Fulton Hogan Ltd.

Christchurch, New Zealand

Fulton Hogan Ltd.

Christchurch, New Zealand

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Kodippily S.,University of Auckland | Holleran G.,Fulton Hogan Ltd. | Henning T.F.P.,University of Auckland
Transportation Research Record | Year: 2016

Developing technologies that provide sustainable solutions for future pavement construction is vital given the ever-increasing demand on the supply of bitumen and good-quality pavement construction materials. Recycled asphalt pavement (RAP) is a technology that presents many advantages in cost and environmental savings. This study investigated the performance of RAP mixes containing rejuvenation additives to determine the effects of those additives on the deformation (rutting) resistance, cracking resistance, and fatigue performance of RAP mixes. Laboratory testing was conducted on 11 RAP mixes that were manufactured with RAP proportions of 15% and 30%, as well as with the addition of different types of rejuvenating agents. Results produced useful performance indicators for the use of rejuvenation additives in RAP. The mixes that had rejuvenation additives preserved the high deformation resistance of RAP mixes, particularly at the higher RAP proportion of 30% when compared with a mix with no RAP, and concurrently the addition of rejuvenators counteracted against overstiffening effects of RAP. The addition of RAP, especially 30% RAP proportion, had poorer fatigue performance than when only 15% RAP was used, but with the use of rejuvenation agents, the fatigue performance of the high RAP mixes improved significantly. Use of a maltene fraction for RAP rejuvenation had marginally better fatigue performance than a chemical rejuvenation agent. The research results provide a valuable understanding of the behavior of RAP mixes and, in particular, the positive performance results that can be gained by using rejuvenation additives. © 2016, National Research Council. All rights reserved.


Steven B.D.,Beca Infrastructure Ltd | Alabaster D.J.,NZ Transport Agency | Pidwerbesky B.D.,Fulton Hogan Ltd
Advances in Pavement Design Through Full-Scale Accelerated Pavement Testing - Proceedings of the 4th International Conference on Accelerated Pavement Testing | Year: 2012

NewZealand has been running a nationally fundedAPT program since 1968,which has produced a number of outcomes that have been implemented into NewZealand practice. Pavement response measurements allowed the national roads authority to adopt the mechanistic based Austroads Pavement Design Guide in 1995 and have also contributed to the development and verification of RLT testing protocols and have helped calibrate and benchmark LTPP sites. Projects have been either initiated due to issues arising from the performance of in-service pavements or where new construction technologies or materials have been proposed. These projects have included pavement curvature prior to the placing of thin asphalt surfaces, foamed bitumen stabilization, aggregate specifications, pavement loading at various levels for High Productivity Vehicle regulations, and a study on the dynamic effects of various vehicle suspensions. © 2012 Taylor & Francis Group.


Gonzalez A.,Australian Road Research Board | Cubrinovski M.,University of Canterbury | Pidwerbesky B.,Fulton Hogan Ltd | Alabaster D.,New Zealand Transport Agency
Journal of Transportation Engineering | Year: 2010

The effects of foamed bitumen contents on the strength and deformational behavior of foamed bitumen mixes used for road pavements is very complex and not fully understood yet. While some writers report an increase in strength using one type of laboratory test, other writers report either only a small increase or even a decrease in strength using other types of tests, thus detracting foamed bitumen from being implemented as a cold-recycling technique for road pavement rehabilitation. This paper presents a laboratory study carried out on a specific granular material from New Zealand containing 1% cement and different foamed bitumen contents using indirect tensile strength (ITS), monotonic load triaxial (MLT), and repeat load triaxial (RLT) tests. The curing procedure, loading regime, and moisture contents were selected to simulate construction practice and suboptimal conditions normally found in New Zealand pavements. The results from these tests showed that an increase in foamed bitumen content up to an "optimum" content, increases the ITS but, at the same time, decreases both the permanent deformation resistance measured in RLT tests and the peak strength in MLT tests. In order to systematically examine the results from these tests, a general stress analysis was conducted, in which the stress paths applied in laboratory tests were plotted in I1-J2 1/2 stress diagrams. The stress analysis showed that adding foamed bitumen results in a reduction of the compressive strength of the mixes and a simultaneous increase in the tensile strength, which explains the apparently "contradictory" effects of foamed bitumen reported in the literature depending on the type of test used. © 2011 ASCE.


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.


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.


Holleran I.,University of Auckland | Holleran I.,Fulton Hogan Ltd. | Wilson D.J.,University of Auckland | Holleran G.,Fulton Hogan Ltd. | Walubita L.F.,Texas A&M University
Geotechnical Special Publication | Year: 2016

Similar to global practices, reclaimed asphalt pavement (RAP) materials that are milled from dense-graded (DG) mixes are usually recycled into new DG mixes in New Zealand (NZ). However, RAP millings from porous asphalt (PA) are only used as fill, drainage materials, or as dust mitigation layers on unsealed roads. Due to the projected increase in road works on NZ (Auckland) motorways, more PA-derived millings will be stored on sites and be used in low value recycling applications until a way of recycling these PA millings into new asphalt mixes, especially high value PA, is found. Unlike DG mixes, PA has the ability to improve stormwater quality through pollutant filtration, including heavy metals, by its internal porous structure. In the case of DG mixes, pollutants are directly washed off from the pavement surface into the stormwater. Thus, PA-derived RAP may have a higher risk of pollutant leaching than DG-derived RAP. This paper summarizes a comparative literature review study on the assessment of pollutant leaching potential from RAP materials to determine what effect it can have on the current NZ practices with respect to RAP storage, use, and environmental issues. © ASCE.


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.


Kodippily S.,University of Auckland | Holleran G.,Fulton Hogan Ltd | Henning T.F.P.,University of Auckland
Road Materials and Pavement Design | Year: 2016

The presented study investigated the effects of Polymer-modified Binder (PMB) on the stiffness, rutting resistance, and cracking resistance of Recycled Asphalt Pavement (RAP) mixes. Mechanical testing was conducted on six asphalt mixes that contained varying proportions of RAP and polymer binder. Test results revealed that the inclusion of RAP causes a notable increase in the stiffness of mixes, particularly with a 30% RAP proportion. Polymer binder was seen to improve the rutting resistance of all mixes, particularly for the mix containing 30% RAP where a large increase in rutting resistance was achieved with the addition of polymer binder. The presence of PMB in conjunction with RAP decreased the reflective cracking resistance of mixes, where at high RAP contents the negative effects of polymers on the cracking performance of mixes were more significant. This study provided useful performance specifications for RAP mixes for the pavement construction industry in New Zealand. © 2016 Informa UK Limited, trading as Taylor & Francis Group


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 Materials in Civil Engineering | Year: 2014

The reported study was undertaken to investigate the micromechanical interactions that occur between sprayed seal (chip seal) layer materials in order to examine their relationship to the initiation of flushing. In particular, the deformation patterns of chip seal pavement samples with respect to lateral cyclic loading as well as the changes that occur to the distribution of air voids within a chip seal layer during loading were investigated. The effect of binder volume and air void volume on the development of flushing of the chip seal samples was also investigated. The reported study was based on laboratory testing of chip seal pavement samples (cores) that were obtained from in-service, flushed pavements in New Zealand. The cores, of 200-mm diameter and thicknesses ranging from 32.4 to 55.5 mm, were subjected to varying levels of lateral cyclic loading using a wheel tracking machine and the deformation that had occurred on the surface of the cores was measured. The cores were then scanned using a computed tomography (CT) scanner to examine changes that had occurred to the air void volume of the cores during the wheel tracking test, and the reductions in air void volume were compared with the quantity of flushing that was displayed on the cores. The cores were tested to determine the binder volumes in order to investigate how flushing development was affected by the ratio of binder volume and air void volume. The results from the analyses demonstrated that a strong correlation existed between flushing and air void volume reduction, where a larger reduction in air void volume directly corresponded to a higher amount of flushing. The deformation pattern of the cores indicated the likely state of stability of the chip seal structure, and the state of stability in turn indicated the best method of maintenance that was required for a flushed surface. The study findings demonstrated that the combination of wheel tracking and CT scanning is an extremely effective analysis method that can be used to determine the state of stability of a chip seal and to select the best maintenance treatment for pavement flushing. © 2014 American Society of Civil Engineers.


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.

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