Garyllis River Footbridge—harmonising engineering and architectural features
A. D. Toumazis
Proceedings of the Institution of Civil Engineers, Bridge Engineering, 160, No. 1, March, 1–7, doi: 10.1680/bren.2007.160.1.1
This paper describes the design development of a low-cost pedestrian and cycle bridge recently constructed across Garyllis River in Limassol, Cyprus. Three identical trusses provide the basic span crossing, and the top and bottom geometrical shape of each truss is parabolic. The slabs spanning the curved top members of the trusses form the pedestrian crossing while the beams extending as cantilevers on either side of the curved bottom members provide support for the two cycle paths. The central truss is vertical while the tops of the two side trusses are inclined inwards. This configuration produces a gently curved cycle path and a narrowing and then widening central footpath. It also causes the cycle paths to have an inward slope and the footpath to have an outward slope, thus improving the feeling of safety.
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.
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.
Solving the puzzle of Britain's underground assets
J. Brayshaw
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 2, May, 52, doi: 10.1680/cien.2007.160.2.52
The UK's National Underground Asset Group was launched two years ago to coordinate and share data on the country's vast and inconsistently charted network of buried services. ICE's representative on the Group, James Brayshaw of Ordnance Survey, provides an update.
Concrete takes the lead in sustainable construction
C. Georgopoulos
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 2, May, 53, doi: 10.1680/cien.2007.160.2.53
If sustainability is measured simply in terms of embodied carbon dioxide emissions, concrete is ahead on points. But if you factor in cost, durability and other unique properties of concrete, Costas Georgopoulos of The Concrete Centre says it is the clear winner for sustainable construction.
New register for security engineers
A. Hay
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 2, May, 54, doi: 10.1680/cien.2007.160.2.54
Civil engineers involved with the design and provision of security measures can now apply to be ‘Registered Security Engineers'. Secretary Alec Hay introduces the newly formed Register of Security Engineers and Specialists, which is administered by ICE.
Earth systems engineering: turning vision into action
J. Hall and E. O'Connell
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 3, August, 114–122, doi: 10.1680/cien.2007.160.3.114
The potential of technology to help solve many of the world's most pressing problems, ranging from climate change to resource scarcity and poverty, is widely recognised. However, rationally managing and engineering the Earth's systems is a hugely complex task, which extends engineering from its traditional technical domain to dealing with coupled human and natural systems and unprecedented levels of uncertainty. It requires new understanding of how the effects of engineering accumulate and propagate across scales, up to the planetary scale. This paper surveys the challenges and principles of ‘Earth systems engineering’, as a counterpart to the already fast-developing field of Earth systems science. Examples illustrate how engineers are already applying their skills to manage complex systems such as cities, coastlines and climate.
A clearer vision for pedestrian guardrails
D. Stewart
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 3, August, 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.
Atlantis: a new joined-up world for flood and water engineers
J. Brayshaw and K. Murray
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 4 November, 149, doi: 10.1680/cien.2007.160.4.149
Civil engineers designing flood defence and water-quality schemes in Britain could soon benefit significantly from a nationwide data-interoperability initiative called Atlantis.
Central Park station—engineering a new leaf for Manchester
N. Nicholls and S. Jones
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, No. 4, November, 162–169, doi: 10.1680/cien.2007.160.4.162
Central Park Metrolink station canopy is a dramatic tension structure at the gateway to a new urban regeneration business park in Manchester, UK. Resembling a giant leaf suspended from its stem, it serves both as a transport shelter and an architectural landmark. This paper reports on the organic structure's challenging design and construction, which required the use of sophisticated non-linear analysis techniques as well as two separate wind-tunnel investigations to determine wind loads and likely dynamic behaviour. A complex 16-stage construction sequence also had to be developed and analysed to achieve the required level of cable prestress and to ensure nothing was overstressed during erection.
St Katharine Docks, London–Telford's high-speed harbour
M. Chrimes
Proceedings of the Institution of Civil Engineers, Civil Engineering, 160, Special Issue 1—Thomas Telford: 250 years of inspiration, May, 48–55, doi: 10.1680/cien.2007.160.5.48
The current paper describes Thomas Telford's work as engineer for St Katharine Docks, London, in the context of his role as a maritime engineer. Although not the largest in London, they presented one of the most challenging projects in Telford's career, not least owing to the extreme time pressure he was put under to get the docks trading in London's then busy and profitable shipping industry. With up to 1000 construction workers on site, and despite a major flood, the first ship entered the dock in 1828–just three years after contracts were let.
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 Pontcy–syllte 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: 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: 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.2007.160.2.29
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 55m 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: 10.1680/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.
Briefing: Structural insulated panels in modern construction
R. Hairstans and A. Kermani
Proceedings of the Institution of Civil Engineers, Construction Materials, 160, No.3, August, doi: 10.1680/coma.2007.160.3.91
Structural insulated panels (SIPs) are typically formed from a thick layer of polystyrene foam sandwiched between two layers of oriented strand board. They have improved insulation qualities due to reduced cold bridging effects and satisfy all other building regulations. They are also durable if a stringent manufacturing procedure is used. SIPs are a sustainable and cost-effective alternative to traditional timber-frame construction.
VIP and their applications in buildings: a review
X. Wang, N. Walliman, R. Ogden and C. Kendrick
Proceedings of the Institution of Civil Engineers, Construction Materials, 160, No. 4, November, 145–153, doi: 10.1680/coma.2007.160.4.145
The properties of insulation materials used in the building envelope have a strong influence on thermal performance of buildings, in particular the U-value of their walls/roofs. This paper summarises current research and developments of vacuum insulation panels (VIP), which provide a quantum leap forward in thermal insulation, offering exciting opportunities for both new and retrofitted buildings. Use of VIP not only provides excellent thermal performance to meet the requirements of building regulations, as well as offering a great potential to reduce energy consumption in buildings, but also increases the available internal area of buildings. However, a real indication of overall thermal performance in use must take into account the thermal bridging that occurs around the edges of the panel caused by the construction details. The performance is also dependent on the maintenance of a vacuum against the influences of envelope permeability, outgassing, moisture and physical damage. More research and development is needed in the practical application of VIP in building solutions.
Energy efficiency with natural ventilation: a case study
S. D. Fitzgerald and A. W. Woods
Proceedings of the Institution of Civil Engineers, Energy, 160, No. 1, February, 9–14, doi: 10.1680/ener.2007.160.1.14
Application of laboratory analogue modelling of air flow in a naturally ventilated shopping mall is reviewed in this paper. A detailed study of the ventilation was undertaken to establish the principles and to explore how natural ventilation might interact with a localised mechanical ventilation system designed to enhance the cooling of a high density food court area. The case study is used to show how the combination of laboratory modelling and simplified mathematical modelling enables one to rapidly identify the various flow regimes which can occur, to quantify the resultant flows and mean temperatures and to thereby develop appropriate ventilation strategies for the different external conditions which occur through the year.
Photovoltaics: added value of architectural integration
A. S. Bahaj, P. A. B. James and M. F. Jentsch
Proceedings of the Institution of Civil Engineers, Energy, 160, No. 2, May, 59–69, doi: 10.1680/ener.2007.160.2.59
The majority of people live and work in urban environments. If the common targets of substantially reducing greenhouse gas emissions within the next few decades are going to be met, it is in the urban environment where change must happen. Building integrated photovoltaics (BIPV) are commonly seen as one appropriate measure to reduce urban carbon emissions through power generation and as an aid to promote behaviour change of occupiers to contribute to the goal of more sustainable cities. Solar photovoltaics (PV) are often applied as an add-on solution to existing building structures in an aesthetically less than pleasing manner, representing a technological and environmental statement but not always a testament to good design. A more sensitive integration of PV into buildings (glazing, cladding, roofing or shading systems) can offer additional benefits by offsetting the costs of expensive materials (e.g. high-value cladding) or by providing additional functions such as solar shading. There is no doubt that the uptake of solar technology by architects and designers can be facilitated by well-designed solutions in which PV arrays form a unity with a building and add to its identity. The study presented here assesses basic forms of architectural integration of PV arrays into buildings and discusses the implications with regard to embodied energy, economics (excluding capital subsidies) and the impacts on a building's carbon footprint.
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.
Greywater recycling: treatment options and applications
M. Pidou, F. A. Memon, T. Stephenson, B. Jefferson and P. Jeffrey
Proceedings of the Institution of Civil Engineers, Engineering Sustainability, 160, No. 3, September, 119–131, doi: 10.1680/ensu.2007.160.3.119
Wastewater is an immense resource that could find significant applications in regions of water scarcity. Greywater has particular advantages in that it is a large source with a low organic content. Through critical analysis of data from existing greywater recycling applications, this paper presents a review of existing technologies and applications by collating a disparate information base and comparing/contrasting the strengths and weaknesses of different approaches. Simple technologies and sand filters have been shown to have a limited effect on greywater; membranes are reported to provide good solids removal but cannot efficiently tackle the organic fraction. Alternatively, biological and extensive schemes achieve a good general treatment of greywater with particularly effective removal of organics. The best overall performances were observed within schemes that combine different types of methods to ensure effective treatment of all the fractions.
Rock socket piles at Mall of the Emirates, Dubai
L. Alrifai
Proceedings of the Institution of Civil Engineers, Geotechnical Engineering, 160, No. 2, April, 105–120, doi: 10.1680/geng.2007.160.2.105
The first snow centre in the Middle East, Ski Dubai, was constructed as part of the Mall of the Emirates retail and leisure complex in Dubai, United Arab Emirates. Opened in December 2005, the project comprises an 80 m high indoor ski slope and associated structures. The higher end of the slope spans over a three-level car park. The site is underlain by a variable sequence of very loose/loose silty sands, which in turn overlie solid geology comprising very weak/weak carbonate sandstone. It has been considered that the most appropriate foundation option to support the structure safely is a piled foundation. Bored and cast-in-place piles socketed into the rock were proposed. Detailed analyses of single piles and pile groups under axial and lateral loading conditions were undertaken. The seismicity and liquefaction potential were considered in the design in accordance with the requirements of Dubai Municipality. The preliminary test piles, which were carried out prior to the installation of the working piles, checked the pile capacity and load–settlement behaviour, confirmed the effectiveness of the piling technique used, and provided greater assurance of the satisfactory performance of the foundations. The results of the preliminary pile-testing programme were compared with those obtained from theoretical predictions based on the empirical relationships between pile capacity and the unconfined compressive strength. On the basis of this review, a guide for the design of rock socket piles in weak carbonate rocks suitable for use in Dubai is proposed.
Implementation and implications of Water Framework Directive
J. Brooke
Proceedings of the Institution of Civil Engineers, Maritime Engineering, 160, No. 4, December, 139-141, doi: 10.1680/maen.2007.160.4.139
The European Union (EU) Water Framework Directive (WFD), which was transposed into law in most member states in 2003, introduces a new, integrated regime of protection, improvement and management to all water bodies. These include rivers and canals, coastal and estuarine waters and, in some countries, large marine areas. The WFD also aims to prevent further deterioration in water status and to reduce or phase out pollution from certain named ‘priority and priority hazardous substances' (these are being identified as part of the process of agreeing a separate ‘daughter Directive’ to the WFD). Another key objective of the WFD is to ensure that water bodies reach ‘good status' by the end of 2015. Reaching good status requires not only chemical but also new ecological targets to be met. Implementation of this ambitious Directive is continuing apace in both the UK and at EU level. Stakeholder participation is a key element of the provisions of the Directive and the navigation sector is ensuring that it gets involved in this process at all levels. This briefing note provides a short overview of these activities.
2020 Liverpool—performance and value for money
R. G. Kilner and C. Founds
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 1, March, 23-30, doi: 10.1680/muen.2007.160.1.23
2020 Liverpool Ltd is a joint venture company owned by Mouchel Parkman and Liverpool City Council. It was set up in 2003 to deliver technical professional services to the City Council and other public and private sector clients. It is a fully functioning company and all staff are employed directly by the company. The company has a 10 year service contract with the Council, which has an optional renewal for a further 10 years. The partnership is performance based with key measures including efficiency saving, delivery of programmes, reliability of estimates, and customer satisfaction. This paper describes how these are measured and experience to date. In addition the partnership has devised and implemented a methodology for assessing value for money, which this paper also describes. It is believed that the 2020 model is the closest to that used in the manufacturing industry from which the concepts used in the public arena have been derived.
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.
Community design with children in Montreal and Guadalajara
J. Torres and M. Lessard
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 2, June, 71–76, doi: 10.1680/muen.2007.160.2.71
This paper examines two community design projects that were carried out in 2004–2006 in Montreal, Canada and Guadalajara, Mexico as part of UNESCO's Growing Up in Cities programme. In both cases, children aged 8 to 16, in collaboration with students in architecture, landscape architecture and urban planning, evaluated their neighbourhoods and proposed physical transformations to improve outdoor spaces. The collaborative process made it possible to understand how children perceive and use their neighbourhoods, to increase children's environmental knowledge and skills, and to introduce students to participatory design. This paper discusses this participatory process, describes the characteristics of places that children perceive to be meaningful and determines what lessons in neighbourhood planning can be drawn from these experiences.
The Child Friendly Cities Initiative
S. Schulze and F. Moneti
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 2, June, 77–81, doi: 10.1680/muen.2007.160.2.77
Over the last 15 years, numerous local, regional and national initiatives to make cities more child friendly have been launched worldwide. Experience has shown that the implementation of children's rights at local level goes hand in hand with improved living conditions for all age groups within society. This applies not only to developing countries but to industrialised nations as well. This paper describes the development and background of the Child Friendly Cities Initiative (CFCI). In support of the initiative, the International Secretariat of the CFCI at the UNICEF Innocenti Research Centre in Florence, Italy, produced documentation and tools that are being used worldwide by individuals, institutions and organisations committed to promoting children's rights and realising child friendly environments at local level. The paper outlines the key elements of a child friendly city, as determined by the Secretariat in consultation with a wide range of partners. This article also describes the efforts of the Swiss Committee for UNICEF in implementing the initiative in Switzerland. The main aspects of the Swiss programme are the self-assessment of communities with the help of a questionnaire, the implementation of workshops with children and young people, and the elaboration of a work plan.
Inclusive design: planning public urban spaces for children
J. Haider
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 2, June, 83–88, doi: 10.1680/muen.2007.160.2.83
This paper critically examines questions of inclusive design and planning to encourage children's spatial mobility in public spaces. This perspective is based on three interrelated premises: first, public space must be inclusive for children and youth, and their spatial mobility in civic events, activities and gatherings must be encouraged via planning and design. Second, an intergenerational perspective is indispensable to the task of rejuvenating lost public space for the young. Third, a participatory approach to the planning and design of the public realm is central to the creation of an inclusive environment. The paper identifies design attributes of public spaces that encourage children's mobility and emphasises the need for children's active participation in decision making.
Where do the children play? How policies can influence practice
H. Woolley
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 2, June, 89–95, doi: 10.1680/muen.2007.160.2.89
Children's play is important for individual children and for society as a whole. The current paper discusses some of the issues concerning the spaces in which children might play in the external urban environment. First the paper seeks briefly to remind the reader about the importance of play, both for individual children and society as a whole. Second it discusses the types of space—playgrounds—that English society currently usually provides for children to play in, in the outdoor environment. Some of the places that children like to play in are then addressed, drawing upon evidence from research. This is followed by a discussion of some policies that can provide opportunities for children to experience different spaces for playing and experiencing the external environment. Finally there is a short reflection as to whether society will be able to use the opportunities these policies currently provide and thus provide spaces for play with a different character than has been provided for the last 50 years.
Creating child friendly cities: the case of Denver, USA
B. Kingston, P. Wridt, L. Chawla, W. van Vliet and L. Brink
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 2, June, 97–102, doi: 10.1680/muen.2007.160.2.97
Referencing the UN Convention on the Rights of the Child as the basis to make cities more supportive of children's needs, this paper discusses the emergence and characteristics of child friendly cities. It then reviews the development of an initiative in Denver, Colorado, to become the number one child friendly city in the USA, and describes Learning Landscapes and Safe Routes to School as examples of community-based efforts currently underway. The conclusion draws lessons from the experience so far.
Engineering children's physical activity: making active choices easy
N. M. Nelson and C. B. Woods
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 2, June, 103–109, doi: 10.1680/muen.2007.160.2.103
Regular participation in physical activity provides physical, social and mental benefits to young peoples' health and well-being; however, there is increasing concern that large numbers of children and adolescents are doing insufficient physical activity to obtain health benefits. The physical environment is a major factor in providing opportunities to be physically active. In order to plan, design and manage cities that make children happy and safe, it is paramount to consider how children experience their environment, and which specific features of the physical environment are related to their physical activity and consequently their health. This review proposes that physical activity has been engineered out of the daily lives of children through transportation systems, land-use patterns and neighbourhood designs that inhibit play and walking or cycling to school. Research suggests that changing the built environment is a promising strategy in fighting youth inactivity. This will be best achieved through the identification of features of the engineered environment that support or inhibit physical activity. Intervention is required through environmental, policy and legislative changes to make active choices easy.
Continuous learning processes in creating the public realm
A. Ataöv
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 3, September, 135–143, doi: 10.1680/ muen.2007.160.3.135
This paper presents a three-year long participatory action research (PAR) project conducted in collaboration with government officials, researchers, social workers and 400 street children in six Turkish metropolitan cities. By utilising the experiences of this project, it is argued that inclusive planning of public space requires a ‘process’ approach that can stimulate those involved to a more liberating state. The PAR methodologies can provide the means to conduct planning in a process of participation and change. Change emerges through successive phases of dialogue and joint action. This, in turn, creates a continuous learning process for those involved through conversation and experience. The project documented in this paper used the PAR methodology to induce change in dealing with street children in the context of their inclusiveness in public space. This paper addresses the social process of this PAR project, which facilitated learning for the involved participants. The paper gives an analysis of the process to illustrate how PAR created a continuous learning process.
Infrastructure cost planning: a design-led approach
S. H. Saroop and D. Allopi
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 3, September, 145–149, doi: 10.1680/ muen.2007.160.3.145
Minimum cost has become a critical performance criterion for most engineers in the provision of township infrastructure service schemes. Consultants spend very little time generating alternative project options, often presenting decision-makers with only a few poorly differentiated alternatives borrowed ad hoc from other projects. Infrastructure projects' costs are scrutinized more closely and with greater skill and accuracy as projects have become larger, more complex and more expensive; clients have also become more exacting in their requirements. These and other factors have compelled engineers to design with greater care and in more detail. This paper contributes to the underdeveloped area of cost planning and forecasting on infrastructure projects by maximising the opportunity for improving quality and reducing project costs at each stage in the design process. In times of ever-increasing costs, the majority of clients, globally, are insisting on projects being designed and executed to give maximum value for money. The cost planning model and its outputs represent a disciplined effort to produce fundamental decisions in shaping project costs. This will place a heavy burden on consultants to use clients' money in the most efficient way possible. The cost planning model attempts to relate design to cost so that, while taking full account of quality, utility and appearance, the cost is planned to be within the economic limit of expenditure.
Major sporting events—planning for legacy
M. Taylor and I. Edmondson
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 4, December, 171–176, doi: 10.1680/ muen.2007.160.4.171
The planning of major sporting events now requires serious consideration to be given to legacy. This paper examines the nature of legacy planning and how its importance is now recognised by both bidding teams and event planning bodies. The concept of legacy is shown to be broad, encompassing economic, social, cultural, environmental, sporting and political impacts. Several examples of good and less good practice in respect of legacy planning are examined and a detailed review of how London's 2012 organisers are learning the lessons of past major sporting events is presented. To maximise the impact of legacy for major events, this paper suggests it is critical that the legacy vision—a clear articulation of legacy benefits—is in place well in advance of the event. Six ways in which legacy benefits can be secured for major sporting events are recommended: articulating the vision for legacy development as early as possible; legacy business case evaluation; attracting private sector funding for legacy development; the delivery of venues that meet the legacy aspirations of all stakeholders; coordinated venue management and operation; and rigorous evaluation of the wider socio-economic legacy.
Pedestrian planning for the 2006 Commonwealth Games
G. Mounsey, C. McPherson and N. Langdon
Proceedings of the Institution of Civil Engineers, Municipal Engineer, 160, No. 4, December, 177–182, doi: 10.1680/ muen.2007.160.4.177
The pedestrian planning work undertaken in preparation for the 2006 Commonwealth Games held in Melbourne is described. The paper considers why pedestrian modelling is needed and how it works. The work done in Melbourne is detailed and benefits and lessons learned are considered.
Project design: tasks that need to be managed
A. Hamilton
Proceedings of the Institution of Civil Engineers, Management, Procurement and Law, 160, No. 1, February, 17–23, doi: 10.1680/ mpal.2007.160.1.17
In many projects, design is an essential process whose purpose is to create, describe, and communicate that which is to be implemented. Managing the design process normally means setting the design objectives, evaluating design performance and coordinating the associated design activities. A systems approach to managing projects, where all phases are integrated and use the same basic method for planning work activities and tracking performance, is an important aspect of ‘best practice’. Based on techniques generally in use in managing the physical delivery phase, a practical and generic model to managing a project's design is described in this paper. The model, a computerised spreadsheet, which accurately captures design status, is in stark contrast to the often-found practice of subjective assessment as design work progresses.
Wind-generated interaction between tall buildings
Y.-M. Kim, K.-P. You and N.-H. Ko
Proceedings of the Institution of Civil Engineers, Structures and Buildings, 160, No. 5, October, 295–303, doi: 10.1680/ stbu.2007.160.5.295
To investigate the effect of aerodynamic interference that could increase the dynamic responses of tall buildings to wind loads, a wind tunnel experiment using high-frequency force-balance was conducted to estimate acceleration responses. Root mean square (r.m.s.) acceleration responses of along-wind, across-wind and torsional wind directions and peak resultant accelerations were estimated with and without consideration of the effect of aerodynamic interference, and were then compared with each other. When the effect of aerodynamic interference was included, r.m.s. torsional acceleration response was increased by 82%. For peak resultant acceleration response, the maximum increase was 69%. It was found that dynamic responses could be increased when considering the effect of aerodynamic interference.
A method for estimating fundamental periods of tall buildings
L. Y. Wang and Q. Wang
Proceedings of the Institution of Civil Engineers, Structures and Buildings, 160, No. 6, December, 327–337, doi: 10.1680/ stbu.2007.160.6.327
The objective of the current paper is to develop a simple hand formula to estimate the fundamental vibration period of tall buildings for use in equivalent lateral force analysis specified in building codes. The method based on the Sturm–Liouville differential equation is presented here for estimating the fundamental period of natural vibration. The resulting equation, based on the continuum representation of a tall building braced by coupled shear walls for natural vibration of the building, is proved to be the fourth-order Sturm–Liouville differential equation, and a hand method for determining the fundamental period of natural vibration of the building is presented. Making use of the coupled wall theory for natural vibration, the method is extended to deal with the vibration problem of other tall buildings braced by frame, walls and/or tube. The method has the merit of being simple in terms of numerical computation and presentation and yet is very versatile when combined with numerical analysis. Once the structural parameters αH and μ of a tall building are computed, the fundamental vibration period of the building can be readily obtained. The value of the method is that it will allow a more consistent and accurate use of code formulae for calculating the earthquake-induced maximum base shear in a tall building. Use of the method is economical with respect to both computer time and equipment, for example a hand calculator would suffice to handle the calculations of period of the buildings at concept design stage. It can also be useful to verify the results of the finite-element method where the time-consuming procedure of handling all the data can always be a source of errors.
Traffic-flow impact of toll booths on M50 motorway, Dublin
M. Rogers and S. Darcy
Proceedings of the Institution of Civil Engineers, Transport, 160, No. 1, February, 13–17, doi: 10.1680/tran.2007.160.1.13
The M50 was opened to traffic in 1990. In the intervening years the daily volumes have increased dramatically, and are predicted to exceed 90 000 by 2006. In recent times the motorway has been repeatedly congested, both during weekdays and at weekends. There is at present a perception among motorists, reinforced by political and media comment, that existing delays and congestion along the M50 are caused primarily by the operation of the toll booths at the West-Link toll bridge, located at the centre point of Dublin's M50 C-Ring motorway. This paper examines the validity of this assertion, and highlights other capacity constraints within the link that may provide more plausible and technically robust explanations for the delays experienced by motorists in the vicinity of the toll plaza.
Safety and cost-effectiveness of clear zones in Iran
E. Ayati and M. Shahidian
Proceedings of the Institution of Civil Engineers, Transport, 160, No. 1, February, 19–26, doi: 10.1680/tran.2007.160.1.19
This paper examines different clear-zone improvement alternatives in rock cuts, and compares the likely effect on safety and construction costs. Where a roadway passes through rock cuts, the construction cost of providing the clear zone is very high. This paper is based on research that demonstrates a method for selecting the appropriate clear zone in rural two-lane highways in Iran based on the site and traffic conditions expected at the site. A method is described for determining the rock-cut width that best balances the cost of construction with the improvements in safety that would result from a wider clear zone in the rock cut. The objective of this study is to quantify the societal cost of rock-face accidents, so that the costs and benefits associated with different clear-zone policies can be explicitly addressed during the preliminary design process. This study shows that the need for extra clearzone width in steep and bendy routes (specially with external curves of less than 195m radius) is more critical than that for straight and level ones. The existence of external horizontal curves simultaneously with severe longitudinal slopes increases the probability of vehicles' encroachment by as much as eight times in comparison with straight and level routes. An interesting point to note is that, by providing wider lanes, the need for extra clear-zone width is reduced dramatically.
The extension of London Underground's East London line
G. T. Bessant
Proceedings of the Institution of Civil Engineers, Transport, 160, No. 3, August, 101–108, doi: 10.1680/tran.2007.160.3.101
The East London line extension project is an imaginative scheme, which creates part of a potential orbital railway for London by using abandoned railway infrastructure by the construction of a short link to existing London Underground and Network Rail lines. The final railway will run fromWest Croydon, Crystal Palace and Clapham Junction to the south end of the existing East London line, where link bridges and new track will be constructed. The East London line will be linked at its north end by a viaduct and a bridge to the south end of the abandoned Kingsland viaduct, which is being refurbished. Finally the line will link to the Network Rail North London line and thence to Highbury and Islington station, an interchange station with the London Underground Victoria line. In phase 1 of the project, four new stations will be constructed. The service is to be operated by franchise operating over Network Rail tracks to New Cross Gate and London Underground tracks to Dalston Junction. This paper covers the scheme, the historical development of the lines, the condition of the existing infrastructure, and the project civil works.
Travel patterns of three distinct driver age groups in Greece
I. Spyropoulou, E. Papadimitriou, G. Yannis and J. Golias
Proceedings of the Institution of Civil Engineers, Transport, 160, No. 3, August, 117–124, doi: 10.1680/tran.2007.160.3.117
Within this research the travel patterns of passenger car drivers are investigated in relation to their age, as recorded from a national travel survey conducted in Greece. For the needs of this research drivers are classified into three mutually exclusive age groups: young (18–24), adult (25–64) and elderly (65þ). The mobility of these three driver groups–expressed in terms of average annual distance driven—is then investigated with respect to parameters involving driver characteristics (experience, gender), vehicle characteristics (engine size) and the nature of the trip (time of trip and road type). Several patterns are analysed, and the dependence of the various travel patterns on driver age is tested through analysis of variance (ANOVA), mainly by the use of the Welch test. The results show that driver experience is not an influencing factor for driver mobility, whereas driver gender and vehicle characteristics, such as engine size, are. Furthermore, the results illustrate dependences between driver age and driving at night and during the weekends, highlighting the relationship between driver age and trip purpose. The distribution of mobility across the different road types does not reveal any interactions with driver age; however, specific trends are detected when distance driven is also segregated into weekday and weekend categories, indicating a relationship between driver age and mobility in relation to type of day.
Comparison of noise impacts from urban transport
M. Frost and S. Ison
Proceedings of the Institution of Civil Engineers, Transport, 160, No. 4, November, 165–172, doi: 10.1680/tran.2007.160.4.165
When new transport schemes are considered, a key issue is the potential impact of noise. The reaction of people to noise however is both personal and subjective. Whereas all types of new urban transport scheme have noise evaluations, little work has been undertaken to date to compare the noise generated by the different modes of transport namely, a tram, car, bus and guided bus. The lack of such evaluations has implications for scheme perception when new modes are introduced, and such comparisons frequently form part of the public debate when systems are proposed. This paper outlines the assessment of noise and its measurement, reviews the limited published comparisons between modes and presents the results of an extensive series of noise measurements of in-service trams, buses and cars, (taken mainly within the Greater Nottingham area). The measurements have been made across a range of similar operational circumstances to allow comparison between the relative noise of particular modes. The paper concludes that from measurement across operational circumstances there should be little perceived difference in noise from buses and trams, but that proportionately cars can generate significant emissions.
Understanding behaviour through smartcard data analysis
H. Bryan and P. Blythe
Proceedings of the Institution of Civil Engineers, Transport, 160, No. 4, November, 173–177, doi: 10.1680/tran.2007.160.4.173
A feature of public transport smartcard systems that could greatly improve the business case for smartcard investment and deployment is the efficient utilisation of the vast amount of data gathered during operation. Each time the card is used a transaction is recorded. The transaction is essentially a snapshot of the card holder's behaviour, such as their boarding location and time. If this information were collected and analysed, there would be potential to generate a dynamic passenger profile, which could continuously update itself as the data are produced. This provides the possibility for a much more coherent and in-depth understanding of user demand. The purpose of this paper is to question the possibility of creating a service that is responsive and relevant to user needs using additional knowledge, captured through smartcard data analysis, of public transport passenger use. Creating a service based upon meeting user demands could enhance the appeal of public transport and if this results in increased ridership, it would create a more robust and sustainable business case for smartcards. It could also encourage and facilitate the modal shift that is required for the sustainable development of the transport industry.
Peak residential water demand
C. Tricarico, G. de Marinis, R. Gargano and A. Leopardi Proceedings of the Institution of Civil Engineers, Water Management, 160, No. 2, June, 115–121 doi: 10.1680/wama.2007.160.2.115
Residential water consumption has been analysed by monitoring a water distribution system in a small town of about 1200 inhabitants, Piedimonte San Germano, in southern Italy. The design of a water distribution system is usually undertaken with reference to the maximum water required by customers—one of the most onerous operating conditions to which an hydraulic network is exposed. The aim of the present work has been to contribute to the characterisation of the peak water demand through statistical inferences on a large data sample collected from the system under consideration. Specifically, the data have been analysed for the effect of resampling the raw data with respect to time interval on the estimate of peak demand factor. Formulae are suggested to estimate the maximum flow demand for small towns, in relation to the number of users. In addition, statistical inferences have shown that the stochastic, maximum flow demand is described by the log-normal and Gumbel models. With reference to small residential areas, the parameters of such statistical distributions have been estimated. These have shown that the coefficient of variation (CV) of the peak water demand is a function of the number of users. Although these results are only directly applicable to the specific context from which they have been obtained, the comparison with the sparse data available in the technical literature leads to the belief that the proposed relationship could be extended to other small residential areas.
