The following are summaries of papers published in other parts of ICE Proceedings during 2007 that readers of Transport may find of interest. Summaries of all papers in ICE journals are freely available and fully searchable at the ‘journals on-line’ section of the ICE website. See www.ice.org.uk/journals for details.
Reconstruction of Bryn-y-Felin Railway Bridge, Snowdonia
J. C. Sreeves
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 2, June, 49–55, doi: 10.1680/bren.2007.160.2.49
A project is under way to reinstate the narrow gauge Welsh Highland Railway between Caernarfon and Porthmadog in North Wales. Progress to date has seen the railway opened for 19·4 km between Caernarfon and Rhyd Ddu. The remaining 20·3 km section between Rhyd Ddu and Porthmadog is due for completion in 2009, which when connected with the existing Ffestiniog Railway at Porthmadog will result in the longest heritage railway in Britain by far, with a total length of nearly 62 km. Bryn-y-Felin Bridge forms a prominent landmark where the railway crosses over the Glaslyn River near Beddgelert in the heart of the Snowdonia National Park, near to the popular and much photographed beauty spot of the Aberglaslyn Pass. The structural form of the bridge is a steel half-through Warren truss, replicating the style of the previous bridge on the site. The aim was to produce a cost-effective design that reflected the heritage of the railway, and that could be readily constructed and maintained.
Design and construction of the Metrolink Finback Bridge
S. W. Jones and R. G. Wrigley
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 2, June, 71–79, doi: 10.1680/bren.2007.160.2.71
The Manchester to Oldham line of the proposed Metrolink Phase 3 passes through the new Central Park business park utilising the existing track bed of a disused and dismantled heavy rail route. To the east of Thorp Road Bridge the new Metrolink route crosses the existing four tracks of the Manchester to Leeds Trans-Pennine railway. A post-tensioned concrete finback bridge has been provided to carry the new twin Metrolink tracks over the existing heavy rail route. In order to minimise disruption to the operational railway, the Finback Bridge was constructed in a position alongside and roughly parallel to the existing railway. Once the construction was substantially complete, the 6250 t bridge was rotated in plan through 218 to its final position during a weekend possession. The site constraints resulted in a reverse-curved horizontal alignment with the consequential requirement to cater for significant torsion in the design of the deck. The deck solution was a box section finback bridge with varying fin height and fin wall thickness. The bottom slab of the box was extended to cantilever outside the central fin to support the Metrolink tracks. The superstructure incorporates two types of post-tensioning; internal bonded tendons in the deck slab of the main span and external unbonded tendons located inside the fin.
Design and construction of the New Sheppey Crossing, UK
R. Clough and J. Parsons
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 3, September, 101–107, doi: 10.1680/bren.2007.160.3.101
The £100 million A249 Iwade bypass to Queenborough improvement scheme includes a new road bridge over the Swale and the construction of road links on either side, improving transport links between the Isle of Sheppey and mainland Kent. The Highways Agency awarded a 30-year design, build, finance and operate contract to Sheppey Route Limited in February 2004. Sheppey Route Limited's contractor, Carillion, has designed and constructed the 5·6 km long A249 Iwade bypass to Queenborough improvement. The bridge and road project were completed during summer 2006. The existing A249 crosses the Swale via a vertical lifting bridge and there are long delays to traffic when it is raised to allow shipping through. The new Swale Crossing is a vital part of the scheme and will provide major benefits by reducing congestion and improving journey times on the route because it is high enough for ships to pass underneath. This paper describes the design, fabrication, erection and construction of the new Swale High-level Crossing.
The repair and strengthening of Burnton railway viaduct, UK
W. McQueen, M. Goodall and G. Bell
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 3, September, 109–116, doi: 10.1680/bren.2007.160.3.109
Burnton railway viaduct in Ayrshire, Scotland, carries the freight-only, single-track Waterside branch line from Dalrymple Junction to Chalmerston coal yard over the Purclewan Burn and the B742. The striking grade ‘B’ listed structure was constructed in 1889, is curved in plan and comprises 16 masonry arch spans. A permanent speed restriction of 5 miles/h had been imposed on the line and the structure was being constantly monitored in real time using accelerometers attached to the arch intrados and the vertical face of the spandrel walls. In 2001 the structure began to exhibit an increase in ‘liveliness’ during the passage of the trains. This movement was investigated by Railtrack engineering staff as a matter of urgency. As part of their commitment to maintain the safe and efficient operation of the railway, Railtrack (succeeded by Network Rail) commissioned John Mowlem Ltd (now Carillion JM Ltd), through its alliance contract, to investigate the problem and prepare a cost-effective solution in accordance with the line classification. In turn, Carillion appointed Scott Wilson Scotland Ltd (SWSL) as its designer. Initially, SWSL and Carillion undertook a joint investigation of the viaduct, which was quickly followed by an assessment of the structure. This confirmed that there was a need to undertake a comprehensive programme of strengthening and refurbishment. This paper describes the techniques adopted to stabilise the viaduct and the methods of construction.
Design and construction of Megalorema Viaduct, Greece
K. Ahmadi-Kashani, C. Brun and P. Papanikolas
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 3, September, 117–127, doi: 10.1680/bren.2007.160.3.117
This paper describes the recently completed Megalorema Viaduct, part of the Egnatia motorway project currently under construction in northern Greece. The viaduct is situated in a seismic zone and was constructed using an incremental launching method. A description of the viaduct is given, and the design parameters and anti-seismic measures are outlined. The design is based on friction launching of the full deck but was subsequently modified by the contractor to a combination of friction and pull launching to suit the available equipment. The construction of the viaduct is described with emphasis on the superstructure where the details of casting yard, nose girder, and various phases of the operations for the friction and pull launching of the decks are explained. The schedule of works for a typical weekly cycle of deck segment casting and launching is also discussed.
West Coast route modernisation: River Tame viaduct
A. H. W. Baker, D. Webb and R. Fearnhead
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 4, December, 163–172, doi: 10.1680/bren.2007.160.4.163
Network Rail is increasing the capacity of the West Coast main line north of Birmingham by doubling the number of tracks from two to four. Within the Trent Valley section of the route, the first of a pair of three-span viaducts has been constructed to carry the railway across the River Tame. The structures are each 94 m in length and comprise half through superstructures supported on piled foundations. The current paper describes the development and detail design of these viaducts, and in particular the design requirements relating to dynamic effects caused by the passage of high-speed trains. These are some of the first bridges to have been designed to recent guidelines which require a bridge-specific dynamic analysis to be undertaken for any structure of this type. This analysis was undertaken using a finite-element program in which each bridge was modelled as a three-dimensional stiffened plate employing both thick shell and shear beam elements. Aspects of the construction of the first viaduct are discussed, including piling methods, environmental and archaeological considerations. Protection of the river and its ecology were important, and measures taken to address these are outlined.
The real service life of road bridges
H.-Å. Mattsson and H. Sundquist
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 4, December, 173–179, doi: 10.1680/bren.2007.160.4.173
Bridges form an important part of a nation's road system and require large capital investment. The number of bridges in a nation's bridge stock is seldom constant from one year to another as new bridges are built and old structures are demolished. This paper, based on a case study of 1170 bridges demolished in Sweden during a 15-year period (1990–2005), describes the real life span for various types of road bridges. The major reasons for demolition of bridges are addressed and survival analysis for different types of road bridges is introduced.
Design and construction of a ‘pointed’ arch bridge
E. Vitiello
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 4, December, 181–184, doi: 10.1680/bren.2007.160.4.181
The design of a bridge to be built over a heavily used railway lane is always strongly conditioned by its construction method. This paper describes a recently completed project in Rho (Italy), where the entire steel structure of the span over the railway was assembled alongside the railway line, and then lifted on the piers in one hour of suspension of railway traffic. The peculiar shape of the bridge is the result of structural needs, construction requirements and aesthetic evidence.
Site-specific traffic load modelling for bridge assessment
A. O'Connor and E. M. Eichinger
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 4, December, 185–194, doi: 10.1680/bren.2007.160.4.185
Assessment of highway bridge structures requires accurate prediction of the load effects that a structure may be expected to resist during its required remaining life. Generally, these load effects are determined from codified models more appropriate to design than assessment. This approach is very conservative for existing structures as it fails to fully recognise the reduced level of uncertainty associated with evaluation of (a) the loads to which an existing structure is subjected and (b) the resistance that an existing structure provides. This paper proposes a more rational approach to load effect prediction for existing structures. In the approach the actual traffic loading to which a structure is subjected is measured on site and is employed in simulation to determine site-specific characteristic load effects. The methodology proposed is dependent upon the availability of unbiased site-specific traffic statistics. This paper presents the results of an experiment performed in Vienna and describes the use of weigh-in-motion (WIM) statistics in the prediction of site-specific characteristic load effects–that is, values with specified probability of exceedance during the required lifetime of the structure, against which the structure may be assessed. The advantage of the approach is demonstrated through reductions in the load effect values. The implication for bridge assessment is reduced rehabilitation costs and the avoidance of unnecessary replacement of serviceable highway structures.
Pendel bearing replacement at A9 Kessock Bridge, Scotland
J. Redpath
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 4, December, 195–203, doi: 10.1680/bren.2007.160.4.195
The A9 is the primary north-south trunk route in the Scottish Highlands and bypasses the city of Inverness by means of Kessock Bridge, a major cable-stayed structure spanning the Beauly Firth and opened to traffic in 1982. The bridge is a 1052 m long viaduct with a main cable-stayed span of 240 m, 80 m back spans and a number of 64 m and 72 m approach spans. At the ends of the 80 m back spans, four pendel-type bearings were installed to accommodate uplift reaction due to loading on the main span. These pendel bearings became excessively worn over time and required replacement. This paper describes the design and construction issues associated with replacement of these critical structural elements, an operation made more challenging by the very constrained geometry and the need to maintain overall stability of the bridge under operational traffic conditions.
Managing the inner world of infrastructure
M. Abbott
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 1, February, 26–32, doi: 10.1680/cien.2007.160.1.26
Stakeholder participation in major infrastructure projects is a multi-faceted and controversial topic. This paper introduces some of the more immediate issues and attempts to show that experience in so-called first-world projects is equally relevant in the third world. It suggests that every project exists in an ‘outer’ physical world and an ‘inner’ world of the collective minds of stakeholders, and that the creation of a communications environment in which the two worlds can begin to align is essential to success. This is now increasingly possible thanks to the internet and mobile telephony and, as demonstrated by experiences on the £6 billion Denmark–Sweden fixed link, it can lead to an almost utopian working environment of complete trust and absolute integrity.
Future-proof: Upton upon Severn viaduct, UK
J. Sreeves
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 1, February, 33–38, doi: 10.1680/cien.2007.160.1.33
Permanent highway structures are generally not designed to be moved at a later date. The new Upton upon Severn viaduct in Worcestershire, UK is an exception–at some point in the future its 170 m long 10-span deck will be jacked up to clear the flood waters which currently inundate it every five years or so. Carrying the A4104 highway over the notorious River Severn floodplain, it replaces a 1939 reinforced-concrete viaduct that had started to suffer severe structural decay due to poor design and ingress of de-icing salts. The urgency of its replacement meant there was insufficient time for a wholesale elevation of the roadway, so the new structure is designed both for inundation conditions as well as to be raised in future. Composite ‘filler beam’ construction and precast component were used to produce a slender, monolithic deck with minimum impedance to flood flows as well as to reduce the risk of flood delays. This paper describes the design and construction of this unusual, future-proofed, award-winning project.
Intelligent travel: planning for the revolution
W. Stewart
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 1, February, 39–42, doi: 10.1680/cien.2007.160.1.39
This paper describes the 50-year view by the UK Government's Foresight programme of the future of intelligent transport infrastructure, its implications and its social context. By 2055, it is envisaged that intelligence and pervasive information will be built in to everyday life, encompassing needs to communicate and travel. People will better understand the resource implications as well as the direct costs of their lifestyles–and perhaps they will actually travel less. However, given the slow speed at which infrastructure systems adapt, the research concluded that civil engineers need to start planning now for the inevitable travel revolution. The paper is based on the author's 2006 Unwin lecture, delivered to the Institution of Civil Engineers and Institution of Mechanical Engineers on 6 April 2006, prepared with Phil Blythe of Newcastle University.
A clearer vision for pedestrian guardrails
D. Stewart
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 3, August, 131–136, doi: 10.1680/cien.2007.160.3.131
Pedestrian guardrails have been used increasingly on Britain's streets since the 1930s, but their value is now being questioned by planners in the light of the new trend of reducing street furniture. This paper disputes claims that guardrail removal enhances safety by presenting evidence of the large reductions in casualties after erection of guardrails, particularly those that do not block visibility. Chronic lack of research is highlighted, with particular reference to visibility and its inadequate treatment in design standards. Deterrence of diagonal crossing is identified as a prime reason why guardrails are so successful in preventing pedestrian accidents, which clarifies how they can be used most effectively. Recent work to improve the design of guardrails is also outlined.
Thomas Telford: highway engineer ahead of his time
H. Davies
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 1—Thomas Telford: 250 years of inspiration, May, 31–35, doi: 10.1680/cien.2007.160.5.31
Many of Thomas Telford's innovations in highway engineering were way ahead of his time, but are now familiar practice on modern motorways, ranging from using experiments to provide a rational basis for design to constructing massive cuttings, embankments and bridgeworks. The present paper describes the state of Britain's roads in the eighteenth century–when it took 230 h to travel between London and Edinburgh–and then discusses Telford's road-building activities and his novel approach to design. The disagreement with John McAdam is also described, together with an assessment of Telford's contribution to the evolution of modern highway engineering.
Telford's Highland roads—a new way of life for Scotland
C. R. Ford
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 1—Thomas Telford: 250 years of inspiration, May, 36–42, doi: 10.1680/cien.2007.160.5.36
Thomas Telford constructed nearly 1200 km of roads and over 1000 bridges in the Highlands of Scotland for the government in 1803–21. Their purpose was to alleviate the living conditions in the poverty-stricken country by providing immediate work and opening up communications. This paper describes how Telford designed and organised this massive project, including his introduction into Scotland of competitive tendering by private contractors, his standard specification for roads and bridges and the need for immediate maintenance.
Telford's Holyhead Road in Wales—the first super highway
J. Quartermaine
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 1—Thomas Telford: 250 years of inspiration, May, 43–47, doi: 10.1680/cien.2007.160.5.43
The London to Holyhead Road is widely recognised as one of Telford's greatest engineering achievements, particularly its landmark suspension bridges at Menai and Conwy. However, it was the dramatic improvements to the route through north Wales that proved most beneficial to the growing stagecoach traffic between newly unified England and Ireland. Even though the railways soon took over, the road set an early benchmark for future road construction projects worldwide. This paper describes the north Wales section which, two centuries on, is still very much in use, along with its many innovative bridges, toll houses, depots and street furniture.
Birmingham Canal, England—a future unlocked by Telford
D. Bligh, D. Brown and N. Crowe
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 1—Thomas Telford: 250 years of inspiration, May, 56–60, doi: 10.1680/cien.2007.160.5.56
Thomas Telford's best known canal work is probably Pontcysyllte Aqueduct on the Llangollen (Ellesmere) Canal, possibly followed by the construction of the Shropshire Union and Caledonian Canals. However, the greatest concentration of engineering works exhibiting Telford's genius is probably a 6 km length of the Birmingham Canal, where he dramatically upgraded the waterway while maintaining existing traffic and preserving revenues for the canal company. This paper describes the project, which included removing a congested summit of six locks with a vast cutting up to 22 m deep. The canal and its structures remain in full use today.
Channel Tunnel Rail Link section 2: designing a safe, high-speed railway
K. Watson
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 6–9, doi: 10.1680/cien.2007.160.6.6
Safety has been at the heart of the design of the Channel Tunnel Rail Link project–now know as High Speed 1–but perhaps nowhere more so than in the complex section 2 of the route, more than half of which is in tunnel. This paper describes how the design and layout of the 39 km second section was heavily influenced by safety considerations, particularly the design and spacing of the cross-passages between running tunnels, the tunnel ventilation systems and the emergency response procedures.
Channel Tunnel Rail Link section 2: Ebbsfleet valley
D. Twine
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 10–13, doi: 10.1680/cien.2007.160.6.10
Ebbsfleet International station on section 2 of the Channel Tunnel Rail link–now known as High Speed 1–in Kent is a new, high-tech gateway station that opens up major travel opportunities for people living in a wide arc east of London. It is also the first tangible piece of infrastructure in one of the UK's most ambitious and large-scale regeneration projects, the Thames Gateway. This paper describes the design and construction of the station and associated 16 km of rail track, structures and parking for 9000 cars.
Channel Tunnel Rail Link section 2: Thames tunnel
M. Burgess and H. Davies
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 14–18, doi: 10.1680/cien.2007.160.6.14
Tunnelling under the Thames estuary was considered to be the greatest risk to section 2 of the Channel Tunnel Rail Link project–now known as High Speed 1. However, it was delivered safely and ahead of programme by the application of risk management and sound engineering by the tunnel-boring machine manufacturer and contractors. This paper describes the award-winning design and construction of the 3·6 km long, twin-bore crossing.
Channel Tunnel Rail Link section 2: north Thames marshes
N. O'Riordan and M. Kirk
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 19–23, doi: 10.1680/cien.2007.160.6.19
The 12 km north Thames stretch of section 2 of the Channel Tunnel Rail Link–now known as High Speed 1–involved constructing a high-speed railway formation across marshlands next to the Thames, alongside operating railways and crossing major roads. This paper describes the design and construction of the 12 km section which links the Thames tunnel to the London tunnels. The work included the push-launch of a 1 km long viaduct at Thurrock, which threads its way under and over the M25 bridge and tunnel crossings of the Thames respectively.
Channel Tunnel Rail Link section 2: London tunnels
E. Woods, G. Battye, K. Bowers and F. Mimnagh
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 24–28, doi: 10.1680/cien.2007.160.6.24
The London tunnels of section 2 of the Channel Tunnel Rail Link–now known as High Speed 1–carry the new railway from the eastern edge of London into the centre at St Pancras, a distance of approximately 20 km. The scheme required civil engineering and particularly mechanised tunnelling to be pushed to the limits of technology. Successful delivery of the works required strong emphasis on proactive risk management and a single team approach throughout the design and construction phases. This in turn led to an unusual but effective procurement approach. Together these factors have resulted in the successful delivery of a major new transport asset with little disruption to the everyday life of Londoners.
Channel Tunnel Rail Link section 2: Stratford
S. Dyson and I. Blight
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 29–32, doi: 10.1680/cien.2007.160.6.29
The last stop before London on the Channel Tunnel Rail Link–now called High Speed 1–is Stratford International in the heart of the London 2012 Olympic park. This paper describes the design and construction of the station box, a 1 km long, and up to 55 m wide and 26 m deep, open concrete structure. It initially served as the construction and portal site for four of the London tunnel drives on section 2 and now provides the location for the Stratford International station and major track junctions. Excavated material from both the tunnels and the box has been used to regenerate the old railway freight yards into a site for a major new development.
Channel Tunnel Rail Link section 2: King's Cross lands
I. Gardner and T. Smart
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 33–38, doi: 10.1680/cien.2007.160.6.33
Section 2 of the Channel Tunnel Rail Link–now known as High Speed 1–emerges from tunnels at the north-east corner of King's Cross lands in London and then sweeps across into St Pancras station at the south west. This paper reports on the major rail network that has been constructed in ‘area 100’ to enable train services to approach the extended St Pancras station, and also interconnect with other railway networks, thus facilitating high-speed rail services north of London. It describes the engineering objectives and the civil and railway construction works needed to achieve this complex railway network.
Channel Tunnel Rail Link section 2: St Pancras Thameslink station
M. Gates-Sumner and A. Chodorowski
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 39–42, doi: 10.1680/cien.2007.160.6.39
Section 2 of the Channel Tunnel Rail Link–now known as High Speed 1–included the construction of a new station for the existing Thameslink rail service under St Pancras International station. This paper describes the construction of the Thameslink box on the route of the existing tunnel along with a direct passenger interchange with the new international station. Two new tunnels were also constructed forming a potential connection to the existing East Coast main-line route.
Channel Tunnel Rail Link section 2: St Pancras International station
I. Gardner and T. Smart
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 43–48, doi: 10.1 680/cien.2007.160.6.43
St Pancras International station is the jewel in the crown of the £5·8 billion Channel Tunnel Rail Link project–now known as High Speed 1. It replaces Waterloo as home for the UK Eurostar service, which now arrives in continental Europe 15 minutes quicker thanks to completion of the final second section of the project. This paper describes its design and construction, which included a painstaking refurbishment and extension of the 140 year old Barlow-designed train shed as well as creation of new state-of-the-art international station facilities.
Channel Tunnel Rail Link section 2: railway systems
D. Bennett
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 49–53, doi: 10.1680/cien.2007.160.6.49
Building Britain's first main-line railway for over a century—and one carrying trains at an unprecedented 300 km/h–required a completely new set of design standards for railway systems. This paper describes the signalling, trackwork and diverse range of other mechanical and electrical systems which, together with the rolling stock, make the tunnels, earthworks and structures of the second section of the Channel Tunnel Rail Link–now renamed High Speed 1–into a transport system.
Channel Tunnel Rail Link section 2: procurement and contract strategy
M. Attridge and H. Tamber
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 54–58, doi: 10.1680/cien.2007.160.6.54
This paper describes the procurement and contracting strategies adopted for the majority of section 2 of the Channel Tunnel Rail Link, now renamed High Speed 1, plus Eurostar's new depot at Temple Mills and the fit-out works at Stratford and Ebbsfleet international stations. The paper demonstrates that the successful delivery of the project started with adopting the most appropriate contracting strategy commensurate with the level of design development completed at the time of tender, and the client's attitude to risk. Various options of the NEC Engineering and Construction Contract were used throughout.
Channel Tunnel Rail Link section 2: project controls
M. Kelly and M. Edmunds
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 2—Channel Tunnel Rail Link section 2, November, 59–61, doi: 10.1680/cien.2007.160.6.59
The success of the £5·8 billion, nine-year Channel Tunnel Rail Link–now renamed High Speed 1–in terms of cost and programme is a testament to the sophisticated control mechanisms which were put in place by the client, project manager and the contractors. These project controls continued to be improved and refined during the second section of the project and have given senior management the tools to make timely decisions on key project issues.
Using X-ray computed tomography to study paving materials
K. Gopalakrishnan, H. Ceylan and F. Inanc
Proceedings of the Institution of Civil Engineers, Construction Materials, 160, No. 1, February, 15–23, doi: 10.1680/coma.2007.160.1.15
X-ray computed tomography, a non-destructive three-dimensional imaging tool, has been very helpful in medical diagnosis since the first commercial tomographs were constructed in 1973. In recent years it has gained increasing applications in civil engineering materials research. Several investigators have illustrated the use of computed tomography scans for the non-destructive evaluation of soils and have shown promising applications in characterisation, modelling and computational simulation to optimise asphalt concrete mix design, predict performance and conduct investigative forensic studies. This paper provides a detailed review of X-ray computed tomography applications in characterizing asphalt concrete and also describes preliminary studies conducted at the Center for Nondestructive Evaluation (CNDE) at Iowa State University for characterizing asphalt and concrete materials using X-ray micro-computed tomography or micro-computed tomography. Researchers are currently using the advanced imaging facilities available at the CNDE to develop a deeper understanding of the pavement internal structure, to develop and optimise the various parameters that describe the internal structure and to relate them to the performance of pavements in a scientific way. This will provide the foundations for building more durable and long-lasting transportation infrastructure systems.
Mechanical properties of cement-bound recycled pavements
M. Katsakou and S. Kolias
Proceedings of the Institution of Civil Engineers, Construction Materials, 160, No. 4, November, 171–179, doi: 10.1680/coma.2007.160.4.171
Tensile (uniaxial and flexural) and compressive (uniaxial cube and equivalent cube) tests were carried out on mixtures of crushed aggregates and milled bituminous materials with proportions by mass 100/0, 75/25, 50/50, 25/75, 0/100, respectively. All mixtures were bound with 3 or 5% by mass (b.m.) cement and 5·2% b.m. water. Strength and modulus of elasticity were determined for one-day- and 60-day-old specimens. It was found that this type of recycled materials forms a generation of new materials with different and enhanced properties in comparison with ordinary cement-bound granular materials. Both strength and modulus of elasticity decreased as the proportion of milled bituminous material in the mix increased. However, the rate of decrease of the tensile strength was lower than that of the corresponding compressive strength and similarly the rate of decrease of the modulus of elasticity was lower than that of the corresponding strength. For each mix proportion a different relationship existed between compressive strength and tensile strength and between tensile strength and the corresponding modulus of elasticity.
Motorway noise barriers as solar power generators
D. R. Carder, L. Hawker and A. R. Parry
Proceedings of the Institution of Civil Engineers, Engineering Sustainability, 160, No. 1, March, 17–25, doi: 10.1680/ensu.2007.160.1.17
During 2001 the Highways Agency (HA) commissioned TRL Limited to undertake a study to assess the feasibility of generating renewable energy on motorways and trunk roads. This study recommended that the HA undertake a full-scale trial of noise barriers incorporating solar panels. In 2004, two rows of solar barriers were installed in a cutting to the east of junction 9 of the M27. The trial was carefully monitored and showed that south-facing land alongside highways can successfully be used for solar barriers. In terms of maintenance, rainfall was effective in washing the panels; however, vegetation needs to be cut back at least annually unless the barrier is installed in a paved area. There was no evidence that drivers were distracted by the presence of the barriers or that noise reflected from the barriers would create any significant disturbance opposite the site. Although solar barriers are a feasible means of generating renewable energy on the highway estate, a whole-life cost analysis showed that the electricity generated over 30 years would not pay for the cost of installing the barriers unless the price of electricity was many times its current value.
Options for sustainable mobility
S. Ison and T. Ryley
Proceedings of the Institution of Civil Engineers, Engineering Sustainability, 160, No. 1, March, 27–33, doi: 10.1680/ensu.2007.160.1.27
A major global problem is access to transport and thus mobility. Clearly, without mobility, economic vitality is severely curtailed; however, mobility and economic vitality brings a number of externalities not least in terms of pollutants. As such, there is a need to make sustainable mobility a priority. The World Business Council for Sustainable Development defined sustainable mobility as ‘the ability to meet society's need to move freely, gain access, communicate, trade and establish relationships without sacrificing other essential human or ecological values, today or in the future’. The question is: how should this be achieved? This paper outlines the background to the problem of sustainable mobility, including a simple economic model that sets the problem in context. The focus is on three potential ways of addressing the issue of sustainable mobility: the market-based solution; technological change; and the promotion of sustainable modes of transport defined as public transport, walking and cycling. It is important to note, however, that these are not mutually exclusive and that ‘more mobility’ is not necessarily better.
Speed and reloading effects on pavement rutting
L. Korkiala-Tannttu
Proceedings of the Institution of Civil Engineers, Geotechnical Engineering, 160, No. 3, July, 123–127, doi: 10.1680/geng.2007.160.3.123
This paper concentrates on two factors that affect the permanent deformation (rutting) of unbound pavement layers. These factors are the loading speed and stress history. The loading speed has a simultaneous two-way effect: the permanent response of the unbound material itself, and the change in the stress state depending on the resilient properties of the upper-bound layers. The modelled examples show that the dominating factor in the speed effect is the change in stress state due to the change in the resilient properties of the bound layers, whereas the speed effects on the unbound material itself have a smaller role. In addition, the effect of loading speed depends greatly on the temperature, varying from 10–15% at 10°C to 20–25% at 25°C. The measured effects can be estimated reasonably well with modelling. Unloading–reloading cycles at various load levels have little effect on the permanent deformation. The effect is usually so small that it can be neglected in calculations, but the preloading history itself has a clear effect on the permanent deformation.
Deflectometer-based analysis of ballasted railway tracks
M. P. N. Burrow, A. H. C. Chan and A. Shein
Proceedings of the Institution of Civil Engineers, Geotechnical Engineering, 160, No. 3, July, 169–177, doi: 10.1680/geng.2007.160.3.169
The falling weight deflectometer (FWD) device is used in the UK for the dynamic testing of ballasted railway track. Using the deflection data obtained from the test, elastic modulus values of the track substructure required to build a numerical model of the track can be determined using a procedure known as back-analysis. The numerical model so calibrated can be used to determine the effect of the traffic loads on the stresses, strains and deformations in the railway track system, and is an important component of an analytical approach to track substructure design. In this paper, the use of dynamic finite-element analysis to back-analyse the material properties of the railway substructure from FWD deflection data has been demonstrated by means of an example. The numerical approach presented is the rational method for FWD-based inverse analysis and condition evaluation of ballasted railway tracks, and becomes practicable owing to continued advances in finite-element and computer technologies.
Reducing differential settlements of approach embankments
S.-L. Shen, Z.-S. Hong and Y.-S. Xu
Proceedings of the Institution of Civil Engineers, Geotechnical Engineering, 160, No. 4, October, 215–226, doi: 10.1680/geng.2007.160.4.215
This paper presents a case history of an approach road remediation project on a low embankment over soft Ariake clay, located in the coastal Saga Plain of Japan. After the road had been opened to traffic for two-and-a-half years, large settlements were observed, and there was significant differential settlement between piled structures and approach road embankments on soft clay. This differential settlement had a significant impact on vehicle ride quality, and necessitated a remediation programme. In the remediation project, a new method called the column approach (CA) method was adopted to support a transitional zone at the interfaces of piled structures and road embankment. With the CA method a transitional zone was designed at these interfaces to be supported by soil-cement columns of varying lengths to smooth out the settlement profile within these zones. Field monitoring was conducted following completion of remediation. The CA method was also compared with two other Japanese code-designated methods: overlaying a new pavement on the existing payement at a certain time interval, and constructing a concrete cushion slab under the road pavement. Both practical and economic aspects are examined in the case study presented. This study shows that, when the differential settlement is over 0·3 m, overlay remediation is not economic, and the approach cushion method does not perform well. The CA method not only reduces the differential settlement effectively, but also reduces the total construction cost, although the initial investment is relatively high.
Planning supply transport in port works
J. L. Moura Berodia, L. dell'Olio and A. Ibeas Portilla
Proceedings of the Institution of Civil Engineers, Maritime Engineering, 160, No. 2, June, 65–73, doi: 10.1680/maen.2007.160.2.65
Normally public works carried out on ports have a huge impact on the surrounding area due to the transportation of large quantities of raw material. The impact is even greater if the works are carried out in an urban area resulting in serious traffic congestion as well as pollution, dust and noise. This paper proposes a model for the management of such works and is applied to a case study based on the new port at Laredo (Spain). The model optimises the distribution of loads between lorries and barges with the aim of minimising the total economic, social and environmental costs. The total cost of the system was calculated from the costs used in operating the lorries and barges as well as from a social cost represented by the costs to private transport users caused by the increased congestion due to the activity of lorries on the road network. All of this is limited by environmental restrictions aimed at keeping the emissions of both private and works vehicles within the established pollution and noise standards. Finally, a series of interesting conclusions are presented for the correct planning of the transport system that was analysed.
NEC X12 at the heart of Worcestershire Highways
J. Rankin, P. Jameson and N. Yarwood
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 1, March, 31–36, doi: 10.1680/muen.2007.160.1.31
Worcestershire County Council (WCC) is using long-term NEC contracts linked by the X12 partnering option to provide the contractual framework for the provision of a high quality highways service to the people of Worcestershire and those who travel through the county. Establishing this contractual framework has been the first step in the development of ‘Worcestershire Highways’ as the innovative vehicle for highways service delivery in Worcestershire. The present paper will show how WCC is using the NEC suite of contracts, specifically the X12 partnering option, to provide an integrated, partnership highways service for the people of Worcestershire and to examine the benefits that can be achieved through this approach.
Coventry Framework Partnership
S. R. Aggus and E. J. S. Hiscocks
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 1, March, 37–44, doi: 10.1680/muen.2007.160.1.37
The paper describes the establishment of a framework partnership involving Coventry City Council as highway authority, an engineering consultant and four contractors. The overall objective was to deliver improved performance for the implementation of an increased programme of transportation and civil engineering projects. The main feature of the partnership was the Coventry model, which included: a partnering board made up of representatives of all the parties and led by key councillors; joint financial incentives based on a pain/gain mechanism; joint value management/value engineering and open-book accounting to maximise cost savings; and performance-based contract extensions. Other supporting features were: a cost database continually updated by completed contracts; a strong emphasis on communications both between the members of the partnership and with all parties involved in specific projects; a computerised project status database to enable access to current financial and programme data on each project; quantitative and qualitative performance assessment; and an action plan of continuous comprehensive improvement. After three years the results of the framework partnership were encouraging, with rising levels of satisfaction, significant savings in design and construction costs, and a proven ability to react to changing and challenging circumstances.
Warwickshire–Arup partnership: the first five years
K. Harwood and B. Follett
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 1, March, 45–53, doi: 10.1680/muen.2007.160.1.45
Warwickshire is a rural county in the UK Midlands with a population of around 535 000 and an area of about 2000 km2. Warwickshire County Council, through its Design Services Group, has been working in partnership with engineering consultancy Arup since August 2001. A successful relationship developed over the first five-year contract, with both organisations perceiving value beyond that envisaged at the start. Major benefits have been gained in achieving project targets of the local transport plan and in staff development and training. The scope of the relationship expanded to include additional technical disciplines and more client groups, bringing challenges in communication and management. The objective of the second partnering contract, running from 2006–2011, is to build on the success, learn from the difficulties experienced and develop the relationship to add value to both organisations.
Safety and traffic management for PFA 2006 in Watford UK
L. Hejazi and A. Smith
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 4, December, 183–188, doi: 10.1680/muen.2007.160.4.183
This paper sets out the safety and traffic management arrangements for one of the most prestigious events in the sports calendar, the PGA World Golf Championship, held for the first time in the UK in 2006. Hertfordshire Highways was responsible for ensuring that safety was maintained and gridlock avoided during the six-day event. This paper describes the meticulous planning arrangements prior to the event, as well as the coordination between the many organisations responsible for ensuring that traffic could enter and exit the various car parks and that plans were in place in the event of an emergency on site. The paper ends with lessons learned and considers what actions taken might be different if an event of this scale were to be held in Hertfordshire in the future.
School transport, inclusion and pupil attendance
H. Murphy
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 4, December, 197–199, doi: 10.1680/muen.2007.160.4.197
In recent years the UK Department for Transport and the Department for Education and Skills have worked together to tackle the transport and educational implication of over-reliance on the car for journeys to school. The Education and Inspections Act that has just received royal assent aims to tackle the issues of congestion and the impacts of transport provision on opportunities in education. Small scale projects have had significant impacts on the levels of attendance, but few data have been gathered on the longer term implications of increasing the distances travelled to school resulting from increased choice. A greater understanding of the balance between the increased educational attainment resulting from educational choice and the cost of providing public transport needs to be developed to ensure equality for all in the long term.
Anaerobic digestion of verge cuttings for transport fuel: closing the energy cycle
A. Salter, M. Delafield, S. Heaven and Z. Gunton
Proceedings of the Institution of Civil Engineers, Waste and Resource Management, 160, No. 3, August, 105–112, doi: 10.1680/warm.2007.160.3.105
Roadside verges need to be cut for both safety and ecological reasons. This requires energy, currently acquired from fossil fuels with associated release of CO2. Leaving the cuttings in place has a detrimental effect on plant species richness; removal leads to increased biodiversity but produces green waste for disposal. This paper describes a model to determine the energy efficiency and surplus energy yield from the use of verge cuttings as a feedstock for anaerobic digestion. The model is scaleable and could be used by national and local authorities to find ways of reducing fossil fuel consumption. Although based on UK data, the same principles can be applied anywhere with roadside verges or similar sources of green cuttings. The model uses results from trials in Powys, Wales to determine the feasibility of collection and the potential methane yield of the cuttings. The results indicate that verge material can be collected in a manner that is both CO2 neutral and produces more energy than that required for cutting, transporting and processing. The nature of the fuel produced means the process is self-sustaining–biogas can be used to fuel vehicles required for cutting and transport and to provide heat and electricity for the anaerobic digestion process.
