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ROADS APRIL/MAY 2012 1
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There is a strong consensus between Australia’s policymakers, the business community and the public about the need for more (and better) infrastructure.
The public debate is increasingly focussed on two broad themes; Australia’s declining productivity and growing ‘cost of living’ pressures that are impacting households and businesses. The focus on these themes is fundamental to Australia’s global competitiveness; however these themes are really a discussion of the symptoms, rather than the lack of infrastructure investment and inefficient utilisation of existing infrastructure that is causing these impacts. In short, the broad consensus about the need for infrastructure solutions has yet to mature into an honest public debate about the difficult reforms that are available to solve these challenges.
In the roads sector, the need for meaningful and sustained investment and better regulation is fast becoming acute. Already, road network congestion costs the national
economy more than $10 billion per annum. Figure one, below, shows the cost per kilometre of congestion in Australia’s capital cities. Without substantial investment and reform, recurrent avoidable congestion costs are expected to exceed $20 billion by the end of this decade. (See Figure 1)
The case for reform toward an efficient transport market is unequivocal, particularly when current impacts are considered in the context of rapidly growing demand drivers.
Figure X, below, shows IPA’s modelling of national population growth to 2050. Our research finds that Australia’s population will reach 37.8 million people over the coming four decades. More people will naturally place much greater demands on Australia’s transport networks. After all, more people will mean more freight, more journey-to-work demands and a greater call on Australia’s road and rail networks. (See Figure 2)
IPA’s research finds that the national freight task will double by the end of the present
Australia needs a more honest debate about how it can close the gaps in its transport infrastructure and underpin national productivity, including a real discussion about developing a rational transport market, argues Infrastructure Partnerships Australia’s chief executive, brendan Lyon.
Figure 1: Average unit cost of congestion for Australian metropolitan centres, current and projected
Figure 2: Figure Australia’s population growth, 1850 – 2051
Forecasts (IBISWorld)2005 2020
Source: Bureau of Infrastructure, Transport & Regional Economic, Working Paper 71, 2007
Figure 1
Uni
t C
ost
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/km
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decade; and will triple to more than 1,540 billion tonne kilometres by 2050. Figure X, below, shows the forecast growth across both bulk and non-bulk freight. (See Figure 3)
The growth in the broader freight task will also place a much greater call on Australia’s road network. Figure X, below, shows that the tripling in the freight task will have a corollary tripling in demand on the nation’s roads. The Federal Government anticipates that the tripling of the freight task will be accompanied by an even greater growth in the passenger task, with an expected four-fold increase in demand for passenger transport over the same period. (See Figure 4)
The substantial growth in the nation’s passenger and freight transport task will demand significant and sustained investment in new network capacity. Figure X below shows IPA’s estimates of transport infrastructure investment requirements to 2050. Our research finds that Australia will need to fund at least a quadrupling of current
Source: Urban Transport Challenge: Driving reform on Sydney’s roads, Infrastructure Partnerships Australia, 2009
Year ended June
Figure 2
Developing a rational transport market
Photo courtesy of transurban
ROADS APRIL/MAY 2012 3
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investment levels to more than $64 billion per annum by 2050, if we are to maintain current levels of capacity and productivity across the transport network. (See Figure 5.)
As with any capacity constraint, there are two fundamental responses; adding capacity and/or managing demand. Historically, Australia’s response has been limited to the supply side of the transport equation, with new road capacity added to deal with increased demand. But the sheer scale of the challenge and the inability to efficiently add supply to high demand areas, such as Australia’s capital cities and major freight corridors, will logically drive reform toward a rational market for transport.
In 2010, Infrastructure Partnerships Australia issued a major discussion paper examining the role that rational road pricing could play in addressing our transport infrastructure challenges. Our paper put forward a model that would remove the array of often inconsistent, inefficient and invisible road user charges, such as vehicle registration, licensing and the fuel surcharge; replacing them with a tiered charging scheme based on the time, location and distance travelled by a vehicle.
Our modelling found that the abolition of all existing road user imposts in favour of a transparent road pricing scheme – including a modest increase in the average cost per kilometre – could liberate up to $10.8 billion each year for investment in transport infrastructure.
In a structural sense, this kind of model is far from revolutionary. Australia has already largely reformed its other network infrastructure markets such as water, electricity and gas to reflect actual cost of use. But we also recognise that this kind of change would make the cost of use of the road network visible to motorists and represents a substantial change to the status quo. Australians pay an estimated $22.8 billion each year in road-related fees and charges.
Under a rational model, prices could be set at a level that achieves revenue neutrality once existing road taxes and charges are removed; or at a level which increases revenue to allow expanded investment in the maintenance and construction of projects that promote a sustainable transport system, including road, rail and public transport.
By providing better price signals that reflect users own impacts on the network, a rational pricing model presents a substantial opportunity to address the demand side of the transport equation and create the framework of an efficient broader transport market.
The first and most important step is in beginning a reasoned and mature public debate about the relative merits of a national road pricing scheme – and its potential to change the way Australia funds and manages its transport infrastructure.
Australia’s policymakers will have to engage in a much better informed and honest public debate about the options and trade-offs; there is no pot of gold at the end of the budget rainbow. New investment is critical but it is only half the solution. Rational road pricing will provide new capacity to fund projects, but also drive better utilisation of existing road assets.
Infrastructure Australia articulated the challenge facing policymakers in its most recent report to COAG:
“As a country…we are reluctant to increase government debt…baulk at raising taxes…are uncomfortable with the user pays concept and against selling assets and using the proceeds to fund other infrastructure….yet we are concerned about congestion, water, electricity and telecommunications.
“There is a profound disconnect here.” Creation of an efficient transport market, including a rational road
pricing scheme is a real option to make meaningful inroads into Australia’s transport challenges. We need to see Australia’s governments, business leaders and the community engage with the concept so that we can begin a real debate about Australia’s transport future.
the first and most important step is in beginning a reasoned and mature public debate about the relative merits of a national road pricing scheme – and its potential to change the way Australia funds and manages its transport infrastructure.
Source: Meeting the 2050 Freight Challenge, Infrastructure Partnerships Australia, 2008
Figure 3: Australia’s domestic freight task, bulk and non-bulk,1961–2050
Source: Urban transport challenge: Driving reform on Sydney’s roads, Infrastructure Partnerships Australia, 2009
Figure 4: Growth in Australian road freight, 1960-2051
Figure 5: Transport infrastructure investment, 1985-2050
Bulk Non-Bulk
Bill
ion
Tonn
e –
Kilo
met
res
1960
2055
2050
2045
2040
2035
2030
2025
2020
2015
2010
2005
2000
1995
1990
1985
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1975
1970
1965
1400
0
200
400
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1000
1200
650
Tonn
e-km
s (b
illio
n)
0
1960
2050
2045
2040
2035
2030
2025
2020
2015
2010
2005
2000
1995
1990
1985
1980
1975
1970
1965
600
550
500
50
100
450
400
350
300
250
200
150
1985
Cap
ital e
xpen
ditu
re, $
bill
ion
(F20
08 p
rice
s)
0
10
20
30
40
50
60
70
1990
1995
2000
2005
2010
2015
2020
2025
2030
2035
2040
2045
2050
Source: Meeting the 2050 Freight Challenge, Infrastructure Partnerships Australia, 2008
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Federal Transport Minister, Anthony Albanese, has used speeches to key industry associations to reinforce the government’s commitment to creating national regulators for the road, rail and maritime sectors, and its focus on reducing congestion.
Mr Albanese told the Australian Logistics Council Forum on March 29 that it was hard to overstate the importance of the decision to create single national regulators for the road, rail and maritime sectors from 1 January 2013.
He said it would cut the number of transport regulators across Australia from 23 to three.
“It is indeed the most important microeconomic reform to the transport sector since Federation; one that has been considered but never secured by generations of transport ministers.
“It will mean an end to the various and inconsistent state-by-state regulatory arrangements which have frustrated operators, stifled efficiency and acted as a handbrake on productivity. This change alone will boost national income by $30 billion over the next 20 years.”
Mr Albanese told the forum that reforming regulation was part of the answer, but it needed to be backed by smart planning. He said that was where the National Ports Strategy and the National Land Freight Strategy came into play.
“Both strategies are important steps towards a seamless national land freight system. The ultimate goal is one national integrated system that identifies existing and future roads, rail lines, intermodal terminals, ports and airports, all linking together, seamlessly.
“As a government and an industry, we’ve got to get this right,” Mr Albanese said.
He said since the launch of the draft National Freight Strategy last year, the government had received 75 submissions which it was working through.
Mr Albanese said a successful land strategy was nothing without seamless integration at the nation’s ports — facilities that connected Australia with the world.
“Almost all our exports and imports flow through our sea ports. Our National Ports Strategy addresses the need for much better long term planning while acknowledging the strategic connections between ports, transport corridors and shipping channels. The strategy will be considered by COAG shortly.”
Mr Albanese said logistic solutions were like a Swiss clock, all parts must work perfectly and in unison.
“It’s a great metaphor for the work of the Australia Logistics Council — a national, cross-modal body, bringing together different parties to focus on improving the entire system. Government policy is the same — each of our reforms must link in with our investments to produce better outcomes.”
Image courtesy of abc.net.au
On March 14, Mr Albanese addressed the Bus Industry Confederation Annual Dinner and told them congestion was one of the greatest hand-brakes to Australia’s national productivity.
“That means reducing the hours Australians spend behind the wheel of a car goes to the core our decision-making. It points more than ever to the need for high-quality public transport that is so reliable, so frequent and so affordable that it becomes a far better choice than reversing the car from the garage.”
Mr Albanese said this saturation and even downward trend in travel was not happening just in Australia. He said a report by the Bureau of Infrastructure, Transport and Regional Economics Traffic Growth: Modelling a Global Phenomenon, analysed 25 countries and revealed declines in kilometres travelled per person in many of them including France, the United States, New Zealand and Italy.
“Buses are uniquely suited to help ease congestion. You are the work horses of the public transport network. Figures, also from BITRE, show that people are taking to buses like never before.
“In 2010, Australians travelled more than six billion kilometres in buses and the trend is increasing. Your own report Moving People — Across Australia highlights that the coach sector contributes more than $5 billion to the Australian economy and supports almost 16 million nights of tourism.
“In the last five years, Australia has produced $3 billion worth of buses,” Mr Albanese said.
The minister said one of the interesting things the confederation had highlighted in its report was that buses provided an alternative to car travel, and also took up less space on the road.
“This is best highlighted by the often quoted fact that a single bus lane on the Sydney Harbour Bridge carries more people than all the other lanes combined. One bus can remove on average 50 cars from our roads.”
Mr Albanese said the government had committed to at least one major public transport project in every mainland state — in Queensland there were two.
“Such improvements free up our roads from congestion making people’s daily lives easier, and giving them more time with their family, friends and at their workplace.”
Mr Albanese said keeping Australia’s communities connected across vast distances in the face of climate change and population pressures was not easy. He said through the Bus Industry Confederation the industry sector had a strong and articulate voice representing its interests.
“They are also the interests of the Australian people who need and deserve a first class network connecting us within cities, between cities and all the towns along the way.”
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ROADS APRIL/MAY 2012 7
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The rapidly increasing concern with climate change has led to a marked increase in the number of organisations seeking to understand their carbon footprint and the road construction industry is no different.
Historically, road agencies have developed their own greenhouse tools to suit local conditions; however, these tools do not allow for the benchmarking of road projects across the jurisdictions due to variations in the scope and methodologies applied.
Recognising the value of having a consistent approach across all jurisdictions, the Australian and New Zealand road agencies have jointly funded a project to develop a common approach to the assessment of greenhouse gas emissions associated with the design, construction and operation of a road project.
The final product is the joint effort of six road agencies:• Road Maritime Services New South Wales; • New Zealand Transport Authority: • Department of Planning, Transport and Infrastructure South
Australia;• Department of Infrastructure, Energy and Resources Tasmania;• Main Roads Western Australia; and • VicRoads, Victoria).
It is anticipated the product will be utilised by all road agencies across Australia.
The project has involved two discrete stages:• The development of a workbook to document the emission factors
utilised and the assumptions made to develop a standardised approach for a suite of standard pavement designs over the whole- of-life of a road project; and
• The development of a user friendly calculator known as Carbon Gauge® to identify emissions associated with each stage in the life of a road considered to generate materially significant amounts of greenhouse gas emissions, namely construction, maintenance and operation (street lights and traffic lights).Simon Renton, Project Manager of the initiative, said the approach
adopted by the Australian and New Zealand road agencies is unique.Mr Renton, Senior Engineer Environmental Sustainability with
VicRoads, said that for the first time, proponents can assess the whole of life emissions associated with a particular road construction project.
A review of overseas literature identified a variety of greenhouse calculators available in the market or as propriety products for internal use by specific organisations. However, these calculators were limited to the construction stage of a project. The UK Highway Agency had
adopted an alternative approach based on materials and fuels used in construction and maintenance activities undertaken in any one year, but it did not enable whole-of-life emissions for a specific project.
Calculating the Greenhouse Footprint of Roads
“With increasing demand in Australia and New Zealand for emissions over the whole-of-life of a project to be estimated for use in project approvals and/or Environmental Impact Statements, there was a clear need for a different approach,” Mr Renton said.
“There was also an incentive to adopt a standard model to avoid duplication of effort from agencies, contractors and suppliers and to provide a more consistent platform for benchmarking.
“The result is a consistent and transparent approach to estimating greenhouse gas emissions over the fifty-year life of any single road project.”
The approach adopted also follows the philosophy of the National Greenhouse and Energy Reporting Act for determining materiality.
The workbook identifies that the design phase of road construction is not material and is therefore excluded from the subsequent calculator.
Mr Renton said while it was widely acknowledged that decisions made in the design process (i.e. the alignment, gradients and materials or equipment selected) can have a significant impact on the greenhouse gas emissions from the road during its life, the actual emissions associated with producing the design are not materially significant. Similarly, the emissions associated with decommissioning a road are not included, as roads are rarely decommissioned.
“The workbook and the calculator do not address emissions from the use of vehicles on the road as other tools and processes exist to do this,” Mr Renton said.
“However, this emission source is able to be considered and included as an input. Over the 50-year life of a road, vehicle emissions are estimated to be the largest source of emissions representing in excess of 90% of the total emission footprint.”
The workbook is available through the agency websites. In addition, the Carbon Gauge® Calculator is being investigated for its suitability to become a web-based online tool, which will ensure its ongoing integrity and avoid obsolete versions being used by interested stakeholders.
This will also enable capture of information for benchmarking purposes with the potential for setting targets for road construction projects into the future.
For further information contact the road authority within each State or the New Zealand Transport Authority. The designated contacts are:Robert Mitchell NZTA, NZ [email protected] Welsh DPTI, SA [email protected] Lambous RMS, NSW [email protected] Bettini Main Roads, WA [email protected] Shaw DIER, Tas [email protected] Renton VicRoads, Vic [email protected]
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Roads covered by first ratingscheme for sustainable infrastructure Australia’s first rating scheme for sustainable infrastructure projects can be applied to a broad range of infrastructure types including roads and bridges, ports, harbours and airports, energy infrastructure, water storage and supply, communication transmission and distribution.
The Infrastructure Sustainability Rating scheme has been launched by the Australian Green Infrastructure Council and comprises a rating tool, assessment process and education and training programs. It measures the sustainability of infrastructure projects across the triple bottom line of economic, environmental and social criteria.
AGIC’s Technical Director, Rick Walters, said during a speech to launch the scheme that the council’s engagement with the infrastructure sector had told it that sustainability was starting to be recognised, but people didn’t know exactly what it was.
Mr Walters said wanted the scheme but struggled to describe it in frameworks, specifications and tenders. As a result, many infrastructure developers were “doing their own thing creating inefficiencies across the industry”.
He said the sector often operated in silos and didn’t consider the full infrastructure lifecycle, from planning and design, through construction to operation and finally decommissioning or adaptation.
Mr Walters said when AGIC was formed in 2008 such issues were becoming more and more evident and the business case was crystallising. He said it was time for the infrastructure industry to at least “do its bit” or “lead the way to help Australia become more sustainable.
AGIC commenced creating the scheme with a stakeholder workshop in 2008 where it developed the initial framework. During that year the council appointed a Project Manager, and with initial funding from the New South Wales Government developed the Climate Change Adaptation category in 2010.
In September 2010 the council received more funding and started further tool development. It engaged category authors to develop the content of each of the categories and also engaged peer reviewers and a global review panel.
By mid-2011, a draft tool was produced ready for initial piloting and two rounds of trials were undertaken between August and December last year. Altogether, 16 projects have been involved in pilot trials – representing a range of infrastructure types, locations, phases and sizes.
The Infrastructure Sustainability Rating Scheme is a voluntary sustainability rating scheme incorporating a rating tool. There are 15 categories across 6 broad themes ranging from environmental issues such as energy and carbon, to social issues such as stakeholder participation, to management issues such as procurement and purchasing.
There is a process for assessment, independent verification and certification. Mr Walters said while projects or assets could use the tool for self-assessment, they must seek a certified rating from AGIC to gain the right to publicly advertise their rating performance. Importantly, he said, the scheme covered the infrastructure lifecycle, from project to operating asset.
Mr Walters the council offered three rating types:• A Design rating awarded at the end of the design process which
assessed the sustainability of the design and the planning for construction. This is an
• ’Interim’ rating and must be replaced by an As Built rating after construction.
• An As Built rating which assessed the design, the measured sustainability performance during construction and what was built into the infrastructure asset.This rating may be awarded after practical completion of the project.And an Operation rating based on the measured sustainability
performance of the operating infrastructure asset. Both new projects and existing infrastructure assets are eligible to apply for an Operation rating.
Mr Walters said the scheme used a system of three benchmark levels for each credit providing a “first step in the sustainability journey for some, while also rewarding those who lead the industry”.
“IS is designed to be practical; it uses industry language, and it aligns to industry and government processes and requirements. Our Technical Manual provides guidance, and AGIC provides support throughout the assessment process,” he said.
Mr Walters said the council believed the scheme provided a range of benefits, including a common national language for sustainability in infrastructure; support for tendering processes; risk and cost reduction; resource efficiency and waste reduction’; innovation and continuous improvement; and reputation building.
He said in the longer term, the council looked forward to sustainability being understood as more than just carbon, water and waste.
Mr Walters said the council anticipated the long term view becoming the primary focus of decision making – using approaches like lifecycle analysis, whole of life costing and valuing externalities to make the future count.
He said AGIC also looked forward to • The whole industry increasingly working together – designers,
constructors, operators, owners, supply chains, and customers – and the community as partners.
• Infrastructure projects being welcomed by communities because of the benefits
• They bring and the open participation they welcome. This resulting in approvals
• Being streamlined and a social licence to operate being granted.• Lower costs – in tendering, design, approvals, and lifecycle.• Better value – tenderers competing on an holistic sustainability basis,
not just cost.• Better environmental protection – moving to enhance and restore
GHG reduction efforts, saving water and other resources.• And greater social benefits – through stakeholder project input,
enhancing• livability, causing less disruption, and creating long term legacies.
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12 ROADS APRIL/MAY 2012
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Airport Link impact on Leighton’s result
A downturn in the financial performance of Airport Link (APL) has been identified by Leighton Holdings Limited during the latest quarterly reviews of its operating companies.
The deterioration is anticipated to be $148 million before tax for APL.
The same reviews also identified a deterioration in the performance of the Victorian Desalination Project (VDP) of $106 million before tax. That represents a total reduction in forecast profit of $254 million before tax which will be reflected in the current financial year to 31 December 2012.
Leighton Holdings’ Chief Executive Officer, Hamish Tyrwhitt, said in a statement that he was deeply disappointed with the results which represented a significant deterioration in performance since the December 2011 Quarterly Reviews.
“Following the December 2011 Quarterly Reviews, we believed that the operational performances at both the Airport Link and Victorian Desalination Project had stabilised, and that good progress was being made on both projects. “However, circumstances on each project have conspired to bring about the
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results which are very frustrating. Wet weather in Brisbane, productivity below expectations at both sites combined with the complexity of the commissioning of the integrated systems at APL have seen an unanticipated increase in forecast costs and denied us the level of performance that we were expecting or needed on those projects,” said Mr Tyrwhitt.
“The deterioration at APL is, in part, due to the acceleration of the commissioning which started in February and it is now forecast to be more costly than anticipated. Forecast productivity on the site is not being achieved and consequently we are having to substantially increase the size of the workforce to deliver the project.
“Unseasonably wet weather since the middle of February has also caused delays which impacted the completion of the construction of the tunnel portals and the access ramps, and delayed the asphalting of the road.”
Mr Tyrwhitt said there were some positives on the project. The Northern Busway (Windsor to Kedron) section, which will expand Brisbane’s busway network, was expected to be open on 30 April 2012 in line with the contracted date.
A third major element of the project, the Airport Roundabout Upgrade, was completed in February 2011, nine months ahead of schedule. Mr Tyrwhitt said Leighton Holdings was targeting to have Airport Link open to traffic by the middle of the year.
“Notwithstanding the disappointing performance of these projects, the Leighton Group has a solid balance sheet, maintains a near record level of work in hand of around $44.5 billion with a healthy level of inherent profitability, and a range of opportunities across our core markets. Given the overall financial position of the Company we have no need to raise capital.”
The $116 million upgrading and widening of Sydney’s F5 Freeway between Brooks and Narellan Roads was completed on time and within budget. The project was officially completed and opened to traffic on March 26. Overall, the F5 Freeway extends south from the M5/M7 interchange at Prestons.
Widening the 11 kilometre section of the F5 between Brooks Road, Ingleburn and Narellan Road, Blair Athol commenced in February 2009. The project was completed in three stages.
Stage 1 involved widening to four lanes in each direction between Brooks Road and St Andrews Road. This work commenced in February 2009 and was completed in June 2011.
Stage 2 focused on widening to four lanes in each direction between St Andrews Road and Raby Road. This work commenced in June 2009 and was completed in December 2011.
The third and final stage involved widening to three lanes in each direction between Raby Road and Narellan Road. Work commenced in September 2010 and was completed in March 2012. The widening was a jointly funded project, with the Federal Government contributing
$93 million and the NSW Government a further $23 million. Over the life of the project some 135 construction jobs were created.
NSW Roads Minister, Duncan Gay, said as part of the forward thinking and planning that went into the project, the builders installed sensors and cabling which would form the backbone of a future electronic management system.
Mr Gay said the new technology would help prevent congestion and give motorists real-time traffic information.
“Lastly, nearby residents weren’t forgotten either,” Mr Gay said. “Not only have additional sound barriers been installed, but a new pedestrian/cycle bridge connecting the suburbs of Claymore and Woodbine was erected over the F5.”
The project was in addition to widening of the F5 from four to eight lanes between Camden Valley Way and Brooks Road — a project that commenced in April 2005 and was completed in August 2008. The new lanes were built in 2 stages in what was previously the central median area. This project was jointly funded by the NSW and Federal Governments.
Latest F5 upgrade widens freeway
Construction has started on a $120 million project which will improve access to the rapidly expanding port of Esperance in Western Australia. The Esperance Port Access Corridor project will simplify the road and rail connections to the Port by realigning Harbour Road and replacing two existing level crossings with overpasses.
Once completed in late 2013, the work will improve the movement of goods and freight into and out of the port as well as make it easier for locals to get around Esperance, particularly when trains are passing through.
With one of the deepest harbours in southern Australia, Esperance Port is critical to the national economy. Each year more than 200 ships pass through it carrying over 11 million tonnes of nickel, iron ore and grain exports as well as imports of fuel and fertilisers. Those volumes are set to grow in the years ahead. The Port Access project is being delivered by John Holland Pty Ltd with funding from both the Federal Government ($60 million) and the WA Government ($60 million).
Federal Infrastructure Minister, Anthony Albanese, was on hand to mark the start of construction and also to announce Federal
Funding of $2 million to the PortLink Inland Freight Corridor Plan.
Mr Albanese described the freight corridor plan as “a long-talked about proposal with the potential to transform the region and open up access to the vast wealth which lies beneath the ground across this remote part of the country”.
Mr Albanese said if given the final go ahead, the project would establish Kalgoorlie as a hub linking together the ports of Port Hedland, Freemantle, Esperance, Geraldton and the proposed Oakajee facility.
“The funding I’m announcing will go towards the planning and scoping study which will assess the possible road and rail alignment options, undertake the necessary economic and financial modelling as well as determine the operational and technical feasibility of an intermodal facility,” Mr Albany said.
“Given the proposal’s complexity and the amount of investment that ultimately would be required, we are determined to do our homework and to getting the planning right from the very outset.”
The Federal Government is investing $3.7 billion over six years into WA’s road and rail infrastructure.
Improving road access to port of Esperance
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COA0482 Roads 297x72 A.indd 1 16/04/12 4:19 PM
14 ROADS APRIL/MAY 2012
MAJOR PROJeCts
Builders shortlisted for Pacific Highway duplication
Three construction companies have been short listed for the rebuilding of the Pacific Highway from Frederickton to Eungai in New South Wales.
Abigroup Contractors; Leighton Contractors; and the Thiess/McMahon Joint Venture were selected by NSW Roads and Maritime Services after submitting bids for the design and build project.
The upgrade of the Frederickton to Eungai section will involve duplicating 26.5 kilometres of road as well as building a new interchange at Stuarts Point Road and installing safe, modern rest areas on both sides of the Highway at Cooks Lane south of Barraganyatti.
Construction is expected to commence in 2013 and be completed in 2015.
In addition, three companies were shortlisted for a contract to undertake the detailed planning and design work on the section of highway between Woolgoolga to Glenugie.
The consortiums bidding for the plan and design contract are the ARUP/Parsons Brinckerhoff Joint Venture; the SMEC/Hyder Consulting Joint Venture; and the AECOM/Sinclair Knight Merz Joint Venture.
The subsequent Woolgoolga to Glenugie upgrade will see a further 31 kilometres of highway duplicated as well as construction of an interchange at Range Road, two new overpasses and bridges over Corindi Creek and the nearby floodplains.
Construction is expected to commence in 2015 and to be completed by late 2016.
Image courtesy www.roadtraffic-technology.com
All those shortlisted are submitting detailed tenders and contracts for both projects will be awarded later this year.
In other Pacific Highway construction work, the final stage of the Glenugie upgrade has been officially opened, marking completion of the $60 million project.
The seven kilometre upgraded section is about 15 kilometres south of Grafton and the road surface used on the project is heavy duty crushed rock with a sprayed seal wearing surface.
The surface is new on Pacific Highway upgrades and is being used as a trial to assess if it is suitable for future upgrades in areas with lighter traffic.
The next section of the $2.25 billion M80 Ring Road Upgrade is underway in Melbourne’s north. More than 140,000 drivers use the M80 Ring Road daily making it Melbourne’s second busiest freeway.
The six kilometre stretch involved in the latest upgrade is between Edgars Road, Thomastown and Plenty Road, Bundoora. When completed in mid-2014, the section will have three lanes in each direction to significantly reduce congestion and improve safety.
Between interchanges there will also be an additional lane in each direction to minimise the congestion impacts of vehicles entering and exiting the freeway from adjacent interchanges.
The latest works add to the 16 kilometres of construction already underway between the Western
Highway and Sunshine Avenue, and from the Calder Freeway to Sydney Road. Around 60% of the Ring Road is now being improved and new lanes are due to open later this year on other sections of the Ring Road.
When completed, the improved freeway with extra lanes and better access will help ease congestion, and reduce travel times and costs for commuters, and importantly for the road freight industry, with 20,000 trucks currently using the Ring Road each day.
Across the 38 kilometre corridor, the upgrade will also bring improvements to key interchanges and a state-of-the-art electronic freeway management system.
The Federal Government has invested $900m in the upgrade to date, along with $300m from the Victorian Government.
Sixty percent of Melbourne’s M80 now being improved
New generation noise wall for parts of Peninsula Link
In what is described as first for Victoria, the Peninsula Link project will feature a new type of noise wall made from polyethylene, a heavy duty plastic that offers environmental and local benefits.
The $759 million Peninsula Link project is a 27 kilometre freeway from Carrum Downs to Mt Martha in Melbourne’s south east. It connects three major freeways and will transform the way people travel around Frankston and the Mornington Peninsula.
The “poly walls” that will be used have greater flexibility in design which means they can display patterns on both sides of the walls, offering visual relief for adjacent properties.
The panels are locally manufactured, are made from a portion of recycled plastic and have a lower carbon footprint during the manufacturing process than other noise wall materials, such as concrete. Their non-porous nature makes them far more resistant to graffiti and easier to maintain.
Construction contractor, Abigroup, has undertaken a rigorous noise modelling process which determines where noise walls need to be placed to meet Victorian standards for reducing road traffic disturbance.
The poly noise wall panels will feature along the freeway in sections of Frankston and Baxter while oxidised steel walls or mounds will be used in other sections.
In other developments, asphalting work has been underway on the motorway since mid-February. The majority of the asphalting is expected to be completed by mid-2012 and
geology wall. Image courtesy www.peninsulalink.com.au
Oxidised steel wall. Image courtesy www.peninsulalink.com.au
text wall
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COA0482 Roads 297x72 A.indd 2 16/04/12 4:20 PM
the final wearing course is due to be laid just prior to completion in early 2013.
Boral Asphalt (Victoria) is managing the production of asphalt at a temporary plant in Langwarrin, which is expected to employ 60 people and produce around 380,000 tonnes of asphalt.
The close proximity of the plant to the project is minimising truck movements on local roads and ensuring the asphalt is still hot when it reaches its destination.
The asphalt plant has recycling capabilities allowing asphalt from old roads to be reused.
Project company, Southern Way, is using a special type of asphalt mix which has road safety and noise reduction benefits.
The project is using Open Graded asphalt which enhances contact between tyres and the road, improving skid resistance and reducing the level of traffic noise from the freeway.
16 ROADS APRIL/MAY 2012
neWs
Works valued at $57 million will begin soon in Perth to accommodate a third traffic lane in the Graham Farmer Freeway tunnel and increase lane capacity on the Mitchell Freeway.
The works will provide an alternative east-west route for CBD traffic; adjust merging arrangements onto Mitchell Freeway; and redirect traffic exiting at Vincent and Powis streets to manage the impact of major projects such as the Perth Waterfront development.
Widening of Northbridge Tunnel and Mitchell Freeway
002 Genuine Parts - Nuts about our Bolts_124x182mm.indd 1 6/07/2011 12:08:44 PM
Main Roads WA started consulting in March with the road construction industry about procurement options to deliver the works, set to be completed within the next two years.
State Transport Minister, Troy Buswell, said the government was overseeing the most significant transformation of the CBD in decades and it was inevitable that key redevelopment projects such as the Perth Waterfront, Perth City Link and Riverside would change the way traffic moved in the city.
“The State Government is planning accordingly to develop transport solutions to improve the operation of the CBD road network and address the challenge of Perth’s increasing population. “Perth Waterfront is one of the most significant developments in Australia and will see Riverside Drive realigned to allow traffic to flow into Barrack and William streets.
“Although traffic will still flow around the development, traffic modelling on the impact of the diversion on Graham Farmer Freeway indicates an additional 14,500 vehicles per day will be redirected through the tunnel, and it is the intention that work on the tunnel will be complete and operational before Riverside Drive is diverted.”
Associated work would include:• Increased lane capacity onto Mitchell
Freeway to two lanes at the existing northbound merge point;
• The widening of Mitchell Freeway traffic bridges over Powis and Vincent streets and
• Scarborough Beach Road; and • Construction of an on-ramp from the Loftus
Street exit on to Mitchell Freeway. Treasurer, Christian Porter, said with
a growing population, the government was conscious of the need to ease congestion constraints on roads and build capacity for the future.
“The funds being set aside in the 2012–13 State Budget for this project are in addition to $30million provided in last year’s Budget to widen the northbound carriageway of the Mitchell Freeway between Hepburn Avenue and Hodges Drive, and the $241million the government has provided to build the northern suburbs rail extension to Butler.”
Works on Graham Farmer Freeway tunnel begin in July 2012 and are expected to be finished by May 2013, with the additional freeway works to be completed by November 2013.
northbridge tunnel. Image courtesy www.yourcott.com.au www.placeleaders.com
Fewer truck movements at Port Botany
Increased rail capacity at DP World’s Port Botany Terminal in New South Wales is contributing to State Government plans to dramatically reduce truck movements through the port and reduce pressure on local roads, according to Ports Minister, Duncan Gay.
An expansion of rail yards at DP World’s Port Botany terminal has the potential to increase rail moves by 500 a week or 26,000 a year.
“If you equate that to truck movements it means up to 20,000 trucks a year off the roads and that would have a big impact on traffic around the port,” Mr Gay said.
“DP World agreed to maximise the efficiency of its rail supply chain as part of its lease with Sydney Ports and it’s delivering on that agreement. The creation of a dual rail entry-exit point into the terminal and the new third operational rail siding will provide greater rail productivity in the terminal as multiple trains can be worked with equipment from both sides at the same time.
“DP World is now able to accommodate longer trains in its rail yard without hindering the arrival and exit of other trains and that’s a big increase in efficiency,” Mr Gay said.
“When you consider that 85% of containers originate from, or are bound for, a destination within 40 kilometres of Port Botany, it is imperative that new rail freight infrastructure is built to reduce the impact on local roads.”
Mr Gay said Sydney Ports Corporation, through the multi-stakeholder Port Botany Rail Team, was committed to supporting the NSW Government’s goal of doubling the amount of freight moved by rail by 2021.
“A major part of that strategy is the development of the $300-million rail Intermodal Logistics Centre at Enfield which will have the potential to handle 300,000 containers a year. When that facility is operational next year, we’ll be a big step closer to reaching that 28% target, Mr Gay said.
The Minister for Transport and Main Roads in Queensland’s Liberal National Party Government is Scott Emerson – a former leading journalist and MP for the seat of Indooroopilly in Brisbane’s west.
Mr Emerson was Shadow Minister for Transport before the election on March 24 which saw the LNP oust the Labor Government in a landslide result.
He was first elected to the Queensland Parliament at the 2009 election and was appointed a member of the Parliamentary Crime and Misconduct Committee.
In May 2010, Emerson was appointed as the inaugural Chairperson of the Waste Watch Committee, an Opposition campaign aimed at identifying and ending what it described as Labor Government waste in Queensland. He held this position until November 2010.
He was then elevated to the Shadow Ministry becoming Queensland’s first Shadow Minister for Science, Research and Information, and Communication Technology. In April 2011, Emerson was appointed to the senior position of Shadow Minister for Transport, Multicultural Affairs and Arts.
Scott Emerson allocated QueenslandRoads portfolio
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COA0482 Roads 297x72 A.indd 3 16/04/12 4:21 PM
18 ROADS APRIL/MAY 2012
neWs
Construction has started on the $55.6 million Clyde Road upgrade at Berwick in Melbourne’s south east, with works commencing on a dual divided carriageway from High Street to Kangan Drive.
Clyde Road is a key north-south link from the Princes Freeway to residential and commercial areas in and around Berwick township and carries more than 18,000 vehicles each day.
The Federal Government has committed $30 million and the Victorian Government $25.6 million to the project.
BMD Constructions is VicRoads’ contractor with works expected to be completed by late 2013. By completing the Clyde Road upgrade, the reliability of bus journeys will be improved and travel times will be decreased by up to 20%.
The works will improve safety and assist traffic flow by separating turning vehicles from through traffic, and will improve access to nearby businesses, shops, schools, child care and health facilities.
The upgrade will involve remodelling signalling at intersections, putting in pedestrian facilities in the form of pedestrian phases at the intersections and providing separate bicycle facilities along both sides of Clyde Road.
More than 90 advanced oak trees are being planted along Clyde Road as part of landscaping to replicate and enhance the boulevard feel. Following consultation with the local community, Casey Council and other key stakeholders, most of the trees on the east side have been retained.
Upgrade of key link road in Melbourne’s south east
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The $85 million Yeppen North project in Queensland will be constructed by Fulton Hogan. The project is scheduled to begin in mid-2012 and to be completed in early 2014.
It will deliver significant upgrades over a two kilometre stretch. It will include:• A new slip lane for traffic entering Rockhampton from
Gracemere, reducing congestion and delays at the roundabout;• Speed reduction curves at all roundabout approaches to
reduce the likelihood of accident and heavy vehicle rollover on some approaches;
• Expansion of the roundabout to two lanes between the Yeppen Bridge entry and Capricorn Highway exit to increase capacity;
• A new 420 metre Yeppen Bridge downstream of the existing structure – the new two-lane bridge will be dedicated to outbound traffic;
• Both lanes of the existing bridge will be dedicated to inbound vehicles;Upper Dawson Road and Jellicoe Street intersection upgraded to
traffic signals and expanded to cater for oversize loads; andReconfiguration of Port Curtis Road Intersection to be left-in-left-out
to address safety and visibility concerns.The Federal Government is contributing $68 million to the project
and the Queensland Government $17 million.
Contract awarded for Yeppen Road Upgrade
ROADS APRIL/MAY 2012 19
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IMS – IDLE MANAGEMENT SYSTEM Auto Idle and Idle Shutdown provides additional fuel savings.
SWC – SWING RELIEF CONTROL Manages the hydraulic power distribution for most efficient flow and pressure while slewing.
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Research and development projects into the use of recovered crushed glass (RCG) in roads has given councils and contractors the confidence to use the material as a durable and cost effective alternative to natural sand, according to the Packaging Stewardship Forum of the Australian Food and Grocery Council.
National Program Manager for the Packaging Stewardship Forum, Chris Jeffreys, said over 25,000 tonnes of waste glass was diverted from landfill in the past year into civil construction projects.
Mr Jeffries said AusTox, an independent consultancy specialising in chemical safety, undertook a risk assessment into the safety in use of RCG to identify suitable controls and to prepare a Materials Safety Data Sheet on RCG for users.
He said the study addressed concerns raised about the possible risks of using RCG in roads. It found that RCG was not toxic, there were no sharp edges to the final product and it reduced the risk of silicosis compared to natural sand.
Mr Jeffries said in addition, research by GHD Geotechnics on RCG samples showed it exceeded the minimum degradation factor requirements for roads, while modulus testing showed RCG was a stronger aggregate than natural sand. Its inclusion as a percentage in the asphalt mix would not impact on the life expectancy of the pavement.
Mr Jeffries said demonstration projects using RCG in asphalt roads in NSW, Victoria, Western Australia and Tasmania had established that RCG mixed with natural sand in road surfaces performed equally as well as “regular” asphalt. He said there were now several suppliers in the Australian market that produced and used asphalt containing RCG.
More research on viability of RCG in road construction
The Western Australian Government has released for public comment an amendment to the Metropolitan Region Scheme designed to improve the Stirling Highway over the next 20 years.
Stirling Highway’s configuration will remain two lanes each way, but the amendment proposes
Proposals to improve Stirling Highway
Upgrading of the Warrego Highway in Queensland will be carried out under a 20-year Warrego Highway Upgrade Strategy.
The highway is the second-highest trafficked rural highway in Queensland, carrying more than 23,000 vehicles between Ipswich and Toowoomba and over 5,000 vehicles between Oakey and Dalby each day. The number of vehicles is expected to more than double over the next 20 years.
The upgrade strategy includes the construction of the Toowoomba Bypass, extra overtaking lanes, upgraded intersections and widened stretches of road. It identifies 41 priorities to improve safety, capacity, efficiency, reliability and flood immunity.
The highway had long been critical to southern and south-western communities, and will
continue to play a key role in the economic development of the state as the energy sector in the Surat Basin gathers.
The Queensland and Federal governments have already committed over $160 million to the Warrego Highway for projects such as a new interchange with the Brisbane Valley Highway junction at Blacksoil, new overtaking lanes between Oakey and Dalby, a new bridge across the Maranoa River at Mitchell and upgrade of the Lockyer Creek Bridge at Helidon.
The State Government has also committed a further $164 million for urgent works including safety improvements between Ipswich and Withcott, stage one of duplication between Toowoomba and Oakey, intersection upgrades in Toowoomba and improving the Macalister to Warra section.
Warrego Highway masterplan
some adjustment to the current road reservation which will help better meet local traffic needs into the future. The amendment identifies more than 25 hectares of private land that is surplus to highway requirements, which iscurrently included in the roadreservation, and it proposes to rezone the land to remove restrictions on future development.
State Planning Minister, John Day, said the amendment was an opportunity for the public to comment on transport planning and the long-term design of the highway – the historical link between Perth and Fremantle.
Mr Day said it would allow for improved road safety focusing on pedestrian, cyclist and public transport amenity, and provide consistent planning guidance across seven local councils for the next two decades.
Stirling highway, cottesloe Image courtesy
www.yourcott.com.au
ROADS APRIL/MAY 2012 21
ADVeRtORIAL
25th ARRB ConfeRenCe 2012 RegIstRAtIon And PRogRAm hIghLIghts
For 50 years, ARRB Conferences has promoted discussion of issues relevant to the transport industry, and new research being undertaken on the local and international scene.
ARRB is hosting the 25th ARRB Conference in Perth, 23-26 September 2012, immediately prior to the 35th Australasian Transport Research Forum (ATRF), 26-28 September at the same location.
The theme of the Conference is Shaping the future: Linking research, policy and outcomes.
The conference will explore how the outputs of transport research support informed decision-making and policy formulation, leading to community enhancements in areas including efficiency, sustainability, safety and accessibility. Both the ARRB and the ATRF conferences will share a joint session day on Wednesday 26 September.
Program highlightsARRB, and conference platinum sponsor Main Roads Western Australia, is pleased to announce the three main plenary topics:Improve productivity or perish! Australia depends heavily on road freight. It is a world leader in road freight productivity, but that will not continue if it does not make improvements. This session will explore the need for change to improve productivity, from the perspective of the transport industry and the community, and what actions are needed to meet these challenges.Balancing sustainability, road safety, network performance and community expectationsBalancing road safety and sustainability objectives (including environmental issues) is challenging, although an essential part of road
network management. This session will build on the themes covered at the previous ARRB Conference and will explore:• how the road transport system can be managed to optimise
environmental and road safety outcomes (including emissions in the transport sector);
• how the road transport system can be managed to optimise network operations and asset management within a Safe Systems context; and
• network and policy implications.Shaping cities: The role of transport planning in the future Many capital cities face challenges in staying or becoming liveable and accessible cities for all. As a result, it is critical that development planning addresses issues such as climate change, sustainability, population growth and social and cultural diversity. This session, held on the ARRB-ATRF joint day, will highlight the changing role of transport planning in facilitating the needs of growing city in the 21st century by focussing on recent major projects in Perth.
Technical tours will be held on Sunday 23 September. Details will be available on the Conference website www.arrb.com.au/conferences .
Welcome reception will be held on the Sunday at the Pan Pacific Hotel. The Welcome reception is sponsored by SIDRA SOLUTIONS.
Conference dinner will be held on 24 September at the Burswood Convention Centre (Astral room) and the Interchange function will be held on 25 September at the Royal Perth Yacht Club.
You can register online now at www.arrb.com.au/conferences Technical enquiries: Lydia Chong, Conference Technical Secretary, on P: +61 3 9881 1555 or [email protected]
Register now! Earlybird savings until 17 August 2012
23-26 September 2012Pan Pacific HotelPerth, Western Australia
The 25th ARRB Conference will focus on research outcomes which address emerging issues affecting the road and transport industry, and the global community. Topics will include:
For more information visit www.arrb.com.au/conferences or call:Marketing and Sponsorship Coordinator: Briarlea Green, ph: 61 3 9881 1676Exhibition Assistant: Alana Cox, ph: 61 3 9881 1560Email: [email protected]
Conference sponsored by: Endorsed by:
• Congestion, freight & productivity - transport network - transport planning - economics - freight & logistics - innovative heavy vehicle solutions - environment & sustainability
• Sustainable infrastructure sciences/technology - pavement design & performance - pavement construction/maintenance - materials technology - concrete & structures - sprayed sealing
• Safe Systems - road safety engineering - road user behaviour - road design - traffic management - safe vehicles
• Sustainable infrastructure management - innovative inventory solutions - infrastructure assessment - asset management - bridge management - infrastructure maintenance - local roads.
22 ROADS APRIL/MAY 2012
ADVeRtORIAL
BRoons eComBI RRoLLeR – thRee YeARs on
It is now just three years since international crushing and compaction specialists, Broons, released its eCombi roller.
Designed specifically for the patrol grading and resheeting of unsealed roads, the first purchaser was Wakefield Regional Council in South Australia.
Since that time the council has grown its fleet of eCombi’s to four – two of the standard smooth drum units and two with the vibrating drum option. And, it is pleased with how the units have “done the job” over the journey.
The eCombi compacts freshly graded surfaces with its centrally mounted steel roll drum or single row of smooth tread compactor tyres on the rear that can be hydraulically raised or lowered to suit the application of the machine.
An optional vibrating roll drum can be fitted in lieu of the standard static weight version. A sign rack, cutting edge holder and spare wheel have been integrated into the design if required by the client.
By introducing the eCombi to its range of specialist crushing and compaction equipment, Broons filled a niche in the market for an economical patrol grading roller that keeps the features of its proven Combination Roller, but is cheaper to ease the strain on council budgets.
The eCombi is simple to use and operator-friendly. The change from roll drum to tyres and back is easily controlled hydraulically from the cabin of the grader or tow tractor.
The eCombi has a compaction width of two metres on the roll drum and slightly wider on the tyres. The roll drum is 25mm thick and can be ballasted with water to increase its weight and compaction pressure. Fully ballasted the operating weight of the eCombi is around eight tonnes. The static linear load of the smooth drum is close to 35kg/cm or 900kg/tyre when ballasted.
Further details can be obtained from Broons on (08) 8268 1988; e-mail at [email protected] or at www.broons.com
RUGGED ROAD MACHINES
Call now (08) 8268 1988 | Fax (08) 8268 1576 | [email protected] | www.broons.com/ecombi
ROADS APRIL/MAY 2012 23
24 ROADS APRIL/MAY 2012
ADVeRtORIAL
KIRPY RoAd RIPPeRs now In AustRALIA
Rural road construction, rehabilitation and re-sheeting is an integral part of council work throughout Australia and a tough, reliable tractor-mounted ripper can be a handy tool in a council fleet in lieu of using and expensive grader.
International crushing and compaction specialists, Broons, has been marketing the Kirpy range of rock crushers in Australasia for over a decade and it has now introduced Kirpy’s super tough NS Road Ripper to complement the range of crushers.
Kirpy is celebrating 100 years’ in engineering machinery in 2012 and it’s used all of this experience in developing the new NS Road Ripper. Designed specifically for rough use on roads, the machine has many features that make it a standout performer in any shire council fleet.
It can be fitted to the tractor three-point linkage on either the front or the rear and has a heavily reinforced main frame to take the punishment of ripping hard road pavements embedded with large rocks. The Ripper has seven tynes that are also forged from high quality steel bar to ensure strength and durability, and they can rip to a depth of half a metre.
The forged tynes are what sets the machine apart from the competition. Each tyne is hand forged from a single steel bar and has a replaceable cast boot on the bottom making it the strongest on the market.
Continuing the theme of strength and reliability, the Ripper also has an additional leaf in each spring to enable it to rip effectively in the toughest ground. With a working width of 2.5 metres it will be easily towed by a 120HP (90kW) tractor and minimal maintenance is required.
Boons’ Director, Stuart Bowes, said that bringing the Kirpy Ripper into Australia meant the company had become a one-stop shop for road construction and maintenance machines.
“It is now possible to rip the pavement with a Ripper, crush the rock with a Kirpy Rock Crusher, compact the base with a Vibrating or Combination Roller, and finish the surface with an eCombi Roller or Handy Hitch Roller.”
Broons is the Australasian distributor for the Kirpy range and three model Kirpy machines – the BPB200, the BPB250 and the larger WX300 – are also well suited to road construction.
For further information phone (08) 8268 1988; e-mail [email protected] or go to www.broons.com.
ROAD RIPPER
Call now (08) 8268 1988 | Fax (08) 8268 1576 | [email protected] | www.broons.com /kirpy_ripper/
ROADS APRIL/MAY 2012 25
1000 CAt® m seRIes on…And the InnovAtIon ContInues
In 1931, Caterpillar introduced the first rubber tyred motor grader. Eighty-one years later, they’ve just rolled out their 11,000th M Series Motor Grader worldwide and their 1000th M Series Motor Grader in Australia.
The development of the Cat M Series Motor Grader is one of the most significant new product rollouts in Caterpillar history and is underpinned by a long commitment to improvement, innovation and customer insight.
“We launched the first M Series Motor Graders in Australia in 2007,” explains Darren Hodge, Motor Grader Product Application Specialist for Caterpillar Global Construction and Infrastructure.
“Since then we’ve sold over 1000 machines here. To obtain this result in just a few years tells us we’ve got it right and that operators are comfortable with the innovations and improvements we’ve made to the motor graders over the years.”
“Building on the strong heritage of the H Series, the M Series delivers multiple and innovative technological breakthroughs, setting the new standard for motor graders.
“We have a history of listening closely to our customers,” adds Hodge. “Since introducing the M Series we’ve instituted a raft of class leading innovations as a result of client consultation. Such enhancements include; more cabin storage, electronically adjustable arm rest control pods, articulation rod guards, blade lift sensitivity selectable modes, and front axle steering cylinder hose guards. We remain committed to making incremental changes to further enhance our machines and our customers businesses.
“Yes,” continues Hodge, “it was a bold move for Caterpillar to significantly change the way motor graders had been controlled and operated for many years. But we didn’t do it lightly. We engaged in an intensive amount of testing and validation of the product during development. We spoke with our customers worldwide and took on board their needs and suggestions. The response to the machine is a testament to this customer research and provides confirmation from owners and operators that we have developed a machine that delivers in the important buying criteria of comfort, control and visibility; performance and productivity; reliability, easier maintenance, safety, and lower cost of ownership.”
Looking closely at the M Series, the dedication to operator comfort and enhanced productivity is immediately apparent.
Most obvious is the inclusion of joystick controls for complete machine operation. Two joysticks offer precise control and ease of operation. This revolutionary technology has markedly increased operator comfort and control, with the potential for greater productivity. It provides complete steering and transmission control.
Operators consistently report significantly reduced muscle fatigue, lessened hand/wrist movement and more precise steering. Hand and wrist movement is significantly reduced compared to conventional lever controls. An articulation return-to-straight feature allows for quick and simple turns, further increasing operator comfort.
“The joystick controls have been a major hit” enthuses Hodge. “Operators are exiting the machines with a big smile even after 12 hours on the job. In fact, more often than not after some time operating the M Series, operators are saying they wouldn’t like to go back to traditional machine controls. The productivity and comfort increases that owners are reporting back to us are significant.”
But it’s not just the innovative operator controls that make the operator experience exceptional. A lot of work and intensive engineering has been put into the design of the cabin with regard to visibility.
The new M Series cab has opened up new sight lines to all the important areas of operation allowing for better visibility and reduced movement by the operator. Visibility of the blade toe/heel and front tandem wheels is significantly enhanced. The blade/linkage arms have also been redesigned to allow for better visibility. All of these changes add to operator comfort levels and have resulted, according to feedback, in increased driver satisfaction and decreased operator fatigue.
the drawbar, circle and mouldboard (DcM) components and linkages can be easily and quickly adjusted without technical expertise, to ensure exact blade positioning.
ADVeRtORIAL
26 ROADS APRIL/MAY 2012
M SERIESM SERIES
1000 AT WORK
COA0482_4pp_Roads_3.indd 1 16/04/12 5:05 PM
In addition to the above mentioned improvements, drivers also enjoy the comfort of integrated heating and air conditioning, with a fresh air filter located outside the cab at ground level. The cab is also isolation mounted which reduces vibration and noise. Interior sound levels are extremely low, resulting in the M Series being one of the quietest machines on the market.
Then there’s the unique AWD system with steering compensation. Independent AWD pumps to each front drive motor provide differentiated inner/outer wheel speeds when turning. This reduces the turning circle in poor underfoot conditions. The exclusive steering compensation system enables a “powered turn” by adjusting the outside front tyre speed up to 50% faster than the inside tyre. In addition, when the AWD system is engaged, the flywheel horsepower is also automatically increased. This gross power increase offsets the parasitic losses associated with the AWD system and maximises the net power to the ground for increased performance and productivity.
But just because the operator experience is much more comfortable doesn’t mean the M Series grader is any less powerful.
“The 140M provides higher engine horsepower in all gears” explains Hodge. “This is an imposing workhorse on any site. It’s also highly visible in just about any environment.”
Of note, is that for all its power, the Cat M Series is also extremely precise in its exact blade positioning for cutting and spreading.
“For motor graders, when it comes to a quality finished surface, it’s all about the blade cutting and spreading to within very fine tolerances,” Hodge continues. “They also need to ensure efficient power to the ground at the right gear speed. The blade, part of the complex drawbar, circle and mouldboard (DCM) component linkage has up to nine areas of potential wear that can impact the quality and productivity of completing the finished grade.
“The good news is the M Series is designed with low and easy maintenance in mind. The DCM components and linkages can be easily and quickly adjusted without necessary technical expertise. These components that are critical for exact blade positioning include sacrificial wear components to ensure parent iron is not worn. These wear items prevent costly downtime and the expense of returning the DCM to tight tolerance in the linkages for finish grading.
“Such attention to adjustment accessibility is testament to the Caterpillar commitment to ensuring limited downtime for owners and operators.
“We know downtime costs our clients real money” says Hodge. “Part of our ongoing commitment to them is that we will continue to develop world renowned graders that stay on the job for longer with improved productivity and efficiency levels.”
A significant contributor to this ongoing commitment is to build safer machines.
“Our dedication to safety is second to none,” adds Hodge. “There is simply no greater incentive to us as a company than to make sure our customers are as safe and secure as they are productive.
“We don’t just look at the obvious safety measures either,” Hodge explains. “Virtually everything we do impacts upon safety, from making the operator more comfortable and thus more able to concentrate on the task at hand, to providing exceptional cost of ownership benefits so owners can feel confident investing in their machines on an ongoing basis.”
Significant machine safety inclusions comprise; Operator Presence System (park brake will automatically engage and hydraulics will be neutralised if operator is not seated), secondary steering, isolation mounted ROPS/FOPS structure, speed sensitive steering and hydraulic lockout.
Caterpillar’s commitment to safety is paramount. Multiple back-up systems have been designed into the machine’s steering system for redundancy in the joystick control signals and wiring harness. In addition, there is an infinitely variable ratio between the joystick and the steer tyres as machine speed increases or decreases, and audible/visual alarms to warn the operator in the event of system component problems.
“For more than 10 years Cat Motor Graders have been the benchmark and market leader in Australia with over 65% share of all motor graders sold,” concludes Hodge. “Worldwide, over 11,000 of them work a combined average of over one million hours per month. We see this as a testament to the machine’s acceptance, durability and reliability. It also delivers us an enormous amount of real life testing and feedback from just about every type of grading job you could possibly imagine. This collective experience and know-how enables us to continually make incremental improvements and refined enhancements to these class leading machines.”
For more information about Cat M Series Motor Graders, contact your local Cat dealer or visit www.australia.cat.com/mseries
ADVeRtORIAL
M SERIESM SERIES
1000 AT WORK
COA0482_4pp_Roads_3.indd 1 16/04/12 5:05 PM
M SERIESM SERIES
Stephen Catalano – B & J Catalano, WAB & J Catalano was established in Western Australia in 1962 by brothers Bill and Joe Catalano. Since then it has grown to be a highly successful company, with over 350 employees and a fl eet of over 210 Cat® machines. Joe’s son Clem and Bill’s son Stephen Catalano work alongside Bill to oversee the day-to-day operations of the business.
“We bought our fi rst Cat Motor Grader in 1966 – a 12E, then in 1974 purchased a 14G which we still own to this day. Bill will tell you it runs as good today as it did when he bought it 37 years ago.
“Then in 2007 we bought our fi rst M Series, a 140M, and in 2009 purchased our fi rst 16M. Surveyors put all the data required into the grader and the operators run it through the machine guidance AccuGrade™ system.
“Purchasing the fi rst M Series with the joysticks wasn’t a problem because our grader operator Vince had operated Cat joystick loaders before.”
“I was still a bit hesitant,” adds Vince with a smile. “I’d been driving the G Series up until then and I thought the M Series might be a bit too much of a jump. But after sitting in it for a few weeks, it actually started to feel really natural. It’s a very driver friendly machine in my opinion.”
“In fact now we can’t get you out of it!” laughs Stephen.
“Yeah, I’d defi nitely fi nd it hard to go back to the older machine,” agrees Vince. “For a start, the visibility of the M Series is far greater than the G Series or H Series. It’s also a lot
Around Australia, there are now one thousand Cat® M Series Motor Graders being put to work. We’re proud of this milestone but remain focused on continuing to deliver technology innovations that make operators more comfortable, worksites more productive and businesses more profi table.
1000M SERIESWORKING FORAUSTRALIANS
ONE THOUSAND M SERIES. ONE THOUSAND STORIES. HERE’S JUST A FEW.
COA0482_4pp_Roads_3.indd 2 16/04/12 5:05 PM
easier to drive for a longer period of time because it’s quieter. And I find the articulation and the quickness of the steering makes it easier to operate in tight areas. The joysticks make it an easy, quick operation and the visibility is good because you can see obstacles more clearly.”
“The great ergonomics mean the operators like Vince love sitting in the seats,” enthuses Stephen. “It’s fantastic for fatigue management and they can do more hours and a bit more work.
“Some other improvements in the new vehicle are that the turning circle is significantly better, the service entry and getting around the machine is better and the cab doesn’t get as hot as before. That’s because they’ve relocated the hydraulics from under the cab and that’s transformed the heat and noise away from underneath the operator, which makes it a lot easier for the operator to sit in the cab all day, which is very good. All in all the comfort in the cab is 100% better.
“Our relationship with WesTrac has gone exceptionally well over the years. Caterpillar and WesTrac have worked well with us and our operators. Our company relies a lot on graders for what we do. With the AccuGrade™ machine guidance system, the M Series is user friendly and really sophisticated to work with. The accuracy of the work is excellent.”
Note: Caterpillar makes no warranties, guarantees, or representations as to the accuracy of information or timeliness of any information contained within these articles, and assumes no liability or responsibility for any errors, omissions or whatsoever in the content.
Jeff Schwarz & Andrew Challen – Schwarz Excavations, QLDJeff Schwarz co-owns Schwarz Excavations – a family business located in Gracemere, just outside Rockhampton. They currently run over 30 Cat® machines.
“We’ve got two Cat graders at the moment, the 12H and the newer 160M. They are both major workhorses. The 160M has already done over 1000 hours in four months without a single problem. That’s just unbelievable!
“The biggest cost to me as a business owner is downtime. If I can’t keep my operators and machines working, I lose money. With Cat machines, I don’t have to worry because if I do need a repair or a part, Hastings Deering service is just second to none.
“When we first got the 160M, my operator Andrew was a bit sceptical. He was a bit thrown by the joysticks and the changes to the cabin.”
“That’s true,” adds Andrew, a grader driver of seven years. “I loved the H Series and I was a bit reluctant to change to the M Series.”
“Now we can’t get you out of it,” laughs Jeff.
“Yeah,” smiles Andrew. “It’s a lot more comfortable. Not having to turn a wheel makes a huge difference. I get home after a 12 hour day in the cab feeling great. There’s way less fatigue. It’s a pleasure to drive.”
“And that’s one of the big plusses for me as a business owner,” adds Jeff. ”If my operators are happy, safe and more comfortable, they’re going to be more productive at the end of the day.
“We’ve also got two AccuGrade™ systems, and Hastings Deering’s support in helping us use them effectively has been brilliant.”
Greg Walters – Greg’s Grader Hire, SAGreg Walters and Greg’s Grader Hire in South Australia have had a relationship with Caterpillar for 25 years.
“Before I bought the M Series, I had a Cat® 12G for 20 years and I reckon I got about 45,000 hours out of the old girl. It really did me well. About three years ago I decided to transition up to the M Series.
“The joysticks were an interesting concept and it took me about a week of just going nice and slow, concentrating and getting used to the joystick principle.
“With the joysticks, the physical effort is very low so all my concentration is going into the job – it’s a really comfortable operator station.
“I feel like the overall productivity is greatly improved because I’m more comfortable. I can communicate with people onsite because it’s quieter due to the hydraulic pump being moved behind the engine. Safety is enhanced with the reversing camera. It actually makes me feel like working.
“When you’re an hourly hire subcontractor like me, you really depend on the turnover of your machine. It has to be reliable. So Caterpillar really was the only choice that I considered. I’ve had such good field support, sales assistance, and at the end of the day, no matter how old or new the machine is, parts can be transferred to me within 24 hours.
“Even when I was out of warranty and had some questions, they came out and had a look for no charge which is really good.
“I’ve had the M Series now for three years and have done over 7,000 hours. If I was to be taken out of one of these, I would pack it up!”
ONE THOUSAND M SERIES. ONE THOUSAND STORIES. HERE’S JUST A FEW.
COA0482_4pp_Roads_3.indd 3 16/04/12 5:06 PM
easier to drive for a longer period of time because it’s quieter. And I find the articulation and the quickness of the steering makes it easier to operate in tight areas. The joysticks make it an easy, quick operation and the visibility is good because you can see obstacles more clearly.”
“The great ergonomics mean the operators like Vince love sitting in the seats,” enthuses Stephen. “It’s fantastic for fatigue management and they can do more hours and a bit more work.
“Some other improvements in the new vehicle are that the turning circle is significantly better, the service entry and getting around the machine is better and the cab doesn’t get as hot as before. That’s because they’ve relocated the hydraulics from under the cab and that’s transformed the heat and noise away from underneath the operator, which makes it a lot easier for the operator to sit in the cab all day, which is very good. All in all the comfort in the cab is 100% better.
“Our relationship with WesTrac has gone exceptionally well over the years. Caterpillar and WesTrac have worked well with us and our operators. Our company relies a lot on graders for what we do. With the AccuGrade™ machine guidance system, the M Series is user friendly and really sophisticated to work with. The accuracy of the work is excellent.”
Note: Caterpillar makes no warranties, guarantees, or representations as to the accuracy of information or timeliness of any information contained within these articles, and assumes no liability or responsibility for any errors, omissions or whatsoever in the content.
Jeff Schwarz & Andrew Challen – Schwarz Excavations, QLDJeff Schwarz co-owns Schwarz Excavations – a family business located in Gracemere, just outside Rockhampton. They currently run over 30 Cat® machines.
“We’ve got two Cat graders at the moment, the 12H and the newer 160M. They are both major workhorses. The 160M has already done over 1000 hours in four months without a single problem. That’s just unbelievable!
“The biggest cost to me as a business owner is downtime. If I can’t keep my operators and machines working, I lose money. With Cat machines, I don’t have to worry because if I do need a repair or a part, Hastings Deering service is just second to none.
“When we first got the 160M, my operator Andrew was a bit sceptical. He was a bit thrown by the joysticks and the changes to the cabin.”
“That’s true,” adds Andrew, a grader driver of seven years. “I loved the H Series and I was a bit reluctant to change to the M Series.”
“Now we can’t get you out of it,” laughs Jeff.
“Yeah,” smiles Andrew. “It’s a lot more comfortable. Not having to turn a wheel makes a huge difference. I get home after a 12 hour day in the cab feeling great. There’s way less fatigue. It’s a pleasure to drive.”
“And that’s one of the big plusses for me as a business owner,” adds Jeff. ”If my operators are happy, safe and more comfortable, they’re going to be more productive at the end of the day.
“We’ve also got two AccuGrade™ systems, and Hastings Deering’s support in helping us use them effectively has been brilliant.”
Greg Walters – Greg’s Grader Hire, SAGreg Walters and Greg’s Grader Hire in South Australia have had a relationship with Caterpillar for 25 years.
“Before I bought the M Series, I had a Cat® 12G for 20 years and I reckon I got about 45,000 hours out of the old girl. It really did me well. About three years ago I decided to transition up to the M Series.
“The joysticks were an interesting concept and it took me about a week of just going nice and slow, concentrating and getting used to the joystick principle.
“With the joysticks, the physical effort is very low so all my concentration is going into the job – it’s a really comfortable operator station.
“I feel like the overall productivity is greatly improved because I’m more comfortable. I can communicate with people onsite because it’s quieter due to the hydraulic pump being moved behind the engine. Safety is enhanced with the reversing camera. It actually makes me feel like working.
“When you’re an hourly hire subcontractor like me, you really depend on the turnover of your machine. It has to be reliable. So Caterpillar really was the only choice that I considered. I’ve had such good field support, sales assistance, and at the end of the day, no matter how old or new the machine is, parts can be transferred to me within 24 hours.
“Even when I was out of warranty and had some questions, they came out and had a look for no charge which is really good.
“I’ve had the M Series now for three years and have done over 7,000 hours. If I was to be taken out of one of these, I would pack it up!”
ONE THOUSAND M SERIES. ONE THOUSAND STORIES. HERE’S JUST A FEW.
COA0482_4pp_Roads_3.indd 3 16/04/12 5:06 PM
To fi nd out more about M Series Motor Graders, contact your local Cat dealer or visit www.australia.cat.com/mseries
© 2012 Caterpillar. CAT, CATERPILLAR, their respective logos, “Caterpillar Yellow,” the “Power Edge” trade dress as well as corporate and product identity used herein, are trademarks of Caterpillar and may not be used without permission.
NSW/ACT WesTrac 1300 881 064WA WesTrac 1300 881 064VIC William Adams 03 9566 0666
TAS William Adams 03 6326 6366QLD/NT Hastings Deering 131 228SA Cavpower 08 8343 1600
1000M SERIES.THE STORY CONTINUES.
Since the introduction of M Series, Caterpillar has been introducing a raft of class leading innovations.
Some of these have been highly visible, such as the introduction of detentless joystick steering, but equally signifi cant has been the collective impact of the many incremental changes that have been introduced along the way.
Innovations such as the introduction of electronically adjustable arm rest control pods. These cleverly placed pods increase operator comfort and control and are easily adjusted via independent switches making sure your operators work as effectively as their machine. We’ve also introduced a foot support option so operators can enjoy enhanced stability during slope work.
However increased comfort hasn’t come at the expense of performance.
A new heavy duty ripper scarifi er combination with more reach and greater digging and styling, has been introduced to penetrate tough material fast and rip thoroughly for easier movement with the mouldboard.
Blade linkage arms have been reshaped for much better visibility and a new implement feature has been introduced so grading can be conducted at three levels of selectable blade lift sensitivity.
Articulation and front axle steering cylinder guards are available as an attachment for increased protection to important areas where poor underfoot conditions exist.
Every Cat® M Series that leaves our factory now comes complete with all you need to integrate the Cat AccuGrade™ automatic machine control technology – quicker, easier and more economically.
And as part of our ongoing commitment to safety, we’ve also introduced new service brake control – software which assists operators to reduce engine stall by neutralising the transmission in certain conditions. We remain focused on continuing to deliver technology innovations that keep operators more comfortable, worksites more productive and businesses more profi table. Importantly, we look forward to sharing these innovations with you.
M SERIESM SERIES
COA0482_4pp_Roads_3.indd 4 16/04/12 5:07 PM
ROADS APRIL/MAY 2012 31
InteLLIgent tRAnsPORt sYsteMs
Its foR m80 RIng RoAd
An Intelligent Transport System is being progressively installed on Melbourne’s M80 Ring Road under a $62.5 million contract to equip it with technology that will help prevent congestion and give motorists the information they need to better plan journeys.
Visionstream Australia will install an electronic freeway management system along what is one of Melbourne’s busiest roads, providing VicRoads the tools to better manage traffic flows as well as respond quickly to accidents and breakdowns.
Once fully in place along 38 kilometres of road from Laverton North to Greensborough, the system will use sensors built into the road surface to monitor the flow of traffic and prevent congestion by automatically reducing the number of vehicles entering the freeway via the on-ramps and varying the speed limits along it.
In addition, strategically placed electronic message boards will provide motorists with real time information on the traffic conditions which lie ahead along the M80 and also on key connecting roads.Installation of the electronic freeway management system is part of the $2.25 billion M80 Ring Road Upgrade being jointly funded by the Federal ($900m) and Victorian ($300m) Governments, with the remainder to be sought in future budgets. The project will take five years to complete.
“It’s all about getting the most out of the infrastructure we already have, which over time is a far smarter and cheaper option than simply building more and bigger roads,” said Anthony Albanese, Federal Infrastructure and Transport Minister.
“As well as being good for taxpayers, this technology will deliver faster, safer and less frustrating driving conditions for the 142,000 motorists and truck drivers who use this vital part of Melbourne’s road network every day.
“Indeed if applied nationwide, electronic freeway management systems have the potential to greatly reduce congestion and save Australian families and businesses more than $500 million a year,” Mr Albanese said.
“That’s why in last year’s Budget we set aside funds to assist the states retrofit their existing motorways with the technology.”
32 ROADS APRIL/MAY 2012
vehICLe ReAR vIsIon CAmeRA sYstems
Originally designed purely as a reversing aid, the rear view camera system has improved immeasurably in recent years. They were large and cumbersome. The monitors looked more like an old fashioned CRT TV screen and usually weighed over 10kg each. This restricted their use to very large vehicles. Modern CCTV monitors are slimline LCD screens in such a variety of sizes there is a screen suitable for any vehicle.
Originally, camera systems only displayed black and white images. Today black and white CCTV has almost been phased out in preference of colour. The colour images are much easier for vehicle operators to use, and recognition of the image being displayed on the screen is much quicker when looking at a colour monitor.
Vehicle Rear View Camera Systems have been available in Australia for around 30 years now; however, in recent years they have become an almost compulsory safety feature for large vehicles. Monitors incorporate multiple cameras on a single vehicle. Rather than the traditional single “reverse only” camera, we now mount multiple cameras around a vehicle, eliminating blind spots.
The most recent improvement has been the development of camera recording technology. We now see the inclusion of monitors with recording capabilities as well as ruggedized, stand alone DVR recorders with the ability to record and store video images from up to 12 cameras positioned around a single vehicle.
As national distributor of Mitsubishi’s Rear View Camera Equipment, Rear Vision Systems specialises in supply and installation of Rear View Camera equipment to a wide variety of industrial users.
The Mitsubishi/RVS rear view camera system meets all Australian safety standard tests. It is “C Ticked”, which is a guarantee that you are purchasing a system which will not effect, or interfere with, the operation of other nearby electronic equipment.
Much of our range is extremely heavy duty. Our best seller is the new RVS-6400 LCD Colour 6.4 inch. It comes standard with quad camera inputs allowing it to have up to four cameras without the need for a switching box. The RVAS-6400 also has an inbuilt screen splitting
box which converts a single screen view into two, three or four images depending on the number of cameras in use.
Our newest monitor is the RVS-6400WP which is very suitable for applications where a vehicle may have an open, or no cabin. The RVS-6400WP features identical dimensions and mounting points to the RVS-6400 Monitor. It also features the split screen capabilities of the RVS-6400 with the advantage of being fully sealed against water and dust. This versatile unit can be configured as either a full screen, dual screen with vertical or horizontal split, triple screen with the dual component at either top or bottom or quad screen.
Recently there has also been a demand for on-board recording of multiple CCTV cameras. Camera images capturing contamination of recycling materials and events such as a bin not being left out, and vehicle accidents, are stored on the DVR’s hard drive for playback.
The NESS range of DVR Recorders, like our camera equipment, is also designed specifically for heavy duty mobile applications. NESS EMV-400 is a digital recording device designed for use in vehicles. It features a 500GB key locked removable hard drive which is capable of storing several week’s worth of high quality video footage before it starts to overwrite the oldest footage.
The hard drive is removable and any data stored can be viewed and archived using a desktop reader that easily plugs into a PC or laptop. The NESS DVR’s are available with either four, eight or 12 camera inputs, and via a direct feed video signal will record all cameras simultaneously, regardless of the vision being shown on the monitor. The NESS DVR can also be configured to allow viewing of both live and stored camera data remotely.
For further information, phone (02) 9418 3244 or go to our web site at www.rearvisionsystems.com.au
Research and development for Intelligent Transport Systems is the focus of an agreement between Victoria’s La Trobe University and the Indian information and communication technology company, HCL Technologies.
The Co-operative Intelligent Transport Systems Project will look at problems associated with traffic management, infrastructure management and security, enhanced driver safety and logistics support for transport operations.
Expected outcomes of the project include improved traffic flow for commuters, better transport information for city planners, increased productivity of businesses, reductions in fuel consumption and CO2 emissions, and better quality of life for citizens.
The university and HCL Technologies signed a Memorandum of Understanding in New Delhi late in February after a bilateral education meeting that was attended by Indian and Victorian government leaders, university Vice-Chancellors, pre-eminent TAFE Institutes and leading education providers.
La Trobe University Deputy Vice-Chancellor (Research), Professor Tim Brown, said the agreement was an exciting development.
“It is built on high-quality research and technology developed at La Trobe’s Centre for Technology Infusion,” Professor Brown said.
“This technology is currently being trialled in Victoria and it promises to be of great benefit to driving safety and traffic management, with the added potential of creating export markets for Australian innovation.”
Under the MoU, HCL Technologies will provide opportunities for La Trobe University students to undertake internships on community and government ICT projects. It will recruit university graduates, who after completing their training, will be allocated to projects in Victoria or at other HCL locations globally.
Ravi Bhatia, Chairman – Customer Advisory Board HCL Australia, said HCL was delighted to have signed the partnership with the university.
“We look forward to continuing our conversation on how HCL can extend its expertise to some of Victoria’s finest young minds, which in turn, will play an important role in improving Victoria’s transport infrastructure,” Mr Bhatia said.
“This partnership underscores our commitment to developing local talent in Australia and to delivering innovative ideas to achieve further efficiencies for our clients.”
Victoria’s Minister for Technology, Gordon Rich-Phillips, said the state’s ICT industry led the way as an internationally competitive source of innovative products and services, providing many opportunities for partnerships and investment.
MOU focuses on Intelligent Transport Systems
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B&R Enclosures manufacture a range of enclosures specially designed for road and rail infrastructure applications in isolated and often challenging environments.
Recent projects include:
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ADVeRtORIAL
fIeLd enCLosuRes — A guIde to vAndAL ResIstAnCe
The substantial growth in infrastructure in Australia, and the requirement to monitor road conditions to ensure adequate traffic flow has lead to a boom in the use of sophisticated roadside electronics over the past few years.
For the designers of roadside systems not only the functionality of the system needs to be considered, but also the increasing problem of security and protection against vandalism. Not only can vandalism cause problems in the flow of data from a site, but it is increasing a major cost that has to be absorbed by the authority.
Enclosure suppliers such as B&R are increasingly designing to help minimise the cost of vandalism using a combination of techniques. However, the enclosure design forms only part of a system that can be used. Some of the strategies are as follows: – • Monitor the condition of the enclosure. If it has been defaced
ensure that this is fixed as soon as possible. Research has shown that enclosures kept clean and free of graffiti are far less likely to be vandalised.
• Select colours appropriate to minimise vandalism. These can often be dark colours or shiny surfaces.
• Ensure that the area around the enclosure well illuminated.The enclosure itself should be designed with a few fundamental
considerations. These include: – • Materials should be robust and shatter resistant where vandalism
may be likely. This will discount many of the standard plastic enclosure and most likely means that a fully welded metal structure is the most economical option. This construction will not only mean
that the contents are well protected, but repeated damage is usually avoided.
• Eliminate external parts that may be a target for vandalism. These usually include things such as door handles.
• Minimise lever points on the enclosure to minimise forced entry. To do this the enclosure has to have a recessed door, and a hidden hinge.B&R’s field cabinets are designed
specifically to minimise vandalism using the above methods. They are also configured and pre-cabled to individual client’s specifications making installation of equipment easy.
For more information on B&Rs range of field cabinets visit www.brenclosures.com.au/road.htm
ROADS APRIL/MAY 2012 35
Over the last twelve months I have spoken with many road authority engineers in either state or local government organisations regarding the deteriorating state of Australia’s road network.
The continual lack of funding for roads is causing concern across the country. The recent floods and heavy rainfalls across much of eastern Australia have emphasised the problem, as roads that performed adequately in the extended drought conditions were found wanting as soon as the pavements were subjected to high levels of moisture.
The greatly increased traffic (both volume and axle loads) has exacerbated this further. The majority of our road network was designed and constructed before mechanistic design of pavements was introduced and very little design traffic information. This has resulted in pavements that are not suitable for today’s traffic loads or, more importantly, the expected increase.
Often the main problem is in the sub-grades; too many roads are constructed on poor quality clays that are greatly affected by moisture.
Poor or failed sub-grades being under other pavement layers are expensive to access for rehabilitation. The engineer is often left, due to restricted finances, with the only alternative to patch and reseal. This does not remedy the problem. It creates a cycle of annual patching causing poor ride and ultimately a far more expensive proposition.
Many studies have shown that the repairing of small areas results in patching
being required adjacent to that patch, often within twelve months. The result in a few years is patchwork pavement which requires full rehabilitation. The resultant cost to the community is excessive; not only construction costs, but the social costs of continuous interruption to traffic flow and poor rideability.
The use of lime to stabilise clays has been used since Roman times. The great advantage is that the lime reacts chemically as well as physically with the clay, transforming it into a concrete-like material. So not only is the moisture sensitive clay eliminated, it is transformed into a structural element of the pavement. This is highly advantageous in clays that are susceptible to swelling.
The recent floods in Queensland have shown that their extensive stabilised pavements have performed far better than granular pavements and are regularly used as an emergency treatment for floodways because of their performance in the most adverse conditions.
Queensland’s main road authority has long seen the advantages of lime stabilisation, especially with their reactive clays. They are further expanding their stabilised network in the extensive rehabilitation works which have just begun.
VicRoads has long used Austroads design procedures to incorporate stabilised clays in the pavement design. Not only is the resultant lower layer of the pavement impervious to water ingress, therefore maintaining pavement strength, but the pavement is thinner and therefore less expensive due to the incorporation of the strengthened sub-grade into the design. It is a pleasing trend that more and more road authorities are using stabilisation of sub-grades to improve the long-term performance of pavements.
AustStab will be releasing design procedures for stabilised sub-grades using the work done by Austroads in the near future. This will hopefully give designers the ability and confidence to design more cost effective pavements that are stronger and better equipped to withstand the environmental and traffic loads that our roads are subjected to.
I hope that designers and road authorities will investigate and consider implementing the
CEO’s Report: Recycling versus Reuse By Greg White
Bitumen sticks to the finer thingsFoamed bitumen is a mixture of air, water and bitumen. When injected with a small quantity of cold water, the hot bitumen expands rapidly to about fifteen times its original volume and forms a fine mist or foam. In this foamed state, the bitumen has a very large surface area and an extremely low viscosity.
This expanded bitumen mist is incorporated into the mixing drum where the bitumen droplets are attracted to and coat the finer particles of pavement material, forming a mastic that effectively binds the mixture together.
A foamed bitumen stabilised pavement can be produced either insitu (Figure 1) or by using a central plant through a pugmill-paver operation.
The AustStab Segment
many advantages of sub-grade stabilisation to repair the road network which is suffering from lack of funding. I will continue to talk with road authority engineers in local government and state authorities about these advantages and ease of design and implementation.
I would also like to take this opportunity to thank Scott Young for his efforts as AustStab President since 2009. During Scott’s time as President he has shown a continuous commitment to pursing excellence and professionalism in the stabilisation industry. Scott will be replaced at the next AGM in August as president in accordance with the articles of association.
Rapid foam bitumen expansion
Bitumen coats the finer particles
36 ROADS APRIL/MAY 2012
AWARDS FOR ExCELLENCEPeer and industry recognition for excellence in Work, Health and Safety; Research or Education;
Sustainability In Pavement Stabilisation and Recycling in Stabilised Pavements in Local Government.
ROADS is supported by
For more information visit www.auststab.com.au
Submissions close 15 July 2012ENTER NOW
The AustStab Segment
It is with pleasure that once again I am able to talk about the growing health of the pavement recycling and stabilisation industry.
I have spoken to many engineers and asset managers from around the country this year who are all continuing to say the same thing – “We don’t have enough funding to keep doing things the same old way. “We have to start looking at more economically viable solutions to keep our pavements alive longer.” As a result, we are seeing a sizable shift towards planners and specifiers giving stabilisation the consideration it deserves.
We are continuing to educate the industry about all facets of stabilisation. More people now have adequate access to information through our two-day courses, our website, our guest lecturing program, feature articles, the Stabilisation Guide and newsletters.
We are now offering nine two-day courses each year which enables us to engage with around 300 people in metropolitan and regional locations throughout Australia.
Our website continues to improve with more valuable information being made accessible over the past three months.
Guest lecturing at universities, to both under-and-post-graduates, is still expanding which exemplifies the demand for knowledge on the process of stabilisation.
Although we still have copies of the guide remaining in stock, the first 3,500 have reached all corners of the nation. Please contact us if you require a copy, as they are a must have for anybody involved in pavement maintenance and/or construction.
Finally, we are about to enter the world of electronic newsletter communication. This monthly edition, which is due to commence being distributed in April/May, will not only reach all of our members (nearly 50 organisations), but will reach over 500 local government organisations nationally. So to keep up with current news, events and other stabilisation related information, ensure you are on our distribution list by registering online at our website on the News tab.
We again look forward to our annual conference in August. This year it is being held at Box Hill in Melbourne. On the back of record attendance in 2011, our expectations are high for another fabulous event with great support being forecast.
The inception of our Excellence Awards will certainly add a new dimension where recognition of those who have contributed to our industry is acknowledged. Further details of the Excellence Awards are provided in this edition and on our website.
Additionally, we are pleased to promote another new initiative for our annual conference; a site visit will complement the annual golf day for day one of the three-day event. This opportunity to participate in an informal environment being hosted by a specialist in their field, with of course a relationship to stabilisation, should not be missed.
The constant exploration to develop a suitable asset strategy for dealing with our unsealed road network in Australia continues to pose challenges to asset managers. Probably one of the biggest issues facing local government in particular is, not only the skills shortage as our ageing workforce moves
President’s Message By Scott Young
into retirement but, the fact that budget allocations versus required funds is a diverging cyclone spiralling out of control.
Policy change is required if there is to be any closing of this gap. Although industry bodies continue to lobby state and federal governments for increased funding, the fact is we all keep complaining about how hard it still is to keep our unsealed roads up to scratch. Prudent spending of these limited funds is therefore paramount with residual benefit to rate payers who ultimately are the end user.
Federally funded research, carried out by AustStab that commenced in 2007, has clearly identified a different strategy to managing unsealed roads. The strategy included lime stabilising unsealed road pavements, as well as ensuring the pavement shape was fit for purpose. The primary benefit, apart from reductions in dust and demands on natural materials, is the reduction in maintenance frequency and increased overall life. These two factors alone allow budget allocations and required funds to commence the journey of convergence. All that is left to do is for individual councils to embark on this journey!
With our friends at AAPA sharing every second edition of the Roads magazine with us, this will be the last edition I am able to provide AustStab’s views as President. This is my third term in office which requires a replacement at our annual conference this August. To all of those people who have assisted me since 2009 in a variety of ways, including the current board … I owe you all a wealth of gratitude and thanks. Our association is in a strong position and, with imminent growth of stabilisation across the country, our multiple roles as educators, advisors and regulators will become more and more important.
In closing and, as I have often been heard saying; “There are quarries – and there are quarries. The best ones are those that we drive on every day, so why not recycle them?”
ROADS APRIL/MAY 2012 37
Bituminous stabilised materials: a pavement solutionBituminous stabilised materials (BSM) fit into the insitu pavement stabilisation suite of pavement solutions for treating granular pavements, previously cement treated pavements or reclaimed asphalt pavement (RAP) layers.
It is suitable as a base course or sub-base treatment. Deep lift asphalt or granular pavements should also be considered for the same rehabilitations. It is being used extensively to rehabilitate failed pavements due to its fast construction time, cost saving and the recycling of the existing materials to give pavements new lives.
Foamed bitumen in soil stabilisation technology in Australia is often referred to as a new technology, though it was first proposed as a solution in 1956 by Dr Ladi Csanyi at the Engineering Experiment Station in Iowa State University. Mobil Oil Australia acquired the patent rights for the process, but it was not prevalent in the Australian market until the late 1990s.
The process has been extensively used in Australia, South Africa, New Zealand and Europe, though the models for design of foamed bitumen vary in each of these
countries. In Australia, the pavement is treated as a bound pavement. It produces a relatively high strength, it requires less pavement depth than comparative rehabilitation alternatives, offers resistance to moisture ingress, behaves in a flexible manner and is produced at a lower cost than an equivalent asphalt pavement.
Site investigation is straight forward, and utilises testing facilities that are available in most geotechnical test facilities. The design requires an understanding of the existing pavement thickness and current and predicted traffic loadings and sub-grade CBR’s and pavement material grading.
An Australian-suitable host material grading envelope is used in indentifying suitable material. Ideally the host material will be essentially a good granular material. It will have a plasticity index (PI) of less than twelve.
BSM behave differently to other pavement materials and are not always well understood. Training, through courses such as CPEE and AustStab’s Insitu Stabilisation training course, is recommended. Also, the designer should be able to design a suitable pavement using the Austroads Guide to Pavement
Technology series or the AustStab Pavement Recycling and Stabilisation Guide (2011).
Mix design material testing is required in terms of determining the initial, cured and soaked modulus for the design. Expansion ratios and the half-life of the bitumen will also need to be tested to determine the suitability of the bitumen for use in the process. Specialised facilities and equipment is required for this testing.
As bitumen manufacturers use anti-foaming agents in the manufacture of bitumen a foaming agent may sometimes be required in the field process.
Supplementary binders are mostly used with BSM. In Australia, lime is commonly used. Secondary binders can assist with the adhesion of the bitumen, reduce the PI of the host material, harden the bitumen and promote early strength for trafficking. The timing for incorporating specific additives is dependent on the specific purpose of the supplementary binder, though it is usual for it to be applied just before the bitumen.
The construction process should always be completed by a stabilisation contractor
Industry awards for excellence give official recognition of excellence and best practice in an industry.
Awards area a way of promoting the best performing companies to the public and industry peers. Award ceremonies and dinners provide opportunities for the industry to celebrate these performances, and provide an excellent marketing tool for winners of the awards.
They encourage a continual raising of industry standards and provide a benchmark for best practice in the industry. Industry awards are available many sectors including the television and film industry, such as the AACTA Awards or the Logies, and the broader civil construction industry with the CCF Earth Awards. The pavement stabilisation industry is ready to test the waters on this strategy for recognizing excellence.
In 2012, AustStab is planning on presenting the inaugural AustStab Excellence Awards. The Awards are the initiative of the current executive committee, which seeks to
encourage and reward excellence and innovation in the stabilised pavement industry.
Australian stabilisation projects are presented with a unique opportunity to showcase the great developments. AustStab sees this as a natural progression of the Honorary Member Award, which has previously recognised the efforts of individuals who provide outstanding contributions to the industry.
Last year’s recipient, Mal Bilaniwsky, reflects that his nomination recognises his involvement in the development of deep insitu pavement stabilisation, but would have been happy if he had been able to share industry recognition with the field staff at the time, who were also key to the development of the work.
Scott Young, AustStab President, believes that the insitu pavement stabilisation process is sufficiently mature and nationally accepted that the awards will be valued by the recipients. The awards will recognize excellence and innovation in Work Health and Safety, Excellence in Research or Education,
AustStab prepares for Excellence Awards for 2012
Mal Bilaniwsky – auststaB Honorary MeMBer 2011
Innovation or Excellence In Sustainability In Pavement Stabilisation, and Innovation or Excellence in Recycling of Stabilised Pavements in Local Government.
Award nominations may come from many sectors including private businesses, local government, road authorities and students or academics.
The nomination and submissions are to be submitted electronically, via the AustStab website from 1 June 2012. The submission process will close on 15 July 2012 and judging will be completed by 31 July 2012.
The Awards will be presented in Melbourne on 21 August 2012, at the AustStab Annual Dinner being held at the Tudor Inn at Box Hill, Melbourne.
(Continued on page 38)
38 ROADS APRIL/MAY 2012
The AustStab Segment
Pavement StabilisationThe advantages of quicklime over hydrated lime
Lime, also known as calcium oxide and hydroxide, reacts with clay physically changing its characteristics making it more friable and greatly reducing its “slippery” properties.
It also creates a chemical reaction forming similar compounds to that found in concrete, calcium silicate hydrate and calcium aluminate hydrate. The resultant material is impervious to water and strengthens the pavement. Coring of old lime stabilised pavements has given strength results similar to lean mix concrete.
Lime in Australia is brought to site in two forms, quicklime or hydrated lime. The form that reacts with the clay is the hydrated lime. Quicklime delivered to site has to be converted to hydrated lime before the stabilisation process is started.
The procedure is to spread the quicklime onto the pavement using a computer calibrated spreader and then using a water cart to wet the lime. The conversion of quick lime to hydrated lime by the reaction with water is called slaking. The heat generated causes the excess water to be driven off as steam. For hydrated lime, it is simply spread on the pavement. From that point both processes are identical with the subsequent mixing and compaction of the earthworks.
Hydrated lime is produced simply by adding water to the quicklime in the production plant and then transporting the resultant powder to site.
So which form of lime should be chosen? In the majority of cases quicklime is chosen for the following reasons:• Quicklime is cheaper as there is one less
process needed in its production and the cartage is 30% cheaper due to the added water. Simply put, 4% hydrated lime is equal to 3% quicklime;
• The bulk density of hydrated lime is typically 30-50% lower which often requires extra
truck loads so a further 30-50% increase in cartage plus a reduction in productivity;
• If the pavement is too wet, quicklime can be used to dry out the pavement by chemical reaction as well as heat generating steam. This often requires no additional water being required;
• Quicklime is granular and coarser than hydrated lime and so is far less likely to be become airborne by wind on site; and
• Hydrated lime is not always available in all areas of Australia. Quicklime is safe to use; it requires use
of the recommended personal protective equipment and procedures, as outlined in relevant material safety data sheets. Most stabilising operators choose quicklime to provide an economical outcome without supply delays. Too many specifiers avoid quicklime because of a concept it is difficult to use. This is not always accurate as the process has been used safely for many years throughout Australia.
Both quicklime and hydrated lime are suitable for incorporation in pavement stabilisation. Quicklime offers some production advantages over hydrated lime to stabilising operators.
Table: Quicklime versus Hydrated Lime
Quicklime Hydrated Lime
Bulk density (kg/m3) (Uncompacted)
850-1200 480
Suitability for use on wet pavements
Suitable - dries out pavement
Suitable - not as effective per tonne
Susceptibility to airborne distribution
Lower susceptibility
Higher susceptibility
Availability Readily available in all areas of Australia
Not readily available in all areas of Australia
Slaking the quicklime — generating heat and steam
Local Bitumen Supply will continue to be reliableBitumen is an important material from the oil industry produced from the refining of crude oil.
Contrary to popular rumour, it is neither a by-product nor a waste stream from the refinery operations, but a carefully manufactured product requiring dedicated crude oil sources and specific refinery hardware.
The bitumen supply chain to Australia is undergoing changes particularly with more product being sourced directly from overseas refineries.
This should not be a concern for the Australian bitumen consumer, according to Nigel Preston, the Bitumen Technical Manager of The Shell Company Australia. He believes the supply of bitumen will be reliable and secure in Australia and the products imported into Australia continue to meet the AS 2008-1997, albeit under a different delivery model.
The Shell Company is the only bitumen supplier associated with AustStab.
experienced in foamed bitumen stabilisation. Proper construction methods will result in a structurally sound and suitable pavement with a new pavement life. Particular focus for surveillance should concentrate on foaming quality, uniformity of mixing, control of moisture, effectiveness of compaction and focus on curing of the pavement.
Wearing courses adhere well to these pavements. A reduction in the bitumen required in the courses should result in cost savings to any project. A 10% reduction in the application rate for sprayed seals or elimination of the tack coat could offer cost savings on works, particularly in the case of large projects.
Research is currently being completed by the Australian Road Research Board in consultation with state road authorities and AustStab to determine the failure mechanism in Australia, which will assist in further defining the design model for foamed bitumen stabilised pavements.
ROADS APRIL/MAY 2012 39
stuRdIness, PRoduCtIvItY And eAse of mAIntenAnCe
As part of a commitment to bring the latest road refurbishing technology to customers – including councils and earthmoving contractors, and to fit their budgets – FAE Australia Pacific has recently introduced the range of RSM road machines.
In March 2012, a demonstration day was held in Queensland with our partner, CA Construction Equipment, where more than 30 people viewed the performance of the FAE RSM 200 unit.
The RSL 200 was attached to a John Deere 8530 tractor with IVT and was equipped with the FAE water spraying system. Different applications were demonstrated, such as bitumen road recycling and rock crushing for in-situ gravel production. The unit was also connected to a standard water truck and part of the job was executed by spraying water directly on the rotor.
The RSM, in its full configuration, is equipped with hydraulic rear-door featuring an adjustable screening grill and spring-mounted flaps to give a first level of compaction. Hydraulic skids allow the operator to control its working depth, which on hard or compacted surfaces is up to 260 mm, while on soft or pre-ripped soil can reach up to 400 mm.
A gearbox transmission composed of a central gearbox, lateral drive shafts with on-board clutches and two lateral gearboxes guarantees maximum torque to the surface to be crushed/mixed. The RSM 200 can crush rocks up to 700 mm in diameter and also solid surfaces or rocky reefs. The demonstration was carried out with a 360 gross engine HP tractor from FAE’s dealer network organisation.
FAE specifications require a tractor between 250 and 300 HP to operate the unit correctly and guarantee long life to its transmission.
Productivity rates vary according to the type of surface, rocks, the finishing requested and the working depth. We can consider a
productivity of up to 500 m3/h when working in soil stabilization applications without rock or asphalt grinding and where the soil has been pre-ripped. That varies to about 200 m3/h when grinding bitumen roads and crushing rocks.
According to our experience with other FAE road refurbishing units, one km of eight metre-wide road can be refurbished in one day. Whether rocks need to be crushed to generate gravel, the bitumen surface needs to be recycled and/or lime-cement stabilization needs to be achieved, a contractor equipped with a grader, a vibrating roller and a water truck can achieve such daily productivity levels.
Demand for this type of multi-tasking machinery is growing. Its manoeuverability and ease of maintenance are key factors. All the internal wear plates are made of Hardox and are interchangeable by means of a simple bolt-on, bolt-off procedure. This means simplicity for mechanics and reduces down-time and maintenance costs. The overall weight of the RSM series – more than 5,000 kg in its complete configuration – is another key aspect contributing to its sturdiness.
For more information, contact FAE Australia Pacific Pty Ltd at [email protected]; or by phone: (03) 9706 4088
stAbILIsAtIOn
40 ROADS APRIL/MAY 2012
InteRfLow ACquIRes InfRAteC Acquisition allows trenchless technology to be used for more pipe renewal needs. By Ian Bateman, Director
The Interflow group has acquired a significant interest in Victorian-based company Infratec International Pty Ltd. Infratec specialises in water pipe renewals and has provided services to many of the major Victorian water authorities. With the addition of this capability, Interflow is now able to offer leading renewal solutions to its clients for both water and sewer.
Until the early 1990s, the most common method to renew a sewer was to excavate and replace the damaged sections of pipe. Trenchless solutions were either not commercially competitive or non-existent.
Since this time, technology providers and contractors have developed products and methods that have seen trenchless systems largely replace the traditional excavation methods.
The journey over the last 20 years has been gradual. Trenchless liningsystems such as spirally wound, CIPP and pipe bursting have been refined, improved and developed. The cost per metre of installation has continually reduced such that it is now almost universally cheaper to renew trenchlessly than by excavation. Additionally, we are also seeing that more of the network is being renewed. Manholes, lateral lines, lateral connection, as well as culverts and stormwater assets, are commonly being renewed using techniques developed over the last 20 years.
The growth in trenchless sewer renewals has also been geographical. It is no longer just performed in the major urban areas. In Australia and New Zealand, most councils will have had some of their assets renewed by trenchless methods.
If current trends in the sewer renewal industry continue, it is likely that we will see trenchless pipe renewals expand and continue to develop such that asset owners get even more value in terms of cost, social amenity and environmental impact. This growth will bring the rate of renewal closer to the average rate of sewer pipeline degradation.
In the case of water pipe renewals, the situation is different. The number of kilometres of water pipelines is similar to the number of kilometres of sewer lines. Both types of pipe have a finite life and degrade over time. However, the rate of trenchless water pipe renewals is far below that of sewer pipe renewals. Water pipe renewals are commonly undertaken with the traditional excavate and replace method. This is similar to where the sewer pipe renewal market was 20 years ago.
The dynamics of water main renewal are quite different to sewers. Water mains are pressured, sterile, of smaller diameter and are generally laid in more shallow trenches. Also, the consequence of being without water during a repair or renewal has a significant social impact.
There are real and tangible benefits of renewing water mains with trenchless methods compared to dig and replace methods. However, the overall value proposition is not currently as great as in the sewer sector. Indeed technically for some aspects, such as reinstatement of the house connection, there are few trenchless options available for the majority of circumstances
If we look to how the sewer renewal market developed and draw a parallel to the water main renewal market, we could expect that we would see the market grow as water main renewals become more cost effective, more trenchless and less disruptive
Furthermore, other drivers – such as asset owners – placing greater weighting on aspects such as environmental impact, social impact and safety will also contribute to growth of trenchless methods.
The majority of the trenchless water main renewals in Australasia are conducted using pipebursting or slip lining techniques. These techniques have many positive aspects such as replacing a deteriorated water main with a new polyethylene pipe; that is, the very same pipe that would typically be used today when a new pipeline is laid. In the case of pipebursting there is no loss of cross sectional area and it can actually provide the client with an increased diameter when needed.
Infratec uses pipebursting extensively throughout Victoria. Over the last 10 years, more than 400 km of water mains have been successfully renewed using pipebursting. During this time, several innovations have been delivered that increase the value to clients and make the trenchless solution a more attractive alternative to the traditional dig and replace methods. By combining Infratec’s experience and Interflow’s track record of delivering innovation to the industry we will look to accelerate the rate of development of the trenchless water main renewal services and be able to offer our clients trenchless solutions of increasing value.
An example of one of the innovations developed by Intratec is the product Infrastop®. Infrastop’s allow a water main to be isolated without shutting off service to residents. Prior to commencing the renewal of a given length of water main, it must be isolated (taken out of service). The traditional way to achieve this would have been to shut off supply at the nearest shut-off valve, then cut into the water main at the desired location and install a valve. This process takes time and all residents downstream of the shut-off valve would be without water supply. With the Infrastop® technology it is possible to isolate the main at the desired location by installing the Infrastop® with the main still on-line.
Infrastop® has been widely used throughout Victoria and is endorsed by some of the major water authorities. Infrastop® is• The only product of its kind that has been extensively tested and
installed in Australia;• Proven to be cost effective when compared with the cost (actual and
social) of notification and supply withdrawal; and• An effective and fail-safe product for this purpose. The Infrastop®
fitting supports the pipe at the installation site and prevents failure of the old pipe.There are many opportunities ahead of the industry in the water
main renewal sector. It is anticipated that with further technical advancements, trenchless technology will play a major role in water pipeline renewals.
For more information about Interflow’s sewer, stormwater and water pipe renewal capabilities visit www.interflow.com.au. Also visit out booth at OzWater 2012.
Sewers in 1990s Sewers today water today
trenchlessexcavate and Replace
tRenChLessteChnOLOgY
42 ROADS APRIL/MAY 2012
FeAtuRes
IntroductionSafety is an oft talked about issue within the road transport industry. However, the focus is invariably on safety equipment such as speed limiters, or on tight scheduling and rarely on driver behaviour.
Whilst risk management professionals have acknowledged the human element as a major contributor to accidents and injuries, it has often been accepted by many that little can be done about it.
Interestingly, advances by safety psychologists over the last few years, have demonstrated the ability to assess behavioural risk and develop increasingly safety aware and committed drivers and employees.
Major insurers recommend that any industry or business committed to reducing incidents, injuries and losses, will benefit by understanding and addressing driver safety with these important strategies and tools.
Human ErrorSafety risk experts predict between 91% (DNV) and 96% (DuPont) of all incidents involve some element of human error and accident investigations often find human error to be the direct cause.
Human error may result from a variety or combination of factors such as; poor judgment or perception, stress, distraction, fatigue, or non-compliance with safety systems or procedures.
Within the transport industry, human error can occur at all levels of an organisation:• management not adhering to procedures, taking shortcuts with
scheduling or load irregularities• workshop inadequacies or poor maintenance leading to catastrophic
equipment failures• Drivers, particularly for heavy vehicles, even small errors at speed or
in congested areas can accumulate and escalate into unrecoverable events.Research studies over the last 15 years, in Australia and the US, have
overwhelmingly demonstrated that human error is most commonly the result of undeveloped psycho-logical or personal safety awareness.
New Safety AwarenessTraditionally and quite correctly, safety awareness has been thought of in terms of organisational environment and climate.
This framework of thinking we call, for contrast, Environmental Safety Awareness (ESA). ESA is the knowledge of hazards in the environment and the proper systems, procedures and training (OHS&E or SHE) to avoid them.
More recently, however there has been an increasing understanding and focus on the human element of safety, or Personal Safety Awareness (PSA).
Personal Safety Awareness or ‘safety thinking’ is comprised of several thinking constructs, or for simplicity’s sake, ‘attitudes’. These attitudes affect an individual’s perception, judgement and awareness of their personal ability and responsibility to avoid risks by managing hazards in the environment, themselves.
So whilst the safety culture of a transport company may promote and have in place, a visible ESA, ultimately workplace safety will be
driven and defined by its people’s PSA – their motivation, ability and responsibility to think and behave safely.
There is no doubt that implementing risk management strategies is a must for any viable transport business today, however, no matter how well resourced or skilfully and professionally implemented, even good risk management systems can appear to fail.
While developments in workplace safety training, enhanced procedural initiatives, and risk management strategies in the transport industry have achieved excellent results, the greatest challenge continues to be to understand and eliminate human error incidents.
Human error and non-compliance are often the reasons given as to why many businesses do not achieve anticipated or desired results from their risk management initiatives.
Arguably, however, incidents and injuries that are the result of a misapplication or non-compliance with a business’ risk management procedure are not actually risk management failures.
Most often, human error accidents and injuries are due to unsafe workplace thinking and behavioural factors (PSA), rather than environmental factors (ESA).
Of course, risk management must be a continuous, improving and evolving process. But it seems clear that the new frontier and next step in the evolution of risk management will be the ability for transport businesses and organisations, and their insurers, to address human error and non-compliance thinking and behaviours.
These human error and non-compliance accidents result primarily from undeveloped psychological safety thinking constructs (safety attitudes) in individuals. These attitudes are often contributed to, and reinforced by poorly developed safety cultures within organisations.
A business’ safety culture, and its ability to successfully implement effective risk management procedures, will be dependent upon the level of ‘personal safety awareness’ and commitment of both management and employees.
Personal Safety AwarenessPersonal Safety Awareness, like other types of knowledge and skills may be acquired through exposure to direct learning, but is most often learned “non-traditionally” through informal life experiences.
Every person will have different levels of PSA. It is not wrong to have lower safety awareness. Many highly skilled and intelligent people do.
Research across many industries, overwhelmingly demonstrates that people with lower personal safety awareness are more likely to behave unsafely, placing them at greater risk for accidents and injuries.
In Australia, many across-industry studies have shown that people with lower personal safety awareness have the highest proportion of accidents and injuries.
The Safety AttitudesSafety psychologists have identified three core constructs (safety
attitudes) that are the primary contributors and motivators to how people think and make decisions. These then influence how people are likely to behave in compromising situations.
Briefly, they are:1. Personal safety responsibility, control and rational judgment
PERSONAL SAFETY AWARENESS the new frontier for transportby Carl Reams, Organisational Psychologist and Managing Director of People & Quality Solutions (PaQS).
Small Bridges Conference
5th Australian19-20 November 2012Surfers Paradise Marriott Resort & Spa Surfers Paradise, Queensland
for Small, Medium & Local Bridges
About the ConferenceThe Australian Small Bridges Conference has been designed to alert bridge and road engineers, managers, contractors and suppliers about significant new developments and requirements for bridges.
The two day conference program will focus on small to medium bridges, both road and pedestrian. Small and medium bridges are the most common type of bridge in Australia.
Local Government Authorities are in particular currently faced with major challenges in their management and so Local Government Projects are a major theme of the conference.
Small Bridges are located not only within road reserves but also occur on train lines, parks & gardens, national parks, mines, forestry areas, private property and in public areas such as zoos. Small bridges can be for vehicles, trains, pedestrians or even stock & wildlife. Structures such as elevated boardwalks and viewing platforms also fall within the scope of this conference.
This event will bring together councils, state government road managers, railways, government agencies and the private sector.
State and Local Government Engineers, leading practitioners and consultants in the bridge sector will present up-to-the-minute, highly relevant information to assist asset owners, road managers and engineers to perform their roles in an increasingly complex bridge and road environment.
Sponsorship & ExhibitionContact: Scott Matthews, BE, Conference Convenor, Ph: +61 3 8534 5004 Email: [email protected]
Call for Papers To be considered for the initial round of speaking program selection, send an abstract by 20 May 2012, or earlier to Scott Matthews, BE, Conference Convenor, Ph: +61 3 8534 5004 Email: [email protected]
Registration and Register InterestTo register your interest or to receive the full speaking program when available, please visit our conference website. Alternatively, contact the Registration Manager: Phone: +61 3 8534 5050 Fax +613 9530 8911 Email: [email protected]
More Information: Please visit our conference website www.smallbridgesconference.com
www.smallbridgesconference.comTopics Include• timber bridge inspection
• timber bridge restoration
• bridge investigation & evaluation
• pedestrian bridges
• elevated boardwalks
• viewing platforms
• bridge aesthetics
• bridge innovations
• concrete bridges
• steel bridges
• modular bridges
• bridge replacement
• bridge maintenance
• repair & strengthening
• railway bridges
• case studies
SponsorsGold
Bronze
Silver
Small Bridges Conference
5th Australian19-20 November 2012Surfers Paradise Marriott Resort & Spa Surfers Paradise, Queensland
for Small, Medium & Local Bridges
About the ConferenceThe Australian Small Bridges Conference has been designed to alert bridge and road engineers, managers, contractors and suppliers about significant new developments and requirements for bridges.
The two day conference program will focus on small to medium bridges, both road and pedestrian. Small and medium bridges are the most common type of bridge in Australia.
Local Government Authorities are in particular currently faced with major challenges in their management and so Local Government Projects are a major theme of the conference.
Small Bridges are located not only within road reserves but also occur on train lines, parks & gardens, national parks, mines, forestry areas, private property and in public areas such as zoos. Small bridges can be for vehicles, trains, pedestrians or even stock & wildlife. Structures such as elevated boardwalks and viewing platforms also fall within the scope of this conference.
This event will bring together councils, state government road managers, railways, government agencies and the private sector.
State and Local Government Engineers, leading practitioners and consultants in the bridge sector will present up-to-the-minute, highly relevant information to assist asset owners, road managers and engineers to perform their roles in an increasingly complex bridge and road environment.
Sponsorship & ExhibitionContact: Scott Matthews, BE, Conference Convenor, Ph: +61 3 8534 5004 Email: [email protected]
Call for Papers To be considered for the initial round of speaking program selection, send an abstract by 20 May 2012, or earlier to Scott Matthews, BE, Conference Convenor, Ph: +61 3 8534 5004 Email: [email protected]
Registration and Register InterestTo register your interest or to receive the full speaking program when available, please visit our conference website. Alternatively, contact the Registration Manager: Phone: +61 3 8534 5050 Fax +613 9530 8911 Email: [email protected]
More Information: Please visit our conference website www.smallbridgesconference.com
www.smallbridgesconference.comTopics Include• timber bridge inspection
• timber bridge restoration
• bridge investigation & evaluation
• pedestrian bridges
• elevated boardwalks
• viewing platforms
• bridge aesthetics
• bridge innovations
• concrete bridges
• steel bridges
• modular bridges
• bridge replacement
• bridge maintenance
• repair & strengthening
• railway bridges
• case studies
SponsorsGold
Bronze
Silver
FeAtuRes
44 ROADS APRIL/MAY 2012
2. Risk perceptive and avoidance3. Stress tolerance (distraction and fatigue resistant).
Psychologically, these three constructs determine a person’s likely safety behaviour and also reflect how a person defines who they are and how they live their life. Psychologists typically refer to this thinking structure theory as ‘locus-of-control’.
A person’s locus-of-control refers to the attitudes or beliefs about whom or what controls one’s behaviour, the consequences of which reach far beyond safety to personal, family and community life.
In a safety context, individuals with an ‘internal’ locus-of-control will generally take personal responsibility for their own safe behaviour and accident prevention. These individuals are more capable of seeing the relationship between behaviour and outcomes, or cause and effect. They recognise that unsafe behaviour results in more incidents and injuries. Within the context of road safety, these are the drivers who anticipate other road users will sometimes act in an unpredictable way, and therefore alter their own driving habits to accommodate for this.
Individuals with an ‘external’ locus-of-control tend to blame ‘accidents’ on external factors. For example, someone else being responsible for what happens to them, fate, chance, or even bad luck being the cause of accidents.
Thinking such as “fate and bad luck cause accidents, so what do we need safety procedures for?” will more often than not lead to short cuts with safety and sometimes increased overt risk taking. These are the drivers who drive around cities and highways with an expectation that there will be no hazards or unpredictable road users and therefore they do not alter their behaviour to account for it.
What confounds and frustrates many managers and safety professionals is why people who have been trained, have the knowledge and know the procedures, don’t follow them?
It is important to understand that information that is put aside and stored as knowledge is not the same as attitudes. Attitudes are impressions, motivations and drivers that will either support or undermine previous knowledge and experience.
You cannot train other people’s attitudes. People’s attitudes and behaviours are motivated by their locus-of-control identity and define areas of their life well beyond the workplace.
A successful risk management strategy requires that you provide effective environmental safety strategies and training, but that you also address the safety attitudes of your workforce.
Attitudes Do ChangeFortunately, attitudes do change. Whilst it is virtually impossible to train attitudes, especially in adults, it is certain that everyone has the ability to evolve, enhance and modify their own attitudes.
Few adults would have the same attitudes now that they had when they were five, or fifteen years old. Most would agree that their change in attitude was the result of their personal experience and acceptance in an environment that reinforced and supported the change.
Developing safety attitudes and awareness requires an approach that is both specific to each individual (coaching), and supported by the work environment (safety culture).
For risk management strategies to be effective they must be able to assess, identify and address the personal safety awareness attitudes of its managers and employees, in an environment that is committed to achieving a permanent culture of safety.
Risk Management’s New FrontierThe ‘new frontier’ for risk management must build on the discovery that human error can in fact be predicted and eliminated.
Fortunately, everybody has the ability to develop their attitudinal safety awareness. Proven attitude and behaviour change tools have been developed by safety psychologists to assist organisations in achieving workforces that are committed to safety.
Assessment tools and safety coaching programs can address the underlying causes of unsafe behaviour, the result of human error (poor judgment, misperception, fatigue, etc) and non-compliance (conflict, personal issues, lack of insight or maturity, etc).
ConclusionAt any point in time, a business’ safety performance will be the result of the personalities, agreed values and dominant attitudes of its people, expressed as behaviour in interaction with the environment.
Simply put, unsafe behaviour equals more unsafe results, whereas safe behaviour reduces opportunity for and the probability of, unsafe results. However, thinking drives behaviour and having a safety culture requires leading, developing and evolving the way people think about safety.
It is important to keep in mind that ‘evolving’ safety culture is not a substitute for traditional risk management strategies. Training, systems compliance, managing and monitoring are all important.
However, having a safety culture of personal safety awareness is risk management’s best foundation.
Even the best risk management strategies and programs will fail if human error potential and non-compliance behaviours are not predicted and addressed.
Evolving a safety culture begins by moving people from non-compliance to compliance and then compliance to commitment.
An evolving safety culture is achieved when people comply with the risk management requirements of its operating environment not simply because they have to, but because they want to!
3M Traffic Safety SystemsRoad Marking Solutions
3M™ Stamark™ All Weather Road Marking Tape Series 380AW provides outstanding road line visibility which drivers rely on to safely navigate the road, in all weather conditions – dry, light rain and heavy rain conditions.
• Outstanding continuous road line visibility day or night - dry, light rain and heavy rain conditions
• Quick and easy to apply
• Highly durable, no maintenance required
• Meets all relevant Australian standards
• Permanent and temporary tapes available
• Backed by 3M’s Stamark Warranty
3M™ Road Marking Technology
For more information, please call 3M Traffic Safety Systems on 136 136, or contact your local 3M representative.
A new wave in Tv
Series 380AW tape’s superior optical technology provides continuous delineation - day or night, in any weather
Roads August 2010_RIAA insert.indd 29 22/7/10 9:25:03 AM
46 ROADS APRIL/MAY 2012
Approval by Federal Parliament of the Road Safety Remuneration Bills has sent a clear message that the government is committed to improving road safety for truck drivers, their families and all Australian road users, according to Employment and Workplace Relations Minister, Bill Shorten.
From July 1, 2012, the government is putting in place a Road Safety Remuneration Tribunal, with the power to set pay and pay-related conditions for truck drivers.
Mr Shorten says the pay and conditions set by the tribunal will reduce the economic incentives for drivers to make unfair and unrealistic deadlines, cut corners on safety and maintenance, or take illicit substances to keep them awake to get to destinations on time.
About 250 people are killed and more than a thousand suffer serious injuries on our roads each year in accidents involving trucks.
“Road accidents involving heavy vehicles cost our economy an estimated $2.7 billion annually, however we cannot begin to measure the painful cost carried by the victims’ loved ones,” Mr Shorten said.
Minister for Transport and Infrastructure, Anthony Albanese, said unsafe practices put the lives of all Australians at risk.
“Safety on our roads is a critical issue and we can’t afford to continue to allow unsafe practices to impact heavily on families and communities. Truck drivers should not have to speed, overload their trucks or drive excessive hours just to make a decent living.
“The link between exploitation and safety for drivers has been well established through independent research as well as bipartisan Parliamentary inquiries.”
Minister Shorten thanked the Safe Rates Advisory Group for its contributions during development of the Road Safety Remuneration Bills, as well as the state governments, employee and employer organisations, and individuals who took the time to be involved in consultative processes.
“The government is committed to ensuring the long-term viability of the road transport industry but that does not have to be at the expense of truck drivers, whether employees or self-employed, having a safe and fair workplace.
“It is such an important issue for all road users, especially truck drivers and their families. The Government is ensuring that truck drivers and other road users have the safest possible conditions on our roads.”
Legislation to improve truckie safety and reduce road toll
Swiss manufacturer, Zehntner GmbH Testing Instruments, has launched the next generation of retroreflectometers for measuring the night visibility of retroreflective traffic signs and safety garments. The new ZRS 6060 Retroreflectometer was revealed at the Intertraffic Amsterdam exhibition 2012.
“The new ZRS 6060 is setting the trend for the future,” says owner and Managing Director, Peter Zehntner. “Our customers expect precision instruments with cutting-edge technology and our main goal is the development of user friendly, low maintenance instruments.”
Like all Zehntner products, the new lightweight retroreflectometer is fast, easy to use and delivers reliable, precise results. Moreover, the long-established instrument specialists have built in many innovations for the user.
It is the first retroreflectometer for traffic signs and warning clothes with LED illumination system and a 3.5 inch high resolution colour touchscreen with adjustable display inclination for excellent visibility under all lighting conditions. It is visible in bright sunlight as well as under artificial lighting.
new tRAffIC sIgns RetRoRefLeCtometeR
Ergonomic design and menu guidance have always been part of Zehntner products and the new graphic display layout adds even more clarity. Three different observation angles are measured at the same time. The instrument can be used for all kinds of retroreflective materials and colours, and includes automatic colour indication.
Temperature and humidity are recorded simultaneously in addition to the coefficient of retroreflection. Measurements are obtained comfortably through a carrying strap, a shoulder bag and a long-life battery.
Customers can choose from an extensive set of options to configure the instrument according to personal requirements. Extendable handles of various lengths are available for reaching traffic signs on high poles, and a holster with a safety clip provides easy access and safe carrying of the instrument in the field.
A GPS receiver allows precise positioning of the results and information can be displayed in the included mapping and data analysis software for easy evaluation. In addition, data can be transferred to a PC via
the standard USB interface or via an optional Bluetooth interface.
The ZRS 6060 is available from Kadcam Enterprises Ltd by calling +64 9 8136603; Mob 021 977898 or from Australia – Free Phone 1800 816 183. Email contacts are [email protected] and [email protected]
ROAD sAFetY & LIneMARkIng
ROADS APRIL/MAY 2012 47
Temporary changes to pavement markings during traffic switches for road works and events have long proven to be a challenge.
The 3MTM StamarkTM range of removable pavement marking tapes provides an effective solution without damaging the road surface while providing motorists clear delineation. 3MTM StamarkTM removable tape products are available in both white and yellow for new delineation as well as black to temporarily obscure existing markings. 3MTM StamarkTM 715 black tape is non-reflective and the colour blends with bitumen and asphalt road surfaces. All 3MTM StamarkTM tapes have a textured surface which provides a high level of skid resistance.
Safety/Performance Temporary work zones are hazardous environments which combine unexpected changes to road navigation for motorists with the presence of road workers.
Visibility and reflective performance of temporary markings, which delineate the road in a manner that motorists understand intuitively, are a critical factor in relation to the safety of both the motorists and road workers.
3MTM StamarkTM removable tapes provide high visibility, exceeding the performance requirements of even permanent markings.
The visibility of traditional pavement markings is reduced during heavy, continuous rain. To enhance motorist and road worker safety, 3MTM Stamark 710TM removable white tape incorporates ceramic elements, which reflect light only when wet, in addition to normal glass beads to provide visibility in all conditions.
PRovIdIng soLutIons to IndustRY needs
All Weather PerformanceFurther improving safety for both motorists and road workers 3M ceramic elements, which reflect light only when wet, are impregnated into 3M Stamark 710 tape in addition to normal glass beads providing visibility in both wet and dry conditions.
Evidence Gold Coast City Council trialled 3MTM StamarkTM 710 white and 715 black removable tapes during the 2011 V8 Supercar event. This annual ‘street track’ event requires a great deal of temporary traffic switches to be conducted over several weeks and in a number of stages. The residual damage to the road surface resulting from the repeated application and removal of traditional painted markings each year was less than desirable.
3MTM StamarkTM temporary tape provided motorists with pavement markings in a format they were familiar with, left no damage to the road surface when removed and is expected to be used to a far greater extend for this event in the future.
figure 1. Temporary goal A: Remove existing skip & continuity lines. Temporary goal B: Apply alternative delineaion (re-instate markings which have been previously applied & removed.)
teMPORARY gOAL A
teMPORARY gOAL b
figure 2. A: existing skip & continuity lines ‘blacked out’ with Stamark 715. B: Previous alternative markings were re-instated with Stamark 710.
A
b
‘Stick n Stomps used for edge line delineation
Product Application / Removal 3MTM StamarkTM application requires minimal specialised equipment, simple surface preparation and is fast to apply (FIG1). When the work is limited to a smaller area or single intersection, the convenience of the tape is a unique advantage. The tape is quickly removed by simply peeling it away by hand (FIG2) without the need for washing or grinding. When the 3MTM StamarkTM has been removed the permanent markings or unmarked road surface are exposed and returned to their original state.
For more information about how 3MTM StamarkTM Tapes can help improve road safety in your region, please call 3M on 136 136 or contact your 3M Traffic Safety Systems representative.
3MtM StanmarktM tape
traditional line
ROAD sAFetY& LIneMARkIng
AAPA 15th Road Construction and Surfacing Health & Safety ConferenceOrganised by
the Australian Asphalt Pavement Association
www.aapaconference.com.au
21-23 October 2012 ■ Amora Hotel Riverwalk Melbourne
About the conferenceThis Conference recognises the continued and growing importance being placed on health and safety issues by all sectors of industry in roadwork zones whether they be greenfi eld sites, road or utility maintenance or reconstruction of existing roads and streets.The Conference will see people at all levels of government and private industry, including contractors, gather to discuss challenges and solutions to help improve the safety and health of workers under many different road worksite and traffi c conditions.Workshops, Discussion and Panel Sessions will provide the opportunity for personal input, involvement and practical outputs. The program is designed to facilitate networking opportunities, and delegates are strongly encouraged to participate frankly in the discussions to maximise industry improvement through 'learning from experiences' and the introduction of practical outcomes in the workplace.This Conference refl ects the strong desire by the Australian Asphalt Pavements Association (AAPA) and Austroads to pro-actively manage outcomes in the fl exible pavements industry, so that the roads industry is an acknowledged leader in creating responsible, healthy and safe workplaces for its members, their employees and for the community at large.Expert speakers from many areas of the industry will contribute to this learning event aimed at further improvements in health and safety standards.I strongly urge everyone to attend this most important conference.
John LambertChief Executive Offi cerAustralian Asphalt Pavement Association
AgendaSenior Managers Workshop & Session: 12.30- 4.30 PM Sunday 21 October:Conference: 8.30 AM Monday 22 till 3.30 PM Tuesday 23 October
Speaking Program The speaking program will be very practical and will be of great relevance to fi eld staff as well as their supervisors and managers.Key Sessions may include:• Night time
construction challenges and opportunities
• Avoiding worker runovers and backovers
• Work zone speed management & traffi c control
• Legal liabilities for traffi c control
• New safety and health training programs;
• Work zone safety awareness
• New products relating to health and safety
• Health and welfare
Call For PapersWhile the program will feature many invited speakers, we also have room for relevant speakers. Abstracts of approximately 100-200 words to be submitted by 31 May 2012 to:Scott Matthews, [email protected], 03 8534 5004Completed Papers will be required for review by 21 September, 2012
For more information on fees, registration or sponsorship see
Social ProgramSunday 21 October Welcome Reception at 6PM
Monday 22 October: Conference Dinner at 7PM
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50 ROADS APRIL/MAY 2012
A U S T R A L I A ’ S L E A D I N G G U I D E & M A R K E R P O S T M A N U F A C T U R E R S
7318B
6/38 Eastern Service RoadStapylton, Queensland 4207PO Box 7278 Loganholme QLD 4207
Head Office & Manufacturing45-49 St Leonards RoadLaunceston, Tasmania 7250Po Box 66 Newstead TAS 7250
Web www.durapost.com.auEmail [email protected]
Phone 1300 794 397 Fax 1300 794 511
ABN 68 387 047 965
WARRANTY
YEARS
YEARS
GUARANTEE
Job No:
Date:
Client:
Version: Designer:
Job Description:
Colours:
462 Wellington Street Launceston TAS 7250 | p. 03 6341 1800 | f. 03 6341 1899 | [email protected] | www.walkerdesigns.com.au ©
576523.10.2008
Roadside ProductsFinal Ken McLennan
SteelCMYK
MARKER POST SYSTEM
7318 GovLink Full Page Ad_3.indd 1 4/2/11 1:16:46 PM
mARKeR Posts thAt meet oR exCeed AustRALIAn stAndARds
Roadside Products Pty Ltd is the manufacturer and distributor of Dura-Post Guide and Marker Post Systems.
Our guide and marker posts are designed and manufactured to meet or exceed all Australian Standards and individual state traffic authority specifications for road edge guide and marker posts. We also manufacture to meet various international specifications and requirements for guide or delineator road edge posts.
Wide product range and quality installation capabilitiesThe Dura-Post Brand is one of the most extensive ranges of guide and marker post systems available in Australia and internationally. Our range includes semi-flexible steel posts, tubular steel guide posts, fully-flexible 360 degree guide and marker posts, and flexible uPVC and HSEP (High Strength Engineered Polymer) delineator posts.
Roadside Products has solutions for all installation requirements and the necessary equipment to carry out installations of its products. An experienced sales team provides on-site installation and safety training to road and plant crews, local councils and traffic authority engineers, overseers and any other user of our products.
Impact GradesDura-Post Guide & Marker Post Systems have been designed to incorporate many factors including suitability of the installed position versus the material used and cost effectiveness. Some Dura-Post Guide Posts are designed to be installed in high impact zones and others to be installed in low impact zones. A high impact zone is an area where there is a greater likelihood of the guide post being impacted by vehicles. A low impact zone is where the guide post is installed further away from vehicles or in a position where it is unlikely to be impacted.
To assist with the choice of the most suitable guide post for various situations or positions they need to be installed, throughout the Dura-Post Guide & Marker Post Range the Impact Zone recommendations are indicated by these symbols;
Manual or Mechanical Installation OptionsAnother important design consideration of Dura-Post Guide & Marker Posts is the installation method. Roadside Products places high importance on the safe installation of its products and offers on-site training on the correct and safe use of installation equipment. There are two methods available for installing Dura-Posts; firstly they can be installed manually, which requires the use of tools such as post drivers or by digging holes. The second option involves the use of mechanical equipment such as pneumatic drivers or jackhammers.
Roadside Products manufactures attachments for mechanical drivers for installing its posts. Installation methods for Dura-Post Guide & Marker Posts are indicated throughout the product range with these symbols;
Roadside Products’ RoadPro range of traffic and construction zone products and services is sourced from manufacturers locally and internationally. For more information see www.durapost.com.au
Roadside Products Head Office and Manufacturing is located in Launceston and its National Distribution & Sales Centre is in Brisbane.
IMPACT LEGEND
Green is suited for low impact zones
Orange is suited for medium impact zones
Red is suited for all areas including high impact zones.
INSTALLATION LEGEND
Manual installation method
Mechanical installation method
Demonstration of mechanical installation of Dura-Post signs.
ROAD sAFetY & LIneMARkIng
ROADS APRIL/MAY 2012 51
A U S T R A L I A ’ S L E A D I N G G U I D E & M A R K E R P O S T M A N U F A C T U R E R S
7318B
6/38 Eastern Service RoadStapylton, Queensland 4207PO Box 7278 Loganholme QLD 4207
Head Office & Manufacturing45-49 St Leonards RoadLaunceston, Tasmania 7250Po Box 66 Newstead TAS 7250
Web www.durapost.com.auEmail [email protected]
Phone 1300 794 397 Fax 1300 794 511
ABN 68 387 047 965
WARRANTY
YEARS
YEARS
GUARANTEE
Job No:
Date:
Client:
Version: Designer:
Job Description:
Colours:
462 Wellington Street Launceston TAS 7250 | p. 03 6341 1800 | f. 03 6341 1899 | [email protected] | www.walkerdesigns.com.au ©
576523.10.2008
Roadside ProductsFinal Ken McLennan
SteelCMYK
MARKER POST SYSTEM
7318 GovLink Full Page Ad_3.indd 1 4/2/11 1:16:46 PM
52 ROADS APRIL/MAY 2012
InnovAtoRs not ImItAtoRs sIgnfLex – AnotheR fIRst fRom deLnoRth
Sign-Flex®, the latest innovation within the Delnorth International Roadside Products range, offers councils and road authorities around Australia the solution for improved road user safety and signage durability on their road networks.
Sign-Flex® offers high-impact flexibility and temperature resistance that ensures the signage will rebound to its original shape, even after being repeatedly bent, battered and run over. Delnorth offers a 10-year replacement warranty for all regulatory traffic signs should the substrate break on impact.
Manufactured from a specially formulated poly carbonate substrate material, Sign-Flex® is available as blank or reflective sheeted form for graphics completion by the customer or in completed form for all types of signage.
Wide product rangeThe range includes regulatory traffic control signs, warning signs, temporary work zone signs, hazard signs, street name blades, guide signs, parking and safety signs and asset identification tags for pipeline, cable, gas, electrical or water utility providers. For larger traffic signs and box section temporary signs, Sign-Flex® includes stiffening ribs or box section channel manufactured from the same poly carbonate material.
Featuring rounded edges and radius corners, it is safe to handle, easy to install and competitively priced. The cost benefits are recognisable when considering the cost and time taken to replace damaged or bent aluminium signs. Compared to traditional non-flexible sign materials such as aluminium, Sign-Flex’s flexibility and safety edge features will reduce the injury risk to errant road users, especially motorcyclists.
Qualiy assured through testingSign-Flex® has been tested at the Allunga outdoor facility in Queensland for the substrate durability and the adhesion performance of the Avery Dennison reflective sheeting used by Delnorth.
Results to date are outstanding. After two years accelerated weather testing, the report from DPTI Transport Technical Services included the comment: “At this stage none of the samples showed any adverse effects on the sheeting from the substrate. On the contrary, the edge treatment of the sheeting has been such that there has been no damage or moisture entry even to the edgemost cells.” Sign-Flex® exceeds the requirements of AS1743.
The features and benefits of the products from Delnorth have been acknowledged by councils and contractors including Ipswich City Council in Queensland, Yarra City Council in Victoria, Newcastle City Council in NSW, and Port Pirie Council in South Australia.
Recent state road authority approvals include DTMR Queensland, DTEI South Australia and VicRoads.
Delnorth International is an Australian-owned and operated company which has been a market leading manufacturer and supplier of roadside safety products since 1991.
It specialises in the manufacture and supply of quality, reliable and safe equipment for roading and utility servicing industries.
graphics can be completed by customers to suit their individual needs or can come in completed forms.
Rounded edges and radius corners mean safety in handling and ease of installation.
ROAD sAFetY & LIneMARkIng
ROADS APRIL/MAY 2012 53
For further information please contact: DELNORTH INTERNATIONALPhone: +61 2 4966 8655 Fax: +61 2 4966 8644E-mail: [email protected] Internet: www.delnorth.com
FOR INNOVATIVE ROAD SAFETY SOLUTIONS... ALL ROADS LEAD TO DELNORTH.
SIGN-FLEX®
STEEL-FLEX®SURFACE MOUNTED
SEMI RIGID MARKER POSTS LANE-FLEX®
POLY-FLEX®
PLAS-FLEX
GLARE-FLEX®
STEEL-FLEX®
SEMI RIGIDGUIDE POSTS
UNIVERSAL MANUAL DRIVER
GUARD-FLEX®
FOR INNOVATIVE ROAD SAFETY SOLUTIONS... ALL ROADS LEAD TO DELNORTH.
DELNORTH INTERNATIONAL - AUSTRALIAN OWNED & OPERATEDMANUFACTURERS & SUPPLIERS TO THE ROADING INDUSTRY SINCE 1991
54 ROADS APRIL/MAY 2012
THANKSIt would not be proper, if I didn’t use part of my paid advertising space to publicly thank Potters Industries for the 15 years that I served with them as Technical Services Manager, Asia Pacific. To Potters Management and Staff, thanks for your enormous co-operation and friendship. Potters culture of maintaining squeaky clean ethics, their research and development contribution to industry, their industry support and their indefatigable efforts to promote the importance of maintaining high standard pavement markings needs to be acknowledged. Through Potters hard work, well maintained pavement markings are now recognized as an integral part of road safety standards.
Of course, the value of my previous and original 27 years of grounding with the NSW RTA Linemarking Organisation, cannot be overstated.
Vale to my mates Colin Yob (ex-Potters, Melbourne) and Bob Jones (ex-Potters NZ) who passed away during 2011. Life is too short.
Pavement Marking Consulting Service Pty LtdABN: 121 51 665 413
BoB CArNAByPh: 0419 610 917 | E: [email protected]
Pavement Marking Technical Support, including:review of delivery of services – Training in support of Cert 3 and PCCP
– Specification – Procedure – Measurement – Troubleshooting – Surveillance –
ANNoUNCEMENTAfter 43 years in the pavement marking industry, I retired from full time work on 1st July 2011. It didn’t take me long to realise how much I missed the involvement and how much demand exists to provide a range of technical and professional services. As a consequence, I wish to advise that I am available to provide services that fall within the following range:
PAvEMENT MArKiNg CoNSUlTiNg SErviCE Pty ltd
whAt LoCAL goveRnment shouLd Know ABout RoAdmARKIng
With today’s focus on obtaining cost effectiveness from every dollar, numerous questions are asked by councils about painted road markings.
Those questions include: Are we over-servicing or under-servicing our painted road markings? Do our road-marking maintenance application staff and supervisory staff know what they are aiming to achieve? Are we getting optimum performance from our markings? Are we using the correct road marking products and systems? Are there better ways? How do we know when to undertake remarking?
In recent years, painted road marking technology has improved considerably. Experienced road-marking industry identity, Bob Carnaby of Pavement Marking Consulting Service, answers some key questions:
Has the road-marking industry advanced in the way services are delivered?“The past ten years have seen great improvement in the way road markings are managed. Specifications are being tailored, demanding higher performance in visibility-safety and durability. As a consequence, the quality of pavement marking materials has improved. Training in support of road-marking qualification and certification program compliance is being mandated. Audits by technical and experienced staff can check compliance to establish if road managers are getting what they are paying for.”
Where should we start?“Managers need to look at their road-marking asset and regard it as just that – an asset. Road-markings more than just aesthetics to make your town look good. They are proven road safety management devices that guide, advise and control. They send conscious and unconscious
messages to the road users. Managers need to identify the asset inventory and follow up with a condition assessment”.
Will it cost more with this approach?“I have observed much waste in the way pavement markings are managed. Many road engineers simply program remarking on the basis of birthday schedules or by scheduling work based on funds available, sometimes just to exhaust funds. Understanding pavement marking functions and building planning and management of the asset around the function expectation can see a better product being delivered in a cost effective way, over time. So I suggest that the answer is no”.
It’s just paint on a road. Can it be made better?“Absolutely. Road-marking application process is considered by those who know as an art-form bordering on a science. That’s what I mean by understanding what managers should be looking for”.
Where can I go for help?“Any reputable road-marking material supplier can direct you to a specialist for assistance. The CSIRO manages a Painting Contractors Certification Program, which incorporates an integrated management system for road-marking”.
Is there an organisation that can provide specialised impartial advice?“The Roadmarking Industry Association of Australia runs programs that promote professionalism in the industry. RIAA has developed a nationally endorsed certification training program for its membership and hosts regular workshops.”
ROAD sAFetY & LIneMARkIng
ROADS APRIL/MAY 2012 55
56 ROADS APRIL/MAY 2012
SMArT CuShION NOw ThE SMArT ChOICE
The operating costs of seven crash cushions used in the United States were examined in a report dated 2 March and prepared by the Midwest Roadside Safety Facility at the University of Nebraska.
The report – produced for the Wisconsin Department of Transportation (reference MwRSF Research Report No. TRP-03-252-12) – considered:• Initial material costs; • Total labour costs for installation;• Total installed costs (TIC);• Repair costs for frontal impacts;• Repair costs for side impacts;• Average repair costs (ARV); • Traffic control costs; and• Total average cost (TAC) for repair with Traffic Control.
The Smart Cushion Impact Attenuator has many design advantages and has unprecedented safety benefits. Now, this independent study indicates that the Smart Cushion has cost advantages.
The following table lists products’ order of installation cost (IC) and reports the total average repair costs (TAC) in US dollars.
Note 1: System No.3 was not impacted and not repaired, and is not included.Note 2: System No.5 is the SCI Smart Cushion.Note 3: Total Installed Cost (TIC) being material costs plus labour costs.Note 4: Average Repair Cost (ARC) is calculated as 66% of impacts being frontal impacts and 34% of impacts being side impacts.Note 5: The Total Average Cost (TAC) of repair is the sum of the average repair cost and the traffic management costs.
The Smart Cushion performs so well in high speed accident zones and has such low cost, rapid repair that to date, four US departments of transport have successfully applied for sole sourcing for federally funded projects. The states of Utah, Kansas, Colorado and Arizona all applied for “Finding in the Public Interest” (FIPI) to the Federal Highway Association (FHWA). More US state DOTs have applications for FIPI in the pipeline.
Why is the Smart Cushion in such demand in the US? It is crash and cost effective. Energy is absorbed by friction and by use of a hydraulic cylinder with porting to control the rate of flow. The use of the hydraulic cylinder permits a variable stopping force that is dependent on the speed of the vehicle.
The Smart Cushion is the only re-directive crash attenuator that can vary the amount of force needed to stop different size vehicles. Plus, there are the engineered designed side panels in the case of side impacts. It is rare to have any damage to the side panels which eliminates repairs and mobilization for 15-60% of the impacts depending on geometrics.
The effectiveness of the Smart Cushion system is summarised in the table below based on the tabulated installation and repair costs in the above table.
System No. TICN3 (US$) ARCN4 (US$) TACN5 (US$)
1 18,538 6,518 9,993
2 33,017 5,150 8,625
4 36,067 3,894 4,819
5N2 19,371 109 659
6 15,433 5,390 6,615
7 11,400 7,318 9,106
System No.
Initial Investment
Average investment per repair
Investment for 1
impact as % of initial investment
Investment for 2
impacts as % of initial investment
Investment for 3
impacts as % of initial investment
1 18,538 9,993 54% 108% 162%
2 33,017 8,625 26% 52% 78%
4 36,067 4,819 14% 28% 42%
5 19,371 659 4% 8% 12%
6 15,433 6,615 43% 86% 129%
7 11,400 9,106 80% 160% 240%
The repair costs of Smart Cushion are so low because, in most impacts, only two shear pins need be replaced. These results from the University of Nebraska study are confirmed by two other independent surveys, the FHWA 2 year in-service evaluation and the Caltrans study of 213 in-service impacts. In the FHWA 2 year in service evaluation, the average part repair cost per site was $39.00 despite more than 40% of the impacts in this study being from tractor-trailer vehicles.
In the Californian DOT survey of 213 impacts in California, the average part repair cost per site was $16.00. The cost of these repairs is a fraction of all other systems including several units that were previously considered low maintenance systems.
The Arizona DOT in their submission for FIPI justified use of the Smart Cushion based on the unique stopping ability, the reduced life cycle costs, and the reduced crash-exposure risk to workers and the travelling public.
For more information on the SCI Smart Cushion contact LB International Pty Ltd 02-9631-8833 or email [email protected]
ROAD sAFetY & LIneMARkIng
