Asphalt Review - Feb/March 2013 - Australian Asphalt Pavement ...

feb/march 2013 

AsphaltReview 

Above: An aerial view of the Phillip Island circuit 

and work crews re-surfacing the iconic raceway

ASPHALT REVIEW 

CEO’S REPORT 

John Lambert, 

CEO, AAPA 

I have previously highlighted the joint 

AAPA and Austroads project to validate the 

hypothesis that warm mix asphalt (WMA) and 

hot mix asphalt (HMA) performed the same 

in practice. 

The project has now been completed and 

a final report prepared by Kieran Sharp from 

ARRB confirms that the WMA mixes used did 

perform the same as the HMA controls over 

the two year study period. 

As a result, several state road authorities 

have already adopted warm mix in their 

specifications. In these states; industry, 

government and the community will all benefit 

from the lower greenhouse emissions, better 

compaction, zero fumes, etc. 

A report on the project will be included in 

the next edition of Asphalt Review. However; 

my reason for mentioning this project is not 

only to highlight the results, but to focus on 

the important role that AAPA plays in bringing 

about change in our industry. 

AAPA is involved in a number of projects 

around Australia, bringing industry, road 

authority and research organisations’ 

expertise together. 

The Asphalt Pavement Solutions – for Life 

project is a major project aimed at proving 

that perpetual pavement designs can be 

applied in Australia. Perpetual pavements 

are designed to last indefinitely with just 

occasional replacement of the top wearing 

course. Importantly, they use less asphalt 

than the current Australian designs for high 

volume pavements. 

Another major project is into what really 

happens at a worksite/traffic boundary and 

this project is discussed in this edition of 

Roads. In this project VicRoads supported 

one of their staff to manage the study 

and industry members encouraged their 

employees to participate. There are also 

many projects undertaken within each 

state focussing on current issues relevant to 

industry and road authorities. 

As well as projects, AAPA provides technical 

information and training to its members. 

This includes organising study tours to key 

organisations around the world and then 

disseminating that information at feedback 

sessions across Australia. 

At the recent feedback session for the 2012 

Europe Study Tour, AAPA also held a seminar 

on using high modulus asphalt as a structural 

base. This seminar included open and frank 

discussion on the European experience where 

these asphalts are used extensively. 

At the meeting it was agreed that AAPA 

should organise a project similar to the WMA 

validation project to validate the use of these 

asphalts in Australia. Such a project would 

have manufacturers and suppliers provide 

pavement sections that would be monitored 

by industry and road authorities. 

Like the WMA project, this undertaking 

would aim to validate the hypothesis that 

these asphalts worked as well (or better) 

than normal Australian designed and 

constructed pavements. It would not need 

to test the fundamental design concept as 

this has already been well proven overseas. 

If the hypothesis was proven to be correct, it 

would lead to the quick adoption of designs 

that would result in thinner pavements and 

considerable savings in materials and costs. 

To separately “prove” that new 

technologies and materials work in each 

state is wasteful. If it can be shown that they 

work overseas and have been validated in 

at least one Australian state they should be 

able to be applied nationally. 

Road authorities, industry and research 

bodies working together through AAPA 

makes a lot of sense, particularly when 

Australian governments are seeking to 

reduce costs, but not quality. In the words 

of one road authority chief executive, “…we 

do not want “gold plated” work…”, but we 

do want quality roads at a reasonable price. 

Also, if there are any failures as a result 

of this approach, we will work together to 

rectify them. 

I believe that we are entering a time when 

industry, government and research bodies 

will increasingly work together to achieve. 

I also believe there is a growing focus on 

outcomes and performance, and away from 

prescriptive specifications. 

As a result, in the future, governments 

will specify the performance required and 

industry will design and construct to achieve 

that performance. Then if issues arise, 

industry and government will work together 

to resolve them. 

AAPA will continue to play a key role 

in achieving these outcomes and all of us 

work together to deliver quality pavements, 

applying innovative and new solutions 

where appropriate. 

To separately “prove” that new technologies and 

materials work in each state is wasteful. If it can 

be shown that they work overseas and have been 

validated in at least one Australian state they 

should be able to be applied nationally. 

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CHAIRMAN’S REPORT 

Sergio Cinerari, 

Chairman, AAPA 

In this edition of Asphalt Review, there is an 

article on the resurfacing of the Phillip Island 

Motor Racing Track. 

As you will read, I took the opportunity 

to spend some time on the project with my 

Downer colleagues. It was good to get out and 

about on this type project as in my opinion 

it was typical of the challenges that our 

people confront and overcome regularly as 

our industry goes about meeting the everincreasing 

requirements of our stakeholders. 

It impressed upon me how far we have 

come over many years in terms of the 

standard of work our industry can produce. 

But my real reason for mentioning this project 

is to highlight the importance of innovation 

and how our industry applies it. 

This is the third time that I have been 

involved in the resurfacing of Phillip Island 

and each time I have noted the client’s 

expectations in terms of the surfacing has 

increased, always seeking a smoother, longerlasting 

and safer outcome. 

In the most recent project the client wanted 

the highest possible quality of surface, one 

that could be used successfully for the many 

different applications demanded of this track. 

Importantly, a surface that would exceed the 

international best practice expectations for a 

Moto GP track. 

Working together, the owner, contractor and 

consultants developed an optimum design for 

track geometry and asphalt mix; this was then 

coupled to a construction methodology that 

employed the most appropriate equipment 

and methods including establishing a large 

mobile asphalt plant on site. 

The team working together did not follow 

a formulae, but applied the best available 

knowledge within the industry, both in 

Australia and overseas, to achieve the best 

results for our client. 

More than building a racetrack what was 

truly impressive was how all stakeholders 

came together to deliver a critical piece of 

infrastructure and how innovative our industry 

can be when a challenge is put before us. It 

causes me to think, shouldn’t this be the way 

our industry always works 

It is easy to follow state road authority 

specifications, but with ever-increasing budget 

pressure and higher user expectation, the 

challenge on our industry to deliver efficient 

solutions has never been greater. 

I know that our industry has a wealth of skill 

and knowledge that, when applied, has the 

power to bring new and exciting solutions to 

all our clients. Working together, state road 

authorities and industry can develop optimum 

solutions to achieve long-lasting and smooth 

pavements utilising the most efficient processes. 

AAPA’s study into perpetual pavement is 

an example of how industry and state road 

authorities are working together to amend the 

current design process to make long-lasting 

pavements without using wasteful amounts 

of materials. AAPA is currently working with 

ARRB and state road authorities to develop 

interim specifications to apply these designs as 

soon as possible. 

Also in recent times, I note an increased 

willingness of several state road authorities 

to work with industry to identify and apply 

innovative solutions to achieve long-lasting 

pavements at lowest cost. 

The work done by AAPA will give us all the 

tools to challenge some our more conservative 

designs and work with our SRA clients in order 

to create more efficient solutions, assisting 

them in meeting the continual infrastructure 

maintenance challenge that they confront on 

an ongoing basis. 

Innovation and the challenging long held 

assumptions are the keys to the longterm 

success of any endeavour and this 

is particularly true when it comes to road 

surfacing. As an industry, we have shown 

ourselves to be resilient and clever; I therefore 

encourage our association, government 

and industry members to work together 

to always strive to develop innovative and 

effective solutions, challenging those longheld 

paradigms thus allowing us all to meet 

the challenges of delivering and maintaining 

critical infrastructure across Australia. 

“More than building a racetrack what was truly 

impressive was how all stakeholders came together 

to deliver a critical piece of infrastructure and how 

innovative our industry can be when a challenge is 

put before us. It causes me to think, shouldn’t this be 

the way our industry always works” 


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Roadwork Safety – 

Innovation and 

Future Directions 

The following paper is an abridged version of a presentation to AAPA’s 15th Road Construction 

and Surfacing Health and Safety Conference, in Melbourne during 2012. It highlights the 

experience of Michael Rose in roadwork safety in Victoria; however, the information contained 

in it is relevant across the whole of Australia. In particular it highlights the hierarchy of controls. 

This recognises that the behaviour of roadworkers and passing motorists is the primary risk on 

worksites. Physical separation (elimination of the risk) is therefore the most effective strategy and 

is top of the hierarchy of control. 

By Michael Rose CFSIA RSP Aust, Manager Project Safety, VicRoads Major Projects. 

Introduction – evolution and innovation 

of safety controls at VicRoads 

This paper provides an overview of the evolution and innovation in 

roadwork safety at VicRoads over the past decade, and highlights the 

current safety challenges still facing our industry. 

Prior to the introduction of the Worksite Safety–Traffic Management 

Code of Practice (2004 version) there were eight fatalities reported 

in Victoria for works on or adjacent to traffic over a 26-month period, 

including three on VicRoads works. There have been no fatalities since 

the Code was introduced on VicRoads major projects. 

The development of the hierarchy of safety controls for worksite 

traffic management and the classification of work on or adjacent to 

roads used by traffic as high risk work under Occupational Health 

and Safety (OHS) legislation for all classes of road have been major 

contributing factors to the safety improvements. Despite this good work 

we have not yet achieved zero injuries or fatalities in all areas. 

Major road projects are frequently faced with up to 16 classified 

high risk construction work activities. However, the activities involving 

mobile plant operation within work zones was demonstrated during 

2011 to be our highest risk area with at least five fatalities around 

Australia. 

The Hierarchy of Safety Controls for Roadwork 

The Hierarchy of Safety Controls for Worksite Traffic Management was 

first introduced by VicRoads in 2005 via the Worksite Safety–Traffic 

Management Code of Practice (2004 version). At the same time, the 

OHS Act 2004 was introduced mandating the hierarchy of controls 

approach through the defined concept of Ensuring Health and Safety 

(OHS Act, Section 20). 

The introduction of the OHS Regulations in 2007 further reinforced 

that works on or adjacent to roads used by traffic is a high risk activity 

for construction work. It also established the statutory obligation to 

eliminate the traffic hazard where reasonably practicable or reduce the 

risks by following the established hierarchy of safety controls. 

The hierarchy of controls may be described as: 

1. Elimination; 

2. Substitution; 

3. Isolation; 

4. Engineering; 

5. Administrative; 

6. Personal protective equipment; and 

7. A combination of controls 

The WorkSafe Test of Reasonably Practicable 

The OHS Act 2004 Section 20 requires hazards be eliminated, so far as 

reasonably practicable, or reduced via the hierarchy of safety controls, 

so far as is reasonably practicable. The WorkSafe test for practicability 

requires the following factors to be considered. 

• How likely is it that there will be some harm; 

• How serious could the consequences be; 

• What do, or should, you know about the hazard and ways of 

eliminating or reducing it 

• Are suitable ways to eliminate or reduce the hazard or risk available; 

and 

• How much will it cost to eliminate or reduce the hazard or risk (This 

is not a defence at law and needs to be balanced against the duty of 

care for workers with a presumption in favour of health and safety. 

Therefore cost is not as a credible reason against deployment). 

Evolution of practices in traffic 

management safety in Victoria 

The following describes evolved practices in traffic management 

safety in Victoria since 2006, using the hierarchy of traffic controls and 

commencing with the most effective and reliable controls: 

a. Elimination of Hazard - Road Closure to Eliminate the Traffic Hazard 

Full or partial road closure is the highest level control used. Road 

closures should be well communicated in advance to the public 

to reduce inconvenience. Road closures also facilitate increased 

productivity with reduction in construction times due to the removal of 

traffic and the unrestricted access provided. 


15 TH 

INTERNATIONAL 

FLEXIBLE PAVEMENTS 

CONFERENCE 

22-25 September 2013 | Royal International Convention Centre | Brisbane | Australia 

ABOUT THE CONFERENCE 

This signifi cant Conference will feature eminent presenters from Australia and around 

the world, including invited key speakers. A balanced, relevant technical program, 

supplemented by a major supporting exhibition, will make this Conference the 

highlight of the 2013 fl exible pavements calendar both in Australia and internationally. 

The Australian Asphalt Pavement Association presented its fi rst International 

Technical Conference in Sydney, Australia, in 1971, and since then has 

conducted a conference fourteen times in total with either an International or 

National Flexible Pavement Conference being staged by AAPA every two years. 

In addition to the speaking streams, the conference will have a social program 

and a major exhibition of equipment and related products and services. 

CONFERENCE TOPICS 

The conference focus is primarily on technical issues associated within 

the fl exible pavements and industry. It is for all forms of fl exible pavements 

including for roads, airfi elds, paths, car-parks, industrial and port areas. 

Technical papers will address issues such as specifi cations, procedures and 

equipment. All facets of fl exible pavements will be covered, including research, 

manufacture, construction, maintenance and test methods. This will include a 

focus on perpetual pavements (long life pavements). 

In today’s world, environmental sustainability is a key issue and papers will 

address issues such as asphalt perpetual pavements, life cycle impact, warm 

mix asphalt, recycled asphalt and emulsions, and the environmental and the 

economic benefi ts of maintenance. 

As a guide, papers may be in the following key areas: 

• Delivering new age solutions 

• Asphalt perpetual pavements 

• High modulus asphalt 

• Increased use of warm mix and RAP 

(Reclaimed Asphalt Pavements) 

• Sustainability 

• Quality assurance 

• Developments in thin surfacings 

• Specifi cations 

• Environmental aspects 

(smoothness matters) 

• Asphalt mix design 

• Sprayed seal design/construction 

• Binders 

• Life cycle costing 

• Asset management 

• Roads, paths and car-parks 

• Airfi eld, industrial and port 

pavements and hard-stands 

• Asset management 

• Pavement management and 

maintenance 

The conference will also include a sessions for senior managers. This may 

address issues such as contracts, national harmonisation of health and safety 

laws, and other business related issues affecting the surfacing industry. 

INTERNATIONAL LINKS 

Speakers will be invited from international Asphalt Organisations, Research 

Institutes, Road Agencies and Companies to ensure that the conference will 

truly provide an international perspective. 

The conference will also provide ample networking opportunities, including a 

social program, so that all delegates can mix and hear from their colleagues. 

FIRST CALL FOR PAPERS 

The First Call for Papers is now open. This call in particular will be 

advantageous to international speakers who need more notice in order to plan 

the logistics of attending. To allow for this, Abstracts from persons outside of 

Australia will be given fast-track consideration. 

Abstracts will be reviewed by the AAPA National Technology Committee for 

suitability. When an Abstract is accepted, it is on the condition that the fi nal 

Technical Paper is acceptable to the National Technology Committee. 

To be considered as an offi cial speaker/presenter during the conference, 

please submit an applicable abstract (100-150 words). Content should be 

suffi cient to outline the thrust of the paper. All submissions to be forwarded to: 

Scott Matthews AAPA Conference Convenor 

t +61 3 8534 5004 e scott.matthews@commstrat.com.au 

Dates: 

10th January 2013: First call for papers open 

29th March 2013: First call for papers close 

22th August 2013: Technical papers due 

MORE INFORMATION 

For more information on the conference including program, 

venue and registration please visit our conference website 

www.aapaconference.com.au or contact the conference convenor. 

The conference website will be regularly updated with new information as the 

conference develops. 

More Information on Speaking, Sponsorship & Exhibition 

Contact Scott Matthews, BEng 

Conference Convenor 

p +6 13 8534 5004 e scott.matthews@commstrat.com.au 

Platinum Sponsor: 

Gold Sponsors: 

Registration Enquiries 

Registration Manager 

t +61 3 8534 5050 e registration@commstrat.com.au 

www.aapaconference.com.au


This control achieves the primary objective of hazard elimination, 

where reasonably practicable to do so, as required under the OHS 

Regulation 5.1.7. 

b. Isolation of Hazard – Temporary Safety Barriers 

Isolation of traffic from the work zone through the use of temporary 

safety barriers has also proven to be an effective control, particularly 

for longer term works adjacent to high volume traffic. They are usually 

deployed where the works will be more than two weeks duration in 

Victoria. 

Speed limits are reduced to a maximum of 80 km/h past barriers 

in Victoria, to reduce impact energy and provide an allowance for 

heavier vehicle impacts when workers are present on site. On freeway 

works alone since 2006, more than 500 million vehicles have passed 

temporary barrier protected worksites in Victoria without penetration 

or other serious incident when deployed parallel to the road. 

Concrete barriers are the most common for the high speed-high 

volume roads such as freeways, although steel barriers are increasing 

in popularity. Performance of free standing concrete barriers in terms 

of deflection under impact is superior to free standing steel barriers 

However, anchoring the steel barriers improves their performance. 

The speed limits may also be reduced to 60 km/h instead of 80 km/h 

in these situations to further reduce heavy vehicle impact severity. 

Barrier screens have proven very effective as both debris and anti- 

‘gawk’ screens. 

Permanent barriers are being installed because statistics show that a 

significant number of vehicles are running off the road and crashing in 

these areas. 

Lane closures and speed reductions are unreliable controls on their 

own because drivers do not always slow down and micro sleeping 

drivers may pass through the worksite at any time. 

c. Isolation of Hazard – (Short Term Works) Truck Mounted 

Attenuator (TMA) 

Where road closure (level 1 control) or safety barriers (level 2 control) 

are not reasonably practicable Truck Mounted Attenuators (TMAs) 

(level 3 control) are proving an effective physical isolation particularly 

for short-to-medium term works. Their effectiveness continues to be 

demonstrated even when they are impacted by heavy vehicles. 

Many, but not all of the worksites, may also be protected by lane 

closures, signs and speed reductions. Bollards may also be used but 

these will not protect against a vehicle which is not under effective 

control of its driver. Fatigued drivers, drugs/alcohol and distractions 

such as electronic devices are some of the possible causes for drivers 

losing control. 

TMAs are now applied on all classes of roads in Victoria and are 

mandatory on urban freeways and for line marking operations on all 

roads. They are required to be TL-3 rated (100 km/h, 2 tonne vehicle 

impact tested and approved), with a minimum weight of 10.4 tonne 

GVM. Fifteen tonne GVM TMAs are gaining popularity for high speed 

road applications and particularly freeways and interstate highways 

where heavy trucks will be encountered. 

For low speed roads (< 60 km/h) the use of works vehicles to “shadow” 

and provide some degree of physical protection for pedestrian workers 

against errant vehicles entering the worksite is always a good practice. 

Such vehicles need to be heavier than two tonnes, such as small trucks; 

otherwise they may be shunted significant distances. 

d. Isolation of Hazard – Clearance to Traffic 

Where it is not reasonably practical to eliminate the traffic hazard by 

closing roads or placing physical barriers between the actual work 

zone and traffic, various combinations of controls or conventional 

traffic management are available to be deployed and may include a 

clearance or lateral vehicle recovery/buffer zone between traffic and 

the workplace. 

Note that the Worksite Safety –Traffic Management Code of Practice 

(2010 version) requires that the reason why the higher level controls 

are not considered practical be documented taking into account 

the WorkSafe Test of Reasonably Practicable. This reason needs 

to be credible because clearance to traffic controls do not provide 

any physical protection and are a lower level control - unless the 

combination of controls includes a TMA or similar protection. 

e. Combination of Controls 

A combination of controls is usually deployed at roadwork sites. 

Controls which eliminate hazards through road closures or isolate 

through physical protection should be present to comply with the OHS 

Act concept of Ensuring Health and Safety via elimination of the hazard, 

or reducing the risk through applying the hierarchy of safety controls. 

Typically signage and speed reductions are deployed on short term 

works, although these controls are behavioural controls and not as 

reliable as the higher level controls (level 1 to 3 above). 

Behavioural controls require effective reinforcement and or 

enforcement to be effective and the police, VicRoads Transport 

Safety Services and Department of Justice Officers provide much 

support in this area, providing the traffic management scheme is 

correctly deployed. 

Combining highly visible electronic Variable Speed Limit Signage 

(VSLS) with signs warning that speed limits are enforced together with 

visible patrol cars and camera presence is as demonstrated on the 

longer term major worksites such as the M80 Upgrade Project. 

The technology exists now for this to be potentially extended to 

smaller shorter term worksites. In the United Kingdom, point-to-point 

speed cameras are in place on all long term roadwork workplaces. 

Speed Display Trailers, VMS Displays and Temporary Speed Humps 

are also available as part of the combination of controls approach. 

The safety challenge presented by the movement 

of powered mobile plant and vehicles within site 

The construction industry which includes road construction is 

experiencing a significant number of fatalities and serious injuries 

from work involving the movement of powered mobile plant and 

other vehicles within sites. It is evident that the traditional controls of 

reversing/tracking alarms and flashing lights are not entirely effective. 

Reversing is the major cause and, although dump trucks are mainly 

involved, they are by no means the only source of serious injury. 

During 2011, there were five identified road construction plant 

reverse-over type fatalities in Australia over a 12 month period: two in 

Queensland, one in New South Wales, one in Victoria (road sweeper) 

and more recently one in Canberra (grader). Because of the number 

of fatalities this is our industry’s major high risk area and presents the 

challenge to our industry to seek more effective and reliable controls to 

prevent such incidents. 

Construction plant and vehicle blind spots 

It should be recognised that one of the reasons why workers and 

other pedestrians are reversed over by plant and vehicles on road 

construction sites is because of the large blind spots behind and 

sometimes beside them. 

CCTV cameras, reversing alarms and proximity warning devices are 

being used to reduce the risk but reverse over fatalities still occur so we 


need to seek controls higher in the hierarchy of controls that depend 

less on behaviour. 

Internal Traffic Management Plans (ITMP) as described below should 

assist to improve site safety where mobile plant and vehicles are 

separated from pedestrian workers as far as practical from plant and 

truck operating areas. 

Everyone who works on road construction sites needs training 

to understand the risk of mobile plant and trucks where the driver/ 

operator cannot see them. 

Safe Work Method Statements (SWMS) could seek to control this 

risk by requiring workers to be more than six metres from the rear of 

plant but it is safer to not be behind plant or within its swing radius at 

any time. 

The US National Institute of Occupational Safety and Health (NIOSH) 

has produced Construction Equipment Visibility Diagrams for most of 

the commonly expected mobile plant and vehicles. These diagrams 

show the operators visibility profiles around the plant from the 

viewpoint of the operator. The US Work Zone Safety Clearing House 

also produces a “Know the Blind Spots” Poster. 

Internal traffic management plans (ITMP) 

An ITMP is used to safely coordinate the interaction between 

pedestrians (workers and public), construction plant, delivery 

trucks and incidental visitors in the work space of a road 

construction work zone. In the US, they are referred to as Internal 

Traffic Control Plans (ITCP). 

Similar, but less sophisticated plans, have been used previously on 

VicRoads major project sites combined with UHF radio communications. 

However, the fundamental principles are applicable to all roadwork 

sites (including smaller sites) for internal traffic management. 

Based on the US experience, the fundamental principles for setting 

up an effective ITMP are: 

• Isolate workers and other pedestrians from mobile plant and works 

vehicles; 

• Reduce the need to back up; 

• Limit vehicle access points to work zone; 

• Coordinate truck and mobile plant movements; 

• Provide signs within the work zone to give guidance to pedestrian 

workers, equipment and trucks; 

• Design buffer spaces to separate pedestrian workers from errant 

vehicles and work zone equipment; and 

• Inform all on-site personnel of ITMP provisions. 

Two examples of the isolation of pedestrians from mobile plant and 

other vehicles on recent VicRoads major projects are: 

• Leighton Contractors introduced its Pedestrian No Go Zones on the 

M80 Upgrade Project early in 2011. It was the first highly visible 

ITMP to be introduced on a VicRoads Project. Leighton was recently 

presented with the VicRoads Major Project Safety Innovation Award 

in recognition of the establishment of the Pedestrian No Go Zones, 

and trial of GPS Personal Warning Devices for mobile plant operators 

and personnel authorised to work near plant, but outside of 

minimum approach distances. 

The concept had origins in the mining industry where they are 

sometimes called “Red Zones”. It requires compliance with behavioural 

controls, just as drivers are required to do on public roads but the 

system does isolate plant operations from pedestrians and gives the 

lead plant operator authority to give permission to other vehicles to 

enter the zone and pass other plant. 

Plant is required to stop all movement and rest the booms in the 

case of excavators pending the safe passing by plant and vehicles 

authorised to pass/enter the area. If it is necessary for a pedestrian to 

enter or approach plant they must seek permission over the radio and 

machines will be stopped until they are sighted and, if necessary, given 

permission to come closer. 

All permissions and instructions must be confirmed over the 

radio before entering the Red Zone. Some areas are made absolute 

Pedestrian No Go Zones where pedestrians entry is completely 

prohibited. Appropriate signage is then displayed. 

General Warning Sign – Also a reminder to contact the Lead Plant Operator by Radio 

and wait for permission to enter. Details of the radio frequency and name of the lead 

operator are provided on an adjacent Safe Notice Board. They are not provided if the 

area has been declared an absolute ‘Pedestrian No Go Zone’ 

Safe Notice Board - Details are not provided when an area has been declared an 

absolute Pedestrian No Go Zone. 

• Working in a residential area always presents a challenge for road 

construction with respect to the separation of mobile plant and other 

construction vehicles from the public. 

BMD Constructions has just commenced the duplication of Clyde 

Road at Berwick in Victoria in an area where access to businesses 

and residences needs to be maintained and effective isolation of 

construction plant and vehicles from the public is necessary. BMD, 

together with VicRoads, is seeking more effective isolation between 

mobile plant and vehicles to achieve compliance with expectations in 

this area. 

ROADS FEB/MARCH 2013 27


Temporary public access is always required and on this project 

they will be established to a high standard of surfacing to accommodate 

disabled persons, elderly and those with need for wheeled walkers 

and prams. The new public access paths have been well delineated 

and signed. 

High security type fencing has been deployed on site to better 

contain and separate the public from road construction plant and 

vehicles. This is more effective than para-webbing or bunting flags in 

the containment of pedestrians and is less prone to weather damage. 

Public walkway on right behind security fence 

A motorised wheel chair passes over the temporary walkway without difficulty – the 

surfacing will be further sealed. 

The safety challenge presented by work near 

overhead and underground services 

Most utility services are placed in the road reserves and contact with 

underground and overhead utility services was far too frequent in past 

years during road construction and similar works. 

Activities which have shown the potential to strike services include: 

• Excavation works with excavators or backhoes; 

• Scraping or grading works; 

• Pile and post driving; 

• Coring and geotechnical studies; 

• Auger works; and 

• Steel pickets 

It was also common practice prior to 2004 to use plant such as 

excavators and backhoes to probe for underground services, often with 

predictable negative consequences and damage to services. 

VicRoads worked with our contractors in the major projects area 

to identify controls and best practice approaches in the civil road 

construction area, applying the WorkSafe Framework and Supporting 

Publications as the foundation guidelines. 

The VicRoads Worksite Safety Newsletter and Safety Alerts were used to 

communicate identified best practices for the benefit of the construction 

industry and this has significantly eliminated contacts as a result. 

Individual behaviour remains the major cause of incidents and this 

presents a major challenge. 

What was evident during the development of the WorkSafe 

Framework was the significant dependence on behavioural controls 

in this area. Under the hierarchy of safety controls, behavioural or 

administrative controls are clearly the least reliable and effective. 

However, higher level controls need to be practical and available in 

construction equipment to remove our reliance on human behaviour. 

For overhead electrical assets the WorkSafe Handbook for Using 

Earthmoving Equipment near Overhead Electrical Assets describes the 

hierarchy of controls and gives examples applicable to this equipment 

which is frequently involved in contacts with overhead services. 

Elimination of the risk through relocation of services prior to road 

construction work commencing is now frequently used, but does 

require cooperation by the relevant asset owner. Isolation of services is 

also used where practical, particularly where works could intrude into 

the No Go Zone for overhead electrical services. 

There have been innovations in the engineering control areas with 

respect to height limiters of excavators which show promise, but may 

require a different approach to the task if they cannot reach high 

enough to load trucks directly. 

Underground service contact incidents have been more prevalent 

than overhead services in VicRoads’ experience although both have 

significantly reduced in general. 

Actions required by contractors to 

comply with WorkSafe Framework 

The best practice approach to excavation work must follow the 

WorkSafe Framework for Undertaking Work near Overhead and 

Underground Assets. Industry standards for construction works have 

not yet been agreed so in the interim the best practice approach as 

detailed in the WorkSafe Framework must be followed or exceeded. 

Contractors’ documented safe working procedures must reflect the safe 

systems of work specified in the WorkSafe Framework. These detailed 

procedures must clearly describe how the system of work will comply with 

the WorkSafe Framework and include as-constructed drawings rather than 

schematics when possible or a larger size plan that is easy to read. 

Permits to Excavate are now commonly required by the principal 

contractors to ensure that all safety procedures have been 

implemented prior to the works commencing. The procedures should 

include requirements to: 

• Dial before You Dig; 

• “Prove” the location of services using appropriate non-destructive 

excavation technology; 

• Positively mark the services locations when they have been positively 

“proved”; 

• Record new locations when services are relocated for future 

reference; 

• Not permit machines to work closer than the distances listed in the 

WorkSafe Framework unless permission has been given by the asset 

owner; 

• Not assume services are laid in a straight line or that the depth will 

be consistent; 

• Undertake non-destructive proving excavation if some services are 

not traceable; 


• Engage trained personnel competent in safety precautions and 

SWMS for this work; and 

• Notify EnergySafe, WorkSafe and/or the asset owner as required 

within required timeframes should any electrical cables or gas pipes 

be struck or damaged. 

Work near overhead electrical services 

On a recent VicRoads project, an excavator engaged in auger drilling 

works was being relocated (tracking) from one work area to another on 

a construction site and contacted live power lines. Fortunately no one 

was injured, but power was cut and caused major traffic delays for a 

number of hours as a result. 

The movement of powered mobile plant on site is classified as High 

Risk Construction Work under the OHS Construction Regulations 2007, 

Regulation 5.1.3. This requires a SWMS to identify plant movement 

hazards such as power line contact and effective controls to prevent 

this contact. Ideally, the controls should not depend significantly on 

administrative or behavioural controls. 

Excavators and other earthmoving equipment with a design envelope 

which can reach into the No Go Zone and/or the Limits of Approach 

must comply with the WorkSafe Handbook for Using Earthmoving 

Equipment near Overhead Electrical Assets. The risks from contact or 

arcing are more significant in this situation and higher order controls 

under the hierarchy of controls are now expected by WorkSafe. 

The SWMS for this type of work should document: 

• the heights and voltages of overhead electrical assets; 

• the height of the earthmoving equipment being used; 

• the need for a trained designated Spotter; and 

• any other high risk hazards associated with the works including work 

near traffic. 

The Handbook provides guidance in this high-risk construction work 

which if implemented will be deemed to have met an employer’s 

obligation regarding the risks of working near overhead electrical assets. 

The Handbook also identifies the hierarchy of control for this work 

and recommends a higher level of control when working within the No 

Go Zone and Limits of Approach as defined, if the machines operating 

envelope will reach into either of these areas. 

This supports the Act and Regulations which mandate that hazards 

be controlled by elimination or via the hierarchy of controls applicable 

to the hazard, so far as reasonably practicable. 

Higher level controls include power isolation, smaller excavator or 

excavator height limiting devices fitted to the equipment. The Limit of 

Approach may be specified within the asset owners required permit or 

in the WorkSafe Handbook. 

Moving forward – focus areas 

Further to the safety challenges presented to the construction industry 

discussed in this paper, the following table shows the top seven areas 

of incident prevalence on VicRoads major project sites since 2003. 

Behavioural type controls dominate in most areas at present, 

although this is changing as the hierarchy of controls is identified for 

the specific high-risk works area. Red indicates serious injury or fatality 

experience, orange indicates a significant number of incidents without 

serious injury and green indicates good experience largely due to the 

implementation of higher level controls. 

This paper has described most of the major areas where, because of the 

high risks and incident experience, safety innovation has been a priority. 

The views expressed in this paper are those of the author and not 

necessarily those of VicRoads. 

HIGH RISK WORK AREA COMMENTS DOMINANT CONTROLS 

1. Plant / Reverse over No incidents on major project sites. One fatality and 

one serious leg injuries on short term regional site. At 

least 5 recent fatalities around the country. Is a major 

cause of serious injuries around the world. 

Behavioural 

2 Worksite Traffic Management 

– Short Term. 

Serious Leg Injuries on major project short term site during 

lane closure removal. However, the challenge is greater 

where short term works are involved whether static or mobile 

and a greater use of crash attenuators / TMAs is indicated. 

Lane closures and signs dominate on small projects 

TMAs Behavioural 

3 Plant Rollovers No fatalities. No incidents for a number of months but has been 

a major incident area particularly after the drought finished. 

Behavioural 

5 Overhead & Underground 

Services Contacts 

No fatalities or serious injuries. Contacts have significantly 

reduced due to WorkSafe Framework uptake and systems in 

place, but have recently shown a small increase in incidents. 

Behavioural 

6 Falls No fatalities or serious injuries for 10 years. 

Requires continuous attention. 

7 Excavations No incidents or serious injuries for 10 years. Step 

batters dominate as an engineering control, followed 

by shields. Requires continuous attention. 

Guardrails, No Go Zones. 

Engineering, Behavioural 

8 Worksite Traffic Management 

– Long Term 

No fatalities for 10 years. The hierarchy of safety controls 

and the Worksite Safety – Traffic Management Code has 

made a significant difference to longer term projects. The 

top 3 controls dominate: road closure, barriers, TMAs. 

Road closure, 



The AAPA connection 

to upgrading motor 

racing icon 

From time to time Asphalt Review features a project undertaken by one of our members. The 

featured project in this edition was undertaken by Downer Australia and is a project that will 

have great interest to many of us - the resurfacing of the Phillip Island Grand Prix Track. 

The Phillip Island track is one of the iconic places in Australia. Not only is it in a beautiful 

environment, it is also a place that has a great deal of motor sport history. Therefore when 

Downer was asked to resurface the track, they knew they had a major responsibility not only to 

their client, but also to the whole of the motor sport community. They sent their most experienced 

person – the person who had managed the surfacing of Phillip Island on two previous occasions 

– Sergio Cinerari. 

Sergio is not only a very experienced operator, he is also the Chief Operating Officer of 

Downer Australia East and the current Chairman of AAPA. It just shows that no matter how 

senior you become, once you have bitumen in your blood, you still love getting out and 

making pavements. 


Phillip Island Grand Prix Track Resurfacing 

Phillip Island Grand Prix Circuit is a place that stirs emotions in motor 

sport fans around Australia, whether it be V8 Supercars, Moto GP or 

World Superbikes. The combination of a fast flowing world-class circuit 

married with a picturesque setting on the coastline of Victoria’s Phillip 

Island make this a special place. 

When the circuit operators – PI Operations, which is charged with 

managing the circuit for owner Linfox – reaslised it was time for a 

new wearing surface, it looked into its history to guide a pathway for 

selecting a new asphalt wearing surface. 

Downer Australia East Chief Operating Officer, Sergio Cinerari, had 

been intimately involved in the previous two upgrades and asphalt 

overlays at the circuit in 1989 and 1998. The upgrade in 1989 was 

probably the most significant performed on the circuit in its history. The 

circuit was widened to around 10m and significant asphalt correction 

work performed to iron out bumps prior to a full width overlay. 

These works were to prepare the circuit for its first event on the 

world stage in late 1989, the first Australian Moto GP. The upgrade 

works were performed in 1989 utilising a small 100 tonne per hour 

mobile asphalt plant established on the site. 

By 1998, the circuit was in need of a new wearing surface. The works 

performed in 1989 had stood the test of time, so the scope in 1998 

was to purely overlay the circuit. This time, the asphalt was produced 

in Melbourne and carted to Phillip Island where it was put through a 

transfer vehicle and placed over four days. The paving method involved 

completing a half-circuit of the track each day at 5m wide, resulting in 

two transverse joins and a full length longitudinal cold join around the 

centre of the track. 

The mix placed in 1998 was a 14mm dense graded mix with C320 

binder which performed admirably for over 13 years. It was due to 

the success of the previous two upgrades and overlays that Fergus 

Cameron, Managing Director of PI Operations contacted Sergio Cinerari 

in February 2012 to commence the process of planning for the next 

overlay scheduled for December 2012. 

Right from the first meeting, the team from Linfox were very clear on 

their goal, they wanted the “best racetrack in the world”. PI Operations 

also employed the services of Aurecon to work with Downer and the 

wider Linfox team to determine the most cost effective solution to 

meet their goals. The only high-level constraints were that this was to 

be a remove-and-replace operation, not a pure overlay on top of the 

existing surface; the mix needed to have a similar look and texture to 

the existing surface and the general geometry of the track needed to 

remain the same. 

Over a period of a couple of months, the methods available to deliver 

the works were developed and costed, along with the advantages and 

risks associated with each delivery method. At the same time, work 



Sergio Cinerari (left) and 

Fergus Cameron (MD of 

Phillip Island Operations) 

in front of asphalt plant 

brought to Phillip Island. 

commenced on the asphalt mix design. Records of the job mix from 

1998 were still available which served as a valuable reference point 

during the development of the new mix design. 

As we all know things change with time, and while the previously 

used source rock was still readily available, the grading of the 

aggregates available now was not the same. Together with this, the 

sand incorporated into the mix in 1998 was no longer available. 

Considerable effort was put into fine tuning the mix design to ensure 

that it did not only meet the specification requirements, but was the 

mix that delivered optimal performance from the materials. 

The collaborative approach employed by Linfox enabled open 

discussion amongst the parties. This ensured all the issues were 

investigated, discussed and the “best for track” outcome decided based 

on risk and cost. The selection of the binder for the project was an 

excellent example of this process. 

The current surface placed in 1998 incorporated C320 binder; 

however, the decision was made to move to an A35P polymer modified 

binder for the 2012 homologation works. The collaborative approach 

enabled Linfox to work with Downer and Aurecon to understand the 

performance benefits of the modified binder and to be able to weigh 

these up against the higher initial cost to arrive at the best value for 

money solution. 

This process was aided by a visit to Downer’s Research and 

Development laboratory in Somerton where the Linfox team were able 

to touch and feel the different variants of the mix design and physically 

see the difference in performance and surface texture offered by each. 

The profiling asphalt production and paving methods followed a similar 

decision process before being agreed upon. 

While the existing surface of the track was generally in good 

condition, several bumps and hollows had developed over the past 13 

years, so the team agreed that this was not a project where just milling 

off a nominal 40mm and replacing it would meet the brief. 

In keeping with best practice which dictates that you attend to ride 

issues as early in the process as possible, the decision was made to 

mill the track to level. To facilitate this, a laser scan of the track was 

undertaken by Aurecon and a new design surface overlayed on the 

existing, with the “ideal” design manipulated as required to match 

structures such as existing ripple strips. The profiling of the track would 

then be undertaken utilising Paveset level control on the profilers with 

a Specification tolerance of plus or minus 3mm. 

To achieve the original goal, the decision was made to establish a 

large mobile plant on site. This decision was reached to enable the track 

to be paved full-width with two pavers in echelon, ensuring that each 

paver could be fed with enough mix to maintain an ideal consistent 

paving speed of five metres per minute. The added advantage of the 

plant on site was to minimise the time between production of the 

mix and placement. This would ensure consistently optimum asphalt 

temperature and promote homogeneous compaction of the mix. 

An Astec T400 Double Barrel continuous mixing plant was 

transported to site for the task. “The establishment of the plant into 

the infield of the track presented its own challenges,” commented 

Martin Kinski, Downer Project Manager. 

“With the long wheel base and low clearance of the mobile plant 

trailers, we had to complete pre-works involving widening and flattening 

of the access into the site and demolishing the veranda off the old hay 

shed inside the circuit to accommodate the swept path of the mobile 

plant trailers. The track is used around 300 days per year, so the window 

of opportunity to move the trailers over the track was small. 

“A short three-day window existed immediately following the Motto 

GP in late October; however, the plant had to be moved in overnight 

due to the transport traffic leaving the track during the day with 

everything from temporary stands, portable buildings and marquees 

all having to be removed over the same three-day day period,” 

commented Martin. 

“It wasn’t just a case of towing the nine oversized trailers in; firstly 

we needed to build a temporary pavement over the track, move the 

plant in and then remove the ramp. All this needed be completed and 

the site left clean and ready for racing the following day.” 

With the plant moved into the site, the erection and commissioning 

was performed during early November while the track was still in 

operation, followed by mix trials later in the month. 

To minimise costs, the RAP profiled from the track was to be utilised 

to construct the hardstand area for the virgin aggregates. Once 

again, this presented challenges as the profiling of the track was not 

commencing until seven days before the new surface was to be placed. 

This necessitated the early production, testing and stockpiling of the 

aggregates at the quarry so they could be available for transport into 

the track over only four days. 

The track was closed from Monday 3rd December, with profiling 

commencing immediately that morning, utilising two 2m Profilers with 

fine milling drums. Despite some ice cold, windy and wet weather 

early in the week, the bulk of the track was milled out in only three 

days, with final clean-up, patching of laminations and any other defects 

occurring over the remainder of the week. The tight tolerance had been 

met and the surface rode well. All was ready for the application of the 

new asphalt. 

The track was planned to be paved in two days totalling 4,700 

tonnes. The location of the two transverse joins had been pre-agreed 

as part of the planning of the job, so the target for each shift needed 

was achieved. 


“This project is a great example of how a successful outcome can be delivered 

through careful planning and the intimate involvement of all the stakeholders, 

openly discussing and resolving the issues as they arise” 

Three paving crews were involved in the project even though only two 

pavers were being utilised. “One of the keys to achieving a smooth ride is to 

pave at a constant speed without stopping” explained Martin. 

“To facilitate this, we needed people available to relieve the crews for 

breaks and meals. We also required additional spotters to manage the 

significant reversing risk the project posed. At 300 tonnes per hour, a truck 

needed to be reversed in, tipped into one of the two transfer vehicles and 

exited every two minutes, all day long.” 

It was recognised that the marshal stations located around the track 

provided the perfect location for the spotters. They had a clear view of the 

operation while being located in a safe position off the circuit. 

Paving in echelon and placing over 2000t per shift is not unusual for the 

industry; however, the difference with this project was that this needed to be 

achieved from day one, unlike a larger volume project where your production 

ramps up as the process is refined and everyone settles into their roles. In 

some respects, this would be like expecting Casey Stoner to ride his fastest 

lap around Phillip Island on his first lap of the circuit, only having practiced on 

other circuits. 

To manage this risk, the project team, including the cartage drivers, were 

split into groups and participated in an intensive training and induction 

session upon their arrival at the circuit and given the opportunity to ask 

questions about the project and how it was to be executed. 

Following this, the team had the opportunity to trial the process in a 

construction trial that was placed on the newly completed additional runoff 

area on the outside of Turn 1 at the end of Gardner Straight. Sign-off of the 

process and quality of the construction trial meant that all was in readiness 

for the main game on Tuesday and Wednesday. 

Day 1 of the track surfacing commenced between Turns 11 and 12 near 

the pit lane entry, around turn 12 and onto Gardner Straight. It was here that 

the paving methodology departed significantly from that performed in 1998. 

In the previous overlay, Gardner Straight had been placed in three 

paver runs with two crowns due to it widening out to just over 12 

metres. This required the 3rd paver run to be removed at the end of 

the straight, right at the fastest point of the circuit. While executed 

well in 1998, this is a risky manoeuvre that requires the pavers to be 

stopped, widths changed and then paving recommenced. 

To remove this risk, the project team identified the opportunity 

to slightly redesign the shape of the main straight to create a single 

crown and two paving runs between the white lines of the track. 

This redesign also had the advantage of removing a water ponding 

issue that had developed about half way along the straight. 

“The fact that we were profiling two levels gave us the opportunity 

to change the configuration of the paving runs on the main straight” 

said Martin. “We worked closely with the Aurecon team to achieve 

the desired outcome while still ensuring we did not materially alter 

the level or overall geometry of the track noticeably. Paving at six 

metres wide is easily achievable if the pavers are set up correctly.” 

The first day of paving was completed successfully and set the 

scene for an equally successful day on the Wednesday to complete 

the 4,700 tonne project. 

“This project is a great example of how a successful outcome can 

be delivered through careful planning and the intimate involvement 

of all the stakeholders, openly discussing and resolving the issues as 

they arise,” stated Sergio Cinerari who was on site full-time during 

the paving of the project. 

“While of significant importance, this project is the smallest 

volume we have ever moved and established a plant of this size for 

and is a demonstration of the commitment of the Linfox team to 

provide the best opportunity to achieve their goals” said Sergio. 

“Now we will wait for the world’s opinion on how we performed”. 



CPEE postgraduate 

re-accreditation 

The Centre of Pavement 

Engineering Education is a 

specialised training and higher 

education provider strongly 

supported by AAPA. Its focus 

is on providing post graduate 

education in pavement related 

areas, including at the Graduate 

Diploma and Masters level. 

CPEE has always maintained 

the highest quality in its courses 

and accreditation under new 

national rules that will further 

highlight CPEE’s high standards. 

In today’s busy business world 

it is often easy to forget the 

value of higher education. But a 

CPEE qualification not only gives 

current and useable knowledge, it 

also provides a valuable and long 

lasting means of highlighting a 

person’s interest and knowledge 

in our industry to both employers 

and potential employers. 

The following note highlights 

the process that CPEE is going 

through to show that it continues 

to offer the highest quality post 

graduate training. 

CPEE offers a number of postgraduate 

courses, some as a private provider and 

others jointly with its university partner, the 

University of Tasmania. Its private provider 

courses were first accredited in 2003 and 

re-accredited in 2008. 

This year CPEE is required to apply to 

the recently created Tertiary Education 

Quality and Standards Agency (TEQSA) for 

re-accreditation of the Graduate Certificate 

in Pavement Technology and the Master of 

Pavement Technology. At the same time 

CPEE is also applying for renewal of its 

registration as a private provider. 

The new national body replaces the state 

based agencies, such as the VRQA in Victoria, 

and brings all Australian higher education 

providers under the one set of requirements. 

CPEE will be one of the first providers to be 

reviewed under this new body in 2013. 

Along with the new body comes a 

completely new set of standards and 

requirements for accreditation and 

certification within the Higher Ed space. 

Following the introduction of the new 

standards CPEE began adapting its own 

processes to meet these leading up to its 

re-accreditation. 

Australian Qualifications Framework (AQF) 

qualifications, other than those offered 

by the universities and self-accrediting 

institutions, are able to be offered by a non 

self-accrediting higher education institution. 

The courses offered by CPEE as a non 

self-accrediting higher education provider 

are registered and evaluated against the 

Higher Education Standards Framework. This 

Framework comprises five domains: Provider 

Standards; Qualification Standards, Teaching 

and Learning Standards; Information 

Standards and Research Standards. These 

standards are collectively the Threshold 

Standards which all providers must meet to 

enter and remain within Australia’s higher 

education system. 

The preparation of substantial submissions 

in response to the TEQSA re-accreditation 

and re-registration requirements has not 

impacted on CPEE offering any of its distance 

education courses in 2013. 

In all six courses are offered: - the 

Graduate Certificate in Infrastructure Asset 

Management; the Graduate Diploma of 

Infrastructure Asset Management; the 

Graduate Certificate in Road Engineering & 

Construction; and the Graduate Diploma 

of Road Engineering & Construction jointly 

with the University of Tasmania and its own 

Graduate Certificate in Pavement Technology 

and Master of Pavement Technology. 

All in all these changes are seen by CPEE as 

a positive for ensuring the quality of higher 

education providers and the courses they offer. 

Details of all CPEE courses can be found on 

the CPEE website www.pavementeducation. 

edu.au 

AAPA 

Training 

Report 

AAPA Training is Australia’s foremost provider 

of quality training courses on all aspects of 

asphalt and bituminous surfacing. 

The Training Centre presents a program 

of around 90 courses each year in all capital 

cities and many regional centres, in addition 

to customised courses presented on request. 

AAPA’s major courses are: 

• Asphalt Placement & Compaction; 

• Bituminous Surfacing Principles & Practice; 

• Fundamentals of Bituminous Surfacing; 

• Pavement Maintenance Practices; 

• PMBs & Bitumen Emulsions; 

• Selection of Pavement Surfacings; 

• Sprayed Sealing Design; 

• Sprayed Sealing Selection & Design; 

• Sprayed Sealing Field Procedures; and 

• Working Safely with Bitumen 

Information on each of these courses is 

available from the AAPA website under the 

heading Training/Course Outlines. 

All AAPA presenters are recognised experts 

in their field, and will ensure that delegates 

receive authoritative, up-to-date and relevant 

information, delivered in an informal and 

supportive learning environment. 

Certificates of Attendance, Statements of 

Attainment, comprehensive course notes 

and access to the latest technical industry 

documentation and specifications are 

additional benefits offered by the AAPA 

Training Centre. 

Flying start for 2013 courses 

Strong demand for AAPA’s highly-regarded 

training courses means an early start to the 

2013 training programme. 

Queensland welcomed in the New Year with 

a series of “Working Safely With Bitumen” 

presentations in January, commencing in 

Toowoomba, Brisbane, Mackay, Townsville 

and concluding in Cairns – all to capacity 

audiences. 

“It is always somewhat of a challenge 

presenting training courses in Queensland at 

this time of year, but it is an opportune time 

for some of our clients. AAPA’s presenters 

have always been either in advance or behind 

adverse weather episodes in the region – we 


put it down to good planning and a large 

amount of luck,” Training Centre Manager, Ed 

Butler said. “However, the floods did come 

close this year.” 

The month of February has also been very 

busy and, at the time of writing this report, 

it is shaping up to be the busiest month in 

the Training Centre’s history, with 16 training 

courses scheduled for Queensland, Northern 

Territory, Victoria, New South Wales and 

Western Australia. 

February is also the month where we are 

commencing to offer on-line training course 

registrations. This will initially be offered for 

three courses to be held in March. 

The new system will streamline the process 

of registration, automatically generating 

confirmation details (venue address, start/ 

finish times, etc.) and invoicing, as well as 

providing on-line payment facilities (24/7). 

In time, the system will be available for all 

training course registrations. 

2013 TRAINING COURSE PROGRAMME (as at 16/01/13) 

Another expert joins the team 

Following another hugely successful year, the 

AAPA Training Centre is pleased to announce 

that David Bligh will join the expert team as 

a presenter of AAPA training courses, based 

in NSW. 

Recently retired from Roads & Maritime 

Services (formerly RTA), David brings with 

him a vast amount of knowledge and 

experience in the flexible pavements industry 

over many years. 

David joins Robert Busuttil, John Patane, 

Greg Miller and Barry Gundersen in the 

delivery of industry-leading training courses. 

Training Course Programme 

The following programme lists all of the 

currently programmed courses for 2013. 

However AAPA is also pleased to offer 

customised courses to organisation that 

request them. 

These can be offered anywhere in Australia 

and can be held in companies’ own premises 

or at premises sourced by AAPA. If your 

company wishes to discuss a customised 

course, please contact the Training Centre. 

To register for AAPA Training refer to the 

AAPA website/Training. 

Email: trainingcentre@aapa.asn.au 

Fax: (03) 9853 5914 

Mail: AAPA Training Centre, Level 2, 5 

Wellington Street, Kew Victoria 

3101 

Telephone: (03) 9853 5322 

Call the AAPA Training Centre for more details. Telephone: (03) 9853 5322 

Facsimile: (03) 9853 5914 E-mail: trainingcentre@aapa.asn.au Web: www.aapa.asn.au 



Pilot vehicles 

used in NT to 

enhance safety 

Vehicle Couplings Warning 

Every two months, AAPA holds a 

teleconference with representatives of 

each of its Branch’s Health and Safety 

Committees. This hook-up provides an 

opportunity for those involved in health and 

safety to share information between states. 

At the last teleconference, concern 

was expressed about the condition of 

some of the couplings on vehicles that 

enter our worksites. 

A visual inspection of some couplings 

showed cracks or other failures. It was 

also noted that some vehicles did not 

have working warning devices to inform 

a driver that the handbrake had not been 

applied before they left the vehicle. 

These comments prompted those 

participating in the teleconference 

to suggest the condition of vehicles 

entering a worksite should be monitored, 

particularly for visible defects such as 

cracks in couplings and draw bars. 

This warming has been sent to 

all members of AAPA through its 

newsletter. But it is a warning that 

everyone involved with heavy vehicles 

should be aware of and ensure that they 

conduct regular inspections. 

Safety is a feature of this edition of Roads/ 

Asphalt Review. It is worth highlighting what one 

government department is doing to enhance safety. 

The Northern Territory Department of 

Infrastructure has implemented a requirement 

to help protect workers and the passing traffic 

adjacent to sealing works. This requires that while 

one side of a road is closed for sealing, traffic 

passing on the other side must follow a pilot or 

escort vehicle. 

Sealing sites can be up to four kilometres long and 

each site is controlled by three traffic controllers. 

One controller operates at each end of the sites 

with the third driving the pilot vehicle. The traffic 

controllers also take it in turn to drive the vehicle, 

providing them with a break from the weather. 

Vehicles are usually driven at around 60kph until 

they approach the actual work site. They are then 

slowed to about 25 kph. 

This approach ensures that vehicles all slow to a 

safe speed, reducing the risk to those working on 

site. It also makes it safer and more comfortable 

for the drivers as everyone is required to do the 

same speed. All of us have had the experience of an 

impatient driver sitting right on our tail wanting to 

go faster as we drive at the posted speed limit. 

Using pilot vehicles is not new, but it is a great 

way of improving safety and should be part of 

the worksite safety strategy applied wherever it 

is practical. 

AAPA/Austroads 

Work Tips updated 

AAPA and Austroads jointly prepare a range of Work Tips. These 

contain practical information for people working in the flexible 

pavements industry – they guide workers to help them achieve 

the highest standards expected from asphalt and sprayed sealed 

pavements. 

Work Tips are developed by a joint AAPA/Austroads 

committee with input from a wide range of technical experts 

across out industry. They are also regularly reviewed to ensure 

they remain current. 

New and updated Work Tips are then approved by the AAPA 

National Technology Committee and by the Pavement Task 

Force of Austroads. 

Once approved Work Tips are made available for free 

download from the AAPA website. www.aapa.asn.au. 

Two Work Tips have recently been updated and are now 

available. These are: 

Work Tip 15: Asphalt Production Process Control 

This Work Tip provides a guide to the application of statistical 

process control charts to the production of asphalt. 

Work Tip 17: Air Voids in Asphalt 

This Work Tip outlines the influence of air voids on the 

performance of dense graded asphalt mixes, and emphasises 

the importance of compaction in achieving intended service 

properties. 

A full list of Work Tips follows: 


work tips - full list 

1. Priming of Pavements 

2. Storage & Handling of 

Bituminous Emulsions 

3. Asphalt Riding Quality 

4. Asphalt Joints 

5. Cold Planing 

6. Polymer Modified Binders 

7. Treatment of Flushed or Bleeding Surfaces 

8. Treatment of Cracks in Flexible Pavements 

9. Preparing Pavements for Resealing 

10. Asphalt Paving with 

Automated Level Control 

11. Surface Characteristics of 

Bituminous Surfacing 

12. Compaction of Asphalt 

13. Temperature Characteristics 

Binders in Asphalt 

14. Sprayed Seal Cutting Practice 

15. Asphalt Statistical Process Control 

16. Reinstatement of Road Openings 

17. Air Voids in Asphalt 

18. Sprayed Sealing – Selection 

of Initial Treatments 

19. Sprayed Sealing – Selecting 

Aggregate Size 

20. Sprayed Sealing – Joints 

and Application Rates 

21. Sprayed Sealing – Uniformity and Neatness 

22. Sprayed Sealing – Minimising Handwork 

23. Sprayed Sealing – Aggregate Precoating 

24. Sprayed Sealing – Rolling 

of Cover Aggregate 

25. Geotextile Reinforced Sprayed Seals 

26. Asphalt Handwork 

27. Sprayed Sealing – Cutting Back 

of Polymer Modified Binders 

28. Sprayed Seals – Removal 

of Loose Aggregate 

29. Sprayed Seals – Determining 

Sprayer Forward Speed 

30. Asphalt Shape Correction 

31. Asphalt Paving Speed 

32. Sprayed Seals – a Brief Description 

33. Sprayed Seals – Selection 

of Spraying Nozzles 

34. Sprayed Seals – Calibration 

of Bitumen Sprayers 

35. Sprayed Seals – Spreader Calibration 

and Aggregate Application Rates 

36. Sprayed Seals – Pre-spraying 

to Correct Surface Texture 

37. Cape Seals 

38. Sprayed Sealing – Surface Enrichment 

39. Dust Laying with Bitumen Emulsion 

40. Sprayed Sealing – Volume 

Binder Correction 

41. Coring of Asphalt Pavements 

42. Nuclear Density Testing of 

Asphalt Pavements 

43. Primersealing of Pavements 

44. High Pressure Water Retexturing 

45. Skin Patching May 2006 

45. Asphalt Cooling Rates 

46. Sprayed Sealing of Drought & 

Salt-Affected Pavements 

47. Treatment of Flushed Seals 

Using Chemical Solvents 

48. Preparation of Pavements for 

Priming and Primersealing 

“Take-home” 

actions from 

the AAPA H&S 

Conference 

At the 15th Road Construction 

and Surfacing Health and 

Safety Conference, delegates 

were asked to take home 

at least one idea they could 

put into practice in their 

workplace.After a few weeks, 

each delegate was asked what 

they learnt at the conference 

that they put into place on 

the job.The response was 

surprising with at least 45 

actions taken. 

Reviewing these actions it is easy to see that 

many of the comments made by presenters 

or at the workshops were of interest to many 

people, while others may have been relevant 

to an individual, possibly due to particular 

circumstances in their workplace. 

A common response was to remind 

staff of the importance of workplace 

safety. Unfortunately, we can all be guilty 

of sometimes becoming complacent and 

that is when incidents happen. Several 

delegates took back a message to their 

work colleagues about the outcomes of 

workplace injuries. Several are following the 

suggestion at the conference that workers 

be asked to write down what would happen 

if they were killed or seriously injured at 

work and didn’t go home. Then they were 

asked to pose the same question to their 

wife/husband and family. 

Other delegates noted the lack of reporting 

of near misses. Without having information 

about near misses supervisors and senior 

management may be unaware of what is 

actually happening. Several delegates took 

home the idea of using different terminology 

to help everyone understand the meaning of 

a near miss. Dante Cremasco from Downer 

used the term “Mate that was bloody close” 

to more accurately describe a near miss. 

Several delegates are now using that term. 

The use of ICE (In Case of Emergency) cards 

to be carried by all workers on site was also 

recognised as a valuable idea. This came from 

the Boral safety exercise where one worker was 

considered to have been killed. The police had 

no way of finding that person’s home address so 

they would have been able to notify their next 

of kin. As a result, at least one traffic control 

company has issued ICE cards to all its workers. 

One delegate left the conference with a 

clear understanding that awareness of safety 

and frequent reminders were important. So 

one of her actions was to mention safety 

frequently. This included adding a safety 

message to her emails. 

Several delegates also highlighted 

the importance of using appropriate 

safety equipment. 

Truck crash attenuators, temporary 

speed bumps and some of the new 

personnel sensing equipment are all 

important safety devices. But these must 

be combined with a safety culture. All 

workers and management must “walk the 

talk” and always ensure that safety is the 

highest priority. 

Frequent tool box meetings and 

strategies such as Sharpe Bros Safety Bro 

campaign are all part of achieving safety. 

The 2012 Conference had a strong 

focus on workshops. Many delegates also 

commented that these provide a great 

opportunity to discuss common issues and 

to help workers and management achieve a 

goal of zero workplace incidents. Or more 

correctly, a goal of never saying “Mate – 

that was bloody close”. 



BP bitumen facility meets 

northern Queensland demand 

The BP Bitumen import and manufacturing 

facility located within the Port of Townsville 

was officially opened on 7 February by 

David Crisafulli, Queensland Minister for 

Local Government. 

The new multi-million dollar investment 

comprises two 5,000 tonne and two 3,000 

tonne storage tanks, two 1,000 tonne 

“day” tanks, a two-bay loading gantry and a 

polymer modified binder production plant. 

“Regional Queensland needs to continue 

to promote the economic opportunities that 

are available in our part of the world.” Mr 

Crisafulli said in opening the plant. 

“With a population nearing 200,000 

and an ideal location to service the 

northern part of the state, there are 

golden opportunities for businesses to 

invest in Townsville.” 

Project activity began in 2009 and 

included the green-field construction of the 

new facility and significant upgrades to the 

nearby product wharf. 

The facility can now supply up to 120,000 

tonnes of bitumen each year to help meet 

strong demand for road building materials 

in northern Queensland. 

“Townsville’s strength lies in its diversity 

of industry and it is always pleasing to see 

another trade that will further support local 

and regional growth, jobs, and business 

come online,” Barry Holden, Port of 

Townsville CEO, said. 

“BP Australia has been proactive in 

investing in the new infrastructure required 

to make this bitumen trade a reality and we 

congratulate the company on the initiative.” 

The $50 million project was completed 

safely and supported some 80 jobs during 

the construction and commissioning phase. 

Mike Bailey, BP Bitumen General 

Manager, said; “We see strong growth 

in northern Queensland for both paving 

grade bitumen and our speciality products 

designed for roads subject to high stress 

and wear. We are delighted with the 

performance of our new plant and are 

pleased to be contributing to Queensland’s 

prosperity.” 

The Townsville facility is capable of 

supplying Class 170 and Class 320 paving 

grade bitumens compliant to Australian 

Back Row from left to right: Kevin McCullough (General 

Manager - Sunstate Group); Marissa Nichols (Manager 

- Program Development & Performance - Department 

of Transport and Main Roads); David Atkinson 

(Regional Manager North - Department of Transport 

and Main Roads); Paul Smith (Deputy Director General 

- Department of Transport and Main Roads); Rob Vos 

(AAPA Regional Executive); Mike McGuinness (Head 

of Sales and Marketing - BP Australia); David Crisafulli 

(Minister for Local Govt); Mike Bailey (National Bitumen 

Manager - BP Australia); 

Front Row from left to right: Les Millar (Chief Operations 

Officer - Sunstate Group); Sam Priebe (General Manager 

- Aspic Infrastructure); Adrian Grbac (National Sales 

Manager - BP Australia); Brett Whitbread (Northern 

Region Manager - Boral Asphalt); Rob McGuire (General 

Manager - Boral Asphalt QLD) 

Standard AS2008, as well as all grades of 

polymer modified binders compliant to the 

Austroads AG:PT/T190 specification and 

Queensland’s MRTS 18. 

Dr Graham Wilson, BP Bitumen Technical 

Manager, explained; “The importation of 

bitumen into Townsville and our other import 

facilities in Brisbane and Hobart is supported 

by a comprehensive quality control process. 

This ensures compliance to the Australian 

Standard and to our stringent HSE standards, 

as well as performance on the road.” 

BP Bitumen has recently begun operations 

at a new combined bitumen and marine oil 

import facility in Brisbane. Taken together the 

Brisbane and Townsville projects represent an 

investment of over $100 million.

Asphalt Review - Feb/March 2013 - Australian Asphalt Pavement ...

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