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PREFACE
INTRODUCTION
- Background
- Scope
- Conceptual Framework
- Methodology
These authors highlight the non-linear and highly interactive nature of innovation processes in the context of a broad view of the boundaries of the Australian construction industry. The factors in Table 1 were used to guide the discussion of innovation in the case studies.
INNOVATION CASE STUDY NO 1: Outstanding Whole-of-Life Gains
The thermal tank and wheel are the most novel and influential elements of the air conditioning system, and the focus of this case study. This approach and MGF's choice was critical to the adoption of the thermal tank and wheel.
INNOVATION CASE STUDY NO 2: Concrete Planking Innovation Saves
Arup recognized the opportunities offered by the casting process to shape the ends of the panels to achieve a reliable composite connection to steel girders. Arup and Quickcell Technologies are excited to share the benefits of the innovation and both organizations plan to apply similar ideas to new projects. The use of smart planks reduced the weight of the steel floor girders of the Stadium stand by approximately 25% due to the efficiency of the composite connection between the planks and the steel girders.
This translated into an estimated saving of $260,000, which represented approximately 8% of the steelwork cost of the grandstand. The construction schedule dictated that production of the smart boards begin before prototype testing took place. Arup's confidence in the design has subsequently been validated by prototype test results and the impeccable performance of the in-situ concrete slabs and top.
The implementation of the smart plank innovation will not end with this project; both Arup and Quickcell intend to use the innovation on future projects. They note that this system is 'essential, because otherwise many of the advantages of a large organization would be lost'.
INNOVATION CASE STUDY NO 3: Motorway Alliance Drives
Innovation in the POBM project centered around the alliance itself, but also involved a number of. Another key benefit of the Alliance was the integration of the Alliance's work on the POBM with other POBM work packages that were being carried out at the same time. Under normal circumstances, with a hard dollar contract for major works (Package 3 – Alliance), problems with early works would have resulted in contract variations.
The early works package and the Alliance (in conjunction with additional works on a new interchange) used polystyrene infill to minimize placement in difficult areas. The rehabilitation of the area was an objective of the Alliance from the beginning of the project (following the commitments and advice of the ministries included in a previous impact assessment statement). This caused some problems in the relationship between the Alliance and some DMR groups that were not directly involved in the project.
Fourth, exclusive use of the DMR's standard (generally prescriptive) specifications for traditional delivery could have inhibited the alliance's flexibility to pursue innovative solutions. Finally, the Alliance structure and the sheer scale of the project encouraged the team to put aside their risk aversion and try out a number of new technologies, including slip-formed.
INNOVATION CASE STUDY NO 4: Performance-Based Building Codes
This speed – 3 months compared to 6-12 months under the old system – was a key driver of unprotected steel innovation. A fire damage modeling exercise showed that if unprotected steel was used in all three key support columns (which were protected for risk management), the total cost of a fire would be $8,500 per year, averaged over a 25-year design life. buildings. Although the maintenance benefits of unprotected steel have not been fully quantified, fire engineers also estimated that "a savings of several thousand dollars per year would probably be achieved because unprotected steel does not require inspection or recoating." The process of inspecting the shielded steel would be very expensive on the NGV-Australian Art Building, as 60-70% of the steel is fairly inaccessible as it is behind cavities in the walls and in the ceiling spaces.
Key to the benefits achieved by using unprotected steel was QRA, which, in turn, was particularly useful because of the opportunities opened up by performance-based BCA. The managing contractor made the design change from concrete to steel, based on their experience of the benefits of steel. One of the most complex of these approaches is QRA based on error and event scenarios.
In the case of the NGV-Australian Art Building, the concept of five states of fire growth was used in the risk assessment to assess the probability and consequences of different times for the activation of fire safety systems and human intervention. One of the main challenges in adopting the fire engineering/vulnerable steel innovation was addressing the safety concerns of a number of stakeholders, including the client, about the new approach.
INNOVATION CASE STUDY NO 5: Australia’s First Fibre-Reinforced
The innovation lay in the modular construction of the composite bridge deck and the hybrid. The lower deck weight of the FRP bridge (55 tons compared to 114 tons) also saved 75% in transportation costs. The economics of the design were potentially comparable to those of bridge structures with conventional materials.
The success of the prototype led to a proposal to build a FRP bridge on the road network. WCFT believes that the project's history of collaboration involving DMR, RTA, FCDD and others has been invaluable in the commercial development of the technology. A DMR engineer involved in the development of the FRP bridge describes the challenges in her USQ master's thesis, in which she notes that the design of the composite fiber deck units evolved through several stages during the prototype development process.
Another problem – or perhaps more of a challenge than a problem – was that there were so many clients involved in the development and construction of the prototype bridge. Individuals interviewed for the case study stated that the cooperation of all colleagues is essential to the success of the project.
INNOVATION CASE STUDY NO 6: Ground Penetrating Radar Finds
This latest generation of GPR technology is just beginning to be used globally for structural applications, and the Cattle Creek Bridge application was a very early and successful test of the technology in this area. In this design, large blocks of polystyrene (called 'voids') are cast inside the deck beams to reduce the weight of the beams. At Cattle Creek, GPR was used to determine the final location of these voids within the beams and to identify any defects caused by movement of the voids during their construction.
Had GPR not been used, it is unlikely that QDMR or the beam suppliers would have been able to identify the location or extent of the defects in the beams. The decision to use GPR to identify the location and number of defects in the Cattle Creek Bridge beams came with a commitment to test the technology for these types of applications. Georadar was prepared to spend research and development funds to demonstrate the benefits of the technology before project stakeholders committed to more extensive testing of the beams.
Substantial funds were also allocated by the supplier of the bridge girders, who wanted to cooperatively and efficiently solve the problem of defects. All key stakeholders – client, consultant, contractor and supplier – agreed to trials of the new technology because they accepted the need to take prudent risks.
BRITE CASE STUDIES SUMMARY
- Introduction
- Lessons Learnt
- How to Innovate Successfully
- Innovation Checklist for Businesses
The Innovation Checklist is based on case study findings and follows a format developed by the Construction Best Practice Program in the UK. The Checklist helps business managers to identify where they are and where they want to be. Business managers are invited to mark each item as applicable, assuming that they may be asked to demonstrate the basis for their answer.
Do you actively monitor progress in related industries that may be relevant to your business. Additional resources to help businesses move forward are available from the BRITE Project (www.brite.crcci.info); Cooperative Research Center for Construction Innovation,. Australia (http://www.construction-innovation.info); Commonwealth Department of Industry, Tourism and Resources, Australia (http://www.industry.gov.au/); and.
The UK Construction Excellence Program (http://www.cbpp.org.uk/) currently offers the widest range of practical tools for construction organizations seeking to improve performance.
CONCLUSIONS
Innovation Surveys: Design Issues and Recent Experiences Statistical Review of the Australian Construction Industry. Innovation rates and drivers in the road industry: The case of Queensland, Australia Knowledge flows in the road industry: The Queensland experience. David Wright Project Director – Port of Brisbane Motorway Queensland Department of Main Roads Level 2, Dickens St, Spring Hill QLD 4000.
Dave Rankin Transport Engineering Executive Parsons Brinkerhoff Australia Limited Level 12, 348 Edward St, Brisbane Q 4000 GPO Box 2907 – Brisbane QLD 4001. Tjip Faber Manager – Operations and Development Federation Square Management Pty Ltd Corner Swanston & Flinders Sts, Melbourne 3000. Rod Oates Manager – Bridge Rehabilitation Projects Bridge Section, RTA Technical Services Roads and Traffic Authority, New South Wales PO Box 3035, Parramatta NSW 2124.
6 Cattle Creek Ground Penetrating Radar Bridge Tony Elgar Principal Engineer – (Contracts) Mackay Queensland Department of Main Roads, Mackay. Concrete Technology), Structures Division Queensland Department of Main Roads 8th Floor, Spring Hill Office Complex 477 Boundary Street, Spring Hill QLD 4000. Regional Advisor Lex Van Der Staay – Central Queensland Regional Technical Services Office Department of Main Roads in Queensland.
AUTHOR BIOGRAPHIES
