest range of perspectives.

It said there were varied challenges facing the industry at a time when policy direction was not always clear.

Those challenges included dealing with, and accommodating a growing population in expanding and consolidating cities, ensuring environmental, amenity and effective management of natural resources, and dealing with a changing climate; all under fiscal constraints.

Stormwater Australia said the conference program had been designed for stormwater industry professionals, including:• Local Government Mangers of Engineering Services, City

Strategy and Development, Planning and Environment and Health;

• Civil and Consulting Engineers;• Drainage Engineers;• Environmental Engineers;• Infrastructure and Asset Officers;• Water Projects and Sustainability Coordinators; and• Catchment Management Officers.

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Educating water professionals in developing water sensitive citiesThe Cooperative Research Centre for Water Sensitive Cities (CRCWSC) is launching a professional development course entitled “Building a strong business case for water sensitive city projects and programs”.

The course is due to commence on 15 April in Perth.The CRCWSC said its aim was to build the capacity of urban water

professionals to assess the costs and benefits of water sensitive city programs, and to influence the process for getting projects off the ground.

This course is the first in the centre’s Innovation Skills Series and is being developed in collaboration with industry stakeholders.

It will build skills and knowledge to successfully develop and gain support for business cases to deliver water sensitive cities’ projects and programs.

Course participants will be informed through a delivery model that incorporates a two-day face-to-face course followed by a longer period of planned work-based learning (two hours per month for three months).

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The Road toRelevant Research

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Crash cushions or Impact Attenuators are an important life-saving device and an integral part of a ‘Safe Systems’ approach to road design.

The Safe Systems approach allows for driver error; reasoning that a small mistake does not deserve fatal consequences.

Early crash cushions consisted of arrays of plastic barrels filled with sand. These were inexpensive, but once impacted, made a mess of broken plastic and sand which was not ideal on a busy motorway.

These were non-redirective, meaning it was possible for a vehicle to plough through the front of the array at an oblique angle and pass behind the system. If you look carefully as you drive in Australian capital cities, you may still see these in service.

Further development yielded the early crash cushions as we know them – crushable cartridges fitted with an external skeleton of steel panels to provide re-directive capability.

Years passed, and more stringent standards were released to drive better performance. The US Transportation Research Board released the NCHRP-350 Report in 1993 and announced a five-year implementation period.

From 1998, all new traffic safety devices, including crash cushions, were to meet this standard of testing and the QuadGuard was born.

The QuadGuard was a quantum leap in crash cushion design. It was easy to install, gave consistently high performance, and was inexpensive.

When impacted, debris was largely kept within the system, making clean-up simple. Additionally, the QuadGuard could be easily repaired on site with standard tools.

After a design impact, the QuadGuard was 85-90 per cent reusable and it became the world’s most widely used crash cushion.

Other systems came to market with a variety of novel ways to dissipate impact energy. Still the QuadGuard with simple, rugged and dependable performance remained the crash cushion of choice for contractors and road authorities.

Several types of crash cushions claim low life-cycle costs and low overall cost of ownership, but still need to be disassembled and reset after even minor impacts. Having workers on the road for emergency repairs can be risky.

What if there was a crash cushion that needed minimal maintenance?

The QuadGuard Elite, available from Ingal Civil Products, could well be the answer to a maintenance manager’s needs.

The QuadGuard Elite is a severe duty, self-restoring crash cushion. After a design impact, it resets to the pre-impact position.

Instead of using crushable cartridges to absorb energy, the QuadGuard Elite uses High Molecular Weight, High Density Polyethylene (HMW/HD-PE) cylinders.

The cylinders return to their original shape once crushed; safely and reliably resetting the system - ready for a second, third or fourth impact.

The reflective-coated Hit Indicator alerts maintenance personnel that the QuadGuard Elite has been impacted. The system may then be evaluated during a drive-by inspection. If no damage is evident, the Hit Indicator can be reset – a 10 second task.

The QuadGuard Elite is available in configurations from 610mm wide to 2285mm wide, and from 70km/h to 120km/h.

It uses the same high-strength fender panels and monorail as the regular QuadGuard, which has proven performance over the last 20 years. This reduces spare parts inventory requirements and keeps refurbishment costs down.

THE EVOLUTION OF CRASH CUSHIONS TO TODAY’S HIGH TECH MODELS

ROAD SAFETY


Further safety reforms to Heavy Vehicle National Law

Several options designed to improve current Heavy Vehicle National Law (HVNL) requirements on executive officers are identified in a Regulatory Impact Statement released by the National Transport Commission.

Chief Executive of the Commission, Paul Retter, said executive officers of corporations played a key role in ensuring their companies operated safely.

“This phase of the reforms sets out options to remove inconsistencies and complexities in the HVNL. This can make it easier for corporations to proactively manage their safety risks and comply with the law.

“Ultimately it is about making our roads safer,” Mr Retter said.

The options are intended to encourage a proactive approach to safety in the heavy vehicle industry without unnecessary red tape. They are part of the second phase of reforms to executive officer liability under the HVNL, following work completed in 2015.

The first phase of reforms introduced a due diligence obligation for executive officers to ensure chain of responsibility parties comply with their primary duty to keep their road transport operations safe. This was agreed to by ministers in November 2015.

The Regulatory Impact Statement (RIS) explores several options to remove inconsistencies and complexities in the HVNL.

The options include the possible extension of executive officer due diligence obligations to additional offences where other parties currently have a duty or obligation under the law.

“We welcome any feedback on these options and any additional information about potential impacts on compliance costs and safety,” said Mr Retter.

Executive officer liability refers to the personal liability imposed on individuals who are concerned with, or who take part in, managing corporations. It makes executive officers responsible for decisions they make that might harm others.

For example, executive officers are responsible for putting processes in place to ensure that loads are adequately restrained and that a driver’s schedule allows for adequate rest.

Submissions in response to the RIS are due by 22 April 2016.

Analysing trends in Victoria’s road toll

“We are all responsible for keeping each other safe on the roads and we urge people to share the road responsibly. A single life lost is one too many.”

The words of Victoria’s Minister for Roads and Road Safety, Luke Donnellan, while releasing the 2015 Victorian Road Trauma Report – a comprehensive analysis of emerging trends and factors relating to road crashes across Victoria.

In 2015, 252 people were killed on Victoria’s roads and at the time Mr Donnellan released the report - 13 March - 70 lives had already been lost, 13 more than the same time last year.

The Minister said Victoria would be looking at one of the worst tolls in recent years if the rate of deaths continued in 2016.

“Already this year far too many people have been killed on our roads. These numbers represent real people who will be missed by their families, friends and colleagues.”

Motorcyclists had become, according to Mr Donnellan, overrepresented in fatalities. Alarmingly, 21 motorcyclists had lost their lives in road crashes, compared to 30 for all of 2015.

Drivers in regional Victoria continued to be overrepresented, with more than 50 per cent of fatalities happening on country roads.

Young drivers aged 18-20 were also at an increased risk of dying on the road. Compared to 2014, 10 more young drivers lost their lives last year along with seven more young passengers aged 16-17. All but one of the

ROAD SAFETY


young passengers died in vehicles driven by drivers aged 17-22.

Mr Donnellan said reducing the number of deaths and serious injury from road trauma was a key priority and the government was investing heavily in road safety initiatives including: • $146 million for the Young Driver Safety

Package; • $100 million for the Safer Cyclists and

Pedestrian Fund;• $2.4 million for phase 2 of the Motorcycle

GLS; and • $1 billion over 10 years for the Safe System

Road Infrastructure Program. The Minister said there was still more

work to be done on the journey Towards Zero initiative.

The Road Trauma Report would inform the government and its road safety partners, as well as the broader community, on areas that needed the greatest focus to achieve the target of fewer than 200 deaths by 2020.

Upgraded intersection improves traffic safety north of Adelaide

A multi-million dollar upgrade of the North East Road and Sudholz Road intersection at Gilles Plains, north of Adelaide, is complete and will help to improve safety for about 73,000 vehicles that use the route daily.

The safety improvements were the result of a $7.7 million investment from the Motor Accident Commission Road Safety Fund.

Traffic travelling along North East Road towards Modbury that wants to turn right onto Sudholz Road has been permanently re-routed into Blacks Road to make the right turn via a newly signalised T-junction.

The aim of the upgrade is to improve the safety record of the busy intersection, with right turns historically causing the majority of crashes.

By redirecting traffic onto Blacks Road, right turns have been removed from North East Road onto Sudholz Road.

In addition, traffic that travels on North East Road towards the city is no longer able to turn right onto Sudholz Road. Traffic is required to use an alternative route, such as a left turn onto Sudholz Road, to use the “car only” U-turn facility installed at the Lyons Road Junction.

The upgrade will help ease traffic congestion.

Traffic in both directions along North East Road now has three lanes to utilise when travelling through the intersection, easing traffic flow during peak times.

Chief Executive Officer of the Motor Accident Commission, Aaron Chia, said the improvements would significantly increase safety at the intersection and support a reduction in the number of serious crashes that occurred.

There is also a new local traffic only link road between Bristol Terrace, Gilles Crescent and Blacks Road service road for vehicles to access The Plains Village Shopping Centre.

Safety improvements at SA black spots

The South Australian Government will fund safety upgrades to five known black spots throughout the state to improve the road network and reduce serious crashes.

Four of the projects, valued at $990,000, will target road safety in regional South Australia.

The first project has started on Reservoir Road and includes five kilometres of shoulder sealing on the outside of curves, west of Myponga.

In another project, hazardous vegetation will be removed along a one kilometre section of the Mount Compass to Goolwa Road, north of Currency Creek.

A 120 metre section of the Mount Barker to Strathalbyn Road will have the shoulder widened, so vehicles travelling north can safely pass a stationary vehicle waiting to turn right into Avenue Road. Safety barriers will also be installed between Albion Drive and East Terrace.

The Noarlunga to Cape Jervis Road will be improved with shoulder sealing and the installation of a 140 metre section of safety barrier, from west of the Cape Jervis Caravan Park to Fishery Beach Road.

The Philip Highway will also be upgraded at the Playford Boulevard and Ashfield Road junctions.

The projects are funded through the 2015-16 State Black Spot Program and are expected to be completed by the end of June.

Pictured below: The safety upgrade of the North East Road intersection with Sudholz Road was flagged as a major infrastructure project under the 'Big Build' banner in June 2013. Image courtesy SA Dept of Planning, Transport & Infrastructure

ROAD SAFETY


The Annual CPEE Student Excellence Awards give recognition to students who have demonstrated excellence in their performance during the academic year whilst undertaking specialist technical post-graduate units offered by the Centre for Pavement Engineering Education and its partner university, the University of Tasmania.

The specialist post-graduate programs, undertaken by Distance Learning mode, are unique in Australia and world-wide.

Qualification outcomes are a Graduate Certificate and Masters of Pavement Technology, plus a Bachelor of Engineering (with Professional Honours) in “Infrastructure Asset Management” and in “Road Engineering and Construction”.

The CPEE student is typically of mature age and currently employed in a related field.

Through these awards, CPEE and – on this occasion the unit sponsor, AustStab – wish to encourage and recognise students who have performed academically at an outstanding level in a particular unit of study.

Eligibility criteria required students to have achieved “distinction” grade level and/or have demonstrated excellence in their development with at least “credit” grade level.

The students must also have shown compelling commitment and outcome, supported in writing by the relevant unit chair.

AustStab as the unit sponsor, was delighted to come on board and provide a monetary amount of $500 per the unit to

accompany the Excellence Award Certificate.AustStab believes education and

collaboration are key pillars to its work. The industry body believes the award represents a terrific opportunity to support CPEE in achieving these objectives.

Leah Fisher, CEO AustStab, and Ray Farrelly, CEO CPEE, were delighted to present James Loney, Durkin Constructions the inaugural award at the Austroads offices with Nick Koukoulas CEO Austroads, a CPEE foundation member, in Sydney on 24 February 2016.

CPEE is committed to educational programs that provide graduates with a good fit to employment requirements in the road industry.

“Insitu Stabilisation” - James Loney

CPEE ANNUAL STUDENT EXCELLENCE AWARDS 2015

Leah Fisher (CEO AustStab), James Loney (Technical Manager Durkin Constructions), Ray Farrelly (CEO CPEE) and Nick Koukoulas (CEO Austroads)

AUSTSTAB NEWS


NSW: ( 02) 4340 0111 VIC: (03) 8339 4063 Nth QLD: (07) 4412 0100 Sth QLD: (07) 3807 7600 WA: (08) 9258 4349 SA: 0409 377 382website: www.stabilisedpavements.com

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Stabilised Pavements of Australia is a leading provider of stabilisation services, profi ling and spray seal operations with a focus on pavement reconstruction and rehabilitation solutions. Our fi eld operations are complimented by an experienced engineering team that can assist in determining suitable pavement treatment solutions that are both economical and environmentally sustainable and are often less disruptive to stakeholders than conventional alternatives.

OUR SERVICES INCLUDE:• Pavement Recycling and

Rehabilitation• Foamed Bitumen Stabilisation• Subgrade Stabilising• Pavement Profi ling• Pavement Design and Testing• Stabilising of Sealed and

Unsealed Hardstands• Mine Access and Haul Roads• Airport Runways and Taxiways• Treatment of Acid Sulphate

Soils, Tar Bound Roads and Contaminated Materials

• Spray Seal • Sustainable Alternatives

For further information, please contact your local regional offi ce. or visit our website.

Society, industry and government are working together in leading a strong drive towards implementing sustainable outcomes within pavement construction, reconstruction and rehabilitation activities.

This approach is resulting in a conscious decrease in environmental impacts across the pavement industry; however, further consideration should be given to the substantive benefits provided by insitu pavement recycling.

Insitu pavement recycling is the process of reclaiming and/or recycling naturally occurring soil or pavement material through the use of a reclaimer/stabiliser and generally the addition of a small volume of binder.

Whilst the obvious benefits of recycling include waste minimisation and minimal use of additional or virgin material, insitu recycling also has a range of direct sustainable benefits that are not all gained through other means of pavement construction, reconstruction or rehabilitation activities.

These benefits include a broad range of sustainable outcomes that are categorised as direct cost, whole of life cycle, environmental and social benefits and are available to all asset owners and their stakeholders.

In relation to sustainable outcomes, some of the key opportunities with regards to pavement reconstruction and rehabilitation can include the following:• limiting virgin material use;• minimising construction waste;• minimising resource extraction impacts;• reducing trucking movements and their

impact on surrounding pavements; • reduced fuel consumption during

construction activities;• reduced CO2 emissions during construction

activities;• financial whole-of-life cycle costing; and• reducing construction duration and

associated social impacts, and loss of amenity.To demonstrate the subsequent benefits

of pavement recycling, it is important to utilise a typical rehabilitation scenario and the associated potential pavement reconstruction alternatives.

CASE STUDYProject Scope: Pavement rehabilitation of existing 220mm granular pavement with spray seal wearing course.Design Inputs: Treatment area of 5000m², design traffic loading of 1x106 ESA, subgrade CBR 2%.

ANALYSIS OF IMPACTSTo review the subsequent impacts of the various treatment options, the project inputs, construction methodology and subsequent costs have been evaluated using industry supplied information respective to the project scope (see Figure 1. above)

PROJECT CONSTRUCTION COSTS AND DURATIONThe following table demonstrates the construction costs for each of the individual options as well as the construction duration.

Option Construction Cost

Construction Duration

1 – Asphalt $88/m2 6 days

2 – Foamed Bitumen

$51/m2 5 days

3 – Granular $108/m2 11 days

In consideration of design life, construction costs in combination with maintenance costs provide an indication of the whole-of-life cycle costings.

The construction duration governs the social impacts associated with such impacts as noise, disruption and loss of amenity throughout the length of the project. Some asset owners place a value on road occupancy costs which increase the need to limit project durations.

MATERIAL USE EFFICIENCYThe efficiency with which materials are utilised in relation to the treatment selection present some of the most significant environmental impacts associated with road construction activities.

It is through the treatment selection process that these impacts can be reduced to ensure the use of virgin materials is minimised, the waste generated is minimised and this is directly related to the ability to recycle existing pavement material (see Figure 2. overleaf).

TRUCKING MOVEMENTSThe trucking movements associated with the treatment selection construction life cycle have a range of impacts relating to the project. These impacts include CO2 emissions, fuel usage and most significantly (especially on low volume traffic roads) loading/damage to surrounding pavements.

Trucking movements are minimised through the reduction of material use and waste generation (see Figure 3. overleaf).

INSITU PAVEMENT RECYCLING MAXIMISING SUSTAINABLE BENEFITS OF PAVEMENT CONSTRUCTION, RECONSTRUCTION AND REHABILITATION

Figure 1. Provisional Pavement Alternatives

Option 1 Option 2 Option 3

Asphalt Pavement Foamed Bitumen Pavement Granular Pavement

40mm Asphalt Wearing Course

180mm Asphalt Base Course

Clay Subgrade with CBR 2%


640mm Granular Material



Bitumen Single Coat Spray Seal

220mm Foamed Bitumen

Stabilisation


STABILISATION FEATURE


CO2 EMISSIONSCO2 emissions, or carbon footprint, is one of the more common ways in which environmental impacts are assessed throughout current society.

The graph above shows the CO2 emissions relating to the three treatment options and has been derived from a ‘cradle to the grave’ analysis primarily encompassing resource extraction and manufacturing, transport activities and construction activities.

SUMMARYWhile there are variances in the significance of the benefits of insitu pavement recycling, it is easily demonstrated that the opportunity to recycle the existing pavement has a direct impact on maximising the opportunities to enact sustainable outcomes.

Insitu pavement recycling, in most cases, results in lower whole-of-life cycle costs, less construction waste, reduced use of virgin

material and lower trucking movements than other forms of construction.

Stabilised Pavements of Australia (SPA) has compiled this study through consultation with industry, suppliers and the use of the Carbon Gauge Greenhouse Assessment Workbook for Road Projects. In addition to undertaking insitu pavement recycling works, SPA is able to provide project specific assessments for clients to evaluate the potential project outcomes in relation to sustainability aspects.

Figure 2.

Figure 3. Figure 4.



FAE Group is offering a range of innovative technologies for road stabilisation, with new developments released to the market.

The STABI H soil stabiliser is the latest model of the FAE range with a unique design making it one of a kind in the industry.

The STABI H features a variable geometry rotor system offering flexibility without compromise.

The stabilisation depth can be controlled whilst maintaining the quality of mixing. The machine can reach a working depth of 50cm, is equipped with FAE rotor technology and can be fitted with a different tooth solution, depending on the application.

A tractor of at least 300HP is required to operate the STABI H. All wearing parts of the machine are interchangeable and produced with wear-resistant steel or have tungsten carbide inserts welded in. Weight

reduction is achieved by the use of structural steel in the frame. Twin cylinders control working depth and the unit features a special

FAE gearbox and cooling system to optimise performance, with drive supplied through a toothed kevlar belt.

Water injection is achieved by the new AIS automatic injection system. With this intelligent system, the operator can control the parameters of the machine using the display in the cabin.

The parameters can be adjusted, such as flow rates or switching nozzles on and off, while the system also offers options for different languages and units of measurement.

Working information can then be downloaded on a USB to record all daily working parameters, with future functionality of GSP data logging.

In terms of maintenance, as with all FAE machines, the STABI H is easy to access and service.

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ROAD STABILIZING / BITUMEN GRINDING / ROCK CRUSHING


Repairing old pipelines under roads and rail corridors can be highly disruptive, expensive and time-consuming if open trench methods are used.

Trenchless methods for repair and relining offer an alternative that can extend the serviceable life of existing, degraded pipelines with minimal disturbance to rail and road traffic, in much less time and at lower cost.

Here are three case studies of works delivered by Abergeldie using techniques from its extensive range of innovative, trenchless products and methods. In all the cases, excavation was not required across the road or rail corridor, delivering savings in cost and time, and avoiding disruption to road/rail traffic.

In-situ Repair by Liner Sleeve

A pair of DN2250 storm water pipes had been damaged during construction of a new roadway above to service development of an industrial estate.

Opening up the newly-constructed roads to replace the damaged pipes below would have caused major disruption to the client’s broader project works. Abergeldie delivered a faster, cheaper option that allowed the new

road to remain open to normal traffic without interruption.

The damaged DN2250 pipelines remained in place and Abergeldie designed, supplied and installed, within them, liner sleeve pipes of a slightly smaller diameter.

The installation methodology involved cleaning the twin DN2250mm storm water pipes before installing three sections of six metre long DN1950mm ribbed PE pipe. PE sheet flaps were welded to cover the step edges between the host pipe and liners. The annulus gap between the existing pipe and the new liner was then grouted.

Rehabilitation of Existing Mains by Structural ReliningAn existing 80m long section of DN225mm pipeline passing diagonally under a main line rail corridor had degraded and needed to be replaced or refurbished.

Open trench works within the rail corridor could not be carried out under live rail traffic conditions and could only be scheduled during weekend rail possession periods. However, other rail maintenance works had been programmed on the same section during all rail possession periods planned for the next several months.

Abergeldie delivered a trenchless solution using its fold-and-form PVC Ex Method system. Ex Method is a trenchless structural lining system manufactured in Australia under factory-controlled quality standards. The liner provides the same strength, durability and long life of a new PVC pipe without the need for costly excavation.

Entry to access chambers is generally not required by personnel during the process of installation. The finished liner is joint-free along its length with smooth transitions at offsets and bends.

The pipeline was first cleared of root masses and then a new PVC liner inserted to form a continuous tube conforming to the shape and alignment of the old pipe, covering all breaks and voids. Abergeldie total time on-site was just five hours. There was no disruption to rail traffic

Repair road crossing conduitThis project involved design and installation of a repair system for a pair of 27m long x 1350 diameter storm water pipes under a major highway.

Open trench methods to replace the pipes would have required staging of works over an extended period, with one or more lanes of the four lane highway closed during each stage.

Abergeldie delivered a repair solution without impact on normal traffic using the highway above the pipeline. The method chosen was a PVC Spiral Wound Pipe with grout injected between the host pipe and the liner.

A specially-designed winding machine was placed at the mouth of each of the pipes to helically wind a PVC profile strip and convert it to a tube conforming to the existing pipe, producing a structural liner.

The winding machine pushes the profile strip down the pipeline as a continuous helix. As the helix strip forms a lining smaller in diameter than the host pipe, the rotating tube “rides over” displaced joints and surface irregularities as it moves along the host pipe.

Other Trenchless SystemsOther trenchless pipe rehabilitation methods offered by Abergeldie include DiaFit expanding spiral lining, SWP Sliplining (SL), fixed diameter spiral lining, UV cured CIPP lining (Enviroliner) and Spray Lining, a new system introduced last year.

The Australasian Society for Trenchless Technology (ASTT) selected Abergeldie Spray Lining for its 2015 Product of The Year Award.

PIPE RENEWALS ON MAJOR ROAD AND RAIL CROSSINGS

Installation of DN1950mm liner into existing deformed DN2250mm pipe.

BEFORE: Steel structure pipe internals showing signs of corrosion and structural deterioration.

AFTER: Twin pipes after rehabilitation by in-situ relining without excavation.

Liner was installed in three sections and welded together in-situ.

TRENCHLESS TECHNOLOGY


� Minimum 50 year design life

� Small site footprint

� Quick return to service

� Pipe diameters ranging from 100mm to 2000mm and above

� Eliminates the need for excavation and surface reinstatement

� Reduced traffic management costs

� Experienced Project Management Team with 3rd party accredited Quality, Environmental and OH&S systems

� Cost effective solutions to suit all requirements

www.abergeldie.com

Regional infrastructure specialistsAbergeldie have been providing Australia’s regional communities with infrastructure for over 20 years

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Trenchless Pipe Rehabilitation Services Cleaning, inspection, repairs and tight-fitting structural liners, with high point load capabilities.

Abergeldie offers a complete solution to commission and maintain pipelines and culverts.

Our cost-effective pipe rehabilitation solutions meet any design specifications, with fast return to service times.

160331 HEA FPC.indd 1 4/04/2016 10:06:32 AM

The one-lane causeway across the flood prone Talbragar River on the Old Mendooran Road near Dubbo was long deemed to be among the most dangerous causeway crossings in the central western areas of New South Wales.

With the old road closed by flood water six to eight times a year on average, it was a weak point for heavy vehicle transport operators, tourists and locals who use this link to the Golden Highway.

Significant issues of aboriginal heritage and fish migration had to be considered throughout the process, as well as managing community expectations.

The $3.2 million project was fully funded by the Dubbo City Council, with $1.76 million for the bridge construction contract and the rest for approach road works.

Rob Flakelar, the Operations Engineer in the Works Services Branch of Dubbo City Council since 2007, explained the safety, environmental, cultural and access challenges associated with the award winning project to build a replacement bridge in his speech to the annual conference of the Institute of Public Works Engineering (NSW), the peak infrastructure body in New South Wales.

The IPWEA Annual Conference is one of two major events for the IPWEA-NSW. The other is the CIVENEX Expo on 18-19 May this year at the Hawkesbury Showgrounds which brings together industry suppliers and participants from across Australia and overseas.

IPWEA CEO, John Roydhouse, said the west-east link export roads between western New South Wales through Dubbo to Newcastle were crucial to the New South Wales economy. The Old Mendooran Bridge had been a weak point in this infrastructure.

Mr Flakelar said the Project also involved eliminating a dangerous curve on the road leading into the one-lane causeway across the Talbragar River "where fast-flowing water levels have often exceeded 250mm depth after rain events”.

He said Newcastle-based Civilbuild was contracted by the council for the design and construction of the bridge which was of three spans, 60 metres long and included bored pier foundations constructed in the river.

"The success of the project has been attributed to an excellent design and planning process, and the ‘efficient, safe and high quality’ bridge construction process that was bolstered by road approach

works being completed in advance and the use of high-quality prefabricated technology," he noted.

Following an extensive planning and consultation process to determine the level of flood protection needed, plus addressing environmental problems, traffic flow and road safety issues, the Dubbo City Council called tenders in 2014.

Design concept considerations included the function of the bridge; the nature of the terrain where the bridge was to be constructed and anchored; the material used to make it; and the funds available to build it.

On 5 February 2015, the new bridge was officially opened to traffic following a six month closure of the river crossing.

Mr Flakelar said the major reasons for the success of the project were the many efficiencies gained by completing pre-construction road works prior to the bridge construction and utilising the latest prefabricated technology.

"The planning process also included the need to determine the flooding protection required at the crossing, and an examination of the various structural options available to meet that requirement.

"During the project concept stage, council considered several options: a concrete arch bridge; large concrete box culverts; corrugated steel arches and pipes; and a low-level precast concrete plank bridge that would require large amounts of excavation on both sides of the Talbragar River."

Mr Flakelar said other construction efficiencies could be attributed to the use of prefabricated components with about 70 per cent of the bridge pre-made and delivered to the site.

"It also ensured greater quality control of the concrete in the factory, resulting in a better outcome for the community," he said.

Old Mendooran Road Bridge needed sensitive handling

Rob Flakelar, Operations Engineer, Dubbo City Council

BRIDGES IN FOCUS


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"Prefabrication created a safer work environment, eliminating the need for scaffolding by using cranes and minimising the time for the contractor's exposure to work at heights. The on-site construction period for the bridge was completed by Civilbuild in 23 weeks between late August 2014 and the end of January 2015."

Mr Flakelar has 35 years experience in the civil construction and maintenance industry, including 27 years in local government. During this time he has delivered major transport infrastructure construction projects at both the operational and project management level.

Dubbo City Council engaged OzArk Environmental and Heritage Management to manage archaeological investigation and salvage excavations in accordance with an Aboriginal Heritage Impact Permit (AHIP).

This identified an area able to be disturbed for road construction, with a 900m footprint identified and taped off on both sides of the northern approach to the river crossing.

An archaeological dig required the removal of the top 200mm of soil in two 100mm layers – with each layer divided into discreet grids for artefact location – to salvage some 974 Aboriginal artefacts dating back 1600 years, 481 of which were removed from the site and transferred to the custody of the Wirrimbah Direct Descendants for use in indigenous cultural education.

As recognition of the Aboriginal heritage at the site, the bridge was named the Gulambula Bridge.

All images courtesy Dubbo City Council.


New bridge focus of Bruce Highway interchangeA six lane bridge is the key feature of a $100 million project on the Bruce Highway at Narangba, 34 kilometres north of Brisbane.

BMD Constructions has been awarded the contract for the project which focuses on a new interchange at Boundary Road.

The bridge will span the Bruce Highway and will feature four through lanes for Boundary Road traffic. It will incorporate a dedicated pedestrian and cycle pathway, and left-slip lanes to provide free flowing access to the highway on-ramps.

Queensland’s Minister for Main Roads and Road Safety, Mark Bailey, said the new interchange would increase capacity and make it easier for motorists to access the Bruce Highway, as well as the residential and retail precincts in the Narangba and North Lakes area.

“The new four-span bridge will be constructed north of the existing overpass, helping to reduce disruptions to Boundary Road traffic during construction,” Mr Bailey said.

“The upgrade includes the installation of two signalised intersections at the new exit and entry ramps, as well as improved bridge clearance to avoid the need for high loads detouring on other roads.”

More than 160 jobs will be supported during the life of this project and major construction is scheduled to start before the end of the financial year.

Once completed, the interchange upgrade will help to meet increasing traffic volumes on the Bruce Highway. It will accommodate future eight-laning of the key transport artery.

The project is jointly funded with the Australian Government committing up to $80.3 million and the Queensland Government contributing $20.1 million.

Major overhaul for Merivale Bridge

The Merivale Bridge connecting South Brisbane to Roma Street station is set for its first major overhaul since opening in 1978.

The landmark bridge will be refurbished to extend its life and ensure the critical infrastructure link, connecting Brisbane’s southern suburbs to the CBD, can be maintained into the future.

It is one of Brisbane’s most recognised structures, spanning 130 metres across the Brisbane River from Roma Street to South Brisbane, and is the only rail link between the city’s north and south.

The bridge allows thousands of rail commuters from Brisbane’s southern suburbs to travel to the city every day with more than 420 trains running across the bridge each week day.

The overhaul will involve works to prolong the life of the bridge’s steel components including decks, cables and arches.

As part of the project, the bridge’s current wooden sleepers, which have been required to be replaced every 10-20 years, will be replaced with new composite sleepers which can last up to 50 years.

The composite sleepers have been used on Japanese and European railway bridges for the past 15 years and their durability significantly reduces the time required to be spent on maintenance.

Crews will also undertake extensive cleaning and painting to maintain and extend the life of the bridge’s steel components – the first time the bridge has been repainted.

A permanent gantry, stair access and a walk way will be constructed on the bridge, to provide Queensland Rail with improved access for future maintenance.

Queensland’s Minister for Transport, Stirling Hinchliffe, said in order for the project to be completed safely, scaffolding had been delivered to the site via a barge and temporarily erected around the bridge.

Mr Hinchliffe said the upgrade would ensure the bridge’s iconic status.

“Brisbane locals who love the bridge design can be assured the overhaul is only about replacing and upgrading the structure, not changing the look of the bridge or the design with the shallow steel-frame structure and suspended steel wire remaining a feature.”

The bridge will remain operational, without disruptions to train services for the majority of the project. Some scheduled track closures will be required and customers will be informed ahead of time.

The project is expected to be completed by May 2018.

New bridge to safeguard Bruce Highway in times of flood

Construction of a bridge over Yellow Gin Creek on the Bruce Highway south of Ayr reached a milestone in the first week of March with work starting on placing 90 deck units on the spans of the new structure.

It was due to take about four weeks to place the units on the 120 metre-long bridge.

Once completed, the new structure will improve the highway's ability to remain open during flooding.

The bridge is expected to be completed in late 2016 and will make the Bruce Highway safer and more dependable for industry, tourists and local traffic.

Yellow Gin Creek is one of the key flood crossings being upgraded on the Bruce Highway to improve reliability, safety and connectivity between Cairns and Mackay.

BRIDGES IN FOCUS


The upgrade is part of an $8.5 billion commitment by the Australian and Queensland Governments over the next decade to fix the highway.

The works also involve improving approaches to the bridge and providing a new, safer intersection at Beachmount Road.

When the project is complete, more than 3000 vehicles a day – almost a quarter of which are heavy vehicles carrying regional and interstate freight – will benefit from the improved conditions.

New Perth bridge and busway to deliver travel time savingsConstruction is about to begin on the dedicated Charles Street bus bridge and busway, which will deliver significant travel time savings to thousands of Perth commuters.

Construction company, York Civil, has been awarded the contract to design and build the projects at a cost of $32 million. Main Roads WA is delivering the project on behalf of the Public Transport Authority.

The bridge and busway will be built from the current James Street bus bridge over the Graham Farmer Freeway to Charles Street – bus lanes will be built along Charles Street to Violet Street.

Key features of the project include the James Street exit from Mitchell Freeway relocating to Roe Street to ease the burden on the James and Fitzgerald Streets intersection, and the Cleaver and Newcastle Streets intersections being modified to allow buses access to Cleaver Street.

The project will result in more than 1,000 buses a day being removed from James and Fitzgerald Streets in Northbridge, alleviating traffic congestion and improving local amenity and access.

Northern suburbs passengers commuting to the CBD could have their journey times reduced by up to six minutes during peak times. About 16,000 passengers a day will travel over the bridge and busway.

The project will create about 50 to 60 new jobs and is scheduled for completion early in 2017.

Second Murray River crossing approved under EEA

Victoria’s Minister for Planning, Richard Wynne, has approved the Echuca-Moama Bridge project under the Environment Effects Act – the next step in delivering a second Murray River crossing for northern Victoria.

The approval allows VicRoads and New South Wales Roads and Maritime Services to develop the preferred mid-west option for the bridge route, which will connect the Murray Valley Highway at Echuca with the Cobb Highway in Moama.

Mr Wynne approved the EES after a thorough assessment, which examined potential environmental effects and how to mitigate impacts on surrounding land throughout construction.

“This is a state-significant project which required an environmental effects statement to make sure all impacts were properly considered and the community was properly consulted.”

The EES was advertised and offered the chance for the public to make submissions and attend public hearings between August and November 2015.

Minister Wynne said the preferred alignment required minimal land acquisition because it was predominately on Crown land, and was determined not to have any significant impact on native species in the area.

Construction along the preferred alignment would also reduce the amount of excavation needed compared to other options and would include new off-road pathways, noise walls and lighting.

Conditions within the approval include the need for an independent bridge design review through the Victorian and NSW government architects.

Environmental measures include reducing noise and visual impacts, any biodiversity and habitat losses, making landscaping improvements and managing Aboriginal cultural heritage.

Upgrade for key bridge in Melbourne’s north eastThe Warrandyte Bridge – about 25 kilometres north east of Melbourne – is being upgraded to reduce congestion and improve the ability of local residents to evacuate the area during emergencies.

More than $5 million has been allocated to widen the bridge to three lanes and build a new pedestrian path across the Yarra River.

Two of the lanes will be for southbound traffic travelling from North Warrandyte to Warrandyte and the existing footpaths on either side of the bridge will be removed and replaced with a footpath on one side of the bridge.

Improvements will also be made to accommodate an extra lane of traffic from the bridge at the Yarra Street and Warrandyte-Ringwood Road roundabout.

Traffic lights will be installed at a wider Kangaroo Ground-Warrandyte Road and Research-Warrandyte Road intersection.

Drivers travelling across the existing bridge on Kangaroo Ground-Warrandyte Road regularly experience significant traffic congestion and long delays.

According to traffic modelling data, approximately 2,500 vehicles per hour would potentially travel southbound across the bridge during an emergency evacuation compared to the current 1,100 vehicles per hour during a typical morning peak.

The works will take place either side of the fire danger season. They were expected to start in April and to be completed by the end of 2017.

The Iron Bridge the provides the current road connection between Echuca and Moama was completed in 1878. The rail bridge (on the far side of the iron bridge) was built in 1989.

BRIDGES IN FOCUS


A high-precision lift on the NZ$28 million Onehunga Foreshore Restoration Project has won Fulton Hogan the Project of the Year and People’s Choice awards at the NZ Annual Crane Association Conference Awards.

The project is the largest foreshore reclamation of its kind in New Zealand and involved the redevelopment of 6.8 hectares of parkland and amenities, and building a new pedestrian and cycle bridge linking the new foreshore to Onehunga Bay Reserve near Auckland.

Fulton Hogan Project Engineer, Nariman Benzadi, said the bridge lift was complex from both a logistics and engineering perspective.

“The bridge structure weighs 118 tonnes and is 80 metres long, which posed a challenge for Fulton Hogan to bring it to the site through Auckland’s motorway network,” Mr Benzadi said.

New Zealand Crane’s 450 tonne mobile crane was used to complete the bridge lift.

By carefully scheduling the lift at night along a pre-surveyed route, Fulton Hogan managed to get the crane in place and complete the lift within seven hours, four hours ahead of schedule.

“To achieve the lift in the short timeframe, we completed structural modelling on the bridge, which allowed for assessment of the bridge’s deformation during the lift. This reduced the potential for error or unexpected complications,” said Mr Benzadi.

Pictured left: New Zealand Crane’s 450 tonne mobile crane was used to complete the award-winning bridge lift. Image courtesy Fulton Hogan

Recognition for Fulton Hogan for new bridge and foreshore development

BRIDGES IN FOCUS


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