The following are summaries of papers published in other parts of ICE Proceedings during 2000 that readers of Transport 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 online’ section of the ICE website at www.ice.org.uk/jol.
Design and construction of London Bridge station on the Jubilee Line Extension
C. Field, M. Gamble and M. Karakashian Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, Feb., 26–39
One of the most complicated contracts on the £3·3 billion Jubilee Line extension project was that for London Bridge. Not only did it involve installing a new Underground station beneath one of London's busiest railway, tube and bus stations, it also involved a significant and long overdue upgrading of the whole site to increase transport capacity. New ticket halls, concourses and escalators were installed within the Byzantine maze of Victorian brick arches under the station while, further down, the contractor successfully used the new Austrian tunnelling method to create many of the new platforms, running tunnels and vent tunnels.
Newport Transporter Bridge—a historical perspective
B. R. Mawson and R. J. Lark Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, Feb., 40–48
Exactly 100 years ago French suspension bridge expert Ferdinand Arnodin was commissioned to design the Newport Transporter Bridge in South Wales, one of the world's few surviving aerial ferries. Completed in 1906, the crossing was substantially refurbished in 1995 and is now a grade 1 listed structure. This paper reviews the historical development of this rare and unusual bridge—which uses both cable-stayed and parabolic suspension systems—and shows that Arnodin was right at the cutting edge of civil engineering development at the beginning of the last century.
New technology and innovation at Greenwich Millennium Village
R. Hodkinson Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, May, 79–84
Greenwich Millennium Village next to the Millennium Dome in London is a showcase for innovations in sustainable and efficient construction. The £250 million development of nearly 1400 homes and commercial units features its own web site, a combined heat and power plant, modular bathrooms and plant rooms, water saving devices and low embodied energy materials. It is being procured over a five-year programme through sophisticated partnering arrangements and the first residents move in later this year. This paper describes the technical aspects of the innovations introduced on the project.
Regeneration of the Forth & Clyde and Union canals, Scotland
R. A. Paxton, J. M. Stirling and G. Stirling Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, May, 61–72
The 56 km Forth & Clyde ship canal across Scotland set a new international standard for inland waterways when completed in 1790. Linking Glasgow and the Irish Sea in the west to Falkirk and the North Sea in the east, it was joined in 1822 to Edinburgh by the 50 km Union Canal. But, as traffic moved to rail and then road, the waterway fell into disuse and eventually closed in the 1960s—though it soon became apparent that reopening it for recreational use was vital to regenerating this strategic national corridor. With National Lottery funding, the £78 million Millennium Link scheme—including a spectacular rotating boat lift at Falkirk—is at last underway and set for completion in 2001. This paper reports on the historical, planning and environmental aspects of this landmark regeneration project.
Groupware—the key to successful partnering: a case study
G. Gellatly, P. Burtwistle, A. Baldwin Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, Aug., 119–123
An innovative information technology solution was developed for Scotland's largest road project to be procured under the private finance initiative—a stretch of the M6 north-west of Carlisle. The solution was designed to provide information to support the partnering culture and to promote openness and trust between the project partners. Using a groupware product, a range of integrated information management and workflow applications were developed to meet both the overall project requirements and the needs of individual organisations. The project set a new benchmark in the use of this type of system.
Design and construction of the Øresund tunnel
J. Busby and C. Marshall Proceedings of the Institution of Civil Engineers—Civil Engineering, 2000, 138, Nov., 157–166
This paper describes the design and construction of the tunnel section of the new 16 km road and rail link between Denmark and Sweden which opened to traffic in July 2000. The tunnel, which carries a dual carriageway road and a twin-track high-speed railway, is one of the world's largest immersed tunnels with a portal-to-portal length of 4·1 km. The size of the tunnel enabled some innovative, design-led construction methods to be adopted including provision of a purpose-built, production-line casting facility and use of bridge-jacking techniques to move the 55 000 t tunnel elements. The works also incorporate substantial water-excluding approach structures located on an artificial peninsula and island created from material dredged from the tunnel trench.
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 gas works 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.
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.
Modelling tunnelling-induced settlement of masonry buildings
H. J. Burd, G. T. Houlsby, C. E. Augarde and G. Liu
Proceedings of the Institution of Civil Engineers—Geotechnical Engineering, 2000, 143, Jan., 17–29
Current practice for assessment of settlement damage to buildings due to tunnel construction usually starts with a procedure in which greenfield settlements are imposed on a structural model of the building. This process ignores the important interaction effects that the weight and stiffness of the building have on the settlements. This paper describes a three-dimensional finite element analysis in which the tunnel, the soil and a building are all treated in a single analysis. Example calculations are described, and these indicate that interaction between the building and the ground can have a significant effect on the extent of the predicted damage. The performance of the building is seen to be highly dependent on whether the settlements induce a sagging or hogging mode of deformation. The analyses are used to plot contours of soil surface settlement and also expected crack patterns within the building.
A449 Coldra–Usk rehabilitation
J. Green and I. Davies
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, Mar., 13–20
The UK's first overlay to a life-expired concrete pavement using a continuously reinforced concrete pavement (CRCP) has been successfully completed while maintaining traffic flows on the busy Midlands Link to South Wales. The 2-year Welsh Office (now The National Assembly for Wales) contract designed and administered by Burks Green for the major rehabilitation of 12·5 km of this two-lane dual trunk road has incorporated the first full-scale use of exposed aggregate, ‘whisper concrete’. The tyre–road interface noise levels have been reduced by between 2 and 6 dB(A) compared with the adjoining sections of carriageway, which were replaced using CRCP with conventional brushed concrete surface. SIAC Construction (UK) Ltd has undertaken the construction using the first two-layer slip from paving machine in the UK and the first produced by US plant manufacturers Gomaco. The contract has also seen the first successful use in the UK of a continuous-mix plant to produce pavement-quality concrete. The Aran mix plant from Australia is the first in the UK and was used to produce the top and bottom layer mix designs for the monolithic pavement slab. Exposed aggregate concrete is now required on all new high-speed roads in England, where concrete is provided as the running surface, and similarly in Wales unless in a non-environmentally sensitive area.
Millennium Coastal Park: Llanelli Land Bridges
M. Edmonds and M. Hogan
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, Mar., 21–26
The Millennium Coastal Park; Llanelli Land Bridges, has at its core the concepts ingrained in partnering and is successful as a total engineering project from conception to completion. It demonstrates the integration of pre-planning, design, contractual flexibility and value engineering culminating in a project delivered within budget and to a tight time-scale. The idea of partnering was initially promoted and then embraced by all parties. During the design phase, an awareness of flexibility led to various bridge and landscape design options being proffered for consideration by the client, and then two alternatives were developed to the detailed stage. The aim of all decisions taken was to achieve the project goals of time and cost efficiency. The form of contract selected was another strand of the partnering ethos.
The ECC Target Cost option with a highly incentivised pain/gain share produced a positive response, culminating in a final scheme saving of 13%. The end product is of high quality, and the harmony achieved between the client, designer and contractor is testimony to the success of the project.
Rhyd-y-car link footbridge, Merthyr Tydfil
D. House
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, Mar., 35–38
The locality of Merthyr Tydfil has recently been transformed by the construction of a new bypass with associated roadway links to the town, and further land developments are being carried out. As part of the revitalisation of this historic town, the Rhyd-y-car link footbridge has been constructed. The footbridge is a landmark steel structure incorporating a tall A-frame support which forms an impressive and dramatic gateway to the town. This paper describes the initial concept, planning and design of the scheme and its subsequent construction, including the innovative night-time illuminations.
A new framework for road management
R. Robinson
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, Mar., 39–48
The paper puts forward a new framework for managing roads. The concept of management functions is introduced to describe the basic areas where management decisions have to be made. These functions are termed strategic planning, programming, preparation and operations. They provide a framework within which decision-making can be considered. The framework has a number of dimensions, including those of time, spatial coverage, staff, works definition, policy, information, costing, contracting and computer systems. The framework proposed for road management provides a simple model which is more comprehensive than that currently included in the Local Authority Association's Code of Good Practice. It aims to provide practitioners with a structured approach to managing road networks.
Transport planning performance indicators, democracy and best value
A. Nisbet
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, June, 97–102
The duty of best value requires local authorities to provide services that are in tune with the needs and wishes of their communities. At the same time, the Government requires local authorities to develop local transport plans that comply with national policy on integrated transport. However, there is evidence to suggest that the transport system that local communities want does not necessarily meet the guidelines set by central government. As part of the best value process, local authorities will be measured against a series of performance indicators. Critically, for transport, no strategic indicator has been suggested. This is curious since transport planners have considerable experience of setting strategic objectives and evaluating their plans against them. The local transport plan system could be developed to double as a performance plan for transportation and, through this, the development of local solutions could provide feedback to inform and develop national policy.
Sustainable reuse of highway materials in hot and cold bituminous mixtures
A. R. Woodside, W. D. H. Woodward, P. Phillips and A. Mills
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, Sep., 181–186
In the last few years there has been growing concern about the increasing demand placed upon finite resources. Many organisations and types of industry now encourage the practice of sustainability. With the introduction of the landfill tax, aggregate tax and the increasing cost of bitumen, highway authorities must now consider other methods to achieve better value for money. In highway engineering, reduction in use of aggregate and bitumen resources can be achieved by better understanding of pavement design and choice of materials used. It may also be facilitated by the reuse of bituminous materials that have been removed from the pavement structure as part of a maintenance programme. This is termed reclaimed asphalt pavement (RAP) and is permitted in hot-mix asphalt in accordance with the Specification of Highway Works Clause 902. A combination of these two approaches will enable the maximum reuse of this type of material without turning the highway into what may be termed a waste disposal location. This paper shows how clients such as local highway authorities are maximising reuse opportunities. It also gives an example of how suppliers are now collaborating with academic institutions to develop new technologies to solve the client's problem. Two experimental trial road sections are detailed which were designed and constructed to evaluate the use of RAP in a hot and a cold bituminous mixture. This has enabled the authors to quantify the benefit of using recycled materials and technologies.
Regeneration through restoration: the Huddersfield Narrow Canal project
A. Stopher
Proceedings of the Institution of Civil Engineers—Municipal Engineer, 2000, 139, Dec., 233–242
The Huddersfield Narrow Canal transformed the economy of the Colne and Tame Valleys when it was built 200 years ago. Its restoration at the start of the third millennium will be the key to the revitalisation of the same communities. This paper deals with the history and heritage of the canal and its corridor, the restoration over the last 25 years, the regeneration and other benefits which will accrue from the completed project, assembly of the Millennium Commission/English Partnerships funding package and management of the restoration works.
Partially and non-destructive testing of 40 concrete bridges
S. M. A. Tajalli and S. R. Rigden
Proceedings of the Institution of Civil Engineers—Structures and Buildings, 2000, 140, Feb., 25–38
This paper discusses the use of information collected from long-term bridge inspection records held by bridge owners and the carrying out of partially and non-destructive testing on a representative sample of bridges. In order to develop deterioration models for concrete structures in the Greater London area, work was carried out on the basis of the inspection and repair records of a large number of bridges owned by London Underground and Railtrack (formerly British Rail). A computer database of defect histories consisting of more than 2500 observations extending over 60 years taken from in excess of 400 bridges was collected and collated. This database was called the ‘field data’. Analysis of the field data will provide deterioration rates from one condition state to more severe condition states as observed by bridge inspectors during their regular inspections. To establish a measure of the quality of construction, cores and dust samples from 40 bridges have already been collected, together with data in relation to carbonation, reinforcement cover, Schmidt hammer readings and visual observations as to the condition of each element of each bridge. The rates of deterioration were found to vary considerably but seem to be showing reasonable correlation with the general quality of construction and the degree of exposure experienced by the element over its life. This latter condition may well have changed during the element's lifetime, which makes this correlation particularly difficult to predict.
Thermal behaviour of composite box-girder bridges
S. P. Chang and C. K. Im
Proceedings of the Institution of Civil Engineers—Structures and Buildings, 2000, 140, May, 117–126
This paper investigates the behaviour of composite box-girder bridges subject to environmental thermal effects such as solar radiation, air temperature and wind speed. It is based on the statistical analysis of measured temperature data which were recorded hourly in a newly constructed composite box-girder bridge for about 20 months continuously. Major thermal loading parameters that characterise the temperature profile are defined, and the seasonal behaviour of the parameters is described in detail. The experimental results are compared to the specifications suggested in the design codes for thermal loads. In addition, a series of heat transfer analyses using the two-dimensional finite element method is conducted in order to generalise the results to bridges with different cross-sections. The findings of this study show that the design temperature distribution with uniform differential between the concrete slab and the steel girder is unsuitable for representing the thermal effects in design purpose.
Continuous precast concrete girder and slab bridge decks
A. R. Mari and J. Montaner
Proceedings of the Institution of Civil Engineers—Structures and Buildings, 2000, 140, Aug., 195–206
The availability of powerful means of lifting and transportation, high-performance building materials and refined structural analysis methods, along with the use in the same structure of pre-tensioning, post-tensioning, prefabrication and in situ construction techniques, has led to considerable changes in the design and construction of concrete bridges. Such advances allow engineers to design and build, for example, continuous precast concrete girder bridges, constant or variable in depth and curved or straight in plan, which are comparable to those cast in place, due to their structural efficiency, aesthetic appearance and economical competitiveness. This paper describes the geometric characteristics, conceptual design, analysis and construction of a new type of continuous precast concrete girder bridge. A typical bridge consists of precast prestressed concrete beams with a U cross-section, monolithically interconnected by post-tensioning of the end diaphragms. A cast-in-place reinforced concrete slab, positioned on top, provides longitudinal continuity and shapes the box section with side cantilevers. Particular aspects related to the influence of the segmental construction on the structural behaviour at service of these bridges are discussed. Finally, some actual bridges are presented along with proposals for future applications to long-span bridges.
An energy approach for geometrically non-linear analysis of cable-stayed bridges
Y. Xi and J. S. Kuang
Proceedings of the Institution of Civil Engineers—Structures and Buildings, 2000, 140, Aug., 227–238
An energy approach for geometrically non-linear analysis of cable-stayed bridges is presented in this paper. The potential energy of the whole bridge, including the bridge deck, stay cables and pylons, and work done by external loads are considered in the development of the bridge energy equation. The sources of geometric non-linearity, such as the cable sag and the axial force-bending moment interaction in the bridge deck and in the pylons, are taken into account in the analysis. An iterative procedure, which has a high convergence rate for solving the problem, is developed. The proposed energy method is sufficient and simple to use. The predictions of the method show good agreement with experimental results.
The Bristol bulk handling terminal
A. C. Burdall and L. H. Muir
Proceedings of the Institution of Civil Engineers—Water and Maritime Engineering, 2000, 142, Mar., 9–19
This paper discusses the project management and procurement of a bulk handling terminal at Bristol, for National Power. The project was complex. It involved the procurement and commissioning of materials handling plant and equipment and extensive civil and marine works. The overall project value was £110 million, of which some £70 million was in the main terminal contract. Because of the tight programme, an accelerated procedure was developed to enable the contract to be let in minimal time. A design-and-construct procurement route was selected, giving the potential for fast-track construction techniques and innovative contractor-led design. During construction, project management was by the National Power Halcrow-Soros joint project team. The integrated management team structure enabled problems to be addressed and overcome with minimal delay. The works, including environmental enhancements that were not part of the original scheme, were completed within a construction period of 22 months. The success of the project is considered to be largely due to proactive project management and the programme advantage derived from the design-and-construct form of contract. The role played by Halcrow-Soros in the project is described.
