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Christchurch, New Zealand

Gonzalez A.,University for Development | Cubrinovski M.,University of Canterbury | Pidwerbesky B.,Fulton Hogan Ltd. | Alabaster D.,New Zealand Transport Agency
Revista Ingenieria de Construccion | Year: 2012

One of the key principal goals of pavement asset management is to develop and implement cost-effective pavement construction and maintenance strategies that achieve the required levels of service and performance. A sustainable, cost-effective technique for rehabilitating pavements is foamed bitumen stabilization. This paper presents a study on the performance of foamed bitumen pavements tested in the Canterbury Accelerated Pavement Testing Indoor Facility (CAPTIF), for full scale testing of pavements. Six pavement sections were tested; the variables were bitumen and cement content; one control section with the untreated unbound material was tested. Results showed that surface deflections decreased at sections with higher bitumen contents. After the application of 5,710,000 Equivalent Standard Axles (ESAs), the sections stabilised with cement only, bitumen only, and the control section all showed large amounts of rutting. Conversely, little rutting was observed in the three sections stabilised with foamed bitumen and 1.0% cement, showing that cement and FB together significantly improve pavement performance. The rutting results were used to develop models to describe the stable and unstable performance of the tested pavements. The paper concludes by outlining some of the practical benefits of utilising this technology in pavement asset management. Source

Reinen-Hamill R.,Tonkin and Taylor Ltd | Sweeney M.,Tonkin and Taylor Ltd | Howat M.,Fulton Hogan Ltd. | Hannah G.,Auckland Council
Australian Coasts and Ports 2015 Conference | Year: 2015

Major urban infrastructure historically were carried out with a strong focus on their primary function. This has resulted in motorways, rail and other infrastructure corridors sometimes separating communities from their coastal edge. There is now strong community desire for amenity, accessibility and bio-diversity enhancement to be considered as part of major urban infrastructure design and many large infrastructure projects now include these matters as parts of the design brief. The challenge is to include these elements in a cost effective and meaningful way. An even greater challenge is to retrofit amenity, accessibility and bio-diversity enhancements to existing infrastructure developments. This paper describes the process of foreshore restoration of the coastal suburb of Onehunga, situated on the shores of Manukau Harbour, Auckland, focussing on the foreshore design components. The foreshore was separated from the harbour in 1975 as part of Auckland's motorway development programme that was initiated in the 1950's. The proposed amenity enhancements were not carried out at the time due to budget constraints. Through ongoing community advocacy, Auckland Council and the New Zealand Transport Agency revisited the issue with a vision to; restore the coastline of Onehunga Bay and the recreational and amenity values which once existed there; reconnect the community to the foreshore; provide improved pedestrian and cycle connections; enhance visual amenity and natural character and provide facilities for public enjoyment of the coast. The preferred design concept was developed through a competition process via consortia comprised of both contractors and consultants to provide both creative and affordable solutions. The winning consortia including Fulton Hogan Ltd, Tonkin & Taylor, Isthmus Group and URS was commissioned to gain consent and complete the design and construction for 6.8 Ha new park land; three sand beaches, six gravel shell beaches, a pedestrian and cycle bridge, a boat ramp as well as a bio-diversity offset for marine birds to address the loss of intertidal area. Design innovation was achieved with a strong focus on understanding the natural character and coastal processes operating at the site to create 1.4 km of soft edge to replace 700 m of rock revetment and to create a landform that included varying topography to reflect to surrounding landscape. Source

Kodippily S.,University of Auckland | Henning T.,University of Auckland | Ingham J.,University of Auckland | Holleran G.,Fulton Hogan Ltd.
Transportation Research Record | Year: 2014

Flushing is a defect that has a damaging effect on the functional performance of chip seal pavements. The reported study was conducted to develop techniques to identify and assess flushed pavements effectively. The main aims of the study were first to investigate the effects of chip seal volumetrics on development of flushing and second to develop a model to forecast flushing of chip seal pavements. The study methodology consisted of mechanical testing of chip seal pavement samples and analysis of pavement performance data. Laboratory testing was conducted on samples obtained from flushed chip seal pavements from four regions in New Zealand. Samples were loaded by using a wheel-tracking device, and imaging techniques were used to assess the effects of micromechanical changes on development of flushing. Data analysis was performed on pavement condition data to identify factors providing the best prediction of flushing, and regression analysis was performed to develop a model to predict the initiation and progression of flushing. Study results revealed a direct relationship between flushing and reduction in air void volume that occurred as a result of loading. Data analysis revealed that the combination of factors providing the best indication of flushing was surface thickness, surface age, rut depth, and grade of aggregates. The flushing initiation model had an accuracy of 76%, and the flushing progression model was robust at predicting the quantity of flushing. By using the study outcomes, a pavement condition assessment guideline was developed to aid with assessing and managing flushed chip seal pavements. Source

Scheepbouwer E.,University of Canterbury | Humphries A.B.,Fulton Hogan Ltd.
Transportation Research Record | Year: 2011

Recently asset owners have been investigating alternative delivery models for construction projects that offer improvements in value for money and project delivery time. One of these methods is the early contractor involvement (ECI) strategy. In this strategy a contractor is engaged before commencement of the construction work to give input during design. After the design, the construction work is negotiated with the contractor. Implementation of this new delivery strategy can raise issues with involved parties in the industry. To find these transitional issues, expectations and opinions were collected from practitioners from the three involved parties-owners, designers, and contractors-who had experience with ECI. The results show that all parties agreed in expecting improvements in quality and innovation and that the costs needed to adopt this system were not significant. Owners and contractors opined that the design phase could be expedited; however, the designers argued that any time savings were negated by increased collaboration and negotiation between the parties. There was also disagreement on risk allocation during construction. Contrary to the other parties, the contractors did not perceive the allocation of risk to them to be greater than with traditional procurement systems. Finally there was disagreement about whether the necessary collaborative culture was present in the construction industry for adopting "open book" costing, often practiced in ECI. It is recommended that for successful implementation of ECI, objectives in the areas of disagreement should be clarified between parties as they work through a transitional phase in adopting the ECI procurement method. Source

Kodippily S.,University of Auckland | Henning T.F.P.,University of Auckland | Ingham J.M.,University of Auckland | Holleran G.,Fulton Hogan Ltd.
Journal of Computing in Civil Engineering | Year: 2014

In the reported study the viability of using computed tomography (CT) scanning for assessing flushing defects in thin sprayed seal (chipseal) surfacings was explored. The study was undertaken to investigate the micromechanical interactions that occur within chipseal layer materials in order to examine their relationship to the origination of flushing, using CT scanning techniques. In particular, the effectiveness of using image analysis techniques to analyze the changes in air voids that occur within a chipseal layer during loading was investigated. The presented study was based on laboratory testing of chipseal pavement samples (cores) from in-service pavements in the Auckland and Waikato regions of New Zealand. The cores, with diameters of 200 mm and thicknesses ranging from 32.4 mm to 44.5 mm, were subjected to varying levels of lateral cyclic loading using a wheel-tracking machine, and the deformation that occurred on the surface of the cores was measured. Two small specimens were extracted from each loaded core, one specimen from the wheel-tracked area of the core and the other from the untracked area of the core. The specimens were scanned using a CT scanner, and the resulting scan images were analyzed using image analysis techniques to determine the distribution of air voids within each specimen. The air voids within the tracked and untracked specimens of each core were compared to examine the changes that had occurred to the distribution of air voids during loading. The results of the study showed that image analysis is an effective tool to analyze air voids within a chipseal layer. © 2014 American Society of Civil Engineers. Source

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