The following are summaries of papers published in other parts of ICE Proceedings during 2000 that readers of Municipal Engineer may find of interest. You can get copies of individual papers posted to you for £5 or faxed to you for £2 a page from the ICE library (telephone +44 (0)20 7665 2251, fax +44 (0)20 7976 7610, e-mail library@ice.org.uk). In all cases you need to complete a copy request form which can be downloaded from the ICE website at www.ice.org.uk/library/icepbprq.html. Summaries of all papers in ICE journals are also freely available and fully searchable at the ‘journals on-line’ section of the ICE website at www.ice.org.uk/jol.
Masterplanning the Greenwich peninsula
M. J. P. Davies
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S1, 9–12
Extensive pollution and physical isolation caused the Greenwich peninsula to be overlooked in the original plans to redevelop London's former dockland areas on the banks of the River Thames. But in 1996 everything changed. British Gas, the site's then owner, and Greenwich Council successfully lobbied for the peninsula to be included on the extended Jubilee Line, and the decision to site the millennium exhibition next to the new station soon followed. Suddenly a new master plan was required for what was to be one of London's most vibrant and rapidly developed new quarters. This paper explains how the plan was developed and focuses in particular on how it maximised the legacy value of the short-term infrastructure needs of the exhibition.
Greenwich peninsula—transport planning for the third millennium
G. B. Jamieson
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S1, 13–18
Development of North Sea gas led to a rundown of the massive gasworks, which occupied the greater part of the 300 acre Greenwich peninsula in east London. Initial regeneration proposals were constrained by poor transport connections—but then along came the new Jubilee Line extension. Regeneration plans then blossomed based on an integrated transport network of pedestrian and cyclist routes, rail, Underground and bus services, and improved links to the A102(M) cross-river road. It was too good an opportunity for the promoters of the Millennium Dome to miss, which in turn led to accelerated investment in transport infrastructure and provision of the perfect springboard for future regeneration.
Remediation of contaminated land at Greenwich peninsula
D. Barry, J. Steeds and A. Micklam
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S1, 24–28
The £21·5 million project to clean up the massive former gasworks site on the Greenwich peninsula was one of the most extensive and integrated ground contamination remediation exercises ever carried out in the UK. It included removing a 7 Ml litre tar well at the site of the Millennium Dome, washing 30 000 m3 of soil, treating 66 000 m3 of contaminated groundwater and effluent and recycling 245 000 m3 natural and engineering materials for backfill. This paper describes the various engineering and environmental techniques that were used in both the statutory clean-up operation and the subsequent remediation required for redevelopment.
Design and construction of infrastructure on the Greenwich peninsula
A. Micklam, J. Gibbins, G. Collins and M. Lass
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S1, 29–35
Redeveloping the 120 ha Greenwich peninsula in east London required a £185 million project budget for new services and infrastructure to be planned, designed and installed in just three years. The engineers were also faced with the challenge of reconciling the short-term but intense needs of the year-long millennium exhibition with the overall long-term requirements of this state-of-the-art urban regeneration project. This paper describes the planning and implementation of the various infrastructure elements, including 14 km of sewers and outfalls, 13 km of drinking water and irrigation mains, 8 km of roads, three pumping stations, an electrical power tunnel under the River Thames and landscaped parklands.
Riverside renewal at Greenwich peninsula
A. Micklam, J. Gibbins, S. Proctor and A. Braham
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S1, 36–41
Redevelopment of Greenwich peninsula in east London required repair or renewal of over 2 km of the mostly steel sheet-piled frontage to the River Thames and its extensive low-tide beaches. A range of options was examined to improve the river-edge environment, including cladding the existing wall in timber, reducing its height or removing it completely and replacing it with stepped terraces featuring aquatic and other planting. All were tried, resulting in extensive lengths of ecological terraces complementing a new river walk along the physically stronger yet visually softer bank. The project is now being promoted as a model for future environmental improvements to the Thames and other urban rivers.
A water recycling plant at the Millennium Dome
B. Lodge, T. Seager, T. Stephenson, P. English and R. Ford
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S1, 58–64
The water recycling treatment plant at the Millennium Dome in Greenwich is the largest of its kind in Europe and a showcase for water treatment processes of the future. It is designed to provide 500 m3/day to flush all the toilets and urinals in the Dome. The water is ‘reclaimed’ from three sources—rain water from the Dome roof, greywater from the handbasins in the Dome and groundwater from a borehole on the site. This paper describes the development from the design stage through to construction of this unusual engineering project, and details the Cranfield water treatment processes in use in the plant.
Integrated transport policies
S. Joseph
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S2, 39–43
Integrated transport is not about what sort of transport people want, it is about what sort of city and countryside they want—close-knit friendly streets or suburban sprawl. This paper contends that sustainable transport is achievable but expresses the concern that the civil engineering profession could be more a hindrance than help. It concludes that if we continue to see major road projects as the natural order and all other transport projects as too small, too green or too unworldly, we will be left behind and will have missed the point.
Impact of climate change on water resources planning
D. Crookall and W. Bradford
Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, S2, 44–48
Water companies have a pivotal role in the delivery of sustainable development. In providing safe drinking water, supplying water to industry and commerce and treating wastewater before returning it safely to the environment, they are also at the forefront in dealing with the impact of climate change. As explained in this paper, when dealing with something as complex as the global climate, we cannot wait for a perfect model to find solutions to the problems that we could soon be facing. It is vital to ensure that all water resource development plans, whether from the water companies or the regulators, are robust against a range of possible future climates.
The use of active speed warning signs
T. Kathmann and R. Cannon
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, May, 67–77
The problem of drivers failing to obey speed limits, even when non-compliance is dangerous, continues to present a major challenge to highway engineers. In Germany, as in the UK, attempts are being made to change drivers' behaviour by both enforcement and persuasion. One method of persuasion being tried is the use of ‘secret’ signs to warn of excessive speed. These signs are normally blank but display a warning when triggered by a speeding vehicle. The historic use of secret signs and trials of systems is presented along with a review of their use in other countries. The systems reviewed range from those which check vehicle speed to ones which check not only the speed of the vehicle but also its weight and dimensions, so that warnings specific to that vehicle can be given. A UK trial using number-plate recognition is also reviewed. Before-and-after studies have shown that in the right location these signs achieve up to 87·6% improvement in compliance with speed limits. Not all signs proved to be successful, however. The signs have been found to be most successful during their early life. As drivers become used to the signs, the effectiveness reduces. A system used in the Netherlands uses a variety of messages to overcome this problem. Vandalism has also been reported as a problem with these signs, with one in the US being destroyed by high-velocity bullets. Studies in the UK have shown that these signs can be more effective in reducing vehicle speeds than direct police enforcement using speed ‘guns’.
Development of a transport model for East Kowloon, Hong Kong
D. Thompson, A. Eaglestone, C. O. Tong and S. C. Wong
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, May, 87–97
After the relocation of the airport, much land-use change and redevelopment is expected in the East Kowloon District in the city of Hong Kong. Consequently, a comprehensive review of the land-use and transportation plans for the district was required. In the study, a sub-regional transport model for the district was developed. This model was used to forecast the vehicular, public transport and pedestrian demands arising from land-use and transportation system changes in and around the district. This paper describes the modelling approach and validation results.
The development of UK bridge management systems
K. D. Flaig and R. J. Lark
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, May, 99–106
In order to address what maintenance to tackle within given budgetary constraints, bridge managers are now turning to computerised bridge management systems. All too often, however, the capabilities of these systems fail to satisfy the requirements of the potential users. This paper describes a survey of those actively involved in bridge management, aimed at identifying exactly what they do require of such systems and, based on the responses received, a functional specification for a more comprehensive system is proposed. It is suggested that this should have a modular format, adopt a consistent and rational approach based on transparent methodologies and be able to prioritise projects according to a number of criteria. The functional specification proposed provides a basis for the development of a system that it is intended will be both complementary to and compatible with the structures management system currently being developed by the Highways Agency.
Road marking assessment using digital image analysis
M. P. N. Burrow, H. T. Evdorides and M. S. Snaith
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, May, 107–112
This paper presents a systematic approach for the automated measurement of road marking wear (erosion) using digital video image analysis techniques. These techniques are used to digitise an image of the road surface and thereafter manipulate the image to obtain the extent of any road marking within the image. Simply, after digitisation, a process known as image segmentation was used to analyse the image to ascertain the picture elements (pixels) within the image that were clearly road markings and those which were not. Subsequently, a further process, called image enhancement, was developed to remove misclassified pixels. Finally, a novel process (feature description) was used to compare the road marking with an ‘ideal’ to determine any erosion of the original road marking. The above system was tested on a set of images of road markings. The accuracy of this system in comparison to a manual method of assessing road marking erosion was investigated using statistical techniques. The results show clearly that the automated methodology is accurate and reliable.
The basis for Dublin's transportation policy beyond 2000
M. Rogers
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, Aug., 123–134
This paper examines the conclusions of the 1995 Dublin Transport Initiative Final Report and asks whether the themes/options that performed best in the multi-criteria analysis (MCA) undertaken within the report subsequently formed a substantial part of the chosen core strategy of transport projects. The author states that the link between the MCA and the chosen strategy is diminished as a result of a lack of rationality in the decision-making process leading to the formation of the strategy. In particular, the paper highlights the post-MCA exclusion of the two best performing themes, heavy rail and extensive road development, together with the failure to separate out two of the major public transport options, light rail and bus, into separate themes to allow their relative evaluation. The author demonstrates that the core strategy is given a level of performance by the Dublin Transport Initiative (DTI) that is inconsistent with the actual performance of its constituent themes in the MCA. The direct comparison of light rail and heavy rail using cost-benefit analysis also leaves a number of questions unanswered, with the two being viewed as mutually exclusive rather than complementary to each other. The lack of alternative solutions put forward during the public consultation phase also gives rise for concern. The 1999 DTI update continues to emphasise the importance of light rail, with limited reference to the examination of the heavy rail option. Given the present economic prosperity, and the delay in the actual implementation of a light rail system, an opportunity still exists to explore in detail which option or combination of options would constitute the most appropriate rail-based public transport system for Dublin.
Rutting and volumetric properties of SMA mixtures
A. Nioklaides
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, Aug., 135–141
Stone mastic asphalt (SMA) surfacing mixture was developed in Germany in the mid-1960s, originally to improve the resistance to wear from studded tyres and to permanent deformation. Its very good performance and durability, as well as its good surface characteristics, became well-known and as a result SMA mixtures started to be used by a number of other countries. Today, SMA is considered as a heavy-duty surfacing mixture, which is used primarily in heavy-trafficked areas. The high bitumen binder content and the resulting low voids content, in conjunction with high traffic volume and possible high in-service temperatures, require, among other things, optimum mix design if the intrinsic resistance to permanent deformation is to be sustained. This study examines the effect of voids and of synthetic fibre content on the permanent deformation of a typical 0/11mm SMA mixture, and is quantified by the wheel-tracking test. The results show that the rutting of the SMA mixture is very sensitive to changes in voids content, particularly when the test is carried out at 60°C. An increase in fibre content has a positive effect on rutting behaviour, especially when the mixture possesses insufficient voids. Based on the findings of the study, recommendations have been made regarding the SMA mixture design in order to avoid excessive permanent deformation, particularly in locations with high in-service temperatures and high traffic volumes.
Evaluation of asphalt fatigue properties in the laboratory
H. A. Khalid
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, Nov., 171–178
Three-point flexural fatigue tests have been carried out on prismatic specimens cut from laboratory manufactured slabs of five asphaltic materials including a hot rolled asphalt, a dense bitumen macadam and a stone mastic asphalt. Identical slabs of these materials were made to produce cylindrical specimens which were tested in the diametral fatigue test, called in the UK the indirect tensile fatigue test (ITFT). A detailed derivation is presented of the theory used to establish the feasibility of the ITFT as a fatigue test for asphaltic materials. The test results show that, at low strain levels, the fatigue lines of the five mixtures from the ITFT assume similar relative positions to those from flexural tests. However, for the same strain level, the fatigue lives measured in the ITFT are considerably shorter for all the mixtures tested. The paper highlights some of the concerns observed in connection with the ITFT procedure and their implications for fatigue testing practice.
Roads, reality and the customer
K. B. Madelin
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, Nov., 179–186
This paper reviews current transport policy in the UK considering in particular the importance of the road network and the power of the customer in making choices. The context is set by looking at the relationship between transport and society and the importance given to transport by people as customers. The growth in the demand for transport is discussed and the importance of the car is recognised. The resulting transport problem is described together with the Government's Transport White Paper. The policies to manage demand and encourage a transfer of mode are looked at in detail but the conclusion is that while such policies are justified, they will only have a limited impact due primarily to customers exercising choice. The paper concludes that the current policy is a high-risk strategy that is likely to be unsustainable unless provision is made for increasing road and rail capacity and more attention is paid to understanding the needs of the customer.
Infrastructure and transportation in the twenty-first century-ever-increasing circles?
G. Marsden, K. Chatterjee, G. Lyons and M. Brackstone
Proceedings of the Institution of Civil Engineers—Transport, 2000, 141, Nov., 195–206
Understanding and controlling travel demand is one of the great challenges for the twenty-first century. This paper has been prepared in the wake of the first UK Transport White Paper for some 20 years which has sought to reconcile a multitude of requirements that society has from transport. The paper does not offer an alternative White Paper but aims to highlight the key themes that will shape the future of transport and to propose options and visions for the twenty-first century. In so doing, the intention is to deliver some fresh thinking into the transport debate that will serve as a catalyst for future, perhaps fruitful, discussion.
Flood disasters: lessons from the past-worries for the future
G. E Berz
Proceedings of the Institution of Civil Engineers—Water and Maritime Engineering, 2000, 142, Mar., 3–8
Flood disasters account for about a third of all natural disasters throughout the world (by number and economic losses) and are responsible for more than half of the fatalities. Trend analyses reveal that major flood disasters and the losses generated by them have increased drastically in recent years. Co-operation between the state, the affected population and the insurance industry assumes a key role with regard to the flood hazard. Scientists, engineers and insurers must work together in formulating their requirements and shaping them in such a way that politicians can derive clearly recognisable policy options (e.g. land use restrictions) from them. Another important aspect is stepping up the efforts being made towards curbing climate change, which will otherwise exacerbate the risk in the future.
A new approach for directing proactive sewer maintenance
R. A. Fenner, L. Sweeting and M. J. Marriott
Proceedings of the Institution of Civil Engineers—Water and Maritime Engineering, 2000, 142, Jun., 67–79
Maintenance and asset management of the UK sewerage network is based on a policy of selective rehabilitation of critical sewers, which represent about 20% of most drainage systems. Continuing failures on an ageing network, together with customer and regulator pressure, have increased the need for water companies to become more proactive in the maintenance of non-critical sewers, which form the remaining 80% of the nation's sewerage assets. This paper describes a flexible methodology for directing proactive sewer maintenance in the light of a changing perception of how urban drainage systems should be managed. Until recently, non-critical (or category C) sewers received only reactive maintenance. What is now required is an effective means of directing maintenance resources so as to target those parts of the network in greatest need of attention. Management strategies can no longer focus on a preselected subset of assets but should identify the correct subset for each catchment for which maintenance activity will be most effective. Cost constraints prohibit the widespread collection of new data regarding the condition of all sewers, so the approach described here is based on the analysis of existing historical sewer event data and asset information. Appropriate forms of data analysis, within the constraints of current levels of data availability, have been evaluated, and a two-stage decision support model for sewer maintenance is proposed. This uses geographical information system (GIS) software to rank variable-sized grid squares into priority zones for action. A detailed analysis of each pipe length within those grid squares most at risk from sewer failure is then performed using a simple Bayesian statistical model. To demonstrate the approach the procedures are applied to a real catchment as part of a case study, and based on a wider analysis of data from several catchments observations are made concerning the factors most commonly associated with serviceability failures in sewers.
Modelling the impact of urban discharges on receiving waters
M. G. Mansell
Proceedings of the Institution of Civil Engineers—Water and Maritime Engineering, 2000, 142, Sep., 167–176
The modelling of urban pollution has tended to concentrate on the hydraulic performance of the drainage systems and in particular of combined sewer over-flows. This paper describes the modelling of various urban catchments together with the catchment of the receiving water in a holistic fashion and investigates the overall contribution of rainfall patterns and catchment characteristics to the impact which urban discharges have on receiving waters.
