Engineering the future

Agenda Laing O’Rourke – Introduction Pavements and Stabilor– Introduction Stabilor – Progress so far Stabilor – Design and application Stabilor – Selected projects Who we are: Foreword History Our business model Capabilities Sectors Geographic hubs Our vision, mission and strategy Corporate governance Safety and sustainability Operating and financial highlights: Financial highlights Operating highlights including safety and sustainability Europe Hub, a snapshot London 2012 Olympic and Paralympic Park Australia Hub, a snapshot Botany Bay Engineering Excellence: Engineering + enterprise = value creation The role of the Engineering Excellence Group Value creation model Project showcase: List the projects you include here … 2

A Proud History of Achievement 3

Laing O’Rourke at a glance Speaker: DW − 2 mins 4

$60 Billions Ichthys – LNG Marine Terminal Darwin, Australia

Pavement Construction Overview Flexible/granular pavements Requires imported materials Cost depends on aggregate supply Poor wet weather performance Subgrade Subbase Base Wearing course Imported material Rigid pavements Concrete base and wearing course Expensive Low maintenance Performance dependent on base and subgrade Subgrade Base Imported material, often stabilised Concrete slab Cement-stabilised pavements Can be used in rigid or flexible pavements Requires additional equipment and materials Can use recycled, site-won, or marginal materials Improved wet weather performance Subgrade Stabilised base Wearing course Recycled or site-won material 6

Why Pavements Fail Underlying soils – insufficient strength or shrink/swell reactivity in the subgrade. Water – causes a loss of pavement mechanical strength. Free water within the pavement is ‘pumped’ up towards the surface by vehicular loading, drawing the finer particles out of the soil matrix and providing space for lubricated particles to move. Traffic and loading – excessive and poorly regulated traffic volume and loadings. Traffic effects are magnified in acceleration/deceleration zones. Pavement materials – insufficient strength, unsuitable particle size distribution, or reactive materials. Design – insufficient consideration of drainage, shoulders, cross falls, lane widths, etc. Construction – lack of experience and equipment, poor QA and testing, particularly of moisture content and compaction. Temperature – causes expansion, contraction, and freeze-thaw in the pavement and wearing course. Large temperature variations accelerate failures. Maintenance – primarily a failure to maintain the wearing course, leading to water ingress. 7

Stabilor Overview Liquid additives that enhance the application process and performance of cement-stabilised infrastructure. Stabilor C: Concentrated one-part aqueous dispersion of a copolymer, set time modifiers, and preservative agents. The economical solution for most construction and rehabilitation projects. Stabilor P: One-part dispersion of cross-linking polymer, set time modifiers, hydrophobic particulates, and preservative agents. For use in applications with high water exposure. Forms durable, water resistant, and rapidly installed pavement infrastructure. Non-hazardous and non-dangerous. 8

Stabilor Key Benefits Has enjoyed brilliant (no-failure) success in the road construction industry in Australia, Asia & Europe for over a decade. Bonds the molecules of in-situ soil, cement and aggregate into a solid waterproof polymer that ‘floats’ on sub-grade with enhanced strength and flexibility (CBR & MPa > 500%). Reacts with cement to create an exothermic chemical reaction that ‘cures’ within +/- 3 hours. Traffic may be re-introduced immediately upon completion of roll-out. Is impervious to water penetration from rain, flood and capillary action. Hence a Stabilor-Road does not endure expansion & contraction during freeze & thaw cycles. Is inert and unaffected by temperature range from 60 above to 60 below zero Celsius; it can be applied in rain and near freezing weather thus increasing the build season. Virtually eliminates quarry and transport of heavy rock, stone and fines thus it cuts material & labor costs vs. conventional road construction + low to NO maintenance. Spec's, videos & engineering test reports visit: www.stabilorcanada.ca 9

Applications Roads Subgrade, subbase, and base stabilisation for new construction and rehabilitation of temporary and permanent pavements Hardstands New construction and rehabilitation of laydown yards, site set-up, stock yards, and related infrastructure Heavy work platforms Crane mats, piling platforms, drilling rigs Airports Runways and associated aprons Railway Stabilisation of subgrade and formation 10

Design & Application Process 11

Soil Stabilization Process Binding Agent Spreader Soil Stabilizer Single-Drum Compactor Grader Pre-Spread Binding Agent Milling and Mixing Rotor Stabilized, Homogeneous Mix of Soil and Stabilor

Selected Projects Inpex Village ring road, NT Overview: The traditional 2-layer imported granular road failed in the wet season Design: Pavement rehabilitation with additional fill In situ material of CBR <10% plus 50mm of imported fill of CBR 30% 200mm, 16kg/m2 (4%) GP cement, 0.5L/m2 Stabilor C Results: CBR >300% UCS 2.4-4.4MPa Economics: Capex 33% less than granular pavement ($25/m2 vs $37/m2) No wet season maintenance 13

Selected Projects Inpex Village ring road, NT Stabilor No Stabilor Excavator on Stabilor 280t crane on Stabilor 14

Selected Projects Blaydin Point main access road, NT Overview: Traditional 2-layer imported granular road that failed in the wet and under heavy vehicle traffic Design: Pavement rehabilitation of 180mm subbase (CBR 50%) and 180mm base (CBR 80%) with 2-coat spray seal 250mm, 20kg/m2 (4%) GP cement, 0.75L/m2 Stabilor C Results: CBR >250% Dynamic deflection modulus +22% (15 hours), +120% (2 days) Economics: Capex 50% less than asphalt-based solution Night work, so no shutdown of the main access road Testimonial: “The use of Stabilor added real time savings in the pavement construction for the module off load haul road on the Ichthys Project. The application of Stabilor to provide a surface pavement instead of an asphalt surface ensured that we were able to received the first modules on time.” Ross McEwen, JKC Resident Construction Manager 15

Selected Projects Blaydin Point main access road, NT Before Stabilor After Stabilor Stabilor No Stabilor 16

Selected Projects Pacific Highway, Tabbimobile, NSW Overview: A 2.2km widening and rehabilitation of the major north-south road, with high probability of rain events and delays. The project was conducted under traffic of >6,000 vehicles per day. Design: 300mm, 16kg/m2 (3%) GP cement, 0.4L/m2 Stabilor C Results: 4,500m2/day Average UCS 3.5MPa Economics: Project delivered 3 months faster than original flexible design A large reduction in wet weather claims on the project 17

Selected Projects Pacific Highway, Tabbimobile, NSW 18

Selected Projects Teras Australia Marine Base, NT Overview: Site roads and hardstands inoperable in the wet season Design: Rehabilitation of existing granular pavements Road: 250mm, 20kg/m2 (4%) GP cement, 0.5L/m2 Stabilor C Hardstand: 250mm, 24kg/m2 (4.8%) GP cement, 0.6L/m2 Stabilor C Results: Road: CBR >200% (+600%) Dynamic deflection modulus +100% after 3 hrs, +200% after 24 hrs Hardstand: CBR >80% (+600%) Dynamic deflection modulus +380% Economics: Areas remain fully operational in the wet 19

Selected Projects Teras Australia Marine Base, NT Stabilor stabilisation of the hardstand Finished hardstand pavement 20

$60 Billions Ichthys – LNG Marine Terminal Darwin, Australia