MINISTERIAL CHANGES

Since the resignation from Cabinet of Mr. Rex JOURNAL OF THE DEPARTMENT OF MAIN ROADS, Jackson, who was Minister for Roads up to 27 October 1983, the Hon. L.J. Brereton, M.P., the MARCH 1984, VOLUME 49 NO.l ISSN 0025-0597 Hon. G. Paciullo, M.P. and the Hon. P.D. Hills, M.P. have successively held the portfolio of Minister for Roads. Mr. Hills was sworn in on 10 February 1984. CONTENTS Patrick Darcy Hills was born on 31 December 2 MINISTERIAL CHANGES 1917 and educated at Marist Brothers College, 3 $5 BILLION ROAD PROGRAMME REGION Darlinghurst. From 1948 until 1956 he served as - Berowra to Wahrwnga Section of F3 an Alderman of the Sydney City Council. He was 4 - Widening of Pennant Hills Road Lord Mayor of Sydney from 1952 to 1956. In - Duplication of addition, Mr. Hills was a member for the Sydney 5 - New Pymble Interchange County Council 1949-54. He held the position of - Duplication of Tom Uglys Bridge Chairman in 1952. 6 - Regentville Bridge Duplication Mr. Hills has been the Member for the electorate of 7 - F5 from Casula to Beverly Hills Elizabeth (formerly Phillip) since 1954. He was the 8 - Arterial Route between Liverpool and Wentworthville Minister Assisting the Premier and Treasurer in - Continuing Western Region Roadworks Programme 1959; the Minister for Local Government and 10 $5 BILLION ROAD PROGRAMME: ILLAWARRA REGION Highways 1959-65 and concurrently Deputy - Extension of F6 to Yallah Premier 1964-65; the Deputy Leader of the - Kiama Bypass Parliamentary Labor Party 1965-68 and Leader 11 $5 BILLION ROAD PROGRAMME HUNTER REGION 1968-73;the Minister for Mines and Energy 1976; - New Bridge over Hunter River at Singleton the Minister for Industrial Relations, Mines and 12 -Hexham Bridge Duplication Project Energy 1g76-78; the Minister for Industrial 15 - F3 from Wyee to Wallsend Relations, Technology and Energy 1978-80; the Minister for Industrial Relations and Energy 16 $5 BILLION ROAD PROGRAMME: COUNTRY REGIONS 1980-81; the Minister for Industrial Relations and - Improvements on Technology 1981-84; and now, Minister for - F3 from Calga to Ourimbah Industrial Relations and Roads. 17 - Two New Bridges for Tweed Heads Area We congratulate Mr. Hills on his appointment as 18 - Three Bridges over the Murray River Minister for Roads. 20 CONSTRUCTION AND MAINTENANCE OF PAVEMENTS

30 TENDERS ACCEPTED BY COUNCIL5 AND DEPARTMENT

Issued by the Commissioner for Main Roads, B.N. Loder Price one dollar. Annual subscripiion four dollars port free. Editors may use information contained in this Journal unless specifically indicated io the contrary. provided the exact reference thereto is quoted. Additional copies of this Journal may be obtained from the Public Relations Section, Department of Main Roads, 309 Castlereagh Street. Sydney, New South Wales, . Typeset by Koyret Phototype Pty. Ltd Printed by Blake & Hargreaves.

2 MAIN ROADS, MARCH 1984

~ - $5 BILLION ROAD PROGRAMME

New South Wales’ roads received a great in reduced travel times, lower vehicle The overall work will involve nearly four boost in September 1983 when the costs and reduced accident costs. million cubic metres of earthworks and Premier, Mr. Neville Wran. Q.C.. an- the construction of 14 bridges. Furthermore, an additional 8.000 jobs nounced a $5 billion road programme. will be created in the State’s road The freeway will be constructed in cutting The roadworks are being undertaken construction industry as well as associa- to the maximum feasible extent to reduce throughout New South Wales and they ted industries supplying equipment and both visual and noise impact on adjacent will be completed over the next five materials. properties. The use of noise barriers will years. also be considered. This article features a number of major The prime objective of the programme is works being undertaken within the pro. The natural environment will be pro- the improvement of the State’s arterial gramme. Future issues will contain more tected with special measures to control road system. New construction work will detailed accounts as projects near com- erosion and preserve natural vegetation. absorb about $3.5 billion, with the pletion. The year 1988 will see a higher Erosion controls include minimal veg- balance being directed to maintenance. standard road system that will benefit the etation clearing, sediment control, rock The works will double the present 170 whole of New South Wales. facing of embankments, lining open kilometre length of freeway standard drains, mulching and accelerated roads. They will provide a sealed surface SYDNEY REQlON revegetation. to more than 250 kilometres of gravel Natural vegetation will be preserved by road and will reconstruct in excess of Berowra to Wabmooga minimising disturbance, controlling 1,000 kilometres of pavement. %CtlOD Of FS stream velocities and topsoiling, seeding It has been estimated that the expendi- In 1979 the Australian Government and mulching after construction. Native ture of these funds will result in annual approved the National Highway system flora will be encouraged, especially in savings to the community of $800 million being extended from Berowra to landscaped areas. Wahroonga. This was based on the grounds that Pennant Hills Road and the A contract has been awarded to Pearson Pacific Highway near Pearces Corner at Bridge Pty. Ltd. for construction of the Wahroonga provide the first acceptable Edgeworth David Avenue bridge over the loading and dispersal points for freeway Freeway at Wahroonga. traffic. The overall project is planned for com- The New South Wales’ Government has pletion during the 1988/89 financial year approved the location of this work at an estimated cost of $65 million. between Wahroonga and Mt. Colah, and an early decision is to be made on the Wideoimg of Peooamt Hills Road section north of Mt. Colah to permit Work commenced recently on the widen- completion of the whole length within four ing of Pennant Hills Road over the 6 km years. length between Beecroft Road, Pennant The proposed route commences near Hills and Pearces Corner, Wahroonga. Pearces Corner, the intersection of the The work is expected to take about five Pacific Highway and Pennant Hills Road, years to complete at an estimated cost of and connects with the existing Freeway at $36 million. Berowra. Improvement of this length will comp- Interchanges are proposed at Mt. Colah lement the extension of the F3 - (Ku-ringgai Chase Road). Windy Banks Sydney-Newcastle Freeway south from and Berowra. Overpasses will cross the Berowra to Pearces Corner, by facilitat- Freeway at Alexandria Parade and ing the loading and dispersal of traffic. Edgeworth David Avenue, Wahroonga; There will be three lanes in each Church Street and Harwood Avenue, Mt. direction, each 3.4 m wide with a 1.5 m Ku-ringgai; and Cowan Parade, Berowra. median. Right turn bays will be provided Dual carriageways will be provided for at intersections. the full length. From Pennant Hills Road Bridgeworks to be undertaken include the at Wahroonga to Ku-ringgai Chase Road widening of the Pennant Hills Railway at Mt. Colah the carriageways, each overbridge to six lanes and the construc- 11.1 m wide, will have three lanes. From tion of a footbridge at Normanhurst, Ku-ring-gai Chase Road to Berowra the adjacent to the public school. carriageways, each 7.4 m wide, will have two lanes. The effect of the route on adjacent

MAIN ROADS. MARCH 1984 3 property is substantial but unavoidable. It lies along the ridge between Lane Cove River and Berowra Creek headwaters, and there is no practical alternative to link the western and northern regions of Sydney. When completed the work will considerably reduce traffic on adjacent local streets.

Dmpiiutiom of the &id- over Parrwtta Pivor at Ubn Poimt, Ryde The existing Ryde Bridge is a 328 m long, three lane steel truss and girder bridge with a footway on the upstream side. The bridge provides for three lanes of traffic under a 2/1 tidal flow arrangement. The direction of travel in the central lane is controlled by movable medians which operate automatically in response to I traffic demand. However, delays in peak The needs of river traffic in the area have hour are still common and construction of Etc.H..---=t- been provided for in the design of the new a duplicate bridge is proposed to alleviate .-t&p-.~,,,.,. bridge. River traffic generally passes these problems. - under the three main span openings of the The new bridge will carry southbound existing bridge and similar size openings The need for the interchange is evident traffic. It will be located immediately have been provided in the duplication. because of: downstream of the existing structure Approach spans in the new structure are which will be retained to carry approximately twice the original length of 0 long delays experienced at the intersec- northbound traffic the existing spans, thereby reducing the tion during peak hours; number of piers. New piers will be aligned a high accident rate at the site; It is proposed to construct a 334 m long bridge, with continuous steel trough where practicable with existing piers, 0 the constraints currently imposed on again for the convenience of river traffic. girders and a concrete deck. The deck vehicle movements. section provldes for a three lane The duplicate bridge will be completed Future traffic growth will exacerbate the carriageway of 11.4m between kerbs during 1987. present situation. and there will be a 3.6 m wide shared Design pedestrian walkway and cycleway on the New Pylbk Irtercbanse downstream side of the structure. A two level interchange is proposed with Work is about to commence on an Mona Vale/Ryde Road passing under the interchange at the intersection of the Pacific Highway. Ramps will connect to Pacific Highway (State Highway No. 10) the highway level where all turning with Ryde and Mona Vale Roads (Main movements will take place. The design Road No. 162) at Pymble. features a special U-turn facility which enables access to and from the adjacent local street system. The underpass involves excavation of a slot, 70 m long and 24.2 m wide, to carry Mona Vale/Ryde Road. Consultants who are designing the work have proposed the use of bored piles to support the deck. After this is constructed and carrying highway traffic, excavation for Mona Vale/Ryde Road will proceed. The deck will be 34.7 m wide including approach slabs. Retaining walls up to 7 m high are required on the approaches. These will be either cantilevered retaining walls, or concrete lining walls anchored to rock. Adjustments are required to watermains, sewers, telephone lines, gas mains and electrical cables.

4 MAIN ROADS, MARCH 1984 Associated work by the State Rail Authority has been underway since September 1983. A new two span 50 m long rail bridge is being constructed to the east of the existing 24 m long structure which will .be demolished. The new approaches will feature reinforced earth walls. Completion is expected in June 1985 at an estimated cost of $5.5 million.

Construction It is proposed that the work be executed in five stages, involving four major traffir switches: Stage 1 -State Rail Authority bridge Stage 2 - Work in Ryde Roac (concurrent with Stage 1).Ramps an( temporary lanes in Mona Vale Roac (to commence 12 months prior to firs traffic switch). The complex nature of the staging is Stage 3 - Traffic switch 1 (for six necessary to maintain traffic flow during months). No change to Pacific High- construction. Public utility adjustments way. Mona Vale/Ryde Road traffic will add further constraints in program- channelled onto ramps and temporary ming. lanes. Construct western 29 m length The project is being financed under the of cutting and ramp in Mona Vale Australian Bicentennial Road Develop bottleneck on the . To Road. ment Program. The total cost, including overcome the problem, a new bridge is Stage 4 - Traffic switch 2 (for four the rail bridge, is estimated at $14 being constructed downstream from the months). Pacific Highway moved to million. existing structure. When completed, the the east, Mona Vale/Ryde Road traffic three-lane bridge will carry southbound still channelled onto ramps. Construct traffic and the existing crossing will carry centre 21 m length of tunnel. Dmpliutiom of Tor Usbs BrldSe northbound traffic only. Stage 5 - Traffic switch 3 (for eight The existing steel over the The new bridge will consist of a nine span months). Pacific Highway moved to at Tom Uglys Point, composite steel box girder/reinforced the west. Construct final 20 m length Blakehurst was opened to traffic in 1929. concrete deck structure, 604 m long and of tunnel. Traffic switch 4 to final The bridge provides three traffic lanes 16 m wide. A length of 70 m has been arrangement. which operate on a 211 tidal flow adopted for intermediate spans and 50 m arrangement. Movable medians change for end spans. The major span length was the direction of travel in the central lane adopted to match those of the existing to accord with traffic demand. bridge so that navigational access will not Because of the high volume of traffic, the be restricted. The total length of the new bridge has become a serious traffic bridge will be slightly greater than the existing bridge as the new structure will also span access roads on both northern and southern foreshores. A minimum vertical clearance of 6.73 m will be provided above high water level, which is similar to that at the existing bridge. The depth of the superstructure will be kept to a minimum both to maintain the same vertical clearance for navigational purposes and to minimise the differences in carriageway levels in the bridge approaches. The bridge deck will provide a three-lane carriageway, 12.9 m wide between kerbs, - with a 2.1 m wide footway on the downstream (eastern) side. The three composite concrete and steel box girders forming the superstructure cross-section

MAIN ROADS, MARCH 1984 5 will be continuous over their full length Construction details The bridge was designed by Consultants. A tender for the construction of the and will be anchored to one abutment so The new structure will be 16.4m wide that all movement takes place at the bridge has been let to Transbridge overall and will have a length of 318.4 m Pty.Ltd. for $2.7 million. Work should be single expansion joint located at the between the faces of the existing abut- opposite abutment. completed by the end of the 1984/85 ments, made up of three central spans financial year. The superstructure will be supported on 71.6m long and two end spans each piers comprising single reinforced con- 51.8 m long. F5 from Camdm to Beverly Hills crete walls. Each pier will be supported The shore piers to be constructed on each on eight large diameter open-ended steel The F5 - South Western Freeway is river bank will be supported on one metre planned eventually to extend from Syd- piles driven through river sands up to diameter cast-in-place piles, each having 50 m deep to rock. ney's inner south west to a point south of a capacity of 300 tonnes. Berrima. The Department is presently The new structure is an Australian The superstructure will comprise a twin concentrating on the length between Bicentennial Road Development project. cell prestressed concrete box girder with Casula and Beverly Hills, and proposes to It will cost approximately $9 M and is a stiffened reinforced concrete cantilever construct the road south from Aylmerton expected to be completed in 1986. cast on the northern edge to support the towards Berrima in the near future. footway. Re~ertvilleBdd- Dmpliution Casula to Moorebank The box girders will generally consist of The first 5 km section of the F4. Western precast concrete segments 12.3 m wide Construction of the F5 from the Hume Freeway between Regentville and Emu overall. Precast diaphragms 760 mm Highway, Casula to Heathcote Road, Plains was opened in October 1971. As wide are provided at each pier. The Moorebank is to be completed by mid- part of this section, a two-lane, maximum weight of the precast units is of 1984. prestressed concrete bridge was con- the order of 40 tonnes. The end stressing structed over the Nepean River at The work is being carried out in three blocks to the superstructure at each stages: Regentville. (See 'Main Roads' Journal, abutment are to be cast-in-place. Vol. 37, No. 2, p. 46.) Stage 1 -the section from just east of At the time of its construction, provision The bridge is to be constructed on a span the Hume Highway to the western was made for the bridge to be duplicated by span method of construction proceed- abutment of the new bridge over the at some future date. Therefore, full width ing from the eastern abutment with the Georges River. Earthworks and drain- abutments for both bridges were com- precast segments being joined by a age were carried out by Walker Civil pleted initially and the two river piers for 90 mm wide cast-in-place concrete joint Engineering Pty.Ltd. at a cost of the future bridge were constructed to before being stressed together $247,800. The construction of the above normal water level to facilitate longitudinally by internal 22/12.7 mm Hume Highway junction will cost later work. strand tendons. $400,000. The existing structure provides one lane The northern pedestrian railing and the for eastbound traffic and one lane for steel railing of the traffic barrier of the westbound traffic. It will be used for two existing bridge will be removed and re- ~~pllcote.fL~~~~rcn&sriitto westbound lanes of traffic when the new used on the new bridge, together with the p~ol&dn~c~a~~y~.f~heF4- bridge, for eastbound traffic. is com- fluorescent lighting units for the footway ~~~~r=.:~,~oll.r'~~epe~E1- pleted. located at the back of the traffic barrier.

6 MAIN ROADS, MARCH 1984 Stage 2 - the section from the carriageway along this section as soon as On a larger scale, the route will provide eastern abutment of the bridge over possible to provide an improved through better access between Campbelltown and the Georges River to Heathcote Road route. Hornsby, drawing traffic from other including the junction with Heathcote routes. Road. Earthworks and drainage are Most of the area at the northern end of being carried out by J. Smit and Sons the route is developed, but development at a cost of $1,038,373. Arterial Romte between Liverpool and Wenhortbviila is still occurring to the south-west in the Stage 3 - the laying of cement St. Johns Park area. This is certain to concrete pavement over the entire It is planned to construct an arterial route increase traffic density in the near future, length. A contract for the amount of from the Hume Highway at Liverpool, via including cross traffic to the amenities and $1,198,975 has been let to Citra Smithfield, to link with the Parramatta railway line at Cabramatta, Canley Vale Constructions Ltd. The pavement will Bypass at Wentworthville. and Fairfield. be four lanes from the Hume Highway This will involve the upgrading of Second- The route has been designed initially as a to Moorebank Avenue and two lanes ary Road No. 2071. It is the only four lane divided carriageway. A wide thereafter. classified road running north/south be- median is being provided to allow for the tween Woodville Road and Wallgrove addition of two lanes at some later stage. The new four lane, 290m long bridge Road. The route traverses industrial over the Georges River is a seven span areas at Smithfield and Liverpool. The Work has commenced at Cambridge structure with a composite steel box busy commercial centre of Parramatta Street, south of Canley Vale Road; girder and reinforced concrete deck. It is will be more easily accessible, as well as Joseph Street, south of St. Johns Road; 15.1 m wide between kerbs and has an the industrial areas of Pendle Hill and and Joseph Street, north of John Street. overall width of 18.3 m including a 2 m Chipping Norton. The estimated cost of the upgrading to wide footway. The structure was built by four lanes is $28 million. Enpro Constructions Pty. Ltd. for $3 The three geographic barriers that will be million. encountered are Prospect Creek, Orphan School Creek and the Sydney Water The bridge carries the F5 over the Main Supply Canal. These points currently Coiti~liisWestern Resiom Southern Railway Line and Lakewood attract traffic delays because of limited Roadworks Programme Crescent. It provides an alternative to the alternative crossings as Smithfield Road nearby causeway crossing at Cambridge and Fairfield Road are the only main In October 1982, the State Government Avenue, Glenfield, which is subject to routes between Merrylands West and announced an extensive programme of flooding. Fairfield Heights. roadworks for Sydney’s fast-developing Western Region. Over 40 projects are At the northern end of the route, two involved, which will cost an estimated deviations will have to be constructed to Moorebank to Beverly Hills $115 million, and be completed in the ease traffic congestion on Centenary 1986187 financial year. Design is well in hand for the whole length Road, South Wentworthville. At the of the Freeway between Heathcote Road, southern end, a deviation is required to This programme of road improvements Moorebank and King Georges Road, link Joseph Street to Orange Grove Road will reduce travelling times as well as Beverly Hills. It is the State Government’s at Cabramatta West. This would ease transport costs (particularly for industry). intention to complete a single traffic flow on Sackville Street between reduce road accidents, provide better Canley Heights and Fairfield. Other communications for social, recreational minor deviations are required at St. Johns and cultural activities and accelerate the Road, Canley Heights and Hamilton commercial development of the western Road, Fairfield West. region

MAIN ROADS, MARCH 1984 7 Many of the works are already underway, including these three major projects:

Completlom of F4 betweer Amhm amd Hards Park In December 1982. the Premier, the Hon...... Neville Wran. Q.C., officially opened two ... .. sections of the F4 Western Freeway, from Young Street, Concord to Melton Street, Auburn (5.7 km) and from Church Street, Harris Park to the at Frances Street, Mays Hill (3km). Work is continuing on the middle section between Auburn and Harris Park. Melton Street, Auburn to James Ruse Drive, Granville: When this 2.1 km section is complete, access will be available from James Ruse Drive and Silverwater Road. The main feature of this section is the bridge over Duck River at Auburn. It is 300.2 m long consisting of nine spans of precast, post-tensioned segmental gir- roadworks and construction of the new Lhplk.tlonofUuM4eM.rsrllL ders. bridge over the Carlingford Railway are C*ekrtSt.#frrv.ontheru&.rr Wd- well in hand. This bridge is programmed HI#b8CQy. Bridges will carry the freeway over for completion in August 1984, though Deniehy and Wentworth Streets, work on medians and guardrails may The whole section from Melton Street to Granville, and an overbridge will carry have to be delayed to facilitate traffic James Ruse Drive is expected to be open Stubbs Street, Auburn over the freeway. switches while the level crossing in James to traffic in September 1984. Opening of this section is tied to the Ruse Drive is removed. Part of the completion of James Ruse Drive, where viaduct over James Ruse Drive between James Ruse Drive, Granville to Church Granville and Harris Park will need to be Street, Harris Park built before construction of this section This 1.8 km section will be in viaduct for can be completed. its full length. The design of the viaduct includes the crossing of the quadrupli- cated Western Railway Line at Harris Park. Foundation piling has been completed between Wentworth Street, Clyde and the Carlingford Railway Line, and is under way between the railway line and Onslow Street, Granville. Work on the viaduct superstructure is in progress, and the project is programmed for completion by 1985186 at an esti- mated cost of $33 million. Completion of the viaduct will join the whole length of freeway between Con cord and Mays Hill, giving an overall 12.4 km of uninterrupted freeway. The total project will have involved the construction of 24 bridge structures, and cost $105 million.

Exteamion of Parramatta Bypmss In March 1984. tenders will be invited for the construction of a further section of the Parramatta Bypass. This consists of a six “Ilane divided roadway from Old Windsor

8 MAIN ROADS, MARCH 1984 Road, Northmead to Wentworth Avenue, Wentworthville. When completed, the Parramatta Bypass will form a ring road system around the Parramatta Central Business District. It will link Parramatta Road, the F4 West- ern Freeway, , Kissing Point Road, Pennant Hills Road, Windsor Road, Old Windsor Road, the Great Western Highway and Secondary Road No. 2071 (the arterial route between Wentworthville and Liverpool). The ring road will not only provide a bypass of Parramatta, but will provide a focus of radial arterial routes onto the Parramatta Central Business District, encouraging its future development and that of surrounding areas. When this new section is finished, the only outstanding section of the route will be from Wentworth Avenue to the Great

MAIN ROADS, MARCH 1984 9 Western Highway, involving a grade built and will provide for two westbound features of the freeway and will allow separation at the Great Western High- traffic lanes. The final stage of widening access from the Princes Highway to the

wall ~~~~ growing residential areas of Kanahooka, ..-.. the hiahwavL, to six lanes between O'Connell Street, Werrington and Parker Koonawarra and Lakelands. The contract for this part of the bypass Street, Kingswood is also underway. will include all clearing,- earthworks, Dapto to Yallah drainage, pavement, kerbs and gutters, IUAWAmmA guardrails and landscaping. It will also EEBIOIY Earthworks and pavement construction include the demolition of the concrete are being carried out on the 4.5 km Extenmion of F6 to Yahb channel at Coopers Creek and the section south of Fowlers Road to the construction of a new reinforced box The F6 Southern Freeway is planned Princes Highway at Yallah. This section is culvert. eventually to link Sydney and Wollon- expected to be completed by rnid- gong, and then proceed south to Kiama. 1985. The Department will arrange separately The route will generally run parallel to the for fencing, property adjustments, sign- Princes Highway. posting, linernarking, traffic signals and all Kiama Byp.m. public utility adjustments. Sections of the F6 have been completed Work has commenced on the construction progressively since 1963. including a The contract period is 60 weeks, and it is of a $20 million deviation of the Princes 15.5 km length from Mt. Ousley to expected that the work will be completed Highway to bypass the main shopping Fowlers Road, Dapto and the 23 km and open to traffic by June 1985. and business centre of Kiama. Waterfall . Bulli Pass Tollway. Work is Estimated cost of the project is $2.9 presently continuing between Kanahooka The 5.3 km long bypass will extend and Yallah. Total cost of this section is southward from near North Kiama Drive estimated at $11 million to rejoin the present Highway near Easts It will have dual carriageways, Improvements to Great Western Beach. Kanahooka to Dapto each with two lanes, separated by a Hisbway median, with an additional climbing lane At present, the two carriageways of the Widening of the Great Western Highway on some lengths. The new route will be a freeway merge into one just north of (State Highway No. 5) to six lanes motorway with restricted access, giving Byamee Street, Dapto. A bridge will be through Prospect, St. Marys and priority to through traffic. Four bridges built to carry another F6 carriageway Kingswood is being carried out at an will carry the bypass over over Byamee Street. When completed estimated cost of $32 million. Property this year, it will enable the second 0 and public utility adjustments have com- the railway siding near Panama Street carriageway to be extended further menced preparatory to widening to six 0 Spring Creek south. lanes between Glossop Street, St. Marys e Terralong Street, and and Gipps Street, Werrington. A new The Byamee Street bridge and others 0 Bland Street. bridge duplicating the existing crossing of already built at Harvey Street, Fowlers South Creek at St. Marys is now being Road and Emerson Road are essential Another bridge will carry Saddleback Mountain Road over the bypass. At this location (i.e. Saddleback Mountain Road) the bypass will be in a cutting about 20 metres deep. At Terralong Street, a short length of new access road will be built just to the west of the bypass to provide a link between the through route and the local street system. Connections to and from the bypass will also be available at Gipps Street, and at the southern end. Associated roadworks will include a connection between Hutchinson Street and Panama Street, to the west of the bypass, north of Kiama. Local traffic links will also be maintained by the building of a connection between Farmer Street and Hothersal Street (North). east of the bypass. The work being carried out in 1983/84 is being financed with $1 million made available by the Federal Government /

10 MAIN ROADS, MARCH 1984 under an Assistance Programme for ember 1983 to mark the commencement Special Development Projects and Em- of earthworks on the bypass. ployment Generation Initiatives in the New bridw over Hmmter Bivet at The then State Minister for Roads, the Hunter and Illawarra Steel Regions. A Simsletoa Hon. George Paciullo, M.P. and the further $3 million will be available for the Federal Member for Macarthur, Mi. A new bridge over the Hunter River at bypass in 1984/85 and subsequently Collin Hollis (representing the Federal Singleton is under construction. The new normal State and Federal road funding Minister for Transport, Hon. Peter Mor- structure will form part of a deviation of will be used. ris, M.P.) each dug out a spadeful of earth the New England Highway. to give a symbolic start to the project. It is expected that the work will take At present, the highway traverses the Work was then continued by two Depart- about three years to complete. When Dunolly Bridge, a narrow timber structure finished, the bypass and associated recon- mental bulldozers. built in 1905. This can no longer cope struction and up-grading of the Princes Mi. George Peterson, State Member for with the large volume of traffic, substan- Highway to both the south and north of Illawarra was present on behalf of the tially heavy vehicles, which now uses the Kiama will eliminate the long delays to local Member for Kiama, Mi. Bill Knott. highway. When the highway traffic has traffic which often occur in this area Also in attendance were the Mayor of been diverted, Dunolly Bridge will be during peak holiday periods. Kiama, Alderman Arthur Campbell and redecked and retained to provide access By taking away through traffic. the bypass the Commissioner for Main Roads, Mi. to and from the Putty Road, which links will make conditions much more pleasant Bruce Loder. Sydney's Western region, via Windsor, to in the other streets of Kiama. It will bring the northern areas of the State. Both Mi. Paciullo and Mi. Hollis spoke safer conditions to both through and local briefly about the project to a small The new bridge will be 260 m long with road users as well as for shoppers, people gathering - and each planted a tree to provision for two lanes of traffic. There living on the present route of the Highway mark this important occasion in Kiama's will be a footway on the downstream side and visitors to this popular South Coast history. of the bridge and the offloading ramp for tourist Centre. southbound traffic will enter into Queen A short informal ceremony was held near An oerlol view of lhc outskirts of Kimma. Street, Singleton. vlbcre the bv0-s ~IIbe bulll. Saddleback Mountain Road on 19 Dec- The substructure contract, awarded to Transbridge Pty. Ltd. in September 1983 for a tender price of $365,000, is nearing completion. A contract for $1.8 million has recently been awarded to Enpro Constructions Pty. Ltd. of Unanderra for construction of the bridge superstructure. The whole project is expected to be completed by 1986 at a cost of $6 million. It will be fully funded as part of the Australian Bicentennial Road Develop ment Program.

Tbe Heabai Bridle Dmpliutiom Project Work is well advanced on the construe. tion of a second bridge across the Hunter River at Hexham, just north of Newcastle on the Pacific Highway. The new bridge is expected to be opened to traffic late in 1985 to supplement the existing narrow steel truss structure. The second bridge will be the central feature of a $14 million project to improve traffic flow at the junction of the Pacific and New England Highways at Hexham. These form the main corridor between Newcastle and surrounding re- gional centres such as Raymond Terrace, Maitland and Cessnock, carrying heavy commuter and industrial traffic as well as tourist traffic.

MAIN ROADS, MARCH 1984 11

~ r

The Hunter Valley is being developed as bridges, in addition to the traffic of 900 The Dumdly Sridae at Slm#leton wlll be a major industrial growth area. The new employees commuting daily. rrtdmcdforacce.. to the PuttyRomd. bridge is one of a number of large projects underway in the area to build the The 382.8 m long bridge comprises three Existing bridge transport infrastructure required to ser- 12.2 m long steel girder spans on the vice this development. The existing Hexham Bridge was opened southern river bank, six steel truss spans to traffic in~December1952, replacing a over the river and ten 12.2 m long steel Construction of the new bridge will steam driven ferry service. The design girder spans on the northern bank where improve traffic flow in the area, particu- had been completed in 1940 but con- the swampy ground was too weak to larly with the commencement of pro- struction was held over because of the support a road embankment. The 37.8 m duction at the new $650 million ah. war. long lift span provides 30 m clearance for minium smelter at Tomago, four kilo- navigation when fully raised. The five metres from Hexham. When in full Construction of the bridge commenced in other conventional steel truss spans are operation, the smelter is expected to 1946 but was slowed by a number of 36.9 m long. result in a five per cent increase in traffic factors including the post war steel volume at Hexham with an annual road shortage and flooding of the river. While the bridge is still structurally sound, haulage of 600,000 tonnes of raw Because of difficulties experienced by the its efficiency is restricted by the narrow materials to Tomago and of 220,000 principal Contractor, the Department 6.7 m clear width between kerbs and the tonnes of aluminium to the Port of assumed responsibility for completion of congested intersection in the southern Newcastle by way of the Hexham the project in October 1950. approaches.

12 MAIN ROADS, MARCH 1984 hplkrtlonofthe edmin, sMct- oeev ths Hd- RkU Hub& -11 n.*r "Y.

Steel through-truss bridges constructed in years gone by are often too narrow for modern traffic demands and bridges of this type cannot readily be widened. By the late 1970s it became apparent that it would won be necessary to build a second bridge at Hexham, and in Febru- ary 1981 the Premier, the Hon. Neville Wran, Q.C.,announced plans to go ahead with the project.

New structure A new three-lane bridge now under construction on the upstream side of the existing bridge was designed by the Department. It will carry northbound Pacific Highway tralfic across the Hunter River, while the existing two-lane bridge will be converted to carry two lanes of southbound traffic, as well as all ped- estrian traffic. A grade separated interchange at the junction of the two highways and a loading ramp for vehicles travelling from the direction of Maitland will be incorpor- since the closure of the old coal loading to allow the relocation of services by the ated into the bridgeworks to provide free. facility. various authorities. The total cost of flowing access onto the new bridge. Distinct from the main bridge structure, relocating services for the project will exceed $0.5 million. The 576 m long main structure and there will be an auxiliary 15m long 186 m long Maitland ramp will consist of viaduct leading onto the Maitland ramp The contract for the construction of the a continuous cast-in-place post-tensioned arm of the new bridge. This structure will 102 bored piles and 19 pier pile caps was concrete box girder superstructure sup be built along the river bank between the awarded in March 1983 to Leighton ported on reinforced concrete abutments highway and the river in conditions too Candac. a joint venture of Leighton and piers with reinforced concrete bored precarious for road construction. The 17 Contractors Pty Ltd and Candac Ltd. The piles founded on bedrock. span viaduct will be in three sections of $3.2 million contract is expected to be continuous reinforced concrete deck slab The curved arms of the southern end of completed by June 1984. supported by driven reinforced concrete the structure forming the New England piles founded in dense sand. Highway overbridge and the Maitland At Hexham, alluvial sand and clay deposits of the Hunter River from 25 to ramp will consist of single cell box girders, The bridgeworks are being constructed 30m thick overlie bedrock of layered joining in the middle of the bridge to form under two separate contracts. the first for sandstone, siltstone, shale and tuff. a twin cell box girder through to the the construction of the reinforced con- northern abutment. crete bored piles and pier pile caps of the While the existing bridge has pile caps on main structure, and the second for the Spans adjacent to the three abutments the river bed or at ground level founded completion of the main structure and all will be 30.5 m long with 13 intermediate on driven reinforced concrete piles and works in the viaduct. 39.0 m long spans on the main structure secured in dense sands, the pile caps of and four intermediate 39.0 m long spans The letting of separate contracts enabled the new bridge are at water or ground on the Maitland ramp. an early start to be made on the level supported on bored piles taken to substructure while work was still pro- rock. Instead of providing a lift-span in the new gressing on the design for the superstruc- structure, there will be a permanent The 1.0 m diameter reinforced concrete ture and viaduct. navigation clearance 10 m high and 30 m bored piles are constructed inside 12 mm wide in Span 9 over the river navigation The site of the works is crossed by many thick permanent steel casings driven to channel in line with the lift.span of the public utilities and services are being bedrock by a Kobe 45 diesel hammer. existing bridge. While there is still a coal relocated clear of the proposed works. In After the completion of driving, the loader in use on the Hunter River order to expedite the commencement of alluvium is excavated from inside the adjacent to the downstream side of the the project, bridge construction will casings and excavation is carried at least existing bridge, few large vessels now commence on the northern side of the 1.0 m into sound rock to provide a socket navlgate upstream beyond the bridge river and progress southwards in stages for the pile concrete.

MAIN ROADS. MARCH 1984 13 Approaches of pore pressures so that the amount and follow the levels of the existing highway. duration of surcharging to be carried out On the southern approaches. new pave- On this approach. approximately 1 km of on these approaches can be determined. ment construction under the project will carriageway is being built on a geotextile include strengthening and widening of The $276,000 contract for the construc- material but the use of wick drains was 1.6 km of the existing highway. The new tion of the Newcastle approach embank- not considered necessary as a temporary northbound carriageway construction of ment was awarded to Robson Exca- surcharge of 1.5 m of slag should be the northern approach will be 1.4 km long vations Pty Ltd of Gosford in April 1983. sufficient to produce the necessary accel- and will form the first stage of the planned The design of the bank called for the erated settlement. future construction of 8.75 km of dual insertion of approximately 1,000 vertical The surcharge is being placed in a carriageway on the Pacific Highway from plastic wicks to drain the 13 m to 18 m sawtooth pattern over 50m lengths of Hexham to Raymond Terrace. thick layer of very soft clay underlying the carriageway with 50 m gaps to allow the The pavement of the bridge approaches surface. thereby accelerating consoli- passage of water should flooding occur in is proposed to be of 200mm thick datidn. the surcharging period. After sufficient unreinforced concrete construction. This A slag layer 1.2 m thick was provided on settlement has occurred, the surcharges will avoid disturbance due to settlement the natural surface as a free draining will be moved to the adjacent areas. of the soft and weak subgrade. and will platform for construction of the bank to also ensure continuous serviceability of follow. A geotextile material was placed Funding the heavily trafficked approaches despite over swampy ground to prevent the The total estimated cost of bridgeworks is periodic flooding. underlying clay from being squeezed into $9 million, approach works is $4.7 million The approach embankments are being the slag under the weight of the embank- and relocating services is $0.5 million. built on soft saturated clays and construc- ment thus negating the free drainage The new bridge is an Australian Bicenten. tion was started early so that most of the provided by the slag. nial Road Development project. large anticipated settlement as the clay The wick drains, together with a tempor- consolidates will occur before construc. ary surcharge of about 1 m depth of fill The approach works are being funded tion of the final pavement. above final pavement level, should jointly from National Highway funds (for work on the New England Highway) and The Department is undertaking instru- shorten the main consolidation period State Highway funds (for work on the mentation of the Newcastle and Raymond from many years to less than two. Pacific Highway). Terrace approach embankments to moni- The Raymond Terrace approach is being tor the rate of settlement and dissipation constructed by the Department with its own forces. On this side of the river. the FS from Wyee to Wallsend surface clay is more permeable and the height of bank to be placed is lower. The An Environmental Impact Statement was finished levels of the new carriageway will prepared for this 46 km section of

-NEW BRIDGE w‘AT HFXHAM

14 MAIN ROADS, MARCH 1984 Freeway on the western side of Lake Macquarie. 1 The route proposed in the Statemeni goes from Wallarah Creek south of Wyee, west of Hue Hue Road to near Morisset. It crosses Dora Creek near its junction with Sandy Creek and travels north to cross Palmers Road east of Freemans Waterholes. The Freeway links up with the Newcastle road network at Wallsend. The proposed route has interchanges at Morisset, Freemans Waterholes and Barnsley. The countryside is generally flat or undulating and poses few engineering problems. Approximately 6.4 million cubic metres of material will need to be excavated, and 25 bridges will be built. The bridges are generally not major constructions, with the exception of the twin 190 m long structures over Dora Creek. The highly erodible soils along the route make it essential to take appropriate measures to prevent erosion and siltation. These measures will be included in the Freeway construction. Special consideration has been given to the effect of coalmining under the Freeway route. Where possible the Freeway passes through areas where mining has been completed or follows natural ridges in the topography. r Coal seams under the Freeway are at depths between 600 m and 1000 m. Each seam is approximately 2 m thick and surface settlement of up to 1 m can be expected. Designs have allowed for this. Bridges, for instance, have been designed in most cases using simply supported girders. This design will allow longterm \ settlement to take place without placing excessive stress on the structures. The Environmental Impact Statement was put on public display in March 1983, and matters raised by the public are still under consideration. It is expected that a final determination will be made shortly. \

MAIN ROADS, MARCH 1984 The route incorporates the 64 km long F5 South Western Freeway which, together with the highway south to Albury, is a declared National Route. The following sections are currently under construction:

0 A 3.7 km section from Black Bobs Creek (27 km south of Mittagong) south to Cherry Tree Hill. This is a Bicenten- nial road project funded by the Federal Government and is planned for com- pletion later this year at a total cost of $5.2 million. A four span, 94m long concrete girder bridge has been built This is due for completion in 1985 at an A sk luecolrpgmmkior iU beemd OR over Black Bobs Creek tocarry the two ~&l..nLvla~uc~~dt&estimated cost of $9 million. northbound highway lanes. FS -Sydui-NnrUU. Fmrrykw ofblsht.dh.wimo8~dassedt~ln Construction is about to start on three 0 A 6.8 km section of dual carriageway, sections of dual carriageway, at 47 km tc from 13.5 km south of Goulburn. This remaining flood-affected section of the 57km, 71 km to 78km and 90km tc is 0: $6 million project also due for Hume Highway south of Gundagai. It 99 km south of Yass. The total cost completion late this year. will join the recently completed these works has been estimated at $25 million. *A 4 km section from 16.2 km south- 11.5 km Tumblong Deviation, which is west of Yass is continuing under also being extended further south by Bicentennial Road Development funds. 6.3 km at a cost of $9 million. A 3.5 km section from 5.8 km south of Dual carriageway over Kyeamba Gap, Gundagai. This will eliminate the last 76 km to 83 km south of Gundagai.

16 MAIN ROADS, MARCH 1984 Further improvements on the Hume Highway include the construction of several bypasses around town centres to improve driving conditions as well as I conditions for residents. Work on the Marulan Bypass will commence shortly. Bypasses of Goulburn and Jugiong are currently at design stage. A bypass of Coolac, together with a 31 km deviation over the Cullerin Range to bypass Gunning, is also planned for completion before the 1988 Bicentenary.

FS from Calga to Ourimbah This 21 km length of the Freeway will represent a great saving in time and distance for the motorist. The section will be 14 km shorter than the existing route. The design of the Freeway is generally for ent. The approaches on both sides of the four lanes (two in each direction). How- major Mooney Mooney Creek bridge will ever, the sections from Calga to Kariong have a grade of 7 per cent. The grade and from Somersby to Ourimbah will be north from Kariong will be 6.5 per cent six lanes, This is due to the expected high and between Somersby and Ourimbah be stored for re-use in the area from which it was taken, and foliage from felled traffic volumes and the rugged terrain in will be 6.3 per cent. trees will be used for mulching regener- the area. Rather than provide conven- As sections of the Freeway pass through tional climbing lanes it is more economical ation areas. large areas of natural bushland, including to build the Freeway to a full six-lane These measures should ensure rapid part of Brisbane Water National Park, width. revegetation of completed works areas. special measures were developed to keep Inspection of regeneration areas will In both these sections, it has been disturbance to a minimum. prevent unwanted species establishing necessary to exceed the desirable gradi- Clearing will be limited only to the area to themselves in the area and encourage be occupied by completed works. Shrubs native flora similar to that existing in each and undergrowth vegetation will be area before construction. replanted after construction. Topsoil will Keeping the destruction of native veg. etation to a minimum will also minimise the effect on fauna in the area. A steel arch underpass is being provided to allow wildlife free movement across the Free- way route. A 1.5 m wallabyproof fence will deter them from crossing the actual road. The numerous Aboriginal rock carvings in the area have been located and the Freeway designed so that all significant sites are avoided. Sites near the Freeway construction will be clearly marked and personnel instructed to avoid them. The Freeway follows the route of the existing Highway for one section ap- proaching Kariong. To allow construction without obstructing traffic, it was necess- ary to build a 4 km deviation of the Highway. The deviation was opened in October 1983, and as well as taking traffic around construction areas provides motorists with improved conditions. The northern section of this work be- tween Somersby and Ourimbah was opened in December 1983. This section joined an existing high standard divided carriageway section of the Highway,

MAIN ROADS, MARCH 1984 17 6

I&

which in turn joins the Freeway north of Am avthtk impnulor of tbe completed Ourimbah. expected to be completed by the end of *trrctm at MHdm. The section between Calga and 1985. Somersby, which includes the new These improvements will complement the Tbree bridge. over the Mooney Mooney Creek bridge, is ex- forthcoming construction of the 6 km long Hmrray River pected to be open during 1986187. Tweed Heads Bypass from Sextons Hill to the Queensland border. Preliminary Mildura work on this project started last year. A $10 million project is underway to Two new bridwn for Tweed Huds replace six narrow timber bridges which area Barneys Point provide a crossing of the Murray River at More roadworks are planned along the Mildura. Pacific Highway to alleviate heavy local It is also planned to replace a steel and concrete bridge over the Tweed River on The main structure to be replaced is the and tourist traffic in the Tweed Heads steel truss lift span bridge on the Sturt area. the Pacific Highway at Barneys Point. Built in 1936, the structure is just 6 m Highway. Built in 1927 as part of the Boyds Bay wide between kerbs and has a single main SydneyAdelaide route, it will be bascule span which is opened regularly to demolished when the replacement bridge The existing two lane bridge at Boyds Bay is completed. over Terranora Creek, built nearly 50 allow the passage of river vessels. years ago, has become a regular bottle- The new bridge will provide four lanes The new bridge comprises a nine span neck for holiday traffic. and a footway for pedestrians. It will be a prestressed concrete single cell box girder high level structure, with a minimum type structure. It has an overall length of The proposed new bridge will be a five vertical clearance of 15 m above mean 331 m and an overall width of 12.33 m. A lane prestressed concrete structure situ- high water level and a minimum horizon- span length of 37 m has been adopted for ated immediately east of the existing tal clearance of 20 m. This will eliminate all spans except the end spans, which are bridge. Two lanes will be for southbound the need for an opening bridge. It will be 30.8 m long. The new structure is located traffic, two lanes for vehicles heading located approximately 80 m downstream on a deviation of the Sturt Highway. north to the centre of Tweed Heads and from the existing bridge. Upstream of the existing bridge, it the left-hand northerly lane for traffic provides a vertical clearance in excess of proceeding into Kennedy Drive. A 2.4 m The cost of both bridges and associated 8.5 m above the highest recorded flood wide pedestrian footway will be provided approach works will be approximately level in the navigation channel, thereby on the eastern side of the new structure. $18 million. eliminating the need for a lift span.

18 MAIN ROADS. MARCH 1984 approach bridge on the Victorian side of ptuwut? a wairrway for the flood channel the border. that cuts across the bend in the river upstream and hence minimise the effects Tocumwal of scour. Separate rail and road bridges are Design and construction of the new rail The bridge deck will provide a planned for the crossing of the Murray bridge are being undertaken by the State carriageway 9.8 m wide between kerbs River at Tocumwal to replace the existing Transport Authority of Victoria. The cost with a 1.5m wide footway on the road/rail steel truss bridge. The old of this project will be in excess of $2 downstream side. The continuous box structure, 4.27 m wide between kerbs, is million and will be shared between the girder, which is to be constructed by the prone to lengthy traffic delays because of Department and the Road Construction precast segmental erection method, is the need to stop motor vehicles to allow Authority of Victoria. supported on single column rectangular trains to pass. tapered reinforced concrete piers with Moama shaped ends. The piers are founded on a The Department is responsible for the group of driven open-ended steel tubular design and construction of the new road A similar project to that at Tocumwal is piles with full length reinforced concrete bridge, which is 9.2m wide between planned to replace another road/rail infill. Expansion joints are provided at the kerbs and provides a 1.5 m wide footway bridge over the Murray River, between abutments only. on the upstream side. Moama and Echuca on the Cobb High- way. The existing bridge, built in 1878, The bridge is currently expected to be The design of the superstructure will be causes similar delays to traffic as the completed in the first half of 1985. The similar to that of the Mildura Bridge, Tocumwal bridge. $3.6 million cost of this border bridge will which is presently under construction. It be shared equally between New South will consist of six continuous spans (two The design and construction of this Wales and Victoria. 32 m long and four 37 m long) of precast structure will be carried out by the Road post-tensioned concrete segmental single Construction Authority of Victoria. How- In addition to the new border bridge, the box girders supported on reinforced ever, the Department will share the cost deviation in New South Wales requires concrete piers and spill-through abut- of the replacement bridge and will fund the construction of three smaller concrete ments. Each pier and abutment will be the approaches on the New South Wales structures to replace four old timber supported on six tubular steel piles with side of the border. Total cost of the beam bridges. The full cost of $1.1 million concrete infill. project will be almost $3 million. is being met by the Department, whereas the Road Construction Authority will The southern abutment will be located meet the cost of the one remaining some 60 m behind the southern bank, to

MAIN ROADS, MARCH 1984 19 MAINTENANCE OF PAVEMENTS

XVtt WORLD ROAD CONGRESS -SYDNEY 1983

At the XVIl World Road Congress held In levels of compaction. Reference is also There is a clear need to further improve Sydney in October last year, five ques- made to the use of performance monitor- and develop the road communication tions on various aspocts of roadbuilding ing, a national data bank, reclaimed network in Australia. This need, together were discussed. Question II. 'Construc- rubber in bitumen, hydrated lime as an with the combined effects of monetary tion and Maintenance of Pavements', was antioxidant in bitumen, a waste ash as a constraints and inflation, has Intensified the principal topic at the Congress. pavement material, cement stabillsation the incentive to develop techniques and for recycling pavement bases, and an The following is a reprint of the Australian exploit materials which will result in Report on Question II, National Reporter improved process of asphaltic concrete improved efficiency. Mi. A. Leask, (B.E.), Materials and production. Research Engineer. Department of Main 5. PROGEESS IN THE OP=- Roads, New South Wales. A. GENERAL ATIONAL ASSE8SMENT OF QUESTIONS PAVEMENT QUALITY SUMMABY 5.1 thmhiktowv criteria: 1. DEVELOPMENT OF THE TECH- d.fkctior. C~C~S. &id- A. GENERAL QUESllONS NIQUES USED IN EACH COUNTRY dhs X-~~COpr~p~.(iu. e~a- SINCE THE CONGEESS IN meu. mbliy mol-. rolliy N- Recent trends. innovations and develop VIENNA UNDER PRESENT ECON- d.tuW ments in Australia are described, in OMIC. SOCIAL AND ENERGY There has been a significant adjustment respect of pavement evaluation tech- CONSTRAINTS REASONS - of attitudes to pavement evaluation in niques involving visual assessment sys. WHICH HAVE LED TO THAT DE- Australia in recent years, involving the toms in conjunction with objective VELOPMENT measurements of deflection, roughness application of new techniques, including and friction by means of automated Road construction and maintenance in visual assessment as well as objective equipment. Also the utilisation of blast Australia are being significantly data from monitoring equipment such as furnace slag is discussed, as well as influenced by economic constraints, with the La Croix Deflectograph, SCRIM and examples of the influence of susceptibility the real value of funds available for the NAASRA Roughness Meter. roadworks declining. Moreover, while to flooding and mine subsidence on The data being generated are used for the adapting to this confinement there is a pavement design and construction tech. design of maintenance or rehabilitation need also to progressively increase main- niques. strategies for discrete sections of pave- tenance expenditure in order to incorpor- ment and, in the longer term, to establish ate new as well as existing assets. E. FLEXlELE PAVEMENTS data banks to facilitate the development Consequently construction activity is of comprehensive pavement manage. Strategies for pavement construction are being constricted and curtailed. discussed with particular reference to ment systems. The situation is being aggravated by the permeability and moisture control. A 3.2 Owermll crlt..i. mmch as th social pressures to provide better roads, trend is noted in some areas towards the wemm1 -rvlcoabIlity imda use of graded macadam materials in not only in terms of road user costs, combination with a stabilised underlying safety and comfort, but also in terms of From field studies, actual variabilities in layer. In other areas different trends are conservation of the environment and dimensions of roadworks have been apparent in the use of stabillsation or an natural resources, particularly fossil fuel. determined as a first step towards establishing a statistically based alternative technique involving very high It has been estimated that, in Australia, specification . acceptance system. The transport costs represent on average dimensions investigated include pave- about a quarter of the cost of goods and Note: Because of space limitations, ment level, thickness, crossfall, grade, services. Although there are many com- Section C - Concrete Pavements has width and alignment (1). been omitted from this reprinting. (An ponents within the transport costs them- article on the Department's use of selves, there is little doubt that these are Random measurements of surface level concrete in road pavements appears in influenced substantially by the condition departures from design were taken from the June 1982 issue of the 'Main Roads' of the road network and the level of a large number of pavement construction Journal, Vol. 47. No. 2. p. 38.) service it provides for transport oper- jobs. The components of variance due to ators. sampling and testing, construction and

20 MAIN ROADS, MARCH 1984 survey variabilities were separated. The 5. WASTE PRODUCTS. BY- 0.75 million tonnes per annum of densely components of variance were then used PRODUCTS. FRINGE MATEPIAIS graded fine crushed slag roadbase are to calculate specification target standard now used within 100km of. the Port By-products of iron and steel making have deviations for four different options of been used in Increasing quantities in Kembla Steelworks south of Sydney. construction standards, which reflect recent years, mainly in N.S.W. where 85 There is a trend towards greater use of different quality requirements, viz. free per cent of the 4.9 million tonnes per slag roadbase without added fines, as a way, highway, urban arterial and rural annum of slag is produced (3). free draining graded macadam type of local road standards. material. S.3 E.t.bU.Lims lidt Wah8. l-d- Blast furnace slag comprises 70 per cent Slag roadbase undergoes a slow ims to mmc8mu.y repmirm of the slag produced and is the type most pozzolanic type reaction without added From a correlation exercise carried out commonly used for roadworks. It is used lime, and compressive strengths between guideline criteria for terminal roughness for road pavements both in the raw 15 and 20 MPa after about 4 years have have been established for design pur- condition and crushed to meet various been measured in cored poses. The limits are used, also as a guide specifications for size and grading. To at this stage, for maintenance require- achieve maximum density grading, fines ments. More comprehensive guidelines are added; about 4 per cent by mass. ~~~~~~~~~~~~~~l~~~~~~ for pavement rehabilitation have now Currently shale and fine quarry dust are ku'T'hreud.rthechub.luot been issued in New South Wales (N.S.W.) added, and previously fly ash and iron ore UeD@ectom-Ph meoh* -d Id& t& cdlm. (2). dust have been used. Approximately -

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MAIN ROADS, MARCH 1984 21 Table 1: Foamed Sims Fdctloo Vaimes RFLEXSBLE PAVEMENTS Mean Age of Seal Coefficient Standard 1. STRATEGIES FOR PAVEMENT of Wet Deviation CONSTRUCTION AND MNNTEN- Friction' ANCE

Initial 0.71 0.05 1.1 interactlor betreem mainter- 7 weeks 0.60 0.03 anca policy ard pavement desisr. 7 months 0.59 0.04 Social. tecbnlui and economic 1 year 0.57 0.04 advantages of the vadora strate- 1 year 7 months 0.73 0.03 ria. 2 years 9 months 0.53 0.04 Strategies for pavement construction wary from State to State, although the * Meomred by portable pendulum apparahrs recently published NAASRA Interim Guide to Pavement Thickness design (6) has introduced a substantial degree of Autogenous healing of cracks has also land. Therefore reconstruction of the uniformity. For instance, the assessment highway was effected without raising been observed. of subgrade strength, moisture conditions levels by the use of a concrete pavement Blast furnace slag is also used as and traffic loading would now be fairly including mass concrete subbase. This aggregate for asphaltic or cement con. uniform. was the only feasible type of construction crete, and for surface treatments. It is on the very weak subgrade with a high In recent years general emphasis has also produced in a granulated form called water table. A continuously reinforced been given to the relative permeability of 'slag sand', and with a vesicular structure concrete pavement was adopted (5). pavement layers and the need for called 'foamed slag'. The latter has been pavement drainage. A project of the Mining subsidence to the extent m tried as a surface treatment having good of 1.5 Australian Road Research Board (ARRB) skid resistance, and is discussed in more has occurred on a freeway south of involved the development of criteria for Sydney in sandstone strata. Damage to detail in Section . filter materials and other aspects of sub- the pavement was minimal although some surface drainage. An important contri- concrete surface drains and drainage bution of this project is the development 6. USE OF ARTIFICIAL structures were broken. The pavement of a falling head permeameter (7) as AGGREGATES included a self-cementing slag base with shown in Figure 1. which can be used in unconfined compressive strength up to As mentioned in Section A5 an aerated construction and maintenance to deter- 20 MPa after 4 years. Subsequently, a vesicular form of blast furnace slag, called mine the relative permeability of mater- concrete pavement has been adopted in foamed slag, has been used in field trials ials as placed. Wearing surfaces can be an area of potential mine subsidence on a in N.S.W. as a skid resistant aggregate. checked, including cold joints. cracks, etc. freeway north of Sydney. This pavement The particular material produced for the The test can also detect a significant is of plain (unreinforced) concrete base trials is relatively weak and under severe reduction in permeability at a rolled without dowels, and mass concrete stress conditions it tends to break down surface where a slurry has been pro- subbase. Concrete was selected because into smaller particles which may also be duced. This occurrence may be severe of the weak subgrade. but choice of the incorporated in the binder. The coefficient enough to constitute a permeability short slab configuration is at least partly of friction measured repeatedly at a site reversal, with the attendant risk of a attributable to the subsidence possibility. with heavv traffic is reoorted in Table 1. Derched water tahe develooina..- In this The fluctuation evident in these values at case saturation of the adjacent material 19 months has been attributed to the Ffn. I: Fdlfmn LedP--e-aet- will occur. This phztzyenon is con- breakdown of the aggregate (4).

7. IMPACT OF EARTHQUAKES AND FLOODS ON THE DESIGN CONCEPT OF PAVEMENTS AND AERODROME RUNWAYS. WHAT r CAN BE LEARNED FROM EXAM- INATION OF AREAS AFFECTED The design of certain pavements has been influenced significantly by the prevalence of flooding in one case, and by potential mine subsidence in another. In the north coast region of N.S.W., the raising of road levels would have in-

creased the severitv of floodinaI and adversely affected the use of fertile farm = - 22 MAIN ROADS, MARCH 1984 sidered to be of major importance for both construction and maintenance prac. Table 2: Effect of C~D~.C~~ODOD Moterial Stran& tice. CBR (4 day soaked) compacted Consistent with these principles of per- at lab. OMC (Modified Comp) meability and drainage, a trend is Material developing in some areas towards the use of macadam, or graded macadam, type at 95% Max. at 100% Max. materials. For example, in recent freeway dry density dry density construction near Sydney, macadam and pavement drains were adopted as shown Crushed Hornfels 90 130 in Figure 2. An essential feature of this 'Salamander' 35 65 pavement is the provision of a stabilised River Gravel/Sand (or non water susceptible) layer beneath Mix 1 100 260 the macadam material. Mix 2 90 220 This feature is consistent with a trend in Sandstone No.1 120 180 N.S.W. towards stabilisation of subbase Sandstone No2 50 110 or subgrade. giving an 'upside-down Siltstone 45 90 pavement' configuration. Lime stabilis- River Gravel 30 140 ation is most commonly used, but on very Limestone 80 130 weak subgrades. subbase consisting of cement/fly ash treated material or lean. mix mass concrete is now increasingly now assessed by density measurement 1981, commenced a study of rural used. with nuclear meters. Some States use the arterial roads using a computer model backscatter mode of measurement, while called the NAASRA Improved Model for In Queensland (Qld.) cement treated others use the sub-surface probe for wet Project Assessment and Costing materials are used both as subbase and density measurement. In N.S.W. a meter (NIMPAC) which operates on a data base. Applications of these types of has been developed with a 20mm bank, The model, by comparison of data pavement structure are discussed in diameter probe containing two radio bank inventory with assessment stan- Section B8. active sources, for both density and dards, generates improvement projects moisture measurement from below the to specific design standards, and rehabili- The construction process itself also surface. tation projects under various strategy involves various strategies. For instance, rules. The various categories of project In some areas of N.S.W. the uniformity of in Victoria (Vic.), a high level of are costed together with road mainten- compaction is being checked during compaction is sought, and statistically ance and vehicle operating costs. Assess- construction by deflection measurement based control procedures for compaction ment and design standards, strategy rules with the Benkelman beam. This method is have been implemented in recent years. and cost parameters are user variable. also used to ensure that further material A high level of compaction is regarded as The effect of varying maintenance effort, is not placed over layers which exhibit a viable alternative to increasing pave- on road condition and on road, vehicle excessive deflection because of moisture. ment stiffness by stabilisation. Laboratory and maintenance costs, can be modelled. testing has shown that for many materials This work is continuing until 1985. the CBR value is more than doubled if 1.2 Lht. &nk compaction is increased from to The NAASRA data bank is stored in 95 100 The National Association of Australian continuous format and contains the per cent of the maximum dry density State Road Authorities (NAASRA), in achieved with Modified Compaction (8). following general classes of information: Some examples are given in Table 2. identifiers - particularly permanent In some States the level of compaction is reference points and road function classification

geometry - continuous length, widths, horizontal and vertical alignment

e description -shoulders, kerbs, median

0 pavement and surface characteristics - type, roughness, PSI, year of last construction/reconstruction/reseal

operational characteristics - particu- larly traffic volume composition and growth

0 structure details -function, geometry, load capacity

MAIN ROADS, MARCH 1984 23 2. ASSESSMENT OF LONG-TERM South Australia. Both scrap and liquid cracking where relatively thin asphalt BEHAVIOUR OF TRADITIONAL rubber additives are used and the overlays are to be used on cracked TECHNIQUES FOR WEARING practice in Vic. and N.S.W. is summarised pavements. The overlay thickness COURSES. BASE COURSES AND below. Reference is made in Section 4.2 used has generally been in the range SUBBASES to laboratory work conducted by the 30 to 60 mm. Australian Road Research Board. 2.1 Statistics of ue of these (c) Sealing of bridge decks, either new tecbniqnea. reaalts from the point bridges before asphalt surfacing or of view of long-term bebaviorr 4.1.2 Practice in Victoria (9): old bridges as maintenance. This is a special application of SAM1 or SAM. Pavement performance monitoring has The use of bitumen scrap rubber seals in commenced in recent years at specific Victoria has in recent years involved Another special application of category sites to assist in maintenance planning approximately 100 km of two lane (b), is an overlay or surfacing system and for the refinement of design and carriageway and 280 tonnes of scrap consisting of a SAM1 under 30 mm of construction procedures. rubber annually. Techniques have been open graded asphalt. This system has developed which permit the use of been used for rehabilitation after applying In Victoria, the monitoring programme conventional sprayers. an asphalt correction course to restore includes over twenty sections of rural pavement shape. The SAM1 plus open freeway pavement constructed since The scrap rubber buffings are added to graded asphalt is a relatively flexible 1980. The data collected comprise the bitumen through an 'in-line' mixing surfacing with good riding qualities, good deflections and roughness values, box as the binder is pumped into the skid resistance and reduced spray haz. measured by the La Croix Deflectograph sprayer. This assists in dispersing the ard. In one case a new asphalt pavement and BPR Roughometer respectively, as rubber uniformly in the bitumen. has been treated with this surfacing well as records of all surface defects and Three broad concentration levels of because early cracking was anticipated. maintenance activities. Testing is gener- rubber are used, with average values of 5, ally on a two yearly cyclc, but new 15 and 20 per cent by mass of the blend. 4.1.4Hydrated lime as an antioxidant: pavements are tested at the time of These apply respectively to the following commissioning and again after one year. A laboratory investigation (10) has indi- situations: A good correlation has been obtained cated that hydrated lime dispersed in between the measured performance and (a) Where there is a need for a binder bitumen at concentrations of up to 12 per that predicted by elastic analysis, particu- with better initial aggregate retention cent by mass of the blend should produce larly with respect to fatigue in asphalt than normal bitumen. a significant reduction in the rate of hardening of seal bitumens in service, as surfacing (8). (b) As for (a) but with more severe road shown in Figure 3. The test used is for geometry and traffic loading. Also In N.S.W., about thirty monitor sites have assessing the durability of bitumen and is where flexural cracking has occurred been established for assessing pavement described in Section 4.2 below. Field but is not severe (fine cracks only). performance based on testing with the La trials of hydrated lime as an antioxidant Croix Deflectograph and NAASRA (c) Where flexural cracking is moderate additive have been established. Roughness Meter, and on visual assess- to severe, but the pavement shape is ment. Monitor sites have also been acceptable. Major cracks are established in many areas for evaluating pretreated and the pavement is seasonal variations in pavement patched as necessary in advance. 4.2 Tests and repiirerent. deflection and skid resistance, and for 4.2.1 Rubber bitumen: evaluating the field performance of vari. ous aggregates for skid resistance. 4.1.3 Practice in N.S.W.: In laboratory experiments carried out at the Australian Road Research Board it In the year 1980/81 in N.S.W. nearly one has been found that digestions of vulcan- million litres of rubber bitumen was ised natural scrap rubber buffings from sprayed in maintenance treatments the retreading of tyres, are less stable (equivalent to 70 km of two lane 4. MODIFIED BINDERS AND thermally than those made from vulcan- carriageway), and the figure has in- VARIOUS ADDITIVES ised synthetic rubber but are marginally creased since then. As well as scrap more effectiveat the same concentration 4.1 Effective importancc of the rubber, a concentrate of liquid rubber in (11). The effectiveness of the latter U. of bitmrinora binders bitumen is used. This concentrate is material is very dependent on the rodifled by polymers. bituen- available in liquid and solid form, the morphology of the particles which, in salphmr binder. adhesion awnts. latter in bag type packs. Scrap rubber is turn, is decided by the comminution etc. used at an average concentration of 20 method used to produce them. Particles per cent by mass. 4.1.1 Rubber bitumen: Droduced bu a cruooenic imDact Drocess ,I .. The principal applications for rubber are much less effective than those Although for 30 years rubber in bitumen bitumen have been: produced by a grinding process in which has been used in field trials, it is only in recent years that rubber bitumen (a) Strain alleviating membranes (SAM) the particles are torn from the bulk and strain alleviating membrane as surface treatments where cracking rubber. The temperature and Of interlayers (SAM[)have into gen. (usually flexural type) is substantial digestion are Of the Order Of and One hour respectively eral use. They are now in use in five but pavement shape is acceptable. States: Victoria, New South Wales, (b) Strain alleviating membrane The elasticity and consistency of disper- Queensland, Western Australia and interlayers (SAMI) to inhibit reflection sions of comminuted scrap rubber and

24 MAIN ROADS, MARCH 1984 synthetic polymers in bitumen are as- sessed by shearing a 10 mm thick sample Table 3: Physical Properties of Bottom Asb between parallel plates under a constant stress. When a strain of unity is reached Property Value Value the load is removed and the elastic Unstabilised Stabilised recovery measured. The sample is main- (6% lime) tained at a temperature of 60°C. Maximum Dry Density 1.06 t/m3 @ 1.165 t/m3 @ 4.2.2 Hydrated lime as an antioxidant: 35% moisture 20% moisture The intrinsic resistance of a bitumen to Unconfined Compressive 0-0.3 MPa after 28 days 4.6 MPa after 11,000 hardening in a thin bituminous surfacing is Strength degree (C) hours assessed by exposing a thin film at lOOoC to the action of the oxygen in air in the CBR 70% + 13.5 > 100% absence of light (12). Exposure is con. Modified Texas Triaxial Class Class 0 tinued until the bitumen reaches an 2.9 @ 25.2% moisture (apparent) viscosity level at 45°C (called 3.0 @ 23.2% moisture the critical viscosity) which has been 3.3 @ 28.2% moisture related to distress in thin surfacings in service in the southern regions of Austra- Lower Liquid Limit 40-52 lia. Several State Road Authorities are Lower Plastic Limit Non plastic specifying a minimum period of exposure to reach the critical viscosity of 9 or 10 Linear Shrinkage Nil days for bitumens complying with the Coefficient of Saturated 0.3 m/day @ 0.03m/day @ hydraulic requirements of the national specification Permeability (constant hydraulic gradient 2 gradient 1.3 after 24 (13) for Class 170 bitumens (viscosity at head permeameter hours curing 0.006 6OoC from 140 to 200 Pas). miday after 72 hour? testing (leaching of lime evident)

6. NEW TYPES OF MATERIALS FOP WEARING COURSES AND BASE COURSES

6.2 tests and reqdreumts 6.2.1 Bottom ash In N.S.W. a waste material from a thermal power station has been used as pavement material, both subbase and base. The material is known as ‘bottom ash’ as it collects in the bottom of the furnace. This ash is then sluiced away and pumped to settling ponds from which it is stockpiled by swamp dozer. Physically the ash is a granular material with grains predominantly in the sand sizes, but ranging from 10 mm to dust. The ash has a low compacted density, the unit weight being approximately half that of normal pavement materials. A sum- mary of some of the physical properties is given in Table 3 and Figure 4.

Chemically the bottom ash is similar to fly ash which is often used to replace part of the portland cement in concrete mixes. A comprehensive testing programme (14)

MAIN ROADS, MARCH 1984 25 5

4 was carried out using bottom ash stabil. ised with various amounts of lime (calcium hydroxide). i3 The unconfined compressive strength I increased uniformly with increasing lime i content up to 6 per cent by mass, the maximum value tested. The correspond- I ing strength was 4.6 MPa after moist 32 curing for 11,000 degree (C) hours. The U) strength also varied uniformly with curing time up to this value. The effect of recompaction on strength is given in Figure 5. An elastic characterisation of the bottom ash with 6 per cent lime, is I' given in Figure 6. In addition to material characterisation in the laboratory, the bottom ash was tested 20 30 40 5( ....I ....I on a small scale test track at Sydney University, and in two field trials (exper- Moisture Conlent (z) imental pavements) with various pave- I ment structures of lime stabilised and unstabilised bottom ash. The perform- ance of the ash in the test track was comparable with the control material, a fine crushed rock. The behaviour of the field trial pavements was compared with the predictions of elastic analysis, in terms of surface deflection and, in the instrumented trial, horizontal strain at the bottom of the pavement. The field trials highlighted some potential construction problems with the bottom ash, related to its permeability, absorp- tive properties, fineness for base material, high reactivity with lime, and low relative density. These potential construction problems are, respectively: (a) Permeation of moisture to subgrade (b) Absorption of bitumen, or its lighter fractions (c) Separation of seal from base (d) Time sensitivity for recompaction and final trimming (e) Wear and erosion of unprotected surfaces under traffic. or of edge I batters. 0 1 2 3 4 5 6) The bottom ash stabilised with 6 per cent Cure Interval Prbr to Recompaction (ohours)xlOOO lime, is being used for regular construc- tion as subbase material, at present. This application is consuming all the bottom - ash available from one power station.

26 MAIN ROADS, MARCH 1984 8. RECYCLING AND RESTO- sprayed seal. The cost of this rehabili- 8.1.2 Practice in N.S.W.: RATION OF FLEXIBLE PAVEMENT tation treatment is considerably less than In N.S.W., the Blacktown City Council is MATERIALS an asphaltic concrete overlay. using similar recycling techniques to those 8.1 Experience acqmired ir these The process also has the advantage of described above for Queensland. How- technipmas (pmvememt qulity. he- eliminating the rutting failures which are ever, the pavement materials to be hvlouand service Hfe. irflmence prevalent in the humid tropical environ- cement treated may include asphalt om invest-ant amd maintmmance ment of North Queensland in unbound surfacing up to 50 mm thick. The process costs); Introdncins restored granular pavements due to the pavement is regarded as very suitable for urban uterhia within the system of material becoming saturated. areas as it is quick, it minimises inter- traditioul repmire-rota ference to underground services and The treatment is carried out over a width surface levels, it produces no waste, it of one third of the two lane pavement 8.1.1 Practice in Queensland: needs no long hauls of granular materials, while the traffic is using the other two In Queensland the Main Roads Depart- and streets can be re-opened to traffic at thirds and shoulders. This facilitates ment is using recycling techniques in the the end of each day’s work. The usual traffic control. restoration of granular flexible pavements range of thickness for recycling is 150 to with thin sprayed seals which have There are two disadvantages of the 200mm. The total area of pavement reached a stage of deterioration at which process. The surface finish obtained, recycled over a period of years is some they can no longer be held in a traffickable although acceptable, is sometimes not 500,000 square metres (16). condition by patching (15). quite as good as achieved in new Before recycling of a pavement is construction. Heavy vibrating One rehabilitation technique used is to undertaken, a condition survey is per- compactors are required to compact the stabilise the existing unbound granular formed involving visual inspection, thick layers of cement treated material pavement with cement in one pass to a deflection measurement, and laboratory and even with this equipment, the degree depth up to 300 mm. The thickness of testing. At least half of the material is of compaction achieved in the lower part treatment required is determined for a 20 required to be crushed rock or similar of the layer is less than that achieved in year design life using mechanistic pave- granular material. Cement contents of 3 the upper part of the layer. If the existing ment design procedures. to 6 per cent by volume have been used gravel is fine it may not always be possible giving unconfined compressive strengths This means that previously lightly con- to meet specified requirements for at seven days in the range 1.0 to structed pavements can be strengthened compaction in the lower part of the layer. 1.5 MPa. The allowable deflections for to provide a further 20 years design life Another process used which overcomes the completed pavement, as measured by without the addition of significant this problem involves treating 150 to 200 the Benkelman beam, range from 0.6 to amounts of imported material. The pro- mm of existing pavement in the above 2.3 mm for traffic loadings of 4.4 million cess enables relatively short sections of manner and then adding a further course to 9 thousand E.S.A. The design life is ten pavement to be treated as a maintenance of imported stabilised material to make years. operation without significant problems in up the full depth of base required. conforming to the level of adjoining 9. EQUIPMENT FOR MANUFAC- sections of road or without having to Although up to 6 per cent by mass of TURE AND IMPLEMENTATION widen formations to accommodate thick cement has been used in the stabilisation granular overlays. The rehabilitated process, no significant shrinkage cracking 9.1 Experience acqmired in the U. cement treated base is given a thin problems have occurred. It is pointed out, of risks phmts of the dN- however, that the work has been carried mixer type out mainly in a humid sub-tropical or 9.1.4 Comparison with traditional types tropical environment where temperature variations throughout the year are mini- of mixing plants: mal An improved process of asphalt pro- duction has been developed in Australia which has three principal advantages over present systems. Namely: (a) there is no requirement for any emission collection equipment; (b) there is a minimum of energy required for heating and drying of the asphalt mix; and (c) it has the ability to produce asphalt mixes using recyclable asphalt with- out any changes or additional equip ment. In this process the cold, damp input materials are mixed with bitumen in a specially designed continuous pugmill. This operation is carried out prior to the resultant partially mixed material enter-

27 MAIN ROADS, MARCH 1984 ing the heating and mixing drum. The 3. JONES, D.E., ‘Applications of Steel 16. CEMENT AND CONCRETE AS flame is contained in a separate compart- Plant By-products to Roadworks’, SOCIATION OF AUSTRALIA, ment before the drum. ARRB Proceedings, 1982. ‘Blacktown City Council - A Re- The premixing and a reduced hot gas 4. WALTER, P.D.. SIMPSON, J.F. and view of Recycling Streets by Cement Stabilisation’. Road Note 14. 1981. velocity through the drum considerably MURRIE, S.J.. ‘Development of reduce exhaust emissions. A reduction in Blast Furnace Slag as an Aggregate 17. GRAHAM, K.P., ‘Drum Mixing, Im. fuel usage is achieved by the use of on Road Surfacing’, Utilisation of proved Process Technology for the mechanically atomising burners. having Steelplant Slags Symposium. Aust. Eighties’. Aust. Asphalt Pavement the fuel burnt completely within the Institute of Mining and Metallurgy, Association Conference. Queens- specifically designed combustion chamber 1979. land, 1981. and by a very finely controlled gas flow 5. LEASK, A., PENN, H.G., HABER, into and through the drum (17). 18. HABER. E. and CRUICKSHANK, J.. E.W. and SCALA A.J.. ‘Continu- ‘Design Procedure for CRCP Based 9.2 L.*# dP=-t ously Reinforced Concrete Pave- on Theoretical Considerations and ment across Clybucca flat’, ARRB 9.2.1 Influence of the type of equipment Service Behaviour’, Second Inter- Proceedings, Vol. 9, Pt. 4, 1978. used on the quality of the layer obtained national Conf. on Concrete Pave. ment Design, Indiana. 1981. and the uniformity of its depth: 6. NATIONAL ASSOCIATION OF Because of dissatisfaction with the stan- AUSTRALIAN STATE ROAD 19. DEPARTMENT OF MAIN ROADS, dard of finish obtained when laying AUTHORITIES, ‘Interim Guide to N.S.W., ‘Pavement Thickness De- sign’. M.R. Form No. 76. 1981. crushed rock through conventional M- Pavement Thickness Design’, 1979. phalt pavers. the Queensland Main Roads 7. GERKE. R.J.. ‘In-situ Testing of the Department undertook an investigation to Permeability of Roadmaking Mater. discover the cause. ials’, Internal Report AIR 317-3, Levels and nuclear density meter read- ARRB, 1981. ings were taken while the operation of the 8. ANDERSON, D.T., ‘Performance machine was observed. It was found that Monitoring of Heavily Trafficked while laying a 150 mm (compacted Freeway Pavements’, ARRB Pro- thickness) course in one layer that there ceedings, 1982. were variations in the density of the material being laid and variations in 9. ALLEN, R.G., ‘Bitumen Scrap Rub surface level of the finished compacted ber Seals . Recent Developments’. course which could be related to the 37th Conf. of Municipal Engineers, operation of the auger feeding material to Victoria, 1981. the screed. While the auger was not 10. DICKINSON, E.J., ‘Retardation of rotating leu compaction was achieved in the Hardening of Bitumen in Pave the material being spread and the screed ment Service by the Addition of moved downwards. If the auger box was Hydrated Ume’. Internal Report AIR flooded with material there was increased 118-6, ARRB. 1981. resistance to forward motion of the paver which slowed it, and the screed rose. 11. OLIVER, J.W.H., ‘Modification of Paving Asphalts by Digestion with The overall result of these variations in Scrap Rubber’, Internal Report AIR the operation of the paver was to produce 286-2A. ARRB, 1981. corrugations in the surface of the base with an amplitude of up to 5 mm. The 12. STANDARDS ASSOCIATION OF problem was considerably reduced when AUSTRALIA, ‘Methods of Testing the compacted thickness of the layer was Bitumen and Related Road Making reduced to 100 mm. Products’, AS 2341, Methods Nos. 5, 10, 13. 13. STANDARDS ASSOCIATION OF AUSTRALIA, ‘Residual Bitumen for Pef~remcw Pavements’, AS 2008. 14. CHAPMAN, B.R. and YOUDALE, 1. AUFF, A.A. and METCALF. J.B., G.P., ‘Bottom Ash. From Industrial ‘Quality Control of Pavement Levels, Waste to Pavement Material’, ARRB Thicknesses and Surface Shape’, Proceedings, 1982. Research Report ARR 120, ARRB, 1981. 15. GRAHAME, R.E. and GOLDSBROUGH, R.F.. ‘Develop 2. DEPARTMENT OF MAIN ROADS, ments in Pavement Construction N.S.W., ‘Interim Guidelines for the Processes and Equipment in Queens- Rehabilitation of Existing Roads and land’, ARRB Proceedings, Vol. 10, Streets,’, 1982. Pt. 2, 1980..

28 MAIN ROADS, MARCH 1984 MAIN ROADS, MARCH 1984 29 Tenders Accepted~ by Councils Tb. IoUorlm. tomdn. (Im .~c.u of $PI.W)foi rodmod b.Mw w0.L- rm mccoptod for tL. tbn. iomtk ndod 31 D.c.rL.r 1983.

Councd Road No Work or Service Name of Successful Tenderer Amount

$ Blayney various Bitumen sealing and resealing Emoleurn (Auit.)Ltd. 71,704.66 Blayney Various Supply and delivery of cover aggregate. Readymix Farley Group (N.S.W.1 27.512.00 Bourke Trunk Road No. 68 Conrlrunion of bridge over Winbar Creek. 129.4 km south of L.F.C. Contracting Pty. Ltd. 178.748.00 Bourke. Cowra Various Bitumen sealing and resealing. Allen Bros. Asphalt Ltd. 92.398.66 Forbes Various Bitumen sealing and resealing. Allen Bros. Asphalt Ltd. 118,649.04 Gilgandra Vati0"S Bitumen sealing. Spraypave Pty. Ltd. 78.164.02 Gilgandra VNiOUI Bitumen sealing. Blue Metal and Gravel ICountrvl 31.056.10 Pty. Ltd. Hastings Rural Local Road Constructionof bridge over Limoburnerr Crook at 7.2 km Enpro Constructions Pty. Ltd. 1.196.462.00 north west of Port Macquarie. Hume Various Bitumen sealing of roads in Council area. Allen Bros. Asphalt Ltd. 148,209.86 Lachlan Various Bitumen sealing and resealing. Allen Bros. Asphalt Ltd. 346.870.91 Moree Plains Various Supply and delivery of bitumen sealing aggregate. Johnstone Gravel Co. 63.418.55 Moree Plains Various Supply. heat. hauland rprayC170 bitumen. Spraypave Pty. Ltd. 224.437.77 Murrumbidgee Various Bitumen spraying of various roads in Council area: Emoleurn (Au~t.1Ltd. 160,901.55 Murrumbidgee Variou* Bitumen spraying of various roads in Council area. Redymix Farley Group 48.256.00 Ne-,tle Main Road No. 316 Construction of prestressed concrete bridge over Throsby Wood Hall Ltd. (Trading as tho 746.022.00 Creek at Hand Street. Wickham. Hornibrook Group) Trunk Road 90 Construction of bridge over Burrell Creek No. 1 at 21.4 km A.R. Dickinson Construction Pty. 267.093.00 west of Pacific Highway at PuAeet. Ltd. Temora Various Bitumen sealing of various roads in Council area. Canberra Asphalts Ltd. 154,622.12 Tumbarumba Various Bitumen sealing tenders. Allen Bros. Asphalt Ltd. 84.244.30 Weddin Various Bitumen sealing and rewaling of various roads in Council Allen Bros. Asphalt Ltd. 170.039.11 area. Wellington Various Bitumen sealing and resealing of roads in Council area Emoleurn (Aust.1Ltd. 126,369.72 Windouran Main Road No. 319 Bitumen spraying. Emoleum (Aurt.)Ltd. 66.790.49 Yallaroi Various Supply and delivery of bitumen cover aggregate. Johnrlono Gravel CO 28.074.50 Yallaroi Various Supply. heat. hauland rprayC170 bitumen. Emohum (Aurt.)Ltd. 121,648.02

Road No. Work or Service Name of Successful Tenderer Amount

$ Freeway No. 3 Sydnoy.Newcartle Freeway. Shire of Wyong and Muncipality of Lake Macquarie. Jennings Construction Ltd. Schedule of Constructionof dual carriageways including ~truclurerfrom Wallarah Creek Rater interchange. Warnervale to Watkins Road. Wyee. 97.9 km lo 104 km north of ($7.478.745.00) Sydney. Freeway No. 4 Western Freeway. City of Parramatta and Municipalityof Holroyd. Construction Frankipile Australia Pty. Ltd. $223.431.00 of reinforced concrete cast-In-placepiles between Carlingford Railway Line and Onslow Street. Granville for the new viaduct between Wentworth Street, Granville and Church Street. Parramana. Freeway No. 4 Weslam Freeway. City of Parramatta and Muncipalily of Holroyd. Construction EnproConrtructionsPly. Ltd. $1.174.692.00 of bridges on the eastem ramps of the James Ruse Drive interchange at Granville. Freeway No. 5 South Wortern Freeway. City of Liverpool. Construction of a cement concrete N.S.W. Civil Division Citra Schedule of pavement betwoon the Hume Highway and Heathcote Road. Constructions Rates ($1.300.ooO.00) Freeway No. 5 South Western Freeway. City of Liverpool. Constructionof earthworks and J. Smit & Sons Schedule of drainage from the bridge over Georges River at Casula to Heathcote Road and Rater reconstruction of a iection of Heathcote Road and construction of box culverts. ($1.200.000.001 Freeway No. 8 Wollongong Freeway. City of Wollongong. Manufacture,supply. delivery to site, E.P.M. Concreto Pty. Ltd. $118,104.00 unloading and stacking of precast. pre-tensioned bridge planks for the bridge over Cabbage Tree Crook. 2.2 km north of Gwynneville Interchange. North Wollongong. State Highway No. 1 Princes Highway. Shire of Bega Valley. Supply and lay asphaltic concrete in Canberra Asphalterr $29.500.00 Merimbula. State Highway No. 2 Hume Highway. Shire of Mulwaree. Conrtruction of bridge of Wollongong Creek. Gordon Ryan & Sons Pty. Ltd 1366.000.w 18.0 km west of Goulburn. State Highways Nor. 2 Hume and Snowy Mountains Highways. Shire of Tumut. Win and or crush. load. Olding Excavations $116.550.00 &4 haul natural gravel from two Departmental pits to stockpile or formation at various locations on both highways. State Highway No. 3 Federal Highway. Shire of Gunning. Manufacture,delivery and unloading of Humor Ltd. $631.680.00 precast pro-tensioned btidge planks for twin bridge No. 1 and No. 2 over Collector Creek and flmd plain at 35.0 km to 37.0 km south of Goulburn.

30 MAIN ROADS, MARCH 1984 Tenders Accepted by the Department (contd.) The follorlw ternden (lm .xfe.d of $20.000) for mad amd bmld.. works rere mccepted for tbe tb- morntbs emded SI December 1905.

Road No. Work or Service Name of Succesaful Tenderer Amount

$ State Highway No. 5 Great Western Highway. City of Blacktown. Reconstruction and widening Pioneer Asphalts Pty. Ltd $38.086.62 between Old Western Road and Reservoir Road. Prospect. State Highway No. 9 New England Highway. City of Maitland. Supply and lay up to 1200 t. of 5 mm Bitupave Ltd. $210.300.00 asphaltic concrete and up to 1800 t. of IO mm asphaltic concrete on rehabilitation between Verge Street and Harvey Road. Rutherford. State Highway No. 9 New England Highway. Shire of Singleton. Supply and lay up to 4000 t. of 10 mm Bitupave Ltd $595.280.00 asphaltic concrete and up to 5000 t. of 20 mm asphaltic concrete to Jump Up Creek and to Three Sisters. State Highways Nos. 9 New England and Pacific Highways. Supply and spray up to 150 000 I. of C170 Bitupave Ltd. $72,650.00 &IO bitumen to various construction and maintenance sites north of Nowcartle on both highways. State Highway No. 9.4 New England Highway and Putty Road. Supply and lay up to 200 000 I. of C170 Bitupave Ltd $121,OOO.W Main Road No. 503 bitumen to reseals on various locations on New England Highway and Putty Road. State Highway No. 9 New England Highway and Putty Road. Supply and lay up to 3500 1. of IO mm Hawkins Asphalt $Z.M)7.500.00 and Main Road No. asphaltic concrete for maintenance works. 503 State Highway No. 10 Pacific Highway. Shire of Wyong. Installation of rub-soil drains between 123.0 km TuncuH Pty. Ltd. $29.900.00 and 126.0 km north of Sydney - rehabilitation between Gwandalan turnofl and Chain Valley Bay Road. State Highway No. IO Pacific Highway. Municipality of Lake Macquarie. Supply and lay up to 1100 1.01 Central Asphalt Depot. $136.907.00 20 mm asphaltic concrete and up to 850 1. of 10 mm asphaltic concrete to Roper Road. Doyalson. State Highway No. IO Pacific Highway. Shire of Wyong. Supply and lay up to 2300 t. of IO mm asphaltic Bitupave Ltd. '177.175.00 concrete and up to 200 I. of 20 mm asphaltic concrete to construction work at Munmorah. 123.6 km to 125.9 km north of Sydney. State Highway No. 10 Pacific Highway. Shire of Maclean. Manufacture. shop protective treatment, Integrated Engineering Pty'. Ltd. $20,194.00 upp ply, dolivoy and stacking of steel bridge barrier and anchor bits to bridge over Tabbimoble Creek 61.1 km north of Grafton. State Highway No. IO Pacific Highway. Shire of Wyong. Construction of new pedestrian structure at W.G.E.Pty. Ltd. 5197.289.30 Lake Munmorah Primary School. State Highway No. 10 Pacific Highway. Muncipality of Lake Macquarie. Supply and lay up to 7500 t. of Boral Road Surfacer $525.000.00 20 mm asphaltic concrete to reconstruction between 128.0 km and 132.5 km north of Sydney. State Highway No. IO Pacific Highway. Muncipality of Lake Macquarie and Shire of Wyong. Supply and Boral Road Surfacer $69,150.00 spray up to 150 OOO I. of C170 bitumen to construction and maintenance sites south of Nowcartlo. State Highway No. IO Pacific Highway and The Entrance Road. Supply and lay up to 1300 t. of 20 mm Bitupave Ltd. $164,466.00 &Main Road No. asphaltic concrete and up to 900 t. of 10 mm asphaltic concrete far 335 construction of roundabout at intersection of Highway at Tuggerah. State Highway No. 12 Gwydir Highway. Shire of Moree Plains. Construction of bridges over Burrandwn L.F.C.Contracting Pty. Ltd $146.905.00 Watercourse Nor. 1 & 2 at 81.7 km and 82.8 km west of Morae. remectivelv. State Highway No. 14 Sturt Highway. City of Wagga Wagga. Manufacture. delivery to site, unloadin; Humes Ltd, $98.779.20 and stacking of bridge planks for bridge over Tarcutta Creek flood piain at 39.0 km east of Wagga Wagga. State Highway No. 16 Bruxner Highway. Shire of Tenterfield. Construction of bridges over unnamed W.G.E. Pty. Ltd. $373.249.00 creek and Snake Creek at 105.3 km and 105.7 km west of Casino. respectively. Trunk Road No. 68 Shire of Bourke. Reconstruction and bitumen surfacing between 7.4 km and Dallas Green & Co. Pty. Ltd. Schedule of 13.0 km east of Bourke. RatPS l$67O,OOO.OOl Main Road No. 198 Shire of Kempsey. Construction of bridge over Belmore River at Gladstone. Pearson Bridge Pty. Ltd. $639.000.00 Main Road No. 209 Shire of Murwollbrwk. Construction of Lower Wybong bridge over Wybong Pearson Bridge Pty. Ltd. $579,000.00 Creek at Hollydeen. 6.4 km from Sandy Hollow. Main Road No. 253 Shire of Oberon. Construction of bridgo over Eight Mile Swamp Creek at Gervay Conrtructionr Pty. Ltd. $163.500.00 OConnell. 24.1 km north of Oberon. Main Road No. 279 Shire of Gundagai. Construction of bridge over Morleys Creek in Homer Street. N.J. McIntosh S200,ooO.M) Gundagai Main Road No. 404 Shire of Bourke. Redecking of bridges over Warrego River at 67.3 km and L.F.C. Contracting $123,8M).00 66.0 km west of Bourke. Main Road No. 508 City of Bankstown and Municipality of Hurrtville. Widening of bridge over Salt Thiess Contracton Pty. Ltd. $1.192.734.00 Pan Creek in Heny Lawson hive. Padstow. Kosciusko National Shire of Snowy River. Supply and lay kerb and gutter section of road from Seovic Holdings $60.880.00 Park - Road No. 25.3 km to 28.2 km west of Jindabyne.

MAIN ROADS, MARCH 1984 31 ", II -.

,