Asphalt Review - Feb/March 2013 - Australian Asphalt Pavement ...
Asphalt Review - Feb/March 2013 - Australian Asphalt Pavement ...
Asphalt Review - Feb/March 2013 - Australian Asphalt Pavement ...
You also want an ePaper? Increase the reach of your titles
YUMPU automatically turns print PDFs into web optimized ePapers that Google loves.
feb/march <strong>2013</strong><br />
<strong>Asphalt</strong><strong>Review</strong><br />
Above: An aerial view of the Phillip Island circuit<br />
and work crews re-surfacing the iconic raceway
ASPHALT REVIEW<br />
CEO’S REPORT<br />
John Lambert,<br />
CEO, AAPA<br />
I have previously highlighted the joint<br />
AAPA and Austroads project to validate the<br />
hypothesis that warm mix asphalt (WMA) and<br />
hot mix asphalt (HMA) performed the same<br />
in practice.<br />
The project has now been completed and<br />
a final report prepared by Kieran Sharp from<br />
ARRB confirms that the WMA mixes used did<br />
perform the same as the HMA controls over<br />
the two year study period.<br />
As a result, several state road authorities<br />
have already adopted warm mix in their<br />
specifications. In these states; industry,<br />
government and the community will all benefit<br />
from the lower greenhouse emissions, better<br />
compaction, zero fumes, etc.<br />
A report on the project will be included in<br />
the next edition of <strong>Asphalt</strong> <strong>Review</strong>. However;<br />
my reason for mentioning this project is not<br />
only to highlight the results, but to focus on<br />
the important role that AAPA plays in bringing<br />
about change in our industry.<br />
AAPA is involved in a number of projects<br />
around Australia, bringing industry, road<br />
authority and research organisations’<br />
expertise together.<br />
The <strong>Asphalt</strong> <strong>Pavement</strong> Solutions – for Life<br />
project is a major project aimed at proving<br />
that perpetual pavement designs can be<br />
applied in Australia. Perpetual pavements<br />
are designed to last indefinitely with just<br />
occasional replacement of the top wearing<br />
course. Importantly, they use less asphalt<br />
than the current <strong>Australian</strong> designs for high<br />
volume pavements.<br />
Another major project is into what really<br />
happens at a worksite/traffic boundary and<br />
this project is discussed in this edition of<br />
Roads. In this project VicRoads supported<br />
one of their staff to manage the study<br />
and industry members encouraged their<br />
employees to participate. There are also<br />
many projects undertaken within each<br />
state focussing on current issues relevant to<br />
industry and road authorities.<br />
As well as projects, AAPA provides technical<br />
information and training to its members.<br />
This includes organising study tours to key<br />
organisations around the world and then<br />
disseminating that information at feedback<br />
sessions across Australia.<br />
At the recent feedback session for the 2012<br />
Europe Study Tour, AAPA also held a seminar<br />
on using high modulus asphalt as a structural<br />
base. This seminar included open and frank<br />
discussion on the European experience where<br />
these asphalts are used extensively.<br />
At the meeting it was agreed that AAPA<br />
should organise a project similar to the WMA<br />
validation project to validate the use of these<br />
asphalts in Australia. Such a project would<br />
have manufacturers and suppliers provide<br />
pavement sections that would be monitored<br />
by industry and road authorities.<br />
Like the WMA project, this undertaking<br />
would aim to validate the hypothesis that<br />
these asphalts worked as well (or better)<br />
than normal <strong>Australian</strong> designed and<br />
constructed pavements. It would not need<br />
to test the fundamental design concept as<br />
this has already been well proven overseas.<br />
If the hypothesis was proven to be correct, it<br />
would lead to the quick adoption of designs<br />
that would result in thinner pavements and<br />
considerable savings in materials and costs.<br />
To separately “prove” that new<br />
technologies and materials work in each<br />
state is wasteful. If it can be shown that they<br />
work overseas and have been validated in<br />
at least one <strong>Australian</strong> state they should be<br />
able to be applied nationally.<br />
Road authorities, industry and research<br />
bodies working together through AAPA<br />
makes a lot of sense, particularly when<br />
<strong>Australian</strong> governments are seeking to<br />
reduce costs, but not quality. In the words<br />
of one road authority chief executive, “…we<br />
do not want “gold plated” work…”, but we<br />
do want quality roads at a reasonable price.<br />
Also, if there are any failures as a result<br />
of this approach, we will work together to<br />
rectify them.<br />
I believe that we are entering a time when<br />
industry, government and research bodies<br />
will increasingly work together to achieve.<br />
I also believe there is a growing focus on<br />
outcomes and performance, and away from<br />
prescriptive specifications.<br />
As a result, in the future, governments<br />
will specify the performance required and<br />
industry will design and construct to achieve<br />
that performance. Then if issues arise,<br />
industry and government will work together<br />
to resolve them.<br />
AAPA will continue to play a key role<br />
in achieving these outcomes and all of us<br />
work together to deliver quality pavements,<br />
applying innovative and new solutions<br />
where appropriate.<br />
To separately “prove” that new technologies and<br />
materials work in each state is wasteful. If it can<br />
be shown that they work overseas and have been<br />
validated in at least one <strong>Australian</strong> state they<br />
should be able to be applied nationally.<br />
20 ROADS FEB/MARCH <strong>2013</strong>
AUSTRALIA PTY LTD<br />
Heavy Duty, tough<br />
and it has all the moves!<br />
Roadtec RX600e<br />
Introducing the all new Roadtec RX-600e Profiler which offers gutsy power<br />
combined with high maneuverability, it’s well balanced, productive and comes<br />
with a Guardian Monitoring system featuring two-way communication and all<br />
vital machine data, plus an optional 3 year warranty.<br />
This Profiler from Roadtec has all of the features of the older versions and then<br />
some, so if you are looking for a new class of Profiler, the RX600e is the one<br />
you’ve been waiting for…<br />
• Suitable for motorway and smaller urban jobs.<br />
• Can cut depths up to 330mm and various widths from 1.9m, 2m or 2.184m wide.<br />
• 620 horsepower Cummins engine.<br />
• Available with either three or four tracks.<br />
• A656 Grade 80 steel used throughout the frame.<br />
• Bolt-On Track Pads.<br />
• Dual water Spray Bars.<br />
• Guardian Monitoring system featuring two-way communication.<br />
• Optional Dust Extraction<br />
John Montague<br />
National Account Manager<br />
Roadtec & Carlson<br />
0419 965 077<br />
jmontague@astecaustralia.com.au<br />
1300 278 322<br />
1300 ASTEC AUS<br />
P (+61) 07 3714 8800<br />
F (+61) 07 3714 8899<br />
www.astecaustralia.com.au<br />
enquiries@astecaustralia.com.au<br />
The Astec Response Promise ensures that our customers are confident with<br />
their decision to choose Astec to improve their business performance.<br />
We pride ourselves on the ability to supply high quality products from a range<br />
of quality brands, which are backed up with our promise to supply, maintain<br />
and service the products we proudly represent.<br />
Our Promise Guarantees:<br />
• Australia-wide service<br />
• An emphasis on customer profitability<br />
• 24/7 serviceability (If you’re working, we’re working)<br />
• Up-to-date spare parts availability and pricing<br />
Astec Australia Pty Ltd Head Office: PO Box 142 13/243 Bradman Street Acacia Ridge, Queensland 4110 (+61) 07 3714 8800
ASPHALT REVIEW<br />
CHAIRMAN’S REPORT<br />
Sergio Cinerari,<br />
Chairman, AAPA<br />
In this edition of <strong>Asphalt</strong> <strong>Review</strong>, there is an<br />
article on the resurfacing of the Phillip Island<br />
Motor Racing Track.<br />
As you will read, I took the opportunity<br />
to spend some time on the project with my<br />
Downer colleagues. It was good to get out and<br />
about on this type project as in my opinion<br />
it was typical of the challenges that our<br />
people confront and overcome regularly as<br />
our industry goes about meeting the everincreasing<br />
requirements of our stakeholders.<br />
It impressed upon me how far we have<br />
come over many years in terms of the<br />
standard of work our industry can produce.<br />
But my real reason for mentioning this project<br />
is to highlight the importance of innovation<br />
and how our industry applies it.<br />
This is the third time that I have been<br />
involved in the resurfacing of Phillip Island<br />
and each time I have noted the client’s<br />
expectations in terms of the surfacing has<br />
increased, always seeking a smoother, longerlasting<br />
and safer outcome.<br />
In the most recent project the client wanted<br />
the highest possible quality of surface, one<br />
that could be used successfully for the many<br />
different applications demanded of this track.<br />
Importantly, a surface that would exceed the<br />
international best practice expectations for a<br />
Moto GP track.<br />
Working together, the owner, contractor and<br />
consultants developed an optimum design for<br />
track geometry and asphalt mix; this was then<br />
coupled to a construction methodology that<br />
employed the most appropriate equipment<br />
and methods including establishing a large<br />
mobile asphalt plant on site.<br />
The team working together did not follow<br />
a formulae, but applied the best available<br />
knowledge within the industry, both in<br />
Australia and overseas, to achieve the best<br />
results for our client.<br />
More than building a racetrack what was<br />
truly impressive was how all stakeholders<br />
came together to deliver a critical piece of<br />
infrastructure and how innovative our industry<br />
can be when a challenge is put before us. It<br />
causes me to think, shouldn’t this be the way<br />
our industry always works<br />
It is easy to follow state road authority<br />
specifications, but with ever-increasing budget<br />
pressure and higher user expectation, the<br />
challenge on our industry to deliver efficient<br />
solutions has never been greater.<br />
I know that our industry has a wealth of skill<br />
and knowledge that, when applied, has the<br />
power to bring new and exciting solutions to<br />
all our clients. Working together, state road<br />
authorities and industry can develop optimum<br />
solutions to achieve long-lasting and smooth<br />
pavements utilising the most efficient processes.<br />
AAPA’s study into perpetual pavement is<br />
an example of how industry and state road<br />
authorities are working together to amend the<br />
current design process to make long-lasting<br />
pavements without using wasteful amounts<br />
of materials. AAPA is currently working with<br />
ARRB and state road authorities to develop<br />
interim specifications to apply these designs as<br />
soon as possible.<br />
Also in recent times, I note an increased<br />
willingness of several state road authorities<br />
to work with industry to identify and apply<br />
innovative solutions to achieve long-lasting<br />
pavements at lowest cost.<br />
The work done by AAPA will give us all the<br />
tools to challenge some our more conservative<br />
designs and work with our SRA clients in order<br />
to create more efficient solutions, assisting<br />
them in meeting the continual infrastructure<br />
maintenance challenge that they confront on<br />
an ongoing basis.<br />
Innovation and the challenging long held<br />
assumptions are the keys to the longterm<br />
success of any endeavour and this<br />
is particularly true when it comes to road<br />
surfacing. As an industry, we have shown<br />
ourselves to be resilient and clever; I therefore<br />
encourage our association, government<br />
and industry members to work together<br />
to always strive to develop innovative and<br />
effective solutions, challenging those longheld<br />
paradigms thus allowing us all to meet<br />
the challenges of delivering and maintaining<br />
critical infrastructure across Australia.<br />
“More than building a racetrack what was truly<br />
impressive was how all stakeholders came together<br />
to deliver a critical piece of infrastructure and how<br />
innovative our industry can be when a challenge is<br />
put before us. It causes me to think, shouldn’t this be<br />
the way our industry always works”<br />
22 ROADS FEB/MARCH <strong>2013</strong>
Partnering with road paving businesses<br />
Adding value through focus, expertise and innovation<br />
Bitumen Polymer Modified Bitumen Bitumen Emulsions<br />
Polymer Modified Bitumen Emulsions Recycling Agents Rejuvinating Agents<br />
Joint & Crack Sealants Precoats Cutbacks Cold Mixes Dust Suppressants<br />
Laboratory Testing Services Research & Development Projects<br />
Sydney & Melbourne: ph +61 2 9638 0150 Perth: ph +61 8 9431 7351<br />
Brisbane: Bitumen Import Terminal ph: +61 7 3895 2183 Brisbane PMB/Emulsion plant ph: +61 7 3260 2622<br />
www.samibitumen.com.au
ASPHALT REVIEW<br />
Roadwork Safety –<br />
Innovation and<br />
Future Directions<br />
The following paper is an abridged version of a presentation to AAPA’s 15th Road Construction<br />
and Surfacing Health and Safety Conference, in Melbourne during 2012. It highlights the<br />
experience of Michael Rose in roadwork safety in Victoria; however, the information contained<br />
in it is relevant across the whole of Australia. In particular it highlights the hierarchy of controls.<br />
This recognises that the behaviour of roadworkers and passing motorists is the primary risk on<br />
worksites. Physical separation (elimination of the risk) is therefore the most effective strategy and<br />
is top of the hierarchy of control.<br />
By Michael Rose CFSIA RSP Aust, Manager Project Safety, VicRoads Major Projects.<br />
Introduction – evolution and innovation<br />
of safety controls at VicRoads<br />
This paper provides an overview of the evolution and innovation in<br />
roadwork safety at VicRoads over the past decade, and highlights the<br />
current safety challenges still facing our industry.<br />
Prior to the introduction of the Worksite Safety–Traffic Management<br />
Code of Practice (2004 version) there were eight fatalities reported<br />
in Victoria for works on or adjacent to traffic over a 26-month period,<br />
including three on VicRoads works. There have been no fatalities since<br />
the Code was introduced on VicRoads major projects.<br />
The development of the hierarchy of safety controls for worksite<br />
traffic management and the classification of work on or adjacent to<br />
roads used by traffic as high risk work under Occupational Health<br />
and Safety (OHS) legislation for all classes of road have been major<br />
contributing factors to the safety improvements. Despite this good work<br />
we have not yet achieved zero injuries or fatalities in all areas.<br />
Major road projects are frequently faced with up to 16 classified<br />
high risk construction work activities. However, the activities involving<br />
mobile plant operation within work zones was demonstrated during<br />
2011 to be our highest risk area with at least five fatalities around<br />
Australia.<br />
The Hierarchy of Safety Controls for Roadwork<br />
The Hierarchy of Safety Controls for Worksite Traffic Management was<br />
first introduced by VicRoads in 2005 via the Worksite Safety–Traffic<br />
Management Code of Practice (2004 version). At the same time, the<br />
OHS Act 2004 was introduced mandating the hierarchy of controls<br />
approach through the defined concept of Ensuring Health and Safety<br />
(OHS Act, Section 20).<br />
The introduction of the OHS Regulations in 2007 further reinforced<br />
that works on or adjacent to roads used by traffic is a high risk activity<br />
for construction work. It also established the statutory obligation to<br />
eliminate the traffic hazard where reasonably practicable or reduce the<br />
risks by following the established hierarchy of safety controls.<br />
The hierarchy of controls may be described as:<br />
1. Elimination;<br />
2. Substitution;<br />
3. Isolation;<br />
4. Engineering;<br />
5. Administrative;<br />
6. Personal protective equipment; and<br />
7. A combination of controls<br />
The WorkSafe Test of Reasonably Practicable<br />
The OHS Act 2004 Section 20 requires hazards be eliminated, so far as<br />
reasonably practicable, or reduced via the hierarchy of safety controls,<br />
so far as is reasonably practicable. The WorkSafe test for practicability<br />
requires the following factors to be considered.<br />
• How likely is it that there will be some harm;<br />
• How serious could the consequences be;<br />
• What do, or should, you know about the hazard and ways of<br />
eliminating or reducing it<br />
• Are suitable ways to eliminate or reduce the hazard or risk available;<br />
and<br />
• How much will it cost to eliminate or reduce the hazard or risk (This<br />
is not a defence at law and needs to be balanced against the duty of<br />
care for workers with a presumption in favour of health and safety.<br />
Therefore cost is not as a credible reason against deployment).<br />
Evolution of practices in traffic<br />
management safety in Victoria<br />
The following describes evolved practices in traffic management<br />
safety in Victoria since 2006, using the hierarchy of traffic controls and<br />
commencing with the most effective and reliable controls:<br />
a. Elimination of Hazard - Road Closure to Eliminate the Traffic Hazard<br />
Full or partial road closure is the highest level control used. Road<br />
closures should be well communicated in advance to the public<br />
to reduce inconvenience. Road closures also facilitate increased<br />
productivity with reduction in construction times due to the removal of<br />
traffic and the unrestricted access provided.<br />
24 ROADS FEB/MARCH <strong>2013</strong>
15 TH<br />
INTERNATIONAL<br />
FLEXIBLE PAVEMENTS<br />
CONFERENCE<br />
22-25 September <strong>2013</strong> | Royal International Convention Centre | Brisbane | Australia<br />
ABOUT THE CONFERENCE<br />
This signifi cant Conference will feature eminent presenters from Australia and around<br />
the world, including invited key speakers. A balanced, relevant technical program,<br />
supplemented by a major supporting exhibition, will make this Conference the<br />
highlight of the <strong>2013</strong> fl exible pavements calendar both in Australia and internationally.<br />
The <strong>Australian</strong> <strong>Asphalt</strong> <strong>Pavement</strong> Association presented its fi rst International<br />
Technical Conference in Sydney, Australia, in 1971, and since then has<br />
conducted a conference fourteen times in total with either an International or<br />
National Flexible <strong>Pavement</strong> Conference being staged by AAPA every two years.<br />
In addition to the speaking streams, the conference will have a social program<br />
and a major exhibition of equipment and related products and services.<br />
CONFERENCE TOPICS<br />
The conference focus is primarily on technical issues associated within<br />
the fl exible pavements and industry. It is for all forms of fl exible pavements<br />
including for roads, airfi elds, paths, car-parks, industrial and port areas.<br />
Technical papers will address issues such as specifi cations, procedures and<br />
equipment. All facets of fl exible pavements will be covered, including research,<br />
manufacture, construction, maintenance and test methods. This will include a<br />
focus on perpetual pavements (long life pavements).<br />
In today’s world, environmental sustainability is a key issue and papers will<br />
address issues such as asphalt perpetual pavements, life cycle impact, warm<br />
mix asphalt, recycled asphalt and emulsions, and the environmental and the<br />
economic benefi ts of maintenance.<br />
As a guide, papers may be in the following key areas:<br />
• Delivering new age solutions<br />
• <strong>Asphalt</strong> perpetual pavements<br />
• High modulus asphalt<br />
• Increased use of warm mix and RAP<br />
(Reclaimed <strong>Asphalt</strong> <strong>Pavement</strong>s)<br />
• Sustainability<br />
• Quality assurance<br />
• Developments in thin surfacings<br />
• Specifi cations<br />
• Environmental aspects<br />
(smoothness matters)<br />
• <strong>Asphalt</strong> mix design<br />
• Sprayed seal design/construction<br />
• Binders<br />
• Life cycle costing<br />
• Asset management<br />
• Roads, paths and car-parks<br />
• Airfi eld, industrial and port<br />
pavements and hard-stands<br />
• Asset management<br />
• <strong>Pavement</strong> management and<br />
maintenance<br />
The conference will also include a sessions for senior managers. This may<br />
address issues such as contracts, national harmonisation of health and safety<br />
laws, and other business related issues affecting the surfacing industry.<br />
INTERNATIONAL LINKS<br />
Speakers will be invited from international <strong>Asphalt</strong> Organisations, Research<br />
Institutes, Road Agencies and Companies to ensure that the conference will<br />
truly provide an international perspective.<br />
The conference will also provide ample networking opportunities, including a<br />
social program, so that all delegates can mix and hear from their colleagues.<br />
FIRST CALL FOR PAPERS<br />
The First Call for Papers is now open. This call in particular will be<br />
advantageous to international speakers who need more notice in order to plan<br />
the logistics of attending. To allow for this, Abstracts from persons outside of<br />
Australia will be given fast-track consideration.<br />
Abstracts will be reviewed by the AAPA National Technology Committee for<br />
suitability. When an Abstract is accepted, it is on the condition that the fi nal<br />
Technical Paper is acceptable to the National Technology Committee.<br />
To be considered as an offi cial speaker/presenter during the conference,<br />
please submit an applicable abstract (100-150 words). Content should be<br />
suffi cient to outline the thrust of the paper. All submissions to be forwarded to:<br />
Scott Matthews AAPA Conference Convenor<br />
t +61 3 8534 5004 e scott.matthews@commstrat.com.au<br />
Dates:<br />
10th January <strong>2013</strong>: First call for papers open<br />
29th <strong>March</strong> <strong>2013</strong>: First call for papers close<br />
22th August <strong>2013</strong>: Technical papers due<br />
MORE INFORMATION<br />
For more information on the conference including program,<br />
venue and registration please visit our conference website<br />
www.aapaconference.com.au or contact the conference convenor.<br />
The conference website will be regularly updated with new information as the<br />
conference develops.<br />
More Information on Speaking, Sponsorship & Exhibition<br />
Contact Scott Matthews, BEng<br />
Conference Convenor<br />
p +6 13 8534 5004 e scott.matthews@commstrat.com.au<br />
Platinum Sponsor:<br />
Gold Sponsors:<br />
Registration Enquiries<br />
Registration Manager<br />
t +61 3 8534 5050 e registration@commstrat.com.au<br />
www.aapaconference.com.au
ASPHALT REVIEW<br />
This control achieves the primary objective of hazard elimination,<br />
where reasonably practicable to do so, as required under the OHS<br />
Regulation 5.1.7.<br />
b. Isolation of Hazard – Temporary Safety Barriers<br />
Isolation of traffic from the work zone through the use of temporary<br />
safety barriers has also proven to be an effective control, particularly<br />
for longer term works adjacent to high volume traffic. They are usually<br />
deployed where the works will be more than two weeks duration in<br />
Victoria.<br />
Speed limits are reduced to a maximum of 80 km/h past barriers<br />
in Victoria, to reduce impact energy and provide an allowance for<br />
heavier vehicle impacts when workers are present on site. On freeway<br />
works alone since 2006, more than 500 million vehicles have passed<br />
temporary barrier protected worksites in Victoria without penetration<br />
or other serious incident when deployed parallel to the road.<br />
Concrete barriers are the most common for the high speed-high<br />
volume roads such as freeways, although steel barriers are increasing<br />
in popularity. Performance of free standing concrete barriers in terms<br />
of deflection under impact is superior to free standing steel barriers<br />
However, anchoring the steel barriers improves their performance.<br />
The speed limits may also be reduced to 60 km/h instead of 80 km/h<br />
in these situations to further reduce heavy vehicle impact severity.<br />
Barrier screens have proven very effective as both debris and anti-<br />
‘gawk’ screens.<br />
Permanent barriers are being installed because statistics show that a<br />
significant number of vehicles are running off the road and crashing in<br />
these areas.<br />
Lane closures and speed reductions are unreliable controls on their<br />
own because drivers do not always slow down and micro sleeping<br />
drivers may pass through the worksite at any time.<br />
c. Isolation of Hazard – (Short Term Works) Truck Mounted<br />
Attenuator (TMA)<br />
Where road closure (level 1 control) or safety barriers (level 2 control)<br />
are not reasonably practicable Truck Mounted Attenuators (TMAs)<br />
(level 3 control) are proving an effective physical isolation particularly<br />
for short-to-medium term works. Their effectiveness continues to be<br />
demonstrated even when they are impacted by heavy vehicles.<br />
Many, but not all of the worksites, may also be protected by lane<br />
closures, signs and speed reductions. Bollards may also be used but<br />
these will not protect against a vehicle which is not under effective<br />
control of its driver. Fatigued drivers, drugs/alcohol and distractions<br />
such as electronic devices are some of the possible causes for drivers<br />
losing control.<br />
TMAs are now applied on all classes of roads in Victoria and are<br />
mandatory on urban freeways and for line marking operations on all<br />
roads. They are required to be TL-3 rated (100 km/h, 2 tonne vehicle<br />
impact tested and approved), with a minimum weight of 10.4 tonne<br />
GVM. Fifteen tonne GVM TMAs are gaining popularity for high speed<br />
road applications and particularly freeways and interstate highways<br />
where heavy trucks will be encountered.<br />
For low speed roads (< 60 km/h) the use of works vehicles to “shadow”<br />
and provide some degree of physical protection for pedestrian workers<br />
against errant vehicles entering the worksite is always a good practice.<br />
Such vehicles need to be heavier than two tonnes, such as small trucks;<br />
otherwise they may be shunted significant distances.<br />
d. Isolation of Hazard – Clearance to Traffic<br />
Where it is not reasonably practical to eliminate the traffic hazard by<br />
closing roads or placing physical barriers between the actual work<br />
zone and traffic, various combinations of controls or conventional<br />
traffic management are available to be deployed and may include a<br />
clearance or lateral vehicle recovery/buffer zone between traffic and<br />
the workplace.<br />
Note that the Worksite Safety –Traffic Management Code of Practice<br />
(2010 version) requires that the reason why the higher level controls<br />
are not considered practical be documented taking into account<br />
the WorkSafe Test of Reasonably Practicable. This reason needs<br />
to be credible because clearance to traffic controls do not provide<br />
any physical protection and are a lower level control - unless the<br />
combination of controls includes a TMA or similar protection.<br />
e. Combination of Controls<br />
A combination of controls is usually deployed at roadwork sites.<br />
Controls which eliminate hazards through road closures or isolate<br />
through physical protection should be present to comply with the OHS<br />
Act concept of Ensuring Health and Safety via elimination of the hazard,<br />
or reducing the risk through applying the hierarchy of safety controls.<br />
Typically signage and speed reductions are deployed on short term<br />
works, although these controls are behavioural controls and not as<br />
reliable as the higher level controls (level 1 to 3 above).<br />
Behavioural controls require effective reinforcement and or<br />
enforcement to be effective and the police, VicRoads Transport<br />
Safety Services and Department of Justice Officers provide much<br />
support in this area, providing the traffic management scheme is<br />
correctly deployed.<br />
Combining highly visible electronic Variable Speed Limit Signage<br />
(VSLS) with signs warning that speed limits are enforced together with<br />
visible patrol cars and camera presence is as demonstrated on the<br />
longer term major worksites such as the M80 Upgrade Project.<br />
The technology exists now for this to be potentially extended to<br />
smaller shorter term worksites. In the United Kingdom, point-to-point<br />
speed cameras are in place on all long term roadwork workplaces.<br />
Speed Display Trailers, VMS Displays and Temporary Speed Humps<br />
are also available as part of the combination of controls approach.<br />
The safety challenge presented by the movement<br />
of powered mobile plant and vehicles within site<br />
The construction industry which includes road construction is<br />
experiencing a significant number of fatalities and serious injuries<br />
from work involving the movement of powered mobile plant and<br />
other vehicles within sites. It is evident that the traditional controls of<br />
reversing/tracking alarms and flashing lights are not entirely effective.<br />
Reversing is the major cause and, although dump trucks are mainly<br />
involved, they are by no means the only source of serious injury.<br />
During 2011, there were five identified road construction plant<br />
reverse-over type fatalities in Australia over a 12 month period: two in<br />
Queensland, one in New South Wales, one in Victoria (road sweeper)<br />
and more recently one in Canberra (grader). Because of the number<br />
of fatalities this is our industry’s major high risk area and presents the<br />
challenge to our industry to seek more effective and reliable controls to<br />
prevent such incidents.<br />
Construction plant and vehicle blind spots<br />
It should be recognised that one of the reasons why workers and<br />
other pedestrians are reversed over by plant and vehicles on road<br />
construction sites is because of the large blind spots behind and<br />
sometimes beside them.<br />
CCTV cameras, reversing alarms and proximity warning devices are<br />
being used to reduce the risk but reverse over fatalities still occur so we<br />
26 ROADS FEB/MARCH <strong>2013</strong>
need to seek controls higher in the hierarchy of controls that depend<br />
less on behaviour.<br />
Internal Traffic Management Plans (ITMP) as described below should<br />
assist to improve site safety where mobile plant and vehicles are<br />
separated from pedestrian workers as far as practical from plant and<br />
truck operating areas.<br />
Everyone who works on road construction sites needs training<br />
to understand the risk of mobile plant and trucks where the driver/<br />
operator cannot see them.<br />
Safe Work Method Statements (SWMS) could seek to control this<br />
risk by requiring workers to be more than six metres from the rear of<br />
plant but it is safer to not be behind plant or within its swing radius at<br />
any time.<br />
The US National Institute of Occupational Safety and Health (NIOSH)<br />
has produced Construction Equipment Visibility Diagrams for most of<br />
the commonly expected mobile plant and vehicles. These diagrams<br />
show the operators visibility profiles around the plant from the<br />
viewpoint of the operator. The US Work Zone Safety Clearing House<br />
also produces a “Know the Blind Spots” Poster.<br />
Internal traffic management plans (ITMP)<br />
An ITMP is used to safely coordinate the interaction between<br />
pedestrians (workers and public), construction plant, delivery<br />
trucks and incidental visitors in the work space of a road<br />
construction work zone. In the US, they are referred to as Internal<br />
Traffic Control Plans (ITCP).<br />
Similar, but less sophisticated plans, have been used previously on<br />
VicRoads major project sites combined with UHF radio communications.<br />
However, the fundamental principles are applicable to all roadwork<br />
sites (including smaller sites) for internal traffic management.<br />
Based on the US experience, the fundamental principles for setting<br />
up an effective ITMP are:<br />
• Isolate workers and other pedestrians from mobile plant and works<br />
vehicles;<br />
• Reduce the need to back up;<br />
• Limit vehicle access points to work zone;<br />
• Coordinate truck and mobile plant movements;<br />
• Provide signs within the work zone to give guidance to pedestrian<br />
workers, equipment and trucks;<br />
• Design buffer spaces to separate pedestrian workers from errant<br />
vehicles and work zone equipment; and<br />
• Inform all on-site personnel of ITMP provisions.<br />
Two examples of the isolation of pedestrians from mobile plant and<br />
other vehicles on recent VicRoads major projects are:<br />
• Leighton Contractors introduced its Pedestrian No Go Zones on the<br />
M80 Upgrade Project early in 2011. It was the first highly visible<br />
ITMP to be introduced on a VicRoads Project. Leighton was recently<br />
presented with the VicRoads Major Project Safety Innovation Award<br />
in recognition of the establishment of the Pedestrian No Go Zones,<br />
and trial of GPS Personal Warning Devices for mobile plant operators<br />
and personnel authorised to work near plant, but outside of<br />
minimum approach distances.<br />
The concept had origins in the mining industry where they are<br />
sometimes called “Red Zones”. It requires compliance with behavioural<br />
controls, just as drivers are required to do on public roads but the<br />
system does isolate plant operations from pedestrians and gives the<br />
lead plant operator authority to give permission to other vehicles to<br />
enter the zone and pass other plant.<br />
Plant is required to stop all movement and rest the booms in the<br />
case of excavators pending the safe passing by plant and vehicles<br />
authorised to pass/enter the area. If it is necessary for a pedestrian to<br />
enter or approach plant they must seek permission over the radio and<br />
machines will be stopped until they are sighted and, if necessary, given<br />
permission to come closer.<br />
All permissions and instructions must be confirmed over the<br />
radio before entering the Red Zone. Some areas are made absolute<br />
Pedestrian No Go Zones where pedestrians entry is completely<br />
prohibited. Appropriate signage is then displayed.<br />
General Warning Sign – Also a reminder to contact the Lead Plant Operator by Radio<br />
and wait for permission to enter. Details of the radio frequency and name of the lead<br />
operator are provided on an adjacent Safe Notice Board. They are not provided if the<br />
area has been declared an absolute ‘Pedestrian No Go Zone’<br />
Safe Notice Board - Details are not provided when an area has been declared an<br />
absolute Pedestrian No Go Zone.<br />
• Working in a residential area always presents a challenge for road<br />
construction with respect to the separation of mobile plant and other<br />
construction vehicles from the public.<br />
BMD Constructions has just commenced the duplication of Clyde<br />
Road at Berwick in Victoria in an area where access to businesses<br />
and residences needs to be maintained and effective isolation of<br />
construction plant and vehicles from the public is necessary. BMD,<br />
together with VicRoads, is seeking more effective isolation between<br />
mobile plant and vehicles to achieve compliance with expectations in<br />
this area.<br />
ROADS FEB/MARCH <strong>2013</strong> 27
ASPHALT REVIEW<br />
Temporary public access is always required and on this project<br />
they will be established to a high standard of surfacing to accommodate<br />
disabled persons, elderly and those with need for wheeled walkers<br />
and prams. The new public access paths have been well delineated<br />
and signed.<br />
High security type fencing has been deployed on site to better<br />
contain and separate the public from road construction plant and<br />
vehicles. This is more effective than para-webbing or bunting flags in<br />
the containment of pedestrians and is less prone to weather damage.<br />
Public walkway on right behind security fence<br />
A motorised wheel chair passes over the temporary walkway without difficulty – the<br />
surfacing will be further sealed.<br />
The safety challenge presented by work near<br />
overhead and underground services<br />
Most utility services are placed in the road reserves and contact with<br />
underground and overhead utility services was far too frequent in past<br />
years during road construction and similar works.<br />
Activities which have shown the potential to strike services include:<br />
• Excavation works with excavators or backhoes;<br />
• Scraping or grading works;<br />
• Pile and post driving;<br />
• Coring and geotechnical studies;<br />
• Auger works; and<br />
• Steel pickets<br />
It was also common practice prior to 2004 to use plant such as<br />
excavators and backhoes to probe for underground services, often with<br />
predictable negative consequences and damage to services.<br />
VicRoads worked with our contractors in the major projects area<br />
to identify controls and best practice approaches in the civil road<br />
construction area, applying the WorkSafe Framework and Supporting<br />
Publications as the foundation guidelines.<br />
The VicRoads Worksite Safety Newsletter and Safety Alerts were used to<br />
communicate identified best practices for the benefit of the construction<br />
industry and this has significantly eliminated contacts as a result.<br />
Individual behaviour remains the major cause of incidents and this<br />
presents a major challenge.<br />
What was evident during the development of the WorkSafe<br />
Framework was the significant dependence on behavioural controls<br />
in this area. Under the hierarchy of safety controls, behavioural or<br />
administrative controls are clearly the least reliable and effective.<br />
However, higher level controls need to be practical and available in<br />
construction equipment to remove our reliance on human behaviour.<br />
For overhead electrical assets the WorkSafe Handbook for Using<br />
Earthmoving Equipment near Overhead Electrical Assets describes the<br />
hierarchy of controls and gives examples applicable to this equipment<br />
which is frequently involved in contacts with overhead services.<br />
Elimination of the risk through relocation of services prior to road<br />
construction work commencing is now frequently used, but does<br />
require cooperation by the relevant asset owner. Isolation of services is<br />
also used where practical, particularly where works could intrude into<br />
the No Go Zone for overhead electrical services.<br />
There have been innovations in the engineering control areas with<br />
respect to height limiters of excavators which show promise, but may<br />
require a different approach to the task if they cannot reach high<br />
enough to load trucks directly.<br />
Underground service contact incidents have been more prevalent<br />
than overhead services in VicRoads’ experience although both have<br />
significantly reduced in general.<br />
Actions required by contractors to<br />
comply with WorkSafe Framework<br />
The best practice approach to excavation work must follow the<br />
WorkSafe Framework for Undertaking Work near Overhead and<br />
Underground Assets. Industry standards for construction works have<br />
not yet been agreed so in the interim the best practice approach as<br />
detailed in the WorkSafe Framework must be followed or exceeded.<br />
Contractors’ documented safe working procedures must reflect the safe<br />
systems of work specified in the WorkSafe Framework. These detailed<br />
procedures must clearly describe how the system of work will comply with<br />
the WorkSafe Framework and include as-constructed drawings rather than<br />
schematics when possible or a larger size plan that is easy to read.<br />
Permits to Excavate are now commonly required by the principal<br />
contractors to ensure that all safety procedures have been<br />
implemented prior to the works commencing. The procedures should<br />
include requirements to:<br />
• Dial before You Dig;<br />
• “Prove” the location of services using appropriate non-destructive<br />
excavation technology;<br />
• Positively mark the services locations when they have been positively<br />
“proved”;<br />
• Record new locations when services are relocated for future<br />
reference;<br />
• Not permit machines to work closer than the distances listed in the<br />
WorkSafe Framework unless permission has been given by the asset<br />
owner;<br />
• Not assume services are laid in a straight line or that the depth will<br />
be consistent;<br />
• Undertake non-destructive proving excavation if some services are<br />
not traceable;<br />
28 ROADS FEB/MARCH <strong>2013</strong>
• Engage trained personnel competent in safety precautions and<br />
SWMS for this work; and<br />
• Notify EnergySafe, WorkSafe and/or the asset owner as required<br />
within required timeframes should any electrical cables or gas pipes<br />
be struck or damaged.<br />
Work near overhead electrical services<br />
On a recent VicRoads project, an excavator engaged in auger drilling<br />
works was being relocated (tracking) from one work area to another on<br />
a construction site and contacted live power lines. Fortunately no one<br />
was injured, but power was cut and caused major traffic delays for a<br />
number of hours as a result.<br />
The movement of powered mobile plant on site is classified as High<br />
Risk Construction Work under the OHS Construction Regulations 2007,<br />
Regulation 5.1.3. This requires a SWMS to identify plant movement<br />
hazards such as power line contact and effective controls to prevent<br />
this contact. Ideally, the controls should not depend significantly on<br />
administrative or behavioural controls.<br />
Excavators and other earthmoving equipment with a design envelope<br />
which can reach into the No Go Zone and/or the Limits of Approach<br />
must comply with the WorkSafe Handbook for Using Earthmoving<br />
Equipment near Overhead Electrical Assets. The risks from contact or<br />
arcing are more significant in this situation and higher order controls<br />
under the hierarchy of controls are now expected by WorkSafe.<br />
The SWMS for this type of work should document:<br />
• the heights and voltages of overhead electrical assets;<br />
• the height of the earthmoving equipment being used;<br />
• the need for a trained designated Spotter; and<br />
• any other high risk hazards associated with the works including work<br />
near traffic.<br />
The Handbook provides guidance in this high-risk construction work<br />
which if implemented will be deemed to have met an employer’s<br />
obligation regarding the risks of working near overhead electrical assets.<br />
The Handbook also identifies the hierarchy of control for this work<br />
and recommends a higher level of control when working within the No<br />
Go Zone and Limits of Approach as defined, if the machines operating<br />
envelope will reach into either of these areas.<br />
This supports the Act and Regulations which mandate that hazards<br />
be controlled by elimination or via the hierarchy of controls applicable<br />
to the hazard, so far as reasonably practicable.<br />
Higher level controls include power isolation, smaller excavator or<br />
excavator height limiting devices fitted to the equipment. The Limit of<br />
Approach may be specified within the asset owners required permit or<br />
in the WorkSafe Handbook.<br />
Moving forward – focus areas<br />
Further to the safety challenges presented to the construction industry<br />
discussed in this paper, the following table shows the top seven areas<br />
of incident prevalence on VicRoads major project sites since 2003.<br />
Behavioural type controls dominate in most areas at present,<br />
although this is changing as the hierarchy of controls is identified for<br />
the specific high-risk works area. Red indicates serious injury or fatality<br />
experience, orange indicates a significant number of incidents without<br />
serious injury and green indicates good experience largely due to the<br />
implementation of higher level controls.<br />
This paper has described most of the major areas where, because of the<br />
high risks and incident experience, safety innovation has been a priority.<br />
The views expressed in this paper are those of the author and not<br />
necessarily those of VicRoads.<br />
HIGH RISK WORK AREA COMMENTS DOMINANT CONTROLS<br />
1. Plant / Reverse over No incidents on major project sites. One fatality and<br />
one serious leg injuries on short term regional site. At<br />
least 5 recent fatalities around the country. Is a major<br />
cause of serious injuries around the world.<br />
Behavioural<br />
2 Worksite Traffic Management<br />
– Short Term.<br />
Serious Leg Injuries on major project short term site during<br />
lane closure removal. However, the challenge is greater<br />
where short term works are involved whether static or mobile<br />
and a greater use of crash attenuators / TMAs is indicated.<br />
Lane closures and signs dominate on small projects<br />
TMAs Behavioural<br />
3 Plant Rollovers No fatalities. No incidents for a number of months but has been<br />
a major incident area particularly after the drought finished.<br />
Behavioural<br />
5 Overhead & Underground<br />
Services Contacts<br />
No fatalities or serious injuries. Contacts have significantly<br />
reduced due to WorkSafe Framework uptake and systems in<br />
place, but have recently shown a small increase in incidents.<br />
Behavioural<br />
6 Falls No fatalities or serious injuries for 10 years.<br />
Requires continuous attention.<br />
7 Excavations No incidents or serious injuries for 10 years. Step<br />
batters dominate as an engineering control, followed<br />
by shields. Requires continuous attention.<br />
Guardrails, No Go Zones.<br />
Engineering, Behavioural<br />
8 Worksite Traffic Management<br />
– Long Term<br />
No fatalities for 10 years. The hierarchy of safety controls<br />
and the Worksite Safety – Traffic Management Code has<br />
made a significant difference to longer term projects. The<br />
top 3 controls dominate: road closure, barriers, TMAs.<br />
Road closure,<br />
ROADS FEB/MARCH <strong>2013</strong> 29
ASPHALT REVIEW<br />
The AAPA connection<br />
to upgrading motor<br />
racing icon<br />
From time to time <strong>Asphalt</strong> <strong>Review</strong> features a project undertaken by one of our members. The<br />
featured project in this edition was undertaken by Downer Australia and is a project that will<br />
have great interest to many of us - the resurfacing of the Phillip Island Grand Prix Track.<br />
The Phillip Island track is one of the iconic places in Australia. Not only is it in a beautiful<br />
environment, it is also a place that has a great deal of motor sport history. Therefore when<br />
Downer was asked to resurface the track, they knew they had a major responsibility not only to<br />
their client, but also to the whole of the motor sport community. They sent their most experienced<br />
person – the person who had managed the surfacing of Phillip Island on two previous occasions<br />
– Sergio Cinerari.<br />
Sergio is not only a very experienced operator, he is also the Chief Operating Officer of<br />
Downer Australia East and the current Chairman of AAPA. It just shows that no matter how<br />
senior you become, once you have bitumen in your blood, you still love getting out and<br />
making pavements.<br />
30 ROADS FEB/MARCH <strong>2013</strong>
Phillip Island Grand Prix Track Resurfacing<br />
Phillip Island Grand Prix Circuit is a place that stirs emotions in motor<br />
sport fans around Australia, whether it be V8 Supercars, Moto GP or<br />
World Superbikes. The combination of a fast flowing world-class circuit<br />
married with a picturesque setting on the coastline of Victoria’s Phillip<br />
Island make this a special place.<br />
When the circuit operators – PI Operations, which is charged with<br />
managing the circuit for owner Linfox – reaslised it was time for a<br />
new wearing surface, it looked into its history to guide a pathway for<br />
selecting a new asphalt wearing surface.<br />
Downer Australia East Chief Operating Officer, Sergio Cinerari, had<br />
been intimately involved in the previous two upgrades and asphalt<br />
overlays at the circuit in 1989 and 1998. The upgrade in 1989 was<br />
probably the most significant performed on the circuit in its history. The<br />
circuit was widened to around 10m and significant asphalt correction<br />
work performed to iron out bumps prior to a full width overlay.<br />
These works were to prepare the circuit for its first event on the<br />
world stage in late 1989, the first <strong>Australian</strong> Moto GP. The upgrade<br />
works were performed in 1989 utilising a small 100 tonne per hour<br />
mobile asphalt plant established on the site.<br />
By 1998, the circuit was in need of a new wearing surface. The works<br />
performed in 1989 had stood the test of time, so the scope in 1998<br />
was to purely overlay the circuit. This time, the asphalt was produced<br />
in Melbourne and carted to Phillip Island where it was put through a<br />
transfer vehicle and placed over four days. The paving method involved<br />
completing a half-circuit of the track each day at 5m wide, resulting in<br />
two transverse joins and a full length longitudinal cold join around the<br />
centre of the track.<br />
The mix placed in 1998 was a 14mm dense graded mix with C320<br />
binder which performed admirably for over 13 years. It was due to<br />
the success of the previous two upgrades and overlays that Fergus<br />
Cameron, Managing Director of PI Operations contacted Sergio Cinerari<br />
in <strong>Feb</strong>ruary 2012 to commence the process of planning for the next<br />
overlay scheduled for December 2012.<br />
Right from the first meeting, the team from Linfox were very clear on<br />
their goal, they wanted the “best racetrack in the world”. PI Operations<br />
also employed the services of Aurecon to work with Downer and the<br />
wider Linfox team to determine the most cost effective solution to<br />
meet their goals. The only high-level constraints were that this was to<br />
be a remove-and-replace operation, not a pure overlay on top of the<br />
existing surface; the mix needed to have a similar look and texture to<br />
the existing surface and the general geometry of the track needed to<br />
remain the same.<br />
Over a period of a couple of months, the methods available to deliver<br />
the works were developed and costed, along with the advantages and<br />
risks associated with each delivery method. At the same time, work<br />
ROADS FEB/MARCH <strong>2013</strong> 31
ASPHALT REVIEW<br />
Sergio Cinerari (left) and<br />
Fergus Cameron (MD of<br />
Phillip Island Operations)<br />
in front of asphalt plant<br />
brought to Phillip Island.<br />
commenced on the asphalt mix design. Records of the job mix from<br />
1998 were still available which served as a valuable reference point<br />
during the development of the new mix design.<br />
As we all know things change with time, and while the previously<br />
used source rock was still readily available, the grading of the<br />
aggregates available now was not the same. Together with this, the<br />
sand incorporated into the mix in 1998 was no longer available.<br />
Considerable effort was put into fine tuning the mix design to ensure<br />
that it did not only meet the specification requirements, but was the<br />
mix that delivered optimal performance from the materials.<br />
The collaborative approach employed by Linfox enabled open<br />
discussion amongst the parties. This ensured all the issues were<br />
investigated, discussed and the “best for track” outcome decided based<br />
on risk and cost. The selection of the binder for the project was an<br />
excellent example of this process.<br />
The current surface placed in 1998 incorporated C320 binder;<br />
however, the decision was made to move to an A35P polymer modified<br />
binder for the 2012 homologation works. The collaborative approach<br />
enabled Linfox to work with Downer and Aurecon to understand the<br />
performance benefits of the modified binder and to be able to weigh<br />
these up against the higher initial cost to arrive at the best value for<br />
money solution.<br />
This process was aided by a visit to Downer’s Research and<br />
Development laboratory in Somerton where the Linfox team were able<br />
to touch and feel the different variants of the mix design and physically<br />
see the difference in performance and surface texture offered by each.<br />
The profiling asphalt production and paving methods followed a similar<br />
decision process before being agreed upon.<br />
While the existing surface of the track was generally in good<br />
condition, several bumps and hollows had developed over the past 13<br />
years, so the team agreed that this was not a project where just milling<br />
off a nominal 40mm and replacing it would meet the brief.<br />
In keeping with best practice which dictates that you attend to ride<br />
issues as early in the process as possible, the decision was made to<br />
mill the track to level. To facilitate this, a laser scan of the track was<br />
undertaken by Aurecon and a new design surface overlayed on the<br />
existing, with the “ideal” design manipulated as required to match<br />
structures such as existing ripple strips. The profiling of the track would<br />
then be undertaken utilising Paveset level control on the profilers with<br />
a Specification tolerance of plus or minus 3mm.<br />
To achieve the original goal, the decision was made to establish a<br />
large mobile plant on site. This decision was reached to enable the track<br />
to be paved full-width with two pavers in echelon, ensuring that each<br />
paver could be fed with enough mix to maintain an ideal consistent<br />
paving speed of five metres per minute. The added advantage of the<br />
plant on site was to minimise the time between production of the<br />
mix and placement. This would ensure consistently optimum asphalt<br />
temperature and promote homogeneous compaction of the mix.<br />
An Astec T400 Double Barrel continuous mixing plant was<br />
transported to site for the task. “The establishment of the plant into<br />
the infield of the track presented its own challenges,” commented<br />
Martin Kinski, Downer Project Manager.<br />
“With the long wheel base and low clearance of the mobile plant<br />
trailers, we had to complete pre-works involving widening and flattening<br />
of the access into the site and demolishing the veranda off the old hay<br />
shed inside the circuit to accommodate the swept path of the mobile<br />
plant trailers. The track is used around 300 days per year, so the window<br />
of opportunity to move the trailers over the track was small.<br />
“A short three-day window existed immediately following the Motto<br />
GP in late October; however, the plant had to be moved in overnight<br />
due to the transport traffic leaving the track during the day with<br />
everything from temporary stands, portable buildings and marquees<br />
all having to be removed over the same three-day day period,”<br />
commented Martin.<br />
“It wasn’t just a case of towing the nine oversized trailers in; firstly<br />
we needed to build a temporary pavement over the track, move the<br />
plant in and then remove the ramp. All this needed be completed and<br />
the site left clean and ready for racing the following day.”<br />
With the plant moved into the site, the erection and commissioning<br />
was performed during early November while the track was still in<br />
operation, followed by mix trials later in the month.<br />
To minimise costs, the RAP profiled from the track was to be utilised<br />
to construct the hardstand area for the virgin aggregates. Once<br />
again, this presented challenges as the profiling of the track was not<br />
commencing until seven days before the new surface was to be placed.<br />
This necessitated the early production, testing and stockpiling of the<br />
aggregates at the quarry so they could be available for transport into<br />
the track over only four days.<br />
The track was closed from Monday 3rd December, with profiling<br />
commencing immediately that morning, utilising two 2m Profilers with<br />
fine milling drums. Despite some ice cold, windy and wet weather<br />
early in the week, the bulk of the track was milled out in only three<br />
days, with final clean-up, patching of laminations and any other defects<br />
occurring over the remainder of the week. The tight tolerance had been<br />
met and the surface rode well. All was ready for the application of the<br />
new asphalt.<br />
The track was planned to be paved in two days totalling 4,700<br />
tonnes. The location of the two transverse joins had been pre-agreed<br />
as part of the planning of the job, so the target for each shift needed<br />
was achieved.<br />
32 ROADS FEB/MARCH <strong>2013</strong>
“This project is a great example of how a successful outcome can be delivered<br />
through careful planning and the intimate involvement of all the stakeholders,<br />
openly discussing and resolving the issues as they arise”<br />
Three paving crews were involved in the project even though only two<br />
pavers were being utilised. “One of the keys to achieving a smooth ride is to<br />
pave at a constant speed without stopping” explained Martin.<br />
“To facilitate this, we needed people available to relieve the crews for<br />
breaks and meals. We also required additional spotters to manage the<br />
significant reversing risk the project posed. At 300 tonnes per hour, a truck<br />
needed to be reversed in, tipped into one of the two transfer vehicles and<br />
exited every two minutes, all day long.”<br />
It was recognised that the marshal stations located around the track<br />
provided the perfect location for the spotters. They had a clear view of the<br />
operation while being located in a safe position off the circuit.<br />
Paving in echelon and placing over 2000t per shift is not unusual for the<br />
industry; however, the difference with this project was that this needed to be<br />
achieved from day one, unlike a larger volume project where your production<br />
ramps up as the process is refined and everyone settles into their roles. In<br />
some respects, this would be like expecting Casey Stoner to ride his fastest<br />
lap around Phillip Island on his first lap of the circuit, only having practiced on<br />
other circuits.<br />
To manage this risk, the project team, including the cartage drivers, were<br />
split into groups and participated in an intensive training and induction<br />
session upon their arrival at the circuit and given the opportunity to ask<br />
questions about the project and how it was to be executed.<br />
Following this, the team had the opportunity to trial the process in a<br />
construction trial that was placed on the newly completed additional runoff<br />
area on the outside of Turn 1 at the end of Gardner Straight. Sign-off of the<br />
process and quality of the construction trial meant that all was in readiness<br />
for the main game on Tuesday and Wednesday.<br />
Day 1 of the track surfacing commenced between Turns 11 and 12 near<br />
the pit lane entry, around turn 12 and onto Gardner Straight. It was here that<br />
the paving methodology departed significantly from that performed in 1998.<br />
In the previous overlay, Gardner Straight had been placed in three<br />
paver runs with two crowns due to it widening out to just over 12<br />
metres. This required the 3rd paver run to be removed at the end of<br />
the straight, right at the fastest point of the circuit. While executed<br />
well in 1998, this is a risky manoeuvre that requires the pavers to be<br />
stopped, widths changed and then paving recommenced.<br />
To remove this risk, the project team identified the opportunity<br />
to slightly redesign the shape of the main straight to create a single<br />
crown and two paving runs between the white lines of the track.<br />
This redesign also had the advantage of removing a water ponding<br />
issue that had developed about half way along the straight.<br />
“The fact that we were profiling two levels gave us the opportunity<br />
to change the configuration of the paving runs on the main straight”<br />
said Martin. “We worked closely with the Aurecon team to achieve<br />
the desired outcome while still ensuring we did not materially alter<br />
the level or overall geometry of the track noticeably. Paving at six<br />
metres wide is easily achievable if the pavers are set up correctly.”<br />
The first day of paving was completed successfully and set the<br />
scene for an equally successful day on the Wednesday to complete<br />
the 4,700 tonne project.<br />
“This project is a great example of how a successful outcome can<br />
be delivered through careful planning and the intimate involvement<br />
of all the stakeholders, openly discussing and resolving the issues as<br />
they arise,” stated Sergio Cinerari who was on site full-time during<br />
the paving of the project.<br />
“While of significant importance, this project is the smallest<br />
volume we have ever moved and established a plant of this size for<br />
and is a demonstration of the commitment of the Linfox team to<br />
provide the best opportunity to achieve their goals” said Sergio.<br />
“Now we will wait for the world’s opinion on how we performed”.<br />
ROADS FEB/MARCH <strong>2013</strong> 33
ASPHALT REVIEW<br />
CPEE postgraduate<br />
re-accreditation<br />
The Centre of <strong>Pavement</strong><br />
Engineering Education is a<br />
specialised training and higher<br />
education provider strongly<br />
supported by AAPA. Its focus<br />
is on providing post graduate<br />
education in pavement related<br />
areas, including at the Graduate<br />
Diploma and Masters level.<br />
CPEE has always maintained<br />
the highest quality in its courses<br />
and accreditation under new<br />
national rules that will further<br />
highlight CPEE’s high standards.<br />
In today’s busy business world<br />
it is often easy to forget the<br />
value of higher education. But a<br />
CPEE qualification not only gives<br />
current and useable knowledge, it<br />
also provides a valuable and long<br />
lasting means of highlighting a<br />
person’s interest and knowledge<br />
in our industry to both employers<br />
and potential employers.<br />
The following note highlights<br />
the process that CPEE is going<br />
through to show that it continues<br />
to offer the highest quality post<br />
graduate training.<br />
CPEE offers a number of postgraduate<br />
courses, some as a private provider and<br />
others jointly with its university partner, the<br />
University of Tasmania. Its private provider<br />
courses were first accredited in 2003 and<br />
re-accredited in 2008.<br />
This year CPEE is required to apply to<br />
the recently created Tertiary Education<br />
Quality and Standards Agency (TEQSA) for<br />
re-accreditation of the Graduate Certificate<br />
in <strong>Pavement</strong> Technology and the Master of<br />
<strong>Pavement</strong> Technology. At the same time<br />
CPEE is also applying for renewal of its<br />
registration as a private provider.<br />
The new national body replaces the state<br />
based agencies, such as the VRQA in Victoria,<br />
and brings all <strong>Australian</strong> higher education<br />
providers under the one set of requirements.<br />
CPEE will be one of the first providers to be<br />
reviewed under this new body in <strong>2013</strong>.<br />
Along with the new body comes a<br />
completely new set of standards and<br />
requirements for accreditation and<br />
certification within the Higher Ed space.<br />
Following the introduction of the new<br />
standards CPEE began adapting its own<br />
processes to meet these leading up to its<br />
re-accreditation.<br />
<strong>Australian</strong> Qualifications Framework (AQF)<br />
qualifications, other than those offered<br />
by the universities and self-accrediting<br />
institutions, are able to be offered by a non<br />
self-accrediting higher education institution.<br />
The courses offered by CPEE as a non<br />
self-accrediting higher education provider<br />
are registered and evaluated against the<br />
Higher Education Standards Framework. This<br />
Framework comprises five domains: Provider<br />
Standards; Qualification Standards, Teaching<br />
and Learning Standards; Information<br />
Standards and Research Standards. These<br />
standards are collectively the Threshold<br />
Standards which all providers must meet to<br />
enter and remain within Australia’s higher<br />
education system.<br />
The preparation of substantial submissions<br />
in response to the TEQSA re-accreditation<br />
and re-registration requirements has not<br />
impacted on CPEE offering any of its distance<br />
education courses in <strong>2013</strong>.<br />
In all six courses are offered: - the<br />
Graduate Certificate in Infrastructure Asset<br />
Management; the Graduate Diploma of<br />
Infrastructure Asset Management; the<br />
Graduate Certificate in Road Engineering &<br />
Construction; and the Graduate Diploma<br />
of Road Engineering & Construction jointly<br />
with the University of Tasmania and its own<br />
Graduate Certificate in <strong>Pavement</strong> Technology<br />
and Master of <strong>Pavement</strong> Technology.<br />
All in all these changes are seen by CPEE as<br />
a positive for ensuring the quality of higher<br />
education providers and the courses they offer.<br />
Details of all CPEE courses can be found on<br />
the CPEE website www.pavementeducation.<br />
edu.au<br />
AAPA<br />
Training<br />
Report<br />
AAPA Training is Australia’s foremost provider<br />
of quality training courses on all aspects of<br />
asphalt and bituminous surfacing.<br />
The Training Centre presents a program<br />
of around 90 courses each year in all capital<br />
cities and many regional centres, in addition<br />
to customised courses presented on request.<br />
AAPA’s major courses are:<br />
• <strong>Asphalt</strong> Placement & Compaction;<br />
• Bituminous Surfacing Principles & Practice;<br />
• Fundamentals of Bituminous Surfacing;<br />
• <strong>Pavement</strong> Maintenance Practices;<br />
• PMBs & Bitumen Emulsions;<br />
• Selection of <strong>Pavement</strong> Surfacings;<br />
• Sprayed Sealing Design;<br />
• Sprayed Sealing Selection & Design;<br />
• Sprayed Sealing Field Procedures; and<br />
• Working Safely with Bitumen<br />
Information on each of these courses is<br />
available from the AAPA website under the<br />
heading Training/Course Outlines.<br />
All AAPA presenters are recognised experts<br />
in their field, and will ensure that delegates<br />
receive authoritative, up-to-date and relevant<br />
information, delivered in an informal and<br />
supportive learning environment.<br />
Certificates of Attendance, Statements of<br />
Attainment, comprehensive course notes<br />
and access to the latest technical industry<br />
documentation and specifications are<br />
additional benefits offered by the AAPA<br />
Training Centre.<br />
Flying start for <strong>2013</strong> courses<br />
Strong demand for AAPA’s highly-regarded<br />
training courses means an early start to the<br />
<strong>2013</strong> training programme.<br />
Queensland welcomed in the New Year with<br />
a series of “Working Safely With Bitumen”<br />
presentations in January, commencing in<br />
Toowoomba, Brisbane, Mackay, Townsville<br />
and concluding in Cairns – all to capacity<br />
audiences.<br />
“It is always somewhat of a challenge<br />
presenting training courses in Queensland at<br />
this time of year, but it is an opportune time<br />
for some of our clients. AAPA’s presenters<br />
have always been either in advance or behind<br />
adverse weather episodes in the region – we<br />
34 ROADS FEB/MARCH <strong>2013</strong>
put it down to good planning and a large<br />
amount of luck,” Training Centre Manager, Ed<br />
Butler said. “However, the floods did come<br />
close this year.”<br />
The month of <strong>Feb</strong>ruary has also been very<br />
busy and, at the time of writing this report,<br />
it is shaping up to be the busiest month in<br />
the Training Centre’s history, with 16 training<br />
courses scheduled for Queensland, Northern<br />
Territory, Victoria, New South Wales and<br />
Western Australia.<br />
<strong>Feb</strong>ruary is also the month where we are<br />
commencing to offer on-line training course<br />
registrations. This will initially be offered for<br />
three courses to be held in <strong>March</strong>.<br />
The new system will streamline the process<br />
of registration, automatically generating<br />
confirmation details (venue address, start/<br />
finish times, etc.) and invoicing, as well as<br />
providing on-line payment facilities (24/7).<br />
In time, the system will be available for all<br />
training course registrations.<br />
<strong>2013</strong> TRAINING COURSE PROGRAMME (as at 16/01/13)<br />
Another expert joins the team<br />
Following another hugely successful year, the<br />
AAPA Training Centre is pleased to announce<br />
that David Bligh will join the expert team as<br />
a presenter of AAPA training courses, based<br />
in NSW.<br />
Recently retired from Roads & Maritime<br />
Services (formerly RTA), David brings with<br />
him a vast amount of knowledge and<br />
experience in the flexible pavements industry<br />
over many years.<br />
David joins Robert Busuttil, John Patane,<br />
Greg Miller and Barry Gundersen in the<br />
delivery of industry-leading training courses.<br />
Training Course Programme<br />
The following programme lists all of the<br />
currently programmed courses for <strong>2013</strong>.<br />
However AAPA is also pleased to offer<br />
customised courses to organisation that<br />
request them.<br />
These can be offered anywhere in Australia<br />
and can be held in companies’ own premises<br />
or at premises sourced by AAPA. If your<br />
company wishes to discuss a customised<br />
course, please contact the Training Centre.<br />
To register for AAPA Training refer to the<br />
AAPA website/Training.<br />
Email: trainingcentre@aapa.asn.au<br />
Fax: (03) 9853 5914<br />
Mail: AAPA Training Centre, Level 2, 5<br />
Wellington Street, Kew Victoria<br />
3101<br />
Telephone: (03) 9853 5322<br />
Call the AAPA Training Centre for more details. Telephone: (03) 9853 5322<br />
Facsimile: (03) 9853 5914 E-mail: trainingcentre@aapa.asn.au Web: www.aapa.asn.au<br />
ROADS FEB/MARCH <strong>2013</strong> 35
ASPHALT REVIEW<br />
Pilot vehicles<br />
used in NT to<br />
enhance safety<br />
Vehicle Couplings Warning<br />
Every two months, AAPA holds a<br />
teleconference with representatives of<br />
each of its Branch’s Health and Safety<br />
Committees. This hook-up provides an<br />
opportunity for those involved in health and<br />
safety to share information between states.<br />
At the last teleconference, concern<br />
was expressed about the condition of<br />
some of the couplings on vehicles that<br />
enter our worksites.<br />
A visual inspection of some couplings<br />
showed cracks or other failures. It was<br />
also noted that some vehicles did not<br />
have working warning devices to inform<br />
a driver that the handbrake had not been<br />
applied before they left the vehicle.<br />
These comments prompted those<br />
participating in the teleconference<br />
to suggest the condition of vehicles<br />
entering a worksite should be monitored,<br />
particularly for visible defects such as<br />
cracks in couplings and draw bars.<br />
This warming has been sent to<br />
all members of AAPA through its<br />
newsletter. But it is a warning that<br />
everyone involved with heavy vehicles<br />
should be aware of and ensure that they<br />
conduct regular inspections.<br />
Safety is a feature of this edition of Roads/<br />
<strong>Asphalt</strong> <strong>Review</strong>. It is worth highlighting what one<br />
government department is doing to enhance safety.<br />
The Northern Territory Department of<br />
Infrastructure has implemented a requirement<br />
to help protect workers and the passing traffic<br />
adjacent to sealing works. This requires that while<br />
one side of a road is closed for sealing, traffic<br />
passing on the other side must follow a pilot or<br />
escort vehicle.<br />
Sealing sites can be up to four kilometres long and<br />
each site is controlled by three traffic controllers.<br />
One controller operates at each end of the sites<br />
with the third driving the pilot vehicle. The traffic<br />
controllers also take it in turn to drive the vehicle,<br />
providing them with a break from the weather.<br />
Vehicles are usually driven at around 60kph until<br />
they approach the actual work site. They are then<br />
slowed to about 25 kph.<br />
This approach ensures that vehicles all slow to a<br />
safe speed, reducing the risk to those working on<br />
site. It also makes it safer and more comfortable<br />
for the drivers as everyone is required to do the<br />
same speed. All of us have had the experience of an<br />
impatient driver sitting right on our tail wanting to<br />
go faster as we drive at the posted speed limit.<br />
Using pilot vehicles is not new, but it is a great<br />
way of improving safety and should be part of<br />
the worksite safety strategy applied wherever it<br />
is practical.<br />
AAPA/Austroads<br />
Work Tips updated<br />
AAPA and Austroads jointly prepare a range of Work Tips. These<br />
contain practical information for people working in the flexible<br />
pavements industry – they guide workers to help them achieve<br />
the highest standards expected from asphalt and sprayed sealed<br />
pavements.<br />
Work Tips are developed by a joint AAPA/Austroads<br />
committee with input from a wide range of technical experts<br />
across out industry. They are also regularly reviewed to ensure<br />
they remain current.<br />
New and updated Work Tips are then approved by the AAPA<br />
National Technology Committee and by the <strong>Pavement</strong> Task<br />
Force of Austroads.<br />
Once approved Work Tips are made available for free<br />
download from the AAPA website. www.aapa.asn.au.<br />
Two Work Tips have recently been updated and are now<br />
available. These are:<br />
Work Tip 15: <strong>Asphalt</strong> Production Process Control<br />
This Work Tip provides a guide to the application of statistical<br />
process control charts to the production of asphalt.<br />
Work Tip 17: Air Voids in <strong>Asphalt</strong><br />
This Work Tip outlines the influence of air voids on the<br />
performance of dense graded asphalt mixes, and emphasises<br />
the importance of compaction in achieving intended service<br />
properties.<br />
A full list of Work Tips follows:<br />
36 ROADS FEB/MARCH <strong>2013</strong>
work tips - full list<br />
1. Priming of <strong>Pavement</strong>s<br />
2. Storage & Handling of<br />
Bituminous Emulsions<br />
3. <strong>Asphalt</strong> Riding Quality<br />
4. <strong>Asphalt</strong> Joints<br />
5. Cold Planing<br />
6. Polymer Modified Binders<br />
7. Treatment of Flushed or Bleeding Surfaces<br />
8. Treatment of Cracks in Flexible <strong>Pavement</strong>s<br />
9. Preparing <strong>Pavement</strong>s for Resealing<br />
10. <strong>Asphalt</strong> Paving with<br />
Automated Level Control<br />
11. Surface Characteristics of<br />
Bituminous Surfacing<br />
12. Compaction of <strong>Asphalt</strong><br />
13. Temperature Characteristics<br />
Binders in <strong>Asphalt</strong><br />
14. Sprayed Seal Cutting Practice<br />
15. <strong>Asphalt</strong> Statistical Process Control<br />
16. Reinstatement of Road Openings<br />
17. Air Voids in <strong>Asphalt</strong><br />
18. Sprayed Sealing – Selection<br />
of Initial Treatments<br />
19. Sprayed Sealing – Selecting<br />
Aggregate Size<br />
20. Sprayed Sealing – Joints<br />
and Application Rates<br />
21. Sprayed Sealing – Uniformity and Neatness<br />
22. Sprayed Sealing – Minimising Handwork<br />
23. Sprayed Sealing – Aggregate Precoating<br />
24. Sprayed Sealing – Rolling<br />
of Cover Aggregate<br />
25. Geotextile Reinforced Sprayed Seals<br />
26. <strong>Asphalt</strong> Handwork<br />
27. Sprayed Sealing – Cutting Back<br />
of Polymer Modified Binders<br />
28. Sprayed Seals – Removal<br />
of Loose Aggregate<br />
29. Sprayed Seals – Determining<br />
Sprayer Forward Speed<br />
30. <strong>Asphalt</strong> Shape Correction<br />
31. <strong>Asphalt</strong> Paving Speed<br />
32. Sprayed Seals – a Brief Description<br />
33. Sprayed Seals – Selection<br />
of Spraying Nozzles<br />
34. Sprayed Seals – Calibration<br />
of Bitumen Sprayers<br />
35. Sprayed Seals – Spreader Calibration<br />
and Aggregate Application Rates<br />
36. Sprayed Seals – Pre-spraying<br />
to Correct Surface Texture<br />
37. Cape Seals<br />
38. Sprayed Sealing – Surface Enrichment<br />
39. Dust Laying with Bitumen Emulsion<br />
40. Sprayed Sealing – Volume<br />
Binder Correction<br />
41. Coring of <strong>Asphalt</strong> <strong>Pavement</strong>s<br />
42. Nuclear Density Testing of<br />
<strong>Asphalt</strong> <strong>Pavement</strong>s<br />
43. Primersealing of <strong>Pavement</strong>s<br />
44. High Pressure Water Retexturing<br />
45. Skin Patching May 2006<br />
45. <strong>Asphalt</strong> Cooling Rates<br />
46. Sprayed Sealing of Drought &<br />
Salt-Affected <strong>Pavement</strong>s<br />
47. Treatment of Flushed Seals<br />
Using Chemical Solvents<br />
48. Preparation of <strong>Pavement</strong>s for<br />
Priming and Primersealing<br />
“Take-home”<br />
actions from<br />
the AAPA H&S<br />
Conference<br />
At the 15th Road Construction<br />
and Surfacing Health and<br />
Safety Conference, delegates<br />
were asked to take home<br />
at least one idea they could<br />
put into practice in their<br />
workplace.After a few weeks,<br />
each delegate was asked what<br />
they learnt at the conference<br />
that they put into place on<br />
the job.The response was<br />
surprising with at least 45<br />
actions taken.<br />
<strong>Review</strong>ing these actions it is easy to see that<br />
many of the comments made by presenters<br />
or at the workshops were of interest to many<br />
people, while others may have been relevant<br />
to an individual, possibly due to particular<br />
circumstances in their workplace.<br />
A common response was to remind<br />
staff of the importance of workplace<br />
safety. Unfortunately, we can all be guilty<br />
of sometimes becoming complacent and<br />
that is when incidents happen. Several<br />
delegates took back a message to their<br />
work colleagues about the outcomes of<br />
workplace injuries. Several are following the<br />
suggestion at the conference that workers<br />
be asked to write down what would happen<br />
if they were killed or seriously injured at<br />
work and didn’t go home. Then they were<br />
asked to pose the same question to their<br />
wife/husband and family.<br />
Other delegates noted the lack of reporting<br />
of near misses. Without having information<br />
about near misses supervisors and senior<br />
management may be unaware of what is<br />
actually happening. Several delegates took<br />
home the idea of using different terminology<br />
to help everyone understand the meaning of<br />
a near miss. Dante Cremasco from Downer<br />
used the term “Mate that was bloody close”<br />
to more accurately describe a near miss.<br />
Several delegates are now using that term.<br />
The use of ICE (In Case of Emergency) cards<br />
to be carried by all workers on site was also<br />
recognised as a valuable idea. This came from<br />
the Boral safety exercise where one worker was<br />
considered to have been killed. The police had<br />
no way of finding that person’s home address so<br />
they would have been able to notify their next<br />
of kin. As a result, at least one traffic control<br />
company has issued ICE cards to all its workers.<br />
One delegate left the conference with a<br />
clear understanding that awareness of safety<br />
and frequent reminders were important. So<br />
one of her actions was to mention safety<br />
frequently. This included adding a safety<br />
message to her emails.<br />
Several delegates also highlighted<br />
the importance of using appropriate<br />
safety equipment.<br />
Truck crash attenuators, temporary<br />
speed bumps and some of the new<br />
personnel sensing equipment are all<br />
important safety devices. But these must<br />
be combined with a safety culture. All<br />
workers and management must “walk the<br />
talk” and always ensure that safety is the<br />
highest priority.<br />
Frequent tool box meetings and<br />
strategies such as Sharpe Bros Safety Bro<br />
campaign are all part of achieving safety.<br />
The 2012 Conference had a strong<br />
focus on workshops. Many delegates also<br />
commented that these provide a great<br />
opportunity to discuss common issues and<br />
to help workers and management achieve a<br />
goal of zero workplace incidents. Or more<br />
correctly, a goal of never saying “Mate –<br />
that was bloody close”.<br />
ROADS FEB/MARCH <strong>2013</strong> 37
ASPHALT REVIEW<br />
BP bitumen facility meets<br />
northern Queensland demand<br />
The BP Bitumen import and manufacturing<br />
facility located within the Port of Townsville<br />
was officially opened on 7 <strong>Feb</strong>ruary by<br />
David Crisafulli, Queensland Minister for<br />
Local Government.<br />
The new multi-million dollar investment<br />
comprises two 5,000 tonne and two 3,000<br />
tonne storage tanks, two 1,000 tonne<br />
“day” tanks, a two-bay loading gantry and a<br />
polymer modified binder production plant.<br />
“Regional Queensland needs to continue<br />
to promote the economic opportunities that<br />
are available in our part of the world.” Mr<br />
Crisafulli said in opening the plant.<br />
“With a population nearing 200,000<br />
and an ideal location to service the<br />
northern part of the state, there are<br />
golden opportunities for businesses to<br />
invest in Townsville.”<br />
Project activity began in 2009 and<br />
included the green-field construction of the<br />
new facility and significant upgrades to the<br />
nearby product wharf.<br />
The facility can now supply up to 120,000<br />
tonnes of bitumen each year to help meet<br />
strong demand for road building materials<br />
in northern Queensland.<br />
“Townsville’s strength lies in its diversity<br />
of industry and it is always pleasing to see<br />
another trade that will further support local<br />
and regional growth, jobs, and business<br />
come online,” Barry Holden, Port of<br />
Townsville CEO, said.<br />
“BP Australia has been proactive in<br />
investing in the new infrastructure required<br />
to make this bitumen trade a reality and we<br />
congratulate the company on the initiative.”<br />
The $50 million project was completed<br />
safely and supported some 80 jobs during<br />
the construction and commissioning phase.<br />
Mike Bailey, BP Bitumen General<br />
Manager, said; “We see strong growth<br />
in northern Queensland for both paving<br />
grade bitumen and our speciality products<br />
designed for roads subject to high stress<br />
and wear. We are delighted with the<br />
performance of our new plant and are<br />
pleased to be contributing to Queensland’s<br />
prosperity.”<br />
The Townsville facility is capable of<br />
supplying Class 170 and Class 320 paving<br />
grade bitumens compliant to <strong>Australian</strong><br />
Back Row from left to right: Kevin McCullough (General<br />
Manager - Sunstate Group); Marissa Nichols (Manager<br />
- Program Development & Performance - Department<br />
of Transport and Main Roads); David Atkinson<br />
(Regional Manager North - Department of Transport<br />
and Main Roads); Paul Smith (Deputy Director General<br />
- Department of Transport and Main Roads); Rob Vos<br />
(AAPA Regional Executive); Mike McGuinness (Head<br />
of Sales and Marketing - BP Australia); David Crisafulli<br />
(Minister for Local Govt); Mike Bailey (National Bitumen<br />
Manager - BP Australia);<br />
Front Row from left to right: Les Millar (Chief Operations<br />
Officer - Sunstate Group); Sam Priebe (General Manager<br />
- Aspic Infrastructure); Adrian Grbac (National Sales<br />
Manager - BP Australia); Brett Whitbread (Northern<br />
Region Manager - Boral <strong>Asphalt</strong>); Rob McGuire (General<br />
Manager - Boral <strong>Asphalt</strong> QLD)<br />
Standard AS2008, as well as all grades of<br />
polymer modified binders compliant to the<br />
Austroads AG:PT/T190 specification and<br />
Queensland’s MRTS 18.<br />
Dr Graham Wilson, BP Bitumen Technical<br />
Manager, explained; “The importation of<br />
bitumen into Townsville and our other import<br />
facilities in Brisbane and Hobart is supported<br />
by a comprehensive quality control process.<br />
This ensures compliance to the <strong>Australian</strong><br />
Standard and to our stringent HSE standards,<br />
as well as performance on the road.”<br />
BP Bitumen has recently begun operations<br />
at a new combined bitumen and marine oil<br />
import facility in Brisbane. Taken together the<br />
Brisbane and Townsville projects represent an<br />
investment of over $100 million.<br />
38 ROADS FEB/MARCH <strong>2013</strong>