CCF WA Onsite Magazine Winter 2016

ONSITETHE MAGAZINE OF THE CIVIL CONTRACTORS FEDERATION WA

Winter 2016IN

SIDE:

CCF WA Earth

Awards

Special F

eature

Earth Award special featureAboriginal Engagement Guide launched

CEO Interview: Frank Marra

WA Civil Solutions

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IPX155-CCF-Yearbook A4-AD.indd 1 8/02/2016 4:23 pm

Contents

CCF WA ONSITE Yearbook 2013 1

Jeff MillerChief Executive OfficerPhone: 0417 513 442Email: [email protected]

Andy GrahamMember Services Manager Phone: 0458 737 777Email: [email protected]

Ashleigh SkipworthEvents & Marketing CoordinatorPhone: 9414 1486Email: [email protected]

Julie LuciOperations ManagerPhone: 0458 220 116Email: [email protected]

Copyright Warning: All editorial and some advertisements in this publication are subject to copyright and may not be reproduced in any form without the written authorisation of the managing editor. Offenders will be prosecuted.Civil Contractors Federation

Western Australian Branch70 Verde DriveJandakot, WA 6164Phone: (08) 9414 1486Fax: (08) 9414 1496Email: [email protected]

WA Civil Solutions

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• Fittings PN16 and PN35• AS/NZS 2280 StandardsMark

Flowtite® GRP Pipe and Fittings• Sizes from DN300 to DN3000

• Pressure classes from PN1 to PN32• AS 3571.1 and AS 3571.2

AVK Valves and Couplings• Gates Valves to AS/NZS 2638.2• Swing Check Valves to AS 4794

• Spring Hydrants to AS 3952• Gibault Couplings to AS/NZS 4998

IPX155-CCF-Yearbook A4-AD.indd 1 8/02/2016 4:23 pm

02 From the PresidentDavid Della Bona

04 From the CEOJeff Miller

06 NewsPerth Transport PlanCrack measurement by CCTV

14 InnovationSpiral wound pipeSlipform machine control

20 CEO InterviewFrank Marra

24 Aboriginal Engagement Guide launch

26 Earth Awards Special Feature

48 Member ProfilesReinforced Concrete Pipes AustraliaComplete CablingNational Pump & EnergyRecruitWest

52 Welcome new members

Cover picture: CCF WA members BMD and MACA combined to deliver the Fortescue River Bridge Upgrade, a finalist in the 2016 CCF WA Earth Awards.Aboce: CCF WA member SRG Ltd was part of the DASSH JV, which designed and constructed the Elizabeth Quay Pedestrian Bridge, another finalist in the 2016 CCF WA Earth Awards.

2 CCF WA ONSITE Winter 2016

From the President

The recent reports that works will commence before the end of the year on stage eight of the Roe Highway is welcome news for the civil construction industry.

With many companies in the civil construction sector, both contractors and suppliers, still going through the difficult period of readjustment to life after the boom, the last thing the industry needs is any more delays to a government project that is fully funded and ‘shovel ready’.

There has been some commentary that with an election scheduled for March next year, the State Government should not sign the Roe 8 contracts.

Frankly, our industry can’t wait that long. We need this project now, and we’re pleased the Government is getting on with it.

There has been a strong media agenda by opponents of the Roe 8 to portray the project as broadly unpopular. However, CCF WA believes community support for the project remains strong; the well-organised and highly-publicised actions of a noisy few should not be misinterpreted as widespread opposition. (And opponents’ claims that Roe 8 will ‘destroy’ Beeliar Wetlands are completely unfounded – the project’s footprint will be minimal and if anything it will improve environmental amenity of the road alignment.)

There have also been suggestions that the Federal funds earmarked for completing the Perth Freight Link (which includes Roe 8) should be diverted to fund construction of an Outer Harbour in Cockburn Sound. Such talk is premature. The reality is that Fremantle Port is still at only half capacity and the Outer Harbour is unlikely to be required for decades.

There is another economic reality: while some containers can be transported by rail, the overwhelming majority of containers leaving the Port will always go by road.

Roe 8 is just one part of a broader plan to streamline road transport from the Port.

Along with Roe 9 and the NorthLink WA project, and the recently completed Gateway WA project, it will help provide a non-stop route linking Fremantle to major freight hubs and on to Muchea and the State’s north.

The transport industry is excited at the prospect and is even willing to contribute financially through a Heavy Vehicle User Charge to be applied between Muchea and Fremantle.

This investment in road infrastructure is not only vital for efficient road transport, or for the sustainability of the civil construction industry – more than anything, it is necessary to ensure Perth’s future as a liveable and prosperous city.

In its Australian Infrastructure Audit, Infrastructure Australia warned that the direct economic cost of traffic congestion in the Perth metropolitan area could skyrocket from around $2

billion currently to nearly $16 billion by 2031. That would be a massive brake on our economy.

Infrastructure Australia has assessed the Perth Freight Link project and named it one of only four near-term, high priority projects on its latest Infrastructure Priority List (May 2016). These are projects “that have undergone a full business case assessment by Infrastructure Australia and that will address a nationally significant problem and deliver robust economic, social or environmental outcomes.”

The case is clear – this project has great merit. Let’s get on with it.

David Della BonaCCF WA President

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From the CEO

One of CCF WA’s key advocacy messages over the past 12-18 months has been that Government investment in economic infrastructure is not keeping pace with our State’s needs.

We believe it’s time to start catching up, rather than falling further and further behind. And as we demonstrated in the WA Infrastructure Report, prepared on CCF WA’s behalf by the experts at BIS Shrapnel, there has never been a better time for Governments to significantly increase spending on infrastructure projects. So it’s disappointing to report that our annual analysis of the State Budget shows that the Government has not taken the opportunity currently presented to it by low interest rates and high industry capacity.

The State Government’s total $22.9 billion Asset Investment Program for this financial year and the following three years (which comprises the forward estimates period) is dwarfed by the amount spent in the four-year period to 2013-14. Less than $16 billion over the next four years will be spent on economic infrastructure – the transport networks and public utilities that are the foundation of growth.

Of course, around $4 billion a year in infrastructure spending is not peanuts. As a glance through our Earth Awards Special Feature (pages 26-47) shows, the State Government is an important procurer of civil works, and our industry depends on its support. Nevertheless, we believe it can and should do more to address the infrastructure deficit.

While we have welcomed the Government’s new Perth Transport Plan (see page 6), which provides a framework for future investment in transport projects, it’s worth noting the State depends on the Federal Government for a major proportion of its rail and road project funding.

Last financial year, 80% of Main Roads WA’s capital works program was funded by Commonwealth grants, which comprised $788 million out of a total $988 million program. Looking ahead to 2019/20, it’s estimated Federal roads funding will comprise $267 million out of a total $635 million program.

No doubt the state will be hopeful of securing more funds from Canberra before then, but as CCF WA has consistently advocated, the State and the contracting industry shouldn’t have to be wishing and hoping – we need certainty of Federal funding, without the ‘strings’ of funding being conditional on specific projects.

Until we get that certainty, we will all have to bear the frustration of conversations like the one I had recently with a member, who when asked why a rural highway upgrade hadn’t commenced late last year as planned by Main Roads, replied “it’s been held up by a delay with the sign-off on Federal funding.” Thankfully the funds will soon be unlocked and the project underway, but in the meantime we are all the losers.

Jeff MillerCCF WA CEO

State missing an opportunity

Asset Investment Programs of major State-owned civil infrastructure delivery agencies ($million)

2015-16 est.

2015-16 Actual 2016-17 2017-18 2018-19 2019-20

Water Corporation 713 678 782 791 780 856

Western Power + Horizon Power 775 941 702 755 665 655

LandCorp + MRA 578 489 436 336 340 283

Main Roads WA 1094 988 1245 1486 1003 636

Public Transport Authority 567 581 685 868 1011 1282

TOTAL 3727 3677 3850 4236 3799 3712

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CCF WA has welcomed the release of Transport @ 3.5 Million, the State Government’s new plan for Perth’s transport network.

CCF WA CEO Jeff Miller said the plan presented a much-needed long-term vision for Perth.

“Importantly, the plan has built-in flexibility as it is based on population, not

a point in time,” Mr Miller said.“Transport @ 3.5 Million strikes

a good balance between private and public transport. As the plan states, increasing the use of public transport is critical. It envisages 1.4 million public transport trips per day by the time Perth’s population is 3.5 million – more than three times the current usage.

“It’s important to note, however, that private trips in cars are also expected to increase markedly – from 3.6 million to 6.3 million per day. That’s why continued investment in our road network is vital, and why projects such as Roe 8 are needed to keep traffic flowing and to ensure our city is productive and efficient.

“We welcome the responsible use of user charging envisaged in the plan, where those paying are sharing in productivity gains and value increases – creating a win-win.

:Of course, user charging is not the answer for all our infrastructure needs, and we still need to encourage a mature conversation around the responsible use of government debt to finance the infrastructure that will future-proof our state.

“Research commissioned by CCF WA

has demonstrated the massive ‘multiplier effect’ of debt-funded infrastructure investment, which can well exceed the cost of interest payments.

“With interest rates still at historic lows, the State and Federal Governments need to take advantage of the unique opportunity being presented.

“The pace of Perth’s future population growth can be debated but what is certain is that the city is growing fast and the Government’s current infrastructure program is not keeping up. Rather than playing catch-up in a decade, we need to get on with it and boost infrastructure investment now.”

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CCF WA ONSITE Winter 2016 7

CCF WA member DM Civil has joined an exclusive group of companies to be awarded Worksafe WA’s Platinum Worksafe Plan Certificate of Achievement.

WorkSafe WA Commissioner Lex McCulloch presented the certificate at a recent function held to mark the occasion at DM Civil’s headquarters in Maddington. Also attending the presentation were Water Corporation CEO Sue Murphy and Safety, Environment and Aboriginal Affairs Manager Lou Roberts.

Mr McCulloch said the Platinum Award was recognition of DM Civil’s ongoing commitment to Occupational Safety and Health.

DM Civil Managing Director Stephen Hall said the company remains committed to its mantra of continual improvement, and would continue to develop its systems to meet the needs of employees and clients.

“We take pride in our high performing and positive SEQ procedures and we will continue to improve our industry-leading safety culture,” Mr Hall said.

“We were grateful that Ms Murphy was able to be part of this presentation, especially in recognition of her tireless work for the Water Corporation and the introduction of initiatives such as OHS forums, which help to involve and encourage construction companies in safety improvements.”

WorkSafe Plan Certificates of Achievement are presented at three levels: Silver Certificates, for organisations meeting minimum standards; Gold Certificates; for organisations demonstrating good progress toward a best practice approach to safety and health management; and Platinum Certificates, for those organisations that achieve highest standards.

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News


Infrastructure excellence celebrated at Earth Awards

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Eight exceptional civil infrastructure projects – from a record 21 entries – have been honoured at the 2016

CCF WA Earth Awards, presented at a gala dinner at Crown Perth on Friday, August 12.

CCF WA CEO Jeff Miller said projects were recognised in all six Earth Award categories, with two projects sharing the honours in Category 4, while another project was presented with a Highly Commended award.

“Our Earth Award judges, who travelled the state to assess each project, commented on the high standard of this year’s entries,” Mr Miller said.

The Category 6 Earth Award (for projects valued at more than $75 million) went to Gateway WA for the Gateway WA Perth Airport and Freight Access

Project, the largest ever road construction project undertaken by Main Roads WA. The project achieved the second highest Infrastructure Sustainability (IS) rating for a completed infrastructure construction project in Australia.

The Category 5 ($30 - $75 million) winner was Georgiou Group for the Reid Highway Works project. Smart construction management and innovation were key elements in the successful delivery of this project, which involved widening and duplication of Reid Highway, construction of a duplicate bridge over Mitchell Freeway, and construction of a grade separated interchange at the Reid Highway/Malaga Drive intersection.

In Category 4 ($10 - $30 million), the three Earth Award judges could

not separate two projects and took the unusual step of declaring co-winners: Rob Carr Pty Ltd, for the Dawesville Infill Sewerage Project Reticulation Areas 1B, 4A & 5A; and Ertech, for Construction of the Mills Park Master Plan - Works Package #1.

Rob Carr’s work at Dawesville featured a number of innovative techniques including the first use of HDPE pipe for gravity sewer construction on a Water Corporation project – resulting in cost savings, lower public risk, protection of trees and reduced construction time.

The overall Mills Park Redevelopment achieved a six-star Green Star sustainability rating, helped by Ertech recycling 91% of all construction and demolition waste.

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Category 5 winner, Reid Highway Works for

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winner was Mobile Dewatering for Dewatering and Water Treatment at Perth Busport. Working for the City Busport Alliance, Mobile Dewatering created an efficient system that lowered and maintained the groundwater table by 8m. The company spent two years researching and developing a custom built sludge press machine, which was introduced with outstanding results.

The Category 2 Earth Award ($2 - $5 million) was hotly contested, with seven finalists. The award went to Ertech for the Marmion Angling & Aquatic Club Carpark Expansion. Ertech’s innovative use of a soil nail wall piling technique significantly reduced the impact on a busy adjacent road and footpath. The company also developed a practical solution for extending the car park seaward, using precast beams that greatly simplified the construction process and minimised the impact on the fragile coastal dunes.

The Category 1 Earth Award (projects valued up to $1 million) was won by Neo Infrastructure for the Guilderton Boat Ramp Upgrade. An innovative steel sheet barrier system protected the construction site from boat wakes and tidal fluctuations. The

project, including scope variations and adjustments, was completed in just 27 days, an extraordinary achievement.

A special Highly Commended trophy was presented to Samsung C&T for the Roy Hill Iron Ore Project.

“Roy Hill was in fact the second highest scoring project this year, and the judges requested it be recognised with a Highly Commended award,” Mr Miller said. “Our judges noted Samsung’s remarkable achievement in completing this large, complex and remote project within an extremely tight time frame.”

Mr Miller said the category winners would now go on to represent WA at the National Earth Awards, to be presented at a gala awards night in Canberra on October 28.


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News

Crack measurement by CCTV - the facts

CCTV is routinely used to inspect installed pipelines to confirm their condition and as a means of

informed acceptance of the pipeline asset at the end of the installers maintenance period. CPAA has researched the area and carried out its own testing. It can be an effective method of inspection (particularly in non-man entry pipe sizes) that provides a tangible record of issues such as poor installation, obstructions, misalignment, catastrophic damage, rodent infestations etc. Surprisingly, some CCTV footage is now being used as a measuring device to assess the serviceability of concrete pipes; something it is not capable of doing.

Concrete pipes are manufactured and installed in accordance with Australian Standards AS/NZS 4058 and AS/NZS 3725. To cater for the service condition

in which they will be installed, pipes are supplied in a number of strength classes. The concrete pipe strength class is selected to sustain a proof load while demonstrating only a minor test crack. The Standard requires that the pipe can carry increasing loads up to 150% of the proof load (the Ultimate load) – put simply the selected load class can sustain a load 50% higher than is expected of it without collapse. At the proof load for a particular strength class the pipe is permitted to demonstrate a minor crack no larger than the “test crack” dimensions permitted in the Standard.

The measurement of such a crack is done by direct measurement. This requires inserting a feeler gauge into the crack to a depth of 3mm at 50mm spacing along a length of 300mm – it is a detailed method of measurement (refer Appendix C of AS/

NZS4058). In the vast majority of cases the permitted test crack width is 0.15mm. Such minor cracks have no impact on the 100 year service life indicated in the Standard.

CCTV technology can identify that a crack is present and can magnify it many times (so that it looks enormous) but is not capable of measuring minor cracks accurately. At best, a poor estimate is possible. The use of scales and lasers has limited effect – fundamentally, the results rely on the operator to estimate the crack width.

The CPAA has undertaken testing to assess the accuracy of CCTV in the estimation of a range of crack widths. CPAA member staff witnessed the

Closed Circuit Television (CCTV) can be a useful method of general inspection but is not capable of making meaningful measurements. writes Andrew Ruffles from the Concrete Pipe Association of Australasia.

Concrete Pipe Association of

Australasia Executive Director Andrew Ruffles.

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estimation of crack widths using current leading edge CCTV technology and experienced operators. The same cracks were then measured using the method specified by the Australian Standard. The results confirmed that CCTV measurements were variable, unreliable and inaccurate.

Specifically, on average the CCTV readings were four times the actual measurement. No readings less than 1mm were recorded by the CCTV operator (eg all cracks from 0.05mm to 1mm were recorded as 1mm or more), and 90% of the CCTV readings were many times greater than the actual readings.

The testing demonstrates that current CCTV technology is not fit for the purpose of measurement of crack size in concrete pipe. The CPAA sought input from a handful of consulting engineers regarding the accuracy of CCTV to measure cracks. All of the consulting engineers expressed a view that, at best, the resolution that can be obtained is 1mm. As this is seven times the resolution required to measure a test crack of 0.15mm it is obvious that CCTV is not able to resolve images to anywhere near the required level of accuracy.

Irrespective of views on widths, the point has been made that the width is only part of the matter and that current technology cannot measure the depth of crack. This is exactly why the Standard sets out the method of crack measurement as this encompasses a number of dimensions (width and depth).

The CPAA does not accept CCTV as a method of crack measurement, in fact such measurements are likely to be false and misleading. The CPAA only endorses the method specified in Appendix C of AS/NZS 4058 as an accurate way to measure crack width. Further reading that may be useful can be found on the CPAA website at www.cpaa.asn.au/General/technical-publications.


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CCF WA Safety Alerts launchedCCF WA is proud to launch our new Safety Alerts as a service to members and the industry.

CCF WA Chief Executive Officer Jeff Miller said each Safety Alert described an incident that had recently occurred on a Western Australian civil construction project site.

“These Safety Alerts are designed along similar lines to alerts issued by various safety regulators,” he said. In most cases such ‘official’ alerts describe incidents that have resulted in serious injury or damage.

“We believe there’s great value in our industry also sharing ‘near misses’ and incidents that may have resulted in fairly minor injury, but had the potential to cause greater harm.

“Feedback from members we have consulted is that the alerts are a great initiative that will be a valuable tool for highlighting safety issues to their staff. The ongoing success of the alerts depends on the participation of our members.

“I encourage members to share their incident reports with us as source material for future CCF WA Safety Alerts. Members can be assured of anonymity as all information that may identify the company is removed from the alerts.”

The CCF WA Safety Alerts are sponsored by Skytrust – a diverse, cloud-based intelligence system designed to streamline a company’s operations in areas including QHSE compliance, equipment management and human resources.

To view and download CCF WA Safety Alerts, visit http://www.ccfwa.com.au/safety-alerts/

News


Rocla still has plenty to offerBy now most CCF members will

have heard that Rocla Pipes and Products no longer operates its

precast concrete manufacturing plant in Western Australia.

There were a range of factors that the business considering in coming to that decision and while it is regrettable, the fact is that the Kewdale Plant ceased production in February of this year.

From then up to just recently Rocla continued to support customer commitments as best as possible but the plant is now completely closed for direct general concrete pipe and precast sales of drainage and sewerage products.

Rocla collectively is a strong national business which continues manufacturing in all mainland states except WA and continues to support a management and sales presence in WA. That means that customers can continue have every confidence that Rocla products already in service in WA will be continue to be supported in the usual way.

Of course Rocla is not just about pipe, pits and culverts. There is a very well regarded and high quality suite of speciality products which have applications in a range of civil sectors and

Rocla continues to market and support these products in Western Australia. These include, but are not limited to:

Rocla Plastream HDPE steel reinforced plastic pipe and fittings and Tank systems can be used in place of concrete products in general piping, detention and retention, and water storage. The slotted Plastream option is a highly flexible water dispersion and leaching product can be used in a variety of areas from behind retaining walls, to underground storm surge management to extraction systems in landfill.

Water Quality Treatment systems including CDS gross pollutant traps and Downstream Defender oil sediment separators and a range of other specialised products in this filed that offer solutions in everything from rain water harvesting to chemical filtration.

Rocla M-Lock bridge systems are designed to provide a cost effective and low maintenance solution for bridge construction with beam spans up to 15 metres. M-Lock offers ease of installation and flexibility in design to suite a wide range of smaller bridge constructions.

Rocla MassBloc earth retention system comprises of large precast permeable or

solid concrete blocks that interlock to create permanent retaining structures to counter soil erosion and landslip. They quick to install as they require no substantial foundation or mechanical anchoring, and they are very suitable for use in abutment walls as well as general retaining walls.

Rocla Perma Trak boardwalk system is a modular “lock together” concrete system which is a long lasting and decorative alternative to traditional timber board walk and jetty constructions. Ease of assembly and flexibility in design is again the key to the success of this product.

For more detail on any of these products or any of the many others that Rocla offers please visit, the Rocla website at www.rocla.com.au is great source, or you can call the Rocla Regional Sales Manager, Craig Donaldson, on 131 004 or 0417 204 564.

The message from Rocla is clear. While they are no longer manufacturing their traditional products in WA they still have plenty to offer the civil construction and infrastructure industry, and their long time connection with and support of CCF WA will continue into the future.

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Innovation Feature


PVC culvert pipes offer contractor a competitive edge

Western Australian contractors are successfully utilising the innovative range

of lightweight but strong plastic pipes manufactured in Perth by SWP Australia.

SWP, which has been operating in Western Australia since 2014, is using the technology developed by its German parent principally for the manufacture of column formwork and pipe rehabilitation, to now also manufacture new pipes and culverts.

The process spirally winds extruded and interlocking PVC strip into tubes of

any diameter up to 2.5m and to required lengths. The pipes are manufactured either in SWP’s Welshpool plant or directly onsite. They meet the AS/NZS 2566 standard for buried flexible pipes and appropriately installed are accepted by shires for traffic loads.

One of the largest jobs undertaken by Toodyay-based company Avon Concrete using SWP culverts to date was a project for the Shire of Kellerberrin in early 2015 to install new culverts.

The contract called for the supply and delivery of 13 pipes each of 18m length and 1200mm diameter.

Rather than the manufacture and transport of 6m pipes to be joined together on site, SWP was selected on the basis of manufacturing its pipes on-site, to the required size and length and without joints. Some of the pipes were placed in position directly from the manufacturing site while others were carried into position for a separate culvert set a short distance away. Both sets of tasks were easily handled by a 14t excavator with a 10m spreader bar.

With the pipes placed on a fully stabilised sand bed, Avon Concrete enclosed them in a concrete slurry to ensure long life.

SWP director Kurt Gysin-Webster said the engineering calculations showed that

with 1m minimum cover, the installation satisfied the design criteria as laid down in the Australian standard.

Another major use of the SWP technology came this year when Bruce Rock Shire was seeking a solution to the corrosion (caused by high salinity in the water) of the concrete pillars of an existing street bridge.

Rather than replace the corroded pillars, the shire concluded it could place four new 10m long PVC pipes with 2000mm diameter between the pillars, building new head walls and enclosing the structure in marine grade concrete.

Mr Gysin-Webster said the ability to produce pipe to the required length meant culverts could be installed in one drop without the need to join individual pipe sections and therefore substantially reducing installation times. The smooth interior surface of the new pipes also meant an increased and unimpeded flow of water.

Avon Concrete’s Paul Sutton said the strongest advantages of the lightweight plastic pipes were the much reduced transport costs and the greater ease of lifting and installation.For more information:Phone (08) 9358 3273Email [email protected]

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Innovation Feature


New line of Rammers launched

Hillhead Expo 2016 in UK saw the international launch for a new line of attachments and

demolition tools from the world-leading hydraulic rockbreaker brand, Rammer. The attachments include Cutter-Crushers, Scrap Shears, Rotating and Static Pulverizers.

The new line demolition tools have been designed to meet the specific and ever-changing needs of this demanding industry and provide greater versatility, enhanced productivity, improved wear resistance and simplified maintenance.

The new Rammer Cutter-Crusher (RCC) range is manufactured from wear resistant HB400 steel for a longer life and feature (except RCC04R) a chamfered jaw design for greater penetration, a speed valve and desynchronized jaws for more precise placement and faster cycle times.

This system is covered by hydraulic rotation valve protection for longer motor life and reduced owning and operating costs. As a further nod towards system protection, the larger RCC models all feature forged and fully protected cylinder rods, heat-treated pins as well as bushes for a longer low maintenance life.

Integrated oil filters help protect the boosters from impurities in the hydraulic oil, while a regeneration and cleaning oil distributor maintains pressure at the required level, avoiding pressure peaks as well as reducing maintenance costs.

The Rammer Scrap Shear (RSS) line-up is designed to withstand even the harshest of demolition environments. Comprising nine models that are suitable for carriers in the 2.0 to 60 tons operating weight range, the Rammer Scrap Shears are also manufactured from HB400 steel for optimum wear resistance and a long working life. They also share the

same hydraulic rotation, rotation protection, heat-treated pins and bushes, and weld-free cylinder rods found on the Rammer Cutter-Crusher range.

All the new models feature a speed valve for improved cycle times and a smart jaw design that allows material to fall away from the cutting area, enhancing performance and increasing uptime. A double guide helps ensure excellent cutting jaw alignment for better cutting delivering lower owning and operating costs.

A central pin adjustment system also helps prevent jaw deviation to maintain maximum cutting performance. This system is also proven to reduce operating costs by minimizing the amount of material struck between the jaws. To further minimize owning and operating costs, each unit features cutting blades that have four usable sides that can be reversed. Tips can be replaced without welding to maintain high productivity levels.

Rammer is further demonstrating its commitment to customers in the demolition business with the launch of the new RPV Series of Rotating Pulverizers which comprises of four models that are suitable for carriers in the 10 to 45 tons operating weight class. Like the other Rammer demolition tools, the RPV Series is manufactured from HB400 steel, featuring heat-treated pins and bushes for a long service life. A full hydraulic rotation, which is protected by a rotation protection system, facilitates more precise alignment for faster cycle times and greater productivity. A speed valve system reduces cycle times for greater productivity, and helps reduce stress on the hydraulic components, extending

their life and reducing owning costs. The RPV jaws are designed to allow crushed material to escape from the crushing area, reducing clogging, minimizing maintenance and increasing productivity.

The RPV Series has also been designed for simplified maintenance, with easy access to key components. Cutting blades and wear parts can be changed on-site without special tooling to return the Pulverizer to factory specifications.

The RPV range of Static Pulverizers consists of six models with operating weights from 150 to 4,200 kg. These are suitable for carriers in the 1.5 to 45 tons operating weight class. These new models share all the features of the RPV Series, aside from the hydraulic rotation, and provide an affordable yet high quality alternative.

The new RMP Multiprocessors and RGP Grapples will be launched in the near future to complete the new line of Rammer demolition tools range.For more information:Jeff Jackson, Total Rockbreaking Solutionsp. 9458 6446; m 0417 451 401e [email protected]

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Innovation Feature

3D machine technology boosts slipform efficiency, no strings attached

Perth-based Dowsing Group is continuing to set new standards for excellence in the construction

sector Australia-wide with innovations that deliver industry-leading results from its slipform paving, civil works, concrete and recycling businesses.

Now established for over 30 years, the family-owned business successfully services projects as principal or sub-contractor not only in its home state but nationwide.

Dowsing’s vertically integrated business model that gives clients a single contact point and a strong commitment to innovation and community benefit have been strong factors in its success. “Our holistic approach means we place as much importance on how we get to the result as we do on the result itself,” the company said.

Dowsing’s approach to innovation is typified by its decision to install Topcon Dual mmGPS Machine Control firstly on their Gomaco Commander III slipform machine, which has been working for CBP Contractors (formerly Leighton Contractors) on the construction of 5km of concrete safety barriers on the $260 million Mitchell Freeway North extension and for McConnell Dowell installing 4km of barriers on the Roe Highway Upgrade between Tonkin Highway and Orrong Road.

The modifications allow the multi-

purpose Commander III to utilise GPS positioning and zone laser reference to deliver precise accuracy and enhanced productivity.

The Topcon mmGPS Machine Control system automatically controls height and alignment or steering, combining a GNSS positioning and high-precision laser transmitter to achieve +/-3mm accuracy not only for slipform paving but also kerbing and fine grading.

While total station setups can be used to achieve similar levels of accuracy, Topcon mmGPS enables work to continue without interruption because it does not require resections to be completed every day. In the words of one user, by taking away the need to spend the first part of the day setting out stringlines, it means operators can be ready to pour at 7am.

Dowsing also undertook a similar modification with the installation of mmGPS on a Gomaco 3400 trimmer by Topcon’s exclusive national distributor Position Partners.

To ensure Dowsing staff got the advanced technology system up and running as quickly as possible, Position Partners flew its NSW field services manager Gary Campbell to Perth to assist with installation and product training.

“There are some unique components and processes when it comes to making a steered or concrete machine work in perfect harmony with the machine

control technology,” Mr Campbell said. “It was a great opportunity to share my experience with the Perth team. It’s a perfect example of how we pool our knowledge around the country to ensure customers get the best experience and support.”

Growing recognition of the advantages of advanced positioning systems has seen the US-based concrete paving manager Gomaco reach agreement with Topcon Positioning Group to provide 3D control systems for its machines, including not only its slipform pavers but kerbing and gutter machines, placer/spreaders and trimmers. Gomaco sales manager Bob Leonard said the partnership created the opportunity to introduce Topcon’s 3D technology to more contractors looking to adopt stringless slipform paving.

The agreement was welcomed by Position Partners. Sam Cater, Position Partners’ OEM Manager, pointed out that the Australian distributor was among the first in the world to install Topcon mmGPS on a Gomaco machine.

“We have the expertise and local support networks to ensure our customers get the most from their machine control technology,” Mr Cater said.

“The benefits of high-precision machine control with slipform paving are huge. By eliminating stringlines, customers are able to work faster, safer and more efficiently than ever before.”

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20 CCF WA ONSITE Autumn 2016

CEO Interview



In just over two years since Frank Marra was promoted from chief financial officer to CEO of LandCorp, he has led WA’s land and development agency through a period of rapid change in the land development market, Mr Marra recently spoke with CCF WA CEO Jeff Miller.

Frank Marra

One of Mr Marra's first tasks after being appointed was to dampen widespread expectations that he would

have come to the job with a pre-determined plan for the 25-year-old organisation that could be implemented almost immediately.

He resisted the pressure. "I made sure that I took the time to listen to our stakeholders, and discussed with the board where the opportunities lay with the business," he said.

As a result, and in still a very short time, Mr Marra's methodical and measured approach has reshaped LandCorp to meet the changing economic and political environment.

CCF WA CEO Jeff Miller asked Mr Marra what he considers the hallmarks of his time at the helm.Frank Marra: We've completely refocussed the strategy of the organisation so we've now got four key strategies about realising the potential of land for WA.

The first is about integration of projects, looking at how they can work together to provide opportunities for people to live, to work and to recreate. Linking up jobs with people, that's integration.

When LandCorp was established, it brought together a whole lot of development entities that allowed for lots of cross-fertilisation of ideas across the business. We wouldn't be talking about this integration concept unless we were an integrated development arm of government so we can link jobs with where people live.

The next recognises LandCorp is a relationship and external supplier-driven business. We outsource more than 90% of the work we do, so if we don't have terrific relationships with our contractors, consultants and the development industry we really can't achieve anything.

We're as successful as our relationships with people to get new work opportunities, as successful as our relationships with people to get approvals, and most importantly as successful as our relationships with suppliers.

Because there's one contracting entity covering the range of Government land development needs, there are incredible benefits to the industry. It doesn't matter if you're doing infill development, industrial development, regional development or city development, the contracting industry has one party to deal with and applies a consistent approach across the board.

Our third strategy is to be commercially and corporately sustainable. We are a business, and we want to make sure that we deliver an adequate rate of return for taxpayers on funds they've invested with us.

We've been able to apply sustainable and environmental principles as well as critical mass for procurement across the whole business, and that could not be

achieved otherwise. I'm really proud that we've started producing sustainability reports as a business and this year are introducing our first integrated report which will incorporate financial and sustainability reporting.

And we're doing it in a way that's not a burden on the taxpayers. In the last five years, we have given back more than $600M to the Government in dividends and taxes, net money that can be re-invested for many forms of community benefit.

The last strategy is about leading by example, not just doing things the same way each time but introducing innovation which can be replicated across projects

for the benefit of all. Jeff Miller: You were appointed CEO at a time when WA was experiencing possibly the biggest construction market the state has ever seen, and have since seen a sharp downturn. How have you faced those challenges?FM: LandCorp has always operated in a highly cyclical market. You plan for volatility and unless you're ready to take advantage of economic opportunities they will just bypass you. Markets can move faster than planning and regulatory systems, which means we need to be working now so when markets do move we're ready to go.

Right now, market conditions mean you've got to be a lot more attuned to your customer. That means you need to produce what customers want, whereas in boom times the market will take it up anyway. It's a good place at the moment. A good developer can produce really good outcomes if they're attuned to where the market is heading.JM: Let's talk about densification. Is that capturing more of LandCorp's attention?FM: Definitely. Infill might once have comprised 4-5% of Perth's urban land market, but over the last five years has been responsible for 20% of the infill market. At Perry Lakes, we will deliver more than 1,000 dwellings in 13ha of land within five years, Shenton Park will be next and Claremont on the Park is doing that right now. Even WGV at White Gum Valley, a 2ha development, will produce enough land for 80-100 houses. JM: You've been able to achieve densification at Cockburn Central and around other transport nodes as well.FM: I think that balance is what the Perth and Peel Green Growth plan is all about. Density has to be about giving people choices, everything from single residential homes and townhouses to small group, mixed use and significant residential towers where it makes sense.JM: Your development programs in regional centres are encouraging growth and attracting investment. Has the Royalties for Regions funding stream

Because there’s one contracting entity covering the range of Government land

development needs, there are incredible benefits to the industry.


CEO Interview

helped you achieve that?FM: Royalties for Regions has been really transformational in unlocking development potential in the major regional areas.

The very significant funding doesn't generally come directly to LandCorp. It's mainly gone into infrastructure for power, water and enhancing sewerage treatment plants to allow for further land development.

If you look at photos of Karratha just five years ago to now, the transformation is absolutely stunning. The Pilbara Cities Vision means people don't just go there for a job anymore, they hopefully go there for a job and a lifestyle.

We developed the Gap Ridge Industrial Park that has probably done more for Karratha’s sustainability by allowing for ongoing jobs to be created. There are more than 700 ongoing jobs in Gap Ridge, jobs that were exported previously.JM: As a land developer, LandCorp no doubt deals with red and green tape. Do you get the sense that progress is being achieved? FM: Probably the biggest red tape reduction will come when the State is able to finalise strategic assessment with the Commonwealth on environmental approvals for Perth and Peel, which will allow development approvals to move through faster. If development approvals are able to move faster, development timeframes will be quicker and your members will get jobs faster as opposed to things being stalled.JM: What about the red tape contractors face in dealing with multiple contract forms and pre-qualifications across government agencies?FM: I think we're getting better, Jeff. We liaise closely with the other infrastructure agencies such as Main Roads and WaterCorp, etc. Our change to more on-line tendering, with its cost savings for the industry, was driven by some lessons we've learned from other agencies.

However, a centralised approach might turn out to be the lowest common denominator as opposed to the best outcomes for each agency. There are some benefits in agencies doing their own thing.

One of the things that LandCorp has been able to do is bundle projects into packages that hopefully suit our contracting industry.JM: And I know our members appreciate that. Let's talk about our joint commitment to Aboriginal participation in the civil construction industry. By the time this interview goes to print, CCF WA and LandCorp will have launched a new

Aboriginal Engagement Guide for the WA civil construction industry, aimed at helping contractors increase Aboriginal workforce participation. What are your plans for LandCorp to continue raising the bar for its contractors in this area?FM: I'm really proud of the work that we've done with the CCF in this space. We at LandCorp knew there was no net benefit to be gained just by imposing a certain level of Aboriginal engagement on our contractors, because the employment effect would just move from one employer to the next with no net gain.

Let's build capacity in Aboriginals who have the ability to work in this space, and let's build capacity with contractors to engage in that space and to feel confident about employing Aboriginals.

The next area we're working on is to build capacity in Aboriginal corporations. In places like the Pilbara and the Mid West, we're developing specific registers for Aboriginal corporations so they can be sub-contractors to the head contractors who are mainly CCF members.JM: Will you eventually mandate that?FM: That's clearly the way we're moving. We already have it as weighted criteria in tenders, if you have the desired level of Aboriginal engagement you get more favoured treatment. It's a carrot, but we definitely want to move further down that path. We've done the work we needed to do to build up the capacity of the individuals, the industry and the sub-contractors, so it’s the logical next step to start saying we want X per cent of Aboriginal engagement.JM: Frank, what's in LandCorp’s capital budget for the next four years? What are the upcoming LandCorp projects that most excite you?FM: I think there are a number of areas in the forward plan that are quite exciting. We've got some embryonic projects now that I think will be extremely transformational for Perth.

Cockburn Coast, stretching from South Beach to Port Coogee, is probably the largest urban renewal project in Perth that people will find a stunning place to live. We're redeveloping over 100ha of former industrial land, along with the City of Fremantle and the City of Cockburn, into a coastal village for about 12,000 people in 6,000 homes only 3km south of Fremantle.

We've just started that, with your CCF member Wormall having undertaken the civil work, and we've recently opened up the coastal park. With all the infrastructure front-end loaded for the project, we've sold the initial set of townhouses and apartment sites.

LandCorp has just been approved as the divestment entity for Shenton Park, where we'll be turning the former rehabilitation hospital site into a residential community comprising 1600-plus apartments in a 15.8ha urban village.

We'll be redeveloping and re-imaging the heritage building, Victoria House, and at the same time saving almost a quarter of the site for urban bushland and open space. It will be a really good outcome, and an important contribution to the infill discussion we had earlier.

Claremont on the Park, where more than 700 homes will be created over the 9.4ha site encompassing the historic football oval, is just hitting its straps. The first apartment building has been completed and the second being constructed by Mirvac will be under way very soon. We announced recently that Blackburn and Co will be building the third mixed-use development, which is closest to the railway line.

What's also exciting is that in the next few weeks the government will launch a small project linking Claremont on the Park with the Claremont town centre. We have developed the former railway goods shed next to the Claremont train station, working very closely with (independent arts organisation) FormWA to turn it into

LandCorp has always operated in a highly cyclical market. You plan for

volatility and unless you’re ready to take advantage of economic opportunities they will just bypass you.


an arts space that connects our project to the city centre.On the industrial front, we've got a couple of really big projects

that we'll be moving forward. Nambeelup is a very large industrial estate just north of Mandurah that demonstrates the integration concept I talked about earlier. Nambeelup will help ensure Mandurah is not just a residential community by providing jobs close to where people live. We've got funding to completely unlock the infrastructure needed for the 1000ha industrial park that will offer land for agricultural and industrial businesses. LandCorp will be delivering the 120ha first stage that will unlock the rest of the project so the private sector can deliver the future stages of the development.

What we're doing is more than just business-as-usual infrastructure. Because it's quite a remote project, 14km from Mandurah, we can actually test whether there are better ways of delivering power, water and other infrastructure in stand-alone systems.

On a wider regional basis, the focus is going to be more on the development of the major population centres. I think you'll be seeing greater regional investment in the City of Bunbury, where we'll be doing a lot more work with the Development Commission on the Bunbury Waterfront project. The transformation of the waterfront to a sought-after coastal destination is just starting to come together, which will be quite exciting. Albany is coming together well now. We've just had our Middleton Beach Structure Plan approved by the council and we'll be moving to try and get a developer to develop a new hotel at Middleton Beach. The structure plan also takes in the mixed-use area behind the hotel development, where we plan to bring life back to a site that's been vacant for 15 years.

We've got similar projects at Kalgoorlie and Geraldton as well as the Chinatown Revitalisation program in Broome that is being delivered by LandCorp in partnership with the Kimberley Development Commission and Shire of Broome.JM: Going back to the topic of integration, does the opening up of the $1.12 billion NorthLink transport highway development in the northern metropolitan area have any impact on your operations?FM: That's a very good point. We've got a very large industrial estate in the north west of Perth at Neerabup, where we have more than 400ha, but at the moment it's somewhat locked because it doesn't have great transport linkages.

What NorthLink and some of the other developments happening in the area will do in the next two years is provide connections straight to the Mitchell Freeway. Hester Avenue will go straight past the industrial estate to eventually link up to NorthLink, and that will suddenly open up the industrial park with transport infrastructure. We should be in a really good position to create some great jobs there.

These are long-lived projects. The Wangara project, which we finished last year, started in the late 1980s with the first block of land released in about 1989. We sold the last one in 2016, and as a result now there are 10,000 operating jobs on the estate. Meridian Park at Neerabup will be the same, one of the largest industrial estates in Perth providing the jobs for the residents of Alkimos and Wanneroo.

Industrial has always been right at the heart of what we do as a business. We've probably secured more land for industrial development in the last 12 months than we have over many years.

We've secured more land for the Western Trade Coast on Cockburn Sound, through the Cockburn Cement former quarry site for redevelopment at the Hope Valley Wattleup project. We've also recently secured some former Department of Defence land at Hazelmere that we'll be bringing to the market.

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Aboriginal Engagement Guide launch

A publication launched at a CCF WA breakfast on July 27 is intended to assist Western Australian construction companies looking to recruit and retain Aboriginal employees or provide subcontracting opportunities for

Aboriginal-owned businesses.The Aboriginal Engagement Guide for the Western Australian

Civil Construction Industry has been produced by the Civil Contractors Federation WA (CCF WA) in conjunction with LandCorp, the State Government land development agency.

The Guide was launched by the Hon Peter Collier, Minister for Aboriginal Affairs, at a breakfast function this morning.

CCF WA chief executive officer Jeff Miller said the civil construction industry had a strong track record of providing sustainable employment opportunities for Aboriginal job-seekers and subcontracting opportunities for Aboriginal-owned companies.

“We hope the Aboriginal Engagement Guide will help open the door to more opportunities, by being a source of effective strategies and practical advice for companies looking to increase their Aboriginal engagement, whether through direct employment, providing subcontracting opportunities, or forming contracting joint ventures,” Mr Miller said.

“CCF WA is grateful to LandCorp, without whose generous support this publication would have not been possible. LandCorp and CCF WA have worked closely together since 2010 on strategies to address Aboriginal social and economic disadvantage, and the Aboriginal Engagement Guide is the latest phase in our collaboration.

“The purpose of the Guide is to provide guidance for companies wishing to employ Aboriginal people and work in partnership with Aboriginal-owned companies. We hope that through this publication, CCF WA can contribute to raising the level and effectiveness of Aboriginal Engagement in the WA civil construction industry.

LandCorp chief executive Frank Marra said the Guide offered support for the wider industry and sought to improve Aboriginal economic development through industry-led solutions.

“We are proud to partner with CCF WA in the publication of this Guide which will undoubtedly have a positive impact on the engagement of Aboriginal and Torres Strait Islander people and benefit the greater civil contracting industry in Western Australia,” Mr Marra said.


Minister launches guide to Aboriginal Engagement


This page (clockwise from top left): The Deaprtment of Parks and Wildlife’s Craig Simpson, Rhonda Murphy and Connie Honczarenko; LandCorp’s John Clifton addresses attendees; Jeff Miller, Christine Sindely and the Hon Peter Collier. Opposite page: Top – The Hon Peter Collier spoke about a number of recent Government initiatives and told attendees “if we all work together, we can achieve.” Bottom left – Narelda Jacobs was MC for the launch event.

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CCF WA EARTH AWARDS Special Feature 27

NEO INFRASTRUCTUREGuilderton Boat Ramp Upgrade Client: Shire of Gingin

In September 2015 Neo Infrastructure was commissioned to upgrade the boat ramp at Guilderton, at the mouth of Moore River,

about 95km north of Perth. The project comprised three main stages:

decommissioning of the existing boat ramp and fixed platform; construction of a new boat ramp and fixed platform; and design and construction of a new floating jetty and pontoon.

An innovative steel sheet barrier system was installed along the perimeter of the works to protect the construction and workers from boat wake water and the tidal fluctuations from the river and sea. A silt curtain attached to the outside of the barrier limited turbid plumes emanating from the works and minimised impacts to the local marine environment.

To allow for the construction to occur, dewatering was required to remove the river/sea water from the work area. Secant piles were installed around the project area to facilitate dewatering. The sea/river water was lowered and pumped away to a treatment area 24 hours a day for two weeks to provide a dry and safe working environment.

The abstracted waters were pumped into a geofabric lined settlement basin where passive infiltration was allowed. The dewatering effluent recharged directly back to the underlying aquifer system to keep the equilibrium and balance of the water system.

Altering the groundwater table can have an adverse effect on naturally occurring acid sulfate soils (ASS) and can result in acidification of the soil and groundwater if not managed appropriately.

A monitoring and sampling program was implemented to assess and analyse the waters during the project to identify impacts immediately if they were to occur.

Layers of clean fill, geotextile, a limestone bedding layer and two layers of limestone armour in a 1 in 1.5 slope were introduced and adjusted to create the perfect foundations for the boat ramp, fixed platform and the floating jetty. The first three rocks of the limestone bedding layer were grouted to ensure unity and strength.

The fixed platform has a reconstituted limestone block wall 30m wide, with access stairs and ramp. Inside the limestone block wall and above a geotextile barrier, clean compacted fill is followed by a compacted subbase, a plastic membrane and finally a 150mm thick concrete platform.

The geotextile has also a flat panel drain on the river flank with side outlets every 5m. The pontoon is restrained by a system of vertical piles configured to allow unrestricted movement through the full predicted range of water levels and wave action. A 7m by 3m swimming platform can be detached and floated out for use in the river during the summer.

A key objective was completing the project in time for the start of the summer school holidays. This was made difficult by the start date being postponed for several months, placing significant pressures on the project schedule.

Despite these challenges the project, including scope variations and adjustments, was completed in just 27 days, an extraordinary achievement.

28 CCF WA EARTH AWARDS Special Feature


CATEGORY 1 FINALIST

The existing stormwater system at the South Cockburn Commercial Precinct was insufficient to cope

with the volume of rainwater, causing regular flooding to the Super Amart store entry and loading bay.

Tracc Civil was required to open excavate the car park and loading ramp areas and install four stormwater retention cells along with associated pipework.

Originally the contract was for construction only but due to the unusual site conditions, Tracc Civil proposed an alternative design which was accepted by the Principal.

Maintaining adequate public access to the Super Amart store was crucial to the success of the project. Every effort was made to minimise inconvenience to shop workers and visitors. Access needed to be maintained around the clock at the rear of the property for delivery vehicles whilst working in the car park required that access was maintained during daytime.

Tracc Civil kept all stakeholders up to date with progress and work schedules to minimise any adverse effect on the tenants and customers.

The manager of the Super Amart was given daily briefings of the work and its progress. Any changes to plans such as the rearrangement of the cells and timing of the work to be undertaken at the loading docks were discussed in detail prior to work being undertaken.

To minimise disruption to business activities, it was decided to change the program to construct each cell independently, with work on the second cell not to commence until the first cell had been completed up to the limestone sub-grade level.

In addition, these works were to be constructed during night shifts and over weekends when the number of deliveries was at a minimum.

A visual site inspection showed that

there were existing hydrants, stormwater pits and carpark lighting, indicating the presence of existing services.

Tracc Civil acknowledged the risks and were proactive in requesting documentation that would indicate the location of any existing assets. The consultant and the client indicated that no such drawings existed.

In order to eliminate the safety risk, Tracc Civil undertook an extensive locating exercise with both a cable locator and ground probing radar. This revealed the existence of existing power cable on part of the location where one cell was designed to be installed and a power cable preventing the installation of Cell 2 as per the design. Tracc Civil proposed the rotation and relocation of cell 2.

A similar exercise was conducted on the cells at the loading ramp, resulting in the cells being moved laterally to avoid an existing stormwater pipe.

There was a significant environmental challenge in handling the material being removed from the excavations on the project. In order to minimise the damage to the existing parking surface, the boundaries of the excavation were saw cut.

The bitumen was then removed to another Tracc Civil site, crushed into smaller particles and used as hardstand for a compound.

Limestone was removed and used to create a hardstand for stockpiling excavated sand.

On completion of the installation of each cell, the material stockpiled was returned to the excavation and used as backfill.

Excess sand was relocated to another Tracc site to be used as clean fill.

The works were completed successfully within the prescribed period, and the previous flooding problems have been eliminated.

TRACC CIvILSouth Central Commercial Site Stormwater Drainage ModificationsClient: South Central WA


CATEGORY


In January 2016 the Waroona and Yarloop bushfires burnt out of control for 17 days, devastating

local communities and destroying the overhead power line infrastructure.

Western Power commissioned Underground Services to replace the damaged powerlines with new overhead conductors. USA proposed replacing the bushfire-prone areas with underground power to save time, and to reduce the risk of future power losses and of bushfires started by powerlines. Western Power accepted this proposal and the awarded project involved replacing approximately 6.8km of overhead lines destroyed during the bushfires with underground power lines, removing 70 poles and overhead conductors and upgrading about 2km of overhead conductor from the underground termination point to the township of Preston Beach.

Western Power made it clear that completion of the project on or before the practical completion deadline was of the utmost importance. It was critical that the power network was installed in the shortest time period possible as so the local communities could be reconnected to the power grid.

As the lands were already significantly damaged by the bushfires, it was critical to take all possible precautions to minimise the impact on the environment. To minimise the ground disturbance, USA opted to utilise its EcoPlough, a unique technology that adopts a trenchless technique for installing cables or conduits of up to 315mm in diameter without disturbing or stripping the topsoil. The cable or conduit is laid immediately behind a specifically designed ploughing tyne at an installation rate much higher than other trenchless technologies and conventional open trench excavation.

The EcoPlough can be equipped with an automatic patented sanding hopper that installs sand under, over and around the cable or conduit, whilst danger tape and a hard plastic protective slab is automatically placed above the cable in a single movement. This method of installation is highly innovative and produces numerous benefits in regards to ensuring increased safety whilst on site, minimal disturbance to the environment and local community, as well reduced construction costs and timeframe. The EcoPlough provided many benefits to all the project stakeholders, the client

received a timely and high quality product, the local communities received a timely reconnection to the power network with minimal disturbances, and the Department of Parks and Wildlife was assured that there had been minimal disturbance to the seeded top soil and bushland regrowth.

The Preston Beach Pole Replacement and Interface Project was successful for all parties involved, the residents were reconnected to the power grid in a short period of time and USA delivered the project for Western Power without any injuries, quality concerns or environmental incidents.

UNDERGROUND SERvICES AUSTRALIA Preston Beach Pole Replacement and Interface Project Client: Western Power


CATEGORY 1 FINALIST




CATEGORY 2 WINNER

Ertech’s innovative use of a soil nail wall piling technique on the MAAC Carpark Expansion significantly

reduced the impact on a busy adjacent road and footpath, minimising the social and economic effect on the local community during construction.

Ertech was engaged to design and construct a permanent retaining wall to enable the extension of the existing car park by cutting into a sloped embankment.

Ertech concluded that the piled retaining structure originally proposed would involve a high social and economic effect on the local community during construction, as it would require the use of large, heavy piling equipment with the associated noise and vibration issues.

Working with the City of Joondalup

and its consultants, Ertech developed the alternative design involving a soil nail wall.

Soil nailing is a technique of reinforcing in-situ soils using fibre reinforced plastic (FRP) rods working in tension and held by soil friction forces. The lightweight bars offered a high tensile strength and can carry high loads that is well suited for applications without couplings in confined locations.

The stabilisation of slopes to provide a retained structure using this technique differs considerably from a ground anchoring approach in that it does not involve any stressing or tensioning. The process utilises arrays of fully bonded passive ties buried in the ground and installed at a relatively high density. The nailed soil volume may be likened to a reinforced gravity structure, retaining and stabilising the slope to the existing footpath side of the West Coast Drive.

An important aspect of soil nail wall design is the adequate pull-out resistance to the nail. As a risk management initiative, the Ertech team undertook a successful short test program of nail pull-outs on a number of sacrificial soil nails prior to commencing the works to prove the construction method and that the required grout-to-soil bond strength was achievable.

Another construction technique introduced by Ertech to successfully manage site constraints and enhance the topography of the site was to develop a practical solution for extending the car park seaward. The “compliant” design would have been extremely difficult to achieve within the dune system.

Working with Hera Engineering to improve constructability while maintaining the artistic vision, Ertech’s solution was to use 8m precast beams, greatly simplifying the construction process and ensuring the project had less environmental impact within the fragile coastal dune system.

Thirty 400mm diameter foundation piles, designed to support the loadings of the reinforced concrete cantilever deck, were drilled into bedrock at a depth of 10m to accommodate the design loadings for the 15 beams.

The site was in a very constrained area, with detailed planning and logistics required to ensure that materials were delivered and stored in an efficient manner so construction activities were not inhibited.

Now fully open, the carpark was finished under budget and on program. Its capacity has increased from 42 to 82 bays and accessibility to the beach has been improved.

ERTECH Marmion Angling & Aquatic Club Carpark ExpansionClient: City of Joondalup


CATEGORY 2 FINALIST


WGV is a LandCorp “Innovation through Demonstration” redevelopment project of the

former Kim Beasley School. It is Western Australia’s first residential project to achieve national One Planet Living recognition and the second project in Australia and the 11th in the world to achieve International Endorsement as an official One Planet Community.

AEG identified that the compact site was an issue that required innovative thinking in order to come up with suitable methodologies that were to ensure efficient construction, logistical and waste efficiencies were applied throughout the project.

The construction works for the 28 lot subdivision involved stage 1 Forward Earthworks and stage 2 Civils, including the installation of underground services sewer, drainage, water, electrical, gas communications, the development of a designated/specific community bore, supply and installation of retaining walls, construction of roads, footpaths and final lot trimming.

The underground works provided the challenges of working near live high pressure gas mains, underground and overhead high voltage powerlines as well as numerous other private authority

services.LandCorp and the local Council

required that AEG meet the following KPIs:• No vibration during earthworks• Zero dust complaints• Tree Protection Zones to be

maintained through the job• Maintain access and provide toilet

amenities to Men’s Shed• Protect heritage listed Sullivan’s Hall

Through careful management onsite, all of the above KPIs were met.

The WGV site is located directly in the middle of a densely populated residential area. Careful planning, design, incentives, risk assessments and systems were incorporated to ensure the project was a success and that high risk activities were either eliminated or reduced through close management.

Critical to the project’s success was managing the high volume of truck movements. All Earth Group’s logistics division closely managed every truck movement in and out of the job. Each truck was given a unique identifying tracking number and its movement was recorded. Constant communication with every truck allowed All Earth to effectively utilise up to 22 trucks on any given day - an accomplishment the company is

ALL EARTH GROUP WGv Residential Estate ProjectClient: LandCorp

proud of, considering the minimal space of the project compounded by the access and egress limitations.

Maximised recycling onsite including the use of crushed concrete for drainage cells, reuse of rock excavated onsite for landscaping and reuse of demolition materials. All rock excavated was stockpiled for future use in landscaping works.

The community involvement and interface was a key priority to All Earth Group and its partners, LandCorp & Tabec. Working within an established community and being near local schools and businesses required close and continuous communication and awareness to all residents. The appointment of a ‘project whisperer’ to have early engagement to the local community was key to building a strong relationship.

The heritage-listed Sullivan Hall remained open throughout the project. Part of the Men’s Shed was kept operational, with All Earth Group providing amenities and wheelchair access throughout the duration of the works and in between forward and civil works contracts.



CATEGORY 2 FINALIST

The site to be redeveloped as Christ Church Grammar School’s new playing fields comprises the

western portion of the former Brockway Road Landfill. Following closure of the landfill in 1991, the site was capped with approximately 1m thickness of sand, and has since had fill applied periodically to compensate for subsidence. To render the site suitable for the proposed redevelopment, remediation of the sand capping layer was required. DM Civil was engaged as the remediation contractor to undertake this soil remediation work under the supervision of environmental scientists from RPS Group.

RPS’s assessment of the sand capping and fill material confirmed the presence of asbestos containing material (ACM) fragments within the near surface soils at a concentration exceeding health guidelines. RPS developed a Remedial Action Plan (RAP) to define ACM remediation requirements for the site.

The RAP and contract required a ‘pilot scale trial’ to be conducted at the start of the remediation works. The purpose of this trial was to assess the suitability and efficiency of the selected approach for remediation of ACM in sand capping soils at the site. DM Civil was also required to demonstrate its capability to fully comply with the site management requirements. The outcome of the pilot trial was that the proposed remediation method was deemed appropriate and that DM Civil satisfied all site management requirements as contained within the RAP.

Given the nature of the project works

and the fact that the entire southern boundary of the site was comprised of private properties, appropriate liaison and community consultation were key components of the project and of the overall development.

One of the main risks for the remediation works was the potential public nuisance caused by airborne dust. DM Civil had three PM10 Dust Monitors (particulate monitors) on site throughout the works, positioned at or near the boundaries of the site. ‘Trigger levels’ relating to PM10 dust were stipulated in the RAP with associated actions to be undertaken if levels were exceeded.

Telemetry systems linked to the dust monitors were set up to send text message and email alarms to the site supervisors and environmental officer if trigger levels were exceeded or if other issues needed to be resolved (e.g. low battery power)

Due to the large surface area and tight level tolerances, DM Civil utilised its Topcon machine control systems on the project, resulting in a massive saving in survey crew, field times and eliminating the need for more than 1000 survey pegs to be installed on site. Using machine control on the grader enabled large areas to be trimmed accurately in a very short time.

A second machine control system was utilised on an excavator. This enabled all the batters and trenches to be constructed without the need for any pegs. Again a high degree of accuracy can be achieved first time eliminating the need to rework any areas.

DM CIvILChrist Church Grammar School Proposed Playing Fields/Sports Pitches Site RemediationClient: Christ Church Grammar School


CATEGORY 2 FINALIST


Bridge 1148, on the Roe Highway near Midland, was in a poor state of repair. A 10 km/hr restriction on

heavy vehicles travelling over the bridge had been in place, causing significant traffic congestion.

As a result, the bridge was designated for urgent strengthening works, involving the installation of additional bridge beams (steel girders) and columns (steel columns), supported by a micro-piled foundation solution.

The use of steel girders with micro-piled foundations was the first time this methodology had been used in bridge strengthening works for an existing structure in WA.

On a conventional bridge build, beams would be installed by crane. With a bridge deck already in place, beam installation had to be achieved from below using forklifts and telehandlers. This also restricted the size and length of the beams, which had to be fabricated into customised 10 x 7 tonne steel girders specifically for the project.

All construction activities were planned and sequenced so there would be no requirement to reduce the bridge’s load limit. The HAJV ensured the current capacity of the bridge was never compromised during any construction activity stage. The bridge remained open to vehicles at all times, even during the epoxy grout application, which required access from the top of the deck.

Modifications to the epoxy grout installed between the new beams and bridge soffit ensured sufficient fluidity to fill all voids and achieve the required compressive strength within four hours – enabling traffic to resume flow within 24 hours of application. In conjunction with the modified temporary support structure and revised construction methodology, this technological advancement contributed to the bridge being able to keep one lane of traffic open in a contra-flow system during the grout application process.

A total of 76 micro-piles were installed on the project, at a rate of 4-5 per day to meet a tight delivery program. Due to the sheer number of micro-piles, installation had to be carried out

during other overhead and ground construction activities. This required the successful implementation of detailed planned strategies in sequencing the pile installation to avoid clashes with overhead works, and also to ensure future pile installations were not obstructed by previously installed micro-piles.

One of the greatest challenges was the installation of the steel reinforcing girders to the bridge soffit. Securing the girders involved the installation of more than 1400 anchors to the soffit, which needed to exactly match 1400 pre-drilled holes cut into the top flange of the girders.

Through extremely detailed marking, tracing and plotting of the locations, each of the anchors passed through the holes cut into the girders without incident.

The HAJV, working in partnership with Main Roads WA, was able to safely overcome this complex program of activity within a tight work area, without disrupting traffic flow and whilst

respecting the environmental integrity of the area.

The end result was a project that met all agreed timelines, underspent on the Client’s budget, and which has set new benchmarks in the delivery of similar works into the future.

HIGHWAY CONSTRUCTION/ALBEM OPERATIONS JOINT vENTURE Roe Highway Bridge Strengthening ProjectClient: Main Roads WA



CATEGORY 2 FINALIST

The client is developing a 4490 square metre site in Leederville into a 120 room facility complete

with basement carpark. In 2014, secant piles were installed around the footprint perimeter of the site along with a grout block approximately 2.0m thick and 0.3m below the proposed excavation level. The intended purpose was to effectively isolate the site from the surrounding environment and create a ‘bathtub’ effect that would limit water ingress and require minimal dewatering. MDW was initially contracted to remove any water

trapped within the ‘bathtub’. However, the bathtub method proved to be ineffective due to the leaking grout plug and MDW was subsequently contracted to complete all ongoing site dewatering.

The initial MDW scope of works involved a dewatering system i n c o r p o r a t i n g

five bores on mains power with backup generators, as the site’s integrity relied heavily on the bores working 24/7. Piezometers installed in the basement areas monitored and controlled the groundwater drawdown. Due to the high flows encountered and limited discharge options, construction was staged over three sections. This minimised the amount of water that needed to be discharged at any one time but also required variations to the scope to include sump pumping and well point dewatering along with variations to the planned discharge methods.

Dewatering effluent was subject to a variety of pre-discharge water treatments based on environmental regulations and requirements. Systems adopted included the use of sand traps, aeration tanks, pre-water storage tank and clarifier, chemical dosing unit, and a metals removal module.

Water was discharged via a series of sand traps to a lined settlement dam which then overflowed into infiltration ponds. When the ponds were full, water was directed to 15 onsite reinjection wells with sewer discharge as a final resort. On site infiltration and reinjection was crucial, as it minimised the drawdown of water off site which

had the potential to cause settlement and potential damage to surrounding structures. As an innovative alternate discharge solution, a temporary water cart access point for the City of Vincent was installed for irrigation of surrounding areas. Two stormwater points provided an emergency backup.

Due to the large volume of water being pumped, a further stormwater solution was needed. Following consultation with Main Roads WA and local councils, permission was granted to discharge water to a swale drain located about 700m away along the eastern edge of the Mitchell Freeway. Challenges involved included: identifying and locating the exact stormwater route to the swale, which passed beneath areas of residential housing and the Britannia Road Reserve; the need for the discharge line to cross a pedestrian/bike path; providing maximum opportunity for infiltration in the swale whilst minimising any overflow to the western swale and Lake Monger; and provision of discharge alternatives.

Mobile Dewatering’s extensive experience in providing a total water table management solution enabled them to overcome the many challenges presented throughout this project.

MOBILE DEWATERING Dewatering and Water Treatment at Rosewood Aged Care FacilityClient: Rosewood Care Group

2016


CATEGORY 2 FINALIST


The extension of Donaldson Road in Kwinana, WA provided a key new in the Kwinana Industrial area.

Valmec’s scope of works included:• Location and protection of existing

services;• Removal, stockpiling and shredding

of vegetation, disposal of rubbish, fences, debris and other deleterious material;

• Stripping, stockpiling and redistribution of top soil and shredded vegetation;

• Compacting oversized (+75mm) cobbles and boulders (slag) to a depth of 300mm below pavement and stockpile;

• Proof compacting subgrade and removing +75mm cobbles after compaction with 25T grid or pad foot vibrating roller;

• Excavating, placing and compaction of fill to required level;

• Setting out and construction of road and drain;

• Setting out and construction of

storm water drains and basins;• Setting out and construction of

perimeter fence;• Reinstating the site and leaving the

works in a neat and tidy condition. Slag produced from a disused

refinery on the site was reused during construction. All the slag recovered from the site was used for subgrade and drainage works. This innovative approach by the contractor eliminated the need to import material.

Latent conditions encountered included unidentified unknown abandoned services from a previous BP plant in the area, an unidentified abandoned propane gas line, and a live gas line. A ground penetrating radar survey was used to identify high risk services. Existing underground services –power, communications and gas – were present. The project work was carried out in consultation with the various service providers, who were regularly contacted

vALMEC AUSTRALIA Extension of Donaldson Road Client: LandCorp

during the work. Site visits were arranged for the inspection of services as and when required. Construction activity was planned in such a way that these site visits and inspections did not interfere with the planned work and affect overall progress of project.

A Local Position System (LPS) was used for fast, accurate road construction. LPS uses a standard robotic total station that ensures accurate blade or screed position when grading.

Valmec demonstrated innovation and imaginative thinking in its approach to the project by modifying the alignment of street light cable, reducing the disturbance to existing trees, and by modifying the road profile to compensate for variable driveway levels along the road.

A project-specific environment management plan was developed and implemented and no environmental incidents were recorded. Mulch generated at the site was used as a capping layer for the embankments.

2016



CATEGORY 2 FINALIST

This was an expansion project to add stowage space for 30 rail cars at the Claisebrook rail yard.

A number of properties are located very close to the eastern end of the yard, and the PTA sought to lessen the impact of rail operations on residents by building a noise wall along the southern boundary. A retaining wall was also required to maximise the capacity of this part of the yard.

The scope of works were to construct a noise retaining wall along the southern boundary, complete all necessary civil works including pit and pipe works and light foundations, and provide landscaping to the residential buffer zone between the wall and Stokes Way. The key phases of construction were:

1. Sheet piled retaining wall along southern boundary of the stow roads

2. Reinforced concrete retaining wall and slab spanning a Western Power 66kV cable

3. Construction of a precast concrete and structural steel noise wall4. Landscape buffer zone5. Pit and pipe works plus limestone capping of entire yard6. Drainage works to entire yard7. Limestone spall protection embankment along the eastern

boundary of the yard.The sheet pile retaining wall spanned 210m along the southern

boundary and constantly changed in level and direction to suit the existing trees. Once the sheet piles were installed, a concrete capping beam was formed over the top of the sheet pile wall.

Throughout the yard, Westforce had to install numerous augured foundations. Due to the high water table, the augured foundations would quickly fill up with water up to 1m depth. To combat this Westforce installed steel liner as it augured the foundations. The water was pumped out before installing the reinforcement and pouring the concrete.

There was a substantial cut/fill operation at the beginning of the project, with a cut estimate of over 800 cubic metres. Instead of offloading all of the excess sand, it was agreed to use the surplus sand to reshape and stabilise the area at the eastern end of the site, maintaining access for PTA maintenance vehicles.

One complex aspect of the project was the erection of the precast concrete panels along the southern face. Most of the panels were erected from the lower side, as the high side could not be accessed due to existing trees and adjacent residential properties. On the west side of the site, however, there was no access on the lower side due to rail infrastructure.

Given the sensitive nature of these works, the company had several meetings with the PTA to discuss its plans and ensure the panels could be erected safely. A detailed methodology and lift study plan was completed to ensure all parties were satisfied. Due to the high risk nature of lifting panels above live lines, the first 16 panels had to be erected during an organised shutdown of the PTA infrastructure.

The PTA engaged an artist to work in association with community representatives and the Project Architect to create an aesthetic façade for the concrete panels. An indented leaf pattern was chosen, which proved quite challenging to form and construct. The leaf patterns were made out of mild steel and placed on the form bed with an elastomeric glue. Once it was formed and poured the leaf pieces could be stripped from the bed.

WESTFORCE CONSTRUCTION Claisebrook Stow Roads & Noise Barrier WallClient: Public Transport Authority


CATEGORY 3 WINNER


Mobile Dewatering (MDW) was commissioned by the City Busport Alliance to provide

dewatering and water treatment management services for the Perth City Link Busport (PCLB) Project, a component of the Perth City Link project.

MDW’s scope of works involved the drilling of 120 recharge and pumping wells to create an efficient dewatering system that depressurised the aquifers and lowered and maintained the groundwater table by 8m. The dewatering system consisted of pumping wells within the excavation and recharge wells outside the excavation. In addition, a total of 300m of wellpoint dewatering and five sump systems were installed to ensure deeper localised excavations and drainage were effectively dewatered. Extracted groundwater was recharged into the groundwater aquifers via recharge bores and sumps outside the excavation zone, a practice that limited the impact of dewatering on surrounding structures and aquifers. As a contingency, groundwater was also discharged into the sewer and was used for construction purposes.

Many challenges were met and overcome over the course of the project including strict government regulations, soil formation, project locations, dewatering effluent management and environmentally sensitive areas.

To mitigate the effects of dewatering on the environment and surrounding structures, the quality of extracted

groundwater had to be improved via the water treatment process. This was done prior to being recharged/reinjected to suitable aquifers via injection/recharge wells for subsequent recovery of waterways and ecosystem protection. Due to high levels of iron in the extracted ground water, disposing of dewatering effluent can be expensive and time consuming. In an effort to create an effective and streamlined process, MDW spent two years researching and developing suitable processes and equipment. As a result, a sludge processing system using a custom built sludge press machine was introduced, with outstanding results. Dewatering effluent was able to be processed and disposed of in more manageable amounts and in lesser time – ultimately saving the client close to a million dollars.

One of the most significant risks on the project was below ground services, many of which were unknown. As an improvement to the dewatering process and to mitigate unnecessary risks, MDW undertook an extensive pot holing exercise to discover and mark the location of unknown services by engaging a vacuum trucking subcontractor to assist with determining underground services and utility through non-destructive vacuum excavation services. This process played a big role in minimising the potential for delays due to accidental utility damage during construction.

Deep underground construction meant that the site was susceptible to

basal heave failure due to an upward groundwater pressure of approximately 9 metres pushing on the underside of a clay layer. Risk of base heave was carefully managed by MDW through the installation of 66 dewatering bores with around the clock monitoring to maintain the right equilibrium and achieve overall stability of surrounding ground structure.

MOBILE DEWATERING Dewatering and Water Treatment at Perth Busport Client: City Busport Alliance



CATEGORY 3 FINALIST

The BMD MACA JV was engaged by Main Roads WA to deliver a four-span bridge across the active

Fortescue River and to realign two kilometres of Marble Bar Road within the Shire of East Pilbara.

The existing bridge on Marble Bar Road was built in 1929 and was at the end of its design life. It had low serviceability and was often closed annually for extended periods when flooded from cyclonic activity, monsoonal lows and flash flooding caused by isolated storms.

The project team invested in a collaborative approach from the outset and proactively sought out solutions to the challenges involved in delivering the project on time in an extremely remote

location.BMD MACA JV elected to ‘on time

deliver’ the precast concrete girders and lift directly from the transport delivery into place. This removed the need to have storage space onsite and the need to then hire steerable jinkers or self-propelled modular transport vehicles to rehandle the girders onsite. This removed time and cost from the girder placement operation but mandated exceptional planning between the site team, the precast yard in Perth, the transport vehicles and the onsite erection team. The technique was commended by the client.

The largest risk associated with the construction of the job was the potential for the Fortescue River Bridge to flood and devastate the work in progress. As the contract period was August 2015 – April 2016, the project team targeted the completion of the superstructure by December 2015 to avoid the impacts of a potential damaging wet season as summer approached.

Building the bridge over the Fortescue River inherently involved risks including working at heights, placing large beams over a live waterway, and forming concrete on falsework and formwork over water. To overcome the collective risks, BMD MACA JV’s imaginative thinking resulted in the design and construction

of a temporary causeway finished to the soffit level of the headstock to provide an all- weather access across the river. This technique utilised re-used site materials and facilitated ‘top down’ construction techniques, which are not commonly used in remote locations. This technique provided a number of advantages, including a greatly reduced construction period.

The causeway acted as the piling platform for the piling works in the river and was designed and constructed to resist the 300kPa bearing capacity required for the piling rig. When the piling was finished, the pile integrity testing and pile break back processes could be done on land.

The causeway also acted as the soffit for the headstocks and the concrete works during construction, and as the crane platform during the placement of the girders. The prestressed, precast concrete beams were transported and lifted into place with a single crane. Without the causeway this operation would have been a dual crane lift, requiring additional cost and time.

Delivering the project two months ahead of schedule, given the significant challenges of the remote site and climatic conditions, was a great achievement for the JV and was highly regarded by the client.

BMD MACA JOINT vENTURE Fortescue River Bridge ReplacementClient: Main Roads WA


CATEGORY 4 WINNER


The comprehensive redevelopment of the 24-hectare Mills Park site in Beckenham was the largest

works project undertaken by the City of Gosnells to date, with a total value of $47 million.

Ertech’s $22.7 million contract for Works Package 1 of the Mills Park Redevelopment Project included: major earthworks, piping of an open water course, drainage works, car parking and lighting, major landscaping and playground works, passive recreation spaces, and natural and synthetic sports fields with competition-standard lighting.

Ertech has helped the City of Gosnells activate an underutilised council facility into a state of the art sporting facility that includes:

• Cricket and AFL ovals with vastly improved drainage, quality and access

• Lighting that enables night time use of playing fields

• Tennis Courts that have been upgraded from low grade to ITF standard

• FIFA standard synthetic soccer pitches (the first synthetic soccer pitch in WA)

• Nature play area• Well-lit walking trails including

exercise stations• Skateboarding facilities recognised

by WA Skateboarding Association as one

of the best in the stateThe project was successful in achieving

a six-star Green Star sustainability rating. This was due in part to Ertech achieving 91% recycling of all construction and demolition waste, exceeding the 85% requirement, including the reuse of all existing basecourse materials from the carparks, which was reused as subbase material under footpaths and roads. Imported recycled roadbase was used as the basecourse material for all internal roads and carparks.

One project challenge that called for innovative and imaginative thinking was achieving the high permeability and compaction requirements for the sports grade sand used on the football and cricket ovals and soccer pitches. This included the need for a permeable surface whilst retaining enough moisture for shaping and turf growing, the need for extremely high levels of compaction, and the limited availability of an existing product to meet these specifications. Ertech needed to develop a solution using non-standard quarry materials to meet these high performance criteria which required design, trials and testing of alternative materials.

A feature of the project was the design and construct solution for a large pedestrian bridge over an environmentally sensitive waterway.

Ertech developed a piled bridge design that included pre-cast concrete planks that were quick to install, limiting exposure to the waterway below. The planks were topped with a cast in-situ concrete deck and turfed. The completed bridge preserves the waterway below and provides fully turfed access for AFL players from their change rooms, over the waterway and onto the playing field.

Overall the project was completed under the City of Gosnells’ budget, with enhanced scope and significantly earlier than the planned date for Practical Completion.

ERTECH Construction of the Mills Park Master Plan - Works Package #1Client: City of Gosnells



CATEGORY 4 WINNER

In 2010, the coastal suburb of Dawesville was identified as a priority for inclusion in the Water Corporation’s

state-wide Infill Sewerage Program. The project required an experienced and capable contractor with a specialized background in tunnelling, trenching and deep caisson shaft construction.

Given the project’s interface with the local residential properties, business owners, the environmentally sensitive Peel Inlet and boat ramp facilities, minimising the impact of construction activities was core to the project team’s approach and delivery.

Historically, the use of HDPE pipe for gravity sewer construction has not been permitted on Water Corporation projects, however at two particular locations on this project HDPE pipe was installed via Horizontal Directional Drilling (HDD) for gravity sewer main construction. Rob Carr identified

significant construction cost savings and following Water Corporation approval, constructed two sewer lines (98m and 60m respectively) using HDD to mitigate site constraints affecting the two locations – both lines had very steep gradients, were inaccessible, with one of the locations being a highly used pedestrian access way to the foreshore.

The benefits of this initiative were easily measured through cost savings, elimination of risk to the public, protection of trees and reduced construction time.

In total there were 31 concrete cast in situ caissons constructed over the life of the project, ranging in depth from 3m to 12m deep. As a result of comprehensive geotechnical investigations, the team was able to clearly identify and manage those caisson locations which required auguring of limestone and capstone prior to commencement of caisson

ROB CARR PTY LTD Dawesville Infill Sewerage Project Reticulation Areas 1B, 4A & 5AClient: Water Corporation

construction. By pre-auguring, Rob Carr was able to reduce the time and cost associated with sinking the caissons to design levels and eliminated the risk of caisson damage by creating the least resistive path for the caisson.

At Pump Station 7, the wet well caisson and inlet caisson had to be constructed side by side, 1.5m apart. This close proximity provided the team with the obstacle of attempting to connect the two chambers over a distance of 2.3m in water-charged ground. With micro-tunnelling a relatively expensive and risky option, the construction team decided to excavate between the two caissons without the aid of dewatering to 500mm below the proposed pipe inverts, then pump concrete into place to a height of 700mm above the top of the connecting pipework and allow to cure. The cured concrete and the caisson walls were then cored through using a modified coring machine assembly. This process worked magnificently and was considered to be one of the best Work Smart initiatives on the project – simple, yet extremely effective.

Ultimately, the project was delivered on time and to budget, with minimal impact to the local community and the environment – meeting the Water Corporation’s expectations on every level and enhancing the future prosperity of the Peel inlet at Dawesville.


CATEGORY 4 FINALIST


The Elizabeth Quay Pedestrian Bridge presented multiple engineering challenges drawing on

the ingenuity, creativity and outside-of-the-box thinking from the project team to deliver this iconic landmark project. The 110m long, 20m high double arch cable stay suspension bridge is the first of its kind in Perth.

Innovative structural engineering and detailed civil infrastructure works conducted by the DASSH JV team were integral to bringing this ambitious architectural design to reality.

The project consisted of four partially immersed concrete piers supporting the pair of inclined arches, in turn suspending the torsion box bridge deck with 16 cable stays. The arches and bridge deck were fabricated and modularised offsite to enable a safer and more efficient installation. Upon delivery to site the modules were butt welded and painted onsite before being lifted into position. The architecturally driven design called for stainless steel cladding, jarrah timber decking, data controlled light installations and seamless, sweeping curves to create an iconic landmark to the Elizabeth Quay development.

Constructed on reclaimed ground below the water table in the Swan River and set upon unfavourable ground conditions, the project presented unique

challenges prior to the intricate and complex structure being considered.

Socketing footings into the Kings Park Formation 22m under the existing ground level called upon specialist open bore and continuous flight augured piling methods to retain the pile walls, while pre- fabricated reinforcement cages were splice welded and lowered into the excavations.

Due to their unique shape, the bridge piers could not be cast using conventional formwork systems. An innovative design solution was required to support the irregular loadings and retain the weight of wet concrete until cured. The chosen solution comprised of steel forms fabricated to the intricate geometry of the piers, supported by push pull props braced off the cofferdam walls, pile cap and external ring beam. Steel forms were coated with an epoxy paint to give the best possible concrete finish and were trial assembled offsite to ensure the multiple joints and connections were compatible.

Owing to the size and shape of the two 100 tonne arches, upending each arch structure was no easy feat. The boom radius of the 275t link-belt crawler crane and tight site boundaries did not allow the lift to be completed in a single operation. A hydraulically adjustable intermediate prop was utilised to

support the arch at a lower level before tracking the crane back to complete the lift.

After completing the stressing of the cables, the timber deck and architectural finishes were installed on the bridge before the opening of the public realm in January 2016. The Elizabeth Quay pedestrian bridge is not only a unique addition to Perth’s skyline and a distinctive feature for the waterfront precinct, it is an important part of infrastructure meeting the needs and requirements of pedestrians, cyclists and the boating community.

DECMIL, SRG LIMITED AND HAWKINS CIvIL JOINT vENTURE (DASSH Jv) Elizabeth Quay Pedestrian Bridge Client: Leighton Broad



CATEGORY 4 FINALIST

Claremont On The Park Stage 3 is the keystone project to facilitate development of Claremont Oval

and the surrounding precinct into a vibrant mix of residential, commercial

and recreational spaces.The project involved the realignment

and upgrade of numerous existing civil services, including the realignment of Shenton Road. Some 16,000 cubic metres of Asbestos Contaminated Material and Class 1 Inert Material was remediated, and over 13,000cu.m of material was cut to fill.

As the location of the works required substantial traffic management to busy local feeder roads, Georgiou’s major aim in delivering the works was to minimise traffic disruption and congestion and to maintain public safety for all road users including motorists, pedestrians and cyclists. Coordination of the project works also required consideration and consultation to various local community stakeholders.

The presence of numerous existing critical services, including several unknown abandoned services, required significant effort and planning for the

GEORGIOU GROUP Claremont On The Park Stage 3Client: LandCorp

installation of the design services. Georgiou implemented a detailed service locating and recording procedure to combat the inherent risk in excavating around live services, which proved vital in ensuring the safety of the workers and integrity of the surrounding network of services.

In certain instances, shoring boxes would not physically fit between the amount of services present. To combat this, a vacuum truck was engaged to ensure the safety of the workers and integrity of the services.

Georgiou worked closely with the Water Corporation to install and connect 450m of 710mm HDPE to the existing 535mm MSCL Mt Eliza – Swanbourne Water Distribution Main. Due to the site access restrictions and physical limitations between existing services, approximately 200m of the 710m HDPE Distribution Main had to be welded in strings of 18-24m (3-4 pipes) above the trench, with connections to be welded at trench level. A custom engineered solution involving sheet-piling with localised breaks at the proposed weld sites was implemented.

The original detail for the PE-MSCL connections on the Distribution Main included bolt-up flanges to be completed at night. Georgiou identified that the shutdown timeline would not facilitate a bolt-up connection, and it would also not be able to proof the seal until the system was pressurised with the existing main.

To combat this, in consultation with contractor OJG Engineering, Georgiou proposed an alteration to the MSCL connections to introduce a flat-band welded detail. This detail provided further confidence in the quality of works to Water Corporation and reduced the overall works required at time of the shutdown.

To achieve the two connections within the 10-hour timeframe, three welding crews were engaged to simultaneously cut and prepare the connections, with two 14T excavators for craning the custom pieces into position. All works were completed 90 minutes ahead of schedule, with the recharging of the distribution main commencing from 5:30am ensuring no disruption to the network.

At the completion of the works, both the Principal and Georgiou reached their budget expectations. All parties worked together throughout the project to ensure all complex issues were examined, assessed and agreement reached to ensure the successful outcomes for the project.


CATEGORY 4 FINALIST


The Nova Nickel Project is extremely remote, located approximately 250km east of Norseman in the

Fraser Range.Watpac constructed a fully HDPE lined

clay TSF with a storage capacity of about 6 million cubic metres using their in-house 657 Scraper fleet. The works involved clearing, grubbing, cut to fill operations from the internal basin to construct the embankment walls (max height 14m), HDPE lining to embankment walls and basin, geocomposite installation, underdrainage, associated road works, diversion channels, diversion bunding, sump piping, fencing and sundry earthworks.

With limited overall clearing permitted, the Client requested clearing be reduced where possible. The site management team implemented revised vegetation and topsoil stockpiles, along with modifications to existing road and drainage design, allowing the Client to utilise its clearing allotment elsewhere.

Rapid construction of the TSF was critical in order to facilitate mine dewatering and the progress of the construction phase. To achieve this, and to introduce efficiencies into construction, a number of techniques were utilised, including:

• Modification of design batter: The internal TSF batter was modified to a 3:1 grade, allowing trimming with graders at a significantly faster rate than bulldozers or excavators. The rear (outer) batter was left an untrimmed 2:1, ready to receive

future mine waste and reducing time spent trimming non-critical sections.

• Toe drain design: An alternative toe drain for the underdrainage was proposed that allowed the HDPE liner-deploying telehandler to drive over the trench, thanks to shallower approach and departure angles. This allowed the telehandler to drive the entirety of the batter to deploy liner, reducing the requirement for manually running out up to 60m of 2mm HDPE liner at a time.

• Flownet Deployment Trailers: To minimise the large amount of manual handling involved in deploying 240,000m2 of Flownet geofabric material, custom-built trailers were designed with electric winch-powered cradles to allow motorised deployment.

Upon the completion of clearing it became evident that the ground level did not reflect the heights shown in the Client-supplied LIDAR survey data, resulting in a shortfall of nearly half the embankment material required, if excavated to design. Watpac utilised its own survey team to quickly develop an alternative TSF floor design that maintained both the TSF liquid capacity and embankment volume whilst having minimal effect on the construction process.

The TSF floor had already been lowered by 900mm to achieve the required material volumes when a solid rock cap was struck during borrow pit conditioning activities. A D10 bulldozer was unable to productively break the

rock for the 657 scrapers to load. With the size of the outcrop unknown, the dozers continued to dig test pits to chase the rock cap, allowing the size and shape to be surveyed and estimated. This allowed the second revision of the TSF floor to occur, introducing a transition to a steeper grade that allowed the required embankment volume to be produced from the remaining borrow area inside the floor.

The contracted works, including over 1,000,000m2 of clearing, 1,000,000m3 of earthworks and 600,000m2 of HDPE liner, along with additional works provided by the Client, were all completed within the original 4.5 month contract time-frame with no extensions required.

WATPAC CIvIL & MINING Nova Nickel Tailings Storage Facility (TSF)Client: IGO (Formerly Sirius Resources)



CATEGORY 5 WINNER

GEORGIOU GROUP Reid Highway WorksClient: Main Roads WA

Smart construction management and innovation were key elements in the successful delivery of the Reid

Highway Works project.This project involved duplication of

Reid Highway between Erindale Road to Duffy Road including construction of a duplicate bridge over Mitchell Freeway, widening of Reid Highway from Duffy Road to Marmion Avenue, and construction of a grade separated interchange at the Reid Highway/Malaga Drive intersection.

Construction activities for the central bridge pier were squeezed into a tight area between the electrified rail and Mitchell Freeway. Any temporary works for an in-situ bridge pier would have encroached into the rail envelope, necessitating rail closures. Georgiou designed and fabricated off-site a precast pier in three segments, through Georgiou Precast, installed by crane. Works were completed at night within short rail isolations of the overhead electrified

wires while rail services were not running, resulting in no disruptions to the rail network, more efficient construction programming and significantly reduced safety risk of constructing the pier so close to live rail and Mitchell Freeway traffic.

Limited areas for positioning a crane to lift the 44.5m bridge beams meant a smart solution needed to be found to minimise closure times to the Mitchell Freeway. Using a single crane lift for the southbound bridge beams on the Mitchell Freeway would have meant setting the crane up on the freeway. Instead, Georgiou undertook a dual crane lift, setting up a temporary crane pad adjacent to the freeway northbound for a 600T crane (with 300T superlift), and a 500T mobile crane in an elevated position on the east abutment on southbound side of the freeway – significantly reducing freeway closure times.

Manufacturing bridge elements

internally enabled Georgiou to construct beams outside the parameters imposed by other suppliers, therefore achieving a better outcome than the current industry could supply.

This allowed innovative precast segments to be designed and constructed, including a customised precast segment installation connection for the Mitchell Freeway bridge pier into the footings. In addition, the length of beam fabrication for the Malaga interchange bridge eliminated the necessity for a centre pier. This innovation allowed for further construction savings and eliminated the need for further complex traffic management which would have been required to construct the bridge pier between lanes of live traffic.

An unknown cavity was exposed under the existing Mitchell Freeway bridge approach slab during modification works. The cavity had the potential to compromise the integrity of the existing structure. Rectification works had to be undertaken amidst live vehicle and pedestrian traffic. Georgiou’s solution was to core through the approach slab to determine the extent of the issue, and grout up the void with slurry fill. These works took a week to complete under traffic staging at night, to minimise interface with traffic.

The project team established an extensive recycling program which attained a recycling rate of 93.5% (556 tonnes) for the duration of the project. All recyclable waste was segregated and sent to recycling facilities rather than going to landfill.


CATEGORY 5 FINALIST


The Nova Nickel Mine Site Project is located in the Fraser Range, approximately 120km east of

Norseman and 220km south west of Kalgoorlie. RJV’s scope of works included three distinct components:

1. Airstrip: Construction of a 2,000m long by 30m wide runway, taxiway and apron to service the Fly-in Fly-out (FIFO) workers to the mine site.

2. Access road: Construction of a 36km two-lane sealed mine access road.

3. Bulk earthworks for the process plant.

The Nova Nickel project demanded innovative thinking, problem solving and flexibility from RJV. The initial project timeframes, while achievable, were adversely impacted by accommodation constraints, clearing permit approvals, weather and scope increase. RJV successfully managed its contract by re-sequencing project works and reducing the number of work fronts as the project progressed.

During the tender shortlisting process, client IGO sought contractor input and welcomed ideas that would deliver efficiency and an improved project outcome. RJV proposed a number of ideas that allowed tasks to be completed faster, at less cost and more efficiently.

Temperature is a critical factor in the successful construction of airstrips. The original design specified a two coat seal (10/7mm seal) that could only be applied when the temperature was 26 degrees C or greater.

RJV advised IGO to use asphalt instead of a two coat seal. While a

more expensive option, this enabled the airstrip to be completed more quickly in the low temperature environment.

The construction of the access road was also affected by the low air temperatures. RJV re-scheduled its works to allow more time before the first coat seal was applied.

Once in place the first coat acted as a running surface protecting against trafficking and weather, making the second coat less essential and able to be completed later when local temperatures are higher.

All select fill/sub base/base course and rock/chippings for the seal and asphalt were crushed and tested on-site, meaning that no additional material was required to be imported to the site.

To reduce dependency on the site’s limited water supply, RJV invested in a new road stabilising machine and dedicated water tank. The stabiliser

assisted with the construction of floodways and when laying the base layer on the airstrip and access road. The stabiliser effectively reduced water usage by about a third when conditioning the material as it mixes and places the material at an optimum moisture level which assisted in minimising waste, run off and wet spots.

RJV’s organisational reconciliation engagement strategy is realised by identifying opportunities on a project-by-project basis. Such an opportunity presented itself on the Nova Nickel project, where three Ngadju People were employed, trained and mentored throughout the duration of the project.

Since project completion, RJV and IGO have collaborated with the Ngadju People assisting them to form Traditional Owners Contracting and Mining (TOCAM) and are now bidding for work as a Joint Venture.

GEORGIOU GROUP Reid Highway WorksClient: Main Roads WA

RJv Nova Nickel Mine Site ProjectClient: IGO



CATEGORY 6 WINNER

GAteWAy WA Gateway WA Perth Airport and Freight Access ProjectClient: Main Roads WA

The $1 billion Gateway WA project was the largest ever road construction project undertaken

by Main Roads Western Australia. The project has formed a new ‘gateway’ to the city of Perth that expresses the dynamic, creative and rapidly evolving character of Western Australia.

The $1 billion road construction project comprised:

• Widening seven kilometres of one of Perth’s main arterial roads, Tonkin Highway, to six lanes

• Upgrading three kilometres of another of Perth’s main arterial roads, Leach Highway, to expressway standard

• Constructing four new grade separated interchanges (including one that is fully free flowing)

• Upgrading a fifth grade separated interchange

• Constructing 11 bridges as part of the interchanges

• Local road improvements in the Kewdale Industrial Precinct

• Constructing around 21 kilometres of shared path and local connections for pedestrians and cyclists, including seven underpasses and one footbridge

• Installing approximately seven kilometres of noise/screen walls

• Establishing Main Roads’ largest ever landscaping program of more than one million plants

Building the three-level ‘Grand Gateway’ interchange at the end of the Perth Airport runway provided a unique construction challenge with aviation constraints and high groundwater levels to contend with. Innovative design and construction solutions, including a slender design to reduce the overall interchange height, enabled the team to construct a new main access point to Perth Airport.

The first single point urban interchanges in Western Australia were constructed, improving both efficiency and safety for road users. The innovative ‘tennis ball’ configuration used for the Roe Highway/Berkshire Road interchange is the first time this type of interchange has been constructed in Australia.

To overcome site limitations at the Leach Highway/Abernethy Road

interchange, Western Australia’s first single point urban interchange was designed by the project team. Top down construction was undertaken using continuous flight auger (CFA) piling, which was adopted to allow discrete portions of the bridge to be constructed separately as determined by traffic phasing. The delivery of this construction technique departed from Main Roads’ standard delivery methods and the Gateway WA project team worked with Main Roads to write the specifications for CFA piling in Western Australia.

Gateway WA’s extensive use of temporary steel barriers – lightweight and easy to handle compared to concrete – set a new benchmark for the state and resulted in a safer work zone for construction operations and personnel.

Around 5.9 million tonnes of bulk materials were needed for the project. This was managed through reducing the amount of material being sent to landfill, reusing material from other projects and recycling material such as soil. The remediation of material from nearby sites for reuse saved the project significant sourcing and transportation costs. In 2016, the project achieved the second highest Infrastructure Sustainability (IS) rating for a completed infrastructure construction project in Australia.

The project was completed nearly a year ahead of the original contract schedule and under budget, as a result of project efficiencies.


CATEGORY 6 FINALIST(HIGHLY COMMENDED)


SAMSUNG C&T Roy Hill Iron Ore ProjectClient: Roy Hill Holdings

The Roy Hill Iron Ore Project comprises a 55 million tonne per annum iron ore mine at the

eastern end of the Chichester Range in the Pilbara, linked by a 347km railway to port stockyards and marine facilities at Port Hedland.

Samsung C&T’s scope of work comprised four packages: Mine Process Plant; Rail Works; Port Landside Works; and Port Marine Works, each comprising significant multi-disciplinary works.

The initial portion of rail alignment is in an area renowned for having material of very low wet strength, and due to the low lying topography required a significant amount of fill.

Diverging from the norm and to mitigate regional risks, Samsung sourced local material and processed the material on site to improve its mechanical properties, reducing the need to haul millions of cubic metres of material resulting in many benefits.

To meet the construction schedule, a Harsco New Track Construction machine was used to lay track. The average installation rate was 1.2km/day, and the maximum productivity was 2km/day,

enabling completion of 347km of rail line in one year.

The track laying machine commenced at the Port and travelled south to the Mine, which dictated the project delivery requirements. The construction strategy had to ensure completion of rail embankment and bridgeworks in the appropriate sequence to ensure track laying progress was not compromised. Schedule constraints also meant that many work fronts were opened simultaneously, working in remote areas, in compliance with numerous third party agreements and regulatory requirements.

Bridges were scattered along the rail alignment over 250km. Due to the remoteness and length of the worksite, four concrete batching plants were setup on-site to service the bridgeworks. The mobile batch plants were essential to ensure the quality of concrete was not compromised due to long delivery travel times.

At the Port, and in conjunction with subcontractor McConnell Dowell, the construction of the out loading overland conveyor was particularly challenging

with respect to terrain, timing, land access and environmental requirements. The route included two crossings, over a dredge pond and rail line.

The car dumper is a significant civil structure and has the largest vault by volume of concrete in the Pilbara. Many innovative components were developed for the car dumper including a twin cell design with running rails on outboard ends of the cell, which is unique to Australia, and the combination of innovations provides a higher than typical throughput rate for the processing of ore wagons.

Samsung worked in consultation with local providers and indigenous communities, encouraging and supporting Traditional Owner businesses. At the peak, 8.53% of the workforce was indigenous, and contracts to the value of $17 million were awarded to traditional owners, and further supported / donated to a number of traditional communities.

The site workforce exceeded 7000 at its peak, with more than 25 million hours worked. The contract was completed within the project safety KPIs and with just two Lost Time Injuries.

Member Profile


Reinforced Concrete Pipes AustraliaThe Australian Pipe Company

Starting as a single site in 1995, RCPA has grown to become the only national supplier of steel reinforced concrete pipe that are vertically cast and solely Australian owned and operated.

Since 1995 RCPA (WA) (formerly Reinforced Concrete Pipes) have been supplying reinforced concrete pipes, box culverts and other precast concrete components for stormwater drainage to the West Australian market. Starting off in WA the company became a national supplier, opening branches in both Queensland and Victoria and then changed its name when it merged with Australasia Pipeline & Pre-Cast (APP) in 2009 to become Reinforced Concrete Pipes Australia.

RCPA’s WA branch based out of Bibra Lake has the capability to produce large volumes of pipe using the vertical dry casting method. This system allows pipes to be formed quickly and cure free-standing, allowing the mould to be used to cast the next pipe. In addition, the dry casting method also reduces power consumption and minimises the environmental impact of pipe production.

RCPA’s faster, flexible and efficient manufacturing process decreases lead times and makes RCPA more responsive to customer needs. At RCPA (WA) we are proud of our facilities and are happy to invite designers, engineers and contractors to visit our site and watch the pipe making process first hand.

RCPA (WA) understands the needs of contractors to be confident that the products they are being supplied are made to the Australian Standard and will stand up to the loads specified by designers and achieve the minimum 100 year lifespan required.

RCPA have over 20 years’ experience producing concrete pipe and every pipe is made according to Australian Standard (AS/NZS 4058:2007 Precast Concrete Pipes) and each batch of pipes is load tested to make sure they comply with the testing requirements outlined in the standard. If customers require test results for their QA documentation RCPA (WA) are happy to supply the result. RCPA also maintains a Quality Management System which complies with the requirements of ISO 9001:2008, certificate available upon request.

RCPA is dedicated to the advancement of concrete pipes and other precast concrete products and is happy to provide any technical information required. In addition to the depth of knowledge within the company RCPA is also a proud member of the Concrete Pipe Association of Australasia (www.cpaa.asn.au).

RCPA (WA) is capable of supplying rubber ring jointed pipes from 300mm diameter to 3,600mm diameter with smaller diameter pipes being manufactured locally and the larger diameter pipes coming from our plants in the Eastern States. In regards to delivery RCPA can deliver daily in the metro area and can also arrange delivery state wide. RCPA pipes can reduce the cost of freight and the time it takes to deliver. As our pipes are 2.34m effective length, they are an ‘in gauge’ load and are not subject to over-width load restrictions that can reduce the number of trailers per delivery and available routes the road train can take.

In addition to steel reinforced concrete pipe, RCPA (WA) is also a supplier of VantagePipes (www.vantagepipes.com.au) fibre reinforced concrete pipes and differentiated stormwater drainage products.For more information on products supplied by RCPA (WA) or to arrange a tour of our facilities please feel free to contact Lewis Sutton on 0409 458 273 or [email protected] .

Pipe undergoing load testing at RCPA’s Bibra Lake facility.

VV695_Caltex_Civil_Contractors_WA_Ad.indd 1 23/09/2015 10:17 am

Member Profiles


Formed in 2009, Complete Cabling is an underground cabling and utilities contractor providing a comprehensive service to clients in the telecommunications, power distribution and civil works sectors.

As a preferred supplier to Western Power, the company enjoys an enviable reputation as an industry leader with the experience and capacity to undertake even the most demanding projects.

Complete Cabling’s range of services includes project planning, trenching, horizontal directional drilling, cable laying, job safety analysis, installation and jointing services, and reinstatement. The company has been successful in building a number of skilled teams consisting of highly-trained, accredited and professional operators, enabling it to deliver reliable and cost-effective solutions within the context of an impeccable safety record. This has seen the organisation grow into a valued partner of both industry leaders and smaller emerging enterprises.

Complete Cabling has completed an

extensive portfolio of headline projects, including the installation of:

• All underground services associated with the Great Eastern Highway upgrade,

• Underground power supply for the Avon Ridge and Whiteman Edge residential developments,

• The intelligent traffic system (ITS) and street lighting for the Gateway WA project at Perth Airport.

Ancillary support is provided through associated businesses in the Complete Group including Complete Traffic and Complete Service Locations.

Complete Traffic delivers the full suite of traffic control services including control plans, council approvals, stop/slow personnel and provision of road signs.

Complete Service Locations provides detection and marking of underground services including gas piping, power and telecommunication cables, stormwater drains, water pipes and underground tanks.For more information, visit www.completecabling.com.au

Complete Cabling

Trusted suppliers of concrete pipes and precast products to the civil construction industry.

Ph: (08) 9797 0999 Fax: (08) 9797 0900Web: www.mjbindustries.com

Ditchingham PlacePO Box A130Australind WA 6233

Member of theNatioNal PrecastConCrete AssoCiAtion AustrAliA


National Pump & Energy National Pump & Energy (NPE) are one of Australia’s leading pump, power and compressed air equipment specialists with one of their largest operations right here in Western Australia.

NPE offers an extensive range of equipment hire solutions, including all types of pumps, generators, air compressors, and associated equipment.

Covering all industries from general and civil construction, heavy industry, agriculture, oil & gas, utilities and mine sites, NPE strive to deliver superior dewatering, power generation and compressor equipment solutions to customers throughout Australia.

The NPE key difference is that they offer a complete solution for your requirements. Not only can NPE supply products and services that are tailored to your requirements and that they are confident will work, they can install and maintain the systems through their fully equipped site and workshop teams.

Whether it is the hire of a simple submersible pump, to a complete custom

designed, engineered and installed water management system, NPE take pride in delivering the right solution for all your needs.

NPE prides itself on their knowledge, experience and reliable solutions for their customers. They understand that their customers need them to be responsive, flexible and provide the technical expertise to meet the specialised needs of every job.

NPE has strategic industry and supplier partnerships ensuring access and prompt supply of specialised equipment, personnel and technologies.

NPE’s reputation is based on their ‘can-do’ attitude, balancing the customers’ bottom line with quality service, provided by trained professionals to get the job done safely and reliably every time.

When it comes to pumping, power generation or compressed air, NPE is your total solutions provider.

RecruitWest is a Western Australian owned and operated company that specialises in providing the very best staff to the Australian industrial sector. Since we were established in 2001, we have sent expert workers all over the world to work across a range of industries including Resources, Construction and Building, Logistics, Engineering and Manufacturing.

RecruitWest also provides a range of Human Resource Management services as we know your ability to access HR expertise and services to develop a good company culture allows your employees to continually improve, meet challenges and deliver on strategic objectives, providing you with the competitive advantage.

In addition, RecruitWest works with a broad and diverse industry base and is successful in the identification, assessment and continued management of both strengths and deficits in WHS

management systems delivering solutions in the areas of WHS Training and Development Strategy; WHS System Development; Worker’s Compensation and Injury Management and Contractor WHS Management.

Here at RecruitWest we understand the importance of people in our business and the huge and positive impact they

have on our nation’s growth. This is why we believe in offering only the highest standards and in delivering value and success for all stakeholders.Contact Karl Thompson, Business Development ManagerEmail: [email protected]: 08 9368 9800 Website: www.recruitwest.com.au

RecruitWest

RecruitWest Pty Ltd

Trusted suppliers of concrete pipes and precast products to the civil construction industry.

Ph: (08) 9797 0999 Fax: (08) 9797 0900Web: www.mjbindustries.com

Ditchingham PlacePO Box A130Australind WA 6233

Member of theNatioNal PrecastConCrete AssoCiAtion AustrAliA


CCF WA welcomes new members

CONTRACTORS

Busselton Bitumen Service20 Molloy Street, Busselton WA 6280Contact: Jarrad StrahanPhone: 0417 958 [email protected] ________________________________

Certa Civil Works6 Investment Road, Wangara WA 6065Contact: Brad HutchinsonPhone: 08 6305 [email protected]________________________________ Civils WAUnit 1, 31 Dellamarta Road, Wangara WA 6065Contact: Struan CollinsPhone: 08 9409 [email protected]________________________________ MK1 GasContact: Mark DawsonPhone: 0419 979 [email protected]________________________________

National Pump & Energy276 Treasure Road, Welshpool WA 6106Contact: Jeremy CollinsPhone: 08 6141 [email protected] ________________________________

Remote Civils AustraliaUnit 2, 800 South Western Highway, Byford WA 6122Contact: Jim WrightPhone: 08 9525 [email protected]________________________________

Westforce Construction27 Moojebing Street, Bayswater WA 6053Contact: Mike MurreyPhone: 08 9279 [email protected]________________________________

ASSOCIATES

The Apprenticeship CommunityUnit 1, 1 Tanunda Drive, Rivervale WA 6103Contact: Jo EaglePhone: 08 6165 3362Jo.eagle@apprenticeshipcommunity.com.auwww.apprenticeshipcommunity.com.au________________________________

EJ Australia18 Boulder Road, Malaga WA 6090Contact: Peter SchwartzPhone: 08 9209 [email protected]________________________________

Deloitte Tax ServicesBrookfield Place Tower 2, Level 7, 123 St Georges Terrace, Perth 6000Contact: Michael TowlerPhone: 08 9365 [email protected]/au/en.html ________________________________

David Moss Corporation26 Turnbull Road, Neerabup WA 6031Contact: Patrick McCaffereyPhone: (08) 9306 [email protected]________________________________

The CCF is the civil construction industry’s peak body, representing all civil contractors and industry suppliers. Contact Andy Graham on 08 9414 1486 to find out how membership can benefit your company.

Cost: Contractor Full Day: $175.00Dinner Only: $88.00

Associate Full Day: $200.00Dinner Only: $99.00

Non-Member Full Day: $220.00Dinner Only: $110.00

Bronze Sponsor

Speaker Sponsor

Hole Sponsors

Silver Sponsor

BUNBURY MACHINERY/JCB GOLF DAY

Thursday 12 November • Sanctuary Resort

RSVP: Friday, 30th October 2015Cancellations must be in writing and only cancellations received prior to the RSVP date are entitled to a refund.

Non-Members must be ContractorsAll prices include GST

TYRes

South West Golf DayThursday 27 October • Sanctuary Resort

Full day/Dinner onlyContractor: $175/$88Associate: $200/$99Non-Member: $220/$110All prices inclusive of GST

Register your interest now - [email protected]

Platinum Branch Partners


TM

Gold Branch Partners

Silver Branch Partners

CCF WA is proudly supported by

Bronze Branch Partner

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CCF WA Onsite Magazine Winter 2016

Documents

Transcript of CCF WA Onsite Magazine Winter 2016