June 1983, Volume 48, No.2

JUNE 1983

A JOURNAL OF THE DEW rMENT OF MAIN ROADS, NEW SCXJTH WLES

JUNE 1983. VOLUME 48 No. 2 ISN0025-Cl597 CONTENTS UTILITY 35 VITAL BRIDGE WENS AT INVERELL For many of us the word utility means a hybrid car/ 39 BETTER RQADS FOR BICENTENNIAL truck. To others it means the more abstract property 41 BRIDGING RIVERS IN THE DEEP SWH of something being useful. 43 DEPARTMENTS REVIEWTEAM The world’s first utility in the former sense was 44 BLACKTWJN DMSION COMMENCES OPERATION designed by Louis T. Bandt for Ford Australia in 45 ROWVISIT the 1930s. It followed a request from a Victorian 46 ALF GOES TO THE WERA pig-farmer’s wife who wanted the comfort of a car 48 MURALS AND MUSINGS combined with the utility of a truck. 50 CROSSlNGACONnNENTON THE WINGSOF Utility for can in the second sense is more or less their THE SUN ability to transport goods and people. Changes in 52 ON THE BUSES.. .ON THE ROADS technology Over the decades has meant that cars can 52 CONTROL CABIN ON GLEBE ISLAND BRIDGE now transport goods and people more safely, more 53 CHIEF LEGAL OFFICER-MR KEVIN FORD economically and more efficiently. Yet their utility remains the same: they are a means of transport. 54 LENNOXANNNERSARYTHEBRIDGEAND THE BUILDER As such, the Ltility 0; l.oads has not changed either. 56 40 YEARS OF NORHXK ISLAND AIR LINK Roads haw always existed for the passage of goods 57 DRMNG IS A HEALTH HAZARD ACCIDENT and people between one place and the next. Yet roads REWCnON THROUGH ROAD IMPROVEMENTS too have benefited from changes in technology. And 62 TENDERS ACCEPTED BY COUNCILS AND like Bandt in the 1930s, our engineers and scientists DEPARTMENT haw worked tavards making roads more functional, more useful and more utilitarian for all people . . . irrespective of whether they’re a commuter, holiday- maker or pig-farmer’s wife.

Issued bytheCommissionerfor Main Roads, B. N. Loder. Price one dollar. Annual subscription four dollars post free. Editors may use information contained in this Journal unless specihcally indicated to the contra3prwided the exact reference thereto is quoted. Additional copies of this journal may te obtained from the Public Relations Section, Department of Main Roads, 309 Castlereagh Street, Sydney. New South Wales, Australi. Tmset by Dalley Photocomposition. Rhltod b HiMtRhlUng lntaMtbnal Pty. Ltd. I

34 MAIN ROADS, JUNE 1983 The 1876 bridw Settlement at Inverell was established on the banks of the Macintyre River at the junction of the road from the coast and the main line of road for stock travelling VITAL BRIDGE LINK north and south to and from Queens- land. During the wet years of the 1860s OPENS AT INVERELL and 1870s. the settlement was frequently divided by rises in the Macintyre River. A number of lives and vehicles were lost as people attempted to ford the river. Early bridw biilding Public Works from the cutset of its oper- Residents successfully petitioned the ation in 1859. In simple timber truss New South Wales was blessed with an Government to provide a bridge. Ten- bridges, the deck was supported by cross abundant supply of native hardwods ad- ders for construction were called in 1875 girders slung across the deck from under- mirably suited to lau cost bridge con and the bridge opened the following neath. The cross girders wre camied by struction. These timbers. most notably year. ironbark, compare favourably in strength the bottom chords of the trusses along and durability with those found anyhere either side, or hung directly from the ver- The timber structure was 115m long with in the world. and grow to a height and tical wrought iron suspension bolts. Sag- four main truss spans 23m long and 2.3m girth wll suited for use in bridges. Nat- ging of the trusses could be removed by high. There were huo timber beam. ap- urally this plentiful resource was well tightening the nuts at the ends of the sus- proach spans on the eastern side and a used by early bridge builders. pension bolts. single timber beam approach span on the westem side. The simplest and most common type of The Inverell-Glen Innu Road Its piers and abutments were formed of timber bridge consisted of a timber beam In 1865 a line for a road from Glen Innes braced timber pile trestles. In trusses of deck supported by timber pile trestles. to Inverell was suwyed by District Sur- this type, problems were often experi- Such bridges were widely used for cross veyor Greaves. The route was classified ing rivers and creeks where floodwaters enced as shrinkage of the timbers caused as a subordinate road and had an annual the wrought iron suspension bolts to were not vey deep, and had the advan- allocation of f 400. tages of lau initial cost, ease of construe bend or break. The road formed an extension of the tion and adaptability to almost any site. The original Ross Hill Bridge was appar- Neuton Boycl line and shared in the gen- ently weakened by floods, as in later Until the establishment of the steehuorks erally increased traffic of this route fol- years raking piles were added as outrig- at Newcastle in 1915, most iron used in lowing its development in the 1860s. Australia had to be imported from gers to the pier trestles to stabilize the Europe or North America at great ex- In 1870 a deputation of Inverell residents structure. Nevertheless, the bridge de- pense. successfully petitioned for the promotion teriorated so badly that it was con- of the route from the schedule of minor demned in 1894. The struggling Fitzroy Iron Works at Mit- roads to those under the control of the tagong, which began production in 1848. From 1886 a strengthened and improved Department of Public Works. This en- truss design known as the McDonald was able to meet some of the early de- titled it to an annual expenditure of f 50 mand for iron, but production was short truss was introduced and overcame the per mile from the public purse and indi- former deficiencies. lived. Production costs were so high that cated official recognition of its import. the firm was unable to compete with the ance. Research involving the systematic testing price of imported iron and the firm went of Australian hardwoods was carried out out of business. Thc 1876 Sri+ kolishdSo in 1886. With more accurate information yarn later. - At sites rvhere severe flooding was know on the behaviour of the timbers and the to occur. imn was used to construct substantial piers. At the few sites requiring .. #. spans in excess of 30 m, iron superstruc- ., i tures were used. These were also used at sites requiring lift spans, often in conjunction with timber side spans. The truss was revived as a mode of bridge construction in the nineteenth centuy when methods were devised for determining the stresses in the struts. Being inherently light and efficient in design, the truss enabled the spanning of much greater lengths than by using simple beam construction. Timber truss bridge construction was taken up by the new Department of I

MAIN ROADS, JUNE 1983 35 instituting of a system of regular inspec- MmcinIyre Rim,h-ll. the truss sagged 450 mm, biggering off tion, the life of timber bridgeswas greatly IL.nw 143- ioybrl+ wiliprodde~ a chain of damage. The truss principal increased. uitd .-iccfor&pClcofbrmllu shifted in its seating, splitting the cast iron adluforloydlstmncc broclh. Twenty years later seating shoe and causing the aerhead In 1893 a revised and improved timber importance extending beyond the local brace connecting the upstream truss to truss design for bridges, known as the area, would constitute a strain on Council split. resources. Allan Truss. was produced. This design Failure in the damstream truss trans- was used in the three timber truss spans In 1928 responsibility for the proclaimed ferred load to the upstream truss, MUS- of the second Ross Hill Bridge, designed National Works passed from the Depart- ing temporaly distortion. in 1894 and opened in 1896. ment of Public Works to the Main Roads Board. The bridge was immediately closed for The timber truss spans were supported repairs but reopened a month later to a on hollow cylinders of wrought and cast The demise single lane of traffic, after a Bailey truss iron, filled with coarse concrete. At each was erected. end of the bridge were two timber beam By the 1970s the running surface of the approach spans 7.6m and 9.lm long, deck had deteriorated and had become Three months after the initial accident supported on timber pile trestles. The quite uneuen. the second lane was re-opened to traffic piers and abutments were founded in In June 1977 the wheels of a semi-trailer and the load limit was increased to 8 weathered basalt bedrock, an excellent broke through the timber decking of an tonnes. foundation. approach span. Later in the year the bridge was closed for a month in order A new line and desip Following the passing of the Local Gw to replace timber decking in the ap- The decision to build a new bridge came emment Act of 1%. the greater part of proach spans. In 1978 the bridge was in Januay 1979, follauing strong rep- the uork formerly carried out by the De- closed for a further five months to re- resentations by Inverell citizens. partment of Public Works on Main Roads place decking in the truss spans. After considering the advantages and dis- and bridges passed to local Shire and The deck timbers cost a total $105,000 advantages of a number of possible alter- Municipal Councils. of and wre salvaged in the 1982-83demo- natives, the most practical line was Two hundred and fiftysix bridges pro lition uorks. chosen. This allcued about 608 of the claimed as National Works, including Two months after the bridge was re- new bridge to be built before the existing Ross Hill Bridge, were to remain under opened, the downstream truss of the structure had to be closed. the control of the Department of Public centre truss span failed when a heavily By diverging downstream from the line of Works. National Works were structures laden cattle float crossed the bridge. the existing bridge, the alignment of the which, by reason of their cost, size and When the timber bottom chord broke, westem approach was improved and re-

36 MAIN ROADS, JUNE 1983 @TOP CHORD a BOTTOM CHORD 0 PRINCIPAL @ SUSPENSION RODS a DIAGONAL location of the Telecom coaxial cable four piles at each abutment. These were In driving casings and excavating for piles was avoided. Nevertheless. relocation of each 9.2 m long at the wstern abutment at the eastern abutment, underground other underground cables was necessay and 10.6 m long at the eastem abutment. boulders wre such a problem that an ad- and was undertaken by Telecom at a cost ditional drilling rig was brought in to of $48,OOO before the bridgeworks com- A temporary footbridge was provided prebore the piles for the top 6 m. Steel menced. across the Macintyre River in Campbell pile casings were not extracted at the Park to maintain pedestrian access dur- eastem abutment as they proved vey dif- The new four span continuous post- ing closure of the old bridge's footway. ficult to remove. tensimed concrete superstructure was designed by the Department's Bridge Section and provides a 148.3 m length at deck led. End spans are each 31.7 m long and the central spans are 38.5 m long, with a 3 m long approach slab provided at each abutmefit, built with one edge resting on the abutment wall and the remaining area resting on the approach fill.

PruJision is for a single lane of traffic travelling in each direction, the deck being 9.2 m wide behceen kerbs, compared to 7.0 m wide in the truss span of the previous structure. There is a single footway 1.8 m uide which also carries electrical and other services in recesses underneath.

Coastroction baglams Demolition of the old bridge and construction of the nav was contracted to ENPRO Constructions Ply Ltd. of Unan- derra for a tender price of $1,265,288.00. Work under the contract began in Oc. tober 1981, with the excavation of the pier footings, which wre taken at least 0.5 m into the basalt bedrock. Some of .xl.tlng .U- I I the sawn-off ironbark piles of the 1876 I I bridge wre unearthed in the exca- I I I I vations, still in a good state of preser- I I vation. --=-e---.--L-v While the contractor proceeded with the reinforced concrete tapered rectangular pier columns and cantilever headstocks, Frankpile Australia Pty Ltd. was brought in under subcontract to construct the

MAIN ROADS, JUNE 1983 37 After construction of the reinforced con aluminium railings are relatively light and M.P., the Member for the State Elector- crete headstock of the westem abutment, easy to erect, yet still strong. ate of Banwn. Mr. W T. J. Mum!h M.P.. work began on construction of the super- the President of the Shire of Inverell, The township debrates structure, which consists of two Councillor B. C. Johnston, and the Con trapezoidal prestressed concrete hollow On 14 March the taunship of Inverell cel- missioner for Main Roads, Mr. B. N. box girders of constant depth, built inde- ebrated the opening of the new bridge in Loder. pendently in four stages but joined upon true gala style. A crowd estimated at After the ceremony had concluded, a par- completion. more than 5,000 attended the ceremony ade led by three members of the Light and watched the parade which follouod. When each of the four stages of the deck Horse Association and featuring a wide despite the 36" heat. was completed, and the concrete had range of historical vehicles crossed the gained adequate strength, the four Othciating at the opening were the Minis- new bridge and headed into the taun cables in the girder section just com- ter fnr Roads. the Hon. R. F. Jackson, centre, follmd by a stream of spec- pleted were stressed to 600 tonnes each. tators and schoolchildren. A community Cables were joined to the cables of the picnic for the townspeople, held in park- previous stage by couplers. land near the eastern abutmnt.was a fit- The ducts canying the cables were then ting end to the celebr=":-s. 0 pumped full of cement grout which set to provide permanent protection from water penetration and comosion. To allow for expansion and contraction of the long deck under changes of tem- perature and for the normal shrinkage of concrete. the deck was constructed on sliding bearings at all supports except the central pier. The abutment bearings allow 50 mm for expansion or contraction from their initial setting. On 24 May 1982. after completion of the first tua stages of the superstructure, the old bridge was closed and partially de- molished to allow construction to pro ceed.

Follouing completion of the new bridge, the contractor continued with the drmo- lition of the old structure. After removal of the bridge decking, the busses were disconnected and lifted out bodily, before being dismantled on the ground. Be- cause of the difficulty of using oxy- acetylene equipment to cut the thick cast iron sections, explosives were used to break up the footings and allow them to be cut off far enough below ground level. Inverell Shire Council undertook work on the approaches to the new bridge, including extensive landscaping of the gully adjacent to Rotay Park. It also contmcted an access pipe to the Telecom manhole buried under fill on the damstream side of the wstern abutment. The new bridge was designed to be fitted with painted steel railings, but the contractor's alternative proposal to use unpainted aluminium was accepted. This bridge is the first built for the Department to use an aluminium pedestrian railing, and one of the first to use aluminium crash barrier railings. Aluminium has the advantage of not requiring expensive painting for corrosion protection. Also,

33 MAIN ROADS, JUNE 1983 BETTER ROADS FOR BICENTENNIAL

The theme of Australia’s Bicentennial celebrations in 1988 will be “The Aus. tralian Achievement”. and a significant step has been taken towards a high standard of achievement in road development. In August 1982, the State Government announced a major initiative being undertaken by the Commonwealth Gov- ernment to upgrade Australia’s road system by 1988. The project, called the Australian Bicentennial Road Develop rnent Program, will make available an estimated $2,500 million nationally for road construction. For 1982/83 and 1983/84 alone, New South Wales can expect to receive $92 million for national roads, $81.5 million for arterial roads and $22.5 million for Transport. guarantees that the money lhtplicrtionof&HmterRloerbrIdne~ local roads. In January this year the raised from the ICa litre petrol tax (this “-&orldkconp,.t~by Commonwealth Government approved will rise to 2c a litre from 1 July 1983) is mid-1985. the first of these: 43 road construction spent on roads. Distinctive signs featur- projects to the value of $218 million. ing the Australian Bicentennial logo will New South Wales Projects These funds will be in addition to Com- identify every construction project under 8pproved for 198213 monwealth grants provided under the the program, to let road users see that National Roads Grants Act. The ap- the small fuel surcharge is being put to Urb8n Arterial Roads provals were made and allocations good use. Eleven projects in Sydney, Newcastle and granted immediately following passage It is expected that the program will create Wollongong have been approved for of the enabling legislation through Parlia- at least 20,000 jobs throughout urban arterial road construction involving ment and the royal assent to setting up Australia, many of them in country areas, an estimated total expenditure of $9.45 a trust for the program. and will provide stable employment for million in 1982/3 The trust fund, which is administered by people already in the road construction Two major projects will significantly the Commonwealth Department of industy. reduce heayr traffic congestion in the

Urban Arterial Roads Road Proiect Estimated Cost $000 Princes Highway Duplication of bridge over Georges River at Tom Uglys Point. 11,000 Pacific Highway Grade separation with Mona Vale Road, including railway overbridge. 7.100 Western Freeway Construction ofviaduct from Wentworth Street, Clyde. to Church Street, Parramatta. 26.m South Western Freeway Construction of approaches to bridge over Georges River at Casula. 2.600 Great Western Highway Prospect deviation-strengthening and widening from 4 to 6 lanes including loading ramp for eastbound traffic at Church Lane. 2.000 Betts Road Reconstruction and widening to 4lanes Woodpark Road to Merrylands Road, including bridge overwatersupply canal. 1.930 Orange Grove Road Reconstruction and widening to 4 lanes from Hume Highway to Cabramatta Creek. 1200 Panamatta @-pass Construction of 6 lane divided camageway Hams Road to Great Western Highway. 5,000 Old Windsor Road Construction of 4 lanes between Johnsons Bridge and Pyes Crossing. 2.100 Northern Suburbs Distributor, Wollongong Grade separation bridge at the Princes Highway, Wollongong. 2200 Padfic Highway Duplication of bridge over Hunter River at Hexham. 8.000

MAIN ROADS, JUNE 1983 39 Sydney area-at the bridge over the in 198213. This allocation is expected to Georges River at Tom Uglys Point and at increase to $14.8 million in 1983/4. the junction of Mona Vale Road with the ABRD Program funds will boost last Pacific Highway. Seven other projects year's Road Grants allocation to are located in Sydney's heavily populated Councils. wstem region. The Department is inviting Councils to submit a schedule of local roads projects Rural Arterial Roads which they propose to undertake prior to A total of $7.9 million has been allocated 1988. Then the Department will prepare for construction works on rural arterial a final schedule of all Council sub- roads in 1982/3, with a major emphasis missions for consideration by the State on bridgeworks. Minister for Roads, Mr. Jackson, and the Australk New South Wales submitted rural arterial Commonwealth Minister for Transport, 1788-1988 road projects estimated to cost $20.575 M. Moms. 0 million, of which $6.3 million will be expended this financial year. Projects approved for 1982/3 appear in the following table. The amounts shorn against each project are a preliminay estimate only. In some cases, it may not be possible for the State to commence work in the current financial year. Local Roads Entitlements to citg municipal and shire councils for local roads total $7.7 million

Thb sirlonadic4dd~~-S~ loftkPamm.ttr8y-- WO-d in DeE& 1m1. UndertbeMPD Rg.ll.tbeBy-)u.millkrry*t.l 4tbepu1 lidto tk (*.rt UT..- Hi.luyat W.rbwthoilla

Rural Arterial Roads Road Location Project Estimate cost $ooO lllawana Highway Sutton Forest Construction of bridge Over Medway Rivulet. 225 Illawarra Highway Sutton Forest Construction of approaches to bridge over Medway 200 Rivulet. Pacific Highway 36.0 km north of Taree Construction of bridge super-structure over Stewarts 2.000 River. Pacific Highway Taree Construction of approaches to bridges wrStewads 1500 River. Pacific Highway 54.3 to 59.6 km north of Construction of Chatsworth deviation. 700 Grafton. Pacific Highway 34.0 km north of CoffsHarbour. Construction of Wdding Bells deviation. 1.200 Bruxner Highway 58.84 km west of Tenterfield. Construction of bridge over Beardy River. 74.10 krn west of Tenterfield. Construction of bridge over Dumaresq River 700 overflowl. 79.75 krn west of Tenterfield. Construction of bridge over Dumaresq River overtlw2. Mid Westem Highway Cowra I Construction of bridge over Lachlan River. 4,750 Sturt Highway 1.48to 1.5km north of Mildura. Construction of bridge over Murray River. 4,500 Sturt Highway North of Mildura. Construction of approach bridges at 1.76 km. 800 2.02 km and 2.83 km. Barrier Highway 11.0to 14.25 krn east of Approaches to bridges mer Talyawalka Flood Plain. 2.000 Wilcannia. Monaro Highway 34.6 to 40.4 km south of Reconstruction from ACT. border. 2.000 Canberra.

40 MAIN ROADS, JUNE 1983 In search of an inland sea Rivers in the New South Wales colony BRIDGING RIVERS had posed problems to explorers since the crossing of the Blue Mountains in IN THE DEEP SOUTH 1813. West of the mountains the Lach- lan, Macquarie and Castlereagh Rivers were discovered, but their destinations remained a mystey for some time. Surwyor John Oxley's hvo expeditions following the Lachlan River in 1817 and the Macquarie River in 1818 resulted in several important discoveries, but failed in their purpose of locating the desti. nation of the inland rivers. As a result of his exploration, Oxley propounded the theoy that the westward-flowing riven discharged into an inland sea. In 1828 Governor Ralph Darling sent out a patty under the leadership of Charles Sturt to explore the westem rivers. Sturt returned with the discovey of another large river which he named in honour of the Governor. In 1829 he was assigned the task of tracing the Murrumbidgee, first sighted at its confluence with the Molonglo River by Charles Throsby in 1821. Sturt followed the Murrumbidgee Narrandera is recorded as being a pas. ~,ockso,Ucnumduwead tom1 station held in the name of Edward fioodcLu,dbrid.u-hi.Lrrthr& and then the Murray to the sea, finally re- Flood in 1848 Most of its early develop mordfidl-l. futing Oxley's inland sea theoy. ment took place due to its location on a Further exploration and stock route from the north. Surveyor Ed- settlement ward Tvqnham carried out a survey for a village at the site in 1859. Today, Narran- In 1836 Surwyor-General Thomas Mit- dera is the gateway to both the Murrum- chell traced the Lachlan River to its junc- bidgee and Coleambally irrigation areas, tion with the Murrumbidgee. following semi-arid regions transformed by river both it and the Murray by land to the Dar- waters into luxuriant farmland. ling River confluence. Following the discovey of gold in A new approach i- 1851, development in the Riverina district Apart from providing much of their liveli- slowed, as road carriers and their bullock hood the Murrumbidgee River also pres team left to ply their trade in the more ented the townspeople with a problem: lucrative goldfields. the need for a crossing. Until recently this Stations were stranded without pro- need had been met by an old timber visions and with their produce and structure, built around 1890. wooldips uncollected for sale at markets. A small two span timber bridge over River transport soon began operating, nearby Bundidjeny Creek and the adjac- and in August 1853 the first two steamers ent concrete bridge over the main Mur- f of William Randell and Captain Francis rumbidgee Irrigation Canal, coupled with sona69 mI.aornltlnalws U~IR& Cadell began to serve the Murray and the the narrow Warren truss bridge, created Murrumbidgee Rivers. a series of reshicted traffic points. These The establishment of river traffic had a restrictions have been eased as construc- rapid and widespread effect in south- tion has recently been completed on the The decks of the new structures over the western New South Wales. Costs of living widening and realignment of the Murrumbidgee River and its flood chan- were reduced and the quality of stores southern approach to Narrandera. This nel are higher than the record flood level was much improved by competition. work included three new bridges, the which occurred in September 1974. widening of the concrete canal structure Towns developed as stopping places Deai- and construction along the rivers, but soon roads and rail- and raising the level of the roadway to ways extended to meet the needs of provide flood-free access to Narrandera Design and construction for this project these N~Icentres. from the south. were undertaken by the Department of 41 WIN ROADS, JUNE 1963 Bridges of reinforced concrete rep resent well the technology of our age. They make a fair contrast to the technology of an earlier age &en timber bridges were the nom. %t another type of appropriate technology was the bark canoes used by the Aus- tralian Aborigines. These light but sturdy cmft were well suited to the life- Me of their designen. Two plaques refemng to the Aborigi- nal canoe tree in a park at Narrandera (pictured). bear the folldng inscrip tions: The Wiradjuri tribe, who once in- habited this district, made a mnoe from the bark of this tree when it stood on Waterwiew, near Lake Talbot fhe other tree bunk and 'foe' were remodfrom Buddngbong. Hunters were theu lithe, fleet. with senses keen; Their axes were of stone, And they would hew with skilful hand Bark from an old tree Such as this, and built with ease A study fight canoe. -Eliibeth Graham

Main Roads. Most of the 69 ooO m3 of fill- was fabricated in seven segments requir- by Nelmac Pty Ltd. at a cost of $45O,ooO. ing needed to reconstruct the ap- ing six site wlds to make up a girder. Si and the approach roadworks by the De proaches was obtained from an adjacent of these continuous girders were re- partment at a cost of $950,000. river flat borrow pit, which will hopefully quired for the thole bridge. Each girder later be formed into a park lake. The re- was launched across the structure by OfRcial opeoing sultant material, however, made poor fill. winching. The deck consists of approxi- On 18 Februay 1983, the new bridges ing. To seal the surface under the base mately 180 mm thick reinforced concrete wre officially opened to traffic by the metal to form a water barrier, a one per and 50 mm thick asphaltic concrete wear- newly appointed Minister for Roads, the cent lime stabilisation mixture was added ing surface. A fabricated steel handrail Hon. Rex Jackson, M.P. In attendance at to the upper 150 mm over a 1.3 km system was also provided. the opening were also the Hon. Lyn Gor- length. don, Minister for Local Government, Built some 70 m upstream from the exist- Minister for Lads and Member for the Both northem and southern flood plain ing structure, the new bridge provides a State Electorate of Murrumbidgee. Mr. approach bridges are standard structures 9.2 m wide huo lane carriageway, with a Noel Hicks, M.P.. Member for the Feder- comprising prestressed precast concrete 1.5m wide footway on the upstream side. al Electorate of Riverina; Mr. Tim Fischer, planks with reinforced concrete decks. The three bridges are founded on 900 M.P. Member for the State Electorate of mm diameter tubular steel piles driven to Murray; Councillor %wick Heckendorf, approximately 30 m and to 40 m for the President of the Shire of Narrandera; The main four span bridge over the Mur. main structure, with the upper 8 rn filled and Mr. Bruce Loder, the Commissioner rumbidgee River has been designed in solid with concrete. for Main Roads, together with mer hra plate girders, 1200 mm deep by 300 mm hundred interested spectators. wide flanges, fabricated by the contractor Together the three bridges and ap- in Adelaide in segments to facilitate proaches cost around $3.25 million. The MI. Jackson spoke highly of all those in- transporting, handling and launching. bridge mrthe Murrumbidgee River was volved in the project, and commented on constructed by McDougall-Ireland Pty. the improvement these works would A total bridge length of 106 m is achieved Ltd. at a cost of $1.25 million; the make to the Newell Highway route, par- by providing two 30 m main spans and southern approach bridge also by ticularly in prwiding a flood-freecrossing two 23 rn approach spans with girders McDougall-Ireland Pty Ltd. at a cost of of the Murrumbidgee River for the continuous mer the piers. Each girder $6oo,ooO; the northern approach bridge people of Narrandera. 0

42 MAiN ROADS, JUNE 1983 THE DEPARTMENT’S REVIEW TEAM

the steering committee was expanded to a more objective, less defensive assess ment is possible. Review Team members The Department of Main Roads has include the Chief Legal Officer and the have been given the time to critically ap always recognised the need for continu- Chief, Policy and Economics Unit. praise a Section’s operations, whereas ally adjusting the organisation to meet Section members are heavily committed changing circumstances, and there have to their day-today operations and tend to been many such alterations over the Projects continue doing tasks as they have always years. Reviews completed or in progress are as done. H-r, a renewed impetus arose from follows: “Directions for Change: an interim report 0 Goulburn Divisional Drawing Office ty Prof. Peter Wilenski. Commissioner, Review Teams are not confined to any 0 Sulvey and Property Section specific method in carrying out reviews. Review of N.S.W. Gcvemment Adminis- 0 Mechanical Section bation who recommended the Depart- However, reviews are generally camed Central Workshop out along the following lines: ment as one of the State Government 0 Standard Specifications and Techni- researching files, documents, statutes, Instrumentalitiesfor a Management and cal Instructions Section regulations and books of instruction. Strategy Review. Management consult- 0 Central Workshop Building Section ants W.D. Scott and Co. Pty. Ltd. were Supply of Spare Parts for Plant and discussions with officers in the Section commissioned to perform the review and Motor Vehicles or office or anyone involved with the system under review either now or in two Departmental officers were nomi- 0 Property and Related Functions of nated to assist them. After the reviewwas Legal Branch the past completed it was decided to continue the 0 Supply Section reporting the ideas gathered during study of organisational issues and prob- 0 Works Office Operations the review to the people involved in lems in the Department with a view to im- 0 Head Office Section Groupings the review for comment and correc- proving operational effectiveness and 0 Records Management tion prior to going to the Steering efficiency. 0 Voucher Examination and payment of Committee for assessment. accounts 0 follow-up to determine if further inves- The purpose of a review is to achieve 0 The Department’s total landscape tigation or consultation by the Team optimum use of resources. It involves function is needed, and to determine how the studies of systems, methods, working re- Registration and Storage of Plans and report has been received and what ac- lationships and organisational structures Drawings tion has been taken so that the Team and may result in recommendations 0 Microfilming of Documents can modify its approach in subsequent affecting work planning, the organisation reviews if appropriate. or its management.

It was accordingly decided, late in 1978, Revicar methods that: The Review Teams act as catalysts in the Opu.tion (a) a Review Team be established to process of organisational change. Div- The Teams were established as some- study organisational issues and isional Engineers, Section Heads, super- thing new for the Department, and with- problemswithin the Department with visors and others are encouraged to out any real experience in such a concept the dual aims of promoting efficiency become involved in projects within their being available from within the and increasing the effectiveness of operational areas in the expectation that organisation. organisational units; with involvement will come a commit- In December 1980 a document (b) the Review Team report to a Steer- ment for change. This involvement is es- “REVIEW TEAMS-ESTABLISHMENT. ing Committee consisting of the sential because no matter how valid the DEVELOPMENT AND OPERATION” Engineer-inchief, the Secretay and Teams’ recommendations may be, they was produced, the basic operational the Chief Accountant; will succeed only if they have the degree philosophies of which are still considered (c) the Review Team consist initially of of acceptance necessary for successful to be appropriate. However, each project a Supervising Engineer of the implementation. has different requirements and the Engineer-inChiefs Branch and an Defining problems within an organisation method of carrying it out has to be deter- Administrative Officer (Clerical) is not always the difficult part of a review. mined in the light of available resources Class VI of the Secretarial Branch. As is usually the case, officers in the Sec- and project objectives. tion under review usually have a fair idea A second Team began operation late in It is worth noting that the Department’s of the problems in their operational area. 1980with one Team member nominated Review Team concept was the first of its as coadinator to oversee the day-today Because the Team members are not tvpe established in the New South Wales running of both Teams. At the same time closely involved in the area under review Public Setvice. Others have since been

MAIN ROADS, JUNE 1983 43 established, notably the Audit and Inves- Internal publicity about the Teams' ac- Blacktown tigation Division of the Public Service tivities such as notification of new pro Board (as distinct from Management jects and invitations to participate Services) and a Review Team within the should continue. Division Water Resources commission of N.S.W. 0 The highly consultative approach adopted by the Teams has become an The follawing obselvations have been important part of their operational commences made on specific aspects of Team style and should continue. opration- Experience has shown that many people 0 A Team of two works vey well. For a in the organisation have a valuable operation short period the Team number was contribution to make and appreciate the increased to three (not including opportunity to do so. Further, the pro- anyone from the area under review) cess ensures that Team proposals are but did not function as well. More co- properly discussed and consequently ordination is required and a hierarchy have a better chance of acceptance when tends to develop, contray to the phil- put fonvard. Blacktown Division commenced operationson 14Februalythisyearin osophy that Team members are As may be expected there are disappoint- direct response to the changing needs of equal. ments as well as successes. The team Sydney's uestem suburbs. It was formed A flexible approach must be adopted members generally have little if any Pre byre-allocating Local Gmmment areas and the number of Teams should vious experience in the areas examined, from Parramatta Division. either increase or decrease according and as a consequence can inadvertently to future needs. give undue weight to views expressed The new Division is responsible for the Team membership of an Engineer which are unacceptable to senior man- council areas of Baulkham Hills. and an Administrative Officer (Cleri- gement. In order to avoid discourage- Haukesbuty Horns& Blacktaun and cal) has been most satisfactoy. This is ment, the teams therefore need to meet Penrith. Responsibility for Gosford has not to say that a particular individual regularly with senior management nau been transferred from Parramatta to representing another group within the comprising the steering committee. Hunter Valley Division, which last year Department could not have per- gaw control of Great Lakes to Lwr formed as effectively. Howewr, it is sUm8q North Coast Division. true that the bulk of the Department's The Review Team concept within the From 1July 1983, Campbelltown and managerial and administrative Department has moved over the past five Camden council areaswill be transferred responsibilities now rest with the years from an idea to reality. Two fully from Illawarra to Parramatta Division, engineering and clerical groups and a operational Teams have been estab- which will also acquire the Sutherland broad working kndedge of the De- lished which are accepted and respected council area from Metropolitan Division. partment as a whole is an essential within the organisation for the contri- From this date, Metropolitan Division u.41 prerequisite for Team membership, as butions they have made and have the become known as the wney Division. is general acceptability within the potential to make towards the develop With the completion of the %North groups being reviwd. ment of the Department. Westem Freeway mer Darling Harbour All Review Team positions should be The Teams have a commission to and major sections of the FPWostern advertised, and within the approwd imprm organisational effectiveness and Freeuay, Inner Freeuays Division has professional groups should not be tied efficiency, and to assume a catalytic role. been closed. Responsibility for to a particular classification other than As such, they probably have a more flex- continuing constructionworkon the F4 that they should be around "middle ible charter than any other Departmental has been transferred to Parramatta management". group-a vital characteristic for groups Division. It would appear that the value of Re- which must to some extent be considered Future hndayadjustmentsmaybe view Teams is recognised throughout as change agents. However, it must the Department. ahvays be remembered that the review necessaryand these are currently being investigated. The general response to the Teams will have achieved nothing if problems has exceeded expectations, particu- identified are not corrected by imple- The new office at Blacktaun is not larly in the dingness of officers to menting changes. The end product of a expected to affectstafing levels within talk and respond to general requests, review should not be the report, but the Department. If a change is required, it and in a willingness to provide specific rather the achievement of the changes, wuld be to slightly increase the numbers information when approached. which it deems beneficial. 0 of staff. 0

44 hWN ROADS, JUNE 1983 ROYAL VISIT

The Sydney Harbour Bridge, one of the city's truly great landmarks, wils a fitting backdrop to the Royal visit of their Royal Highnesses the Prince and Princess of Wiles (1)in March this year. Seen here (2 & 3)with Sydney Coue and the Opera House in the foreground, the bridge's size is difficult to appreciate. Just as an indication, one of its special flags, 10 m by 5 m in size, was borrowed by the Edu- cation Department for the Commonwealth Day ceremony held in Sydney Town Hall (4)just a fortnight earlier. The flag, which is flown from the bridge's arch during special occasions, was used as an effective backdrop to the Com- bined Choir and Sydney Schools' Symphony Orchestra.

It\ I

MAIN Dnanc II INC I(M? nc ALF GOES TO THE OPERA

Accelerated Loading Facility highlights PIARC Congress

One of the highlights of the Xvll World tonnes running over the pavement to Road Congress to be held by the Perma simulate actual truck loadings or greater, nent International Association of Road and to allow one million passes in 8%- Congresses (PIARC) at the Sydney second cydes without major overhaul. @era House, October8-15,1983willbe This means the machine can determine the display of a pavement testing mach- in a few months the life of a test road ine designed and built in Australia for the pavement which would othenvise take National Association of Australian State decades, and to allow engineers to sub- Road Authorities (NAASRA) and the stantiate or improve current theories on Australian Road Research Board pavement design. (ARRB).The machine is being construc ted at Central Workshop, Granville under The machine will be cheaper to build, op the supervision of engineers of the De erate and maintain than Overseas models partment of Main Roads, N.S.W. because of its design, mechanism and low power requirements. It can be dis- Described as an Accelerated Loading mantled into smaller components for Facility, the machine will be 26 m long, transport from site to site. 5 m high and 2.5 m wide. which is about the size of two large semi-trailen. The~~~~ outline ~ ~ ~~~~~~ swcification. for the machine. . ~ ~ ~~~~ ~~ It has been designed to test a road pave- which UBS drawn up by a Working Group ment using a wheel load of up to 10 from NAASRA and ARRB, provided for:

Static Wheel Load 40kN (minimum) lWkN (maximum) (The current legal maximum is 40 kN, thus a 250% overload can be tested.) Load Wheels: Say dual Full SiTN& Tyres: 11.0~20~16ply Test Length 10 m Transverse Movement of Test Wheel: 0.8 m Test Speed 20 km/h (This is considered to be the practical maximum.) Transverse Wheel Movement: Normal distribution but applied in a random manner. Suspension of Wheel Assembly: Alternative suspension units required, say pneumatic and spring.

46 MAIN ROADS. JUNE 1983 The design, which was approved by signed up, even though the Congress is ance, the Serviceability Index. NAASRA last year, has a number of still more than three months off. noise levels. artificial aggregates, unique features: A World Road Congress is usually held aerodromes, flexible pavements, 0 Stopping, reversing and re. evey four years, and this year’s will be new binders and additives. effects accelerating of the trolley assembly is the first in Australia, and only the second of de-icing salts, recycling achieved without the use of brakes or in the Southern Hemisphere since materials, assessment of exper- any external energy. This is done by PlARC was founded in 1909. Australia imental methods and materials. running the trolley assembly up and joined PIARC in 1924 as a National Gov- INTER-URBAN ROADS down ramps curved in the vertical ernment member and in December 1979 AND MOTORWYS plane, thus converting the kinetic en- offered to host the 1983 Congress. ergy of the trolley motion into poten- Mathematical methods for Among the many delegates from over- forecasting, data handling, environ- tial energy and vice versa. The geared seas will be Mr. G. Arquie. Engineer. motors driving the test wheel only pro- mental problems, public consul- General of Bridges and Roads, France tation, safety assessment, vide sufficient energy to overcome the (chairing a special conference discussion geometric standards and driver be- grade, crossfall and rolling resistance on energy savings in roads and road haviour, senrice levels. new infor- as the loaded wheel runs over the test transport); Dr. R. S. Millard from mation techniques. pavement. England. and formerly Highway Engin- ROADS IN URBAN AREAS The geared motors tun continuously eering Adviser to the World Bank (chair- New design principles, conse- at a constant speed in one direction ing another special discussion on the quences of energy restrictions, only. impact of road netuorks on economic technical and financial measures to and social life in industrialised countries 0 The system of converting kinetic en influence modal split, develop- and in developing cwntries); Mr. H. Hon ergy to potential energy and vice versa ments in noise reduction and other dermarcq, Director General of the Bel- is combined with a unique third rail as- environmental/social consider- gian Department of Roads and Bridges sembly which lifts the trolley ations. (Inter-urbanRoads); Mr. E. Nakel of the assemblpresulting in the test wheel ROADS IN DEVELOPING AREAS German Federal Republic (Flexible being clear of the pavement for the re- Evaluation of social and economic Roads); and Mr. R. Medeot of Italy (Road turn cyde, and also causing the top of impact, chemical stabilisation. dy Bridges). the test wheel to contact horizontal compaction, optimum levels of running plates in the mainframe a5- The complete agenda occupies most of labour equipment, climatic factors. a substantial booklet, and involves the sembly, prwiding traction in the re- Although not listed as a formal agenda planning output of nine working commit- verse direction. item, the Australian Bicentennial Road tees and 11 technical committees, and klopment Program (ABRD) will fea- 0 The machine is designed for long life input from 19 specialist advisers ranging ture in Congress activities through a under continuous operating con- from the Association of Consulting En- ditions in weathers. and with series of briefings available to delegates. all low gineers of Australia to the School of Civil The scale of the program and the road maintenance costs. A number of and Mining Engineering, University of safety and fail-safe features are in- distances involved are unusual in over- WWU. corporated. seas terms, and now that funding has been authorised and actual work sched- Sophisticated instrumentation and The comprehensive technical program uled. the program will become increas- facilities are provided to measure the for the Congress includes: ingly interesting for overseas roadmakers record test cycles, dynamic wheel EARTHWORKS. DRAINAGE AND as well as local experts. loads, pavement deflection and a SUBGRADE number of other aspects of pavement Laboratoy and in situ tests, re- This interest will be heightened by the In- behaviour. mote sensing, stabilisation and re- ternational Trade Fair, ‘Road 83: vhich inforcement, use of industrial will be held from October 12-15 at Syd- An Australian Patent Application cover- wastes, effect of water on bearing ney’s Royal Agricultural Society’s ing the machine has already been filed. capacity, instability risk in slopes, Shqrwnd, in parallel with the Con- and action has also been taken to obtain new compaction methods, protec- gress. World Patents. tion of subgrade, new drainage All enquiries and applications for the C4aq.o~details materials and methods, restoration Congress should be made to: of damaged subgrade. inspection The Congress itself has generated much Australian Organising Committee instruments. interest mrseas as well as in Austmlia. (PIARC). Final attendance figures dll not be com- CONSTRUCTION AND GPO. Box 2609. piled until just before the starting date, MAINTENANCE OF PAVEMENTS Sydnes N.S.W 2001. but more than 1,000 delegates and New techniques, fatigue, surface Telephone: (02)241 1478 or 27 6940 accompanying persons have already damage, deflection, skidding resist- Telex: AA21825 (PIARC) 0

MAlN ROADS, JUNE 1983 47 Murals differ from other artforms in that they are conceived for a particular site and must be relevant to and enhance their surroundings. They often serve MURALS to break up an expanse of wall into something more personal or more easily assimilated. A 2 000 square metre mural, the largest in Australia, now enhances the King AND George V recreation area at Cumberland Street. The Rocks. The mural was painted on the walls of the southern Harbour Bridge approaches. The project was organised and funded by Sydney City Council and MUSINGL assisted by the New South Wales Gowrnment and both the Community Arts and Visual Arts Boards of Australia Council. following the Department's agreement to the use of walls. The mural's basic tromp /beif pattern and surrealist tricks create a fantasy theme and wonder world which is able to reach through to the child in all of us. a

1. Where does it start and where does it finish? The 2,000 square metre mural at Cumberland Street shmhere nearing com- 3pletion. 2. The Commissioner for Main Roads, Mr. Bmce Loder, with . the Lord Mayor of Sydney, Ald. Doug Sutherland tin a painters' smock). and local schoolchildren. I 3. Real competes with surreal in

MAIN ROADS. JUNE 198: 4. How to see through a wall . . . the bridge being painted on its own southern approach walls. 5. Local schoolchildren contributed by painting a rainforest in one of the lower "arches". 6. The murals create vision and depth on what was previously a blank wall. 7. Community artists Peter Day, Paul White, Madeline Mur- ray and Vernon Treuleek directed the work's skilful design.

......

- 'I This mural at the Stanton Libmly at North Sydney features the Sydney Harbour Bridgo in a dreamlike setting.

MAIN ROADS. JUNE 1983 I 49 According to Greek legend, an early attempt at travel was thwarted by the sun. It came about when Daedalus made a pair of wings for his son, lcarus, so that he could escape from Crete. lcarus put on the wings and flew so high that the sun’s heat melted the wax holding the feathers together. He fell to his death in the sea. In ourcontempomryworld, the sun’s rays are being hamessed to provide energy for a multitude of uses, including travel. Trans-Arstralia trek In January this year, the first crossing of the Australian continent by a solar. powered vehicle was accomplished in 172 hours. The 4084 km trip was completed by Hans Tholstrup and Larry Perkins. who took it in tums to dlive the speciallydesigned one-man vehide. After leaving Perth on 19 December, the ‘Quiet Achiever’ crossed the Nullarbor Plain to Pori Augusta, then continued ‘QuietAchiever’ east through Broken Hill and Dubbo. The solar-powered car was designed for witch to tum the power off. It can be By the time they reached Bathurst, the the Perth to Sydney trip by brothers Lany steered by either hand or foot and the car was so far ahead of schedule that the and Garry Perkins. They knew what braking system consists of calipers on crew decided to spend some time on the power could be produced by a practical- both rear wheels. Mount Panorama circuit. It took 18 min sized solar module. They determined the ‘Quiet Achiever’ performed to a high utes 45 seconds to complete one lap, yet aerodynamic resistance, the rolling re- standard on this histoymaking trek, no fuel was used. Racing cars do a lap in sistance and the approximate weight and which was sponsored by BP Australia. about three minutes, but they use up then designed the vehide characteristics One set of batteries and the same motor three or four litres of fuel. to give an acceptable speed. were used for the entire trip. The motor The dimb up Victoria Pass on the west- Costing $15,000 to build, the vehicle developed nearly four horsepower, or em side of the Blue Mountains was the weighs 140 kg, stands one metre high more than 2,ooO watts, in favourable con- most difficult part of the trip. Despite the and reaches speeds of up to 60 km/h. It ditions. steep incline, the car managed to achieve has a space-frame tubular steel chassis, Only a few problems arose, including the 13 or 14 km/h. From there it was down- to which a glass-fibre body is attached. torque developed by the small electric hill nearly all the way to the Opera There are two tubular beam axles sup- motor, he punctures and some broken porting four bin)cle wheels. House, where the two drivers celebrated spokes in the drive wheel, caused by the historic crossing by pouring a bottle The aluminium-framed solar collector rouah road surfaces. of water from the Indian Ocean into the Pacific. Weather conditions posed some prob. lems en route. At one stage. dust storms reducedvisibilityto onlya fewmetresand the car had to stop for a while in case it became obscured to passing traffic. Despite some days of heavy cloud, there uas enough radiation in the atmosphere Other features are a prominent amp- to continue to power the vehicle. meter, a digital speedometer and a

50 MAIN ROADS, JUNE 1983 ON THE WINGS OF THE SUN

MAIN ROADS, JUNE 1983 51 CONTROL CABIN ON THE BUSES... ON GLEBE ON THE ROADS ISLAND BRIDGE...

What's blue and uhite and runs around vintage buses and a gold painted current On Friday, 26 November 1982 the con- Sydney every day? Gowmment Buses. model gave passengers a rare riding ex- trol cabin on Glebe Island Bridge was de- Those of us with good memories can per- perience. stroyed by fire. The electrical equipment which operated the opening span was haps remember them as green and Improvements to the bus fleet have not damaged beyond repair and temporary cream or wen red and cream. But what- gone unnoticed. The frequency and arrangements had to be made to allau ever the colour, the service has been run choices of destination for services have the movement of shipping from Black- ning now for Over 50 years, providing a also improved Over the last 50 years. vital support link in our city's transport wattle and Rozelle Bays. Yet some of the more unobtrusive fac- needs. Electricians from Fiw Dock Works ORice tors in keeping such a service going are removed the controls from the now Anniversary celebrations in January 1983 undoubtedly the vast network of roads, disused Pymont Bridge. These were in by the Urban Transit Authority were bridges, deamys and transit lanes main- stalled at Glebe Island Bridge which was headed by a free service between Cimu- tained by our Department. We too have then operated from belw de& level. br Quay and Railway Square. Several been improving our services to meet the Hauever, it could be opened to shipping needs of both the public and private trav- only in the day time, behueen 6.00 a.m. eller. and 7.00 p.m. We will continue to do so through careful Meardile, a new cabin was constructed planning and the responsible allocation at the Depamnt's Central Workshop. of funds. 0 In order to retain its historic character the design of the original structure, which was built in 1899, was adhered to as dosely as possible. Features such as bay-end windows, watherboard cladding, exposed post hming, caned exposed ends on rafters and copper roof shingles were retained.

1I I

52 . MAIN ROADS, JUNE 1983 KEVIN B. FORD they do make things like they used to Chief Legal Officer

The completed cabin. which was installed on Wax 19 December 1982, looks vey much as its predecessor did when the bridge was opened in 1903. The main innwation was a modem split system air conditioner which was added for oper- ator comfort. Modem electrical control equipment was designed for the bridge opening mechanism. Small crane type “joy sticks” have replaced the old tram type controls for the L traffic gates, lowering of the end bearings and slewing. The reuniting was suffici- ently advanced by Wednesday, 22 December 1982 for normal opening of the bridge both day and night. All new 1 work was completed by Friday, 24 . December. 0

I Kevin Ford was appointed Chief Legal Otficer of the Department on 6 April 1983. Kevin commenced his career with the De- partment in 1%2 as a clerk in the Legal Branch. He was admitted as a Barrister- at-law in 1972, and was subsequently appointed as a Legal Officer. In 1978, he was admitted as a Solicitor of the N.S.W Supreme Court and also attended a Management Development course at the Australian Administrative Staff College at Mt. Eliza, Victoria. The foll&ng year Kevin was appointed as a Senior Legal Officer, and in 1981 was promoted to Supenrising Legal Officer. He was recently nominated by the Department and selected by the Public I Senrice Board as one of the hw Depart- mental participants in the Management Development Programme of the New South Wales Gouemment’s Senior Man agement Development Scheme. Kevin Ford has lectured in Property Law ,t Sydney Technical College and Con- rad and Highway Law at the University of New South Wales. His interests in- dude tennis, swimming, reading and ski- ing, and he is a Vice President of the Main Roads Recreation Club. Kevin lives in Chatswood with his wife Geraldine and their four children. 0

MAIN ROADS, JUNE 1983 53 LENNOX ANNIVERSARY

This year marks the 150th Anniwnay of This year also marks 110 years since the The route was abandoned west of Mount Lennox Bridge, the oldest bridge on the death of David Lennox, the Scotsman York in favour of another that was Australian mainland, on Mitchells Pass who built Lennox Bridge. The following credited to Lawson, which carried traffic Road between Emu Plains and account pays tribute to the bridge and its westward from 1827 until 1832. Glenbrook. It was closed to traffic some builder. By this stage, Surwyor-General Mitchell years ago because of damage from Westward route was proceeding with a road via Mount heavy vehicles. Victoria, along a better route which he Following the first successful crossing of had discwered. Early in 1832, Mitchell Last year the Blue Mountains City Coun- the Blue Mountains in May 1813 by suggested a deviation which would avoid cil, in conjunction with the Public Works Blaxland, Wentworth and Lawson, agri- the steep ascent of Lapstone Hill. The Department, arranged for extensive re- culturalist William Cox volunteered to work went well until they reached the pairs to the bridge. About fifty cracked supetvise the construction of the vital rather formidable gully through which and broken stones were replaced by a road westward. This route was completed Lapstone Creek flows. A superior stone granite and sandstone company, on 14 January 1815 as far as the site of bridge was required, but there was a Loveridge and Hudson, and the bridge Bathurst, but because it was a bush track scarcity of experienced stone masons was re-opened to tourist traffic on 14 barely 4 m wide, it soon fell into a state and bridge builders in New South Wales December 1982. of disrepair. at the time. -.*.+;. chance meeting Scottish-bom David Lennox anived in New South Wales in August 1832. He was a master mason and had 20 years’ experience in the supetvision of bridge construction, having worked under Thomas Telford on the erection of the Menai suspension bridge in Wales. Mit- chell met Lennox by chance in Mac- quarie Street, where he was employed cutting coping stone for the dwarf wall in front of the present Parliamentary build- ings. On learning of Lennox’s previous experience Mitchell immediately recognised his potential to solve the problem of building more permanent bridges. Speaking at a later date of this fortunate meeting, Mitchell stated “Mr. Dauid Len nox, who left his stone wall at my request, and with his sleeves still tucked up, came with me to my ofice, and undertook to plan the stone bridges we required, make the centring arches, and to cony on such works by directing and instructing the common labourers then at the disposal of the Government. Thus originated all the bridges this Colonypossess worthy of the name.’’

.’ 51; .r .r The Bridge and the Builder

BrMg~eover lapstone Creek men made useful by Mr. Lennox. steps 1833. The single arch of the bridge spans The 45year old Lennox was appointed should be taken to prevent their services 6 m. The roadway is 9 m wide at the Sub-Inspector of Roads on 1 October being lost to the Roads Department.” UM of the arch, and is 9 m above the 1832 (he was given the additional title of The training of a stone gang was ex- bed of the gully, Mitchell described it as Superintendent of Bridges in June 1833) tremely important to ensure the success- “a somewhat experimental work, which and set to work immediately on a semi- ful completion of future works, Mr Lennox executed extremely well’: circular stone arch bridge over Lapstone particularlyas the colony had suffered for He directed that Lennox’s name be in. Creek. so long the absence of skilled craftsmen. scribed on the keptone on the upstream side of the bridge and thereafter it be. Mr. Abbot, Assistant Surveyor in charge Major Mitchell’s awareness of this need is indicated by his comment that “We had came known as Lennox Bridge. It carried of the road, reported to Mitchell on 10 all the traffic from Sydney to the west November 1832: “I trust it will be satisfac- among the prisoners some tolerable stonecutters and setters, but until I had until the construction of a new deviation toy to hear that having procured lime, in 1926. Mr. Lennox is getting on in laying the the good fortune to find among the emi- stone, a great quantity of which is cut and grants a person pmctically acquainted Lennox went on to become the most re. ready. There are about 20 men selected with the construction of stone arches, nowned bridge builder of early Australia. by him from the gang, and he is indefati- their labours had never been of much In 1&14 he moved to Victoria. here he gable in instructing them how to work. benefit to the public.” built 53 bridges, including the first stone His Excellency the Governor, the day be- The bridge at Lapstone was set mainly by bridge across the Yarra. fore yesteniay, made enquiries on many the convict James Randall and Lennox He retired in 1853 and died at Parra- subjects, and stated that in the cases of reported that it was complete in July matta 20 years later, aged 85. 0 40 YEARS OF NORFOLK ISLAND AIR LINK

? I

A Lockheed-Hudson touched down at personnel being made prisoners of war, A l.ockbeed-tIml~rU. &fin: Norfolk Island on Christmas Day, 1942. they were enlisted in the civil construction -1uutoloJor NoffdkfoltLluL on a runway which three months earlier corps for the duration of the work with hadn't existed. The Department's role in the right of discharge, if desired, on their runway surface consisted of crushed the construction of this work was a vital return to Australia. limestone rock instead of steel matting. one. The Department sent an advance party Other work by the Department included In August 1942 the United States Army to locate and sulwy the site. The main the construction of five kilometres of ac- advised the Australian Government that working party amwd from Australia at cess roads and the imprwement of four it required an aerodrome on Norfolk the end of August and the equipment kilometres of existing roads on the Island. It had been the intention of the from the US. at the end of September. island. American forces to construct it using A landing ramp and small jetty were con The total number of Australian civilians their personnel and equipment but stmcted for unloading heavy equipment who worked on this project was 246. and they were not available at that time. It was dong the rugged coastline. in addition 53 local men were employed. then proposed to construct the aero- The men worked two ten-hour shifts each drome using an Australian civilian force Earthworks began on 6 October. Regret- day, seven days a week. and U.S. equipment. tably, about 500 Norfolk Island pines had to be cleared before construction could All work at the aerodrome, including hard Departmental officers supervised the start. Building the two runways involved standing areas and drainage, was com- aerodrome's construction and other inci- moving more than 190 OOO m3 of earth. pleted by the end of February 1943. CMl dental works to the Army's requirements. For the pavement of the first ~m~ay,Construction Corps personnel left for the Volunteers came from the then Water limestone-sand was mixed with the natu. mainland early in March. Conservation and Irrigation Com- ral surface soil to provide stabilisation. Norfolk Island's postal administration mission, the Metropolitan Water, Sewer- This was covered with a layer of sand on recently issued a philatelic series to age and Drainage Board, the Hunter which was placed steel matting to form commemorate the 40th anniversay of District Water Board as well as the De- the NWY surface. The second NWY the completion of this work which has partment of Main Roads. In the event of was stabilised in the same way but the prowd vital to the island's economy. 0

56 MAIN ROADS, JUNE 1983 'DRIVING IS A HEALTH HAZARD'

Accident Reduction Through Road Improvements

K.W.Dobinson.B.E..M.Env.Stud., Dipl.Law,F.I.E.Aust., M.C.I.T., A.F.A.I.M., Chief Engineer (Services). Department of Main Roads, N.S.W. (This paper was presented to a Seminar on the Com- munity Benefits of Roads arranged by the Country Roads Board, Victoria. in association with the Local Govern- ment Engineers Association of Victoria and the Victorian Division of the Institution of Engineers Australia in Melbourne. on 16 March, 1982, and is reproduced with permission.) SurmaqI

Road accidents are highlighted as a sig 50 PERSONS KlLLEO PERSONS INJURE0 nificant cause of death and injuy in the community.erable to remedy It is pastdated the cause that of itthis is pref- dis- E (0 PEWUSiuum IN AUSIMLUI* im q ease through road improvements rather 30 than mend the injuries and compensate FB the victims. 24 PfWMS KIllEO II AUSTBlllllDl~POW PfRWNS INJURED Ill AUSlMllA/lmK# WN 3= 54ca Road trauma-the modem 10 epidemic ER101 KllLEO IN YlClORll 111 lmil PERWMS IIJUID IM YlClORU 11" I@ q During the 1970%over 36,OOO persons o (36.130) were killed and almost one IO@ 1170 in70 IK4 tam lam million (917.500) were injured on Aus- tralian roads (Year Book Australia No. Road Accident Injuries & Fatalities in Australia, 1960-1979 65,1981 and previous issues). Soume: YearBook Austmlia No. 65.1981 ondpreviouslssuer The Road Trauma Committee Royal Road accidents are a major health haz- these numbers continue to increase Australasian College of Surgeons, and ard. 95.301 people were casualties of despite some most effective remedial the Life Insurance Federation of Aus- road accidents in Australia during 1979 measures. tralia (Road Trauma 1980)described the which represents 6.6 persons in every road accident, or road trauma, as the 1,OOO of the population. This effect is Thefommunityfostofroad modem epidemic in Australia. most dominant in the 17-29 age group accidents The table below indicates the epidemic which makes Only 228 Of the Aus- The cost of road accidents to the com- proportion of road accidents as a cause hlian PoPulation*but accounted for munity is high but road fatalities impose of death. Road accidents accounted for 43%Of those and 474; Of those in- an especially high cost burden. The rela- 3,840 deaths in Australia in 1978-3.58 jured On roads (Road Trauma tive cost of individual accidents resulting of deaths from all causes. More signifi- 1980). in death, injury or properly damage is candy, road accidents were the major Road accidents continue to kill and injure shown in the table below (Troy and cause of death in the age group between huge numbers of People in Australia Butlin, 1971; Bureau of Transport Eco- 1 and 34, which group comprises more each War. The figure sham that nomics, 1978; Department of Main Roads. NSW. 19811. than half (588)of the population~~ (Road iauma 1980).

CAUSES OF DEATH. AUSTRALIA 1978 ~ Cause of Death Tohl Dealhs Z Dec. 1981 FataliAccidents Cancer 21887 20.2 -Fatality Costs $204,003 Heart Disease 32532 30.0 - Pro~enyDamage Gas 3m Diseases of Ciubtoy *em 24390 22.4 I ~~ corgenilal Anomalies 1 ,m5 0.9 Total Cost t207Xw) Perinatal Mortality 1,188 1.1 Personal Injuy Accidents Diseases of Rerpiratoy System 7,491 6.9 Motor Vehicle Accidents 3840 3.5 -Personal Injuycostr $5.700 - Property Damage Costs 3m Other Accidents 2.773 2.6 ~ Suicides and W-inftidd Inlurkor 1,595 1.5 Total Cost $9200 An Other Causer 11.704 10.8 ~. An Causes: 108,425 100.0 Property Damage Accidents - Property Damage Only SlMo Soume: Year Book Austmlia No. 65 1981 ~.

MAIN ROADS. JUNE 1983 57 An accident results from a shortfall in performance of one or more of these $M % three components, but more usually Police and Courts 26.3 2.1 from a shortfall in the complex interac- Vehicle and Property Damage 535.0 42.8 tion of all three. Hospital and Medical 160.0 12.8 Shorthm earnings loss 51.2 4.1 Garernments concern themselves with Residual cost-incl. long term earnings loss, pain, road safety but invariably they seek suffering. etc. 125.0 10.0 cheap solutions-at least cheap to the Insurance administration 87.5 7.0 Government budget-rather than Legal Costs 62.5 5.0 broader permanent solutions which in Fatalities 202.5 16.2 variably require a commitment of large - sums of public money to achieve wrth- TOTAL: $1.250.00 __100.0 while results. (a) Assessvat of Accident The Road Trauma (1980) Report esti. actual crashes applies throughout Aus- Redoctiop Measures mated the cost of recorded road acci- tralia, the total cost of road accidents in Usually the evaluation of an accident re. dents for the whole of Australia in 1978 Australia for 1978 wuld be $2,200 duction measure involves an assessment at $1350 Million ($1,79OM 1982). The Million 63.100M 1982) or almost hvice of the accidents prevented or alleviated, figure of $1,250 Million carered the cost the assessment in the Road Trauma with an attempt to value the savings and areas indicated in the table above. Report. estimate the benefit/cost. This assess This cost of road accidents represented The rising community cost of road acci- ment can be difficult with the lack of re- an annual cost in 1978 of: dents is, to some degree, reflected in the liable data and the problems of isolation 0 $90 per head of population increases in health and social service of the effect of individual measures. The ($130-1982) costs OUer recent years, as shown in the inadequacies of Police-reported data on 0 $189 for evey motor vehicle regis figure- below (Dobinson 1980). accidents are wll known as are the diffi- tered ($250-1982) culties the Police wdd haw in produc- It is disturbing to note the lack of any rise 0 $2O,OOO for evely casualty accident ing more comprehensive information. in expenditure on transport. of which ($29.000-1982) road expenditure is about 75%. Despite Johnston (1981)has highlighted the diffi- 0 1.6%of the Gross Domestic Product all professions preaching the advantages culty of assessing specific counter of Australia. of preventiw measures arer cures, GOIF measures due to the lack of a compatible H-r, Searles (1980)in a study of in- ernments continue to allocate greater ~ti~naldata base, a problem common surance claims for Sydney has pointed and greater amounts of their budgets to to other countries. particularly those with cut that-"More than four times as many 'Health' to patch up the road casualty a federal-state system of government. crashes occur as those which are in- and to 'Social Services' to compensate Johnston indicated that the alternative cluded in official statistics. Although the victim's dependents rather than to use of the Traffic Conflicts Technique as crashes not included in the official stat- 'Roads' to alleviate the cause. a predictor of accidents was not a valid istics generally have lower mean costs substitute for accident data. Hence, any and are less severe in terms of personal Accident rsdrretiop eolllterrusues assessment of the effectiveness of coun- injury, their total cost almost equals the ter measures to reduce road accidents total cost of crashes which appear in the Driving involves the interaction of: must remain clouded by a high degree of statistics". Assuming the relationship es- 0 the drkr, variance. tablished by Searles behueen the number 0 the vehicle. and of persons injured in official statistics and 0 the road (b) Attempts to Improve Driver Perfomaace Measures to improve driver performance have proved largely ineffective except where accompanied by extensive enforcement through legislation. It is difficult to change human behaviour except by some tangible incentive or disincen- tive. Herbert (1981)indicated that existing driver training and education programmes have not proved successful in improving driver performance. Freed. man (1979) reported that the 'SLOB campaign of N advertising had little impact in changing the present attitude to drink-driving even though it was con- YEAM EKW mm JUNE mntiniin SDTH JUNE sidered it could have some effect in the Expenditure by all Public Authorities in Australia long term.

58 MAIN ROADS, JUNE 1983 In contrast, Sukhawan and Kichtham inspections programmes, running The basic road accident (1981) reported a trial combining an lights and signalling devices. problem-the inadequate mad intensive anti-road accident publicity Modifications to reduce injuy to occu- network campaign with intensive enforcement in pants in case of accident, e.g., collaps- Although all counter measures have Thailand reduced accidents which ible steering columns, safety glass and contributed to road safety with van/ing reduction extended beyond the period of laminated windscreens, headrests, success, road accidents overall in Aus- trial. and shock absorbing bumpers. tralia persist at a high percentage of the Similarly, legislation in Australian States These countermeasures have been population. to enforce the wearing of seat belts by successful in reducing accidents and in Concentration by Governments on road motorists has proved successful in saving reducing injuries occurring therefrom, safety over recent years appears to have lives of those involved in road accidents. but in the overall scene. their impact has exhausted the cheap magical solutions, Herbert (1980)reported that when intro- been slight. as were motor cyclist helmets, seat belt duced in New South Wales at the end of legislation and advisoy speed signing on 1971. compulsory wearing laws were curves. But Governments will continue to (d) Road Improvements to credited with a 25% reduction in deaths seek these cheap panacea, for example, Reduce Accidents among vehicle occupants in the first year the current interest in 'Left Turn on Red Innumerable road improvement of operation. He estimated that the total at Traffic Signals (Galin 1979). However, measures have been applied to reduce number of lives saved in New South if the road epidemic is to be truly arres- road accidents. Most have been success- Wales between 1972 and 1980 by this ted, we must grapple with the basic ful in vaqing degrees and generally they legislation was 2,411 or 24% per annum. problem-the inadequacy of the Aus. have proved cost effective. Delaney Herbert also pointed to the high cost ef- tralian road network. fectiveness of this measure-one life (1972) reported a few of these as: saved for evey $25,000 spent on seat Pavement widening on rural highways belts-which is %th of the cost of a fatality in Victoria reduced casualty accidents (a) The Inadequacy of the indicated above. by 43%. Australian Road Network Specific inadequacies in the road net- Herbert also reported the even greater 0 Introduction of a median 3.7 m wide on an 18 km length of highway in uark that contribute to road accidents cost effectiveness of motor cyclist helmet have been shown to include: legislation wherein he estimates one life U.S.A. reduced accidents by 408. saved for evey $2.000 spent on helmets. 0 Conversion of 42 km of two lane highway to a four lane divided highway in 0 Pavements of inadequate hdth-less The significant impairment effect of Victoria reduced accidents by 30%, than 6.8 m (Broughton 1976. Caul alcohol on driving is well known. Lay 1965, Sinclair & Knight 1973). 0 Removal of trees within 4.6 m of road- (1980)points out that 50%of driver fatali- Inadequate shoulder width-less than ties or 30% of fatalities overall involve way in U.S.A. reduced accidents in- 1.2 m (Caul 1965). volving trees by 39%. alcohol-impaired drivers. Yet attempts to Cuws on rural roads less than 600 m reduce the incidence of drink-driving, 0 Channelisation of eleven unsignalised radius (Broughton 1975). intersections in Victoria reduced including the imposition of harsh legis- Grades greater than 4% combined casualty accidents by 43%. lation, have proved to have little, if any. with cums of less than 450 m radii 0 Widening of eight bridges in Victoria long term effect anwhere in the world (Broughton 1976). (Herbert 1980). This holds true even reduced accidents by 47%. Inadequate skid resistance of pave- though intensified random breath testing 0 'Stop' signs at 41 intersections in ment (Sinclair and Knight 1973). by Police in selected areas of Melbourne Melbourne reduced accidents 20% during 1978 and 1979, coupled with and 'Give Way' signs at 33 others re- Trees and poles too close to the road- harsh legislation,did decrease alcohol reduced accidents thereat by 4%. way (Delaney 1972, Herbert 19801. lated accidents; but this was significant 0 Provision of traffic signals at 41 inter- Uncontrolled pedestrian movement only at night in the study area itself and sections in Melbourne reduced acci- across arterial roads (Delaney 1972). a little beyond, and the effect was sus- dents by 32%, Lack of access controlled roads-too tained for only about tu0 weks there- Introduction of advisoy speed signs at many driwways (especially commer- after (Cameron 1981).' curves on a rural highway in New cial), median openings and intersections (Sinclair and Knight 1973, (c)Attempt. to Improve Vehicle South Wales reduced casualty acci- Delaney 1972, Head 1958). Performance dents by 604; and total accidents by Vehicles have progressively been modi- 45%. and, Lack of divided roads (Delaney 19721. fied in two ways in the interests of traffic 0 Priority Road conditions on 23 km of safety: arterial road in Sydney reduced acci- The overall inadequacy of the Australian Modificationsto reduce the incidence dents by 204;. road network is highlighted in the table below wherein fatal accident rates of the of accidents, notably improved skid Delaney indicated benefit/cost of a few resistance of tyres, but also improved Australian system are compared with measures from US. studies as: those of countries with a well develowd delineation 27 road system. 0 protective guardrail 13 'Random Breath Jesting ws introduced in New intersection 2.4 The Road Trauma (1980)Report said of South Wales in December 1982. after the prep- ". . . mion 01 this ppr. lnruficient time has * new traffic signals 1.9 this situation the Australian rate is a to comment on the results. road widening 0.24 national scandal . . .".

MAIN ROADS, JUNE 1983 59 The benefit to be derived from compre- FATAL ACCIDENT RATES AUSTRAUA AND OVERSEAS hensive improvement to the road net. COUntN Per 1 million Per 10,000 Per 100 million wrk is illustrated by two examples, the Population Regist. Vehicles veh. km. first a relatively low cost network of co- (1975) (1977) ordinated traffic signals and the second Australia 270 5.4 35 (1976) the construction of a complete city net- United Kingdom -127 3.8 2.3 (1979) wri of arterial roads. West Germany 240 - 4.0 (1979) Canada 264 - 2.9 (1976) Example I: S,C.A.T-The Sydney CO U.S.A. 212 -3.3 -2.0 (1978) ordinated Adaptive Traffic System: S.C.A.T. is a fully computerised co- Sources Rwd Tmurno 1980. Herbert 1980, World Road Stotirhcr 1980 ordinated system of traffic signals comprising over 1,ooO sets of signals covering The rates underlined can be looked at as Casualty Overall the entire Metropolitan Area of Sydney. targets for Australia. A reduction to these Crashes Crashes Of the 8.8 x lo9 km of travel in Sydney lewls wuld have reduced deaths in 1979 per 10* per lo6 in 1977, 3.1 x 109 km. i.e., almost 408, i.e., veh.km veh.km by about 1.400, about 408. and with- will be under S.C.A.T. control. out savings from injuy or property dam- Outer Urban age accidents, alone wuld haw saved Freeways 12 0.31 Sims and Dobinson (1979) estimated the the community of the order of $200 Adjacent cost of the co-ordination system (ewlud- Million. Highways ing the cost of the signal installations) in 'before' 1979 at $2.8OM ($3.7M 1982).They esti- (b) Overcoming the Freeways 59 1.67 mated that over 1.000 casualty accidents Inadequacies 0 The County Roads Board, Victoria per annum (representing 1.400 casual- To attain the targets in the previous table, (unreported. 1982) in recent studies ties or 7(1, of all casualties in Sydney) a comprehensive improvement to the found casualty accident rates for wuld be saved. The value of all acci. Australian Road network would be urban and rural freeways compared dents saved was assessed at $8.3M per necessay. Such a network wuld include with a former rural highway as - annum ($11.1M, 1982). a significant component of divided roads Casualty Exarnple2: DaCRoN-A Road Network with controlled-access freeways. This is Accidents for Sydney: especially so in urban areas where traffic per loR demands are greater and where the fatal veh. km DaCRoN is a comprehensive network of accident rate is 1% times that on rural Urban Freeways-% km on roads proposed by Dobinson and Car- roads: 64% of fatal and serious accidents Eastern, Mulgrave, West lisle (1982) for construction in Sydney in in urban areas occur at junctions, com- Gate, Tullamariw and South a single decade (1982/83 to 1991192). pared Uth 33% in rural areas (Johnson Westem 16.3 It comprises - and Ganwod 1971). Rural Freeway-Hume Free- Freeways 104 km MY 12.5 New Arterial Roads 82 km The benefit of the divided, access con- Road Widenings 255 km trolled road-the freeway-over the con- Hume Highway-undivided ventional surface road is illustrated bythe sections prior to conversion Total Length of New Roadwork 441 km following studies: to freeway abcw 41.9 The cost of the DaCRoN nehrork and the Dobinson (1971)reported accident 0 Tindall (19741 in a theoretical determi- nation of accident costs for alternative Value of benefits to be derived therefrom rates on the Sydney/Newcastle road +s assessed the cost of acci- are sham below. Expressway (a rural freeway) compared to all other rural highways in dents per km per 1,000 vehicles The accident reduction includes a saving carried on a hm lane road as 1.9 to of about 5,000 deaths and 35.000 casu- New South Wales as - 2.7 times the cost on a freeway. alties Fatal Total Accidents Accidents per108 perlOb veh.km veh.km Sydney/Newcastle BENEITTI COST OF DmCRoN NETlUORK TO YEAR ZOO0 Expressway 1$M 1981/821 1%7-1970 2.4 0.9 Cost of DaCRoN Nehrork $1250M N.S.W. Rural Benefitr1982/%3to 1999/N Sawngr horn Accident Reducuon $1.143M State Trawl Time Saungs $7,316M Highways 1970 4.4 2.0 Cperahng Cost Sawngs $2,907M ~ CoxandOthers(1979)inastudyofthe Total Benefits $11.366M Less Maintenance Costs $198M four freeways radiating from Sydney. ~ the SydneylNewstle, the Western, Net Benefits $1 1,168M South Western and Southern. of 78 km Rate of Return on Inwsment 46.3% total length reported as follows - Beneht Cost Ratio A.??

60 MAIN ROADS, JUNE 1983 coacluioa The ability exists in the Road Authorities of Australia to provide an adequate We have in Australia in the road accident, an epidemic of significant proportion, system-all that is needed is adequate bt year by year it is glibbly ignored by funds. In this respect I believe each Aus- the each member consider- tralian would prefer to see all of his $130 ing he is not personally affected. But to- Per annum Cost Of Road molTQu each healthy young adult is the Accidents)-or is it double that amount- most likely to become a of this allocated to 'Roads' to reduce road acci- epidemic. dents rather than to 'Health' and 'Social Services' to repair the casualties and The concern of Government in recent compensate the victims. And to provide years appears to haw soaked up all the an effective road network in Australia 'cheap' solutions. The real task of overall over a single decade, what is required? impnxRment to the Australian road sys- Just one quarter of each Australian's tern must be tackled if this epidemic is to $130 annual contribution to road acci- be brought under control. dents. 0

REFERENCES BROUGHTON. CJ. (1975). Accidents and Ga- HEAD. JA. 119581. Predicting Traffic Acddents m Dew. Aumalian Road Research Board. from Roadway Elements in Urban Extensions of barch. Vermont South. VktoM (Report ARR State Highwap. Highway Research Board Bulletin 441. 208. Washington. D.C.. 1958. BROUGI-TON. CJ. (1976). Analysis of Fatal Acci- HERBERT. D.C. (1981). &r Training not the dents on NSW %le Highways Uth Emphasis on whole Answer. Depatiment of Motor Transport. Road Design Features 1969.71. Australian Road NSW. Traffic Accident Research Unit. Research Research Board. Vermont South. Victoria (Report Note 8/81. No. 60). HERBERT. D.C. (1980). Road Safety in the hen- BUREAU OF TRANSFORT ECONOMICS (1978). ties: Lessons for the Ei htios Department of Motor Updating of Parameter Valuer for be in ARS. Tranrport. NSW TraJc Accident Rerearch Unit. Evaluations. Canberm. Research Report 4/80 CAMERON. M.H. 11981). Effects of Periods of JOHNSON. H.D. and GARWOOD, F. (1971). Inten&ed Random Breath Testing During 1978 Notes on Road Accident Statistks. Road Research and 1979 on Serious Casualty Accidents. Report Laboratory. Department of Environment. to Road Safety and Traffic Authority. Victoria. Crowthorne. Berkshire (RRL Report LR 394). M. H. Cameron and Associates. Blackburn. Vioria. JOHNSTON, I.R. (1981). Report of a Study Tour of Europe and the U.?A in September-Oclober. DEIANEY DJ. (197'2). Building Safety into Roads. 1981. Austdin Road Research Board. Vermont Pmceedings of Natieonal Rood Wely Symposium. South. Victoria. (Internal Report AIR WO-lSZ Canberra. 14-16 March. 1972. Commonwealth De mntof Shipping and Transport. Melboum ROAD TRAUMA THE MODERN EPIDEMIC. 1&pps 410415. (19801. Road Trauma Committee Royal Aur- halasian College of Surgeons and Life Insurance COWL, R.R. (19651, A Study of the Influence of Federation of Australia. Melbourne. Hi hway Geometric Design on Road Accidents. MI. Thesis. Unkrsity of New South Wales. School SEARLES. B. (1980).Unreported Trafi Crasher in of Traffic Engineering, Sydney. Sydney. Proceedings Aushalian Road Research ERRAlllbl Boo4 Conference,August 1980. Sydney Vermont COX. R.G.. FLEMING, D.M.. and SEARLES. B. South. Victoria. (19791. Accident Experience on Sydnqk Outer In the article "Arrestor Beds: Coming Urban Freeways National Roads and Motorists Ar- SIMS.AG..and DOBINSON. KW. 119791. SCAT. uxiation, Sydney. The Sydney Co-ordinated Adaptke Traffic *em: to Rest Safely" in the March 1983 Philosophy and Benefits. Prmeediings Internotional edition of Main Roads (pp. 29-30).a DEPARTMENT OF MAIN ROADS. NSW (1981). SbmpouJrn on recContrd Syrternr chnarrit, Cod Benefit An+r Technique and Case Study. ol Californa Berkeiev. August 6th to 9th 1979 Vol formula was giwn to calculate the Sydney. 28 ppr 1942 Instatute of Tranrponanon Studler length of an arrestor bed. The formula DOBINSON. K.W. and CARLISLE J.S. (1982). SINCLAIR AND KNIGHT (1973).RRliew of Road should have read DaCRoN: A Road Nehuork for Sydney. Pmceed- Design in Relation to Road Safety Depament of hg lnstihttion of Engineen Austmlia Conference Transport National RRliewNR/II Melbourne. v FebNary22nd to 26th. IW. Hobo& Institution of L= Engineers, Canberra. SUKtL4WAN.C. and KICHTHAM. C. (1981).High- 26a + 2.55x ways Accident Pr-neon Campaign in Thailand. DOBINSON. KW. (1980). Consenation in Tranr- Proceedings The Third Annual Conference of As an example, with V 100 kmlh part. - Thesis for Master of hronmenlal Studies. The Rood Engineering Arrociation of Asia and a 3.0 m/sec2, and the bed being on Macquarie University, Sydney Ausiralaria 20-24 April. 1981. Taipei, R.O.C. - WBINSON. KW (1971). The Conhibution by ppr 357-368. a 5% daungrade (x = -51, the length Road Engineering to Road Safeg Proceedings of TINDALL, J. 1. (1974). Economic Analysis of of fulldepth bed required would be the Institute of Criminology No.3, 1971 Road Accidents far Traffic Engineerr. Australion Road 153 rn. Adding a 50 m transition at the SafelySeminar IithNanmber. 1971.Unkrrityof Research Board Proceedings Vol. 7 Port 5 1974. WW pps 5-23. start would give a bed M3 m bg. I1 FREEDMAN. KF. and ROTHMAN. J. (1979). The TROY, P.N. and WN.N.G. (1971).The Cost of the bed was on a 5% upgrade (x = 'Slob Campaign: An Experimental Approach to Accidents. FW Cheshire Publirhing. Melbourne. Drink-Driving Marr Media Communications. +5). the length of full depth bed re. Department of Motor Transport. NSW. Traffic WM~LDROAD STA~S~CS1975-1979. (19701. quired uwld be 110 m. and the total International Road Federation, Washington. D.C. Accdent Research Unit. Sydney. length including a 50 m transition at GALIN. D. (1979). ImH Turn on Red Signal: A YE4R BOOK, AUSTRALIA No. 65. 1981. Aur- Matter of Conhaarry. Aurtmlim Road Reseorch tralian Bureau of Statistics. Canberra. Australia. the start would be 160 m. Vol. 9 No.4 Dec. 1979. Vermont South. Victoria. (And provlour issues.)

MAIN ROADS. JUNE 1983 61 Tenders Accepted by Council

Council Road No. Work or Sennce Name of Sumrsful Tenderer Amount Balranald Trunk Road No. 67 Resealing of mad. Emohurn (Aust.) Ltd. s17a712.00540,989.83 Bathurst Russell Srreot Reconstruction of bridge omvale Creek. Hornibrook Group Bland Trunk Road No. 57and Supply and qraybrmmen on both mads. Akn Bros.AspMrLtd. $5121029 Main Road No. 231 Bogan various Btumenn.seaalingaftrunkandmainroadrinCouncilaroa. FW Ltd 119216.22 Bourke RuralLocalRoadNo. 10 Constru~tionofbridgeoverTahlauaUtaCreek215kmhom Tamenco Ply Ltd. $114.700.00 Developmental Road No. 1306. B-nina VariOUS Bitumen resealing of trunk and main roads in Council area. Spra- Pty. Ltd. $6666342.00 Cessnock Main Road No. 220 Construction of 3-span PS.C.G.bridge over Wallis Creek. Wrightson Contracting Fty Ltd. $318296.00 165km south of Cessnock. Cobar Trunk Road No. 61 Bitumen n.sealing. Emohum (Aust.1 Ltd. $76574.95 Conargo Various Baumenre-realingoftrunkandmainmadrinCouncilarea. Emokum(Aurt.)Ud. s94m.55 Coolah Various Sealing of roads in Council area. %ramPty. Ltd. 1124.W.13 Coolah V?IriO"S Supply of awgateto various roads in Council area. Toprocklndwhies $30.175.00 Coolamon Various Bitumen wloaling on various roads in Council area. Canberra &hahers Pty. Ltd. $49.701.54 Cwnambk Various Bitumen re-sealing of various roads in Council area. Spraypave b.Ltd. $139.137.00 Connua Various Bitumen resealing of -us roads in Council area. Akn Bros. Asphalts Ltd. $8888$42.06 Ollcaim Various Sealing and re-sealing of -us mads in Council area. Emohum IAust.)Ltd. %2,454.17 Evans Various Sealing ofvarious roads in Cauneil area Spra- Pty Ltd. $176897.19 Gosford Main Road No. 335 Wdeningof Punt Bride over Erina Creek.2.7 km east of Ermani Conmudion Pty. Ltd. $281554.00 G0d"fnnl___ Goulburn halo Hghwab No 2 Supply and delwry of arpnahlc concrete A!Jen Bror Asphalts Ud 5247,74620 Hastings R~ralLocal Road Construaon of bndge merWho" herat Bakngana Mr J Padunson 577,844 00 Hay StaleHghwyNo 6and Supply hat and rprayC170biumen Emohurn lAun I Ltd U220566 Main Road.-- No . .514. . Hay StatPHighway No 6and Supply and delkeraggregate. Lake Bo9a Quanier. $mm.00 Main Road No 514 Holbrook Main Road No 2111 Supplyand spray bitumenon reconstruction work31 km to Emoleum (Aus1.ILtd. $45.121.69 32.7 km east of Hume Highway Lake Macquarie Main Hoad No 527 Construction of single span PS.C.G. bridge over South CMI Engineering NmcFty Ltd. $125,945.00 Creekat Warners Bay. Nambri Main Road No 343 Reconstruction and bitumen surfacing 19.3 km to 385 km Robson Excavations Fty Ltd. $15141)53.49 Wst of Wee Waa. Oberon Vanour SealingofvariourroadsinCouncilarea. Emoleum (Aust.1Ltd. $130,645.96 Parry Trunk Road No 63 Construction of bridge over Anunga Creek near Attunga R. BN~OptV Ltd. $362.409.00

21.0kmnorthofTamworth~~~~~~~ ~~~~ Tumbarumba hti0"S Bitumen surfacing of various roads in Council area. AknBms.AsphahsLtd. 193.078.79 Wellington State Highway No. 7 Conmudion ofbridge over Bell hratWdiington. Dallas Green & Co. Pty. Ltd. $505.000.00 Wollondilly Main Road No. 179 Reconstruction behwen Clifton Hill& Douglas Park Road. E. E. Emmen& Sons Pty. Ltd. $29.000.00

Tenders Accepted by Department of Main Roads TL.follorim#tend.n (lo awndtSI.WO)fortoadad bdd~rmt.rmaa.ptd forth.tbm1~tbs..d.d31L(.~l~.~ Road No. work or Sea0 Name of Successful Tenderer Amount ~ ~ Freemy No, 8 Wollongong Northern Suburbs Dirtnbbtor City01 Wollongong CO~SIN~~O~of LetghtonCmtractorsPty Ltd $1,3943970

Dridqe over Froowab an Pnnces Hxlhwavat~,~~~ Noh ~~~~~ WDlionoono State Highway No. 1 Prince;Hghway. Cityhf Shoalhaven.-Repainting of steeh&&%eel truss bridge Mr I MondeUo $372890.00 (southboundcarriagevaylowr Shoalhaven hratNma. State H3hway No. 1 Princes Highway. City of Shoalhaven. Supph fabricawn and erection of rteehrk Bowld Construaons Pty Ltd $77.49825 foracyclewayon Ihesoutherncarria~yofbtidgeoverShoalhaven~rat N,"."- State Highway No. 2 Hume Highway. Shire ofGundagai. Earthworks, drainage of prmement Citm Constructions Ltd. Schedule of constructionforTumblongd~ationsection22.3kmto27.Jkmsouthof Rates Gundagai. State Highway No. 2 Hume Highway. Shim ofMngecanibee Construction of duplicate bridge over GemyConstructions Pty. Ltd. $560.000.00 Black Bobs Creek at 27 km south of Mittagong. State Highway No.2 Hume Highway. City ofWa9 Waw and Shim of Holbrook. Eahmrksand ?Wess Contractors phlLtd. Scheduk of dminagein34.8kmto36.61011rectionofthedualcaniagewaybehueen31.0km ISouthemRegonI Rater and3J.7 km southofTarcutta State Highway No. 2 Hume Highway Shire of Mukuaree. Supply and delivery of natural gravel andlor M & N Haulage $139.400.00 crurhedrockruitabloarabare. Stare HighwayNo.2 HumeHighway. Shireof Muho.Conmuctionof SH&SPGuneron U Mophen $77?M0.00 routhboundCarriagevaybehveon7kmand IlkmroutholGoulburn. State Highwayr Nos. 2 Hume and Barton Highway. Supply and dekryof up IO loo0 t of aqhahic Bitupaw Ltd. $55,060.00 and 15 concrete tovariousareas in the Southem Division. SateHighwayNo.3 FederalHighway.ShireofMukuaree.Supp~anddelke~ofnaturalgraveland/or M&NHaulage $50600.00 crurhedrockruitablearbareto293km to30.6kmrouthof Goulburn. State Highway No. 3 Federal Highway. Shire of Gunning. Wln. mband stockpile natural gravel. load and Yabilex Pty. Ltd. $66,440.00 haul stabilised natural gravel to sites behwen 5.59 km &%.8 km south of Goulburn. Sate Highway No. 6 Mid-Western Highway. MunicipalityofCarna. Construction of bridge over Lachlan McDougall Ireland Fiy Ltd. $3,427.959.00 Kher at ha. StateHighwayNo.9 NewEnglandHghway.Supplyandlayupto1960tof5mm. 10mmand20mm BitupaveLtd. $119$31.00 asphalbc concrete from Mitchell Drk lo George Street. Maitland, 28.6 km to 29.6 km north of N-stle. State Highway No. 9 NW England Highway. Shire of Pany Construction of bridges over MacDonaH Germy Construction5 Pty. Ltd. $1247.000.00 Rirat40.0kmnorthofTamworthandPanysCreekat42.1kmnorthof Tamworth.

62 MAIN ROADS. JUNE 1983 Tenders Accepted by Department of Main Roads The folollor(ms t8md.n (11 QCQ. d $Z~.oOO)fm rord adbrid.a rorhwere mccrptsd fom tbe thm mom&. .odd S1 Marcb 19El3. . -.- .. - State Hi MysNor 9 New England and Pacific Highways Sup& and load up to400 t of densegado B~tupawLtd $20.w00 and 1% ..IOmm~sph&cconcretefor maintenanceuorkon bothHighwaysnonho1 N-k. State H hysNor 9 New England and Pacific Haway Supply and load up to 600 t of dense grade Boral Resources (NSW)Fly. Ltd. $29,100.00 and 11 10 mm asphaltic concrete for maintenance wrk on both Highways north of Nwastle. StateHighyNo.9 NeurEngkndHlghwayandPuttyRoad.Supplyandbyupto 1330taf lOmm Bihlpap Ltd. 197.024.00 and Main Road No. asphaltic concrete for maintenance on the Highway and Putty Road. 503 State Highway No. 10 Pacific Highway. Shire of Manning. Construction of superstructure lor bridge mer Leighton Contractors Pty Ltd. $1.489.750.W SteurartsRlwratJohns~r.37.8kmnorthofTaree. Sate Highy No. 10 PMitic Highway. Ciof Newcastk and Shire of Pod Stephens. Construction of Leighton Contractors Pty Ltd. $3.1%.400.00 reinfarredconcretecart-in-placopikrandpilecapsfor bridgeover Hunter Rlwr ".-+ .Hahsm ._.." .... State Highway No. 10 PdCi~HighwaySupply~ddehyofupto500toftypeFAcomenttoundening KooragangCement Pty Ltd. $441.195.00 and reconstruction at interseaion Uth Highusy at Doyalson. State Hhhwav- . No .10 PaclficHighwa)lSu~andbyupto300toflOmm~hal6cconcretetoVan Bitupavo Ltd. 124679.00 Stappenr Corner. 1062 km to 106.9 km north of Sydney State Highmy No. 10 Pacific Highway Rotornilling. supply and lay 900 t of asphak concrete betwoen Bibpap Ltd. $73,425.00 Dudley Road and Charlestaun Road. Charlostow. State Highway No. 10 Pacific Highway Hadage of 20 OOO t of slag skulls to reconrt~ctianand widening TonChadwick Transport Ltd. $53.400.00 behwen 27.6 km and 305 km nodh of Nwasth. State Highway No. 10 Pacific Highway Shire ofTwed. Suuuh, and dellwry of UP to Imm3of 7 MPA B.M.G. Resources Ltd. $58,857.60 readymuodconcroloberween 1037bmta lC59kmnonhalBaUina %le Highways Nor Pachc and WyHMhways Supply heat and spray C170 brmmen and tncolporaie Spraypaw Pty Ltd. $152.735.71 IOand 11 tho Deoanmont'rcunerand, oraddnkprdunna IW/@3 State Hlshwav-. No. 11 oxlov Hhv.Shire of Warren Construction of ~mroaches.. to bridqe- over G. H. & W. B. WoUins - 334.710.00 Mkquarie Riuoratwanen. State HighwayNo. 14 shlrt Highuay Shire ofWenmrth.Conslme60nof bridgeover Murray Rlwrat Transbridge-DMrbn of Tranrfieki $3595.726.00 Mildura. (NSW)Fly.Ltd. StateHighwayNo. 14 SturtHighway.ShireofWentwolth.ConstructionofapproachbridgesNos.1.2.& Pea~nBridgeFly.Lid. 11.100.085.70 3 werMurray Rlwr hodPlain at MCdura. State HighwayNo. 16 Bruxner Hwhway.Shiresof InvoreUandTente~eld.Construciionof bridgerover Hanna&Edmed (Constructions)Fly. $410,089.00 Dumaresq Rwer &rRw Channel and Beardy Rwerat 74.0 km. 79.8 km and Ltd. 875km wit ofTenterfield rerpecmly State Highy No. 19 Monaro Hishway Shire of Cooma-Monaro.Manufacture. sup& dellwry. E.PM.ConcreteFly. Ltd. $47335.00 unloadingand stachingof precast pre-tenrionedbridge planks far bridge over CwmaCroeh 106.0kmsouthafCanbena. State HishyNo. 21 Cobb Highway. Shire of Hay Construction of bridge merLxhbn Rber at Booligal I. W. & K M. Hunt Fty Ltd. 1161.%220 Sate Highww, No. 25 lhnaHighway Shire of Wingecarribee Construction of bridge over Medway Rimpa Constructions 1174882.00 Rdetat SunonForerL5.5km~stofMorJ~. Trunk Road No. 54 Ciiof Goulburn. Construction of Marsdens bridge at 32 km north of Goulburn. Germy Constructions Fly. Ltd. 16698$00.00 Trunk Road No. 90 Shire of Great taker. Construction of bridge werMammy Johnsons Rlwr at A R. Dickinson C~nst~~ti~nCo. Fly. $473,W.70 ShoudRoad.76.1kmnodhofNourcartlo. Ltd. Main Road No. 165 Municiiahyof Leichhardt. Fender repairondnvnstreamr~eofGhbeIsland Australian Wharf & Bridge Fly. Ltd. $39,478.00 Main Road No. 198 Sh%&psey Construction of bridge over KinchebCreokat 6.7km north of J. B. Daules Enterprises Fty Ltd. $742232.00 Gladstone. Main Road No. 253 Shiresof Oberon & Evans ConstrucWn of OConneU Bridge over Fish Rkrat Nowst Holst Auslraba Fly. Ltd. $476620.00 O'ConneU.26.4 km north of Oberon. Main Road No. 256 Ciiof Goulburn. Demolition of old Kenmore Bridge J. S. Holli-rth $21.777.00 Main Road No. 309 Gty of Panamam. Const~ctionof abutment A and Pien 1.2and 3 for bridge mr J. & P WitBros. mrading) Fly. Ltd. 3341.~0 Carlingford byLine and A%kenr Creek in James Ruse Drive at Rosehill. Main Road No. 309 City of Panamana. Manufaaure, dehyto site. unloading and rtadung in precast EPM. Concreto Fly Ltd. $145.705.94 deckslabsfor bridgeovzrGrIingfordRaikrdyllneand A'BockonrCreek in James Ruse Drive at Rosehill. Main Road No. 309 City of Parramatta. Manufacture,delkr to site, unloading and stacking of precast Humes Ltd. $~4s,a%.oo pro-tensionedconcrete girders for bridge over Carlingford Raby Line and A'BeckeUs Creekin James Ruse Drive at Rosehill. Mdn Road No. 503 Rm-l of chainwire fencing and erection of guardrail on Putty Road. James Corlis $20.725.00 UrhrsiM Road Shireof hmaresq. Constructionof bridgemrGara Rberon Armidale-Kangaroo Civil ShuchmsDkWon.Roberts $247,019.10 Hilk Road at Thalgarrah. 18.4km north of Armidale. ConrtNction Ltd. UrhsiKed Road Munkiili of Hastings. Construction of bridge over Hastings Rlwr at 2.0km east Hanna & Edmed IConstrudionsl Fly. 11,081200.00 of Wauchope on Wauchope-kUan~Road. Ltd.

MAIN ROADS, JUNE 1983