Independent research on decarbonisation of a major Australian infrastructure project has revealed what worked, what didn’t, and what must come next.
As it must, the Victorian push toward net zero emissions by 2045 is now being tested not in policy documents but instead in real-world research on active construction sites.
A deep study led by La Trobe University, looking at decarbonisation efforts on the M80 Ring Road Completion project, has provided powerful insight into how decarbonisation strategies perform under real project conditions.
It drew on live trials of electric plant, alternative energy systems and renewable fuels.
The aim of the research? To move the construction conversation beyond opinion and theory and towards evidence-based certainty.
“La Trobe’s role is to independently collect data,” said lead researcher Dr Toong-khuan Chan, Associate Professor of Construction Engineering and Management in the Department of Engineering at La Trobe University.
“Everything in the report, whether it’s good or not so good, is the truth. It’s transparent. We do not embellish and we do not put a spin on any information.”
That independence is important, he says, as much of the sector’s hesitation around decarbonisation practices stems from uncertainty around what really works, what it costs and what risks are introduced.
What assists decarbonisation right now?
If there is a single message about what all projects could change for an immediate effect on decarbonisation, it’s about electrification. When a project is powered by renewable grid electricity, immediate and reliable benefits result.
“Across all equipment types, the transition to renewable grid electricity demonstrated immediate energy cost savings,” the report said. “Renewable grid electricity supported by GreenPower … proved to be the most cost-effective zero-emissions energy source.”
The other big-ticket item was specific types of electric plant that provided lower operating costs and strong, emissions-free operational performance, and also offered numerous additional benefits.
“We started getting comments about the noise of the auger on the electric piling rig,” said Ross Brookshaw, Sustainability Manager at Acciona. “That was because of the complete lack of noise and lack of vibrations from the rig itself.”
One of the most vital inclusions for decarbonisation success is getting electricity to the site or as close as possible, Brookshaw says, to enable the charging of electric plant.
“Several equipment types … produced lower total operating costs than diesel equivalents, outperforming them on traction, responsiveness, noise and vibration,” the report said. “Reduced maintenance is expected to provide further savings, though long-term data is still limited.”
“However, higher upfront capital costs for electric plant and supporting infrastructure continue to be a key barrier to widespread adoption, despite favourable lifetime economics.”
That includes solar lights, which Brookshaw said have attracted positive feedback from stakeholders, including members of the public, on the M80 project.
“If they were connected to the grid, there’d be underground cables we’d have to pull up and reinstate every time we move,” he said. “Or, we could have diesel lighting towers, making noise constantly at night.”
One solar lighting tower may not make much of a difference in terms of costs or carbon emissions, Brookshaw said.
“But as you drive down the freeway, you see we have 150 of them,” he said. “Combined they have a massive impact on carbon emissions, and they also make a strong statement to the community about prioritising sustainability.”
What needs more work?
Electrification is the low-hanging fruit. Other decarbonisation challenges still require work.
One is the use of alternative fuels. On the M80 Ring Road Completion project hydrotreated vegetable oil, technically effective as a direct diesel substitute, was tested.
It had to be shipped from Singapore and cost three times the price of diesel. Local production could help solve the problem, but might also create new issues, including removing renewable oils from human consumption to burn as fuel.
Hydrogen came with similar challenges.
“Hydrogen is tricky,” Chan said. “On this project it came up because of the lack of grid capacity, so they tried to get a hydrogen electricity generator operating on site.”
“You need qualified personnel, and there are challenges getting hydrogen supplied to site at the right time. If you schedule a resupply, you may not have used up the previous hydrogen supply, so then there’s wastage involved.”
None of this means alternative fuels are out. It simply means there is more work to be done to figure out their best application.
“These are operational issues you will learn more about solving when you try them out,” Chan said.
What’s next for construction decarbonisation?
The report makes it clear that decarbonisation is already achievable, but not across the board.
It offers a 20-year roadmap, beginning with immediate deployment of commercially viable electric plant and renewable electricity and followed by scaling electrification and related technologies and integrating alternative fuels where possible.
The research makes it clear that progress requires collaboration.
“Industry professionals must share lessons learned,” Chan says. “We have now documented how one company has done this.”
“So, please copy what worked and change what didn’t work so well. Improve upon those items and share your results. That way, we all benefit.”
